Professional Documents
Culture Documents
for the
Construction and Classification
of Steel Ships
Part 1
Regulations
July 2016
Rules and Regulations for the Construction and Classification of Steel Ships - 2016
General Information
This consolidated version of the ‘Rules and Regulations for the Construction and
Classification of Steel Ships’ (July, 2016) supersedes the July, 2015 edition of
the Rules and includes the amendments published in Rules Change Notice No.1
of October, 2015 and Rules Change Notice No.2 of January, 2016.
The amendments are applicable to ships contracted for construction on or after 01 July 2016
1/1.1.6 It is clarified that the requirements for longitudinal strength in this section do not apply
to Container ships. Separate requirements for container ships are given in Pt.5, Ch.5,
Sec.4.
Part 3 Chapter 6 : Bar Keel, Stem and Sternframe
The amendments are applicable to ships contracted for construction on or after 01 July 2016
4/4.3 & 4.5 Requirements for the structural strength of sole pieces and rudder horns have been
indicated in Pt.3, Ch.14, Sec.7. Hence, the existing structural strength requirements
in Pt.3, Ch.6 for sole pieces and rudder horn are deleted
Part 3 Chapter 12 : Opening and Closing Appliances
The amendments are applicable to ships contracted for construction on or after 01 July 2016
1/1.3.2 A note is added which clarifies that the horizontal design weather load need not be
considered for the direct strength calculation unless it is used in the sub structures of
horizontal support.
1/1.3.3 Several editorial changes are made in the requirements for cargo loads for better
understanding.
1/1.3.4.2 The loads at each corner of container stack resulting from heave and pitch are
specified.
1/1.3.4.4 Load cases with partial loading of containers are specified. Existing Fig.1.3.4.1 has
been deleted and new Fig.1.3.4.4 is added. The partial loading for each Heel
direction is indicated in the figure.
1/1.3.4.5 Requirements for the case of mixed stowage of 20 feet and 40 feet containers are
added.
1/1.5 The corrosion additions and steel renewal requirements of hatch covers are given in
this sub-section.
2/2.2.9 It is clarified that materials for hatch coaming are to satisfy the requirements of Pt. 2,
Ch.2.
2/2.5.1 The types of hatch coaming stay constructions where simple beam analysis may be
used and those requiring FEM analysis are separately shown in Fig.2.5.1.
2/2.6.4 Requirement for extension of coaming plate is added. Fig.2.6.4 gives example of
hatch side girder.
3/3.1.3 It is clarified that materials of hatch covers are to comply with Pt.3, Ch.2 with Class I
for top plate, bottom plate and primary support members.
3/3.3.1 Guidance on evaluation of stresses in finite elements of flanges of unsymmetrical
girders is added
3/3.4 Fig.3.2 for determination of normal stresses is modified indicating that maximum
stresses in the panel are to be considered .
3/3.4.2 The requirement of plate thickness when normal cargo is carried and when project
cargo is carried are separated. Definition of project cargo is given in note.
3/3.5 Separate formula given for requirements of secondary stiffeners for considering
weather loads and cargo loads.
3/3.7 It is clarified that double skin hatch covers or hatch covers with box girders are to be
assessed using FEM.
4/4.4.1 It is clarified that accelerations in longitudinal and transverse directions need not be
considered simultaneously.
4/4.4.2 Note added to clarify conditions for relaxation in permissible nominal surface
pressures for hatch cover supports.
Section / Subject / Amendments
Clause
Part 3 Chapter 14 : Rudders
The amendments are applicable to ships contracted for construction on or after 01 July 2016
1/1.1 General requirements regarding acceptance of alternatives to the rules are indicated.
3/Table 3.1.1 Factor K2 for calculation of Rudder force for additional rudder profile types are given.
3/3.3.2 Detailed guidelines for calculating Bending moments and shear force distribution for
various types of rudders are given in Sec.8 (new). Existing formulae in 3.3.2 are
deleted.
4/4.1.2 Requirements for welding between plates and heavy pieces are given.
4/4.1.3 & 4.1.4 Existing 4.1.3 deleted and 4.1.4 has been renumbered. Details for slot welding are
provided
4/ 4.1.5 to 4.1.8 New clauses added clarifying construction requirements for rudder blades.
4/4.3 Requirements for scantlings of rudder stock, blade and arms of single plated rudder
are given.
4/4.4 Details of connection of solid parts with rudder blade are specified.
5/5.1.7 It is specified that where significant reductions in rudder stock diameter is achieved by
using high strength steels, deformations are to be checked.
5/5.2.3 Requirement for Push up pressure of pintle bearings is specified.
5/5.3 Requirements for thickness of liners and bushes and minimum bearing surface area
and maximum pressures are specified.
6/6.1.6 Detail of welded joint between rudder stock and coupling flange is given in Fig.6.1.6.
6/6.3 Requirements added for key dimensions for rudder couplings.
6/6.4 New formulae for push up pressure and push up length for rudder couplings are
added.
7 Requirements for the structural strength of sole pieces and rudder horns have been
indicated.
8 This section gives guidelines for calculation of BM, SF and support reactions on
Rudder –Rudder stock system for various types of rudders.
Part 4 Chapter 1 : General Requirements for Design and Construction of Machinery
Requirements for Factory acceptance tests are added: This includes works trials in
4.11.3
4/4.12 The amendments are applicable to engines:
i) with an application for certification dated on or after 01 July 2016; or
ii) installed on ships contracted for construction on or after 01 July 2016.
Requirements for test loads for various types of engine applications are added in
Table 4.12.5.1 a) to e)
Section / Subject / Amendments
Clause
10 The amendments are effective from 01 July 2016
The amendments are applicable to shell type exhaust gas heated economizers:
i) when an application for certification of a shell type exhaust gas heated economizers is dated on
or after 01 July 2016; or
ii) which are installed onships contracted for construction on or after 01 July 2016.
3/3.2.1.9 b) and 3.2.1.9 b) and c) are deleted as operating practices are more relevant than design
c) measures in this case.
Part 4 Chapter 8 : Electrical Installations
The amendments are applicable to ships contracted for construction on or after 01 July 2016
1/1.6.15 Where vertical ladders are installed with ladder linking platforms, the offset distances
and arrangements are specified in Figure A and B.
Part 5 Chapter 4 : Liquefied Gas Carriers
The amendments are applicable to Gas Carriers constructed on or after 01 July 2016
All sections The chapter has been completely revised in accordance with revised IGC Code
(MSC 370(93)) and revised IACS UIs.
Part 5 Chapter 5 : Container Ships
The amendments are applicable to Container Ships contracted for construction on or after 01 July 2016
4 Requirements for hull girder strength in Section 4 have been completely revised in
accordance with new IACS UR S11A
5 Existing Section 5 has been renumbered to Section 9. Existing requirements for local
structure shifted from Section 4 to Section 5
6 Method for buckling assessment for container ships is elaborated.
7 Method for calculation of ultimate hull girder strength is given in this section.
8 Functional requirements and load cases for FE analysis are specified.
Part 5 Chapter 26 : Diving Support Vessels and Diving Systems
The amendments are applicable to all ships contracted for construction on or after 01 July 2016
4/4.5.2 The amendment clarifies the application of 4.5.2 relevant to the provision of additional
fire-extinguishing arrangements. The word “of category A” were added to read :
“Machinery spaces of category A containing internal combustion machinery”
Part 6 Chapter 4 : Escape
The amendments are applicable to ships contracted for construction on or after 01 Feb 2016
2/IR 2.3.3.3 It is clarified that the lowest open deck is an open deck (defined in Ch.3) at the lowest
height from base line in way of accommodation spaces.
2/IR 2.4.1 Interpretations of escape routes are provided. Clear width in escape trunks are
indicated by Fig.2.4.1.4.1.
2/IR 2.4.2.2.1 It is clarified that steering gear spaces which do not contain emergency steering
new position need only have one means of escape.
Where it contains emergency steering position, one means of escape can be
accepted if it leads directly to open deck.
2/IR 2.4.2 Interpretations for escape routes for cargo ships similar to that in 2.4.1 for passenger
ships.
Indian Register of Shipping
Part 1
Regulations
Contents
Chapter 1 General
Contents
Chapter 1 : General
1.8 Access of Surveyor to ships, shipyards or 2.21 Transparency of classification and statutory
works information
2.9 Materials, components, equipment and 4.5 Approval and maintenance of approval
machinery
Section 2 : Surveys - Bulk Carriers and Ore Section 6 : Surveys - Other Ship Types
Carriers
6.1 Scope
2.1 Scope
6.2 Annual surveys
2.2 Annual surveys
6.3 Intermediate surveys
2.3 Intermediate Surveys
6.4 Special Surveys - Hull
2.4 Special Surveys - Hull
6.5 Special Surveys - Machinery
2.5 Special Surveys - Machinery
8.21 In service testing of large permanently 13.5 Requirements of first special survey
installed breathing gas containers onboard
diving vessels - Special Requirements 13.6 Subsequent special surveys
End of Chapter
Chapter 1
General
Contents
Section
1 General Information
2 Classification Regulations
3 Classification of Ships not built under the Survey of Indian Register of Shipping
4 Alternative Certification Scheme based upon Quality Management Systems
Section 1
General Information
1.1.3 The Board of Directors shall consist of 1 Managing Director being full-time
representative of the interests of various employee appointed by the Board of
members of the Company and those concerned Directors.
with shipping in general as under:
The composition of the Board as above is to be
3 Directors representing Indian in accordance with the Articles of Association of
Shipowners IRS (as may be amended from time to time).
2 Directors representing Indian 1.1.4 The Board shall consist of not less than six
Shipbuilders and not more than fifteen Directors. The Board
of Directors shall elect one of its members to be
1 Director representing General Insurance Chairman of the Board of Directors.
Corporation of India and other Indian
underwriters
1.6.1 Whilst Indian Register of Shipping 1.8.1 The Surveyors are to be given free access
(hereinafter referred to as IRS) and its to ships classed with IRS as well as to
Board/Committees use their best endeavours to shipyards, works, etc. so as to perform their
ensure that the functions of IRS are properly duties, and are to receive adequate assistance
carried out, in providing services, information or for this purpose.
advice, neither IRS nor any of its servants or
agents warrants the accuracy of any information 1.9 Requirements for service suppliers
or advice supplied. Except as set out herein,
neither IRS nor any of its servants or agents (on 1.9.1 In general, the following categories of
behalf of each of whom IRS has agreed this service suppliers are to be approved:
clause) shall be liable for any loss damage or
expense whatever sustained by any person due a) Classification and / or Statutory services
to any act or omission or error of whatsoever
nature and howsoever caused of IRS, its - Firms engaged in thickness
servants or agents or due to any inaccuracy of measurements on ships
whatsoever nature and howsoever caused in
any information or advice given in any way - Firms engaged in tightness testing of
whatsoever by or on behalf of IRS, even if held closing appliances such as hatches,
to amount to a breach of warranty. doors, etc with ultrasonic equipment
Nevertheless, if any person uses services of
IRS, or relies on any information or advice given - Firms carrying out in-water survey of
by or on behalf of IRS and suffers loss, damage ships and mobile offshore units.
or expenses thereby which is proved to have
been due to any negligent act omission or error - Firms engaged in the examination of
of IRS its servants or agents or any negligent Ro-ro ships, bow, stern, side and inner
inaccuracy in information or advice given by or doors.
on behalf of IRS then IRS will pay compensation
to such person for his proved loss up to but not - Firms engaged in measurement of noise
exceeding the amount of the fee charged by IRS levels onboard ships
for that particular service, information or advice.
- Firms engaged in tightness testing of
1.6.2 Any notice of claim for loss, damage or primary and secondary barriers of gas
expense as referred to in 1.6.1 shall be made in carriers with membrane cargo
writing to IRS Head Office within six months of containment systems for vessels in
the date when the service, information or advice service.
was first provided, failing which all the rights to
any such claim shall be forfeited and IRS shall - Firms engaged in inspections and
be relieved and discharged from all liabilities. maintenance of fire extinguishing
equipment and systems
1.7 Audits and assessments by external
organizations - Firms engaged in testing of coating
systems in accordance with the
1.7.1 The surveys required by the regulations, requirements of IMO performance
and conducted by IRS may be subject to Audit standards for protective coatings.
by an independent Accredited Certification Body
(ACB) as per the requirements of ISO b) Statutory services
9001:2008 standard and Quality Management
System Certification Scheme (QSCS) of IACS. - Firms engaged in servicing inflatable
For this purpose, ACB auditors are to be given liferafts, inflatable lifejackets, hydrostatic
release units, inflatable rescue boats, 1.9.3 Where services are used by the Surveyors
marine evacuation systems, etc. in making decisions affecting statutory
certification and services, the firms are subject
- Firms engaged in the inspections and to approval and performance verification by IRS,
testing of radio communication where IRS is so authorized by the relevant Flag
equipment Administration (i.e. the Flag of the ship on which
the servicing is to be done or the service
- Firms engaged in inspections and equipment is to be used). For such services,
maintenance of self contained breathing IRS may accept approvals done by:
apparatus
I. The Flag Administration itself,
- Firms engaged in the annual II. Duly authorized organisation acting on
performance testing of voyage data behalf of the Flag Administration, or
recorder and simplified voyage data III. Other organizations those are
recorders acceptable to the Flag Administration
(e.g. other governments etc).
- Firms engaged in the inspections of low
location lighting systems using photo 1.9.4 Use of the approved service suppliers is
luminescent materials and evacuation not mandatory for the following services, unless
guidance systems used as an instructed otherwise by the flag Administration
alternative to low location lighting with respect to statutory certification:
systems
- Firms engaged in the inspections of low
- Firms engaged in sound pressure level location lighting systems using photo
measurements of public address and luminescent materials and evacuation
general alarm systems on board ships guidance systems used as an
alternative to low location lighting
- Firms engaged in the servicing and systems
maintenance of lifeboats, launching
appliances, on-load release gear and - Firms engaged in sound pressure level
davit-launched liferaft automatic release measurements of public address and
hooks general alarm systems on board ships
Section 2
Classification Regulations
guarantee the design or performance of a vessel agreed to by IRS e.g. "Sheltered Water
except for those aspects covered by the rule Service".
requirements and subject to the conditions of
operation of the vessel mentioned in 2.1.2. 2.6 Character of classification
2.3.2 On application by Builder or Owner, 2.6.1 The following Characters and symbols are
certain installation, e.g. refrigerating machinery assigned by IRS to indicate classification of
may be classed by IRS. Steel Ships. (For explanation of abbreviations,
see Appendix I).
2.4 Interpretations of the Rules
2.6.2 Character SUL assigned to sea-going
2.4.1 The correct interpretation of the vessels indicates that the hull and its
requirements contained in the Rules and other appendages and equipment (i.e. anchors, chain
Regulations is the sole responsibility and at the cable and hawsers) meet the Rule requirements
sole discretion of IRS. for assignment of this Character of Class.
2.5.2 Fetch : The extent of clear water across 2.6.3 Character SU- assigned to sea-going
which a wind has blown before reaching the vessels indicates that the hull and its
ship. appendages meet the Rule requirements but
equipment (i.e. anchors, chain cable and
2.5.3 Sheltered water : Water where the fetch hawsers) is not supplied or maintained as per
is six nautical miles or less. the relevant Rules but is considered by IRS to
be acceptable for particular service.
2.5.4 Reasonable weather : Reasonable
weather is assumed to exclude winds exceeding 2.6.4 Character SU assigned to sea-going
Beaufort force six associated with sea states vessels indicates that the hull and its
resulting in green water being frequently taken appendages meet the Rule requirements but
on board the ship's deck. However it is realised where special consideration has been given for
that this is largely a matter of judgment and reason of particular purpose of service and
good seamanship and can vary for particular normal equipment may be unnecessary. In such
ships. cases letter 'L' is omitted from the Character
SUL.
2.5.5 Type notation : A notation indicating that
the ship has been designed and constructed 2.6.5 Character IY assigned to self-propelled
with applicable Rules to that type of ship, e.g. seagoing vessels indicates that the machinery
"Bulk Carrier", "Oil Tanker", etc. meets the Rule requirements for assignment of
this Character of Class.
2.5.6 Cargo notation : A notation indicating that
the ship has been designed, modified or 2.6.6 The distinguishing mark inserted
arranged to carry one or more particular before a Character of Class (SUL, SU-, SU, IY
cargoes, e.g. "Phosphoric Acid". Ships with one as appropriate) is assigned to new ships where
or more particular cargo notations are not the hull and its appendages, equipment and the
thereby prevented from carrying other cargoes machinery, as appropriate, are constructed
for which they are suitable. under special survey of IRS in compliance with
the Rules to the satisfaction of IRS.
2.5.7 Special feature notation : A notation
indicating that the ship incorporates special 2.7 Class notations - Hull
features which significantly affect the design,
e.g. "movable decks". 2.7.1 When requested by an Owner and agreed
to by IRS or when considered necessary by IRS,
2.5.8 Service restriction notation : A notation a class notation will be appended to the
indicating that a ship has been classed on the character of classification. This class notation
understanding that it will be operated only in will consist of one of, or a combination of - a
suitable areas or conditions which have been type notation, a cargo notation, a special duties
notation, a special features notation and/or a 2.9 Materials, components, equipment and
service restriction notation, e.g. SUL machinery
CHEMICAL TANKER, "Sulphuric Acid", ESP,
"Indian Coastal Service". 2.9.1 The materials used in the construction of
hull and machinery intended for classification, or
2.7.2 Details of the ship types and additional in the repair of ships already classed, are to be
class notations are given in Appendix 1 and of good quality and free from defects and are to
applicable Chapters in Pt.5 of the Rules. be tested in accordance with the relevant Rules.
The steel is to be manufactured by an approved
2.7.3 Service restriction notation will generally process at works recognized by IRS.
be assigned in one of the forms given below, but Alternatively, tests to the satisfaction of IRS will
this does not preclude the Owners or be required to demonstrate the suitability of the
Shipbuilders from requesting special steel.
consideration for other forms of restrictions.
Consideration may be given by IRS to accept
a) Sheltered Water Service : Service in the works approved by IACS Member Societies
sheltered water adjacent to sand banks, with whom IRS currently has Cooperation
reefs, breakwaters or other coastal features, Agreements for this purpose.
and in sheltered water between islands. The
geographical limits will form part of the 2.9.2 Certification of materials, components,
Class Notation. equipment and machinery is carried out on basis
of the following, considering IRS and/or IMO
b) Restricted Water Service : Service in requirements, as applicable:
sheltered waters and also for short
distances (generally less than 15 nautical a) Type approval carried out by IRS.
miles) beyond sheltered waters in
'reasonable weather'. The geographical b) Unit certification by IRS.
limits will form part of the Class Notation.
c) Alternative Certification Scheme by IRS
c) Specified Coastal Service : Service along a (see Section 4).
coast, during the course of which the vessel
does not go more than 20 nautical miles d) Mutual recognition of certificates, if type
from the nearest land and may cross gulfs approved by an IACS Member Society or
or similar features recognised by the local European Union recognized organization
Administration as a part of the coastal based on commonly agreed design
service. The geographical limits will form requirements between IRS and the
part of the Class Notation, e.g. "Indian recognized organization.
Coastal Service".
2.10 Request for surveys
d) Specified Route Service : Service between
two or more points or other geographical 2.10.1 It is the responsibility of the Builders or
features which will form part of the Class Owners, as applicable, to inform the Surveyors
Notation. of IRS in the port at which the surveys for
supervision during new construction or ships in
e) Specified Operating Area Service : Service service are to be undertaken and to ensure that
within one or more geographical area(s) all surveys for issue of class certificate for new
which will form part of the Class Notation. construction, and maintenance of class for ships
in service are carried out.
2.8 Class notations - Machinery
2.11 Repairs
2.8.1 The class notations that may be assigned
by IRS are given in Appendix 1. IRS may 2.11.1 Any repairs to the hull, machinery and
prescribe additional notations as found equipment either as a result of damage or wear
necessary / expedient from time to time. and tear which are required for the maintenance
of ship's class are to be carried out under the
inspection of and to the satisfaction of the
Surveyors.
2.11.2 Where a vessel is damaged to an extent may have to be complied with if they become
resulting in towage outside port limits, it shall be applicable based on any other criteria such as
the Owners' responsibility to notify IRS at the the date on which vessel is constructed (keel
first practicable opportunity. laid).
2.11.3 Where such repairs are effected at a port 2.13.2 Where orders for major machinery and
where there is no Surveyor of IRS, the ship is to equipment are placed on manufacturer or
be surveyed by one of its Surveyors at the suppliers, IRS will have to be informed.
earliest opportunity. Responsibility for compliance with IRS Rules
and Regulations shall be with the
2.11.4 Where repairs to hull, machinery or manufacturers/suppliers.
equipment, which affect or may affect
classification, are to be carried out by a riding Where relevant, the date of application for
crew, they are to be planned in advance. A certification of specific major machinery will also
complete repair procedure including the extent be considered in addition to the date of contract
of proposed repairs and the need for Surveyor's for construction of the vessel, for determining
attendance during the voyage is to be submitted the applicable rules for such machinery.
to and agreed upon by the Surveyor reasonably
in advance. Failure to notify IRS, in advance of 2.13.3 Plans and particulars as specified in the
the repairs, may result in suspension of the Rules will have to be submitted to IRS in
vessel's class. triplicate sufficiently in advance of
commencement of construction. One copy with
Where in any emergency circumstance, stamp of approval will be returned. Any
emergency repairs are to be effected deviation from approved drawings will require to
immediately, the repairs should be documented be approved by IRS prior to execution of work.
in the ship’s log and submitted thereafter to IRS
for use in determining further survey IRS reserves the right to request for additional
requirements. plans, information or particulars to be submitted.
2.13.5 During construction of a vessel, IRS will b) If the alterations are subject to classification
ensure by surveys that parts of hull and requirements, these alterations are to
machinery requiring approval have been comply with the classification requirements
constructed in compliance with approved in effect on the date on which the alterations
drawings, all required tests and trials are are contracted between the prospective
performed satisfactorily, workmanship is in owner and the shipbuilder or, in the absence
compliance with current engineering practices of the alteration contract, comply with the
and welded parts are produced by qualified classification requirements in effect on the
welders. date on which the alterations are submitted
to IRS for approval.
2.13.6 All hull, machinery and electrical
installations will be subjected to operational The optional vessels will be considered part of
trials in the presence of IRS Surveyor. the same series of vessels if the option is
exercised not later than 1 year after the contract
2.13.7 On completion of the ship copies of as to build the series was signed.
fitted plans showing the ship as built, essential
certificates and records, loading manual etc. are 2.14.3 If a contract for construction is later
to be submitted by the Builder generally prior to amended to include additional vessels or
issuance of the Interim Certificate of Class. additional options, the date of “contract for
construction” for such vessels is the date on
2.13.8 For each new construction the which the amendment to the contract, is signed
shipbuilder is required to prepare and deliver a between the prospective owner and the
ship construction file containing documents / shipbuilder. The amendment to the contract is to
plans / manuals etc. for facilitating the future be considered as a “new contract” to which
inspection of survey, repair and maintenance as 2.14.1 and 2.14.2 above apply.
detailed in Pt.3, Ch.1, Sec.3. Some of these
documents may be directly supplied by other 2.14.4 If a contract for construction is amended
parties e.g. shipowner, for inclusion in the ship to change the ship type, the date of “contract for
construction file. The ship construction file is to construction” of this modified vessel, or vessels,
be maintained onboard each ship. is the date on which revised contract or new
contract is signed between the Owner, or
2.14 Date of contract for construction Owners, and the shipbuilder.
certificate, and the date of modification will 2.18.1.2 The class of a vessel will also be
be indicated in the Register Book. automatically suspended if the annual,
- Survey requirements shall be based on the intermediate survey become overdue. (See Pt.1
date of build associated with each major Ch.2, Table 1.1.1 for due dates and window
portion of the ship. period).
2.16 Appeal from Surveyors' recommen- 2.18.1.3 When the surveys relating to specific
dations additional notations of hull or equipment or
machinery have not been complied with and
2.16.1 If the recommendations of the Surveyors thereby the ship is not entitled to retain that
are considered in any case to be unnecessary notation, then the specific notation will be
or unreasonable, appeal may be made to IRS, suspended till the related surveys are
who may direct a special examination to be completed.
held.
2.18.1.4 The class of a vessel will be subject to
2.17 Certificates a suspension procedure if an item of continuous
survey is overdue at the time of annual survey,
2.17.1 Certificates of Class will be issued to unless the item is dealt with or postponed by
Builders or Owners when the required reports agreement.
on completion of Special Surveys of new ships
or of existing ships submitted for classification 2.18.1.5 The class of the vessel will also be
have been received from the Surveyors and subject to a suspension procedure if
approved by IRS. recommendations and/or conditions of class are
not dealt with by the due date or postponed by
2.17.2 Certificates of class maintenance in agreement, by the due date.
respect of completed periodical special surveys
of hull and machinery will also be issued to 2.18.1.6 The class of a ship is liable to be
Owners. withheld or, if already granted, may be
withdrawn in case of any non-payment of fees or
2.17.3 The Surveyors are permitted to issue expenses chargeable for the service rendered.
Interim Certificates to enable a ship, classed
with IRS, to proceed on her voyage provided 2.18.1.7 Where any ship proceeds to sea with
that, in their opinion, she is in a fit and efficient less freeboard than that approved by IRS or
condition. Such Certificates will contain when the freeboard marks are placed higher on
Surveyors' recommendations for continuance of the ship's sides than the position assigned or
Class, but in all cases are subject to approved by IRS, the ship's class will be
confirmation by IRS. suspended.
2.17.4 Individual Certificates can also be issued 2.18.1.8 When it is found that a ship is being
for propelling machinery, boilers, equipments operated in a manner contrary to that agreed at
and fittings which have been manufactured the time of classification, or is being operated in
under IRS Survey and in accordance with these conditions or in areas more onerous than those
Regulations. agreed, the class will be suspended.
2.18 Suspension, withdrawal and deletion of 2.18.1.9 The class of a vessel will be liable to be
class suspended if the Owner fails to notify IRS of any
damage to the ship‘s hull, machinery or
2.18.1 Suspension equipment, which may adversely affect
classification of the vessel or subsequently fails
2.18.1.1 The class of a vessel will be to arrange for the survey as may be advised by
automatically suspended from the expiry date of IRS.
the Certificate of Class or by the expiry date of
any extension granted, if the special survey has 2.18.1.10 The class of a vessel will be
not been completed by the due date and an suspended after a major casualty to the ship,
extension (See Ch.2, 1.11) has not been agreed such as grounding, sinking or breaking up, if the
to, or the vessel is not under attendance by the Owner is unable to arrange for the ship’s survey
Surveyor with a view to complete the surveys by IRS and commence repairs within a
prior to resuming service. reasonable period of the occurrence of the
casualty, unless otherwise agreed to with IRS.
2.18.1.11 Vessels laid up in accordance with the class suspension may be held in abeyance and
Rules prior to surveys becoming overdue will not consideration may be given to allow the vessel
be suspended when surveys addressed above to proceed on a single direct ballast voyage from
become overdue. the site of lay up to the repair yard, upon
agreement with the Flag Administration,
However, ships which are laid up after being provided IRS finds the vessel in satisfactory
suspended as a result of surveys becoming condition after surveys, the extent of which are
overdue, will remain suspended until the to be based on surveys overdue and duration of
overdue surveys are completed. lay-up. A short-term Class Certificate with
conditions for the intended voyage may be
2.18.1.12 When a vessel is intended for a issued. This is not applicable to vessels whose
demolition voyage with any periodical survey class was already suspended prior to being laid-
overdue, the vessel’s class will not be up.
suspended till completion of a single direct
ballast voyage from the lay up or final discharge 2.18.1.15 Classification will be reinstated upon
port to the demolition yard. satisfactory completion of overdue survey. The
scope of the overdue surveys will be based on
2.18.1.13 Force Majeure : If, due to the survey requirements applicable to the vessel
circumstances defined in Chapter 2, 1.11.3, the at the original due date and not based on the
vessel is in a port where the overdue surveys age of the vessel when the survey is carried out.
cannot be completed at the expiry of the periods Such surveys will be credited from the date
allowed above, IRS may allow the vessel to sail, originally due. Such surveys will be credited
in class, directly to an agreed discharge port, from the date originally due. However, the
and if necessary, thereafter in ballast, to an vessel will remain dis-classed from the date of
agreed port at which the survey will be suspension until the date class is reinstated.
completed, provided:
2.18.1.16 The Owners and the Flag State,
a) Re-examination of the ship’s record is where applicable, would be informed in writing,
carried out by IRS, of the suspension and reinstatement of
Classification.
b) IRS carries out the due and/or overdue
surveys and examination of 2.18.2 Withdrawal
Recommendations / Conditions of Class at
the first port of call when there is an 2.18.2.1 Ship’s class will be withdrawn, at the
unforeseen inability of IRS to attend the end of six months of suspension, if the Owner
vessel in the present port, and has not commenced any action to reinstate the
ship’s class. A longer suspension period may be
c) IRS is satisfied that the vessel is in condition granted when the vessel is not trading or in
to sail for one trip to a discharge port and cases of lay-up awaiting attendance for
subsequent ballast voyage to a repair facility reinstatement or disposition, in the event of a
if necessary (where there is unforeseen casualty.
inability of IRS to attend the vessel in the
present port, the master is to confirm that 2.18.2.2 When the class of a ship holding IRS
the ship is in condition to sail to the nearest class, is withdrawn by IRS in consequence of a
port of call). request from the Owners, the notation "Class
withdrawn at Owners' request" (with date) will be
The scope of the overdue surveys will be based made in the subsequent reprints of the Register
on the survey requirements applicable to the Of Ships. This entry will continue till the ship’s
vessel at the original due date and not based on class is reinstated or deleted.
the age of the vessel when the survey is carried
out. Such surveys will be credited from the date 2.18.2.3 When the Regulations as regards
originally due. surveys on the hull or equipment or machinery
have not been complied with and the ship
If class has already been automatically thereby is not entitled to retain her class, the
suspended in such cases, it may be reinstated class will be withdrawn and the notation "Class
subject to the conditions prescribed above. withdrawn" (with date) will be made in the
subsequent reprints of the Register Of Ships.
2.18.1.14 When a vessel is intended for a single This entry will continue till the ship’s class is
voyage from laid-up position to repair yard with reinstated or deleted.
any periodical survey overdue, the vessel’s
B. Ships in Operation:
Certificates/Reports 7 1 6 5
Overdue Surveys 7 7 1 1
Text of Conditions of 7 1 1 5
Class/Recommendations
Text of Overdue Conditions of 7 1 1 1
Class/Recommendations
Executive Hull Summary 7 3 3 3
Statutory Services
Due Dates of Statutory Surveys 7 7 1 1
3. Other Information:
Correspondence File with Yard 6 6 5&6
and/or Owner
Audit of Class Societies QA System 4 4 4 4
Section 3
3.1 General procedure for classification of 3.1.3 For vessels not built under survey of IRS
ships not built under survey of IRS but subsequently taken in class with the above
procedure, the mark signifying the survey during
3.1.1 Plans of hull and machinery in duplicate, construction will be omitted.
together with torsional vibration calculations,
where applicable, as specified in 3.2.5 are to be 3.1.4 Once a vessel has been taken into IRS
submitted for approval. It is preferable to have class, periodical surveys are subsequently to be
the plans approved before the classification held as per these rules.
survey is commenced.
3.2 Plans and data to be furnished as
3.1.2 Full special classification surveys would required in 3.1.1
require to be carried out by IRS Surveyors in
order to satisfy themselves regarding the 3.2.1 Plans of hull and equipment showing the
workmanship and condition of the ship and to main scantlings and arrangements of the actual
verify the approved scantlings and ship and any proposed alterations are to be
arrangements. The scope of these surveys may, submitted for approval. These should normally
however, be modified in the case of vessels built comprise of the following plans:
under the Special Survey and holding valid
certificates of class of established classification For information
societies or equivalent, if prior to commence-
ment of survey by IRS, documentary evidence - General arrangement
of all hull and machinery classification surveys
held by the other society subsequent to last - Capacity plan
special survey carried out by them could be
produced. In such cases, a special survey - Hydrostatic Curves
notation will not be assigned in conjunction with
the classification survey. The next special - Loading Manual
survey therefore would become due five years
from the special survey held by the other society - Loading Instrument Details
and not five years from classification with IRS.
- Lightweight Distribution
In cases of transfer of class from another society
to single class of IRS, the interim certificate of For approval
class or any other documents enabling the ship
to trade, can be issued : - Midship section
a) In case of vessels less than 15 years of age - Longitudinal section and decks
Section 4
4.1 General
- The manufacturer has a standard
4.1.1 Alternative Certification Scheme (ACS) is quality control that covers all required
a certification scheme involving a manufacturer inspection, testing and certification in
(and associated sub-suppliers, if needed) in the compliance with the Rules. Traceability
inspection, testing and certification of the and the required type of product
manufacturer’s products. document for components or products
will be defined in the ACS.
4.1.2 An ACS will clarify:
4.3 Conditions for approval
- The extent of the required inspection
and testing; 4.3.1 The conditions for the manufacturer to be
granted the permission to carry out inspection
- To which extent and under which and testing without the presence of a Surveyor
conditions the manufacturer may are as follows:
perform all or parts of the required
inspection and testing without the - The manufacturer has an implemented
presence of a Surveyor from IRS when Quality System according to a national
an IRS Certificate is required. or international standard (like ISO 9000
series of standards) approved by an
4.1.3 The extent to which the manufacturer is accredited certification body or
given permission to carry out inspections and recognized by IRS.
testing without the presence of a Surveyor
would be agreed on a case by case basis, e.g. - The manufacturer has a quality control
for a specific product production line or for system, current drawings, and Rules
specific parts. and standards that cover the product to
be certified.
4.2 Scope
- The inspection and testing required by
4.2.1 An ACS may be arranged with product the Rules are either standard
manufacturers and/ or sub-suppliers. procedures in the Quality System and
recognized by IRS or specified in detail
4.2.2 An ACS with a manufacturer would define in the ACS.
the handling of subcontracted parts (those that
require IRS or work certificates or in any other - The manufacturer is to demonstrate
way are addressed in the Rules). The sub- that the firm has experience consistent
supplier may be included in the ACS of the with technology and complexity of the
manufacturer or have his own ACS or deliver product for which approval is sought
parts that are inspected and certified by the IRS. and that firm's products have been of a
consistently high standard.
4.2.3 An ACS that permits the manufacturer to
carry out all or parts of required inspection and - IRS would initially ascertain the
testing without the presence of a Surveyor may manufacturer’s compliance with the
be arranged in two versions with regard to ACS requirements by verifying the
traceability: required product and process approvals
and performing an initial audit. Follow-
- The ACS describes inspection, testing up and renewal audits would be
and certification additional to the conducted by IRS on a regular basis to
manufacturer’s standard quality control verify that conditions of the ACS are
procedures in order to meet the Rules. continuously maintained by the
The components are to be stamped with manufacturer.
a special stamp supplied by IRS or
identified as required by IRS.
- If work certificates (W) or test reports the manufacturer and which are to be
(TR) are found not to fulfill the standards done in the presence of an IRS
agreed with IRS, the component may Surveyor.
not be accepted.
- The procedures relevant to the quality
- The agreed ACS may be suspended control and inspections, their methods,
or cancelled when/ if found justified by frequency and certification;
IRS.
- The quality system details;
- IRS may carry out unscheduled
inspections at the manufacturer and/or - The system used for identification and
subcontractor at its own discretion. traceability;
4.4.1 For admission to an alternative certification - Any other additional documents that
scheme for a product, the manufacturer is to IRS may require in order to evaluate the
submit an application enclosing the following manufacturing processes and product
documentation/ information: quality control.
- Description of the products for which 4.5 Approval and maintenance of approval
certification is required including, where
applicable, model or type number; 4.5.1 After receipt and appraisal of the
information required by 4.4, an initial audit of the
- Applicable plans, details of materials Works would be carried out by the Surveyors.
used and procedures relevant to the This audit is to verify that the manufacture of the
manufacturing process; product and the relevant controls are performed
in accordance with the documents submitted
- An outline description of all important and are in compliance with the requirements laid
manufacturing equipment and plant; down in the Rules.
- A list of suppliers of materials with an 4.5.2 The ACS validity is for 5 years. At least
indication of their class approval (as far one intermediate audit would be carried out by
as required by the Rules) and the type IRS during the validity of the ACS. Annual
of material certification in each case; surveillance audits would be carried out as
necessary, depending upon the complexity of
- The list of main components of the the products and experience with the firms. The
product, including certificates. ACS may be renewed subject to an audit. The
scope of the renewal audit would be as follows:
- Existing class approvals of the
manufacturer’s products as far as - verify the conditions of the ACS are
required; still met;
- Quality control plans relevant to the - verify that the current products and
products and relevant components to be processes are appropriately controlled.
certified through the alternative
certification scheme. Said plans are to 4.5.3 A Quality Assurance Certificate would be
detail the inspections and tests required issued by IRS on satisfactory completion of the
by the Rules with an indication of which initial/ renewal audit.
inspections and tests are delegated to
Appendix 1
Table of characters of class and type notations of IRS, their expanded form and significance
Abbreviation Expanded Form Significance
Characters of Class
Denotes vessels which are classed with Indian
Register of Shipping where the hull and its
SUL SARVOUTAM LANGER
appendages and equipment (i.e. anchors, chain
cables, hawsers) meet the Rule requirements.
Denotes vessels which are classed with IRS where
the hull and its appendages meet the rule
requirements but when the equipment of ship is not
SU- SARVOUTAM
supplied or maintained as per the relevant Rules but is
considered by IRS to be acceptable for particular
service
Denotes vessels which are classed with IRS where
the hull and its appendages meet the rule
SU SARVOUTAM requirements but where for reason of their particular
purpose or service normal equipment may be
unnecessary
Denotes that for self propelled seagoing vessels, the
IY INDIAN YANTRA machinery installation complies with the applicable
requirements of Indian Register of Shipping
This distinguishing mark inserted before a Character
of Class is assigned to new ships where the hull and
its appendages, equipment and the machinery as
SWASTIKA
appropriate, are constructed under special survey of
IRS in compliance with the Rules to the satisfaction of
IRS
When a Class Notation is enclosed within brackets, it
[ ] indicates that applicable arrangements exist on board
but the notation has been temporarily suspended
Class Notations - Hull
Service in sheltered water adjacent to sand banks,
Sheltered Water Service reefs, breakwaters or other coastal features, and in
sheltered water between islands
Service in sheltered waters and also for short
Restricted Water Service distances (generally less than 15 nautical miles)
beyond sheltered waters in 'reasonable weather'
Service along a coast, during the course of which the
vessel does not go more than 20 nautical miles from
the nearest land and may cross gulfs or similar
Specified Coastal Service features recognised by the local Administration as a
part of the coastal service. The geographical limits will
form part of the Class Notation, e.g. "Indian Coastal
Service"
Service between two or more points or other
Specified Route Service geographical features which will form part of the Class
Notation
Service within one or more geographical area(s) which
Specified Operating Area Service
will form part of the Class Notation
WELL STIMULATION This notation will be assigned to well stimulation vessels built in
VESSEL accordance with the applicable requirements of Part 5, Chapter 33.
End of Chapter
Chapter 2
Periodical Surveys
Contents
Section
1 General Requirements
2 Surveys - Bulk Carriers and Ore Carriers
3 Surveys - Oil Tankers, Ore or Oil Carriers, Oil or Bulk Carriers
4 Surveys - Chemical Tankers
5 Surveys - Liquefied Gas Carriers
6 Surveys - Other Ship Types
7 Docking Surveys
8 Machinery - Special Surveys
9 Boiler Surveys
10 Steam Pipes Surveys
11 Surveys of Propeller Shafts, Tube Shafts and Propellers
12 Surveys of Inert Gas Systems
13 Surveys of Vessels with Refrigerated Cargo Installations
14 Planned Maintenance System
15 Surveys – Vapour Control Systems
16 Surveys of Thermal Oil Heating Systems
17 Surveys of External Fire Fighting Systems
18 Surveys of Diving Systems
Section 1
General Requirements
1.1 General However, at the time of Annual Surveys the
continued effectiveness, of operational features,
1.1.1 All vessels are to be subjected to safety devices and control systems are to be
Periodical Surveys for the purpose of verified.
maintenance of class. Survey notations and
Survey intervals are given in Table 1.1.1 for 1.1.3 Annual, intermediate and special surveys
main class Surveys. Where additional class are to be held concurrently with the relevant
notations have been assigned, Surveys are to statutory surveys under the various IMO
be carried out at intervals given in Table 1.1.2. conventions, in accordance with the Harmonised
System of Survey and Certification of IMO.
1.1.2 Vessels with additional class notations for
which there are no specific Survey requirements 1.1.4 Special consideration may be given in the
defined in this Chapter are to have the application of relevant requirements of this
equipment and/or construction related to this chapter to commercial vessels owned or
additional class notation examined to the chartered by Governments, which are utilized in
Surveyor's satisfaction at each Special Survey. support of military operations or service.
(Any specific requirements of the flag Administration are also to be complied with)
Class survey Survey interval in
Survey
notation years
Hull : Special Survey SSH 5
5
Hull : Continuous Survey CSH 5
Machinery : Special Survey SSM 5
Machinery : Continuous Survey CSM 5
4
Intermediate Survey IS 2 or 3
1
Annual Survey AS 1
2
Docking Survey DS 2.5
Shaft Survey
Annual Audit 3
AA(PMS) 1
1
Annual Survey AS(JUS) 1
Special Survey SS(JUS) 5
Cargo refrigerating plant HY
1
Annual Survey AS(HY) 1
Special Survey SS(HY) 5
Continuous Survey CS(HY) 5
Dynamic positioning system DP(1), (2) and (3)
1
Annual Survey AS(DP) 1
Special Survey SS(DP) 5
1
Annual Survey AS(NV) 1
Special Survey SS(NV) 5
Un-attended Machinery SYJ
Spaces
Annual Survey 1
AS(SYJ) 1
Special Survey SS(SYJ) 5
Notes:
2 Survey may be carried out either at or between the second or third annual
survey.
and compressor rooms, cofferdams, ballast which all cargo holds are bounded by double-
tanks and void spaces adjacent to the cargo side skin (regardless of the width of the wing
containment spaces and also deck areas space).
throughout the entire length and breadth of the
part of the ship over the above mentioned 1.2.17 ‘General dry cargo ship’ means ships
spaces. carrying solid cargoes other than:
In the case of bulk carriers and general dry - bulk carriers and ore carriers which are
cargo ships, cargo area is that part of the ship subject to the requirements of Sec.2;
which contains all cargo holds and adjacent - dedicated Container carriers;
areas including fuel tanks, cofferdams, ballast - ro-ro cargo ships;
tanks and void spaces etc. within the - refrigerated cargo ships;
longitudinal extent from the aft bulkhead of the - dedicated wood chip carriers;
aft-most cargo hold to the fwd bulkhead of the - dedicated Cement carriers;
foremost cargo hold. - livestock carriers;
- ships carrying exclusively deck cargo;
Note: The definitions for cargo area given above - General dry cargo ships of double skin
are applicable only for the purpose of identifying construction, with double skin extending for
spaces for examination during hull surveys as the entire length of the cargo area and for
required by this chapter of the Rules. For the the entire height of the cargo hold to the
purpose of design and construction upper deck.
requirements, the definitions given in respective
chapters of Part 5 of the rules would apply. 1.2.18 Special consideration or specially
considered (in connection with close-up
1.2.12 Spaces are separate compartments surveys and thickness measurements) means
including holds, tanks, cofferdams and void that sufficient close-up inspection and thickness
spaces bounding cargo holds, decks and the measurements are to be taken to confirm the
outer hull. actual average condition of the structure under
the coating.
1.2.13 A prompt and thorough repair is a
permanent repair completed at the time of 1.2.19 Air pipe heads installed on the exposed
survey to the satisfaction of the Surveyor, decks are those extending above the freeboard
therein removing the need for the imposition of deck or superstructure decks.
any associated condition of classification, or
recommendation. 1.2.20 A ro-ro Ship is a ship which utilizes a
loading ramp to enable wheeled vehicles to be
1.2.14 Anniversary date means the day and rolled-on and rolled-off the ship,
month of each year corresponding to the expiry
date of the classification certificate. 1.2.21 Pitting corrosion is defined as scattered
corrosion spots/areas with local material
1.2.15 A Double Hull Oil Tanker is a ship reductions which are greater than the general
which is constructed primarily for the carriage of corrosion in the surrounding area.
oil (See Pt.5, Ch.2, for list of oils) in bulk, which
has the cargo tanks protected by a double hull 1.2.22 Edge corrosion is defined as local
which extends for the entire length of the cargo corrosion at the free edges of plates, stiffeners,
area, consisting of double sides and double primary support members and around openings.
bottom spaces for the carriage of water ballast An example of edge corrosion is shown in
or as void spaces. Fig.1.2.22.
1.2.16 For the purpose of application of these 1.2.23 Grooving corrosion is typically local
requirements, a ‘double skin bulk carrier’ is a material loss adjacent to weld joints along
ship which is constructed generally with single abutting stiffeners and at stiffener or plate butts
deck, top side tanks, hopper side tanks & double or seams. An example of groove corrosion is
bottom in cargo spaces and is intended primarily shown in Fig.1.2.23.
to carry dry cargo in bulk, including such types
as ore carriers and combination carriers, in
1.3.1.1 When a vessel is laid up and IRS is so 1.4.3 Detailed procedure of this scheme may be
informed, the periodical surveys required by obtained from IRS.
1.1.1, except Annual Surveys, may be
postponed at the discretion of IRS depending 1.5 Surveys for damage or alteration
upon the vessel's lay-up location, the
maintenance and preservative measures taken 1.5.1 At any time when a ship is undergoing
during the lay-up. During lay-up, the vessel is to alterations or damage repairs, any exposed
comply with the following:- parts of the structure normally difficult for access
are to be specially examined by the Surveyor.
a) The vessel is to be adequately manned in
accordance with the statutory requirements 1.6 Unscheduled surveys
prevailing at the location of lay-up.
1.6.1 In the event that IRS has reason to believe
b) Adequate power is to be available on board that its Rules and Regulations are not being
to meet the following requirements:- complied with, IRS reserves the right to perform
unscheduled surveys of the hull or machinery.
- fire fighting;
- bilge pumping; 1.7 Provision for surveys
- lighting;
- communication with shore; 1.7.1 The Surveyors are to be provided with
- needs of crew on board, and necessary facilities for a safe execution of
- operating anchor and mooring winches survey.
within a reasonable time.
In order to enable the attending surveyors to
1.3.1.2 During lay-up, vessels are to be carry out the survey, provisions for proper and
subjected to a general examination every year. safe access, are to be agreed between the
owner and IRS in accordance with confined
1.3.2 Survey at re-activation space safe entry procedure of IRS and IMO
Resolution A1050(27) ‘Revised recommend-
1.3.2.1 Vessels are to be surveyed and tested dations for entering enclosed spaces abroad
before re-entering service. The extent of the ships’, as amended.
surveys and tests will be considered in each
case by IRS depending upon the time out of Details of the means of access are to be
commission, the maintenance and preservative provided in the survey planning questionnaire.
measures taken during lay-up and the extent of
surveys carried out during this time but will at In cases where the provisions of safety and
least include a sea trial for function testing of the required access are judged by the attending
machinery installation. surveyor(s) as not adequate, the survey of the
spaces concerned would not be carried out.
1.3.2.2 Attention is drawn to the requirements of
the Flag Administration regarding International 1.7.2 The surveys at sea or at anchorages may
Safety Management Code (ISM Code) be carried out provided necessary precautions
compliance at the time of re-activation. are taken while carrying out the survey and
adequate assistance is provided.
1.4 Surveys by Chief Engineers
1.7.3 Cargo holds, tanks and spaces are to be
1.4.1 Continuous machinery Surveys of some safe for access. Cargo holds, tanks and spaces
machinery items may be carried out, subject to are to be gas free and properly ventilated. Prior
certain conditions, under the supervision of the to entering a tank, void or enclosed space, it is
Chief Engineer of the ship at ports where IRS is to be verified that the atmosphere in the tank is
not represented and where practicable, at sea. free from hazardous gas and contains sufficient
oxygen. All spaces are to be cleaned and loose
1.4.2 A limited confirmatory Survey should be accumulated corrosion scale is to be removed
carried out at the next port of call by an from all surfaces. They are to be sufficiently
exclusive Surveyor of IRS. Where IRS Surveyor clean and free from water, scale, dirt, oil
is not available, such Survey may be carried out residues, etc. to reveal any significant corrosion,
end attachment and the adjacent shell plating of 1.8 Surveys at sea or at anchorage
the forward cargo hold” at annual survey,
required in 2.2.2.9b) and the “one other selected 1.8.1 Survey at sea or at anchorage may be
cargo hold” required in 2.2.2.10.b). accepted provided the Surveyor is given the
necessary assistance from the personnel
1.7.9 For bulk carriers and oil tankers onboard. Necessary precautions and
constructed on or after 1 Jan 2005, the access procedures for carrying out the survey are to be
requirements for surveys in the cargo area and in accordance with 1.7.
forward spaces are given in Pt.5, Ch.1, Sec.1.6
& 1.7 and Pt.5, Ch.2, Sec.2.3 & 2.4 respectively. 1.8.2 A communication system is to be arranged
The means of access are to be surveyed prior between the survey party in the tank and the
to, or in conjunction with its use for carrying out responsible officer on deck. This system must
surveys. also include the personnel in charge of ballast
pump handling if boats or rafts are used.
1.7.10 During surveys of oil tankers, ore or oil
carriers, oil or bulk carriers, chemical tankers 1.8.3 Surveys of tanks or applicable holds by
and liquefied gas carriers, explosimeter, oxygen- means of boats or rafts may only be undertaken
meter, breathing apparatus, life line and whistles with the agreement of the Surveyor, who is to
are to be at hand during the survey. take into account the safety arrangements
provided, including weather forecasting and ship
1.7.11 In order to ascertain the structural response under foreseeable conditions and
strength of ship's hull and machinery, thickness provided the expected rise of water within the
measurements as specified in subsequent tank due to ship motion does not exceed 0.25
sections, as applicable, are to be carried out [m].
normally by means of ultrasonic equipment. The
accuracy of the equipment is to be proven to the 1.8.4 When rafts or boats will be used for close-
Surveyor as required. up survey the following conditions are to be
observed:
1.7.12 One or more of the following fracture
detection procedures may be required if deemed a) Only rough duty, inflatable rafts or
necessary by the Surveyor: boats, having satisfactory residual
buoyancy and stability even if one
- radiographic equipment chamber is ruptured, are to be used;
- ultrasonic equipment
- magnetic particle equipment b) The boat or raft is to be tethered to the
- dye penetrant. access ladder and an additional person
is to be stationed down the access
1.7.13 Explosimeter, oxygen-meter, breathing ladder with a clear view of the boat or
apparatus, lifelines, riding belts with rope and raft;
hook and whistles together with instructions and
guidance on their use are to be made available c) Appropriate lifejackets are to be
during the survey. A safety check-list should be available for all participants;
provided.
d) The surface of water in the tank or hold
1.7.14 Adequate and safe lighting is to be is to be calm (under all foreseeable
provided for the safe and efficient conduct of the conditions the expected rise of water
survey. within the tank should not exceed 0.25
m) and the water level stationary. On no
1.7.15 Adequate protective clothing is to be account is the level of the water to be
made available and used (e.g. safety helmet, rising while the boat or raft is in use;
gloves, safety shoes, etc.) during the survey.
e) The tank, hold or space must contain
1.7.16 If breathing apparatus and/or other clean ballast water only. Even a thin
equipment is used as “Rescue and emergency sheen of oil on the water is not
response equipment” then the equipment is to acceptable; and
be suitable for the configuration of the space
being surveyed. f) At no time is the water level to be
allowed to be within 1 m of the deepest
under deck web face flat so that the
survey team is not isolated from a direct
escape route to the tank hatch. Filling to See also IRS Classification Notes “Guidelines
levels above the deck transverses is for approval / acceptance of alternative means
only to be contemplated if a deck of access to spaces in oil tankers, bulk carriers,
access manhole is fitted and open in the ore carriers and combination carriers”.
bay being examined, so that an escape
route for the survey party is available at 1.8.6 The requirements regarding the usage of
all times. Other effective means of boats or rafts in 1.8.5 does not preclude their
escape to the deck may be considered. use for moving about within a tank during a
survey.
g) If the tanks (or spaces) are connected
by a common venting system, or inert 1.9 Repairs
gas system, the tank in which the boat
or raft is used should be isolated to 1.9.1 Any damage in association with wastage
prevent a transfer of gas from other over the allowable limits (including buckling,
tanks (or spaces). grooving, detachment or fracture), or extensive
areas of wastage over the allowable limits,
The tank being examined is to be which affects or, in the opinion of the Surveyor,
isolated also to prevent transfer of will affect the vessel's structural, watertight or
liquids/gas through cargo or ballast weathertight integrity, is to be repaired promptly
piping. and thoroughly as defined in 1.2.13. Areas to be
considered as relevant, include:
1.8.5 For the under deck areas in tanks, survey
by means of boats or rafts will be allowed if the - side structure and side plating;
depth of the webs is 1.5 [m] or less. - deck structure and deck plating;
- bottom structure and bottom plating;
If the depth of the webs is more than 1.5 [m], - inner bottom structure and inner bottom
boats or rafts may be allowed only when: plating;
- inner side structure and inner side plating;
i) the coating of the under deck structure - longitudinal bulkhead(s) plating and
is in GOOD condition and there is no structure;
evidence of wastage; or - transverse watertight or oiltight bulkheads,
plating and structure; and
ii) a permanent means of access is - hatch covers and hatch coamings.
provided in each bay to allow safe entry - weld connection between air pipes and deck
and exit, which means the following: plating;
- air pipe heads;
a) access direct from the deck via a - ventilators including closing devices;
vertical ladder and a small platform - bunker and vent piping systems in bulk
fitted approximately 2 [m] below the carriers, ore carriers and combination
deck in each bay; or carriers.
b) access to deck from a longitudinal Where adequate repair facilities are not
permanent platform having ladders to available, consideration may be given to allow
deck in each end of the tank. The the vessel to proceed directly to a repair facility.
platform shall, for the full length of the This may require discharging the cargo and/or
tank, be arranged in level with, or temporary repairs for the intended voyage.
above, the maximum water level
needed for rafting of under deck 1.9.2 Additionally, when a survey results in the
structure. For this purpose, the ullage identification of corrosion or structural defects,
corresponding to the maximum water either of which, in the opinion of the Surveyor,
level is to be assumed not more than 3 will impair the vessel's fitness for continued
[m] from the deck plate measured at the service, remedial measures are to be
midspan of deck tranverses and in the implemented before the ship continues in
middle length of the tank. service.
If neither of the above conditions are met, then 1.9.3 Where the damage found on structure
staging or an “other equivalent means” is to be mentioned in 1.9.1 is isolated and of a localized
provided for the survey of the under deck areas. nature which does not affect the ship’s structural
integrity, consideration may be given by the
surveyor to allow an appropriate temporary
Section 2
2.2.2.3 If there are indications of difficulty in 2.2.2.7 Cargo hatch covers of the portable type
operating and securing hatch covers, sets in (i.e. wood or steel pontoons) are to be examined
addition to those required by 2.2.2.2, at the to confirm the satisfactory condition of:
discretion of the surveyor, are to be tested in
operation. - wooden covers and portable beams,
carriers or sockets for the portable
Where the cargo hatch securing system does beams and their securing devices;
not function properly, repairs are to be carried
out under the supervision of the Surveyors. - steel pontoons;
c) Clamping devices, retaining bars, cleating 2.2.2.8 All watertight doors in watertight
(for wastage, adjustment and condition of bulkheads, to be examined and tested (locally
rubber components); and remotely) as far as practicable.
d) Closed cover locating devices (for distortion 2.2.2.9 Suspect areas identified at previous
and attachments); special or intermediate surveys are to be close-
up surveyed. Thickness measurements are to
e) Chain or rope pulleys; be taken of the area of substantial corrosion
identified at previous surveys.
f) Guides;
For vessels built under the IACS Common
g) Guide rails and track wheels; Structural Rules, the annual thickness gauging
may be omitted where a protective coating has
h) Stoppers; been applied in accordance with the coating
manufacturer’s requirements and is maintained
i) Wires, chains, tensioners and gypsies; in good condition. In this case, it is
recommended that the necessary
j) Hydraulic system, electrical safety devices documentation of coating is available on board.
and interlocks; and
Where annual gauging is required as per
k) End and interpanel hinges, pins and stools 2.4.12.3, thickness measurement of aft bulk-
where fitted. head of the forward cargo hold is to be carried
out.
2.2.2.5 At each hatchway the coamings, with
panel stiffeners and brackets are to be 2.2.2.10 Examination of ballast tanks is to be
subjected to a close-up survey and checked for carried out when required as a consequence of
corrosion, cracks and deformation, especially of the results of the special and intermediate
the coaming tops. surveys. (See 2.4.5.1, 2.4.5.2 and 2.3.2.1).
When considered necessary by the Surveyor or
2.2.2.6 Where considered necessary, the where extensive corrosion exists, thickness
effectiveness of sealing arrangements may be measurement is to be carried out. If the results
proved by hose or chalk testing supplemented of these thickness measurements indicate
by dimensional measurements of seal substantial corrosion additional thickness
compressing components. measurements are to be carried out to the
extent given in Table 2.4.10.2(a) or Table 2.2.2.15 On bulk carriers of over 15 years of age
2.4.10.2(b). the following are to be carried out in addition to
the requirements given in 2.2.2.1 to 2.2.2.14:
2.2.2.11 Anchoring and mooring equipment is to
be examined as far as is practicable. a) Overall survey of all cargo holds.
2.2.2.13 The Surveyor is to confirm that, where c) Examination of all piping and penetrations in
required, an approved loading instrument cargo holds, including overboard piping.
together with its operation manual is available
on board, See Pt.3, Ch.5. It is to be verified by d) Where a hard protective coating in cargo
the Surveyor that the loading instrument is holds is found to be in GOOD condition, the
checked for accuracy at regular intervals by the extent of close-up surveys may be specially
ship's staff by applying test loading conditions. considered.
2.2.2.14 On bulk carriers of over 10 years of age 2.2.2.16 Accommodation ladders are to be
the following are to be carried out in addition to examined at annual surveys. Satisfactory
the requirements in 2.2.2.1 to 2.2.2.13: condition of the following items is to be checked,
in particular :
a) Overall survey of two selected cargo holds
in double skin bulk carriers and all cargo a) steps;
holds in the case of other bulk carriers. b) platforms;
c) all support points such as pivots, rollers,
b) For single side skin bulk carriers, close-up etc.;
survey of sufficient extent, minimum 25 per d) all suspension points such as lugs,
cent of frames, to establish the condition of brackets, etc.;
the lower region of the shell frames e) stanchions, rigid handrails, hand ropes and
including approximately lower one third turntables;
length of side frame at side shell and side f) davit structure, wire and sheaves, etc.
frame end attachment and the adjacent
shell plating in a forward cargo hold. Where 2.2.2.17 Gangways are to be examined at
this level of survey reveals the need for annual surveys. Satisfactory condition of the
remedial measures, the survey is to be following items is to be checked, in particular :
extended to include a close-up survey of all
of the shell frames and adjacent shell a) treads;
plating of that cargo hold as well as a close- b) side stringers, cross-members, decking,
up survey of sufficient extent of all deck plates, etc.;
remaining holds. c) all support points such as wheel, roller, etc.;
d) stanchions, rigid handrails, hand ropes.
c) When considered necessary by the
Surveyor, thickness measurement is to be 2.2.2.18 Winches of accommodation ladders
carried out. If the results of these thickness and gangways are to be examined to verify the
measurements indicate substantial satisfactory condition of the following items:
corrosion additional thickness measure-
ments are to be carried out to the extent a) brake mechanism including condition of
given in Table 2.4.10.2(a) or Table brake pads and band brake, if fitted;
2.4.10.2(b). b) remote control system, and
c) power supply system for electric motor.
d) Where a hard protective coating in cargo
holds is found to be in GOOD condition, the 2.2.2.19 Davits and fittings on the ship’s deck
extent of close-up surveys may be specially associated with accommodation ladders and
considered. gangways are to be examined for satisfactory
condition at annual surveys. Fittings or
e) All piping and penetrations in cargo holds, structures for means of access to deck such as
including overboard piping are to be handholds in a gateway or bulwark ladder and
examined. stanchions are also to be examined.
2.2.3 Additional annual survey requirements - Suspect areas found at the previous
for ships subject to SOLAS XII/9: special survey.
2.2.3.1 For ships subject to SOLAS XII/9 i.e.: 2.2.3.5 Extent of thickness measurement:
- Bulk Carriers of 150 [m] in length and a) Thickness measurement is to be carried out
upwards of single side skin construction as to an extent sufficient to determine both
defined in Pt.5, Ch.1, 1.1.4; and general and local corrosion levels at areas
subject to close-up survey, as described in
- Carrying solid bulk cargoes having a density 2.2.3.3a) and 2.2.3.4a) above. The
of 1780 [kg/m3] and above; and minimum requirement for thickness
measurements are areas found to be
- Contracted for construction before 1 July, suspect areas at the previous special
1999 and survey.
2.2.3.7 Bilge well alarms to all cargo holds and of relaying heading information and, when
conveyor tunnels are to be verified to confirm appropriate, supplying visual compass readings
their functionality. to the emergency steering positions.
2.2.4.18 Examining in general, that the working condition and situated at their
precautions provided against shock, fire and respective locations;
other hazards of electrical origin are being
maintained. e) examination of fixed fire fighting system
controls, piping, instructions and marking,
2.2.4.19 A General Examination of automation checking for evidence of proper
equipment is to be carried out. Satisfactory maintenance and servicing including date of
operation of safety devices, bilge level detection last systems tests;
and alarm systems and control systems is to be
verified. f) verification that all semi-portable and
portable fire extinguishers are in their
2.2.4.20 Examination of bunker and vent piping stowed positions, checking for evidence of
systems. proper maintenance and servicing,
conducting random check for evidence of
2.2.4.21 For ships complying with the discharged containers;
requirements of SOLAS XII/12 for hold, ballast
and dry space water level detectors (See g) verification, as far as practicable, that the
2.4.14), the annual survey is to include an remote controls for stopping fans and
examination and a test, at random, of the water machinery and shutting off fuel supplies in
ingress detection systems and of their alarms. machinery spaces are in working order;
2.2.4.22 For ships complying with the h) examination of the closing arrangements of
requirements of SOLAS XII/13 for the availability ventilators, funnel annular spaces, skylights,
of pumping systems (See 2.4.15), the annual doorways and tunnel, where applicable;
survey is to include an examination and a test,
of the means for draining and pumping ballast i) confirmation that the fire fighters’ outfits and
tanks forward of the collision bulkhead and emergency escape breathing devices
bilges of dry spaces any part of which extends (EEBDs) are complete and in good
forward of the foremost cargo hold and of their condition and that the cylinders, including
controls. the spare cylinders, of any required self-
contained breathing apparatus are suitably
2.2.4.23 Confirmation that machinery space charged.
ventilation systems are in good working
condition. j) examination of any manual and automatic
fire doors and proving their operations.
2.2.5 Fire protection, detection and
extinction k) examination of the fire-extinguishing
systems for spaces containing paint and/or
2.2.5.1 The arrangements for fire protection, flammable liquids and deep fat cooking
detection and extinction are to be examined and equipment in accommodation and service
are to include confirmation that no changes spaces;
have been made in the structural fire protection.
Following are to be examined / verified: l) examination of the fire safety requirements
of any helicopter facilities;
a) verification that fire control plans are
properly posted; m) examination of the fire protection
arrangements in cargo spaces, as far as
b) examination as far as possible and testing practicable;
as feasible of the fire and/or smoke
detection system(s); n) examination, when appropriate of the
special arrangements for carrying
c) examination of the fire main system and dangerous goods, including checking the
verification that each fire pump including the electrical equipment and wiring, ventilation,
emergency fire pump can be operated provision of protective clothing and portable
separately so that the two required powerful appliances and testing of the water supply,
jets of water can be produced bilge pumping and any water spray system.
simultaneously from different hydrants;
Surveys carried out by the National Authority of
d) verification that fire hoses, nozzles, the country in which the ship is registered would
applicators and spanners are in good
normally be accepted as meeting these safe and efficient conduct of the survey work to
requirements, at the discretion of the Surveyor. be carried out.
2.2.5.2 Confirmation that the means of escape 2.3.2 Vessels of between 5 and 10 years of
from accommodation, machinery spaces and age
other spaces are satisfactory.
2.3.2.1 Ballast tanks
2.2.5.3 Examination of the arrangements for
gaseous fuel for domestic purposes. a) An overall survey of representative ballast
tanks is to be carried out. The selection of
2.3 Intermediate Surveys representative tanks is to include the fore
and aft peak tanks and a number of other
2.3.1 General tanks, taking into account the total number
and type of ballast tanks. When extensive
2.3.1.1 Intermediate surveys are to be carried corrosion is found, thickness
out at or between the second or third Annual measurements are to be carried out. If the
Survey. overall survey reveals no visible structural
defects, the examination may be limited to
However, only those items which are additional a verification that the corrosion prevention
to the requirements of annual survey may be system remains efficient.
examined between the second or third Annual
Survey. b) Where POOR coating condition, corrosion
or other defects are found in ballast tanks
Concurrent crediting to both Intermediate survey or where a hard protective coating was not
and Special survey for surveys and thickness applied from the time of construction, the
measurements of spaces is not acceptable. examination is to be extended to other
ballast tanks of the same type.
2.3.1.2 The following requirements are
applicable for vessels over five years of age. For c) For ballast tanks other than double bottom
vessels below 5 years of age additional tanks, where a hard protective coating is
examination over and above the requirements of found to be in POOR condition and is not
Annual survey may be required at the discretion renewed or where a soft or semi-hard
of the Surveyors. coating has been applied or where a hard
protective coating was not applied from the
2.3.1.3 For vessels over 10 years of age a time of construction, the tank(s) in question
specific survey program is to be worked out by are to be examined and thickness
the owner in cooperation with the Surveyors measurements carried out as necessary at
considering the requirements of the previous subsequent annual surveys.
special survey, executive hull summary of that
survey, later relevant survey records and taking When such breakdown of hard coating is
account of any amendments to the survey found in double bottom ballast tanks, or
requirements after the last special survey. The where a soft or semi-hard coating has been
survey program is to be submitted in written applied or where a hard protective coating
format for approval and kept on board until the has not been applied, the tanks in question
intermediate survey has been completed. (See may be examined at annual intervals.
2.4.2 for guidance on preparation of the survey When considered necessary by the
program). Surveyor, or where extensive corrosion
exists, thickness measurements are to be
2.3.1.4 Prior to the commencement of any part carried out.
of the intermediate survey, a survey planning
meeting is to be held between the attending d) Suspect areas identified at previous
Surveyor(s), the owner’s representative in surveys are to be overall and close-up
attendance and where involved, the thickness surveyed.
measurement company representative and the
master of ship or an appropriately qualified 2.3.2.2 Cargo holds
representative appointed by the master or
Company for the purpose to ascertain that all a) Overall survey of all cargo holds. For single
the arrangements envisaged in the survey side skin bulk carriers, close-up survey of
programme are in place, so as to ensure the sufficient extent, minimum 25 per cent of
frames, is to be carried out to establish the intervals to confirm the coating in way is still
condition of : in good condition, or alternatively
- Shell frames including their end ii) required to be gauged at annual intervals.
attachments, adjacent shell plating and
transverse bulkheads in the forward In this case of i) above, it is recommended
cargo hold and one other selected cargo that the necessary documentation of coating
hold. is available on board.
- Areas found suspect at the previous c) Where the hard protective coating in cargo
Special Survey. holds is found to be in GOOD condition, the
extent of close-up surveys may be specially
b) For single side skin bulk carriers, where considered.
considered necessary by the Surveyor as a
result of the overall and close-up survey, the For existing bulk carriers, where owners may
survey is to be extended to include a close- elect to coat or recoat cargo holds as noted
up survey of all of the shell frames and above, consideration may be given to the extent
adjacent shell plating of that cargo hold as of the close-up and thickness measurement
well as a close-up survey of sufficient extent surveys. Prior to the coating of cargo holds of
of all remaining cargo holds. existing ships, scantlings should be ascertained
in the presence of a surveyor.
For double skin bulk carriers, as a result of
overall survey, the survey may be extended 2.3.3 Vessels of between 10 and 15 years of
to include a close-up survey of those areas age
of structure in the cargo holds selected by
the Surveyor. 2.3.3.1 The requirements of the intermediate
survey are to be to the same extent as the
2.3.2.3 Extent of thickness measurements previous special survey as required in 2.4 for
hull structure and piping systems in way of the
a) Thickness measurements are to be carried cargo holds cofferdams, pipe tunnels, void
out to an extent sufficient to determine both spaces and fuel oil tanks in the cargo area and
general and local corrosion levels at areas all ballast tanks. However, tank testing specified
subject to close-up survey as per 2.3.2.2a). in 2.4.8, survey of automatic air pipe heads
The minimum requirements for thickness specified in 2.4.6.9 and internal examination of
measurement are the areas found to be fuel oil, lub.oil and fresh water tanks specified in
suspect areas at the previous survey. The Table 2.4.6.1 need not be carried out unless
extent of thickness measurement may be deemed necessary by the attending Surveyor.
specially considered provided the Surveyor Thickness measurement is to be carried out for
is satisfied by the close-up survey, that items 1) to 6) of Table 2.4.10.1.
there is no structural diminution and the
hard protective coatings are found to be in A survey programme as per 2.4.2 is to be
GOOD condition. worked out prior to commencement of survey.
b) Where substantial corrosion is found, the 2.3.3.2 The intermediate survey may be
extent of thickness measurements is to be commenced at the second annual survey and
increased in accordance with the be progressed during the succeeding year with
requirements of Table 2.4.10.2. Suspect a view to completion by the third annual survey
areas identified at previous surveys are to in lieu of the application of 2.4.1.4.
be examined. Areas of substantial corrosion
identified at previous surveys are to have 2.3.3.3 An in-water survey complying with the
thickness measurements taken. requirements of Sec.7.2 may be accepted in lieu
of docking survey required by 2.4.1.9.
For vessels built under IACS Common
Structural Rules, the identified substantial 2.3.4 Vessels of over 15 years of age
corrosion areas may be:
2.3.4.1 The requirements of the intermediate
i) protected by coating applied in survey are to be to the same extent as the
accordance with the coating manufacturer’s previous special survey as required in 2.4 for
requirements and examined at annual hull structure and piping systems in way of the
cargo holds cofferdams, pipe tunnels, void
spaces and fuel oil tanks in the cargo area and surveys, the next period of class will start from
all ballast tanks. However, tank testing specified the expiry date of the special survey. If the
in 2.4.8, survey of automatic air pipe heads owner elects to carry out the next due special
specified in 2.4.6.9 and internal examination of survey, the period of class will start from the
fuel oil, lub.oil and fresh water tanks specified in survey completion date. Any requirement of the
Table 2.4.6.1 need not be carried out unless Flag Administration in this regard is also to be
deemed necessary by the attending Surveyor. complied with.
Thickness measurement is to be carried out for
items 1) to 6) of Table 2.4.10.1. 2.4.1.4 The Special Survey may be commenced
at the 4th Annual Survey and be progressed
A survey programme as per 2.4.2 is to be with a view to completion by the 5th anniversary
worked out prior to commencement of survey. date. When the special survey is commenced
prior to the fourth annual survey, the entire
2.3.4.2 The intermediate survey may be survey is to be completed within 15 months if
commenced at the second annual survey and such work is to be credited to the special survey
be progressed during the succeeding year with and in this case the next period of class will start
a view to completion by the third annual survey from the survey completion date.
in lieu of the application of 2.4.1.4.
Concurrent crediting to both Intermediate survey
2.3.4.3 A survey in dry dock is to be part of the and Special survey for surveys and thickness
intermediate survey. Any remaining work in measurements of spaces is not acceptable.
respect of the overall and close-up surveys and
thickness measurements and repairs applicable 2.4.1.5 As part of the preparation for Special
to the lower portions of cargo holds and ballast Survey, the proposed Survey Programme (See
tanks (i.e. parts below light ballast water line), 2.4.2) including the schedule for thickness
are to be completed in the dry-dock. measurements (See 2.4.10) are to be submitted
at least 3 months in advance of the intended
2.4 Special Surveys - Hull commencement of the Special Survey.
2.4.2 Planning and preparation for survey - Basic ship information and particulars
Special Survey No. I Special Survey No. II Special Survey No. III Special Survey No. IV
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15 and subsequently
Age > 15
1) The holds, deep tanks, 1) Requirements of 1) Requirements of 1) Requirements of
peaks, bilges and drain Special Survey I to be Special Survey II to be Special survey III to be
wells, engine and boiler complied with complied with complied with
spaces and other spaces are
to be cleared out and 2) The chain locker is to 2) Portions of wood
cleaned as necessary for be cleaned internally. sheathing, or other
examination. Floor plates in The chain cables are to covering, on steel decks
engine and boiler spaces are be ranged for inspection. are to be removed, as
to be lifted as may be The anchors are to be considered necessary by
necessary for examination of cleaned and placed in an the Surveyor, in order to
the structure underneath. accessible position for ascertain the condition of
Where necessary ceiling, inspection. the plating.
lining, casings and loose
insulation are to be removed
as required by the Surveyor
for examination of the
structure. Compositions on
the plating are to be
examined and sounded, but
need not be disturbed if
found satisfactorily adhering
to the plating.
2) The steelwork is to be
exposed and cleaned as
may be required for its
proper examination by the
Surveyor and close attention
is to be paid to the parts of
the structure which are
particularly liable to
excessive corrosion or to
deterioration due to other
causes.
2.4.2.7 Prior to commencement of any part of 2.4.2.8 The following is an indicative list of items
the special survey, a survey planning meeting is that are to be addressed in the meeting:
to be held between the attending surveyor(s),
the owner’s representative in attendance, the a) Schedule of the vessel (i.e. the voyage,
thickness measurement company representative docking and undocking manoeuvres,
and the master of the ship or an appropriately periods alongside, cargo and ballast
qualified representative appointed by the master operations, etc.);
or Company for the purpose to ascertain that all
the arrangements envisaged in the survey b) Provisions and arrangements for thickness
programme are in place, so as to ensure the measurements (i.e. access, cleaning/de-
safe and efficient conduct of the survey work to scaling, illumination, ventilation, personal
be carried out. safety);
Notes:
2.4.6.8 The hand pumps and suctions, air and Table 2.4.6.8. For designs where the inner parts
sounding pipes are to be examined. The cannot be properly inspected from outside, the
Surveyors are to ensure that striking plates are head is to be removed from the air pipe.
fitted under the sounding pipes whilst examining Particular attention is to be paid to the condition
the tanks internally of the zinc coating in heads constructed from
galvanised steel.
Automatic air pipe heads are to be internally
examined at special surveys as indicated in
Table 2.4.6.8 : Requirements for internal examination of automatic air pipe heads
2.4.6.9 The Surveyor should satisfy himself 2.4.6.11 The windlass is to be examined.
regarding the efficient condition of the following :
2.4.6.12 The chain locker, hold fasts, hawse
− Means of escape from machinery spaces, pipes and chain stoppers are to be examined
crew and passenger spaces and spaces in and pumping arrangements of the chain locker
which crew are normally employed; tested.
2.4.6.16 For ships complying with the - stowage and securing in open condition;
requirements of SOLAS XII/13 for the availability
of pumping systems, the special survey is to - proper fit and efficiency of sealing in closed
include an examination and a test of the means condition;
for draining and pumping ballast tanks forward
of the collision bulkhead and bilges of dry - operational testing of hydraulic and power
spaces any part of which extends forward of the components, wires, chains and link drives.
foremost cargo hold and of their controls.
2.4.7.3 Checking the effectiveness of sealing
2.4.6.17 Examination of accommodation arrangements of all hatch covers by hose testing
ladders, gangways and their winches are to be or equivalent.
carried out as required for annual surveys. In
addition, the accommodation ladders and 2.4.7.4 Close up survey and thickness
gangways are to be operationally, tested with measurement of the hatch cover and coaming
the specified maximum operation load. plating and stiffeners is to be carried out as
given in the relevant tables.
The tests are to be carried out with the load
applied as uniformly as possible along the 2.4.8 Tank testing
length of the accommodation ladder or
gangway, at an angle of inclination 2.4.8.1 Boundaries of double bottom, deep,
corresponding to the maximum bending moment ballast, peak and other tanks including holds
on the accommodation ladder or gangway. adapted for the carriage of water ballast, are to
be tested with a head of liquid to the top of air
Accommodation ladder winch is to be pipes or nearabout to the top of hatches for
operationally tested at special surveys. The ballast/cargo holds. Boundaries of fuel oil, lub.oil
brake system of the winch is to be tested for and fresh water tanks are to be tested with a
holding the maximum operational load on the head of liquid to the highest point that liquid will
ladder. rise under service conditions. Tank testing of
fuel oil, lub.oil and fresh water tanks may be
For existing installations on board ships specially considered based on a satisfactory
constructed prior to 01 Jan 2010 where the external examination of the tank boundaries and
maximum operational load is not known, load a confirmation from the Master stating that the
nominated by the shipowner or operator may be pressure testing has been carried out according
considered as the test load. to the requirement with satisfactory results.
2.4.7 Hatch covers and coamings 2.4.8.2 The testing of double bottom tanks and
other spaces not designed for the carriage of
The hatch covers and coamings are to be liquid may be omitted, provided a satisfactory
surveyed as follows: internal examination together with an
examination of the tank top is carried out.
2.4.7.1 A thorough inspection of the items listed
in 2.2.2.2 is to be carried out in addition to all 2.4.9 Close-up surveys
hatch covers and coamings.
2.4.9.1 The minimum requirements for Close-up
2.4.7.2 Checking of the satisfactory operation of survey are given in Table 2.4.9.1(a) or Table
all mechanically operated hatch covers is to be 2.4.9.1(b) or Table 2.4.9.1(c).
made, including:
Level (b) Immediately above and below the lower stool shelf plate (for those ships fitted with lower stools)
and immediately above the line of the shedder plates.
Level (d) Immediately below the upper deck plating and immediately adjacent to the upper wing tank and
immediately below the upper stool shelf plate for those ships fitted with upper stools, or immediately
below the topside tanks.
Table 2.4.9.1b : Minimum requirements for close-up survey at special hull survey of
double skin bulk carriers other than ore carriers
(A) : Transverse web frame or watertight transverse bulkhead in topside, hopper side and double
side ballast tanks. In fore and aft peak tanks transverse web frame means a complete
transverse web frame ring including adjacent structural members.
(B) : Ordinary transverse frame in double side tanks.
(C) : Cargo hold transverse bulkheads plating, stiffeners and girders.
(D) : Cargo hold hatch covers and coamings. Close up survey/thickness measurement is to be
carried out for accessible parts of hatch cover structures. For cargo hold hatch covers of
approved design which have no access to internal structures, close up survey/thickness
measurements of such inaccessible structural members need not be carried out.
(E) : Deck plating inside line of hatch openings between cargo hold hatches.
Level (a) : Immediately above the inner bottom and immediately above the line of gussets (if fitted) and
shedders for ships without lower stool.
Level (b) : Immediately above and below the lower stool shelf plate (for those ships fitted with lower
stools) and immediately above the line of the shedder plates.
Level (d) : Immediately below the upper deck plating and immediately adjacent to the upper wing tank
and immediately below the upper stool shelf plate for those ships fitted with upper stools, or immediately
below the topside tanks.
Table 2.4.9.1c : Minimum requirements for close-up survey at special hull survey of ore carriers
2.4.9.2 The Surveyor may extend the close-up the coating in way is still in good
survey as deemed necessary taking into condition, or alternatively
account the maintenance of the spaces under
survey, the condition of the corrosion prevention b) Required to be gauged at annual
system and where spaces have structural intervals.
arrangements or details which have suffered
defects in similar spaces or on similar ships In this case of a) above, it is
according to available information. recommended that the necessary
documentation of coating is available on
2.4.9.3 For areas in tanks and cargo holds board.
where hard protective coatings are found in
GOOD condition, the extent of Close-up survey The Surveyor may further extend the thickness
may be specially considered. measurements as deemed necessary.
Table 2.4.10.1 : Thickness measurement at special hull survey of dry bulk cargo ships
(including double skin bulk carriers)
2) Within the cargo area: 2) Within the cargo area: 2) Within the cargo area:
5) Selected wind and water 5) Selected wind and water 5) All wind and water
strakes outside the cargo strakes outside the cargo strakes outside the cargo
area area area
6) For vessels subject to 6) Same as for Special
compliance of IMO stan- Survey III
dards as mentioned in
2.4.12 thickness measure-
ment applicable to the
vertically corrugated aft
transverse bulkhead of the
foremost cargo hold is to be
carried out as per Table
2.4.12 and Fig.2.4.12
9) Representative exposed
superstructure deck plating
(poop, bridge, forecastle
deck)
10) All keel plates,
additional bottom plates in
way of machinery space, aft
end of tanks and
cofferdams outside cargo
area
Deck structure including cross strips, main cargo hatchways, hatch covers, coamings and
topside tanks
Structural member Extent of measurement Pattern of measurement
Cross deck strip plating Suspect cross deck strip plating 5 point pattern between
underdeck stiffeners over 1
metre length
Underdeck stiffeners Transverse members 5 point pattern at each end and
mid span
Longitudinal members 5 point pattern on both web and
flange
Hatch covers Side and end skirts, each 3 5 point pattern at each location
locations
3 longitudinal bands, 2 outboard 5 point measurement each band
strakes and centerline strake
Hatch coamings Each side and end of coaming, 5 point measurement each band
one band lower 1/3, one band i.e. end or side coaming
upper 2/3 of coaming
Topside ballast tanks a) watertight transverse
bulkheads:
- Lower 1/3 of bulkhead 5 point pattern over 1 sq. metre
of plating
- Upper 2/3 of bulkhead 5 point pattern over 1 sq. metre
of plating
- Stiffeners 5 point pattern over 1 metre
length
b) two representative swash
transverse bulkheads:
- Lower 1/3 of bulkhead 5 point pattern over sq. metre of
plating
- Upper 2/3 of bulkhead 5 point pattern over 1 sq. metre
of plating
- stiffeners 5 point pattern over 1 metre
length
c) three representative bays of
slope plating:
- Lower 1/3 of tank 5 point pattern over 1 sq. metre
of plating
- Upper 2/3 of tank 5 point pattern over 1 sq. metre
of plating
d) Longitudinals, suspect and 5 point pattern on both web and
adjacent flange over 1 metre length
Structure in double side spaces of double skin bulk carriers including wing void spaces of ore
carriers
minimum of two webs and both 5-point pattern over approx. two
transverse bulkheads square metre area
b) other strakes
2.4.10.5 The thickness measurements are to be 2.4.11.2 For CSR bulk carriers, the ship’s
carried out by a qualified company certified by longitudinal strength is to be evaluated by using
IRS. the thickness of structural members measured,
renewed and reinforced, as appropriate, during
2.4.10.6 In order to ensure necessary control the special surveys carried out after the ship
during the process of thickness measurements, reached 15 years of age (or during the special
these are normally to be carried out under the survey No.3, if this is carried out before the ship
supervision of the Surveyor. The Surveyor has reaches 15 years) in accordance with the criteria
the right to re-check the measurements as for longitudinal strength of the ship’s hull girder
deemed necessary to ensure acceptable for CSR bulk carriers specified in Ch.13 of CSR.
accuracy.
2.4.11.3 The final result of evaluation of the
2.4.10.7 In all cases the extent of thickness ship’s longitudinal strength required in 2.4.11.2
measurements is to be sufficient as to represent after renewal or reinforcement work of structural
the actual average condition. members, if carried out as a result of initial
evaluation, is to be reported as a part of the
2.4.10.8 A thickness measurement report is to Executive Hull Summary.
be prepared. The report is to give the location of
measurements, the thickness measured as well 2.4.11.4 An Executive Hull Summary of the
as corresponding original thickness. survey and results is to be issued to the Owner
Furthermore, the report is to give the date when and placed on board the vessel for reference at
the measurements were carried out, type of future surveys. The Executive Hull Summary is
measuring equipment, names of personnel and to be endorsed by IRS Head Office.
their qualifications and has to be signed by the
operator. The Surveyor is to review the report of 2.4.12 Compliance with IMO standards for
the final thickness measurement after repairs scantlings of aft transverse bulkhead of the
have been carried out and countersign the cover foremost cargo hold and allowable hold
page. loading for foremost cargo hold
2.4.11 Reporting and evaluation of survey 2.4.12.1 These requirements apply to all bulk
carriers of 150 [m] in length and above,
2.4.11.1 The data and information on the intending to carry cargoes having bulk density of
3
structural condition of the vessel collected 1.78 [t/m ] or above where:
during the survey is to be evaluated for
acceptability and continued structural integrity of a) The foremost hold is bounded by the side
the vessel. shell only in ships which were contracted for
construction prior to 1 July 1998 and
iv) for ships which were less than 5 years iii) For ships which will be less than 10
of age on 1 July 1998, on or before the years of age on 1 January 2004 by the
date on which the ship reaches 10 years date on which the ship reaches 10 years
of age. of age.
Table 2.4.12 : Critical levels at which thickness measurement is to be carried out for the
vertically corrugated aft transverse bulkhead of the foremost cargo hold of existing bulk carriers
to determine compliance with IMO standard
Notes:
1. To adequately assess the scantlings of each individual vertical corrugation, each corrugation flange,
web, shedder plate and gusset plate within each of the levels given above are to be gauged.
2. Where the thickness changes within the horizontal levels, the thinner plate is to be gauged.
3. Steel renewal/reinforcement is to comply with IMO standard.
2.4.14 Compliance with SOLAS regulation 12, 2.4.15 Compliance with SOLAS regulation 13,
Ch.XII : Hold, ballast and dry space water Ch.XII : Availability of pumping systems ( for
level detectors dewatering of forward spaces)
st st
Bulk carriers constructed before 1 July, 2004 Bulk carriers constructed before 1 July, 2004
are to be fitted with water level detectors as are to comply with this SOLAS regulation in
described in Pt.5, Ch.1, 2.13 of the Rules, not accordance with details given in Pt.5, Ch.1, 2.14
later than the date of the annual, intermediate or of the Rules, not later than the date of the first
special survey of the ship to be carried out after intermediate or special survey of the ship to be
st st
1 July, 2004, whichever comes first. carried out after 1 July, 2004, but in no case
st
later than 1 July, 2007.
Renewal criteria for Bulk carriers with side S31 Cargo holds bounded by
side shell frames and frames and/or brackets single side shell
brackets not meeting the
requirements of Pt.5,
Ch.1 of the 1998 or
subsequent rules
Cargo hatch cover Bulk carriers where S30 Securing devices and
securing arrangements cargo hatch covers do stoppers for the fore
(except for pontoon not meet the most and the second
type hatchcover) requirements of Pt.3, foremost cargo hold
Ch.12 of the January, hatchways located wholly
2004 Rules or partially within 0.25L of
the fore perpendicular
Fore deck fittings: Bulk carriers, ore S27 Located on the exposed
Air pipes and carriers, general dry deck and serving spaces
ventilators and their cargo ships and wholly or partially forward
closing devices combination carriers of of the collision bulkhead
L ≥ 100 m contracted for
construction prior to
1 January, 2004
Strength of small Bulk carriers, ore S26 Located on the exposed
hatches on the fore carriers, general dry deck giving access to
deck and their cargo ships and spaces wholly or partially
securing devices (See combination carriers of forward of the collision
Pt.3, Ch.12, 7.2 for L ≥ 100 m contracted for bulkhead
definition of small construction prior to
hatches) 1 January, 2004.
Section 3
3.1.2 For vessels with class notation Ore or Oil d) Watertight bulkheads and their penetrations
Carrier ESP and Oil or Bulk Carrier ESP, the as far as practicable.
relevant requirements given in Sec.2 are also to
be applied. e) Scuppers and sanitary discharges as far as
practicable together with valves and their
3.2 Annual surveys controls.
3.2.1.3 Access to cargo tanks or other spaces j) Examination of cargo, crude oil washing,
within the cargo area, necessitating gas freeing bunker and vent piping systems, including
will normally not be required unless necessary vent masts and headers.
for checking items of equipment and
installations for correct functioning. 3.2.2.2 Examination of pump room and pipe
tunnel, if fitted, is to be carried out including:
3.2.1.4 It is to be confirmed that no new
installation of material containing asbestos was a) Examination of all pump room bulkheads for
carried out since last survey. signs of oil leakage or fractures and, in
particular, the sealing arrangements of all
3.2.2 Hull and weather deck penetrations of pump room bulkheads.
a) Weather deck, ship side plating above water 3.2.2.4 Suspect areas identified at previous
line. special or intermediate surveys are to be close-
up surveyed. Thickness measurements are to
b) Openings on freeboard and superstructure be taken in the area of substantial corrosion
decks; exposed casings; skylights and identified at previous surveys.
fiddley openings; deck houses;
3.2.2.7 Where applicable Surveyor should 3.2.2.14 When examining internal spaces, as far
satisfy himself regarding the freeboard marks on as practicable, the permanent means of access
the ship's side. where appropriate, are to be verified that they
remain in good condition.
3.2.2.8 The Surveyor is to confirm that, where
required, an approved loading instrument 3.2.2.15 For vessels subject to IMO PSPC (See
together with its operation manual are available Pt.3, Ch.2, 3.6) it is to be confirmed that the
on board, See Pt.3, Ch.5. It is to be verified by maintenance, repair and partial re-coating of
the Surveyor that the loading instrument is dedicated ballast tanks when appropriate are
checked for accuracy at regular intervals by the recorded in the coating technical file.
ship's staff by applying test loading conditions.
3.2.3 Machinery and systems
3.2.2.9 Accommodation ladders are to be
examined at annual surveys. Satisfactory 3.2.3.1 A general examination of the machinery,
condition of the following items is to be checked, boilers, all pressurised systems (steam,
in particular : pneumatic, hydraulic) and their associated
fittings, propulsion system and auxiliary
a) steps; machinery to see whether they are being
b) platforms; properly maintained and with particular attention
c) all support points such as pivots, rollers, to the fire and explosion hazards.
etc.;
3.2.3.2 Confirmation that machinery, boilers and arrangements for hydraulic power operated
other pressure vessels, associated piping steering gears are being maintained.
systems and fittings are so installed and
protected as to reduce to a minimum any danger 3.2.3.12 Examining the means for the operation
to persons on board, due regard being given to of the main and auxiliary machinery essential for
moving parts, hot surfaces and other hazards. propulsion and the safety of the ship, including
when applicable, the means of remotely
3.2.3.3 Confirmation that Periodical Surveys of controlling the propulsion machinery from the
boilers and other pressure vessels have been navigating bridge and the arrangements to
carried out as required by the Rules and the operate the main and other machinery from a
safety devices have been tested. machinery control room.
3.2.3.4 Confirmation that the normal operation of 3.2.3.13 Confirmation that the engine room
the propulsion machinery can be sustained or telegraph, the second means of communication
restored even though one of the essential between the navigation bridge and the
auxiliaries becomes inoperative. machinery space and the means of
communication with any other positions from
3.2.3.5 Confirmation that means are provided so which the engines are controlled are operating
that machinery can be brought into operation satisfactorily.
from the dead ship condition without external
aid. 3.2.3.14 Confirmation that the engineer's alarm
is clearly audible in the engineer's accommo-
3.2.3.6 All main and auxiliary steering dation.
arrangements and their associated equipment
and control systems are to be examined and 3.2.3.15 The bilge pumping systems and bilge
tested. Where applicable, Surveyors are to wells including operation of each bilge pump,
verify that log entries have been made in extended spindles and level alarms, where
accordance with statutory requirements. fitted, are to be examined as far as is
practicable. It is also to be confirmed that bilge
3.2.3.7 Confirming, when appropriate, that pumping system for each watertight
requisite arrangements to regain steering compartment is satisfactory.
capability in the event of the prescribed single
failure are being maintained. It is also to be confirmed that drainage from
enclosed cargo spaces situated on freeboard
3.2.3.8 Steering chains are to be cleaned for deck is satisfactory.
ascertaining wear and tear and lengths of chain
worn in mean diameter by more than 12 per 3.2.3.16 Examining visually the condition of any
cent of the original rule diameter are to be expansion joints in sea water system.
renewed.
3.2.3.17 General examination visually and in
3.2.3.9 All the means of communication operation, as feasible, of the main electrical
between the navigating bridge and the machinery, the emergency sources of electrical
machinery control positions, as well as the power, the switch gear, other electrical
bridge and the main alternative steering equipment including the lighting system is to be
position, if fitted, are to be tested. It is to be carried out.
confirmed that means of indicating the angular
position of the rudder are operating 3.2.3.18 Confirmation as far as practicable, the
satisfactorily. operation of the emergency source(s) of
electrical power, including their starting
3.2.3.10 Confirmation that with ships having arrangement, the systems supplied, and when
emergency steering positions there are means appropriate, their automatic operation.
of relaying heading information and, when
appropriate, supplying visual compass readings 3.2.3.19 Examining in general, that the
to the emergency steering positions. precautions provided against shock, fire and
other hazards of electrical origin are being
3.2.3.11 Confirmation that various alarms maintained.
required for hydraulic power operated, electric
and electro-hydraulic steering gears are, 3.2.3.20 General Examination of automation
operating satisfactorily and that the recharging equipment is to be carried out. Satisfactory
operation of safety devices, bilge level detection
and alarm systems and control systems is to be d) verification that fire hoses, nozzles,
verified. applicators and spanners are in good
working condition and situated at their
3.2.3.21 Confirmation that machinery space respective locations;
ventilation systems are in good working
condition. e) examination of fixed fire fighting system
controls, piping, instructions and marking,
3.2.3.22 Examination so far as is possible of checking for evidence of proper
cargo, bilge, ballast and stripping pumps for maintenance and servicing including date of
excessive gland seal leakage, verification of last systems tests;
proper operation of electrical and mechanical
remote operating and shutdown devices and f) verification that all semi-portable and
operation of pump room bilge system, and portable fire extinguishers are in their
checking that pump foundations are intact. stowed positions, checking for evidence of
proper maintenance and servicing,
3.2.3.23 Checking the protection of cargo pump conducting random check for evidence of
room and in particular: discharged containers;
a) verification that fire control plans are m) verification that the deck foam system and
properly posted; deck sprinkler system are in good operating
condition so far as is practicable;
b) examination as far as possible and testing
as feasible of the fire and/or smoke n) verification that all electrical equipment in
detection system(s); dangerous zones is in good condition and
has been properly maintained so far as is
c) examination of the fire main system and practicable;
verification that each fire pump including the
emergency fire pump can be operated o) checking the deck foam system, including
separately so that the two required powerful the supplies of foam concentrate and testing
jets of water can be produced that minimum number of jets of water at the
simultaneously from different hydrants; required pressure in the fire main is
obtained when the system is in operation;
3.2.4.3 Confirmation that the means of escape 3.3.2.1 The following are to be carried out:
from accommodation, machinery spaces and
other spaces are satisfactory. a) The survey to the extent specified in 3.3.3 to
3.3.5 depending on the age and type of the
3.2.4.4 Examination of the arrangements for tanker.
gaseous fuel for domestic purposes.
b) For weather decks, an examination as far as
3.3 Intermediate Surveys applicable of cargo, crude oil washing,
bunker, ballast, steam and vent piping
3.3.1 General systems as well as vent masts and headers.
If upon examination there is any doubt as to
3.3.1.1 Intermediate surveys are to be carried the condition of the piping, the piping may
out at or between the second or third Annual be required to be pressure tested, thickness
Survey. However, only those items which are measured or both.
additional to the requirements of annual survey
may be examined between the second or third c) For vessels built under IACS Common
annual survey. Structural Rules, the identified substantial
corrosion areas are required to be examined
Concurrent crediting to both Intermediate survey and additional thickness measurements are
and Special survey for surveys and thickness to be carried out.
measurements of spaces is not acceptable.
d) A general examination of electrical
3.3.1.2 The following requirements are equipment in dangerous zones and testing
applicable for vessels over five years of age. For of insulation resistance of the circuits. In
vessels below 5 years of age additional cases where a proper record of testing is
examination over and above the requirements of maintained, consideration may be given to
Annual survey may be required at the discretion accepting recent readings. These
of the Surveyors. measurements are not to be attempted until
the ship is in gas free condition and are to
3.3.1.3 For vessels over 10 years of age a be carried out within an acceptable time
specific survey program is to be worked out by period.
the owner in cooperation with the Surveyors
considering the requirements of the previous 3.3.3 Oil tankers between 5 and 10 years of
special survey, executive hull summary of that age
survey, later relevant survey records and taking
account of any amendments to the survey 3.3.3.1
requirements after the last special survey. The
survey program is to be submitted in written a) Single hull oil tankers:
format for approval and kept on board until the
intermediate survey has been completed. (See All ballast tanks are to be examined. When
considered necessary by the Surveyor,
thickness measurement and testing are to be 3.3.4.3 An in-water survey complying with the
carried out to ensure that the structural integrity requirements of Sec.7.2 may be accepted in lieu
remains effective. of the requirements of 3.4.1.9.
b) Double hull oil tankers: 3.3.5 Oil tankers exceeding 15 years of age
the following is to apply:
For tanks used for water ballast, an Overall
Survey of Representative Tanks selected by the 3.3.5.1 The requirements of the intermediate
Surveyor is to be carried out. If such inspections survey are to be to the same extent as the
reveal no visible structural defects, the previous special survey as required in 3.4 for
examination may be limited to a verification that hull structure and piping systems in way of
the hard Protective Coating remains in GOOD cargo tanks, pump rooms, cofferdams, pipe
condition. tunnels, void spaces within the cargo area and
all ballast tanks. However, pressure testing of
3.3.3.2 In addition to the requirements above, cargo and ballast tanks, survey of automatic air
suspect areas identified at previous surveys are pipe heads as specified in 3.4.6.10 and the
to be close-up surveyed. longitudinal strength evaluation of hull girder
required in 3.4.10.2 need not be carried out
3.3.3.3 A ballast tank is to be examined at unless deemed necessary by the attending
subsequent annual intervals where: surveyor. Thickness measurement is to be
carried out for items 1) to 4) of Table 3.4.9.1.
a) a hard protective coating has not been
applied from the time of construction, or 3.3.5.2 The intermediate survey may be
commenced at the second annual survey and
b) a soft or semi-hard coating has been be progressed during the succeeding year with
applied, or a view to completion by the third annual survey
in lieu of the application of 3.4.1.4.
c) substantial corrosion is found within the
tank, or 3.3.5.3 A survey in dry dock is to be part of the
intermediate survey. Any remaining work in
d) the hard protective coating is found to be in respect of the overall and close-up surveys and
less than GOOD condition and the hard thickness measurements and repairs applicable
protective coating is not repaired to the to the lower portions of cargo tanks and ballast
satisfaction of the Surveyor. tanks (i.e. parts below light ballast water line)
are to be completed in the dry-dock.
3.3.4 Oil tankers between 10 and 15 years of
age 3.4 Special Surveys - Hull
next period of class will start from the expiry part of the Special Survey. Any remaining work
date of the Special Survey. For surveys in respect of the overall and close-up surveys
completed more than 3 months before the expiry and thickness measurements and repairs
date of the Special Survey, the period of class applicable to the lower portions of cargo tanks
will start from the survey completion date. In and ballast tanks (i.e. parts below light ballast
cases where the vessel has been laid up or has water line) are to be completed in the dry-dock.
been out of service for a considerable period
because of a major repair or modification and 3.4.2 Planning and preparation for survey
the owner elects to only carry out the overdue
surveys, the next period of class will start from 3.4.2.1 A specific Survey Programme is to be
the expiry date of the special survey. If the worked out in advance of the Survey by the
owner elects to carry out the next due special Owner in cooperation with the Surveyors and
survey, the period of class will start from the submitted to IRS for approval. The Survey
survey completion date. Any requirement of the Programme is to be in a written format based on
Flag Administration in this regard is also to be IMO Resolution MSC197(80). The survey is not
complied with. to commence until the survey programme has
been agreed. Prior to the development of the
3.4.1.4 The Special Survey may be commenced survey programme, the survey planning
at the 4th Annual Survey and be progressed questionnaire based on IMO Resolution
with a view to completion by the 5th anniversary MSC197(80) is to be completed by the owner
date. When the special survey is commenced and forwarded to IRS. The Survey Programme
prior to the fourth annual survey, the entire at Intermediate Survey may consist of the
survey is to be completed within 15 months if Survey Programme at the previous Special
such work is to be credited to the special survey Survey supplemented by the Executive Hull
and in this case the next period of class will start Summary of that Special Survey and later
from the survey completion date. relevant survey reports. The survey program is
to be worked out taking into account any
Concurrent crediting to both Intermediate survey amendments to the survey requirements after
and Special survey for surveys and thickness the last special survey.
measurements of spaces is not acceptable.
3.4.2.2 In developing the Survey Programme,
3.4.1.5 As part of the preparation for Special the following documentation is to be collected
Survey, the proposed Survey Programme (See and consulted with a view to selecting tanks,
3.4.2) including the schedule for thickness areas and structural areas for examination :
measurements (See 3.4.9) are to be submitted
in advance of the Special Survey. a) Survey status and basic ship information;
3.4.1.6 Record of Special Survey will not be b) Documentation on board as per 3.4.3;
assigned until the Machinery Survey has been
completed or postponed in agreement with IRS. c) Main structural plans (scantling drawings),
including information regarding use of high
3.4.1.7 Ships which have satisfactorily passed a strength steels, clad steel and stainless steel;
Special Survey will have a record entered in the
Supplement to the Register Book indicating the d) Executive Hull Summary;
assigned date of Special Survey. In addition a
notation "ESP" will be entered for oil tankers. e) Relevant previous damage and repair history;
3.4.1.8 The special survey is to include, in f) Relevant previous survey and inspection
addition to the requirements of the Annual reports of IRS and the Owners;
Survey, examination, tests and checks of
sufficient extent to ensure that the hull, g) Cargo and ballast history for the last 3 years,
equipment and related piping are in satisfactory including carriage of cargo under heated
condition and that the ship is fit for its intended conditions;
purpose for the next five (5) year class period,
subject to proper maintenance and operation h) Details of the inert gas plant and tank
and the periodical surveys being carried out at cleaning procedures;
the due dates.
i) Information and other relevant data regarding
A Docking Survey in accordance with the conversion or modification of the ship’s cargo
requirements of Sec.7 is to be carried out as and ballast tanks since the time of construction.
Special Survey No. I Special Survey No. Special Survey No. III Special Survey No. IV
Age ≤ 5 II 10 < Age ≤ 15 and subsequently
5 < Age ≤ 10 Age > 15
1) All tanks, peaks, bilges and 1) Requirements of 1) Requirements of 1) Requirements of
drain wells, engine and boiler Special Survey I to be Special Survey II to be Special survey III to be
spaces and other spaces are complied with complied with complied with
to be cleared out and cleaned
as necessary for examination. 2) The chain locker is 2) Portions of wood
Floor plates in engine and to be cleaned internally. sheathing, or other
boiler spaces are to be lifted The chain cables are to covering, on steel decks
as may be necessary for be ranged for are to be removed, as
examination of the structure inspection. The considered necessary by
underneath. Where necessary anchors are to be the Surveyor, in order to
ceiling, lining, casings and cleaned and placed in ascertain the condition of
loose insulation are to be an accessible position the plating.
removed as required by the for inspection.
Surveyor for examination of
the structure. Compositions on
the plating are to be examined
and sounded, but need not be
disturbed if found satisfactorily
adhering to the plating
2) The steelwork is to be
exposed and cleaned as may
be required for its proper
examination by the Surveyor
and close attention is to be
paid to the parts of the
structure which are particularly
liable to excessive corrosion or
to deterioration due to other
causes.
3.4.3.4 The Survey Report File is to be available A ballast tank is to be examined at subsequent
also in the Owners management offices and annual intervals where:
with IRS.
a) a hard protective coating has not been
3.4.3.5 The following additional supporting applied from the time of construction, or
documentation is to be available on board:
b) a soft or semi-hard coating has been
- Main structural plans of cargo and ballast applied, or
tanks (for CSR ships these plans are to
include for each structural element both the c) substantial corrosion is found within the
as-built and renewal thickness. Any tank, or
thickness for voluntary addition is also to be
clearly indicated on the plans. The midship d) the hard protective coating is found to
section plan to be supplied on board the be in less than GOOD condition and the
ship is to include the minimum allowable hull hard protective coating is not repaired to
girder sectional properties for the tank the satisfaction of the Surveyor.
transverse section in all cargo tanks)
3.4.5.2 Where the hard protective coating in
- Previous repair history tanks is found to be in GOOD condition, the
extent of close-up surveys and thickness
- Cargo and ballast history measurements may be specially considered.
- Extent of use of inert gas plant and tank 3.4.6 Survey and examination
cleaning procedures
3.4.6.1 All spaces within the hull and
- Inspection by ship's personnel with superstructure are to be examined.
reference to
3.4.6.2 All tanks other than cargo and water
- structural deterioration in general ballast tanks are to be examined internally in
accordance with the requirements of Table
- leakages in bulkheads and piping 3.4.6.2.
Corrosion, significant deformation, fractures, 3.4.6.7 The masts, standing rigging and anchors
damages or other structural deterioration and if are to be examined.
deemed necessary by the Surveyor, a suitable
non-destructive examination may be required. The Surveyor should satisfy himself that there
are sufficient mooring ropes on board and also
3.4.6.4 Cargo piping on deck including crude oil that a tow line is provided when this is a Rule
washing (COW) piping and cargo and ballast requirement.
piping systems within the above tanks and
spaces are to be examined and operationally 3.4.6.8 The steering gear, and its connections
tested to working pressure to attending and control systems (main and alternative) are
Surveyor's satisfaction to ensure that tightness to be examined. The auxiliary steering gear with
and condition remain satisfactory. Special its various parts are to be examined in working
attention is to be given to ballast piping in cargo condition.
tanks and cargo piping in Ballast Tanks and void
spaces and Surveyors are to be advised on all 3.4.6.9 The hand pumps and suctions, air and
occasions when the piping, including valves and sounding pipes are to be examined. The
fittings are open during repair periods and can Surveyors are to ensure that striking plates are
be examined internally. fitted under the sounding pipes whilst examining
the tanks internally.
3.4.6.5 Where ballast tanks have been
converted to void spaces, the survey extent is to Automatic air pipe heads are to be internally
be based upon ballast tank requirements. examined at special surveys as indicated in
Table 3.4.6.10. For designs where the inner
3.4.6.6 All watertight bulkheads and watertight parts cannot be properly inspected from outside,
doors are to be examined. All decks, casings the head is to be removed from the air pipe.
and superstructures are to be examined. Particular attention is to be paid to the condition
Attention is to be given to the corners of of the zinc coating in heads constructed from
openings and other discontinuities in way of the galvanised steel.
strength decks and top sides.
Notes:
2) If a selection of tanks is accepted to be examined, then different tanks are to be examined at each
special survey, on a rotational basis.
3) Peak tanks (all uses) are subject to internal examination at each special survey.
4) At special survey No.III and subsequent special surveys, one deep tank for fuel oil is to be included, if
fitted.
3.4.6.10 The Surveyor should satisfy himself - examination of pick-up gear, towing pennant
regarding the efficient condition of the following : and chafing gear for possible deterioration;
- Means of communication between bridge The survey is to confirm that one of the towing
and engine room and between bridge and arrangements (aft or forward) are pre-rigged.
alternative steering position;
3.4.6.14 For vessels with single point mooring
- Helm indicator; arrangements where 'SPM' notation is assigned,
the following is to be carried out:
- Protection to the aft steering wheel and the
gear. a) A thorough examination of the components
of the single point mooring system (bow
3.4.6.11 The chain cables are to be ranged and chain stoppers, bow fairleads, pedestal
the anchors and the chain cables are to be roller fairleads, winches and capstans) to
examined. At special survey no. II and verify their satisfactory condition.
subsequent special surveys, the chain cables b) A close-up examination of the hull structures
are to be gauged. Any length of chain cable supporting and adjacent to the components
which is found to have reduced in mean of the single point mooring system to verify
diameter at its most worn part by more than 12 that there is no deformation or fracture.
per cent of its original rule diameter is to be Thickness determination and non-
renewed. destructive tests are to be carried out if
required by the Surveyor.
3.4.6.12 The windlass is to be examined.
3.4.6.15 The chain locker, hold fasts, hawse
3.4.6.13 A thorough examination of aft and pipes and chain stoppers are to be examined
forward emergency towing arrangements is to and pumping arrangements of the chain locker
be carried out to ensure its ready availability and tested.
satisfactory condition.
Table 3.4.6.10 : Requirements for internal examination of automatic air pipe heads
3.4.6.17 The attachment to the structure and For existing installations on board ships
condition of anodes in tanks is to be examined. constructed prior to 01 Jan 2010 where the
maximum operational load is not known, load
3.4.6.18 Where fitted, the strums of the cargo nominated by the shipowner or operator may be
suction pipes are to be removed or lifted to considered as the test load.
facilitate examination of the shell plating and
bulkheads in the vicinity, unless other means for 3.4.7 Extent of tank testing
visual inspection of these parts are provided.
3.4.7.1 The minimum requirements for tank
3.4.6.19 The loading instrument is to be testing for oil tankers (including ore/oil and
checked for accuracy by applying test load ore/bulk/oil ships) in the cargo area are given in
conditions in presence of the Surveyor. Table 3.4.7.1.
3.4.6.20 Examination of accommodation 3.4.7.2 All double bottom and peak tanks are to
ladders, gangways and their winches are to be be tested in addition. The Surveyor may extend
carried out as required for annual surveys. In the tank testing as deemed necessary.
addition, the accommodation ladders and
gangways are to be operationally, tested with 3.4.7.3 Boundaries of ballast tanks are to be
the specified maximum operation load. tested with a head of liquid to the top of air
pipes. Boundaries of cargo tanks are to be
The tests are to be carried out with the load tested to the highest point that liquid will rise
applied as uniformly as possible along the under service conditions.
length of the accommodation ladder or
Table 3.4.7.1 : Table of minimum requirements for tank testing at special survey of oil tankers,
ore/oil ships and ore/bulk/oil ships (including double hull oil tankers)
2 Cargo tank boundaries facing ballast tanks, void spaces, 2 All Cargo tank bulkheads
pipe tunnels, pump rooms or cofferdams
3.4.7.4 Boundaries of fuel oil, lub.oil and fresh 3.4.7.5 For double hull oil tankers the testing of
water tanks are to be tested with a head of liquid double bottom tanks and other spaces not
to the highest point that liquid will rise under designed for the carriage of liquid may be
service conditions. Tank testing of fuel oil, lub.oil omitted, provided a satisfactory internal
and fresh water tanks may be specially examination together with an examination of the
considered based on a satisfactory external tank top is carried out.
examination of the tank boundaries and a
confirmation from the Master stating that the 3.4.7.6 Cargo tank testing carried out by the
pressure testing has been carried out according vessel’s crew under the direction of the Master
to the requirement with satisfactory results may be accepted by the surveyor subject to the
approval of the Administration, provided the
following conditions are complied with:
e) the internal and external condition of the 3.4.8.3 For areas in tanks where coatings are
tanks and associated structure are found found to be in a GOOD condition, the extent of
satisfactory by the surveyor at the time of the Close-up Surveys according to Tables 3.4.8.1a
overall and close up survey. and Table 3.4.8.1b may be specially considered
by the Surveyor.
Table 3.4.8.1a : Minimum requirements to close-up surveys at special survey of oil tankers,
ore/oil ships, ore/bulk/oil ships other than double hull oil tankers
Special Survey
Special Survey No. I Special Survey No. II Special Survey No. III No. IV and
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15 subsequently
Age > 15
A) One Web Frame Ring A) All Web Frame Rings - in a A) All Web Frame Rings - As Special Survey
- in a ballast wing tank, if ballast wing tank, if any, or a in all ballast tanks No.3
any, or a cargo wing tank cargo wing tank, used primarily
used primarily for water for water ballast
ballast
B) One Deck Trans- B) One Deck Transverse - in A) All Web Frame Rings - Additional
verse - in a cargo oil tank each of the remaining ballast in a cargo wing tank transverses as
tanks, if any deemed necessary
by the Surveyor
D) One Transverse B) One Deck Transverse - in a A). A minimum of 30% of
1)
Bulkhead - in a ballast cargo wing tank web frame rings in each
tank remaining cargo wing tank
A) Complete transverse web frame B) Deck transverse including C) Transverse bulkhead complete -
ring including adjacent structural adjacent deck structural members including girder system and adjacent
members members
D) Transverse bulkhead lower part E) Deck and bottom transverse F) Additional complete transverse
- including girder system and including adjacent structural web frame ring
adjacent structural members members
(1) : Web frame in a ballast tank means vertical web in side tank, hopper web in hopper tank, floor in double bottom
tank and deck transverse in double deck tank (where fitted), including adjacent structural members. In fore and aft
peak tanks web frame means a complete transverse web frame ring including adjacent structural members.
(2) : Deck transverse, including adjacent deck structural members (or external structure on deck in way of the tank,
where applicable).
(3) : Transverse bulkhead complete in cargo tanks, including girder system, adjacent structural members (such as
longitudinal bulkheads) and internal structure of lower and upper stools, where fitted.
(4) : Transverse bulkhead complete in ballast tanks, including girder system and adjacent structural members, such
as longitudinal bulkheads, girders in double bottom tanks, inner bottom plating, hopper side, connecting brackets.
(5) : Transverse bulkhead lower part in cargo tank, including girder system, adjacent structural members (such as
longitudinal bulkheads) and internal structure of lower stool, where fitted.
(6) : The knuckle area and the upper part (5 metres approximately), including adjacent structural members. Knuckle
area is the area of the web frame around the connections of the slope hopper plating to the inner hull bulkhead and
the inner bottom plating, upto 2 metres from the corners both on the bulkhead and the double bottom.
(7) : Web frame in a cargo oil tank means deck transverse, longitudinal bulkhead structural elements and cross ties,
where fitted, including adjacent structural members.
Note 1 : Complete ballast tank : means double bottom tank plus double side tank plus double deck tank, as
applicable, even if these tanks are separate.
Note 2 : Where no centre cargo tanks are fitted (as in the case of centre longitudinal bulkhead), transverse
bulkheads in wing tanks are to be surveyed.
2) Within the cargo area: 2) Within the cargo area: 2) Within the cargo area: 2) Within the cargo area:
One section of deck a) Each deck plate a) Each deck plate a) Each deck plate
plating for the full beam of b) One Transverse b) Two Transverse b) Three Transverse
the ship (in way of a section sections sections
ballast tank, if any, or a c) All wind and water c) All wind and water
cargo tank used primarily strakes strakes
for water ballast) d) Each bottom plate
7) Representative expo-
sed superstructure deck
plating (poop, bridge,
forecastle deck)
3.4.10 Reporting and evaluation of survey 3.4.10.3 Where any structural renewal or
reinforcement work is carried out as a result of
3.4.10.1 The data and information on the the initial evaluation of the ship's longitudinal
structural condition of the vessel collected strength as required by 3.4.10.2, the final result
during the survey is to be evaluated for of the evaluations is to be included as a part of
acceptability and continued structural integrity of the Executive hull summary.
the vessel.
3.4.10.4 An Executive Hull Summary of the
3.4.10.2 In case of oil tankers of 130 [m] in survey and results is to be issued to the Owner
length and upwards (as defined in ILLC), the and placed on board the vessel for reference at
ship's longitudinal strength is to be evaluated future surveys. The Executive Hull Summary is
using the thickness of the structural members to be endorsed by IRS Head Office.
measured, renewed, reinforced, as appropriate,
during the renewal survey of cargo ship safety 3.5 Special Surveys - Machinery
construction certificate or the cargo ship safety
certificate carried out after the ship reached 10 3.5.1 Requirements for examination of
years of age in accordance with the criteria for machinery and systems are given in Sec.8.
longitudinal strength of the ship's hull girder
Section 4
4.2.1.4 It is to be confirmed that no new 4.2.2.2 Examination of pump room and pipe
installation of material containing asbestos was tunnel, if fitted:
carried out since last survey.
a) Examination of all pump room bulkheads for
4.2.2 Hull and weather deck signs of chemical leakage or fractures and
in particular, the sealing arrangements of all
4.2.2.1 The survey is to consist of an penetrations of pump room bulkheads.
examination for the purpose of ensuring, as far
as practicable, that the hull, equipment, closing b) Examination of the condition of all piping
appliances and related piping are maintained in systems.
satisfactory and efficient condition. Special
attention is to be paid to the following: 4.2.2.3 All watertight doors in watertight
bulkheads, to be examined and tested (locally
a) Weather decks, ships side plating above and remotely) as far as practicable.
waterline.
4.2.2.4 Suspect areas identified at previous
b) Openings on freeboard and superstructure special or intermediate surveys are to be close-
decks; exposed casings; skylights and up surveyed. Thickness measurements are to
fiddley openings; deck houses; be taken in the area of substantial corrosion
companionways and superstructure identified at previous surveys.
bulkheads; side scuttles and dead lights;
flush deck scuttles; ash shoots and other 4.2.2.5 Examination of Ballast Tanks is to be
openings. carried out when required as a consequence of
the results of the Special Survey or Intermediate
c) Weld connection between air pipes and Survey. (See 4.4.5.1 and 4.3.3.3 respectively).
deck plating; air pipe heads on exposed When considered necessary by the Surveyor or
decks (external examination); ventilators where extensive corrosion is found, thickness
and closing devices. measurement is to be carried out. When
examination of ballast tanks reveals substantial
d) Watertight bulkheads and their penetrations corrosion, additional thickness measurements is
as far as practicable. to be carried out to the extent given in Table
4.4.9.2.
e) Scuppers and sanitary discharges as far as
practicable together with valves and their 4.2.2.6 Anchoring and mooring equipment is to
controls. be examined as far as is practicable. A general
examination of the emergency towing
f) Guard rails, bulwarks, freeing ports, arrangements is to be carried out to ensure their
gangways, walkways and life lines. ready availability.
g) Examination of cargo tank openings For vessels with single point mooring
including gaskets, covers, coamings and arrangements where 'SPM' notation is assigned,
flame screens. the following are to be generally examined:
4.2.2.7 Where applicable, Surveyor should 4.2.2.13 The maintenance and inspection
satisfy himself regarding the freeboard marks on records of accommodation ladders and
the ship's side. gangways are to be verified. It is to be confirmed
that supporting wires are being renewed at
4.2.2.8 The Surveyor is to confirm that, where intervals not exceeding 5 years.
required, an approved loading instrument
together with its operation manual are available 4.2.2.14 When examining internal spaces, as far
on board, See Pt.3, Ch.5. It is to be verified by as practicable, the permanent means of access
the Surveyor that the loading instrument is where appropriate, are to be verified that they
checked for accuracy at regular intervals by the remain in good condition.
ship's staff by applying test loading conditions.
4.2.2.15 For vessels subject to IMO PSPC (See
4.2.2.9 Accommodation ladders are to be Pt.3, Ch.2, 3.6) it is to be confirmed that the
examined at annual surveys. Satisfactory maintenance, repair and partial re-coating of
condition of the following items is to be checked, dedicated ballast tanks, as appropriate, are
in particular : recorded in the coating technical file.
4.2.2.10 Gangways are to be examined at 4.2.3.2 Confirmation that machinery, boilers and
annual surveys. Satisfactory condition of the other pressure vessels, associated piping
following items is to be checked, in particular : systems and fittings are so installed and
protected as to reduce to a minimum any danger
a) treads; to persons on board, due regard being given to
moving parts, hot surfaces and other hazards.
b) side stringers, cross-members, decking,
deck plates, etc.; 4.2.3.3 Confirmation that Periodical Surveys of
boilers and other pressure vessels have been
c) all support points such as wheel, roller, etc.; carried out as required by the Rules and the
safety devices have been tested.
d) stanchions, rigid handrails, hand ropes.
4.2.3.4 Confirmation that the normal operation of
4.2.2.11 Winches of accommodation ladders the propulsion machinery can be sustained or
and gangways are to be examined to verify the restored even though one of the essential
satisfactory condition of the following items: auxiliaries becomes inoperative.
a) brake mechanism including condition of 4.2.3.5 Confirmation that means are provided so
brake pads and band brake, if fitted; that machinery can be brought into operation
from the dead ship condition without external
b) remote control system, and aid.
c) power supply system for electric motor. 4.2.3.6 All main and auxiliary steering
arrangements and their associated equipment
4.2.2.12 Davits and fittings on the ship’s deck and control systems are to be examined and
associated with accommodation ladders and tested. Where applicable, Surveyors are to
gangways are to be examined for satisfactory verify that log entries have been made in
condition at annual surveys. Fittings or accordance with statutory requirements.
structures for means of access to deck such as
handholds in a gateway or bulwark ladder and 4.2.3.7 Confirming, when appropriate, that
stanchions are also to be examined. requisite arrangements to regain steering
capability in the event of the prescribed single
failure are being maintained.
4.2.3.9 All the means of communication 4.2.3.17 General examination visually and in
between the navigating bridge and the operation, as feasible, of the main electrical
machinery control positions, as well as the machinery, the emergency sources of electrical
bridge and the main alternative steering power, the switch gear, other electrical
position, if fitted, are to be tested. It is to be equipment including the lighting system is to be
confirmed that means of indicating the angular carried out.
position of the rudder are operating
satisfactorily. 4.2.3.18 Confirmation as far as practicable, the
operation of the emergency source(s) of
4.2.3.10 Confirmation that with ships having electrical power, including their starting
emergency steering positions there are means arrangement, the systems supplied, and when
of relaying heading information and, when appropriate, their automatic operation.
appropriate, supplying visual compass readings
to the emergency steering positions. 4.2.3.19 Examining in general, that the
precautions provided against shock, fire and
4.2.3.11 Confirmation that various alarms other hazards of electrical origin are being
required for hydraulic power operated, electric maintained.
and electro-hydraulic steering gears are,
operating satisfactorily and that the recharging 4.2.3.20 General Examination of automation
arrangements for hydraulic power operated equipment is to be carried out. Satisfactory
steering gears are being maintained. operation of safety devices, bilge level detection
and alarm systems and control systems is to be
4.2.3.12 Examining the means for the operation verified.
of the main and auxiliary machinery essential for
propulsion and the safety of the ship, including 4.2.3.21 Examination so far as is possible of
when applicable, the means of remotely cargo, bilge, ballast and stripping pumps for
controlling the propulsion machinery from the excessive gland seal leakage, verification of
navigating bridge and the arrangements to proper operation of electrical and mechanical
operate the main and other machinery from a remote operating and shutdown devices and
machinery control room. remote operation of pump room bilge system,
and checking that pump foundations are intact.
4.2.3.13 Confirmation that the engine room
telegraph, the second means of communication 4.2.3.22 Verification that installed pressure
between the navigation bridge and the gauges on cargo discharge lines including those
machinery space and the means of fitted outside the cargo pump room and level
communication with any other positions from indicating systems are operational.
which the engines are controlled are operating
satisfactorily. 4.2.3.23 Verification that pumps, valves and
pipelines are identified and distinctively marked.
4.2.3.14 Confirmation that the engineer's alarm
is clearly audible in the engineer's acco- 4.2.3.24 Confirmation that machinery space
mmodation. ventilation systems are in good working
condition.
4.2.3.15 The bilge pumping systems and bilge
wells including operation of each bilge pump, 4.2.4 Fire protection, detection and
extended spindles and level alarms, where extinction
fitted, are to be examined as far as is
practicable. It is also to be confirmed that bilge 4.2.4.1 The arrangements for fire protection,
pumping system for each watertight detection and extinction are to be examined and
compartment is satisfactory. are to include confirmation that no changes
have been made in the structural fire protection.
Following are to be examined / verified:
a) verification that fire control plans are m) Verification that all electrical equipment in
properly posted; dangerous zones is in good condition and
has been properly maintained so far as is
b) examination as far as possible and testing practicable;
as feasible of the fire and/or smoke
detection system(s); n) Checking the deck foam system, including
the supplies of foam concentrate and testing
c) examination of the fire main system and that minimum number of jets of water at the
verification that each fire pump including the required pressure in the fire main is
emergency fire pump can be operated obtained when the system is in operation;
separately so that the two required powerful
jets of water can be produced o) Examining the fixed fire fighting system for
simultaneously from different hydrants; the cargo pump room and the deck foam
system for the cargo area and confirming
d) verification that fire hoses, nozzles, that their means of operation are clearly
applicators and spanners are in good marked;
working condition and situated at their
respective locations; p) Confirming that potential sources of ignition
in or near the cargo pump room are
e) examination of fixed fire fighting system eliminated, such as loose gear, combustible
controls, piping, instructions and marking, materials etc., that there are no signs of
checking for evidence of proper undue leakage and that access ladders are
maintenance and servicing including date of in satisfactory condition;
last systems tests;
q) Confirming that the condition of portable fire
f) verification that all semi-portable and fighting equipment for the cargoes to be
portable fire extinguishers are in their carried in the cargo area is satisfactory;
stowed positions, checking for evidence of
proper maintenance and servicing, r) examination of the fire-extinguishing
conducting random check for evidence of systems for spaces containing paint and/or
discharged containers; flammable liquids and deep fat cooking
equipment in accommodation and service
g) verification, as far as practicable, that the spaces;
remote controls for stopping fans and
machinery and shutting off fuel supplies in s) examination of the fire safety requirements
machinery spaces are in working order; of any helicopter facilities;
4.2.4.2 For tankers fitted with inert gas system, requirements listed in relevant Ch.3 of Pt.5
examination of the inert gas system as detailed of the Rules are in order.
in Section 12, Para 12.2.1 is to be carried out.
4.2.6 Personnel protection
4.2.4.3 Confirmation that the means of escape
from accommodation, machinery spaces and a) Verification that cargo pump room rescue
other spaces are satisfactory. arrangements are in order.
4.2.4.4 Examination of the arrangements for b) Verification that suitable protective clothing
gaseous fuel for domestic purposes. is available for crew engaged in loading and
discharging operations and that suitable
4.2.5 Other safety arrangements related to storage is maintained.
cargo
c) Verification that the requisite safety
4.2.5.1 The following are to be dealt with where equipment and associated breathing
applicable: apparatus with requisite air supplies and
emergency escape respiratory and eye
a) Examination of gauging devices, high level protection, if required, are in good condition
alarms and valves associated with overflow and are properly stowed.
control.
d) Verification that medical first aid equipment
b) Verification that any devices provided for including stretchers and oxygen
measuring the temperature of the cargo and resuscitation is in good condition and that
any associated alarms are satisfactory. satisfactory arrangements are made for
antidotes for cargoes actually carried to be
c) Examination of the cargo heating/cooling on board.
system sampling arrangements where fitted.
e) Verification that decontamination arrange-
d) Verification that removable pipe lengths or ments are operational.
other approved equipment necessary for
cargo separation are available, and f) Verification that the requisite gas detection
satisfactory. instruments are on board and that
satisfactory arrangements are made for the
e) Verification that the ventilation system supply of any required vapour detection
including portable equipment, if any, of all tubes.
spaces in the cargo area is operational.
g) Verification that the cargo sample stowage
f) Verification that arrangements are made for arrangements are in good condition.
sufficient inert/padding/drying gas to be
carried to compensate for normal losses 4.3 Intermediate Surveys
and that means are provided for monitoring
of ullage spaces. 4.3.1 General
g) Verification that arrangements are made for 4.3.1.1 Intermediate surveys are to be carried
sufficient medium to be carried where drying out at or between the second or third Annual
agents are used on air inlets to cargo tanks. Survey. However, only those items which are
additional to the requirements of annual survey
h) Examining the cargo transfer arrangements may be examined between the second or third
and confirming that any hoses are suitable annual survey.
for their intended purpose.
Concurrent crediting to both Intermediate survey
i) Verification that any special arrangements and Special survey for surveys and thickness
made for bow or stern loading and measurements of spaces is not acceptable.
unloading are in good condition and testing
the means of communication and remote 4.3.1.2 The following requirements are
shutdown of the cargo pump. applicable for vessels over five years of age. For
vessels below 5 years of age additional
j) Verification that, if applicable, the provisions examination over and above the requirements of
made for chemicals which have special Annual survey may be required at the discretion
of the Surveyors.
4.3.1.3 For vessels over 10 years of age a d) the hard protective coating is found to be in
specific survey program is to be worked out by less than GOOD condition and the hard
the owner in cooperation with the Surveyors protective coating is not repaired to the
considering the requirements of the previous satisfaction of the Surveyor.
special survey, executive hull summary of that
survey, later relevant survey records and taking 4.3.4 Chemical tankers between 10 and 15
account of any amendments to the survey years of age
requirements after the last special survey. The
survey program is to be submitted in written 4.3.4.1 The requirements of the intermediate
format for approval and kept on board until the survey are to be to the same extent as the
intermediate survey has been completed. (See previous special survey as required in 4.4 for
4.4.2 for guidance on preparation of survey hull structure and piping systems in way of
program). cargo holds, cofferdams, pipe tunnels, void
spaces within the cargo area and all ballast
4.3.1.4 Prior to the commencement of any part tanks. However, testing of cargo and ballast
of the intermediate survey, a survey planning tanks and survey of automatic air pipe heads
meeting is to be held between the attending specified in 4.4.6.2 are not required unless
Surveyor(s), the owner’s representative in deemed necessary by the attending surveyor.
attendance and where involved, the thickness Thickness measurement is to be carried out for
measurement company representative and the items 1) to 4) of Table 4.4.9.1.
master of ship or an appropriately qualified
representative appointed by the master or 4.3.4.2 The intermediate survey may be
Company for the purpose to ascertain that all commenced at the second annual survey and
the arrangements envisaged in the survey be progressed during the succeeding year with
programme are in place, so as to ensure the a view to completion at the third annual survey
safe and efficient conduct of the survey work to in lieu of the application of 4.4.1.4.
be carried out.
4.3.4.3 An in-water survey complying with the
4.3.2 Examination tanks and spaces requirements of Sec.7.2 may be accepted in lieu
of the requirements of 4.4.1.10.
4.3.2.1 The survey of integral cargo tanks and
ballast tanks depending on the age of the vessel 4.3.5 Chemical tankers exceeding 15 years of
is to be carried out as specified in 4.3.3 to 4.3.5. age the following is to apply:
4.3.3 Chemical tankers between 5 and 10 4.3.5.1 The requirements of the intermediate
years of age survey are to be to the same extent as the
previous special survey as required in 4.4 for
4.3.3.1 The following are to be carried out: hull structure and piping systems in way of
cargo holds, cofferdams, pipe tunnels, void
For ballast tanks, an Overall Survey of spaces within the cargo area and all ballast
Representative Tanks selected by the Surveyor tanks. However, testing of cargo and ballast
is to be carried out. If such inspections reveal no tanks is not required unless deemed necessary
visible structural defects, the examination may by the attending surveyor. Thickness
be limited to a verification that the hard measurement is to be carried out for items 1) to
Protective Coating remains in GOOD condition. 4) of Table 4.4.9.1.
4.3.3.2 In addition to the requirements above, 4.3.5.2 For the application of 4.3.5.1 the
suspect areas identified at previous surveys are intermediate survey may be commenced at the
to be examined. second annual survey and be progressed during
the succeeding year with a view to completion at
4.3.3.3 A ballast tank is to be examined at the third annual survey in lieu of the application
subsequent annual intervals where: of 4.4.1.4.
a) a hard protective coating has not been 4.3.5.3 A survey in dry dock is to be part of the
applied from the time of construction, or intermediate survey. Any remaining work in
b) a soft or semi-hard coating has been respect of the overall and close-up surveys and
applied, or thickness measurements and repairs applicable
c) substantial corrosion is found within the to the lower portions of cargo tanks and water
tank, or ballast tanks (i.e. parts below light ballast
waterline) are to be completed in the dry-dock.
4.3.6.1 The following are to be dealt with as k) Examining externally the wash water
applicable: heating system.
b) Verification that the cargo heating/cooling m) Confirming that the means of controlling
system is in good condition. the rate of discharge of the residue is as
approved.
c) Verification that the ship's cargo hoses are
approved and in good condition. n) Confirming that flow rate indicating device
is operable.
d) Verification that where applicable, pipelines
and independent cargo tanks are o) Confirming that the ventilation equipment
electrically bonded to the hull. for residue removal is as approved and
satisfactory.
e) An examination of cargo, cargo washing,
bunker, ballast, steam and vent piping on p) Examining externally, as far as is
the weather decks, as well as vent masts accessible, the heating system required for
and headers. If upon examination there is solidifying and high viscosity substances.
any doubt as to the condition of the piping,
the pipe may require to be pressure tested, q) Confirming that any cargo tank high level
gauged or both. alarms are operable.
f) A General Examination of the electrical r) Verifying from the Cargo Record Book that
equipment and cables in dangerous zones the pumping and stripping arrangements
such as cargo pump-rooms, and areas have been emptying the tanks efficiently
adjacent to cargo tanks for defective and all are in working order.
certified safe type equipment, improperly
installed wiring, non-approved lighting and s) Confirming, if possible, that the discharge
fixtures and dead end wiring. Testing outlets are in good condition.
insulation resistance of the circuits except
in cases where a proper record of the t) Confirming the satisfactory operation of the
testing is maintained, consideration is to be recording device, as fitted and verifying by
given to accepting recent readings by the an actual flow test that it has an accuracy
crew. If any of the readings are marginal or of ± 15% or better.
if the condition of the cables, fixtures or
equipments appears defective in any way, Surveys carried out by the National Authority of
verification measurements may be the country in which the ship is registered may
required. These measurements are not to be accepted at the discretion of the Surveyor as
be attempted until the ship is in a gas free meeting these additional requirements.
condition and are to be carried out within
an acceptable time period. 4.4 Special Surveys - Hull
start from the expiry date of the Special Survey 4.4.1.8 The special survey is to include, in
before extension was granted. addition to the requirements of the Annual
Survey, examination, tests and checks of
4.4.1.2 The interval between the Special sufficient extent to ensure that the hull,
Surveys may be reduced at the request of the equipment and related piping are in satisfactory
parties concerned or by IRS if considered condition and that the ship is fit for its intended
appropriate. purpose for the next five (5) year class period,
subject to proper maintenance and operation
4.4.1.3 For surveys completed within 3 months and the periodical surveys being carried out at
before the expiry date of the Special Survey, the the due dates.
next period of class will start from the expiry
date of the Special Survey. For surveys 4.4.1.9 The special survey requirements to be
completed more than 3 months before the expiry applied in respect of independent cargo tanks
date of the Special Survey, the period of class are given in 4.4.11.
will start from the survey completion date. In
cases where the vessel has been laid up or has 4.4.1.10 A Docking Survey in accordance with
been out of service for a considerable period the requirements of Sec.7 is to be carried out as
because of a major repair or modification and part of the Special Survey. Any remaining work
the owner elects to only carry out the overdue in respect of the overall and close-up surveys
surveys, the next period of class will start from and thickness measurements and repairs
the expiry date of the special survey. If the applicable to the lower portions of cargo tanks
owner elects to carry out the next due special and water ballast tanks (i.e. parts below light
survey, the period of class will start from the ballast water line) are to be completed in the
survey completion date. Any requirement of the dry-dock.
Flag Administration in this regard is also to be
complied with. 4.4.2 Planning and preparation for survey
4.4.1.4 The Special Survey may be commenced 4.4.2.1 A specific Survey Programme is to be
at the 4th Annual Survey and be progressed worked out in advance of the Survey by the
with a view to completion by the 5th anniversary Owner in cooperation with the Surveyors and
date. When the special survey is commenced submitted to IRS for approval. The Survey
prior to the fourth annual survey, the entire Programme shall be in a written format prior to
survey is to be completed within 15 months if the development of survey programme, the
such work is to be credited to the special survey survey planning questionnaire in prescribed
and in this case the next period of class will start format is to be completed by the owner and
from the survey completion date. forwarded to IRS. The survey program is to be
worked out taking into account any amendments
Concurrent crediting to both Intermediate survey to the survey requirements after the last special
and Special survey for surveys and thickness survey.
measurements of spaces is not acceptable.
4.4.2.2 In developing the Survey Programme,
4.4.1.5 As part of the preparation for Special the following documentation is to be collected
Survey, the proposed Survey Programme (See and consulted with a view to selecting tanks,
4.4.2) including the schedule for thickness areas and structural areas for examination :
measurements (See 4.4.9) are to be submitted
at least 3 months in advance of the intended a) Survey status and basic ship information
commencement of the Special Survey.
b) Documentation on board as per 4.4.3
4.4.1.6 Record of Special Survey will not be
assigned until the Machinery Survey has been c) Main structural plans (scantling drawings),
completed or postponed in agreement with IRS. including information regarding use of high
strength steels, clad steel and stainless
4.4.1.7 Ships which have satisfactorily passed a steel
Special Survey will have a record entered in the
Supplement to the Register Book indicating the d) Executive hull summary
assigned date of Special Survey. In addition a
notation "ESP" will be entered for chemical e) Relevant previous damage and repair
tankers. history
f) Relevant previous survey and inspection e) Conditions for survey (e.g. information like
reports of IRS and the Owners tank cleaning, gas freeing, ventilation,
lighting, etc.)
g) Information regarding the use of the ship's
holds and tanks, typical cargoes and other f) Provisions and methods of access to
relevant data structures
h) Details of the inert gas plant and tank g) Equipment for survey
cleaning procedures
h) Nomination of tanks and areas for close-up
i) Information and other relevant data survey (As per Table 4.4.8.1a) and Table
regarding conversion or modification of the 4.4.8.1b))
ship’s cargo and ballast tanks since the time
of construction i) Nomination of sections for thickness
measurement (As per Table 4.4.9.1)
j) Description and history of the coating and j) Nomination of tanks for testing and the
corrosion protection system (previous class pipes that are to undergo pipe testing as per
notations), if any 4.4.10
place, so as to ensure the safe and efficient scaling, illumination, ventilation, personal
conduct of the survey work to be carried out. safety);
4.4.2.8 The following is an indicative list of items c) Extent of the thickness measurements;
that are to be addressed in the meeting:
d) Acceptance criteria (refer to the list of
a) Schedule of the vessel (i.e. the voyage, minimum thicknesses);
docking and undocking manoeuvres,
periods alongside, cargo and ballast e) Extent of close-up survey and thickness
operations etc.); measurement considering the coating
condition and suspect areas / areas of
b) Provisions and arrangements for thickness substantial corrosion;
measurements (i.e. access, cleaning / de-
Special Survey No. I Special Survey No. II Special Survey No. Special Survey No. IV
Age ≤ 5 5 < Age ≤ 10 III and subsequently
10 < Age ≤ 15 Age > 15
1) All tanks, peaks, bilges and 1) Requirements of 1) Requirements of 1) Requirements of
drain wells, engine and boiler Special Survey I to be Special Survey II to be Special survey III to be
spaces and other spaces are complied with complied with complied with
to be cleared out and cleaned
as necessary for examination. 2) The chain locker is to 2) Portions of wood
Floor plates in engine and be cleaned internally. sheathing, or other
boiler spaces are to be lifted The chain cables are to covering, on steel
as may be necessary for be ranged for inspection. decks are to be
examination of the structure The anchors are to be removed, as
underneath. Where necessary cleaned and placed in an considered necessary
ceiling, lining, casings and accessible position for by the Surveyor, in
loose insulation are to be inspection. order to ascertain the
removed as required by the condition of the plating.
Surveyor for examination of
the structure. Compositions on
the plating are to be examined
and sounded, but need not be
disturbed if found satisfactorily
adhering to the plating
2) The steelwork is to be
exposed and cleaned as may
be required for its proper
examination by the Surveyor
and close attention is to be
paid to the parts of the
structure which are particularly
liable to excessive corrosion or
to deterioration due to other
causes.
4.4.3.1 The Owners are to obtain supply and A ballast tank is to be examined at subsequent
maintain on board documentation as specified in annual intervals where:
4.4.3.3, which is to be readily available for the
Surveyor. a) a hard protective coating has not been
applied from the time of construction, or
4.4.3.2 The documentation is to be kept on b) a soft or semi-hard coating has been
board for the life time of the ship. applied, or
c) substantial corrosion is found within the
4.4.3.3 A Survey Report File is to be a part of tank, or
the documentation on board consisting of d) the hard protective coating is found to be in
less than GOOD condition and the hard
- Reports of structural surveys protective coating is not repaired to the
- Executive Hull Summary satisfaction of the Surveyor.
- Thickness measurement reports.
4.4.5.2 Where the hard protective coating in
4.4.3.4 The Survey Report File is to be available cargo tanks is found to be in GOOD condition,
also in the Owners management offices and the extent of close-up surveys and thickness
with IRS. measurements may be specially considered.
Notes:
4.4.6.4 Cargo piping on deck and cargo and to be examined. The auxiliary steering gear with
ballast piping systems within the above tanks its various parts are to be examined in working
and spaces are to be examined and condition.
operationally tested to working pressure to
attending Surveyor's satisfaction to ensure that 4.4.6.9 The hand pumps and suctions, air and
tightness and condition remain satisfactory. sounding pipes are to be examined. The
Special attention is to be given to ballast piping Surveyors are to ensure that striking plates are
in cargo tanks and cargo piping in Ballast Tanks fitted under the sounding pipes whilst examining
and void spaces and Surveyors are to be the tanks internally.
advised on all occasions when this piping,
including valves and fittings are open during Automatic air pipe heads are to be internally
repair periods and can be examined internally. examined at special surveys as indicated in
Table 4.4.6.9. For designs where the inner parts
4.4.6.5 Where ballast tanks have been cannot be properly inspected from outside, the
converted to void spaces, the survey extent is to head is to be removed from the air pipe.
be based upon ballast tank requirements. Particular attention is to be paid to the condition
of the zinc coating in heads constructed from
4.4.6.6 All watertight bulkheads and watertight galvanised steel.
doors are to be examined. All decks, casings
and superstructures are to be examined. 4.4.6.10 The Surveyor should satisfy himself
Attention is to be given to the corners of regarding the efficient condition of the following :
openings and other discontinuities in way of the
strength decks and top sides. - Means of escape from machinery spaces,
crew and passenger spaces and spaces in
4.4.6.7 The masts, standing rigging and anchors which crew are normally employed;
are to be examined. - Means of communication between bridge
and engine room and between bridge and
The Surveyor should satisfy himself that there alternative steering position;
are sufficient mooring ropes on board and also - Helm indicator;
that a tow line is provided when this is a Rule - Protection to the aft steering wheel and the
requirement. gear.
Table 4.4.6.9 : Requirements for internal examination of automatic air pipe heads
Location Special survey No.I Special survey No.II Special survey No.III
Age ≤ 5 5 < Age ≤ 10 and subsequent
Age > 10
1,2
forward Two air pipe heads one All air pipe heads on
0.25L port and one starboard on exposed decks
3
exposed decks All air pipe heads on
1,2
aft of 0.25L Two air pipe heads one At least 20% of air pipe exposed decks
1,2
from the port and one starboard on heads on exposed decks
forward exposed decks
perpendicular
Notes:
4.4.6.11 The chain cables are to be ranged and a) A thorough examination of the components
the anchors and the chain cables are to be of the single point mooring system (bow
examined. At special survey no. II and chain stoppers, bow fairleads, pedestal
subsequent special surveys, the chain cables roller fairleads, winches and capstans) to
are to be gauged. Any length of chain cable verify their satisfactory condition.
which is found to have reduced in mean
diameter at its most worn part by more than 12 b) A close-up examination of the hull structures
per cent of its original rule diameter is to be supporting and adjacent to the components
renewed. of the single point mooring system to verify
that there is no deformation or fracture.
4.4.6.12 The windlass is to be examined. Thickness determination and non-
destructive tests are to be carried out if
4.4.6.13 The chain locker, hold fasts, hawse required by the Surveyor.
pipes and chain stoppers are to be examined
and pumping arrangements of the chain locker 4.4.6.16 Engine room structure is to be
tested. examined. Particular attention being given to
tank tops, shell plating in way of tank tops,
4.4.6.14 A thorough examination of aft and brackets connecting side shell frames and tank
forward emergency towing arrangements is to tops and engine room bulkheads in way of tank
be carried out to ensure its ready availability and tops and bilge wells. Where excessive areas of
satisfactory condition. wastage are found, thickness measurements
are to be carried out and renewals of repairs
- examination of pick-up gear, towing pennant made when wastage exceeds allowable limits.
and chafing gear for possible deterioration;
4.4.6.17 The attachment to the structure and
- examination of strong points, fairleads, condition of anodes in tanks is to be examined.
pedestal roller and their attachment to hull
structure. 4.4.6.18 Where fitted, the strums of the cargo
suction pipes are to be removed or lifted to
The survey is to confirm that one of the towing facilitate examination of the shell plating and
arrangements (aft or forward) are pre-rigged. bulkheads in the vicinity, unless other means for
visual inspection of these parts are provided.
4.4.6.15 For vessels with single point mooring
arrangements where 'SPM' notation is assigned,
the following is to be carried out:
4.4.6.19 The loading instrument is to be brake system of the winch is to be tested for
checked for accuracy by applying test load holding the maximum operational load on the
conditions in presence of the Surveyor. ladder.
4.4.7.3 Boundaries of ballast tanks are to be approval of the Administration, provided the
tested with a head of liquid to the top of air following conditions are complied with:
pipes. Boundaries of cargo tanks are to be
tested to the highest point that liquid will rise a) a tank testing procedure, specifying fill
under service conditions. heights, tanks being filled and bulkheads being
tested, taking into account the guidelines
4.4.7.4 Boundaries of fuel oil, lub.oil and fresh provided in the ESP Planning document, has
water tanks are to be tested with a head of liquid been submitted by the owner and reviewed by
to the highest point that liquid will rise under IRS prior to the testing being carried out;
service conditions. Tank testing of fuel oil, lub.oil
and fresh water tanks may be specially b) there is no record of leakage, distortion or
considered based on a satisfactory external substantial corrosion that would affect the
examination of the tank boundaries and a structural integrity of the tank;
confirmation from the Master stating that the
pressure testing has been carried out according c) the tank testing has been satisfactorily carried
to the requirement with satisfactory results. out, in accordance with the reviewed procedure
and the guidelines mentioned in a) above, within
4.4.7.5 The testing of double bottom tanks and special survey window not more than 3 months
other spaces not designed for the carriage of prior to the date of the survey on which the
liquid may be omitted, provided a satisfactory overall or close up survey is completed;
internal examination together with an
examination of the tank top is carried out. d) the satisfactory results of the testing is
recorded in the vessel’s logbook;
4.4.7.6 Cargo tank testing carried out by the
vessel’s crew under the direction of the Master e) the internal and external condition of the
may be accepted by the surveyor subject to the tanks and associated structure are found
satisfactory by the surveyor at the time of the Close-up Surveys according to Table 4.4.8.1a)
overall and close up survey. and Table 4.4.8.1b) may be specially considered
by the Surveyor.
4.4.8 Close-up survey requirements
4.4.9 Thickness measurement
4.4.8.1 The minimum requirements for Close-up
Surveys at Special Survey are given in Table 4.4.9.1 The minimum requirements for thickness
4.4.8.1a) and Table 4.4.8.1b). measurements at Special Survey are given in
Table 4.4.9.1.
The survey of stainless steel tanks may be
carried out as an overall survey supplemented 4.4.9.2 Provisions for extended measurements
by close-up survey as deemed necessary by the for areas with Substantial Corrosion in case of
Surveyor. Chemical Tankers are given in Table 4.4.9.2.
4.4.8.2 The Surveyor may extend the Close-up The Surveyor may further extend the thickness
Survey as deemed necessary taking into measurements as deemed necessary.
account the maintenance of the tanks under
survey, the condition of the corrosion protection 4.4.9.3 Transverse sections are to be chosen
system and also in the following cases: where the largest reductions are suspected to
occur or are revealed from deck plating
a) In particular, tanks having structural measurements.
arrangements or details which have
suffered defects on similar tanks or on In cases where two or three sections are to be
similar ships according to available measured at least one is to include a Ballast
information. Tank within 0.5L amidships.
b) In tanks which have structures approved 4.4.9.4 The thickness measurements are to be
with reduced scantlings due to an approved carried out by a qualified firm certified by IRS.
corrosion control system.
4.4.8.3 For areas in tanks where coatings are
found to be in a GOOD condition, the extent of
B) One Deck B) One Deck Transverse A) All Web Frames Rings Additional transverse
Transverse - in a cargo - in each of the remaining - in a cargo wing tank areas as deemed
tank or on deck ballast tank or on deck necessary by the Surveyor
D) One Transverse
Bulkhead – lower part in
each remaining ballast
tank
D) One Transverse
Bulkhead - lower part in a
cargo wing tank
D) One Transverse
Bulkhead - lower part in
two cargo centre tanks
(See Note 1)
Note 1) Where no center cargo tanks are fitted (as in the case of center longitudinal bulkhead), transverse
bulkheads in wing tanks are to be surveyed.
A-D are areas subjected to close-up surveys and thickness measurements (See Fig.4.4.8.1 to 4.4.8.3)
5) One Transverse
Bulkhead – in two cargo
centre tanks (See Note II)
5) One Transverse
Bulkhead – in cargo wing
tank
(1), (2), (3), (4), (5), (6) and (7) are areas to be subjected to close-up surveys and thickness measurements (See
Figs. 4.4.8.1 to 4.4.8.3).
(1) Web frame in a ballast tank means vertical web in side tank, hopper web in hopper tank, floor in double
bottom tank and deck transverse in double deck tank (where fitted), including adjacent structural members.
In fore and aft peak tanks web frame means a complete transverse web frame ring including adjacent
structural members.
(2) Deck transverse, including adjacent deck structural members (or external structure on deck in way of the
tank, where applicable).
(3) Transverse bulkhead complete in cargo tanks, including girder system, adjacent structural members (such
as longitudinal bulkheads) and internal structure of lower and upper stools, where fitted.
(4) Transverse bulkhead complete in ballast tanks, including girder system and adjacent structural members,
such as longitudinal bulkheads, girders in double bottom tanks, inner bottom plating, hopper side,
connecting brackets.
(5) Transverse bulkhead lower part in cargo tank, including girder system, adjacent structural members (such
as longitudinal bulkheads) and internal structure of lower stool, where fitted.
(6) The knuckle area and the upper part (3 metres approximately), including adjacent structural members.
Knuckle area is the area of the web frame around the connections of the slope hopper plating to the inner
hull bulkhead and the inner bottom plating, upto 2 metres from the corners both on the bulkhead and the
double bottom.
(7) Web frame in a cargo tank means deck transverse, longitudinal bulkhead structural elements and cross
ties, where fitted, including adjacent structural members.
Note I : Ballast double hull tank : means double bottom tank plus double side tank plus double deck tank, as
applicable, even if these tanks are separate.
Note II : Where no center cargo tanks are fitted (as in the case of center longitudinal bulkhead), transverse
bulkheads in wing tanks are to be surveyed.
C, (3)
D, (5)
(4)
(6)
(7)
(6)
2) Within the cargo area : 2) Within the cargo area: 2) Within the cargo 2) Within the cargo area:
One section of deck area:
plating for the full beam of a) Each deck plate a) Each deck plate
the ship (in way of a b) One Transverse section a) Each deck plate b) Three Transverse
(1)
ballast tank, if any, or a b)Two Transverse sections
(1)
cargo tank used primarily sections c) All wind and water strakes
for water ballast) c) All wind and water d) Each bottom plate
strakes
7) Representative exposed
superstructure deck plating
(poop, bridge, forecastle
deck)
(1) At least one section is to include a ballast tank within 0.5L amidships
Table 4.4.9.2 : Requirements for extent of thickness measurements at those areas of substantial
corrosion, special survey of chemical tankers within the cargo area length
Structural member Extent of measurement Pattern of measurement
Bottom, inner bottom and hopper structure
Bottom, inner bottom and Minimum of three bays across 5-point pattern for each panel
hopper structure plating tank, including aft bay between longitudinals and floors
Measurements around and under
all suction bell mouths
Bottom, inner bottom and Minimum of three longitudinals in Three measurements in line
hopper structure longitudinals each bay where bottom plating across the flange and three
measured measurements on vertical web
Bottom girders, including the At fore and aft watertight floors Vertical line of single
watertight ones and in center of tanks measurements on girder plating
with one measurement between
each panel stiffener, or a
minimum of three
measurements.
Two measurements across face
flat where fitted
Bottom floors, including the Three floors in bays where 5-point pattern over two square
watertight ones bottom plating measured, with metre area
measurements at both ends and
middle
4.4.9.5 In order to ensure necessary control cargo/slop discharge piping through ballast
during the process of thickness measurements, tanks and void spaces.
these are normally to be carried out under the
supervision of the Surveyor. The Surveyor has 4.4.11 Survey of independent tanks
the right to re-check the measurements as
deemed necessary to ensure acceptable 4.4.11.1 All independent cargo tanks are to be
accuracy. surveyed internally and externally together with
tank supports and the adjacent hull structure.
4.4.9.6 In all cases the extent of the thickness
measurements are to be sufficient as to 4.4.11.2 Thickness gauging of the independent
represent the actual average condition. cargo tanks is to be carried out as found
necessary by the Surveyor.
4.4.9.7 A thickness measurement report is to be
prepared. The report is to give the location of 4.4.11.3 All independent cargo tanks are to be
measurements, the thickness measured as well hydraulically pressure tested to their MARVS
as corresponding original thickness. (Maximum Allowable Relief Valve Setting).
Furthermore, the report is to give the date when However, testing of gravity type tanks may be
the measurements were carried out, type of omitted if the tanks are found without corrosion
measuring equipment, names of personnel and and other damages and otherwise acceptable.
their qualifications and has to be signed by the
operator. The Surveyor is to review the report of 4.4.12 Reporting and evaluation of survey
the final thickness measurement after repairs
have been carried out and countersign the cover 4.4.12.1 The data and information on the
page. structural condition of the vessel collected
during the survey is to be evaluated for
4.4.10 Additional requirements for cargo and acceptability and continued structural integrity of
ballast piping the vessel.
4.4.10.1 For chemical tankers exceeding 10 4.4.12.2 An Executive Hull Summary of the
years of age selected steel cargo pipes outside survey and results is to be issued to the Owner
cargo tanks and ballast pipes passing through and placed on board the vessel for reference at
cargo tanks are to be: future surveys. The Executive Hull Summary is
to be endorsed by IRS Head Office.
- Thickness measured at random or selected
pipe lengths to be opened for internal 4.5 Special Surveys - Machinery
inspection.
4.5.1 Requirements for examination of
- Pressure tested to the maximum working machinery and systems are given in Sec.8.
pressure. Special attention is to be given to
Section 5
5.2.1.2 At Annual Surveys, the Surveyor is to h) Confirming that the wheel house doors and
examine the hull and machinery, so far as windows, non-opening type side scuttles
necessary and practicable, in order to be and windows in superstructure and deck
satisfied as to their general condition. house ends facing the cargo area are in a
satisfactory gastight condition.
5.2.1.3 The annual survey is preferably to be
carried out during a loading or unloading i) Confirming that any special arrangements to
operations. survive conditions of damage are in order.
5.2.1.4 It is to be confirmed that no new 5.2.2.2 Examining the cargo compressor rooms
installation of material containing asbestos was and electrical motor rooms.
carried out since last survey.
Examination of the electric motor room and
5.2.2 Hull and weather deck compressor room bulkheads for signs of
leakage or fractures and in particular, the
5.2.2.1 The survey is to consist of an sealing arrangements of all penetrations on
examination for the purpose of ensuring, as far bulkheads.
as practicable, that the hull, equipment, closing
appliances and related piping are maintained in 5.2.2.3 Confirming that the sealing
satisfactory/efficient condition. Special attention arrangements at the gas domes are satisfactory.
is to be paid to the following:
5.2.2.4 All watertight doors in watertight
a) Weather deck, shipside plating above bulkheads, to be examined and tested (locally
waterline. and remotely) as far as practicable.
5.2.2.8 Where applicable Surveyor should 5.2.2.15 When examining internal spaces, as far
satisfy himself regarding the freeboard marks on as practicable, the permanent means of access
the ship's side. where appropriate, are to be verified that they
remain in good condition.
5.2.2.9 The Surveyor is to confirm that, where
required, an approved loading instrument 5.2.2.16 For vessels subject to IMO PSPC (See
together with its operation manual are available Pt.3, Ch.2, 3.6) it is to be confirmed that the
on board, See Pt.3, Ch.5. It is to be verified by maintenance, repair and partial re-coating of
the Surveyor that the loading instrument is dedicated ballast tanks, as appropriate, are
checked for accuracy at regular intervals by the recorded in the coating technical file.
ship's staff by applying test loading conditions.
5.2.3 Machinery and systems
5.2.2.10 Accommodation ladders are to be
examined at annual surveys. Satisfactory 5.2.3.1 A general examination of the machinery,
condition of the following items is to be checked, boilers, all pressurised systems (steam,
in particular : hydraulic, pneumatic) and their associated
fittings, propulsion system and auxiliary
a) steps; machinery to see whether they are being
b) platforms; properly maintained and with particular attention
c) all support points such as pivots, rollers, to the fire and explosion hazards.
etc.;
d) all suspension points such as lugs, 5.2.3.2 Confirmation that machinery, boilers and
brackets, etc.; other pressure vessels, associated piping
e) stanchions, rigid handrails, hand ropes and systems and fittings are so installed and
turntables; protected as to reduce to a minimum any danger
f) davit structure, wire and sheaves, etc. to persons on board, due regard being given to
moving parts, hot surfaces and other hazards.
5.2.2.11 Gangways are to be examined at
annual surveys. Satisfactory condition of the 5.2.3.3 Confirmation that Periodical Surveys of
following items is to be checked, in particular : boilers and other pressure vessels have been
carried out as required by the Rules and the
a) treads; safety devices have been tested.
a) verification that fire control plans are and confirming that its means of operation is
properly posted; clearly marked;
b) examination as far as possible and testing m) Confirming that electrical equipment in gas
as feasible of the fire and/or smoke dangerous spaces and zones is in
detection system(s); satisfactory condition and properly
maintained;
c) examination of the fire main system and
verification that each fire pump including the n) Examining the dry chemical powder fire
emergency fire pump can be operated extinguishing system for the cargo area and
separately so that the two required powerful confirming that its means of operation is
jets of water can be produced clearly marked;
simultaneously from different hydrants;
testing the remote means for starting one o) Examining the fixed fire fighting system for
main fire pump; the cargo pump room and the deck foam
system for the cargo area and confirming
d) verification that fire hoses, nozzles, that their means of operation are clearly
applicators and spanners are in good marked.
working condition and situated at their
respective locations; p) examination of the fire-extinguishing
systems for spaces containing paint and/or
e) examination of fixed fire fighting system flammable liquids and deep fat cooking
controls, piping, instructions and marking, equipment in accommodation and service
checking for evidence of proper spaces;
maintenance and servicing including date of
last systems tests; q) examination of the fire safety requirements
of any helicopter facilities.
f) verification that all semi-portable and
portable fire extinguishers are in their Surveys carried out by the National Authority of
stowed positions, checking for evidence of the country in which the ship is registered would
proper maintenance and servicing, normally be accepted as meeting these
conducting random check for evidence of requirements, at the discretion of the Surveyor.
discharged containers;
5.2.4.2 On ships where inert gas systems are
g) verification, as far as practicable, that the installed, the requirements of Sec.12 are to be
remote controls for stopping fans and complied with.
machinery and shutting off fuel supplies in
machinery spaces are in working order; 5.2.4.3 Confirmation that the means of escape
from accommodation, machinery spaces and
h) examination of the closing arrangements of other spaces are satisfactory.
ventilators, funnel annular spaces, skylights,
doorways and tunnel, where applicable; 5.2.4.4 Examination of the arrangements for
gaseous fuel for domestic purposes.
i) confirmation that the fire fighters’ outfits and
emergency escape breathing devices 5.2.5 Other safety arrangements related to
(EEBDs) are complete and in good cargo / cargo area
condition and that the cylinders, including
the spare cylinders, of any required self- 5.2.5.1 The ship's log and operational records
contained breathing apparatus are suitably for the cargo containment system covering the
charged; period from the previous survey are to be
examined taking into consideration hours per
j) examination of any manual and automatic day of the reliquefaction plant or the boil-off rate.
fire doors and proving their operations; Any malfunction of the system entered in the log
is to be investigated, the cause ascertained, and
k) Examining the fixed fire fighting system for that part of the system at fault is to be found or
the cargo pump room and confirming that its placed in good order.
means of operation is clearly marked;
5.2.5.2 Cargo liquid level indicating devices are
l) Examining the water spray system for to be generally examined. The low level, high
cooling, fire protection and crew protection level, and overfill alarms are to be examined and
tested to ascertain that they are in working 5.2.5.11 Examining when applicable bow or
order. Consideration will be given to the stern loading and unloading arrangements with
acceptance of simulated tests, provided that particular reference to the electrical equipment,
they are carried out at the cargo temperature, or fire- fighting arrangements and means of
comprehensive maintenance records, including communications between the cargo control
details of tests held, in accordance with the room and the shore location.
cargo plant instrumentation maintenance
manual. The calibration status of the measuring 5.2.5.12 Confirming that the cargo tank and
instruments may also be verified. interface pressure and relief valves, including
safety systems and alarms are satisfactory.
5.2.5.3 Cargo gas leakage detection systems
are to be examined and tested to ascertain that 5.2.5.13 Confirming that all liquid and vapour
they are in working order and calibrated using hoses are suitable for their intended purpose.
sample gas.
5.2.5.14 Confirming that any air drying system
The gas detection arrangements for cargo and any inter barrier and hold space purging
control rooms and the measures taken to inert gas system are satisfactory.
exclude ignition sources where such spaces are
not gas safe, are to be examined. For membrane containment systems, normal
operation of the nitrogen control system for
5.2.5.4 The correct functioning of the cargo insulation and inter barrier spaces is to be
containment system temperature and pressure confirmed by the Master.
indicating equipment, together with any
associated alarms, is to be verified. 5.2.5.15 Confirming that two sets of portable gas
detection equipment suitable for the cargoes to
5.2.5.5 Control devices for the cargo be carried and a suitable instrument for
containment systems and cargo handling measuring oxygen levels have been provided.
equipment, together with any associated
shutdown and/or interlock, are to be checked 5.2.5.16 Electrical bonding of the cargo pipes
under simulated working conditions and, if and tanks to the hull is to be verified.
necessary, recalibrated.
5.2.5.17 Confirming that when applicable
5.2.5.6 The arrangements for manually operated arrangements are made for sufficient inert gas
emergency shutdown system together with the to be carried to compensate for normal losses
automatic shut down of the cargo pumps and and that means are provided for monitoring the
compressors are to be checked to ascertain spaces.
they are in working order.
5.2.5.18 Confirming that the use of inert gas has
Alternatively, the log books may be examined not increased beyond that needed to
for verification that the emergency shutdown compensate for normal losses by examining
system has been tested. records of inert gas usage.
5.2.7.2 Controls and interlocks are to be b) Verification that medical first air equipment
checked. including stretchers and oxygen
resuscitation is in god condition and that
5.2.7.3 Alarm systems are to be checked to satisfactory arrangements are made for
ascertain they are in working order. antidotes for cargoes actually carried to be
on board.
5.2.7.4 Exhaust fans and/or pressurizing system
for gas trunking are to be tested. c) Verification that decontamination arrange-
ments are operational.
5.2.7.5 The relevant instruction and information
material such as cargo handling plans, filling 5.3 Intermediate Surveys
limit information, cooling down procedures etc.
are to be verified as being onboard. 5.3.1 General
5.2.8.2 Where the insulation arrangement is Concurrent crediting to both Intermediate survey
such that the insulation cannot be examined and Special survey for surveys and thickness
during special surveys (See 5.4.6.9) the measurements of spaces is not acceptable.
surrounding structures of wing tanks, double
bottom tanks and cofferdams are to be 5.3.1.2 The following requirements are
examined for cold spots, prior to the survey. applicable for vessels over five years of age. For
This examination is to be held at a convenient vessels below 5 years of age additional
cargo discharge operation with the cargo tanks examination over and above the requirements of
loaded at approximately the minimum notation Annual survey may be required at the discretion
temperature. of the Surveyors.
5.3.1.3 For ships carrying liquefied gases in bulk condition and is not renewed, where a soft
the intermediate survey is preferably to be or semi-hard coating has been applied or
carried out with the ship in a gas free condition. where a hard protective coating was not
The purpose of the intermediate survey is to applied from the time of construction, the
supplement the annual survey by testing the tank(s) in question may be examined at
cargo handling installations with related subsequent Annual surveys.
automatic control, alarm and safety systems for
their correct functioning. The extent of the 5.3.2.2 Vessels of age more than 10 years
testing required for the intermediate survey will
normally be such that the survey cannot be a) An internal general examination of all ballast
carried out during loading or discharging tanks is to be carried out. When extensive
operation. corrosion is found, thickness measurements
are to be carried out. If such examination
5.3.1.4 Prior to the commencement of any part reveals no visible structural defects, the
of the intermediate survey, a survey planning examination may be limited to a verification
meeting is to be held between the attending that the corrosion prevention system remain
Surveyor(s), the owner’s representative in efficient.
attendance and where involved, the thickness
measurement company representative and the b) For ballast tanks, other than double bottom
master of ship or an appropriately qualified tanks, where a protective coating is found to
representative appointed by the master or be in POOR condition and is not renewed,
Company for the purpose to ascertain that all where a soft or semi-hard coating has been
the arrangements envisaged in the survey applied or where a hard protective coating
programme are in place, so as to ensure the was not applied from the time of
safe and efficient conduct of the survey work to construction, the tank(s) in question are to
be carried out. be examined at subsequent annual surveys.
Table 5.3.2.2 : Table of the minimum requirements for close-up survey of hull at intermediate
surveys of liquefied gas carriers
- all web frames and both transverse - all web frames and both transverse bulkheads
bulkheads in a representative ballast tank in two representative ballast tanks (1) and (2)
(1) and (2)
- Protective earthing (spot check). f) Confirming that spares are provided for
cargo area mechanical ventilation fans.
- Integrity of flame proof enclosures.
g) Checking the provision of equipment for Flag Administration in this regard is also to be
personnel protection. complied with.
h) Examining when applicable, the 5.4.1.4 The Special Survey may be commenced
arrangements for the use of cargo as fuel at the 4th Annual Survey and be progressed
and testing as far as practicable, that the with a view to completion by the 5th anniversary
gas supply to the machinery space is cut off date. When the special survey is commenced
should the exhaust ventilation not be prior to the fourth annual survey, the entire
functioning correctly and that the master gas survey is to be completed within 15 months if
fuel valve may be remotely closed from such work is to be credited to the special survey
within the machinery space. and in this case the next period of class will start
from the survey completion date.
i) The emergency shutdown system is to be
tested without flow in the pipelines, to verify 5.4.1.5 For the purpose of special survey,
that the trip system stops the cargo pumps results of thickness measurement carried out
and compressors. during or after the fourth annual survey only
would be considered.
5.4 Special Surveys - Hull
5.4.1.6 Record of Special Survey will not be
5.4.1 General assigned until the Machinery Survey has been
completed or postponed in agreement with IRS.
5.4.1.1 All ships classed with IRS are to undergo
Special Surveys at 5 yearly intervals. The first 5.4.1.7 Ships which have satisfactorily passed a
Special Survey is to be completed within 5 years Special Survey will have a record entered in the
from the date of the initial classification survey Supplement to the Register Book indicating the
and thereafter 5 years from the assigned date of assigned date of Special Survey.
the previous Special Survey. However, an
extension of class of 3 months maximum 5.4.1.8 The special survey is to include, in
th
beyond the 5 year may be granted in addition to the requirements of the Annual
exceptional circumstances in accordance with Survey, examination, tests and checks of
1.11. In such cases, the next period of class will sufficient extent to ensure that the hull,
start from the expiry date of the Special Survey equipment and related piping are in satisfactory
before extension was granted. condition and that the ship is fit for its intended
purpose for the new period of class of five years
Concurrent crediting to both Intermediate survey to be assigned subject to proper maintenance
and Special survey for surveys and thickness and operation and the periodical surveys being
measurements of spaces is not acceptable. carried out at the due dates.
5.4.1.2 The interval between the Special 5.4.1.9 The examinations of the hull are to be
Surveys may be reduced at the request of the supplemented by thickness measurements (See
parties concerned or by IRS if considered 5.4.4) and testing as deemed necessary, to
appropriate. ensure that the structural integrity remains
effective. The aim of the examination is to
5.4.1.3 For surveys completed within 3 months discover substantial corrosion, significant
before the expiry date of the Special Survey, the deformation, fractures, damages or other
next period of class will start from the expiry structural deterioration, that may be present.
date of the Special Survey. For surveys
completed more than 3 months before the expiry 5.4.1.10 A Docking Survey in accordance with
date of the Special Survey, the period of class the requirements of Sec.7 is to be carried out as
will start from the survey completion date. In part of the Special Survey. Any remaining work
cases where the vessel has been laid up or has in respect of the overall and close-up surveys
been out of service for a considerable period and thickness measurements and repairs
because of a major repair or modification and applicable to the lower portions of ballast tanks
the owner elects to only carry out the overdue (i.e. parts below light ballast waterline) are to be
surveys, the next period of class will start from completed in the dry dock
the expiry date of the special survey. If the
owner elects to carry out the next due special
survey, the period of class will start from the 5.4.2 Planning and preparation for survey
survey completion date. Any requirement of the
5.4.2.1 The ship is to be prepared for overall 5.4.3.2 All tanks other than cargo and ballast
survey in accordance with the requirements of tanks are to be examined internally in
Table 5.4.2.1. The preparation is to be of accordance with the requirements of Table
sufficient extent to facilitate an examination to 5.4.3.2.
ascertain any excessive corrosion, deformation,
fractures, damages and other structural All bilge and ballast piping systems are to be
deterioration. examined and operationally tested to working
pressure to attending Surveyor’s satisfaction to
5.4.2.2 Prior to commencement of any part of ensure that tightness remains satisfactory.
the special survey, a survey planning meeting is
to be held between the attending surveyor(s), 5.4.3.3 An overall survey of all water ballast
the owner’s representative in attendance, the tanks including double bottom tanks, cargo
thickness measurement company representative compressor and electrical motor rooms, pipe
and the master of the ship or an appropriately tunnels, cofferdams and void spaces bounding
qualified representative appointed by the master cargo tanks, decks and outer hull is to be carried
or Company for the purpose to ascertain that all out. This examination is to be supplemented by
the arrangements envisaged in the survey thickness measurement and testing as deemed
programme are in place, so as to ensure the necessary, to ensure that the structural integrity
safe and efficient conduct of the survey work to remains effective. The aim of the examination is
be carried out. to discover Substantial Corrosion, significant
deformation, fractures, damages or other
5.4.3 Examination and testing structural deterioration and if deemed necessary
by the Surveyor, a suitable non-destructive
5.4.3.1 All spaces within the hull and examination may be required.
superstructure are to be examined.
Special Survey No. I Special Survey Special Survey No. III Special Survey No.
Age ≤ 5 No. II 10 < Age ≤ 15 IV and
5 < Age ≤ 10 subsequently
Age > 15
1) All tanks, peaks, bilges and drain 1) Requirements of 1) Requirements of Special 1) Requirements of
wells, engine and boiler spaces and Special Survey I to be Survey II to be complied with Special survey III to be
other spaces are to be cleared out and complied with complied with
cleaned as necessary for examination. 2) Portions of wood
Floor plates in engine and boiler spaces 2) The chain locker is to sheathing, or other covering,
are to be lifted as may be necessary for be cleaned internally. The on steel decks are to be
examination of the structure underneath. chain cables are to be removed, as considered
Where necessary ceiling, lining, casings ranged for inspection. The necessary by the Surveyor,
and loose insulation are to be removed anchors are to be cleaned in order to ascertain the
as required by the Surveyor for and placed in an condition of the plating.
examination of the structure. accessible position for
Compositions on the plating are to be inspection.
examined and sounded, but need not be
disturbed if found satisfactorily adhering
to the plating
2) If a selection of tanks is accepted to be examined, then different tanks are to be examined at each
special survey, on a rotational basis.
3) Peak tanks (all uses) are subject to internal examination at each special survey.
4) At special surveys No.III and subsequent special surveys one deep tank for fuel oil is to be included,
if fitted.
5.4.3.4 Where ballast tanks have been 5.4.3.8 The masts, standing rigging and anchors
converted to void spaces, the survey extent is to are to be examined.
be based upon ballast tank requirements.
The Surveyor should satisfy himself that there
5.4.3.5 For ballast tanks, excluding double are sufficient mooring ropes on board and also
bottom tanks, where a hard protective coating is that a tow line is provided when this is a Rule
found in POOR condition and it is not renewed, requirement.
where soft or semi-hard coating has been
applied, or where a protective coating was not 5.4.3.9 The steering gear, and its connections
applied from the time of construction, the space and control systems (main and alternative) are
in question is to be internally examined at to be examined. The auxiliary steering gear with
Annual Surveys. Thickness measurement is to its various parts are to be examined in working
be carried out as deemed necessary by the condition.
Surveyor.
5.4.3.10 The hand pumps and suctions, air and
5.4.3.6 For double bottom ballast tanks where a sounding pipes are to be examined. The
protective coating is found in POOR condition Surveyors are to ensure that striking plates are
and it has not been renewed or where soft or fitted under the sounding pipes whilst examining
semi-hard coating has been applied, or where a the tanks internally.
protective coating was not applied from the time
of construction, the spaces in question may be Automatic air pipe heads are to be internally
examined at Annual Surveys. When considered examined at special surveys as indicated in
necessary by the Surveyor, thickness Table 5.4.3.10. For designs where the inner
measurement is to be carried out. parts cannot be properly inspected from outside,
the head is to be removed from the air pipe.
5.4.3.7 All watertight bulkheads and watertight Particular attention is to be paid to the condition
doors are to be examined. All decks, casings of the zinc coating in heads constructed from
and superstructures are to be examined. galvanised steel.
Attention is to be given to the corners of
openings and other discontinuities in way of the 5.4.3.11 The Surveyor should satisfy himself
strength decks and top sides. regarding the efficient condition of the following :
Table 5.4.3.10 : Requirements for internal examination of automatic air pipe heads
5.4.3.18 Boundaries of double bottom, deep, The tests are to be carried out with the load
ballast, peak and other tanks are to be tested applied as uniformly as possible along the
with a head of liquid to the top of air pipes. length of the accommodation ladder or
Boundaries of fuel oil, lub.oil and fresh water gangway, at an angle of inclination
tanks are to be tested with a head of liquid to the corresponding to the maximum bending moment
highest point that liquid will rise under service on the accommodation ladder or gangway.
conditions. Tank testing of fuel oil, lub.oil and
fresh water tanks may be specially considered Accommodation ladder winch is to be
based on a satisfactory external examination of operationally tested at special surveys. The
the tank boundaries and a confirmation from the brake system of the winch is to be tested for
Master stating that the pressure testing has holding the maximum operational load on the
been carried out according to the requirement ladder.
with satisfactory results.
For existing installations on board ships
5.4.3.19 The loading instrument is to be constructed prior to 01 Jan 2010 where the
checked for accuracy by applying test load maximum operational load is not known, load
conditions in presence of the Surveyor. nominated by the shipowner or operator may be
considered as the test load.
5.4.3.20 Examination of accommodation
ladders, gangways and their winches are to be 5.4.4 Thickness measurement
carried out as required for annual surveys. In
addition, the accommodation ladders and 5.4.4.1 The minimum requirements for thickness
gangways are to be operationally, tested with measurement are given in Table 5.4.4.1. The
the specified maximum operation load. surveyor may extend the thickness
measurements as deemed necessary.
2) Within the cargo area : 2) Within the cargo area: 2) Within the cargo area: 2) Within the cargo area:
One section of deck plating a) Each deck plate a) Each deck plate a) Each deck plate
for the full beam of the ship b) One Transverse section b) Two Transverse sections b) Three Transverse sections
within 0.5L amidships in way within 0.5L amidships in way (1) (1)
of a ballast tank, if any. of a ballast tank, if any c) All wind and water strakes c) All wind and water strakes
d) Each bottom plate
e) Duct keel or pipe tunnel
plating and internals
4) Selected wind and water 4) Selected wind and water 4) All wind and water strakes
strakes outside the cargo strakes outside the cargo outside the cargo area
area area
5) Internals in forepeak and 5) Internals in forepeak and
after peak tanks afterpeak tanks
7) Representative exposed
superstructure deck plating
(poop, bridge, forecastle
deck)
(1) at least one section is to include a ballast tank within 0.5L amidships, if any.
5.4.4.2 Where thickness measurements indicate measurements, the thickness measured as well
substantial corrosion, the number of thickness as corresponding original thickness.
measurements are to be increased to determine Furthermore, the report is to give the date when
the extent of substantial corrosion. Table 5.4.4.2 the measurements were carried out, type of
may be used as guidance for additional measurement equipment, names of personnel
measurements. and their qualifications and has to be signed by
the operator. The Surveyor is to review the
5.4.4.3 For areas in tanks where coating are report of the final thickness measurement after
found to be in a GOOD condition, the extent of repairs have been carried out and countersign
thickness measurements may be specially the cover page.
considered, by the Surveyor.
5.4.5 Close-up survey requirements
5.4.4.4 Transverse sections are to be chosen
where the largest reductions are suspected to 5.4.5.1 The minimum requirements for Close-up
occur or are revealed from deck plating Surveys at Special Survey are given in Table
measurements. 5.4.5.1.
5.4.4.5 The thickness measurements are to be 5.4.5.2 The Surveyor may extend the Close-up
carried out by a qualified firm certified by IRS. Survey as deemed necessary taking into
account the maintenance of the tanks under
5.4.4.6 In order to ensure necessary control survey, the condition of the corrosion prevention
during the process, thickness measurements system and also in the following cases:
are normally to be carried out under the
supervision of the Surveyor. The Surveyor has a) In particular, tanks having structural
the right to re-check the measurements as arrangements or details which have
deemed necessary to ensure acceptable suffered defects on similar tanks or on
accuracy. similar ships according to available
information.
5.4.4.7 A thickness measurement report is to be
prepared. The report is to give the location of
b) In tanks which have structures approved the extent of Close-up Surveys according to
with reduced scantlings due to an approved Table 5.4.5.1 may be specially considered by
corrosion control system. the Surveyor.
Special Survey No. I Special Survey No. II Special Survey No. III
Age ≤ 5 5 < Age ≤ 10 subsequent age > 10
One web frame in a All web frames in a ballast tank, All web frames in all ballast tanks
representative ballast tank of which is to be a double hull side (1)
the topside, hopper side and tank or a topside tank. If such
double hull side type (1) tanks are not fitted, another All transverse bulkheads in all
ballast tank is to be selected (1) ballast tanks (2)
One transverse bulkhead in a
ballast tank (3) One web frame in each
remaining ballast tank (1)
Notes :
a) Ballast tanks include topside, double hull side, double bottom, hopper side, or any combined
arrangement of the aforementioned and peak tanks where fitted.
b) For ships having independent tanks of type C, with a midship section similar to that of a general
cargo ship, the extent of close-up surveys may be specially considered by the Surveyor.
- Foundations for pumps, towers, ladders etc. in accordance with an approved method for the
actual tank system.
- Pipe connections.
For membrane containment systems, a
- Y-connections between tank shell and a tightness test of the primary and secondary
longitudinal bulkhead of bilobe tanks. barrier is to be carried out in accordance with
the system designers procedures and
5.4.6.3 For independent tanks of type B, the acceptance criteria as approved by IRS. Low
extent of non-destructive testing is to be given in differential pressure may be used for monitoring
a programme specially prepared for cargo tank the cargo containment system performance,
design. however, is not considered an acceptable test
for the tightness of the secondary barrier.
5.4.6.4 If findings of 5.4.6.1 to 5.4.6.2 or
examination of voyage records do not reveal a For membrane containment systems with glued
satisfactory structural integrity of the cargo secondary barriers if the designer’s threshold
tanks, a hydraulic or hydro-pneumatic test is to values are exceeded, an investigation is to be
be carried out. For integral tanks and for carried out and additional testing such as
independent tanks of type A and B, the test thermographic or acoustic emissions testing is
pressure is to be atleast equal to MARVS. It is to to be carried out.
be ensured that the maximum primary
membrane stress or maximum bending stress in 5.4.6.8 Where cargo containment systems have
a primary membrane under the test conditions secondary barriers which cannot be examined
does not exceed 90% of the yield strength of the or tested and have been approved on the basis
material (as fabricated) at the test temperature. of extensive prototype testing, the barriers will
be considered to remain efficient provided a cold
nd
5.4.6.5 At every other special survey (i.e. 2 , spot examination of the adjacent steel work is
th th
4 , 6 etc.) independent cargo tanks of type C satisfactory and records of the steel work
are to be either: temperature readings are verified as acceptable.
- hydraulically or hydro-pneumatically tested 5.4.6.9 Where a cargo tank or the hull structure
to 1.25 MARVS followed by non-destructive is insulated and the insulation is accessible, the
testing in accordance with para 5.4.6.2; insulation should be examined externally,
together with any vapour or protective barrier,
OR and sections removed for examination, if
considered necessary by the Surveyor. Special
- subjected to a thorough planned non- attention should be given to insulation in way of
destructive testing. The testing programme chocks, supports and keys. Portions of the
is to be specially prepared for the tank insulation are also to be removed, if required by
design. Alternatively the items detailed in the Surveyor, to enable the condition of the
para 5.4.6.2 are to be subjected to non- plating to be ascertained. Where the insulation
destructive testing. The extent of is not accessible, see 5.2.8.2.
radiographic examination with insulation
removed as necessary is to be atleast 10% 5.4.6.10 Cargo tank internal pipes and fittings
of the welded connections in each of the are to be examined, and all valves and cocks in
above mentioned areas, internally and direct communication with the interiors of the
externally as applicable. tanks are to be opened out for inspection and
the connection pipes are to be examined
5.4.6.6 Deck mounted cargo storage tanks are internally, so far as is practicable.
to be examined in the same manner as main
cargo tanks. 5.4.6.11 Pressure relief valves and vacuum
relief valves on cargo tanks and inter-barrier
5.4.6.7 Secondary barriers are to be examined spaces are to be opened out for inspection.
for their effectiveness, visually whenever Pressure relief valves are subsequently to be
possible, or by means of pressure/vacuum tests adjusted to lift at a pressure in accordance with
on the inter-barrier spaces over a period of 36 5.3.3d). Relief valve harbour settings are to be
hours. Alternative means of checking the checked, if applicable. Valves may be removed
secondary barriers will be considered. For from the shell for the purpose of making this
membrane and semi-membrane tank systems, adjustment under pressure of air or other
inspection and testing are to be carried out in suitable gas. Relief valves on cargo gas and
accordance with programmes specially prepared liquid pipelines are to have their pressure
settings checked. The valves may be removed 5.4.6.16 Sea connections associated with the
from the pipelines for the purpose. cargo handling equipment are to be opened out
when the ship is in dry-dock.
If the cargo tanks are equipped with relief valves
with non-metallic membranes in the main or pilot 5.4.6.17 The arrangements for discharging the
valves, then such non-metallic membranes are cargo overboard in an emergency are to be
to be replaced. If a proper record of continuous checked.
overhaul and retesting of individually identifiable
relief valves is maintained, then consideration 5.4.6.18 Special Survey I (Ships five years old)-
will be given to acceptance on the basis of reliquefaction / refrigeration equipment
opening, internal examination and testing of a
representative sampling of valves, including a) Each reciprocating compressor is to be
each size and type of liquefied gas or vapour opened out. Cylinder bores, pistons, piston
relief valve in use, provided there is a logbook rods, connecting rods, valves and seats,
evidence that the remaining valves have been glands, relief devices, suction filters and
overhauled and tested since crediting of the lubricating arrangements are to be
previous special survey. examined. Crankshafts are to be examined
but crankcase glands and the lower half of
5.4.6.12 All cargo pumps, cargo booster pumps main bearings need not be exposed if the
and cargo vapour pumps are to be opened out Surveyor is satisfied with the alignment and
for examination. If requested by the Owner, wear.
these items may be examined on a Continuous
Survey basis provided the interval between b) Where other than reciprocating type
examination of each item does not exceed five compressors are fitted, or where there is a
years. Pumping systems for inter-barrier spaces program of replacement instead of surveys
are to be checked and verified to be in good on board, alternative survey arrangements
working order. will be considered. Each case will be given
individual consideration.
5.4.6.13 Where considered necessary, insulated
cargo gas and liquid pipelines are to have c) The water end covers of condensers are to
sections of insulation removed to ascertain the be removed for examination of the tubes,
condition of the pipes. If visual examination tube plates and covers.
raises doubt as to the integrity of the pipe lines,
then the pipe lines are to be pressure tested to d) Refrigerant condenser cooling water pumps,
1.25 times MARVS. Care is to be taken that in including standby pump(s) which may be
the replacement of insulation the outer vapour used on other services, are to be opened
seal is made good. out for examination.
5.4.6.14 Equipment for the production of inert e) Where a pressure vessel is insulated,
gas is to be examined and shown to be sufficient insulation is to be removed,
operating satisfactorily within the gas especially in way of connections and
specification limits. Pipelines, valves, etc., for supports, to enable the vessel's condition to
the distribution of the inert gas are to be be ascertained.
generally examined. Pressure vessels for the
storage of inert gas are to be examined f) Insulated pipes are to have sufficient
internally and externally and the securing insulation removed to enable their condition
arrangements are to be specially examined. to be ascertained. Vapour seals are to be
Pressure relief valves are to be demonstrated to specially examined for condition.
be in good working order. Liquid nitrogen
storage vessels are to be examined, so far as is g) The Surveyor is to satisfy himself that all
practicable, and all control equipment, alarms pressure relief valves and/or safety discs
and safety devices are to be verified as throughout the system are in good order. No
operational. attempt, however, is to be made to test
primary refrigerant pressure relief valves on
5.4.6.15 Gas tight bulkhead shaft seals are to be board ship.
opened out so that the sealing arrangements
may be checked. h) The items covered by (a) to (d) may, at the
request of the Owner, be examined on a
Continuous Survey basis provided the
interval between examination of each item shell are to have the end covers removed
does not exceed five years. and the shell pneumatically tested to a
pressure equal to the designed working
5.4.6.19 Special Survey I (ships five years old)- pressure.
Methane burning equipment
c) All other pressure vessels in the
a) Where methane is used as fuel for main reliquefaction/refrigeration system, methane
propulsion purposes, the associated burning system and other handling systems
compressors and heat exchangers are to be are to be pneumatically tested to a pressure
opened out and examined as for equal to the designed working pressure.
reliquefaction/refrigeration equipment. The
steam side of steam heaters is to be d) Liquid cargo pipes are to be tested by
hydraulically tested to 1.5 times the design approved means, to a pressure equal to
pressure. 1.25 times the working pressure.
Alternatively, selected representative
b) Methane gas pipe trunks or casings are to lengths may be removed for internal
be generally examined and the exhaust or examination and hydraulic testing.
inerting arrangements for these trunks are
to be verified. e) At Special Survey III and at each alternate
Special Survey thereafter, plating of
c) All alarms associated with the methane independent cargo tanks, and also the hull
burning systems are to be verified. structural plating surrounding cargo tanks,
where it is insulated on one side, is to be
5.4.6.20 Special Survey II and Special Surveys measured for thickness by a non-destructive
thereafter (ships 10 years old and over) method.
Section 6
- clamping devices, retaining bars, In the case of hatch covers / steel pontoons of
cleating; general dry cargo ships, a close-up survey of
hatch cover plating is to be carried out.
- chain or rope pulleys;
6.2.2.3 All watertight doors in watertight
- guides; bulkheads, to be examined and tested (locally
and remotely) as far as practicable.
- guide rails and track wheels;
6.2.2.4 Anchoring and mooring equipment is to
- stoppers, etc.; be examined as far as is practicable.
Special Survey or Intermediate Survey (See 6.2.2.13 The maintenance and inspection
6.4.3.1, 6.4.3.2 and 6.3.2, 6.3.3 respectively). records of accommodation ladders and
When extensive corrosion is found, thickness gangways are to be verified. It is to be confirmed
measurement is to be carried out. If the results that supporting wires are being renewed at
of these thickness measurements indicate intervals not exceeding 5 years.
substantial corrosion then the extent of
thickness measurements are to be increased to 6.2.2.14 When examining internal spaces, as far
determine the extent of areas of substantial as practicable, the permanent means of access
corrosion in accordance with Table 6.4.8.2. where appropriate, are to be verified that they
remain in good condition.
6.2.2.8 The Surveyor is to confirm that, where
required, an approved loading instrument 6.2.2.15 For vessels subject to IMO PSPC (See
together with its operation manual are available Pt.3, Ch.2, 3.6) it is to be confirmed that the
on board, (See Pt.3, Ch.5). It is to be verified by maintenance, repair and partial re-coating of
the Surveyor that the loading instrument is dedicated ballast tanks, as appropriate, are
checked for accuracy at regular intervals by the recorded in the coating technical file.
ship's staff by applying test loading conditions.
6.2.3 Examination of cargo holds of general
6.2.2.9 Accommodation ladders are to be dry cargo ships.
examined at annual surveys. Satisfactory
condition of the following items is to be checked, 6.2.3.1 For cargo ships of 10 – 15 years of age:
in particular :
a) Overall survey of one forward and one after
a) steps; cargo hold and their associated tween deck
b) platforms; spaces.
c) all support points such as pivots, rollers,
etc.; b) When considered necessary by the
d) all suspension points such as lugs, Surveyor or where extensive corrosion
brackets, etc.; exists, thickness measurement is to be
e) stanchions, rigid handrails, hand ropes and carried out. If the results of these thickness
turntables; measurements indicate substantial corro-
f) davit structure, wire and sheaves, etc. sion, then the extent of thickness
measurements is to be increased to
6.2.2.10 Gangways are to be examined at determine the extent of areas of substantial
annual surveys. Satisfactory condition of the corrosion in accordance with Table 6.4.8.2.
following items is to be checked, in particular :
6.2.3.2 For cargo ships over 15 years of age:
a) treads;
b) side stringers, cross-members, decking, a) Overall survey of all cargo holds and tween
deck plates, etc.; deck spaces.
c) all support points such as wheel, roller, etc.;
d) stanchions, rigid handrails, hand ropes. b) In a forward lower cargo hold and one other
selected lower cargo hold:
6.2.2.11 Winches of accommodation ladders
and gangways are to be examined to verify the - Close-up examination of sufficient
satisfactory condition of the following items: extent, minimum 25% of frames, to
establish the condition of the lower
a) brake mechanism including condition of region of the shell frames including
brake pads and band brake, if fitted; approx. lower one third length of side
b) remote control system, and frame at side shell, side frame end
c) power supply system for electric motor. attachment and the adjacent shell
plating.
6.2.2.12 Davits and fittings on the ship’s deck
associated with accommodation ladders and - Where this level of survey reveals the
gangways are to be examined for satisfactory need for remedial measures, the survey
condition at annual surveys. Fittings or is to be extended to include a close-up
structures for means of access to deck such as survey of all of the shell frames and
handholds in a gateway or bulwark ladder and adjacent shell plating of those cargo
stanchions are also to be examined. holds and associated tween deck
spaces (as applicable) as well as a
close-up survey of sufficient extent of all verify that log entries have been made in
remaining cargo holds and tween deck accordance with statutory requirements.
spaces (as applicable).
6.2.4.7 Steering chains are to be cleaned for
c) When considered necessary by the ascertaining wear and tear and lengths of chain
surveyor, or where extensive corrosion worn in mean diameter by more than 12 per
exists, thickness measurement is to be cent of the original rule diameter are to be
carried out. If the results of these thickness renewed.
measurements indicate substantial corro-
sion, then the number of thickness 6.2.4.8 All the means of communication
measurements are to be increased to between the navigating bridge and the
determine the extent of substantial corrosion machinery control positions, as well as the
in accordance with Table 6.4.8.2. bridge and the main alternative steering
position, if fitted, are to be tested. It is to be
d) Where the protective coating in cargo holds, confirmed that means of indicating the angular
as applicable, is found to be in a GOOD position of the rudder are operating
condition, the extent of close-up surveys satisfactorily.
may be specially considered.
6.2.4.9 Confirmation that with ships having
e) All piping and penetrations in cargo holds, emergency steering positions there are means
including overboard piping are to be of relaying heading information and, when
examined. appropriate, supplying visual compass readings
to the emergency steering positions.
6.2.4 Machinery and systems
6.2.4.10 Confirmation that various alarms
6.2.4.1 A general examination of the machinery, required for hydraulic power operated, electric
boilers, all pressurised systems (steam, and electro-hydraulic steering gears are,
pneumatic, hydraulic) and their associated operating satisfactorily and that the recharging
fittings, propulsion system and auxiliary arrangements for hydraulic power operated
machinery to see whether they are being steering gears are being maintained.
properly maintained and with particular attention
to the fire and explosion hazards. 6.2.4.11 Examining the means for the operation
of the main and auxiliary machinery essential for
6.2.4.2 Confirmation that machinery, boilers and propulsion and the safety of the ship, including
other pressure vessels, associated piping when applicable, the means of remotely
systems and fittings are so installed and controlling the propulsion machinery from the
protected as to reduce to a minimum any danger navigating bridge and the arrangements to
to persons on board, due regard being given to operate the main and other machinery from a
moving parts, hot surfaces and other hazards. machinery control room.
6.2.4.3 Confirmation that Periodical Surveys of 6.2.4.12 Confirmation that the engine room
boilers and other pressure vessels have been telegraph, the second means of communication
carried out as required by the Rules and the between the navigation bridge and the
safety devices have been tested. machinery space and the means of
communication with any other positions from
6.2.4.4 Confirmation that the normal operation of which the engines are controlled are operating
the propulsion machinery can be sustained or satisfactorily.
restored even though one of the essential
auxiliaries becomes inoperative. 6.2.4.13 Confirmation that the engineer's alarm
is clearly audible in the engineer's
6.2.4.5 Confirmation that means are provided so accommodation.
that machinery can be brought into operation
from the dead ship condition without external 6.2.4.14 The bilge pumping systems and bilge
aid. wells including operation of each bilge pump,
extended spindles and level alarms, where
6.2.4.6 All main and auxiliary steering fitted, are to be examined as far as is
arrangements and their associated equipment practicable. It is also to be confirmed that bilge
and control systems are to be examined and pumping system for each watertight
tested. Where applicable, Surveyors are to compartment is satisfactory.
It is also to be confirmed that drainage from separately so that the two required powerful
enclosed cargo spaces situated on freeboard jets of water can be produced
deck is satisfactory. simultaneously from different hydrants;
6.2.4.15 Examining visually the condition of any d) verification that fire hoses, nozzles,
expansion joints in sea water system. applicators and spanners are in good
working condition and situated at their
6.2.4.16 General examination visually and in respective locations;
operation, as feasible, of the main electrical
machinery, the emergency sources of electrical e) examination of fixed fire fighting system
power, the switch gear, other electrical controls, piping, instructions and marking,
equipment including the lighting system is to be checking for evidence of proper
carried out. maintenance and servicing including date of
last systems tests;
6.2.4.17 Confirmation as far as practicable, the
operation of the emergency source(s) of f) verification that all semi-portable and
electrical power, including their starting portable fire extinguishers are in their
arrangement, the systems supplied, and when stowed positions, checking for evidence of
appropriate, their automatic operation. proper maintenance and servicing,
conducting random check for evidence of
6.2.4.18 Examining in general, that the discharged containers;
precautions provided against shock, fire and
other hazards of electrical origin are being g) verification, as far as practicable, that the
maintained. remote controls for stopping fans and
machinery and shutting off fuel supplies in
6.2.4.19 General Examination of automation machinery spaces are in working order;
equipment is to be carried out. Satisfactory
operation of safety devices, bilge level detection h) examination of the closing arrangements of
and alarm systems and control systems is to be ventilators, funnel annular spaces, skylights,
verified. doorways and tunnel, where applicable;
6.2.4.20 For single hold cargo ships which i) confirmation that the fire fighters’ outfits and
require fitment of hold water level detectors as emergency escape breathing devices
per Pt.4, Ch.3, Sec.3.6, the annual survey is to (EEBDs) are complete and in good
include an examination and a test of the water condition and that the cylinders, including
ingress detection system and their alarms. the spare cylinders, of any required self-
contained breathing apparatus are suitably
6.2.4.21 Confirmation that machinery space charged;
ventilation systems are in good working
condition. j) examination of any manual and automatic
fire doors and proving their operations;
6.2.5 Fire protection, detection and
extinction k) examination of the fire-extinguishing
systems for spaces containing paint and/or
6.2.5.1 The arrangements for fire protection, flammable liquids and deep fat cooking
detection and extinction are to be examined and equipment in accommodation and service
are to include confirmation that no changes spaces;
have been made in the structural fire protection.
Following are to be examined / verified: l) examination of the fire safety requirements
of any helicopter facilities;
a) verification that fire control plans are
properly posted; m) examination of the fire protection
arrangement in cargo, vehicle and ro-ro
b) examination as far as possible and testing spaces and confirmation, as far as
as feasible of the fire and/or smoke practicable and as appropriate, the
detection system(s); operation of the means of control provided
for closing the various openings;
c) examination of the fire main system and
verification that each fire pump including the n) Examination, when appropriate, of the
emergency fire pump can be operated special arrangements for carrying
6.2.5.3 Examination of the arrangements for - Hinges and bearings, thrust bearings;
gaseous fuel for domestic purposes.
- Hull and door side supports for securing,
6.2.6 Shell and inner doors of ro-ro ships supporting and locking devices;
Table 6.2.6.4 : Minimum requirements for close-up surveys of doors, locking, securing and
supporting devices and fittings
List of the devices and fittings and associated welding to be subject to close-up survey by the attending
Surveyor:
i) Cylinder securing pins, supporting brackets, back-up brackets (where fitted) and their welding
connections;
ii) Hinge pins, supporting brackets, back-up brackets (where fitted) and their welded connections;
iii) Locking hooks, securing pins, supporting brackets, back-up brackets (where fitted) and their
welded connections;
iv) Locking pins, supporting brackets, back-up brackets (where fitted) and their welded connections;
v) Locating and stopper devices and their welded connections.
- Mechanical lock of the securing devices; The water leakage detection system is to be
tested including proper audible alarm on the
- Proper locking of hydraulic securing navigation bridge panel and on the engine
devices in the event of a loss of the control room panel, according to the procedure
hydraulic fluid, according to the procedure provided by the OMM.
provided by the OMM;
6.2.6.11 Test of television surveillance system
- Correct indication of open / closed position (where fitted)
of doors and securing / locking devices at
navigation bridge and other control The television surveillance system is to be
stations; tested including proper indication on the
navigation bridge monitor and on the engine
- Isolating of the hydraulic securing / locking control room monitor.
devices from other hydraulic systems;
6.2.6.12 Tightness test
- Confirmation that the operating panels are
inaccessible to unauthorized persons; A hose test or equivalent is to be carried out. If
the visual examination and function test have
- Verification that a notice plate giving shown satisfactory results, the tightness test of
instructions to the effect that all securing shell doors on ro-ro cargo ships need not be
devices are to be closed and locked before carried out unless considered necessary by the
leaving harbour is placed at each operating attending surveyor.
panel and supplemented by warning
indicator lights; 6.2.6.13 NDT and thickness measurements
required after visual examination and function applied from the time of construction, the
test. examination is to be extended to other
ballast spaces of the same type.
6.3 Intermediate surveys
c) For ballast tanks, other than double bottom
6.3.1 General tanks, where a protective coating is found
to be in POOR condition and is not
6.3.1.1 Intermediate surveys are to be carried renewed, where a soft or semi-hard coating
out at or between the second or third Annual has been applied or where a hard
Survey. protective coating was not applied from the
time of construction, the tank(s) in question
Those items which are additional to the are to be examined at subsequent annual
requirements of annual survey may be surveys.
examined at or between the second and third
annual survey. d) For double bottom ballast tanks, where a
protective coating is found to be in POOR
6.3.1.2 The following requirements are condition and is not renewed, where a soft
applicable for vessels over five years of age. or semi-hard coating has been applied or
where a hard protective coating was not
For vessels below 5 years of age additional applied from the time of construction, the
examination over and above the requirements of tank(s) in question may be examined at
Annual survey may be required at the discretion subsequent Annual surveys.
of the Surveyors.
6.3.2.2 Cargo hold of general dry cargo ships
6.3.1.3 Prior to the commencement of any part
of the intermediate survey, a survey planning a) An overall survey of one forward and
meeting is to be held between the attending one after cargo hold and their
Surveyor(s), the owner’s representative in associated tween deck spaces.
attendance and where involved, the thickness
measurement company representative and the b) Areas found suspect at previous
master of ship or an appropriately qualified surveys are to be surveyed in
representative appointed by the master or accordance with 6.2.2.6.
Company for the purpose to ascertain that all
the arrangements envisaged in the survey 6.3.3 Vessels of age between 10 and 15 years
programme are in place, so as to ensure the
safe and efficient conduct of the survey work to 6.3.3.1 Ballast tanks:
be carried out.
a) An overall survey of all ballast tanks is to be
6.3.1.4 Concurrent crediting to both Intermediate carried out. When extensive corrosion is
survey and Special survey for surveys and found, thickness measurements are to be
thickness measurements of spaces is not carried out. If such examination reveals no
acceptable. visible structural defects, the examination
may be limited to a verification that the
6.3.2 Vessels of age between 5 and 10 years corrosion prevention system remain
efficient.
6.3.2.1 Ballast tanks
b) For ballast tanks, other than double bottom
a) An internal general examination of tanks, where a protective coating is found to
representative ballast tanks is to be carried be in POOR condition and is not renewed,
out as required by (c) and (d). When where a soft or semi-hard coating has been
extensive corrosion is found, thickness applied or where a hard protective coating
measurements are to be carried out. If such was not applied from the time of
examination reveals no visible structural construction, the tank(s) in question are to
defects, the examination may be limited to be examined at subsequent annual surveys.
a verification that the corrosion prevention
system remain efficient. c) For double bottom ballast tanks, where a
protective coating is found to be in POOR
b) Where POOR coating condition, corrosion condition and is not renewed, where a soft
or other defects are found in ballast spaces or semi-hard coating has been applied or
or where hard protective coating was not where a hard protective coating was not
applied from the time of construction, the 6.4 Special surveys - Hull
tank(s) in question may be examined at
subsequent Annual surveys. 6.4.1 General
6.3.3.2 Cargo holds of general dry cargo ships: 6.4.1.1 All ships classed with IRS are to undergo
Special Surveys at 5 yearly intervals. The first
a) An overall survey of all cargo holds and Special Survey is to be completed within 5 years
tween deck spaces. from the date of the initial classification survey
and thereafter 5 years from the assigned date of
b) Areas found suspect at previous surveys the previous Special Survey. However, an
are to be surveyed in accordance with extension of class of 3 months maximum
6.2.2.6. beyond the 5th year may be granted in
exceptional circumstances in accordance with
c) When considered necessary by the 1.11. In such cases, the next period of class will
Surveyor or where extensive corrosion start from the expiry date of the Special Survey
exists, thickness measurement is to be before extension was granted.
carried out. If the results of these thickness
measurements indicate substantial 6.4.1.2 The interval between the Special
corrosion, then the extent of thickness Surveys may be reduced at the request of the
measurements are to be increased to parties concerned or by IRS if considered
determine the extent of areas of substantial appropriate.
corrosion in accordance with Table 6.4.8.2.
6.4.1.3 For surveys completed within 3 months
6.3.3.3 In the case of ships other than those before the expiry date of the Special Survey, the
engaged in the carriage of dry cargoes only, an next period of class will start from the expiry
internal examination of selected cargo spaces is date of the Special Survey. For surveys
to be carried out. completed more than 3 months before the expiry
date of the Special Survey, the period of class
6.3.4 Vessels of age more than 15 years will start from the survey completion date. In
cases where the vessel has been laid up or has
a) For vessels other than general dry cargo been out of service for a considerable period
ships, in addition to the requirements given because of a major repair or modification and
in 6.3.3, an internal examination of selected the owner elects to only carry out the overdue
cargo holds is to be carried out. surveys, the next period of class will start from
the expiry date of the special survey. If the
b) For general dry cargo ships, the owner elects to carry out the next due special
requirements of the intermediate survey is survey, the period of class will start from the
to be to the same extent as the previous survey completion date. Any requirement of the
special survey as required in 6.4 for hull Flag Administration in this regard is also to be
structure and piping systems in way of the complied with.
cargo holds, cofferdams, pipe tunnels, void
spaces and fuel oil tanks in the cargo area 6.4.1.4 The Special Survey may be commenced
and all ballast tanks. However, tank testing at the 4th Annual Survey and be progressed
specified in 6.4.6, survey of automatic air with a view to completion by the 5th anniversary
pipe heads specified in 6.4.4.7 and internal date. When the special survey is commenced
examination of fuel oil, lub.oil and prior to the fourth annual survey, the entire
freshwater tanks specified in Table 6.4.4.1 survey is to be completed within 15 months if
need not be carried out unless deemed such work is to be credited to the special survey
necessary by the Surveyor. In water survey and in this case the next period of class will start
complying with the requirements of 7.2 may from the survey completion date.
be accepted in lieu of docking survey
required by 6.4.1.11. Thickness Concurrent crediting to both Intermediate survey
measurement is to be carried out for items 1 and Special survey for surveys and thickness
to 4 of Table 6.4.8.1b except for item 2d). measurements of spaces is not acceptable.
In lieu of the application of 6.4.1.4, the 6.4.1.5 For the purpose of special survey,
intermediate survey may be commenced at the results of thickness measurement carried out
second annual survey and be progressed with a during or after the fourth annual survey only
view to completion at the third annual survey. would be considered.
6.4.1.6 Record of Special Survey will not be equipment and related piping as required in
assigned until the Machinery Survey has been 6.4.4.2 and 6.4.4.3 are in satisfactory condition
completed or postponed in agreement with IRS. and that the ship is fit for its intended purpose
for the new period of class of five years to be
6.4.1.7 Ships which have satisfactorily passed a assigned subject to proper maintenance and
Special Survey will have a record entered in the operation and the periodical surveys being
Supplement to the Register Book indicating the carried out at the due dates.
assigned date of Special Survey.
6.4.1.10 The examinations of the hull are to be
6.4.1.8 For vessels other than general dry cargo supplemented by thickness measurements (See
ships, IRS may, at the request of the Owners, 6.4.8) and testing as deemed necessary, to
accept a Special Survey of the hull on a ensure that the structural integrity remains
continuous basis spread over a period of 5 effective. The aim of the examination is to
years. Proposals for such continuous Surveys discover substantial corrosion, significant
are to be submitted for the consideration of IRS. deformation, fractures, damages or other
In general, approximately one-fifth of the Special structural deterioration, that may be present.
Survey is to be completed every year. All
compartments of the hull should be opened for 6.4.1.11 A Docking Survey in accordance with
Survey and testing in rotation such that not more the requirements of Sec.7 is to be carried out as
than 5 years elapse between consecutive part of the Special Survey. Any remaining work
examination of each part. in respect of the overall and close-up surveys
and thickness measurements, as applicable, of
The Surveyor may extend the inspection at his the lower portions of cargo holds and ballast
discretion, to other items if the inspections tanks (i.e. parts below light ballast water line)
carried out reveal any defects. are to be completed in dry dock.
The agreement for surveys to be carried out on 6.4.2 Preparation for survey
a continuous survey system basis may be
withdrawn at the discretion of IRS or on the 6.4.2.1 The ship is to be prepared for overall
request of Owners. survey in accordance with the requirements of
Table 6.4.2.1. The preparation is to be of
Ships on continuous survey system are not sufficient extent to facilitate an examination to
exempt from other periodical survey ascertain any excessive corrosion, deformation,
requirements. For ships more than 10 years of fractures, damages and other structural
age, the ballast tanks are to be internally deterioration.
examined twice in each five-year class period,
i.e. once within the scope of the intermediate 6.4.2.2 Prior to commencement of any part of
survey and once within the scope of the the special survey, a survey planning meeting is
continuous system for the hull special survey. to be held between the attending surveyor(s),
the owner’s representative in attendance, the
Ships which have completed satisfactorily the thickness measurement company representative
Survey of all the items on such basis will have a and the master of the ship or an appropriately
record entered in the supplement to the Register qualified representative appointed by the master
Of Ships indicating the date of completion of the or Company for the purpose to ascertain that all
Survey. the arrangements envisaged in the survey
programme are in place, so as to ensure the
6.4.1.9 The special survey is to include, in safe and efficient conduct of the survey work to
addition to the requirements of the Annual be carried out.
Survey, examination, tests and checks of
sufficient extent to ensure that the hull,
Special Survey No. I Special Survey No. II Special Survey Special Survey
Age ≤ 5 5 < Age ≤ 10 No. III No. IV and
10 < Age ≤ 15 subsequently
Age > 15
1) The holds, tween decks, deep 1) Requirements of Special 1) Requirements of 1) Requirements of
tanks, peaks, bilges and drain Survey I to be complied with Special Survey II to be Special survey III to
wells, engine and boiler spaces, complied with be complied with
coal bunkers and other spaces
are to be cleared out and
cleaned as necessary for
examination. Floor plates in
engine and boiler spaces are to
be lifted as may be necessary
for examination of the structure
underneath. Where necessary
ceiling, lining, casings and loose
insulation are to be removed as
required by the Surveyor for
examination of the structure.
Compositions on the plating are
to be examined and sounded,
but need not be disturbed if
found satisfactorily adhering to
the plating.
2) In ships with single bottom, a 2) In ships having a single 2) Ceiling in the holds 2) Where holds are
sufficient amount of close ceiling bottom, a sufficient amount is to be removed in insulated for the
is to be lifted to enable of ceiling is to be lifted to order to ascertain that purpose of carrying
examination of the structure allow the examination of the the steel work is in refrigerated cargoes,
below. The ceilings to be lifted is structure underneath. The good condition, free limbers and hatches
to comprise of at least two lifting of the ceiling is to from rust and coated. If are to be lifted and a
strakes on each side of comprise of at least three the Surveyor is sufficient additional
centreline fore and aft and one strakes all fore and aft on satisfied, after removal amount of insulation
of these strakes is to be in way each side and one such of portions of the is to be removed in
of the bilges strake one each side to be in ceiling, than it need not each compartment to
way of the bilges. Where the all be removed enable the Surveyor
ceiling is fitted in hatches, to ascertain the
the whole of the hatches and condition of the
at least one strake of planks structure in way and
in way of the bilges on each to enable the
side are to be lifted. If the thickness of the shell
Surveyor considers it plating to be
necessary the whole of the ascertained
ceiling and the limber boards
are to be lifted
Special Survey No. I Special Survey No. II Special Survey Special Survey
Age ≤ 5 5 < Age ≤ 10 No. III No. IV and
10 < Age ≤ 15 subsequently
Age > 15
3) In ships having double 3) In ships with double 3) Portions of wood
bottom, a sufficient amount of bottom, a sufficient amount sheathing, or other
ceiling is to be lifted from the of ceiling in the holds and covering, on steel
tank top and the bilges to enable other spaces is to be decks are to be
the condition of plating removed from the bilges and removed, as
underneath to be ascertain. If the inner bottom to enable considered necessary
the condition of the plating is the condition of the structure by the Surveyor, in
found to be satisfactory, lifting of in the bilges, the inner order to ascertain the
the remainder of the ceiling may bottom plating, pillar feet and condition of the plating
be dispensed with. All bilges are the bottom plating of
to be cleaned for examination. bulkheads and tunnel sides
Where the inner bottom plating to be examined. If the
is covered with cement or Surveyor considers it
asphalt the removal of such necessary, the whole of the
covering may be dispensed with ceiling is to be removed
provided it is found to be
adhering properly to the plating
when carefully examined by
hammering and chipping
4) Where holds are insulated for 4) The chain locker is to be 4) Where the holds are
the carriage of refrigerated cleaned internally. The chain insulated for the
cargoes and the hull in way was cables are to be ranged for purpose of carrying
examined by IRS Surveyors inspection. The anchors are refrigerated cargoes,
prior to the fitting of the to be cleaned and placed in the limbers and
insulation, it will be sufficient to an accessible position for hatches are to be lifted
remove the limbers and hatches inspection and sufficient insulation
for examination of the structure is to be removed in
in way. In all other cases each of the chambers
additional insulation will require to enable the Surveyor
to be removed as considered to satisfy himself of the
necessary to enable the condition of the framing
Surveyor to satisfy himself and plating
regarding condition of the
structure
Special Survey No. I Special Survey No. II Special Survey Special Survey
Age ≤ 5 5 < Age ≤ 10 No. III No. IV and
10 < Age ≤ 15 subsequently
Age > 15
6.4.3.2 For double bottom ballast tanks where a - An overall survey of all cargo holds, pipe
hard protective coating is found in POOR tunnels, cofferdams and void spaces
condition and it has not been renewed or where bounding cargo holds, decks and outer hull
soft or semi-hard coating has been applied, or is to be carried out.
where a hard protective coating was not applied
from the time of construction, the spaces in - All piping systems within the above spaces
question may be examined at Annual Surveys. and in ballast tanks are to be examined and
When considered necessary by the surveyor, operationally tested to working pressure to
thickness measurements are to be carried out. attending Surveyor’s satisfaction to ensure
that tightness and condition remains
6.4.4 Survey and examination satisfactory.
6.4.4.1 All spaces within the hull and - The survey extent of ballast tanks converted
superstructure are to be examined. to void spaces is to be based on the
requirement for ballast tanks.
Notes:
2) If a selection of tanks is accepted to be examined, then different tanks are to be examined at each
special survey, on a rotational basis.
3) Peak tanks (all uses) are subject to internal examination at each special survey.
4) At special survey No.III and subsequent special surveys one deep tank for fuel oil in the cargo area is
to be included, if fitted.
6.4.4.4 All watertight bulkheads and watertight are to be carried out and renewals or repairs
doors are to be examined. made when wastage exceeds allowable limits.
6.4.4.5 All decks, casings and superstructures 6.4.4.7 The hand pumps and suctions, air and
are to be examined. Attention is to be given to sounding pipes are to be examined. The
the corners of openings and other discontinuities Surveyors are to ensure that striking plates are
in way of the strength decks and top sides. fitted under the sounding pipes whilst examining
the tanks internally.
Wooden decks or sheathings are to be
examined and if decay or rot is found or the For vessel other than passenger ships,
wood is excessively worn, the wood should be automatic air pipe heads are to be internally
renewed. examined at special surveys as indicated in
Table 6.4.4.7. For designs where the inner parts
Attention is to be given to the condition of the cannot be properly inspected from outside, the
plating under wood decks, sheathing or other head is to be removed from the air pipe.
deck coverings. Removal of such coverings may Particular attention is to be paid to the condition
be dispensed with if they are found to be sound of the zinc coating in heads constructed from
and adhering satisfactorily to the plating. galvanised steel.
6.4.4.6 Engine room structure is to be 6.4.4.8 The steering gear, and its connections
examined. Particular attention being given to and control systems (main and alternative) are
tank tops, shell plating in way of tank tops, to be examined. The auxiliary steering gear with
brackets connecting side shell frames and tank its various parts are to be examined in working
tops and engine room bulkheads in way of tank condition.
tops and bilge wells. Where excessive areas of
wastage are found, thickness measurements
Table 6.4.4.7 : Requirements for internal examination of automatic air pipe heads
Location Special survey No.I Special survey No.II Special survey No.III
Age ≤ 5 5 < Age ≤ 10 and subsequent
Age > 10
1,2
forward Two air pipe heads one All air pipe heads on
0.25L port and one starboard on exposed decks
3
exposed decks All air pipe heads on
1,2
aft of 0.25L Two air pipe heads one At least 20% of air pipe exposed decks
1,2
from the port and one starboard on heads on exposed decks
forward exposed decks
perpendicular
6.4.4.9 The Surveyor should satisfy himself 6.4.4.12 The windlass is to be examined.
regarding the efficient condition of the following :
6.4.4.13 The chain locker, hold fasts, hawse
- Means of escape from machinery spaces, pipes and chain stoppers are to be examined
crew and passenger spaces and spaces in and pumping arrangements of the chain locker
which crew are normally employed; tested.
6.4.4.11 The chain cables are to be ranged and The tests are to be carried out with the load
the anchors and the chain cables are to be applied as uniformly as possible along the
examined. At special survey no. II and length of the accommodation ladder or
subsequent special surveys, the chain cables gangway, at an angle of inclination
are to be gauged. Any length of chain cable corresponding to the maximum bending moment
which is found to have reduced in mean on the accommodation ladder or gangway.
diameter at its most worn part by more than 12
per cent of its original rule diameter is to be Accommodation ladder winch is to be
renewed. operationally tested at special surveys. The
brake system of the winch is to be tested for
holding the maximum operational load on the
ladder.
b) checking the effectiveness of sealing 6.4.7.1 The minimum requirements for close-up
arrangements of all hatch covers by hose survey for general dry cargo ships are given in
testing or equivalent. Table 6.4.7.1.
c) checking the residual thickness of The surveyor may extend the close-up survey
coamings, steel pontoon or hatch cover as deemed necessary taking into account the
plating and stiffening members as deemed maintenance of the spaces under survey, the
necessary by the Surveyor. condition of the corrosion prevention system and
where spaces have structural arrangements or
For general dry cargo ships, close-up survey details which have suffered defects in similar
and thickness measurement of plating and spaces or on similar ships according to available
stiffeners of hatch cover and coaming is to be information.
carried out as required by Table 6.4.7.1 and
Table 6.4.8.1b. Close up survey/thickness 6.4.7.2 For areas in tanks and cargo holds
measurement is to be carried out for accessible where coatings are found in GOOD condition,
parts of hatch cover structures. For cargo hold the extent of close-up examination may be
hatch covers of approved design which have no specially considered.
access to internal structures, close up
survey/thickness measurements of such
inaccessible structural members need not be
carried out.
1) Thickness measurement locations are to be selected to provide the best representative sampling of areas likely
to be most exposed to corrosion considering cargo and ballast history and arrangement and condition of
protective coatings.
2) Thickness measurements of internals may be specially considered by the Surveyor if the hard protective
coating is in GOOD condition.
3) For ships less than 100 [m] in length, the number of transverse sections required at Special Survey No.III may
be reduced to one (1) and the number of transverse sections required at Subsequent Special Surveys may be
reduced to two (2).
4) For ships equal to or more than 100 [m] in length, at special survey No.III, additional thickness measurements
of exposed main deck plating within amidship 0.5L may be required.
5) Close up survey/thickness measurement is to be carried out for accessible parts of hatch cover structures. For
cargo hold hatch covers of approved design which have no access to internal structures, close up
survey/thickness measurements of such inaccessible structural members need not be carried out.
6.4.8.2 For general dry cargo ships, thickness measurements may be specially
representative thickness measurement to considered by the Surveyor.
determine both general and local levels of
corrosion in the shell frames and their end 6.4.8.4 Transverse sections are to be chosen
attachments in all cargo holds and ballast tanks where the largest reductions are suspected to
is to be carried out. occur or are revealed from deck plating
Thickness measurement is also to be carried out measurements.
to determine the corrosion levels on the
transverse bulkhead plating. 6.4.8.5 The thickness measurements are to be
carried out by a qualified firm certified by IRS.
The thickness measurements may be dispensed
with provided the surveyor is satisfied by the 6.4.8.6 In order to ensure necessary control
close-up examination, that there is no structural during the process of thickness measurements,
diminution and the hard protective coating these are normally to be carried out under the
where applied remains efficient. supervision of the Surveyor. The Surveyor has
the right to re-check the measurements as
6.4.8.3 For areas in tanks where coating are deemed necessary to ensure acceptable
found to be in a GOOD condition, the extent of accuracy.
Table 6.4.8.2 : Guidance for additional thickness measurements in way of substantial corrosion
and operation in accordance with the Operation iii) The maximum thickness diminution of hinging
and Maintenance Manual (OMM) or arms, securing, supporting and locking devices
manufacturer’s recommendations and the is not to be more than 15% of the as-built
periodical surveys being carried out at the due thickness, in general.
dates for the five year period until the next
Special Survey. iv) Effectiveness of sealing arrangements is to
be verified by hose testing or equivalent.
6.4.10.2 The examinations of the doors are to
be supplemented by thickness measurements v) Clearances of hinges, bearings and thrust
and testing to verify compliance with applicable bearings are to be taken. Unless otherwise
requirements so that the structural and specified in the OMM or by manufacturer’s
weathertight integrity remain effective. The aim recommendation, the measurement of
of the examination is to identify corrosion, clearances on ro-ro cargo ships may be limited
significant deformation, fractures, damages or to representative bearings where dismantling is
other structural deterioration, that may be needed in order to measure the clearances.
present. If dismantling is carried out, a visual examination
of hinge pins and bearings together with NDT of
6.4.10.3 The bow, inner, side shell and stern the hinge pin is to be carried out.
doors are to be surveyed as follows:
vi) The non-return valves of the drainage system
i) A survey of the items listed in 6.2.6.4, are to be dismantled and examined.
including close-up survey of securing,
supporting and locking devices, together with 6.4.11 For general dry cargo ships compliance
welding, according to Table 6.2.6.4. with new IACS requirements for strength of air
pipes, ventilators and their closing devices and
ii) Non-destructive testing and thickness of small hatches and their securing devices is to
measurements are to be carried out on be achieved as indicated in 2.4.13.
securing, supporting and locking devices,
including welding, to the extent considered 6.5 Special surveys - Machinery
necessary by the Surveyor. Whenever a crack is
found, an examination with NDT is to be carried 6.5.1 Requirements for examination of
out in the surrounding area and for similar items machinery and piping at special survey are
as considered necessary by the Surveyor. given in Sec.8.
Section 7
Docking Surveys
7.1.3 When the chain cables are ranged the a) The ship has been assigned the class
anchors and cables should be examined by the notation INWATER SURVEY as defined in
Surveyor. Ch.1. However, on application by the owner
and in special circumstances, such inwater
7.1.4 Sea chests and their gratings, sea survey may be considered for ships not
connections and overboard discharge valves assigned with the class notation INWATER
and cocks and their fastenings to the hull or sea SURVEY.
chests are to be examined. Valves and cocks
need not be opened up more than once in a b) The ship does not have any outstanding
special survey period unless considered recommendations which require repair work
necessary by the Surveyor. in dry dock to the underwater part of the
shell plating, the rudder, the propeller or the
7.1.5 The Surveyor should examine the ship so propeller shaft.
far as is practicable in order to satisfy himself as
to her general condition. 7.2.1.2 Acceptance of inwater surveys as above
may be specially considered for ships other than
7.1.6 The propeller should be examined for bulk carriers, oil tankers and chemical tankers
erosion, pitting, cracking of blades or possible which are 15 years of age and over.
contact damage. The clearance in the stern
bush should be measured. In the case of 7.2.2 Requirements for assignment of
approved oil glands, measurements by poker INWATER SURVEY notation
gauges or other devices for ascertaining the
stern bush weardown may be accepted, 7.2.2.1 Detailed plans of the hull and hull
provided the sealing arrangements appear attachments below the water line are to be
satisfactory. submitted to IRS in triplicate for approval. These
plans are to indicate the location and/or the
7.1.7 For controllable pitch propellers, the general arrangement of:
Surveyor is to be satisfied with the fastenings
and tightness of hub and blade sealing. - all shell openings
Dismantling need not be carried out unless
considered necessary by the Surveyor. - stem
The plans are also to include the necessary based on a review of the operating history, on
instructions to facilitate the divers' work, board testing and stern tube oil sample reports.
especially for taking clearance measurements. These details are to be included in the proposals
for in-water surveys which are to be submitted in
7.2.2.2 The plans for approval are also to advance of the survey so that satisfactory
include the procedure for measurement or arrangements can be agreed with IRS.
verification, as the case may be, of the following:
7.2.3.2 The in-water survey is to be carried out
- rudder pintle/bush clearance with the ship in as light condition as possible in
sheltered water preferably with weak tidal
- stern bush clearance streams and currents. The in-water visibility and
the cleanliness of the hull below the waterline is
- pintle securing arrangement in the to be good enough to permit a meaningful
socket. examination which allows the Surveyor and
diver to determine the condition of the plating,
7.2.2.3 As far as practicable, a photographic appendages and the welding. IRS is to be
documentation, used as a reference during the satisfied with the methods of orientation of the
in-water surveys, of the following hull parts is to divers on the plating, which should make use
be submitted to IRS: where necessary of permanent markings on the
plating at selected points.
- propeller boss
7.2.3.3 The in-water survey is to be carried out
- rudder pintles, where slack is measured by a person who is a skilled diver and trained to
carry out in-water survey, or a qualified diver
- typical connections to the sea under surveillance of a Surveyor. The diver has
to be employed by a firm approved by IRS.
- directional propellers, if any
The equipment, procedure for observing and
- other details, as deemed necessary by reporting the survey are to be discussed with the
IRS on a case by case basis. parties involved prior to the in-water survey and
suitable time is to be allowed to enable the
7.2.2.4 The Owner is to put on board the ship diving company to test all equipment
the plans and documents given in 7.2.2.1 and beforehand.
7.2.2.2 and they are to be made available to the
Surveyor and the divers when an in-water 7.2.3.4 When professional divers are employed,
survey is carried out. the Surveyor is to be satisfied with the method
of pictorial representation, and a good two-way
7.2.2.5 Protection for the underwater portion of communication between the Surveyor and
the hull is to be provided by means of a suitable divers is to be provided.
coating of adequate thickness to last more than
the scheduled intervals between consecutive dry 7.2.3.5 If the in-water survey reveals damage or
dockings and applied in accordance with the a deterioration that requires early attention, the
Manufacturer's recommendations. Surveyor may require that the ship to be
drydocked in order that a detailed survey can be
7.2.3 Survey requirements undertaken and the necessary repairs carried
out.
7.2.3.1 The in-water survey is to provide all the
information normally obtained from a docking 7.2.3.6 The condition of the coating is to be
survey. However, special consideration may be confirmed at every drydocking for continuance
given to ascertaining rudder bearing clearances of the INWATER SURVEY notation.
and stern bush clearances of oil stern bearings
Section 8
examination and hammer tested. If an the deepest load waterline, are to be examined
appreciable amount of lubricating oil is found in and replaced as necessary or at an interval
the pipes the starting air system is to be recommended by the manufacturer.
thoroughly cleaned by steaming or other
suitable means. Some of the pipes selected are 8.9 Survey requirements: Reduction gears,
to be those adjacent to the starting air valves at flexible couplings and clutch arrangements
the cylinders and to the discharges from the air
compressors. 8.9.1 Reduction gears, flexible couplings and
clutch arrangements are to be opened as
8.5 Survey requirements: Fresh water considered by the Surveyor in order to permit
generators and evaporators the examination of the gears, gear teeth,
spiders, pinions, shafts and bearings, reversing
8.5.1 To the extent applicable, these are to be gears, etc. Essential parts of other power
opened up and examined. After such Survey transmission arrangements are to be opened up
their relief valves are to be checked under and examined as considered necessary by the
working conditions, where practicable. Surveyor.
8.6 Survey requirements: Fuel tanks 8.10 Survey requirements: Securing arran-
gements
8.6.1 Fuel tanks which do not form part of the
ship's structure are to be examined externally 8.10.1 Holding down bolts and chocks of main
and, if considered necessary by the Surveyor and auxiliary engines, gear cases, thrust blocks
also internally. All mountings, fittings and remote and tunnel bearings are to be checked.
control devices are to be examined as far as
practicable. All such tanks are to be tested by 8.11 Survey requirements: Shafting
filling to maximum working level.
8.11.1 Intermediate shafts and bearings, thrust
8.7 Survey requirements: Pumps, heat bearings and their seating are to be examined.
exchangers, forced draught fans, etc. The lower halves of bearings need not be
exposed if alignment and wear are found
8.7.1 All pumps, heat exchangers, forced acceptable.
draught fans, etc. used for essential purposes
are to be opened up and examined as 8.12 Survey requirements: Sea connections
considered necessary by the Surveyor.
8.12.1 All openings to the sea including sanitary
8.8 Survey requirements: Pumping and and other overboard discharges in the
piping system machinery spaces and pump rooms together
with valves and cocks are to be examined
8.8.1 The valves, cocks and strainers of the internally and externally. The fastenings of
bilge system including bilge injection are to be valves and cocks to the hull are to be examined
opened up as considered necessary by the and are to be renewed when considered
Surveyor and, together with pipes, are to be necessary by the Surveyor. Particular attention
examined and tested under working conditions. is to be given to the sea suctions and sea water
If non-return valves are fitted in hold bilges, cooling pipes.
these be opened up for examination.
8.13 Survey requirements: Windlass and
8.8.2 The oil fuel, feed and lubricating systems steering machinery
and ballast connections and blanking
arrangements to deep tanks which may carry 8.13.1 These are to be examined to ascertain
liquid or dry cargoes, together with all pressure that they are in good working order. Any relief
filters, heaters and coolers used for essential valves fitted are to be included in the above
service, are to be opened up and examined or examination.
tested as considered necessary by the
Surveyor. All safety devices for the foregoing 8.14 Survey requirements: Internal
are to be examined. combustion engines for propulsion
8.8.3 Non-metallic expansion joints in piping 8.14.1 All working parts of the engines and their
systems, if located in system which penetrates attached pumps are to be opened and
the ship's side and both the penetration and the examined. These should include all cylinders,
non-metallic expansion joint are located below cylinder heads, valves and valve gear, pistons,
piston rods, cross heads, guides, connecting 8.17 Survey requirements: Gas turbines and
rods, crankshafts, vibration dampers and all free piston gas generators for propulsion
bearings, camshafts and driving gear, fuel
pumps and fittings, scavenge pumps, scavenge 8.17.1 The Survey should include opening and
blowers and their prime movers, superchargers, examination of the following parts :-
air compressors, inter coolers, clutches, reverse
gears, crankcase door fastenings and explosion - The blading, rotors, and casings of the
relief devices and such other parts of the turbines, the impellers or blading, rotors and
machinery as may be considered necessary. casing of air compressors, the combustion
Integral piping systems are to be examined. The chambers, burners, inter coolers, heat
maneuvering of engines is to be tested under exchangers, gas and air pressure piping
working condition. and fittings and reversing arrangements.
When gas turbines operate in conjunction
8.15 Survey requirements: Steam turbines with free piston gas generators, the
for propulsion following parts of the free piston gas
generators are to be opened and examined:
8.15.1 Upper halves of turbine casings are to be the gas and air compressor cylinders and
opened up rotors to be lifted up and inside of pistons and the compressor end covers, the
casings, rotors and bearings (including thrust) valves and valve gear, fuel pumps and
and governors to be examined. fittings, synchronising and control gear,
cooling system explosion relief devices, gas
8.15.2 At the first Special Periodical Survey and air piping, receivers and valves
only, for vessels having more than one main including by-pass. The maneuvering of
propulsion ahead turbine with emergency steam engines is to be tested under working
crossover arrangement, the turbine casings conditions.
need not be opened provided approved vibration
indicators and rotor position indicators are fitted 8.18 Survey requirements: Unattended
and that the Surveyor considers the operating machinery spaces/Remote control systems
records to be satisfactory. An operational test of
the turbines may be required if considered 8.18.1 Where remote and/or automatic controls
necessary by the Surveyor. such as bridge controls, bilge controls and bilge
level alarms, local hand controls, fire detection
8.15.3 Essential valves attached to the turbines and prevention, alarms warning systems and
and flexible couplings are to be examined. The shut-offs, electric supply, main controls station,
maneuvering of the turbines is to be tested are fitted for essential machinery, they are to be
under working conditions. examined and tested to demonstrate that they
are in good working order.
8.15.4 Exhaust steam turbines supplying power
for main propulsion purposes in conjunction with 8.18.2 During such trials the proper operation of
reciprocating engines together with their gearing the safety devices will be checked, in particular,
and appliances, steam compressors or electrical such as emergency stops, emergency astern
machinery are to be examined as far as movement, standby control of the propelling
practicable. Where cone connections to internal gear, fire alarm.
gear shafts are fitted, the coned ends are to be
examined as far as practicable. The 8.18.3 The log recording the operating
maneuvering of engines is to be tested under conditions should be checked. If such scrutiny
working conditions. reveals that certain portion of the automated
equipment has behaved abnormally the cause
8.16 Survey requirements: Steam recipro- of such failure is to be investigated and
cating engines for propulsion appropriate remedies determined.
8.16.1 Working parts of main engines and 8.19 Survey requirements : Electrical
attached pumps including bulkhead stop valves, equipment survey
maneuvering valves, cylinders, pistons, valves
and valve gear, piston rods, connecting rods, 8.19.1 Electrical installations including auxiliary
crankshaft and bearings and governor are to be and emergency equipment are to be examined
opened up and examined. The maneuvering of in accordance with the following during each
engines is to be tested under working Survey cycle.
conditions.
8.19.2 Switch boards (including for emergency power and its automatic arrangements (if fitted)
use) and their accessories including section- are also to be tested.
boards and sub-division fuse boards are to be
examined as far as possible and over current 8.19.10 Navigation light indicators are to be tried
protective devices and fuses inspected to verify under working conditions, and correct operation
that they provide suitable protection for their on the failure of supply or failure of navigation
respective circuits. lights verified.
8.19.3 All generator circuit breakers are to be 8.19.11 In tankers, a General examination of
tested, as far as practicable, to verify that the electrical equipment located in dangerous zones
protective devices including preference tripping and spaces is to be made to ensure that the
relays, if fitted, operate satisfactorily. The integrity of the safe type electrical equipment
generators are to be run under load either has not been impaired owing to corrosion,
separately or in parallel, and the governing of missing bolts, etc. Cable runs are to be
the engines to be tested. examined for sheath and armouring defects,
where practicable, and to ensure that the means
8.19.4 The insulation resistance of cables, of supporting the cable are in good order. Tests
switch gear, generators, motors, heaters, are to be carried out to demonstrate the
lighting and other fittings is to be tested and effectiveness of earth bonding straps. Alarms
should not be less than 100,000 ohms between and interlocks associated with pressurized
all insulated circuits and earth. The installation equipment or spaces are to tested for correct
may be subdivided to any desired extent by operation.
opening switches, removing fuses or
disconnecting appliances for the purpose of this Insulation resistance is to be measured for
test. circuits terminating in, or passing through
dangerous zones or spaces.
The electric cables are to be examined as far as
possible without undue disturbance of fixtures or 8.20 Survey requirements : Electrical
casings unless deemed necessary by the propelling machinery
Surveyor.
8.20.1 On ships which are electrically propelled,
8.19.5 Transformers are to be examined. the main propulsion motors, generators, cables,
Samples of oil are to be taken and tested for together with all ancillary electrical gear, exciters
breakdown voltage, acidity and moisture in case and ventilating plant (including coolers) are to be
of oil immersed transformers or electrical examined and their insulation resistance to earth
apparatus associated with supplies to essential to be measured. Protective gear and alarm
services. The testing is to be carried out by a devices are to be checked as far as practicable
competent testing authority and a certificate and special attention should be given to
giving the test results is to be furnished to the windings, commutators and slip rings. Safety
Surveyor. interlocks intended to prevent unsafe operation
or unauthorised access are to be checked to
8.19.6 Motors used for essential services verify that they are functioning correctly.
including their starters are to be examined, and Emergency over speed governors are to be
under working conditions if considered tested. Where insulating oil is used, samples of
necessary by the Surveyors. oil are to be taken and tested for breakdown
voltage, acidity and moisture by a competent
8.19.7 Generators and steering gear motors are testing authority and a certificate giving the test
to be examined under working conditions. Air results is to be furnished to the Surveyor.
gaps are to be checked for excessive wear
down. 8.21 In service testing of large permanently
installed breathing gas containers onboard
8.19.8 In the case of electromagnetic couplings, diving vessels - Special Requirements
the air gaps are to be measured and reported
and any excessive eccentricity corrected. Switch 8.21.1 At the first special survey, following is to
gear and couplings for same are to be examined be carried out:
and tested.
- External and internal survey, by intrascope if
8.19.9 The emergency source of power and its necessary.
associated circuits are to be tested. In the case
of passenger ships, the temporary source of
Section 9
Boiler Surveys
9.1.4 Review of the following records since the In fired boilers employing forced circulation the
last boiler survey is to be carried out as part of pumps used for this purpose are to be opened
the survey: and examined at each boiler Survey.
Section 10
Section 11
Unless alternative means are provided to ensure .5 Close Loop (system) Oil Lubricated Bearing.
the condition of the propeller shaft assembly, Closed loop oil lubricating systems use oil to
these requirements apply to all vessels with lubricate the bearings and are sealed against
conventional shafting fitted with a propeller as the environment (seawater) by adequate sealing
follows: / gland devices.
.1 from 1 Jan 2016 for ships delivered on or .6 Water Lubricated Bearing. Water lubricated
after 1 Jan 2016; bearings are bearings cooled / lubricated by
water (fresh or salt).
.2 after the first shaft survey scheduled on or
after 1 Jan 2016, for ships delivered before 1 .7 Closed Loop System Fresh Water Lubricated
Jan 2016. Upon completion of the first shaft Bearing. Closed loop water lubricating systems
survey scheduled on or after 1 Jan 2016, the use fresh water to lubricate the bearings and are
designation of dates for the next shaft survey is sealed against the environment (such as
to be made based on the requirements in this seawater) by adequate sealing / gland devices.
section.
.8 Open Systems (water). Open water
11.1.2 For the purpose of these requirements, lubricating systems use water to lubricate the
the following definitions are applicable: bearings and are exposed to the environment.
.1 Shaft is a general definition that could mean : .9 Adequate means for protection against
corrosion. An adequate means for protection
- Propeller shaft against corrosion is an approved means for full
- Tube shaft protection of the core shaft against sea water
intrusion and subsequent corrosion attack. Such
The definition does not include the intermediate means are used for the protection of common
shaft(s) which is (are) considered part of the steel material against corrosion particularly in
propulsion shafting inside the vessel. combination with water lubricated bearings.
Typical means are for example:
.2 Propeller Shaft. Propeller shaft is the part of
the propulsion shaft to which the propeller is - continuous metallic, corrosion resistant
fitted. It may also be called screwshaft or liners,
tailshaft. Where a separate tube shaft is not - continuous cladding,
fitted, the propeller shaft runs through the stern - multiple layer synthetic coating,
tube and is connected to the intermediate shaft - multiple layer of fiberglass,
within the ship. In this case, only the propeller - combinations of above mentioned,
shaft and intermediate shaft are fitted and there - rubber / elastomer covering coating.
is no tube shaft.
The means for protection against corrosion are
.3 Tube Shaft. Tube shaft is a shaft placed installed / applied according to IRS approved
between the intermediate shaft and propeller procedures.
shaft, normally arranged within a stern tube or
running in open water. It may also be called .10 Corrosion Resistant Shaft. Corrosion
Stern Tube Shaft. resistant shaft is made in approved corrosion
resistant steel as core material for the shaft.
.4 Stern Tube. Tube or pipe fitted in the shell of
a ship at the stern (or rear part of the ship),
below the water-line, through which passes the
.11 Sterntube Sealing System. Sterntube shaft and the propeller without a key achieved
sealing system is the equipment installed on the through interference fit of the propeller boss on
inboard extremity and, for closed systems, at the shaft tapered end.
outboard extremity of the sterntube.
.17 Keyed Connection. Keyed connection is the
Inboard Seal is the device fitted on the fore part forced coupling methodology between the shaft
of the sterntube that achieve the sealing against and the propeller with a key and keyway
the possible leakage of the lubricant media in to achieved through the interference fit of the
the ship internal. propeller boss on the shaft tapered end.
Outboard seal is the device fitted on the aft part
of the sterntube that achieve the sealing against .18 Flanged Connection. Flanged connection is
the possible sea water ingress and the leakage the coupling methodology, between the shaft
of the lubricant media. and the propeller, achieved by a flange, built in
at the shaft aft end, bolted to propeller boss.
.12 Service Records. Service records are
regularly recorded data showing in-service .19 Alternative Means. Alternative means are
conditions of the shaft(s) and may include, as shafting arrangements with configuration other
applicable: lubricating oil temperature, bearing than those described in these requirements.
temperature and oil consumption records (for oil
lubricated bearings) or water flow, water 11.2 Oil Lubricated Shafts or Closed Loop
temperature, salinity, pH, make-up water and System Fresh Water Lubricated Shafts
water pressure (for closed loop fresh water (Closed System)
lubricated bearings depending on design).
11.2.1 Shaft Survey Methods
.13 Oil sample examination. An oil sample
examination is a visual examination of the stern 11.2.1.1 METHOD 1
tube lubricating oil taken in presence of the
surveyor with a focus on water contamination. .1 The survey is to consist of:
.14 Lubricating oil analysis. Lubricating oil - Drawing the shaft and examining the entire
analysis is to be carried out at regular intervals shaft, seals system and bearings;
not exceeding six (6) months. The
documentation on lubricating oil analysis is to be - For keyed and keyless connections:
available on board.
- Removing the propeller to expose the
Oil samples, to be submitted for the analysis, forward end of the taper,
are to be taken under service conditions.
- Performing a non-destructive examination
.15 Fresh water sample test. Fresh water (NDE) by an approved surface crack-
sample test is to be carried out at regular detection method all around the shaft in way
intervals not exceeding six (6) months of the forward portion of the taper section,
Samples are to be taken under service including the keyway (if fitted).
conditions and are to be representative of the For shaft provided with liners the NDE
water circulating within the sterntube. Analysis is to extend to the after edge of the liner.
results are to be retained on board and made
available to the surveyor. At time of survey the - For flanged connection:
sample for the test is to be taken in the
presence of the surveyor. - Whenever the coupling bolts of any type of
flange-connected shaft are removed or the
Fresh water sample test is to include the flange radius is made accessible in
following parameters: connection with overhaul, repairs or when
- chlorides content, deemed necessary by the surveyor, the
- pH value, coupling bolts and flange radius are to be
- presence of bearing particles or other examined by means of an approved surface
particles (only for laboratory analysis, crack detection method.
not required for tests carried out in
presence of the surveyor). - Checking and recording the bearing
clearances;
.16 Keyless Connection. Keyless connection is
the forced coupling methodology between the
- Verification that the propeller is free of - Visual Inspection of all accessible parts of the
damages which may cause the propeller to be shafting system;
out of balance;
- Verification that the propeller is free of
- Verification of the satisfactory conditions of damages which may cause the propeller to be
inboard and outboard seals during the re- out of balance;
installation of the shaft and propeller;
- Seal liner found to be or placed in a
- Recording the bearing wear down satisfactory condition;
measurements (after re-installation)
- Verification of the satisfactory re-installation of
11.2.1.2 METHOD 2 the propeller including verification of satisfactory
conditions of inboard and outboard seals.
.1 The following are to be verified and found
satisfactory as a pre-requisite for application of 11.2.1.3 METHOD 3
Method 2:
.1 The pre-requisites for application of Method 3,
- Review of service records; are the same as those given in 11.2.1.2.1
- Lubricating Oil analysis (for oil lubricated - Checking and recording the bearing wear
shafts), or down measurements;
- Fresh water sample test (for closed system - Visual Inspection of all accessible parts of the
fresh water lubricated shafts); shafting system;
- Oil sample examination (for oil lubricated - Verification that the propeller is free of damage
shafts), or fresh water sample test (for closed which may cause the propeller to be out of
system fresh water lubricated); balance;
- Whenever the coupling bolts of any type of .2 The survey is to consist of:
flange-connected shaft are removed or the
flange radius is made accessible in - Checking and recording the bearing wear
connection with overhaul, repairs or when down measurements, as far as practicable;
deemed necessary by the surveyor, the - Visual inspection of all accessible parts of the
coupling bolts and flange radius are to be shafting system;
examined by means of a an approved - Verification that the propeller is free of
surface crack detection Method. damages which may cause the propeller to be
out of balance;
- Checking and recording the bearing wear - Verification of the effectiveness of inboard seal
down measurements; and outboard seals.
- Visual inspection of all accessible parts of the 11.2.3 Methods for oil lubricated shafts and
shafting system; fresh water lubricated shafts (closed loop
- Verification that the propeller is free of damage systems) and shaft survey intervals.
which may cause the propeller to be out of
balance; Details of the applicable methods for flanged
- Verification of the effectiveness of inboard seal propeller connection, keyless propeller
and outboard seals. connection and keyed propeller connection and
survey intervals are listed in Table 11.2.3.The
11.2.2.3 Extension up to 3 months types of survey extensions applicable, are also
listed in Table 11.2.3.
.1 The pre-requisites listed in 11.2.2.2.1 above
are to be verified and found satisfactory for
extension up to 3 months to be applied.
General Notes :
For surveys (Method 1, or Method 2, or Method 3) completed within 3 months before the shaft survey due date, the next period is to
start from the shaft survey due date.
The extension survey is normally to be carried out within 1 month of the shaft survey due date and the extension counts from the
shaft survey due date. If the extension survey is carried out more than 1 month prior to the shaft survey due date, then the period of
extension counts from the date on which the extension survey was completed.
Methods 1, 2 & 3 are described in 11.2.1.1, 11.2.1.2 and 11.2.1.3 respectively. The pre-requisites for each Method are to be
satisfactorily verified, prior surveys.
Survey methods 1, 2 and 3 would normally require drydocking of the vessel. Extension surveys may be carried out without dry-
docking by in water surveys.
b) Only one Extension type can be applied in between of two Methods (Extension 2.5 Y, or Extension 1 Y) except for what concerns
the Extension 3 M (see further note g).
d) Maximum of two consecutive Method 3 surveys. The maximum interval between two surveys carried out according to Method 1
or Method 2 is not to exceed 15 years, except in the case when one extension for no more than three months is granted.
e) No more than one extension can be granted. No further extension of other type can be granted.
f) No more than two consecutive “one year extensions” can be granted. No further extension of other type can be granted.
g) No more than one “three months extension” can be granted. In the event an additional extension is requested, the requirements
of “one year extension” are to be carried out and the shaft survey due date prior to the previous extension is to be extended for a
maximum of one year.
h) The maximum interval between two surveys carried out according to Method 1 is not to be more than 15 years. An extension for
no more than three months can be granted.
- Drawing the shaft and examining the entire 11.3.2 Shaft Extension Surveys – Extension
shaft (including liners, corrosion protection Types
system and stress reducing features, where
provided), inboard seal system and bearings. 11.3.2.1 Extension up to 1 year
- Whenever the coupling bolts of any type of .2 The survey is to consist of:
flange-connected shaft are removed or the
flange radius is made accessible in - Visual Inspection of all accessible parts of the
connection with overhaul, repairs or when shafting system;
deemed necessary by the surveyor, the
coupling bolts and flange radius are to be - Verification that the propeller is free of
examined by means of an approved surface damages which may cause the propeller to be
crack detection method. out of balance;
- Checking and recording the bearing - Checking and recording the clearances of
clearances. bearing;
General Notes :
For surveys (Method 4) completed within 3 months before the shaft survey due date, the next period will start from the shaft survey
due date.
The extension survey is to be normally carried out within 1 month of the shaft survey due date and the extension counts from the
shaft survey due date. If the extension survey is carried out more than 1 month prior to the shaft survey due date, then the period of
extension is to count from the date on which the extension survey was completed.
Method 4 is described in 11.3.1.1. The pre-requisites for the Method are to be satisfactorily verified, prior survey.
Survey method 4 would normally require dry docking of the vessel. Extension surveys may be carried out without dry-docking by in
water surveys.
In case of multiple shaft configurations, if there is a failure to one shaft system, vessel is to be dry-docked for carrying out surveys of
all shaft systems, and repairs as necessary.
Notes :
b) No more than one extension can be granted. No further extension, of other type, can be granted.
c) No more than one extension can be granted. In the event an additional extension is requested the requirements of the one year
extension are to be carried out and the shaft survey due date prior to the previous extension is to be extended for a maximum of
one year.
d) For keyless propeller connections the maximum interval between two consecutive dismantling and verifications of the shaft cone
by means of non-destructive examination (NDE) is not to exceed 15 years
11.4 Steerable and azimuth thrusters If the above checks are not satisfactory,
complete dismantling of the internal parts may
The survey is to normally comprise of be required.
examination of the following:
11.6 Water jet systems
a) Exposed parts including attachment to the
hull. The survey is to normally comprise of
examination of the following:
b) The following items upon removal of
propeller: a) Impeller, shaft and bearing clearances.
d) Internal gears and control gears as far as 11.7 Controllable pitch propellers
practicable through hand holes or limited
opening of controlling device. Where controllable pitch propellers are fitted, in
addition to the survey requirements of the
If the above checks are not satisfactory, shafts, the working parts and control gear are to
complete dismantling of the internal parts may be opened up sufficiently to enable Surveyors to
be required. examine them at each shaft survey. The survey
is to include the following:
11.5 Vertical axis propellers
a) Analysis of hydraulic oil including wear
The survey is to normally comprise of particle analysis.
examination of the following:
b) Propeller blades and hub including crack
a) Exposed parts. detection of blade root, flange and blade
securing arrangements.
b) Tightness of the oil glands and the backlash
of the gears from outside by action on the c) Examination of seals, carrier bearings,
blades. crank pin ring, fillets, blade openings in the
boss and blade bolts, upon removal of at
c) Gears, as far as practicable through hand lest one blade.
holes and observation ports.
d) Examination of distribution box seal and
d) Control gear for proper functioning. bearings.
e) Lubricating oil analysis (to include wear e) Verification upon re-assembly of,
particle analysis) records to detect possible servomechanism and hydraulic test of hub
wear of internal gears and bearings. and hydraulic piping including pitch controls
together with limit stops.
Section 12
12.1 General
- high water level in scrubber;
12.1.1 Inert gas systems installed on board - failure of the inert gas blowers;
ships intended for the carriage of oil or liquid - failure of the power supply to the automatic
chemicals in bulk or liquefied gases are to be control system for the gas regulating valve
surveyed periodically as detailed in Sec.1 of this and to the instrumentation for continuous
Chapter. indication and permanent recording of
pressure and oxygen content in the inert
12.2 Annual surveys gas main;
- high pressure of gas in the inert gas main.
12.2.1 Following are to be examined at each - Surveys carried out by the National
Annual Survey: Authority of the country in which the ship is
registered would normally be accepted as
a) external examination of the condition of all meeting these requirements, at the
piping and components for signs of discretion of the Surveyor.
corrosion or gas/effluent leakage.
12.2.2 Checking when practicable, the proper
b) verification of the proper operation of both operation of the inert gas system on completion
inert gas blowers. of the checks listed in 12.2.1 h).
Section 13
13.4.12 The thermometers for measuring the 13.5.8 In the case of pressure vessels covered
chamber air suction and air delivery by insulation, any evidence of dampness or
temperatures are to be examined. If repairs and deterioration of the insulation which could lead
renewals are carried out, the thermometers are to external corrosion of the vessels or their
afterwards to be checked for accuracy. connections is to be investigated.
13.4.13 A Survey book or other permanent 13.5.9 Sufficient insulation is to be stripped from
record is to be kept on board the ship to show insulated pressure vessels to allow the condition
the date of examination of various parts. This is of the vessels and their connections to be
to be available to the Surveyor at all times and is ascertained. Care is to be taken that in
to be signed by the Surveyor on each occasion replacement of the insulation, the vapour sealing
after the Survey. of the outer covering is made good.
the insulation, the vapour sealing of the outer insulation lining to be removed as detailed in
covering is to be made good. 13.5.17 and 13.5.18. Where organic foam
insulants have been used, including foamed "in
13.5.11 The Surveyor is to satisfy himself that all situ", or other insulants in slab form, the
pressure relief valves and/or safety discs Surveyor should use his discretion regarding the
throughout the refrigerating plant are in good removal of linings if he is able to satisfy himself
order. However, no attempt is to be made to test that the condition of the insulation is good by
primary refrigerant pressure relief valves on means of test bore holes.
board ship.
13.5.20 Under normal circumstances, the
13.5.12 Sea connections to refrigerant condition of hold and chamber insulation,
condensers cooling water pumps are to be grounds, etc., can be ascertained when the
opened up on the occasion of the hull and/or Special Survey of the ship's steel structure is
main machinery Special Survey. being held.
13.5.13 The electric motors driving refrigerant 13.5.21 Arrangements made for defrosting air
compressors, pumps and fans, together with coolers, and for draining condensate from trays
their control gear and cables, are to have their below coolers, are to be examined to ascertain
insulation resistance tested and this is to be not that they are in working order.
less than100000 ohms between all insulated
circuits and earth. The installation may be 13.5.22 Any air refreshing arrangements are to
subdivided to any desired extent by opening be examined.
switches, removing fuses or disconnecting
appliances for the purpose of this test. 13.6 Subsequent special surveys
13.5.14 The fittings on switchboards and 13.6.1 In addition to the requirements for first
Section boards are to be examined, and over- Special Survey the following items, as
current protective devices and fuses are to be mentioned in Table 13.6.1, are to be tested and
inspected to verify that they provide suitable examined.
protection for their respective circuits.
13.7 Loading port surveys
13.5.15 Any arrangements fitted to disconnect
automatically the excess non- essential load 13.7.1 Where the Owner or his authorised
when the electrical generators are overloaded representative requests for a Loading Port
are to be examined to ascertain that the circuits Survey, a Survey as detailed below is to be
for cargo refrigerating machinery are included in carried out at the Loading Port.
the last group to be disconnected.
13.7.2 In the case of ships engaged on voyages
13.5.16 All automatic controls and alarms are to of less than two months duration, a loading port
be tested. certificate will be considered as valid for two
months, provided the cargoes carried are of
13.5.17 Sufficient air trunking and insulation such a nature as not to damage the insulation or
lining is to be stripped from the chamber's appliances in the insulated chambers, nor to
overhead and vertical surfaces to allow the affect by taint or mould the refrigerated cargoes
condition of the insulation, insulation linings, loaded during that period.
grounds, supports, hangers and fixtures which
support the insulation, grids, meat rails, etc., to 13.7.3 If a vessel loads at more than one port,
be ascertained. Care is to be taken that on Loading Port Survey at the first Loading Port
replacement the ducts and linings are sealed would only be required provided all the
against air blowing into the insulation, or against chambers which are intended to be loaded with
moisture ingress from refrigerated cell or space refrigerated cargo during the voyage are offered
atmosphere. for examination and no general cargo is
subsequently loaded in these chambers prior to
13.5.18 Sufficient tank top insulation is to be loading of refrigerated cargo.
stripped to allow the condition of the grounds
and inner insulation lining to be ascertained. 13.7.4 The refrigerated cargo spaces are to be
examined in an empty state prior to loading the
13.5.19 Due consideration is to be given to the cargo. The Surveyor is to satisfy himself that the
type of insulation used in the holds and spaces are clean and free from odour which
chambers when determining the amount of may adversely affect the cargo to be loaded.
The brine or other refrigerant pipe grids, cooler 13.7.7 The Surveyor will check whether the
coils and connections should show no trace of entire refrigerated cargo installation operates
leakage. The Surveyor should also satisfy satisfactorily and he will record the temperatures
himself that the fixed cargo battens on the in the cargo spaces.
vertical surfaces are in good order, that cargo
gratings or dunnage battens are provided for the 13.7.8 The proper operation of air duct
floors or decks and that no damage has been couplings for connecting refrigerated containers
sustained to the insulation or its lining prior to on the ship's own refrigerating installation has to
the loading of the refrigerated cargo. be checked. If refrigerated containers are
coupled to the air ducts during the on board
13.7.5 Any indication of defective insulation not Survey, the tight sealing effect of the couplings
considered to warrant immediate attention is also to be checked.
should be noted and specially reported.
13.7.9 It is to be clearly understood that the
13.7.6 The scuppers and bilges in the certificate issued for the carrying out of a
refrigerated cargo spaces are to be clean and Loading Port Survey is not in respect of the
dry and the liquid seals should be primed. cargo to be loaded or the manner in which it is
to be stowed.
Ammonia (NH3) or
Dichlorodifluoro-
Item Monochlorodifluoro- Carbondioxide (CO2)
methane (R12)
methane R22)
"Shell and tube" type 7 bar 14 bar -
gas condensers or gas
evaporators (brine Water or brine end covers to be removed and shell pneumatically tested with
coolers) (primary the refrigerant or air or a mixture of inert gas and refrigerant to the above
refrigerant in the shell) pressures
17 bar 70 bar 140 bar
"Coil in casing" type
gas condensers Where it is impracticable to remove the coils they may be examined and
tested in place
"Coil in casing" type 14 bar 35 bar 105 bar
gas evaporators (brine Where it is impracticable to remove the coils they may be examined and
coolers) tested in place
Primary refrigerant
chamber grids or air 7 bar 10 bar 70 bar
cooler coils
"Shell and tube" type Primary refrigerant end covers are to be removed and tested
gas evaporators (brine
coolers) (brine is in the Shell to be hydraulically tested to twice the design pressure but not less than 3
shell) bar
Section 14
This is to include a system for reporting to 14.5.3 The PMS is retained throughout the class
Owners, records to be maintained onboard period of the vessel provided that :
and at Owner’s head quarters.
a) An annual report covering the year’s service
f) A list of all personnel likely to be in-charge is submitted to IRS detailing the list of items
of the PMS system. of machinery and components which were
subjected to preventive maintenance in the
14.4.3 Computerized system requirement period under review, together with
preventive maintenance sheets, the
14.4.3.1 The access to and updating the condition monitoring data including all data
maintenance documentation and the since last dismantling and any changes to
maintenance program is to be permitted by the PMS documentation.
Chief Engineer or other authorized person only.
b) An annual audit of the PMS is carried out.
14.4.3.2 The system is to be suitably protected
by suitable password access w.r.t. alterations to c) Any change to the PMS is submitted to IRS
maintenance schedules, list of items under PMS for approval.
and noting of damages.
14.5.4 The survey agreement for machinery
14.4.3.3 The computerized system is to include according to PMS will be withdrawn by IRS if the
a backup procedure, which is activated at PMS is not satisfactorily operated in terms of
regular intervals. improperly maintained records or unsatisfactory
condition of machinery or failure to observe the
14.4.3.4 The functional applications of these agreed intervals between overhauls.
computerized systems are to be approved by
IRS. 14.5.5 The Owner may discontinue the PMS at
any time by informing IRS in writing. In such a
14.4.4 Information to be available onboard. case the items that have been inspected under
the PMS since last annual audit may be credited
a) All the documentation listed in 14.4.2, duly for IRS records at the discretion of the attending
updated. surveyor carrying out confirmatory surveys.
14.6.2 Annual Audit is to be carried out once the special arrangements dealing with
the PMS is implemented and approved, to verify machinery surveys be suspended.
the continued compliance with the documented
PMS. The annual audit is carried out in h) Upon satisfactory completion of the annual
conjunction with the annual class surveys. The audit the surveyor confirms the validity of
scope of the audit is to be as given in the the PMS by crediting the PMS Annual audit.
following :
14.7 Damage and repairs
a) The Surveyor is to verify that the PMS is
correctly operated and that all items (due for 14.7.1 Damage to components or items of
survey in the relevant period) have actually machinery covered by the PMS which may
been surveyed in due time. affect the class is to be reported to IRS
immediately. A surveyor will attend on board,
b) The Surveyor is to verify that the machinery survey the damage and on the basis of the
has been functioning satisfactorily upon survey results decide whether condition of class
review of the maintenance and performance is to be recommended.
records since the previous survey or audit
and where needed necessary measures 14.7.2 All parts of machinery or components,
have been taken in response to machinery which need to undergo substantial repairs, are
operating parameters exceeding acceptable to be surveyed by IRS before, during and after
limits and that the overhaul intervals have the repairs, as deemed appropriate by the
been observed. attending surveyor.
Section 15
15.1 For tankers and combination carriers Confirmation that any hose used for the
with notation VCS1 conveyance of vapour are in accordance with
section 2.1.2 of Pt.5, Ch.29.
15.1.1 Annual Surveys
e) Inert gas piping
At each annual survey, the vapour emission
control system is to be generally examined for Where inert gas distribution piping is used for
ensuring its satisfactory condition. The survey is vapour collection, confirmation of the continuing
also to include: effectiveness of the inert gas main isolating
valve(s).
a) Components and piping
f) Cargo gauging system
External examination of all components and
piping, including isolating / relief valves, means Correct operation of the closed cargo gauging
of collecting and draining condensate, means for system for each tank, which is connected to the
separation of vapours from non-compatible vapour collection system. Where portable
cargoes and electrical continuity / bonding gauging devices are used, the number of
arrangements. devices available are to be equal to the number
of tanks that can be simultaneously loaded plus
b) Manifold isolating valve two (2) additional units.
- High vapour pressure in main vapour Vapour collection system hoses are to be tested
collection line(s) (not required for tank for electrical continuity or non-conductivity, as
barges). applicable.
- Cargo tank overfill (high-high liquid level), 15.2 For tankers and combination carriers
where fitted. with notation VCS2
Section 16
16.9 System operation test 16.10.2 When repairs or renewals are carried
out to system parts or components, these are to
16.9.1 On completion of survey the entire be subjected to a pressure test to 1.5 times the
system is to be examined under working working pressure, prior to putting them into
conditions with particular attention to signs of service.
Section 17
17.1 General
17.2.4 Water monitors and controls
17.1.1 External Fire Fighting Systems on ships
assigned with class notations Agni 1, Agni 2 or - General examination of water monitors
Agni 3 are to be surveyed at intervals specified and their securing arrangements
in Sec. 1 Table 1.1.2 of this chapter. - Functional verification of water monitors
- General examination and functional
17.2 Annual survey verification of remote and local/manual
controls.
17.2.1 The annual survey is to consist of general
examination / verification of the items indicated Additional for Agni 3:
in 17.2.2 to 17.2.7.
− General examination of foam monitors,
17.2.2 Hull foam concentrate tank and associated
pumping and piping arrangements including
General examination of: their securing arrangements
− Condition of foam concentrate
− Maneuvering arrangements including − Functional test of the foam monitors
side thrusters and power management − General examination and functional
system, where fitted verification of remote and local/manual
− Floodlights. controls.
Section 18
- Life supports systems and monitoring 18.2.1 Annual Surveys of the hull, machinery
equipment and equipment are to be made within three
months either way of anniversary date each
- Hyperbaric Systems year.
- Electronic equipment and communication 18.2.2 The Surveyor is to review the Operating
facilities and Maintenance Manuals, operational and
maintenance records, log books including all
- Emergency operations after system recorded malfunctions or repairs carried out
malfunction due to following: since the last survey. Summarized procedures
for normal and emergency operations are to be
- Failure of components; verified on board. The Surveyor is to record the
date of last use and the extent of use of the
- Loss of breathing gas pressure; facilities since last survey.
The Annual Survey is to include surveys/ .2 Gas Storage & Pressure Vessels in Supply
examination/ verification of the following, as and Return Lines
applicable:
- Provision of hazard warning signs,
18.2.2.1 Pressure Equipment Colour coding, marking and stamping of
testing date on cylinders and pressure
.1 Pressure Vessels for Human Occupancy vessels is to be verified;
- Structural integrity and corrosion status - Structural integrity and corrosion status
of chambers and bell are to be of gas containers and pressure vessels
examined by internal and external is to be inspected, with NDE, if
survey. Special attention is to be paid to necessary. Attachments and framework,
bilges (especially floor plating contact supporting steelwork are to be
with shell), equipment locks, location of examined for signs of corrosion;
battery packs etc. for damage and
possible corrosion. Examination with - In the case of gas storage
NDE may be carried out, as necessary. compartments, high/ low Oxygen alarms
Condition of external anodes (if fitted) is fitted external to the door and in
to be reviewed; repeated position(s) are to be verified.
.4 Gas Contamination Analysis .1 The listed alarms and record of their checks
as part of their planned maintenance by crew is
- Verification of calibration of gas to be verified.
analyzers and arrangements for
monitoring of Carbon dioxide, Oxygen, .2 Functional checks of the following are to be
temperature, relative humidity in carried out:
chamber;
- CCTV systems;
- Primary and secondary means of - sound powered telephone;
Carbon dioxide scrubbing arrangements - recording instruments.
are to be examined with special
attention to check that the secondary .3 Operational checks of primary and secondary
Carbon dioxide scrubbing arrangement means of communication are to be undertaken:
provided is independent of any surface
power supply and has minimum - between bridge and dive control station;
endurance of 24 [hrs]; - dive control and
• bells
• chambers
• divers in water
• diving machinery areas
• winch/ crane operator
- The fire detection and alarm system is - Areas around windows are to be subject
to be tested; to critical examination;
- Blow through with air of water based .2 Gas Storage & Pressure Vessels in Supply
fixed extinguishing system is to be and Return Lines
carried out to clear the lines;
- Gas storage tubes, air and gas tanks,
- Records of last inspection of the fixed sewage tanks, hot water tanks are to be
extinguishing system are to be reviewed hydro tested and recorded.
by the Surveyor.
.3 Pumps and Compressors
18.4 Special Surveys
- As per scope of third annual survey
18.4.1 Scope
.4 System components including piping,
18.4.1.1 Special surveys are to be carried out at umbilicals, hoses, valves, filters etc
5 yearly intervals before the anniversary date. In
addition to the requirements of the third annual - Pressure test of piping systems is to be
survey, the scope of special survey is to be as carried out.
described in 18.4.2 to 18.4.7.
18.4.4 Controls
18.4.2 Pressure Tests
Survey of the following items is to be carried out
.1 Pressure tests are to be carried out in with the scope of survey same as that of third
accordance with an approved procedure, based annual survey:
on a recognized national/ international standard
for the relevant pressure vessels. Procedures .1 Gas Supply and Distribution
for testing are to be submitted to IRS, well in
advance for review. .2 Depth/ Pressure Control
.2 The pressure test is to be repeated when the .3 Temperature and Humidity Control
modifications to the pressure boundaries have
been carried out and the test requirements apply .4 Gas Contamination Analysis
as given for new pressure vessels.
.5 Domestic/ Sanitary Systems
.3 All pressure tests are to be carried out in
presence of IRS Surveyor. .6 Auxiliary Services to Life Support Equipment
(b) For surface launch and recovery: - Annual and special survey requirements
as applicable to diving systems may be
- Various systems are to be load tested followed.
as per manual and NDE to be carried
out on load bearing members; .2 Gas Storage & Pressure Vessels in Supply
and Return Lines
.2 Controls
- Examine if gas cylinders exposed to sea
- As per scope of third annual survey. water are certified and tested every two
years;
.3 Auxiliary Services to Launch and Recovery
Systems - For other components, periodical survey
requirements as applicable to diving
- As per scope of third annual survey. systems are to be applied.
- As per scope of third annual survey. - Annual and special survey requirements
as applicable to diving systems are to
18.5 Surveys of Hyperbaric Evacuation be applied
Systems (HES)
.4 System components including piping,
18.5.1 Initial Surveys umbilicals, hoses, valves, filters etc
.1 The requirements for initial surveys and - Examine, if all valves are firmly secured
classification of Hyperbaric Evacuation Systems to prevent any movement due to ship
(HES) are laid down in Pt.5, Ch. 26, Sec. 4. motions in rough weather;
End of Chapter
Part 2
Inspection and Testing of Materials
July 2016
Indian Register of Shipping
Part 2
Contents
Chapter 10 Equipment
Contents
1.11 Special quality plate material (‘Z’ quality) 4.5 Mechanical tests
5.1 General
Section 2 : Normal Strength Steels for Ship
Structures 5.2 Deoxidation and chemical composition
8.4 Dimensions of through thickness tensile test 10.7 Freedom from defects
specimens
10.8 Tolerances
8.5 Mechanical tests
10.9 Identification of materials
8.6 Non-destructive examination
10.10 Inspection and testing
Section 2 : Hull and Machinery Steel 4.2 Mechanical properties for design purposes
Forgings for General Applications
4.3 Non-destructive examination
2.1 Scope
4.4 Intergranular corrosion tests
2.2 Chemical composition
1.3 Quality
Section 2 : Seamless Pressure Pipes
1.4 Chemical composition
2.1 General
1.5 Heat treatment
2.2 Manufacture and chemical composition
1.6 Test material
2.3 Heat treatment
1.7 Test specimens and testing procedures
2.4 Mechanical tests
1.8 Visual and non-destructive testing
2.5 Mechanical properties for design
1.9 Hydraulic tests
4.3 Quality
Section 3 : Castings for Propellers
4.4 Chemical composition
3.1 Scope
4.5 Heat treatment
3.2 Manufacture
4.6 Mechanical tests
3.3 Quality of castings
4.7 Visual examination
3.4 Chemical composition
4.8 Stress cracking test
3.5 Heat treatment
4.9 Hydraulic test
3.6 Mechanical tests
4.10 Identification
3.7 Surface quality and dimensions
4.11 Certification
3.8 Non-destructive examination
Section 1 : General
3.1 Scope
Section 2 : Wrought Aluminium Alloys
3.2 Manufacture
2.1 Scope
3.3 Quality of castings
2.2 Manufacture
3.4 Chemical composition
2.3 Quality of materials
3.5 Heat treatment
2.4 Dimensional tolerances
3.6 Mechanical tests
2.5 Chemical composition
3.7 Visual examination
2.6 Heat treatment
3.8 Rectification of defective castings
2.7 Test material
3.9 Pressure testing
2.8 Testing and inspection
3.10 Identification
2.9 Freedom from defects
3.11 Certification
2.10 Corrosion testing
2.18 Certification
Chapter 10 : Equipment
Section 1 : Anchors
1.7 Painting
Section 5 : Offshore Mooring Chains
Section 3 : Short Link Chain Cables 5.14 Testing and inspection of accessories
6.3 Annual tests 8.2 Initial approval tests for manual, semi-
automatic and automatic multi-run techniques
6.4 Upgrading and uprating
8.3 Deposited metal test assemblies
Section 7 : Welding Consumables for High 8.4 Butt weld test assemblies
Strength Quenched and Tempered and
TMCP Steels for Welded Structures 8.5 Fillet weld test assemblies
End of Chapter
Chapter 1
General Requirements
Contents
Section
1 Conditions for Manufacture, Survey and Certification
2 Certification of Materials Based on Alternative Certification Scheme
Section 1
examinations not completed are to be carried specific requirements. It is, however, in the
out in consultation with the Surveyors, at a interests of manufacturers to provide additional
subsequent stage of manufacture. material for any retests which may be
necessary, as insufficient or unacceptable test
1.4.5 In the event of any material proving material may be a cause for rejection.
unsatisfactory, during subsequent working,
machining or fabrication, it is to be rejected, not 1.7.2 The test material is to be representative of
withstanding any previous certification. the item or batch and is not to be separated until
all the specified heat treatment has been
1.5 Chemical composition completed, except where provision for an
alternative procedure is made in the subsequent
1.5.1 The chemical composition of the ladle chapters of this Part.
samples is to be determined by the
manufacturer in an adequately equipped and In case of castings where separately cast test
competently staffed laboratory. The samples are accepted, the test samples are to
manufacturer's analysis will be accepted, but be cooled down under the same conditions as
may be subject to occasional independent the castings.
checks if required by the Surveyors.
1.7.3 All test material is to be selected by the
1.5.2 At the discretion of the Surveyors, a check surveyor and identified by suitable markings
chemical analysis of suitable samples from which are to be maintained during the
products may also be required. These samples preparation of the test specimen.
are to be taken from the material used for
mechanical tests, but where this is not 1.8 Mechanical tests
practicable an alternative procedure for
obtaining a representative sample is to be 1.8.1 The number and direction of test
agreed with the manufacturer. specimens and their dimensions are to be in
accordance with the requirements of
1.6 Heat treatment subsequent chapters of this Part and the
specific requirements for the product.
1.6.1 Materials are to be supplied in the
condition specified in, or permitted by the Rules. 1.8.2 Where Charpy impact tests are required, a
Heat treatment is to be carried out in properly set of three test specimens are to be prepared
constructed furnaces which are efficiently and the average energy value is to comply with
maintained and have adequate means for the requirements of subsequent Chapters of this
control and recording of temperature. The part. One individual value may be less than the
furnace dimensions are to be such as to allow required average value provided that it is not
the whole item to be uniformly heated to the less than 70 per cent of that value.
necessary temperature. In the case of very large
components which require heat treatment, 1.8.3 Where metric or imperial units are to be
alternative methods will be specially considered. used for acceptance testing, the specified
values are to be converted in accordance with
1.7 Test material the appropriate conversions given in Table
1.8.1.
1.7.1 Sufficient test material is to be provided for
the preparation of the tests detailed in the
Notes :
1.10.1 Where the result of any test, other than 1.10.3 The additional tests detailed in 1.10.1
an impact test, does not comply with the and 1.10.2 are, where possible, to be taken from
requirements, two additional tests of the same material adjacent to the original tests. For
type may be taken. For acceptance of the castings, however, where insufficient material
material satisfactory results are to be obtained remains in the original test samples, the
from both of these tests. additional tests may be prepared from other test
samples representative of the castings.
1.10.4 When unsatisfactory results are obtained and the rectification has been completed in
from tests representative of a batch of material, accordance with applicable requirements of
the item or piece from which the tests were subsequent chapters of this Part and to the
taken is to be rejected. The remainder of the satisfaction of Surveyors.
batch may be accepted provided that two further
items or pieces are selected and tested with 1.12.2 The repair of defects by welding can be
satisfactory results. If the tests from one or both accepted only when permitted by the
of these additional items or pieces give appropriate specific requirements and provided
unsatisfactory results, the batch is to be that the agreement of the Surveyor is obtained
rejected. before the work is commenced. When a repair
has been agreed, it is necessary in all cases to
1.10.5 When a batch is rejected, the remaining prove by suitable methods of non-destructive
items or pieces in the batch may be re- examination that the defects have been
submitted individually for test, and those which completely removed before welding is
give satisfactory results may be considered for commenced. Welding procedures and
acceptance by the Surveyors. inspection on completion of the repair are to be
in accordance with the appropriate specific
1.10.6 At the option of the manufacturer, requirement and are to be to the satisfaction of
rejected material may be re-submitted as the Surveyor.
another grade and may then be considered for
acceptance by the Surveyors, provided that the 1.13 Identification of materials
test results comply with the appropriate
requirements. 1.13.1 The manufacturer is to adopt a system of
identification which will enable all finished
1.10.7 When material which is intended to be material to be traced to the original cast, and the
supplied in the ''as rolled" or "hot finished" Surveyors are to be given all facilities for so
condition fails test, it may be suitably heat tracing the material when required. When any
treated and re-submitted for test, with the prior item has been identified by the personal mark of
concurrence of the ship or machinery builder. a Surveyor, or his deputy, this is not to be
Similarly materials supplied in the heat-treated removed until an acceptable new identification
condition may be re-heat treated and re- mark has been made. Failure to comply with this
submitted for test. condition will render the item liable to rejection.
1.11 Visual and non-destructive examination 1.13.2 Before any item is finally accepted it is to
be clearly marked by the manufacturer in at
1.11.1 Prior to the final acceptance of materials, least one place with the particulars detailed in
surface inspection, verification of dimensions the appropriate specific requirements.
and non-destructive examination are to be
carried out in accordance with the requirements 1.13.3 Hard stamping is to be used except
detailed in subsequent chapters of this Part. where this may be detrimental to the material, in
which case stenciling, painting or electric
1.11.2 When there is visible evidence to doubt etching is to be used. Paints used to identify
the soundness of any material or component, alloy steels are to be free from lead, copper,
such as flaws in test specimens or suspicious zinc or tin, i.e., the dried film is not to contain
surface marks, the manufacturer is expected to any of these elements in quantities more than
prove the quality of the material by any 250 ppm.
acceptable method.
1.13.4 Where a number of identical items are
1.12 Rectification of defective material securely fastened together in bundles, the
manufacturer need only brand the top of each
1.12.1 Small surface imperfections may be bundle. Alternatively a durable label giving the
removed by mechanical means provided that, required particulars may be attached to each
after such treatment, the dimensions are bundle.
acceptable, the area is proved free from defects
Section 2
2.1 General
2.3.3 An outline description of all important
2.1.1 Alternative procedures for survey and manufacturing plant and equipments. This is to
testing may be accepted by IRS at works where include a production flow chart indicating all
materials are manufactured under closely stages where testing and inspection are carried
control rolled conditions by semi-continuous or out along with details of equipments used for
continuous processes under the Alternative measuring and testing.
Certification Scheme (ACS), as detailed in
Part1, Chapter 1, Section 4 of the Rules. 2.3.4 The system used for the identification and
traceability of raw materials, semi-finished and
2.1.2 Where it is considered that compliance finished Products.
with Rule requirements can be satisfactorily
achieved, IRS will issue a Quality Assurance 2.3.5 Information on the system of procurement
Approval Certificate, based on the ACS to the and acceptance of materials e.g. ingots, billets
manufacturer. or blooms for further processing where the
manufacturer does not produce such raw
2.1.3 The quality system procedures and materials.
practices of a manufacturer who has been
granted approval will be kept under continuous 2.3.6 Consolidated test results, physical,
review and audited as per the ACS. chemical, non-destructive tests etc. for a period
of preceding three months of products, if
2.2 Requirements for approval possible, covering the full range of thickness,
weight range and grades for which approval is
2.2.1 The conditions for approval are broadly sought. The data is to include the number of
outlined in Pt.1, Ch.1, Sec. 4, Cl. 4.3 of the samples, minimum, maximum, average value
Rules. and standard deviation. For high strength ship
steels, the carbon equivalent values are also
2.3 Information required for approval required. The data is to also include numbers of
rejections during manufacture as well as after
2.3.1 Manufacturers applying for approval under delivery and reasons thereof.
this scheme are to submit the information
required by 2.3.2 to 2.3.6, in addition to the 2.4 Assessment and approval, maintenance of
requirements of the ACS (Pt.1, Ch.1, Sec. 4, Cl. approval and certification of products would be
4.4). generally based on the ACS detailed in Pt.1,
Ch.1, Sec.4 of the Rules.
2.3.2 A detailed specification for each product.
End of Chapter
Chapter 2
Contents
Section
1 General Requirements
2 Tensile Testing
3 Impact Tests
4 Ductility Testing of Pipes and Tubes
5 The Brittle Crack Arrest Toughness Test
Section 1
General Requirements
1.1 General are to be from the same cast and in the same
condition of heat treatment.
1.1.1 All tests are to be carried out by competent
personnel. The machines are to be maintained 1.3 Preparation of test specimens
in satisfactory and accurate condition and are to
be recalibrated at approximately annual 1.3.1 If test samples are cut from material by
intervals. This calibration is to be carried out by flame cutting or shearing, a reasonable margin
a nationally recognized Authority or other is required to enable sufficient material to be
organization of standing and is to be carried out removed from the cut edges during final
to the satisfaction of Surveyors. The accuracy of machining.
test machines is to be within ± one per cent. A
record of all calibrations is to be kept available in 1.3.2 Test specimens are to be cut and
the test house. prepared in a manner which does not affect their
properties, i.e. not subjected to any significant
Testing machines are to be calibrated in cold straining or heating.
accordance with the following or other
equivalent recognized standards: 1.3.3 Where possible, test specimens from
rolled materials are to retain their rolled surface
a) Tensile / compression testing : ISO 7500-1 on both sides.
b) Impact testing : ISO 148-2
1.4 Discarding of test specimens
1.2 Selection of test samples
1.4.1 If a test specimen fails because of faulty
1.2.1 Test samples are to be selected by the manufacture, visible defects, or incorrect
Surveyor unless otherwise agreed. operation of the testing machine, it may be
discarded at the Surveyor's discretion and
1.2.2 All materials in a batch presented for replaced by a new test specimen prepared from
testing are to be of the same product form (e.g. material adjacent to the original test.
plates, sections, bars). Normally, the materials
Section 2
Tensile Testing
2.1 Dimensions of tensile test specimens three different types of test specimens may be
used :
2.1.1 Generally, proportional test specimens
with a gauge length of 5.65√So (where So is the - Round test specimens;
cross-sectional area of the test length) are to be
used. Where it is not possible to use such - Flat test specimens; and
specimens, non-proportional specimens may be
considered. - Full cross-section test specimens.
2.1.2.1 The following symbols have been used 2.1.2.2 The gauge length may be rounded off to
in the figure and in subsequent paragraphs:- the nearest 5 [mm] provided that the difference
between this length and Lo is less than 10% of
d =diameter Lo.
a =thickness of specimen
b =width 2.1.2.3 For plates with thickness equal to and
Lo = Original gauge length greater than 3 [mm], test specimen according to
Lc = Parallel length alternatives A or B given below are to be used.
So = Original cross-sectional area Where the capacity of the available testing
R = Transition radius machine is insufficient to allow the use of a test
D =External tube diameter specimen of full thickness, this may be reduced
t = plate thickness by machining one of the rolled surfaces.
Alternatively for materials over 40 [mm] thick, 2.1.2.7 For forgings, castings (excluding grey
proportional round test specimens with cast iron) and bars round test specimens with
dimensions as specified in C below may be dimensions as specified in alternative C of
used. 2.1.2.3 are usually to be used.
Alternative A, Non-proportional flat test 2.1.2.8 If for special reasons, other dimensions
specimen are to be used, they will have to conform with
the following geometric relationship:
a=t
b =25 [mm] Lo =5d;
Lo =200 [mm]
Lc =Lo + d:
Lc ≥ 212.5 [mm]
R =25 [mm]
R=10 [mm], except for materials with a specified
Alternative B, Proportional flat test specimen minimum elongation A ≤ 10 per cent, where R is
to be 1.5 x d.
a=t
2.1.2.9 For tubes, test specimen according to
b =25 [mm] alternative A or B below are to be used:
6892-98 or other recognised standards as simplification the term "Yield Stress" is used
appropriate. throughout when requirements are specified for
acceptance testing at ambient temperature.
c) a load/extension diagram using the value of stress at elevated temperatures are to have an
load measured either at the commencement extensometer gauge length of not less than 50
of plastic deformation or yield or at the first [mm] and a cross sectional area of not less than
2
peak obtained during yielding even when 65 [mm ]. Where, however, this is precluded by
that peak is equal to or less than any the dimensions of the product or by the test
subsequent peaks observed. equipment available, the test specimen is to be
of the largest practical dimensions.
2.4.5 The 0.2 or 1.0 per cent proof stress (non-
proportional elongation) is to be determined 2.5.2 The heating apparatus is to be such that
from an accurate load/extension diagram by the temperature of the specimen during testing
drawing a line parallel to the straight elastic does not deviate from that specified by more
portion and distant from it by an amount than ± 5°C.
representing 0.2 or 1.0 per cent of extensometer
gauge length. The point of intersection of this 2.5.3 The straining rate when approaching the
line with the plastic portion of the diagram lower yield or proof load is to be controlled
represents the proof load, from which 0.2 or 1.0 within the range 0.1 to 0.3 per cent of the
per cent proof stress can be calculated. extensometer gauge length per minute.
2.5 Procedure for tensile testing at elevated 2.5.4 The time intervals used for estimation of
temperatures strain rate from measurements of strain are not
to exceed 6 seconds.
2.5.1 The test specimens used for the
determination of lower yield or 0.2 per cent proof
Section 3
Impact Tests
Table 3.1.1 : Dimensions and tolerances for charpy V-notch impact test specimens
Fig.3.1.1
Table 3.1.2: Dimensions and tolerances for charpy U-notch impact test specimens
Table 3.2.4
Section 4
4.4.1 The test specimens are to be cut with the 4.6 Ring tensile test
ends perpendicular to the axis of the tube. The
length of the specimens is to be approximately 4.6.1 The ring is to have a length of about 15
1.5D. The length may be shorter provided that [mm] with plain and smoothed ends cut
after testing the remaining cylindrical portion is perpendicular to the tube axis. The ring is to be
not less than O.5D (Reference ISO 8494). The drawn to fracture by means of two mandrels
edges of the end to be tested may be rounded placed inside the ring and pulled in tensile
by filing. The rate of penetration shall not testing machine. The rate shall not exceed 5
exceed 50 [mm]/minute. [mm]/second. (Reference ISO 8496).
Section 5
5.1 Scope
5.2 Symbols
The standard ESSO test method described in
this section is used to estimate the brittle crack
arrest toughness value Kca of rolled steel plates
for hull of thickness not greater than100 [mm].
5.3 Purpose
5.4.3 The test specimens are to be taken from
The purpose of this test is to assess brittle crack the same steel plate.
arrest toughness with temperature gradient and
to obtain the corresponding brittle crack arrest 5.4.4 Test specimens are to be taken in such a
toughness value Kca. way that the axial direction of the load is parallel
to the rolling direction of the steel plate.
5.4 Standard test specimen
5.4.5 The thickness of the test specimen is to be
5.4.1 Fig.5.4.1 shows the shape and size of the the same as the thickness of the steel plate to
standard test specimen. be used in the vessel structure.
5 5 Test equipment
Note 2: If the tab plate has a thickness smaller than the test specimen, the reflection of stress wave will
be on the safer side for the assessment; therefore, considering the actual circumstances for conducting
the test, the lower limit of thickness is taken as 0.8ts.
more than 10 minutes, after which the specified
5.6.2 Thermocouples are to be fitted at 50 mm test load may then be applied.
pitch on the notch extension line of the test
specimen. 5.7.5 After maintaining the test load for at least
30 seconds, a brittle crack is to be generated by
5.6.3 If the brittle crack is estimated to deviate impact. The standard impact energy is taken as
from its presumed course, thermocouples are to 20 to 60 [J] per 1 [mm] plate thickness. If the
be fitted at two points separated by 100 mm on brittle crack initiation characteristics of the base
the line of load from the notch extension line at metal are high, and it is difficult to generate a
the centre of width of the test specimen. brittle crack, the impact energy may be
increased to the upper limit of 120 [J] per 1 [mm]
5.6.4 If dynamic measurements are necessary, plate thickness.
strain gauges and crack gauges are to be fitted
at specific locations. 5.7.6 Loading is stopped when the initiation,
propagation, and arrest of crack have been
5.6.5 The test specimen is to be fixed to the confirmed. Normal temperature is restored, and
testing machine together with the tab plate after if necessary, the ligament is broken by gas
welding and the pin load jig. cutting and forcibly the specimen is broken by
using the testing machine. Or, after the ductile
5.6.6 The impact equipment is to be mounted. crack has been propagated to an adequate
The construction of the impact equipment is to length with the testing machine, the ligament is
be such that the impact energy is correctly broken by gas cutting.
transmitted. An appropriate jig is to be arranged
to minimize the effect of bending load due to the 5.7.7 After forcing the fracture, photos of the
impact equipment. fractured surface and the propagation route are
to be taken, and the crack length is to be
5.7 Test method measured.
End of Chapter
Chapter 3
Contents
Section
1 General Requirements
2 Normal Strength Steels for Ship Structures
3 Higher Strength Steels for Ship Structures
4 High Strength Quenched and Tempered Steels for Welded Structures
5 Steel for Low Temperature Service
6 Steels for Boilers and Pressure Vessels
7 Steels for Machinery Structures
8 Plates with Specified minimum through Thickness Properties (‘Z’ quality)
9 Austenitic and Duplex Stainless Steels
10 Rolled Steel Plates, Strips, Sections and Bars
Section 1
General Requirements
agreement, to be grounds for rejection. Where 1.4.7 The tolerance on nominal thickness are
necessary, suitable methods of non-destructive not applicable to areas repaired by grinding
examination may be used for the detection of which are to be in accordance with a recognized
harmful surface and internal defects. The extent standard.
of this examination, together with appropriate
acceptance standards, is to be agreed between 1.4.8 For materials intended for applications as
the purchaser, manufacturer and Surveyors. detailed in Sec. 5 and 6, no minus tolerance is
permitted in the thickness of plates and strip.
1.4 Thickness tolerance of plates and wide
flats with width ≥ 600 [mm] 1.4.9 The responsibility for verification and
maintenance of the production within the
1.4.1 The tolerance on thickness of a given required tolerance rests with the manufacturer.
product are defined as follows: The Surveyor may require to witness some
measurements.
a) Minus tolerance is the lower limit of the
acceptable range below the nominal 1.4.10 The responsibility for storage and
thickness. maintenance of the delivered products with
acceptable level of surface conditions rests with
b) Plus tolerance is the upper limit of the the shipyard before the products are used in
acceptable range above the nominal fabrication.
thickness.
1.4.11 Where zero minus tolerance is applied in
Note : Nominal thickness is defined by the accordance with Class C of ISO 7452, the
purchaser at the time of enquiry and order. requirements of 1.4.12 to 1.4.14 need not be
applied.
1.4.2 The minus tolerance for products for
normal strength, higher strength and high Additionally, if ISO 7452 is applied, it is required
strength quenched and tempered steels is 0.3 that the steel mill demonstrate to the satisfaction
[mm] irrespective of nominal thickness. of IRS that the number of measurements and
measurement distribution is appropriate to
1.4.3 The minus tolerance for products intended establish that the mother plates produced are at
for machinery structures are to be in accordance or above the specified nominal thickness.
with Table 1.4.3.
1.4.12 Average thickness
1.4.5 The plus tolerance on nominal thickness is 1.4.13.2 Automated method or manual method
to be in accordance with a recognized national may be applied to the thickness measurements.
or international standard or as specified.
1.4.13.3 The procedure and the records of
1.4.6 The tolerance on sections (except for wide measurements are to be made available to the
flats) are to be in accordance with the Surveyor and copies provided on request.
requirements of recognized international or
national standard. 1.4.14 Thickness measuring locations
Line 1
A1 A2 A3
Line 2
B1 B2 B3
C1 C2 C3
Line 3
: Measurement points
Rolling direction
Fig. 1.4.14.2a) : Locations of Thickness Measuring Points for the Original Steel Plates
Fig. 1.4.14.2b) : Locations of Thickness Measuring Points for the Cut Steel Products
Line 1
A1 A2 A3
(i) Line 2 B1 B2 B3
C1 C2 C3
Line 3
: Measurement points
Rolling direction
Line 1
A1 A2 A3
B1 B2 B3
(ii) Line 2
C1 C2 C3
Line 3
: Measurement points
Rolling direction
Line 1
Line 2
Line 3
: Measurement points
Rolling direction
1.5 Heat treatment, condition of supply coolant for the purpose of hardening the
microstructure. Tempering subsequent to
1.5.1 All materials are to be supplied in the heat quenching is a process in which the steel is
treated conditions described in the subsequent reheated to an appropriate temperature not
sections of this chapter unless supply in the as- higher than the Ac1 to restore toughness
rolled condition is allowed. properties by improving the microstructure.
1.5.3.2 The conditions of supply and the impact b) The test specimens are not to be
test requirements are detailed in subsequent separately heat treated in any way.
sections of the Chapter.
1.6.3 Unless otherwise agreed, the test samples
1.6 Test material are to be taken from the following position :
1.6.1 All material in a batch presented for 1.6.3.1 Plates and flats with a width ≥ 600
acceptance tests are to be of the same product [mm] : The test samples are to be taken from
form e.g. plates, flats, sections. etc., from the one end at a position approximately midway
same cast and in the same condition of supply. between the axis in the direction of the rolling
and the edge of the rolled product (See Fig.1.6.1
1.6.2 Test samples a). Unless otherwise agreed the tensile test
specimens are to be prepared with their
a) The test samples are to be fully longitudinal axis transverse to the final direction
representative of the material and, where of rolling.
appropriate, are not to be cut from the
material until heat treatment has been
completed.
1.6.3.2 Flats with a width < 600 [mm], bulb section of the product (the impact test specimen
flats and other sections : For flats having a receiving nevertheless the necessary
width of 600 [mm] or less, bulb flats and other machining). For larger sizes, the test samples
sections the test specimens are to be taken from are to be taken so that the axis of the test
one end at a position approximately one third specimen lies as near as possible to the
from the outer edge (See Figs.1.6.1 b,c,d), or in following :
the case of small sections as near as possible to
this position. In the case of channels, beams or a) for non-cylindrical sections, at one third of
bulb angles the test samples may alternatively the half diagonal from the outside.
be taken from a position approximately one
quarter of the width from the web centreline or b) for cylindrical sections, at one third of the
axis (See Fig.1.6.1 c). The tensile test radius from outside (See Fig.1.6.1 e).
specimens may be prepared with their
longitudinal axis either parallel or transverse to 1.6.3.4 For plates and flats with thicknesses in
the final direction of rolling. excess of 40 [mm], full thickness specimens
may be prepared, but when instead a machined
1.6.3.3 Bars and other similar products: The round specimen is used then the axis is to be
test specimens are to be taken so that the axis located at a position lying one-quarter of the
of the test specimen is parallel to the direction of product thickness from the surface as shown in
rolling. For small sizes, the test specimen may Fig.1.6.1.f.
consist of a suitable length of the full cross
concerning freedom from harmful internal less than their average breadth to each
defects. other are to be regarded as one single area.
The repairs are to be agreed with the
1.9 Freedom from defects Surveyor in each case and are to be carried
out under his supervision unless otherwise
1.9.1 All products must have a workmanlike agreed. Complete elimination of the defects
finish and must be free from defects and may be verified by a magnetic particle or
imperfections which may impair their proper dye penetrant test procedure at the
workability and use. This may however, include Surveyors' discretion.
some discontinuties of a harmless nature, minor
imperfections e.g. pittings, rolling in scale, f) Where necessary the entire surface may be
indentations, roll marks, scratches and grooves ground to a depth as given by the under
which cannot be avoided completely despite thickness tolerances of the product.
proper manufacturing and which will not be
objected to provided they do not exceed the 1.10.2 Surface defects which cannot be dealt
acceptable limits contained herein. with as in 1.10.1 may be repaired by chipping
and/ or grinding followed by welding subject to
1.9.2 Imperfections : Notwithstanding this, the Surveyor's consent and under his supervision
products may have imperfections exceeding the provided:
discontinuities inherent to the manufacturing
process, as defined under 1.9.1. In such cases, a) And single welded area shall not exceed
limits for their acceptability are to be agreed with 0.125 [m] and the sum of all areas shall not
IRS, taking the end use of the product into exceed 2 per cent of the surface side in
consideration. question. The distance between two welded
areas is not to be less than their average
1.9.3 Defects : Cracks, shells, sand patches width.
and sharp edged seams are always considered
defects which would impair the end use of the b) The weld preparation must not reduce the
product and which require rejection or repair, thickness of the product below 80 per cent
irrespective of their size and number. The same of the nominal thickness. For occasional
applies to other imperfection exceeding the defects with depths exceeding the 80 per
acceptable limits. cent limit, special consideration at the
Surveyors' discretion will be necessary.
1.10 Repairs
c) The repair shall be carried out by qualified
1.10.1 Surface defects in structural steel may be welders using an approved procedure for
removed by local grinding, provided that the appropriate steel grade. The electrodes
shall be of low hydrogen type and must be
a) the nominal product thickness will not be dried in accordance with manufacturer's
reduced by more than 7 per cent or 3 [mm], requirements and protected against
whichever is the less. rehumidification before and during welding.
b) each single ground area does not exceed d) The welds are to be of reasonable length
2
0.25 [m ]. and must have at least 3 parallel welding
beads. The deposited metal must be sound
c) each single ground area does not exceed 2 without any lack of fusion, undercut, cracks
per cent of the total surface in question. and other defects which could impair the
workability or use of the product. Welding is
Ground areas lying in a distance less than to be performed with one layer of beads in
their average breadth to each other are to excess of which is subsequently to be
be regarded as one single area. ground smooth to the surface level.
d) Ground area lying opposite each other on e) Products which are to be supplied in a heat
both surfaces must not decrease the treated condition are to be welded prior to
product thickness by values exceeding the the heat treatment; otherwise, a new heat
limits as stated above in a, b and c. treatment may be required.
e) the ground area must have smooth f) Products supplied in the controlled rolled or
transition to the surrounding surface of the as rolled condition may require a suitable
product. Ground areas lying in a distance heat treatment after welding. however, the
1.11.1 When plate material, intended for welded 1.12.2 Products complying with the
construction, will be subject to significant strains requirements of Sec. 8 are to be marked "Z 25"
in a direction perpendicular to the rolled or ‘Z 35’ as appropriate, in addition to the
surfaces, it is recommended that consideration material grade designation e.g. ‘EH36Z25’ or
be given to the use of special plate material with ‘EH36Z35’.
specified through thickness properties. These
strains are usually associated with thermal 1.12.3 The above particulars, but excluding the
contraction and restraint during welding, manufacturer's name or trade mark where this is
particularly for full penetration "T"- butt welds, embossed on finished products, are to be
but may also be associated with loads applied in encircled with paint or otherwise marked so as
service or during construction. Requirements for to be easily recognizable.
these materials are detailed in Sec. 8 and it is
the responsibility of shipbuilder or fabricator to 1.12.4 In the event of any material bearing IRS
make provision for the use of this material. brand failing to comply with the test
requirements, the brand name is to be
1.12 Branding of materials unmistakably defaced.
1.12.1 Every finished item is to be clearly 1.13 Test certificates or shipping statements
marked by the manufacturer in at least one
place with IRS brand IR and the following 1.13.1 The Surveyor is to be supplied, in
particulars: duplicate, copies of the test certificates or
shipping statements for all accepted materials,
a) The manufacturer's name or trade mark; IRS may require separate documents for each
grade of steel. These documents are to contain,
b) Identification mark for the grade of steel, in addition to the description, dimensions, etc. of
(material supplied in the thermo- the material at least the following particulars:
mechanically controlled process condition is
to have the letter TM added after the a) Purchaser's order number and if known the
identification mark) ; ship number for which the material is
intended;
c) Cast or identification number and/or initials
which enable the full history of the item to b) Identification number and/or initials;
be traced;
c) Identification of steel works;
d) If required by the purchaser, his order
number or other identification marks. d) Identification of the grade of steel;
Section 2
2.1.1 Normal strength hot-rolled steel plates, 2.2.1 The method of deoxidation and the
wide flats, sections and bars intended for use in chemical composition of ladle samples are to
hull construction, is to comply with the following comply with the requirements of Table 2.2.1.
requirements. Steel differing in chemical
composition, deoxidation practice, heat 2.2.2 When any grade of steel is supplied in the
treatment or mechanical properties may be thermo-mechanically controlled processed
accepted, subject to special agreement by IRS. condition, deviations in the specified chemical
composition may be allowed by IRS.
2.1.2 These requirements are primarily intended
to apply to steel plates not exceeding 100 [mm] 2.3 Heat treatment, condition of supply
in thickness and sections and bars not
exceeding 50 [mm] in thickness. For greater 2.3.1 All materials are to be supplied in a
thickness, certain variations in the requirements condition complying with Table 2.3.1 and Table
may be allowed or required in particular cases 2.3.2. Where alternative arrangements are
after consideration of the technical permitted these are at the option of the
circumstances involved. steelmaker, unless otherwise expressly stated in
the order for the material.
2.1.3 Additional approval tests may be required
to verify the suitability for forming and welding of 2.4 Mechanical tests
Grade E plate exceeding 50 [mm] in thickness.
2.4.1 Sizes and orientation of test specimens
are to be in Accordance with the requirements of
Sec. 1.
Grade A B D E
1
Deoxidation Any method Any method except For t ≤ 25 [mm] killed, Fully killed fine
practice rimmed steel For t > 25 [mm] fully grain treated
killed and fine grain
treated2
Chemical composition per cent 6,7,8
Carbon max. 0.214 0.21 0.21 0.18
5
Manganese 2.5 x Carbon % 0.80 0.60 0.70
min
Silicon max 0.50 max. 0.35 max. 0.35 max. 0.10 - 0.35
Phosphorus 0.035 max. 0.035 max. 0.035 max. 0.035 max.
max
Sulphur max 0.035 max. 0.035 max. 0.035 max. 0.035 max.
2
Aluminium - - 0.015 0.015
(acid soluble)3
Carbon + 1/6 of the manganese content is not to exceed 0.40 per cent
Notes :
1 For grade A, rimmed steel may be accepted upto 12.5 [mm] thick inclusive provided that it is stated
on the test certificates or shipping statements to be rimmed steel and is not excluded by the
purchaser's order.
2 Aluminium is required for thickness above 25 [mm].
3 The total aluminium content may be determined instead of the acid soluble content. In such cases
the total aluminium content is to be not less than 0.020 per cent.
4 Max. 0.23% for sections.
5 For grade B, when the silicon content is 0.10% or more (killed steel), the minimum manganese
content may be reduced to 0.60%.
6 IRS may limit the amount of residual/trace elements which may have an adverse effect on the
working and use of the steel, e.g. copper and tin.
7 Where additions of any other element have been made as part of the steelmaking practice, the
content is to be specified.
8 When any grade of steel is supplied in the thermo-mechanically rolled condition, variation in the
specified chemical composition may be allowed or required by IRS.
1) These conditions of supply and the impact test requirements are summarised in Table 2.3.2
2) Subject to the special approval of IRS, Grades A and B steel plates may be supplied in the as
rolled condition.
3) Subject to the special approval of IRS, sections in Grade D steel may be supplied in the as rolled
condition provided satisfactory results are consistently obtained from Charpy V-notch impact tests.
Similarly sections in Grade E steel may be supplied in the as rolled or controlled rolled condition.
For the frequency of impact tests see 2.4.4, 2.4.5, 2.4.6 and 2.4.7.
2.4.2 For each batch presented. except where charpy V-notch test specimens may be taken
specially agreed by IRS. one tensile test is to be from each batch of 50 tonnes or fraction thereof.
made from one piece unless the weight of
finished material is greater than 50 tonnes in 2.4.6 For plates in Grade E steel, one set of
which case one extra test piece is to be made three impact test specimens is to be made from
from a different piece from each 50 tonnes or each piece.
fraction thereof. Additional tests are to be made
for every variation of 10 [mm] in thickness of 2.4.7 For Grade E sections, except where
plate or diameter of products from the same specially agreed, for each batch presented, one
cast. For sections the thickness to be set of three impact test specimens is to be made
considered is the thickness of the product at the for each 25 tonnes of normalised material and
point at which samples are taken for mechanical for each 15 tonnes of materials which are not
tests. normalised.
2.4.3 For plates of thickness exceeding 50 [mm] 2.4.8 Results of mechanical testing are to
in Grade E steel, one tensile test is to be made comply with Table 2.4.1. For impact tests, one
on each piece. individual value may be less than the required
average value provided that it is not less than 70
2.4.4 For each batch presented, except where per cent of this average value. See also Ch. 1.
specially agreed by IRS at least one set of three
Charpy V-notch test specimens is to be made 2.4.9 Minimum average energy values are
from one piece unless the weight of finished specified for Charpy V-notch impact test
material is greater than 50 tonnes in which case specimens taken in either the longitudinal or
one extra set of three test specimens is to be transverse directions.
made from a different piece from each 50
tonnes or fraction thereof. The piece selected for Generally only longitudinal test specimens need
the preparation of test specimen is to be the be prepared and tested except for special
thickest of each batch. Where steel plates applications where transverse test specimens
except for Grade 'A' steel over 50 [mm] in may be required. Transverse test results are to
thickness is supplied in the controlled rolled be guaranteed by the manufacturer. The
condition, the frequency of impact test is to be tabulated values are for standard specimens 10
made from a different piece from each 25 [mm] x 10 [mm]. For plate thicknesses lower
tonnes or fraction thereof. than 10 [mm], sub-size specimens may be used
with reduced requirements as follows :
2.4.5 When subject to the special approval of
IRS, material is supplied in the as rolled Specimen 10 x 7.5 [mm] : 5/6 of tabulated
condition the frequency of impact tests is to be energy
increased to one set from each batch of 25 Specimen 10 x 5 [mm] : 2/3 of tabulated
tonnes or fraction thereof. However, for Grade energy.
'A' steel over 50 [mm] thickness when supplied
in the "as rolled" condition, one set of three
Table 2.3.2 : Required condition of supply and number of impact tests for normal strength steels
1. Condition of Supply
One set of impact tests is to be taken from each batch of the specified weight in ( ) in tones or fraction thereof.
Impact Test
Yield Elon-
Tensile Average impact energy (J) min.
strengt gation
Gra- strength Test 50 < t ≤ 70 70 < t ≤ 100
h ReH t ≤ 50 mm
de Rm 5.65 S o Temp.
[N/mm2] mm mm
[N/mm2] A5 (%) °C Long Trans Long Trans Long Trans
min.
(3) (3) (3) (3) (3) (3)
A +20 - - 34(5) 24(5) 41(5) 27(5)
B 400/520 0 27(4) 20(4) 34 24 41 27
235 22(2)
D (1) -20 27 20 34 24 41 27
E -40 27 20 34 24 41 27
Notes:
1) For all thicknesses of Grade A sections the upper limit for the specified tensile strength range may
be exceeded at the discretion of IRS.
2) For full thickness flat tensile test specimens with a width of 25 mm and a gauge length of 200 mm
the elongation is to comply with the following minimum values:
4) Charpy V-notch impact tests are generally not required for Grade B steel with thickness of 25 mm or
less.
5) Impact tests for Grade A over 50 mm thick are not required when the material is produced using fine
grain practice and furnished normalised. TM rolling may be accepted without impact testing at the
discretion of IRS.
Section 3
3.1 General
3.1.3 The requirements of this section are
3.1.1 Higher strength steel, supplied in three primarily intended to apply to plates not
strength levels, 32, 36 and 40, intended for use exceeding 100 [mm] in thickness in general, and
in hull construction, is to comply with following sections and bars not exceeding 50 [mm] in
requirements. thickness. For greater thickness, these
requirements may be applied with certain
Steel differing in chemical composition, variations, as may be agreed by IRS.
deoxidation practice, heat treatment or
mechanical properties may be accepted, subject The additional requirements for high strength
to special approval by IRS. Such steel is to be plates having specified minimum yield point of
2
given special designation. 460 [N/mm ] with thickness over 50 [mm] and
not greater than 100 [mm] for use in longitudinal
3.1.2 Each strength level is subdivided into four structural members in the upper deck region of
grades, AH, DH, EH and FH differing in the container ships (such as hatch side coaming,
required levels of notch toughness. hatch coaming, hatch coaming top and attached
longitudinal) and denoted by Grade EH47 are input welding, special consideration must be
also given in this section. given to the possibility of a consequent
reduction in mechanical properties.
3.1.4 It should be noted that when fatigue
loading is present, the effective fatigue strength 3.2 Deoxidation and chemical composition
of a welded construction of higher strength
steels may not be greater than that of a 3.2.1 The method of deoxidation and chemical
construction fabricated from the normal strength analysis of ladle samples are to comply with the
steels. Precautions against corrosion fatigue requirements of Table 3.2.1.
may also be necessary.
The chemical composition of EH 47 steel plates
Note: Before subjecting steels produced by would be specially considered.
thermo-mechanical rolling to further heating for
forming or stress relieving or using high heat-
Table 3.2.1 : Chemical composition and deoxidation practice for higher strength steels
AH32/DH32/EH32 FH32
Grade1) AH36/DH36/EH36 FH36
AH40/DH40/EH40 FH40
Deoxidation
Fully killed and fine grain refined
practice
Chemical Composition per cent (Ladle sample)2)
C max. 0.18 0.16
Mn 0.90 - 1.603) 0.90 - 1.60
Si max. 0.50 0.50
P max. 0.035 0.025
S max. 0.035 0.025
Grain refining elements5)
Al (acid soluble)
0.0154)
min.
Nb 0.02 - 0.05
V 0.05 - 0.10
Ti max. 0.02
Total (Nb + V + Ti) 0.12 max.
Residual elements
Cu max. 0.35 0.35
Cr max. 0.20 0.20
Ni max. 0.40 0.80
Mo max. 0.08 0.08
Notes:
1) The number following the grade designation indicates the yield point to which the steel is ordered or
produced in [Kg/mm2].
2) Where additions of any other element have been made as part of the steel making practice, the content is to
be indicated.
3) For thickness upto and including 12.5 [mm] the minimum manganese content may be reduced to 0.70
percent.
4) The total aluminium content may be determined instead of the acid soluble content. In such cases the total
aluminium content is to be not less than 0.020 percent
5) The steel is to contain aluminium, niobium, vanadium or other suitable grain refining elements, either single
or in combination. When used singly the steel is to contain the specified minimum content of the grain
refining element. When used in combination, the specified minimum content of atleast one refining element
is applicable.
Table 3.3.1 : Required condition of supply and number of impact tests for higher strength steels
Grade Deoxi- Grain Products Condition of supply (Batch for impact tests (1)(2)
dation refining Thickness [mm]
practice elements
10 12.5 20 25 30 35 40 50 100
N(Each piece)
Plates TM(Each piece) Not applicable
Killed and QT(Each length as heat treated)
FH32
fine grain Any N(25)
FH36 treated TM(25)
Section Not applicable
QT(25)
CR*(15)
N(Each piece)
Plates TM(Each piece) Not applicable
Killed and QT(Each length as heat treated)
FH40 fine grain Any
treated N(25)
Sections TM(25) Not applicable
QT(25)
Remarks
1. Condition of Supply
A - Any (Not Specified)
N - Normalised Condition
CR - Controlled Rolled Condition
TM - Thermo-Mechanical Rolling
QT - Quenched and Tempered Condition
AR* - As Rolled Condition subject to special approval of IRS
CR* - Controlled Rolled Condition subject to special approval of IRS.
2. Number of Impact Tests
One set of impact tests is to be taken from each batch of the "specified weight" in ( ) in tones or fraction
thereof.
For Grades A32 and A36 steels charpy impact tests are not generally required provided that satisfactory
results are obtained from occasional check tests selected by the Surveyor.
- Additionally at each location, Charpy V- 3.4.7.3 Brittle fracture initiation test (CTOD) or
notch impact tests are to be carried out deep notch test is to be carried out.
with appropriate temperature intervals to The test method and results are to be
properly define the full transition range. acceptable to IRS.
3.4.6.2 The Deep Notch Test or Crack Tip 3.4.8 One set of Charpy V-notch impact test
Opening Displacement (CTOD) test is to be specimens are to be tested from each rolled
carried out. The test method and results are to length for Grades FH32, FH36 and FH40 of
be acceptable to IRS. steel plates supplied in the normalised or
thermo-mechanically controlled process
3.4.6.3 The Naval Research Laboratory (NRL) condition.
drop weight test is to be carried out in
compliance with ASTM E208 or equivalent 3.4.9 For steels in the quenched and tempered
method. condition, one tensile and one set of three
Nil Ductility Transition Temperature (NDTT) is to Charpy V- notch impact tests are to be made on
be reported for reference. each plate as heat treated.
Impact Test
Yield
Tensile Elon- Average impact energy (J) min.
stren-
strengt gation Test 50 < t ≤ 70 70 < t ≤ 100
Grade gth ReH t ≤ 50 mm
h Rm 5.65 √So Temp.
[N/mm2] mm mm
[N/mm2] A5 (%) °C Long Trans Long Trans Long Trans
min.
(2) (2) (2) (2) (2) (2)
AH32 315 440/570 22(1) 0 31(3) 23(3) 38 26 46 31
DH32 -20 31 22 38 26 46 31
EH32 -40 31 22 38 26 46 31
FH32 -60 31 22 38 26 46 31
AH36 355 490/630 21(1) 0 34(3) 24(3) 41 27 50 34
DH36 -20 34 24 41 27 50 34
EH36 -40 34 24 41 27 50 34
FH36 -60 34 24 41 27 50 34
AH40 390 510/660 20(1) 0 39 27 46 31 55 37
DH40 -20 39 27 46 31 55 37
EH40 -40 39 27 46 31 55 37
FH40 -60 39 27 46 31 55 37
t = thickness [mm]
NOTES:
1) For full thickness flat tensile test specimens with a width of 25 [mm] and a gauge length of 200
[mm] the elongation [%] is to comply with the following minimum values:
Thickness [mm]
>5 > 10 > 15 > 20 > 25 > 30 > 40
Grade
≤5 ≤ 10 ≤ 15 ≤ 20 ≤ 25 ≤ 30 ≤ 40 ≤ 50
AH32, DH32, EH32 & FH32 14 16 17 18 19 20 21 22
2) See 2.4.9.
3) For Grades A32 and A36 steels a relaxation in the number of impact tests for acceptance
purposes may be permitted by special agreement with IRS provided that satisfactory results are
obtained from occasional check tests.
Table 3.4.2: Conditions of supply, grade and mechanical properties for EH47 steel plates
Section 4
4.1.2 Steel differing from the requirements in 4.3.2 The chemical composition is to be
this section in respect of chemical composition, determined by the steel maker, in an adequately
deoxidation practice, heat treatment or equipped competently staffed laboratory, from
mechanical properties may be accepted, subject each cast or ladle and is to comply with the
to special approval by IRS. requirements of the approved specifications and
limits given in Table 4.3.1.
4.1.3 The steel covered by the scope of these
requirements are divided into six yield strength 4.3.3 The cold cracking susceptibility Pcm for
levels of 420, 460, 500, 550, 620 and 690 evaluating weldability should be calculated from
2
[N/mm ]. For each yield strength level four the ladle analysis in accordance with the
grades AH, DH, EH and FH are specified, based following formula.
on the impact test temperature.
Si Mn Cu Ni Cr Mo V
Pcm = C + + + + + + + + 5B
4.1.4 Special consideration may be given to the 30 20 20 60 20 15 10
supply of those steels in thickness upto 50 [mm]
in the TMCP condition subject to approval of The maximum Pcm to be achieved is to be
IRS. agreed with IRS and included in the approved
specification.
4.2 Approval
4.4 Heat treatment
4.2.1 The steels must be approved by IRS and
for this purpose the steel maker is to submit a 4.4.1 All materials are to be supplied in the
specification containing such details as chemical quenched and tempered condition. This
composition, manufacturing process, requirement excludes precipitation hardening
mechanical properties, delivery condition, steels.
recommendation for welding, cold and hot
forming and heat treatment. In addition, IRS
T = transverse.
Note 1 : Where the yield stress is not marked in the tensile test, the 0.2% proof stress is applicable.
Note 2 : For full thickness flat test specimens with a width of 25 [mm] and a gauge length of 200 [mm]
the elongation is to comply with the minimum values shown in Table 4.5.2
Note 3 : For A grade steels, a reduction in the number of impact tests required for acceptance
purpose may be permitted by special agreement with IRS provided that satisfactory results are
obtained from occasional check tests.
Table 4.5.2 : Elongation minimum values for a width of 25 [mm] and a 200 [mm] gauge length
Section 5
1 N = Normalized
TMCP = Thermo-mechanically controlled process
QT = Quenched and tempered
5.4 Mechanical tests test specimen required. For plates, these are to
be cut with their principal axis perpendicular to
5.4.1 Test pieces for tensile testing of plates are the final direction of rolling and for sections.
to be cut with their principal axes transverse to these are to be taken longitudinally.
the final direction of rolling.
5.4.5 The results of all tensile tests are to
5.4.2 For each batch of plate presented, one comply with appropriate requirements given in
tensile test is to be made from one end of each Table 5.4.1. The ratio between the yield stress
piece unless the mass and length of the piece and the tensile strength is not to exceed 0.9 for
exceeds 5 tonnes and 15 m in which case test normalized and TMCP steels and 0.94 for Q & T
pieces are to be taken from both ends of each steels.
piece.
5.4.6 The average energy value from each set
5.4.3 Sections and bars are to be presented for of three impact tests are to comply with
acceptance test in batches containing not more appropriate requirements given in Table 5.4.1.
than 50 lengths, as supplied. The material in
each batch is to be of the same section size, 5.4.7 When standard subsidiary impact
from the same cast and in the same condition of specimens are necessary (See Sec. 2).
supply. One tensile test specimen is to be taken
from material representative of each batch, 5.4.8 When steel with improved through
except that additional tests are to be taken when thickness properties is required or specified in
the mass of a batch exceeds 10 tonnes. the order, the materials are to be tested as
detailed in Sec. 8.
5.4.4 One set of three Charpy V-notch impact
test specimens are to be taken for each tensile
1 These requirements are applicable to products not exceeding 40 [mm] in thickness. The
requirements for thicker products are subject to agreement.
2 The minimum design temperatures at which plates of different thicknesses in the above grades
may be used are given in Pt.3, Ch.2, Table 2.4.1 and Pt.5, Ch.4, Table 6.1.2 and Table 6.1.3.
Consideration will be given to the use of thicknesses greater than those in the table or to the use
of temperatures below - 165°C
Section 6
Grade of
Chemical composition per cent
steel
Deoxidation
C and C-Mn P Residual
C max. Si Mn S max. Al
steel max. elements
360 AR 0.18 0.50 max. 0.40-1.30 0.040 0.04 -
Any method
410 AR except 0.21 0.50 max. 0.40-1.30 0.040 0.040 -
460 AR rimmed steel 0.23 0.50 max. 0.80-1.50 0.040 0.040 - Cr 0.25
360 0.17 0.35 max. 0.40-1.20 0.035 0.035 max.
Any method - Cu 0.30
410 except 0.20 0.35 max. 0.50-1.30 0.035 0.035 max.
rimmed steel -
460 0.201 0.40 max. 0.80-1.40 0.035 0.035 Mo 0.10
1
- max.
490 Killed 0.20 0.10-0.50 0.90-1.60 0.035 0.035 Ni 0.30
360 FG 0.17 0.35 max. 0.40-1.20 0.035 0.035 See note 2 max.
Total 0.70
410 FG 0.20 0.35 max. 0.50-1.30 0.035 0.035 See note 2 max.
Killed fine
1
460 FG grained 0.20 0.40 max. 0.80-1.50 0.035 0.035 See note 2
1
490 FG 0.20 0.10-0.50 0.90-1.60 0.035 0.035 See note 2
Deoxi- P S Residual
Alloy steels C Si Mn Al Cr Mo
dation max. max. elements
1 Cr 1/2 Mo 0.10- 0.15- See 0.70- 0.40-
0.4-0.8 0.035 0.035 Cu 0.30
470 0.18 0.35 note 3 1.30 0.60
Killed max. Ni
2 1/4 Cr 1 0.08- 0.15- See 2.00- 0.90-
0.4-0.8 0.035 0.035 0.30 max.
Mo 480 0.18 0.50 note 3 2.50 1.10
Notes:
1 For thickness greater than 30 [mm], carbon 0.22 percent max.
2 Aluminium (acid soluble) 0.015 per cent min, or Aluminium (total) 0.018 percent min. Niobium, Vanadium or
other suitable grain refining elements may be used either in place of or in addition to aluminium.
3 Aluminium (acid soluble or total) 0.020 percent max.
Table 6.4.2 : Mechanical properties for acceptance purposes : carbon and carbon-manganese
steels-normalized or controlled rolled
Note:
For thicknesses greater than 63 [mm], the minimum values for yield stress may be reduced by 1 per
cent for each 5 [mm] increment in thickness over 63 [mm]. The minimum elongation values may also
be reduced one unit, e.g. 20 percent reduced to 19 percent for all thicknesses over 63 [mm]. For
thicknesses over 100 [mm], the above values are to be agreed.
Note:
For thicknesses greater than 63 [mm], the minimum values for yield stress may be reduced by 1 per
cent for each 5 [mm] increment in thickness over 63 [mm]. The minimum elongation values may also
be reduced one unit, e.g. 20 percent reduced to 19 percent for all thicknesses over 63 [mm]. For
thicknesses over 100 [mm], the above values are to be agreed.
6.5 Mechanical properties for design Table 6.5.3 Alloy steels. Normalized and
purposes at elevated temperatures tempered.
6.5.1 Nominal values for the minimum lower 6.5.2 These values are intended for design
yield or 0.2 per cent proof stress at purposes only and verification is not required
temperatures of 50°C and higher are given in except for materials complying with National or
the following tables : proprietary specifications where the elevated
temperature properties used for design
Table 6.5.1 Carbon and carbon manganese purposes are higher than those given in Table
steels - As rolled (applicable 6.5.1 to Table 6.5.3. The extent of testing in
only when the design such cases would have to be specially agreed
temperature does not exceed by IRS.
350°C).
6.5.3 Values for the estimated average stress to
Table 6.5.2 Carbon and carbon-manganese
rupture in 100,000 hours are given in Table
steels normalized or controlled
6.5.4 and may be used for design purposes.
rolled.
Table 6.5.1 : Mechanical properties for design purposes - Carbon and carbon -
manganese steels - as rolled
Table 6.5.2 : Mechanical properties for design purposes - carbon and carbon - manganese
steels - normalized or controlled rolled
Note : For thicknesses greater than 63 [mm], the values for lower yield or 0.2 percent stress are to be reduced
by 1 percent for each 5 [mm] increment in thickness upto 100 [mm]. For thicknesses over 100 [mm], the
values are to be agreed and verified by test.
Table 6.5.3 : Mechanical properties for design purposes : alloy steels-normalized tempered
Table 6.5.4 : Mechanical properties for design purposes : estimated average values for stress
to rupture in 100,000 hours [N/mm2]
Grades of steel
Carbon and carbon-manganese Alloy Steels
Temp. °C 360 FG 360 490
410 FG 410 490 FG 1 Cr 1/2 Mo 470 2 1/4 Cr 1 Mo 480
460 FG 460 510 FG
380 171 219 227 - -
390 155 196 203 - -
400 141 173 179 - -
410 127 151 157 - -
420 114 129 136 - -
430 102 109 117 - -
440 90 92 100 - -
450 78 78 85 - 221
460 67 67 73 - 204
470 57 57 63 - 186
480 47 48 55 210 170
490 36 - 47 177 153
500 - - - 146 137
510 - - - 121 122
520 - - - 99 107
530 - - - 81 93
540 - - - 67 79
550 - - - 54 69
560 - - - 43 59
570 - - - 35 51
580 - - - - 44
Section 7
7.1 General
b) Any grade of carbon or carbon-manganese
7.1.1 Steel plates, strips, sections or bars steel as detailed in Sec. 6 except that for
intended for use in the construction of welded this application batch testing is acceptable
machinery structures are to comply with one of and the same is to be carried out in
the following alternatives: accordance with the requirements of Sec. 2.
Section 8
8.1.1 Following requirements are for special 8.2.1 All plates are to be manufactured at works
quality plate material with improved ductility in which have been approved by IRS for this
the through thickness or "Z direction. quality of material.
8.1.2 The use of this material known as ‘Z’ 8.2.2 The sulphur content is not to exceed 0.008
quality steel, is recommended when plate per cent, as determined by ladle analysis. It is
material, intended for welded construction, will recommended that the steel should be efficiently
be subject to significant strain in a direction vacuum de-gassed.
perpendicular to the rolled surfaces. These
strains are usually associated with thermal 8.3 Test material
contraction and restraint during welding,
particularly for full penetration "T"- butt welds but 8.3.1 Unless otherwise agreed, through
may also be associated with loads applied in thickness tensile tests are only required for plate
service or during construction. Where these materials where the thickness exceeds 15 [mm].
strains are of sufficient magnitude, lamellar A test sample large enough to provide six test
tearing may occur. Two ‘Z’ quality steels are specimens are to be cut from the centre of one
specified; Z25 for normal ship applications and end of each rolled piece representing the batch.
‘Z35’ for more severe applications. (See Fig.8.3.1). Where appropriate the end
selected should be representative of the top end
Through thickness properties are characterized of an ingot or the start of a concast strand.
by specified values for reduction of area in a Generally three through thickness tensile test
through thickness tensile test. specimens are to be prepared while the rest of
the sample remains for possible retests.
8.1.3 This special quality material is to comply
with the requirements of Sec. 2, 3, 4, 5, 6 and 7 8.3.2 The batch size is to be determined
as appropriate and the following additional depending on the product and sulphur content
requirements. as given in Table 8.3.2.
8.5 Mechanical tests direction are given in Table 8.5.1. Only one
individual value may be below the minimum
8.5.1 The acceptable minimum average value average, but not less than the minimum
for the reduction of area of the three tensile test individual value for the appropriate grade.
specimens taken in the through thickness
Table 8.5.1 : Reduction of area acceptance 8.5.3 Depending on the test results, retest may
values be permitted in the cases shown in Fig.8.5.3. In
Grade Z25 Z35 these instances, three more tensile tests are to
be taken from the remaining test sample. The
Minimum average 25% 35% average of all 6 tensile tests is to be greater
Minimum individual 15% 25% than the required minimum average with not
more than two results below the minimum
8.5.2 A value less than minimum individual average.
value will require rejection of the piece.
However, in case of batch testing each In case of failure after retest, either the batch
remaining piece in the batch may be individually represented by the piece is rejected or each
tested. piece within batch may be retested.
Section 9
9.1.3 Austenitic stainless steels are also suitable 9.1.6 A specification giving details of the
for service at elevated temperatures and for chemical composition, heat treatment and
such applications the proposed specification mechanical properties, including for the
should contain, in addition to the requirements austenitic grades, both the 0.2 and 1.0 percent
of 9.1.6, minimum values for 0.2 and 1.0 per proof stresses, is to be submitted for
cent proof stresses at the design temperature. consideration and approval.
9.2.1 The chemical composition of ladle 9.3.1 All materials are to be supplied in the
samples is to comply with the requirements solution treated condition.
given in Table 9.2.1.
Austenitic
304L 0.03 } } } } 17.0-20.0 8.0-13.0 - 0.10 -
304LN “ } } } } 17.0-20.0 3.0-12.0 - 0.10-0.22 -
316L “ } } } } 16.0-18.5 10.0-15.0 2.0-3.0 0.10 -
316LN “ 1.0 2.0 0.045 0.03 16.0-18.5 10.0-14.5 2.0-3.0 0.10-0.22 -
317L “ } } } } 18.0-20.0 11.0-15.0 3.0-4.0 0.10 -
317LN “ } } } } 18.0-20.0 12.5-15.0 3.0-4.0 0.10-0.22 -
321 0.06 } } } } 17.0-19.0 9.0-12.0 - 0.10 5xC≤Ti≤0.7
347 0.06 } } } } 17.0-19.0 9.0-13.0 - 0.10 10xC≤Nb≤1.0
Duplex
UNS S31803 0.03 1.0 2.0 0.03 0.02 21.0-23.0 4.5-6.5 2.5-3.5 0.08-0.20 -
UNS S32750 0.03 0.80 1.2 0.035 0.02 24.0-26.0 6.0-8.0 3.0-5.0 0.24-0.32 Cu 0.50 max.
Type and grade 0.2% proof stress 1% proof stress Tensile strength Elongation on
of steel [N/mm2] [N/mm2] [N.mm2] 5.65 √So
minimum minimum minimum % minimum
Austenitic
304L 170 210 485 40
304LN 205 245 515 40
316L 170 210 485 40
316LN 205 245 515 40
317L 205 245 515 40
317LN 240 280 550 40
321 205 245 515 40
347 205 245 515 40
Duplex
UNS S 31803 450 - 620 25
UNS S 32750 550 - 795 15
Section 10
10.1.1These requirements apply to normal and 10.2.1 All materials are to be manufactured at
higher strength corrosion resistant steels when works which have been approved by IRS. .
such steel is used as the alternative means of
corrosion protection for cargo oil tanks as 10.2.2 The corrosion tests and assessment
specified in the performance standard MSC.289 criteria are to be in accordance with the
(87) of Regulation 3-11, Part A-1, Chapter II-1 of Appendix of the Annex to Performance Standard
the SOLAS Convention (See Pt.3, Ch.2, Sec.3) for Alternative Means of Corrosion Protection for
Cargo Oil Tanks of Crude Oil Tankers (MSC.289
10.1.2 The requirements are primarily intended (87)). Approval can be given for application in
to apply to steel products with a thickness as one of the following areas of a cargo oil tank:
follows:
a) Lower surface of strength deck and
- For steel plates and wide flats; surrounding structures.
- All Grades: Up to 50 [mm] in
thickness b) Upper surface of inner bottom plating
and surrounding structures.
- For sections and bars;
- All Grades: Up to 50 [mm] in c) For both strength deck and inner bottom
thickness plating.
10.1.3 Normal and higher strength Corrosion 10.2.3 The manufacturer has to submit to IRS a
Resistant steels as defined within this section, request for approval, which is to include the
are steels whose corrosion resistance following:
performance in the bottom or top of the internal
cargo oil tank is tested and approved to satisfy a) Corrosion test plan and details of
the requirements in MSC.289 (87) in addition to equipment and test environments.
other relevant requirements for ship material,
structural strength and construction. It is not b) Technical data related to product
intended that such steels be used for corrosion assessment criteria for confirming
resistant applications in other areas of a vessel corrosion resistance.
that are outside of those specified in the
performance standard MSC.289 (87) of
Regulation 3-11, Part A-1, Chapter II-1 of the c) The technical background explaining
SOLAS Convention. how the variation in added and
controlled elements improves corrosion
10.1.4 The basic requirements for ship steels resistance.
specified in this chapter apply to corrosion
resistant steels except where modified by this d) The grades, the brand name and
section. maximum thickness of corrosion
resistant steel to be approved.
10.1.5 The welding requirements specified in Designations for corrosion resistant
Ch.11 for approval of consumables for welding steels are given in Table 10.1.
normal and higher strength hull structural steels
also apply except as modified by this section. e) The welding processes and the brand
Welding procedures are to be approved name of the welding consumables to be
according to Pt.3, Ch.17, Sec.2.5. used for approval.
10.2.6 In addition to paragraph 10.2.5 above, 10.2.7 The manufacturer is to carry out the
IRS may require additional tests in the following approval test in accordance with the approved
cases: test plan.
a) When IRS determines that the control 10.2.8 IRS's Surveyor is to be present, as a rule,
range is set by the theoretical analysis when the test samples for the approval test are
of each element based on existing data, being identified and for approval tests, see also
the number of corrosion resistance tests 10.2.4.
conducted in accordance with the
Appendix of the Annex to Performance 10.2.9 After completion of the approval test, the
Standard for Alternative Means of manufacturer is to produce the report of the
Corrosion Protection for Cargo Oil approval test and submit to IRS.
Tanks (MSC.289 (87)) is too few to
adequately confirm the validity of the 10.2.10 IRS will give approval for corrosion
control range of chemical composition. resistant steel where approval tests are
considered by IRS to have given satisfactory random checks as required by the Surveyor.
results based on the data submitted in The carbon equivalent is to be in accordance
accordance with the provisions of this section. with Sec. 2 for normal strength steels and Sec 3
for high strength steel.
10.2.11 The results will be assessed by IRS in
accordance with the acceptance criteria 10.5 Condition of supply
specified in the Appendix of the Annex to
Performance Standard for Alternative Means of 10.5.1 All materials are to be supplied in one of
Corrosion Protection for Cargo Oil Tanks the supply conditions mentioned in Sec. 2 for
(MSC.289 (87)). normal strength steels and Sec 3 for high
strength steel.
10.2.12 It is the manufacturer’s responsibility to
assure that effective process and production 10.6 Mechanical Tests
controls in operation are adhered to within the
manufacturing specifications. If the process or 10.6.1 Tensile testing and Charpy V-notch
production controls are changed in any way, or impact testing is to be carried out in accordance
any product fails to meet specifications, the with Sec. 2 for normal strength steels and Sec 3
manufacturer is to issue a report explaining the for high strength steel.
reasons, and, in the instance of product which
fails to meet specifications, the measures to 10.7 Freedom from defects
prevent recurrence.
The complete report is to be submitted to the 10.7.1 The steel is to be reasonably free from
Surveyor along with such additional information segregations and non-metallic inclusions. The
as the Surveyor may require. Each affected finished material is to have a workmanlike finish
piece is to be tested to the Surveyor’s and is to be free from internal and surface
satisfaction. The frequency of testing for defects prejudicial to the use of the material for
subsequent products is at the discretion of IRS. the intended application.
10.2.13 The certificate is to contain the 10.7.2 The acceptance criteria for surface finish
manufacturer’s name, the period of validity of and procedures for the repair of defects, as
the certificate, the grades and thickness of the detailed in Sec1.8 and Sec.1.9 are to be
steel approved, welding methods and observed.
consumables approved.
10.8 Tolerances
10.3 Method of manufacture
10.8.1 Unless otherwise agreed or specially
10.3.1 The method of manufacture, deoxidation required the thickness tolerances in Sec1 are
process and rolling practice is to be in applicable.
accordance with Sec. 2 for normal strength
steels and Sec 3 for high strength steel. 10.9 Identification of materials
10.4.2 The manufacturer will establish a The manufacturer is to afford the Surveyor all
relationship of all the chemical elements which necessary facilities and access to all relevant
affect the corrosion resistance, the chemical parts of the works to enable him to verify that
elements added or controlled to achieve this are the approved process is adhered to, for the
to be specifically verified for acceptance. selection of test materials, and the witnessing of
Verification is to be based on the ladle analysis tests, as required by the Rules, and for verifying
of the steel. The manufacturer's declared the accuracy of the testing equipment.
analysis will be accepted subject to periodic
The prescribed tests and inspections are to be 10.11.1 Definitions are to be in accordance with
carried out at the place of manufacture before Ch.1 Sec.1.9 and requirements for test samples
dispatch. The test specimens and procedures are to be in accordance with Ch.1 Sec.1.7.
are to be in accordance with Ch.2 Sec1. All the
test specimens are to be selected and stamped 10.12 Test specimens
by the Surveyor and tested in his presence,
unless otherwise agreed. 10.12.1 The dimensions, orientation and
location of the Charpy V-notch impact test and
10.10.3 Through Thickness Tensile Tests tensile test specimens within the test samples
are to be in accordance with Ch.2 Sec.2,and
If plates and wide flats with thickness of 15 mm Sec3 and Ch.3 Sec 2.4 for normal strength
and over are ordered with through thickness steels.
properties, the through thickness tensile test in
accordance with Sec.8 is to be carried out. 10.12.2 The dimensions, orientation and
location of the Charpy V-notch test and tensile
10.10.4 Ultrasonic Inspection test specimens within the test samples are to be
in accordance with Ch.2 Sec.2 and Sec.3 and
If plates and wide flats are ordered with Ch.3, Sec. 3.4 for high strength steels.
ultrasonic inspection, this is to be made in
accordance with an accepted standard at the 10.13 Retest procedure
discretion of IRS.
10.13.1 To be in accordance with Ch.1
10.10.5 Surface inspection and dimensions Sec.1.10.
End of Chapter
Chapter 4
Steel Castings
Contents
Section
1 General Requirements
2 Hull and Machinery Steel Castings for General Applications
3 Ferritic Steel Castings for Low Temperature Services
4 Steel Castings for Propellers
5 Austenitic Stainless Steel Castings
6 Castings for other applications
Section 1
General Requirements
1.2.3 All flame cutting, scarfing or arc-air 1.4.1 All castings are to be made from killed
gouging to remove surplus metal is to be steel and the chemical composition is to be
appropriate for the type of steel and the 1.7 Rectification of defective castings
mechanical properties specified for the castings.
The chemical composition of each heat is to be 1.7.1 General
determined by the manufacturer on a sample
taken preferably during the pouring to the heat. i) Steel casting defects are to be removed with
When multiple heats are tapped into a common or without weld repair before considering
ladle, the ladle analysis shall apply. suitable for use subject to approval of IRS.
iii) Welding s to be done under cover in positions 1.8.2 Before acceptance, all castings which
free from draughts and adverse weather have been tested and inspected with
conditions by qualified welders with adequate satisfactory results are to be clearly marked by
supervision. As far as possible, all welding is to the manufacturer with the following particulars:
be carried out in the downhand (flat) position.
i) Steel quality.
iv) The welding consumables used are to be of
an appropriate composition, giving a weld ii) Identification number, cast number or other
deposit with mechanical properties similar and in marking which will enable the full history of the
no way inferior to those of the parent castings. casting to be traced.
Welding procedure tests are to be carried out by
the manufacturer to demonstrate that iii) Manufacturer’s name or trade mark.
satisfactory mechanical properties can be
obtained after heat treatment as detailed in iv) The IRS brand name ‘IR’.
Sec.2.
v) Abbreviated name of the IRS local office.
v) After welding has been completed the
castings are to be given either a suitable heat vi) Personal stamp of Surveyors responsible for
treatment in accordance with the requirements inspection.
of Sec.2 or a stress relieving heat treatment at a
temperature of not less than 550°C. The type of vii) Where applicable, test pressure.
heat treatment employed will be dependent on
the chemical composition of the casting and he 1.8.3 When small castings are manufactured in
dimensions, positions and nature of the repairs. large numbers, modified arrangements for
identification may be specially agreed with IRS.
vi) Subject to the prior agreement of IRS special
consideration may be given to the omission of 1.9 Certification
postweld heat treatment or to the acceptance of
local stress relieving heat treatment where the 1.9.1 The manufacturer is to provide the
repaired area is small and machining of the Surveyor with a test certificate or shipping
casting has reached an advanced stage. statement giving the following particulars for
each casting or batch of castings which has
vii) On completion of heat treatment the weld been accepted:-
repairs and adjacent material are to be ground
smooth and examined by magnetic particle or a) Purchaser's name and order number;
liquid penetrant testing. Supplementary
examination by ultrasonics or radiography may b) Description of castings and steel quality;
also be repaired depending on the dimensions
and nature of the original defect. Satisfactory c) Identification number;
results are to be obtained from all forms of non-
destructive testing used. d) Steel making process, cast number and
chemical analysis of ladle samples;
1.8 Identification of castings
e) Results of mechanical testing;
1.8.1 The manufacturer is to adopt a system of
identification which will enable all finished f) General details of heat treatment;
castings to be traced to the original cast and
Surveyors are to be given full facilities for so g) Where applicable, test pressure.
tracing the castings when required.
Section 2
2.1.2 These requirements are applicable only to 2.2.1 For carbon and carbon-manganese steel
steel castings where the design and acceptance castings the chemical composition is to comply
tests are related to mechanical properties at with the overall limits given in Table 2.2.1 or
ambient temperature. For other applications, where applicable, the requirements of the
additional requirements may be necessary, approved specification.
especially when the castings are intended for
service at low or elevated temperatures. 2.2.2 Unless otherwise required, suitable grain
refining elements such as aluminium may be
used at the discretion of the manufacturer. The
content of such elements is to be reported.
Table 2.2.1 : Chemical composition limits for hull and machinery steel castings (%)
Steel Applications C Si Mn S P Residual elements (max.) Total
type (max.) (max.) (max.) (max.) Cu Cr Ni Mo residuals
(max.)
Castings for 0.40 0.60 0.50 – 0.040 0.040 0.30 0.30 0.40 0,15 0.80
non-welded 1.60
construction
C,
C-Mn
Castings for 0.23 0.60 1.60 0.040 0.040 0.30 0.30 0.40 0.15 0.80
welded max.
construction
2.3.3 Heat treatment is to be carried out in
2.3 Heat treatment properly constructed furnaces which are
efficiently maintained and have adequate means
2.3.1 Castings are to be supplied in one of the for control and recording of temperature. The
following conditions: furnace dimensions are to be such as to allow
the whole casting to be uniformly heated to the
Fully annealed necessary temperature. In the case of very large
Normalised castings alternative methods for heat treatment
Normalised and tempered will be specially considered by IRS. Sufficient
Quenched and tempered thermocouples are to be connected to the
furnace charge to measure and record that its
The tempering temperature is not less than temperature is adequately uniform unless the
550°C. temperature uniformity of the furnace is verified
at regular intervals.
2.3.2 Castings or component such as
crankshafts and engine bedplates, where 2.3.4 If a casting is locally reheated or any
dimensional stability and freedom from internal straightening operation is performed after the
stresses are important are to be given a stress final heat treatment, a subsequent stress
relief heat treatment. This is to be carried out at relieving heat treatment may be required in
a temperature of not less than 550°C followed order to avoid the possibility of harmful residual
by furnace cooling to 300°C or lower. stresses.
2.4.6 The test samples are not to be detached Specified Yield Elongation Reduction
from the casting until the specified heat minimum stress on 5.65 of area
treatment has been completed and they have tensile [N/mm2] √So (%) (%) min.
been properly identified. strength min. min.
(1)
Section 3
Table 3.2.1 : Chemical composition of ferritic steel castings for low temperature service
Chemical composition %
Type of Residual
steel C max. Si max. Mn S max. P max. Ni elements
max.
Carbon- 0.25 0.60 0.70-1.60 0.030 0.030 0.80 max.
manganese
2 14 Ni 0.25 0.60 0.50-0.80 0.025 0.030 2.00-3.00 Cr 0.25
Cu 0.30
3 12 Ni 0.15 0.60 0.50-0.80 0.020 0.025 3.00-4.00 Mo 0.15
V 0.03
Total 0.60
be carried out at the temperature specified in the
3.3 Heat treatment table.
3.3.1 Castings are to be supplied in one of the 3.4.3 The average energy value from a set of
following conditions : three charpy V-notch impact test specimens is
not to be lower than the required average value
a) normalized. given in Table 3.4.1. One individual value may
b) normalized and tempered. be less than the required average value
c) quenched and tempered. provided that it is not less than 70 per cent of
this average value.
3.4 Mechanical tests
3.5 Non-destructive testing
3.4.1 The mechanical properties of steel
castings are to comply with requirements given 3.5.1 The non-destructive examination of
in Table 3.4.1. castings is to be carried out in accordance with
the appropriate requirements of 1.7 and
3.4.2 The tensile test is to be carried out at additionally agreed between the manufacturer,
ambient temperature and the impact tests are to purchaser and Surveyor.
Table 3.4.1 : Mechanical properties for acceptance purposes : ferritic steel castings for low
temperature service
Charpy V-notch
Yield Elongation
Tensile Reduction impact test
Type of stress on
Grade strength of area % Average
steel [N/mm2] 5.65√So% Test
[N/mm2] min. o energy J
min. min. temp. C
min.
Carbon- 400 200 400 - 550 25 40 -60
manganese 430 215 430 - 580 23 35 (see 27
450 230 460 - 610 22 30 Note)
2 14 Ni 490 275 490 - 640 20 35 -70 34
3 12 Ni 490 275 490 - 640 20 35 -95 34
o
Note : The temperature for carbon-maganese steels may be 5 C below the design temperature if the
latter is above -55oC, with a maximum test temperature of -20oC.
Section 4
4.1 Scope
4.2.4 Heat treatment
4.1.1 These requirements are applicable to the
manufacture of cast steel propellers, blades and Martensitic castings are to be austenitized and
bosses. tempered. Austenitic castings should be solution
treated.
4.1.2 Where the use of alternative alloys is
proposed, particulars of chemical composition, 4.2.5 Mechanical tests
mechanical properties and heat treatment are to
be submitted for approval. 4.2.5.1 The mechanical properties are to meet
the requirements in Table 4.2.2. These values
4.1.3 These requirements may also be used for refer to the test specimens machined from
the repair of propellers damaged in service, integrally cast test bars attached to the hub or
subject to prior approval of IRS. on the blade.
All castings are to have a workmanlike finish 4.2.5.4 Separately cast test bars may be used
and are to be free from imperfections that could subject to prior approval of IRS. The test bars
be considered to impair in-service performance. are to be cast from the same heat as the
castings represented and heat treated with the
4.2.3 Chemical composition castings represented.
Alloy type C max. (%) Mn max. (%) Cr (%) Mo1) max. Ni (%)
(%)
Martensitic (12 Cr 1 Ni) 0.15 2.0 11.5 - 17.0 0.5 Max. 2.0
Martensitic (13 Cr 4 Ni) 0.06 2.0 11.5 - 17.0 1.0 3.5 - 5.0
Martensitic (16 Cr 5 Ni) 0.06 2.0 15.0 - 17.5 1.5 3.5 - 6.0
Austenitic (19 Cr 11 Ni) 0.12 1.6 16.0 - 21.0 4.0 8.0 - 13.0
Note 1) Minimum values are to be in accordance with recognised national or international standards
1) Not required for general service and the lowest ice class notations. For other ice class notations,
tests are to be made -10oC.
4.5.3 For all propellers, separately cast blades Relevant indication : an indication that is caused
and hubs, the surfaces covered by severity by a condition or type of discontinuity that
Zones A, B and C are to be liquid penetrant requires evaluation. Only indications which have
tested. Testing of Zone A is to be undertaken in any dimension greater than 1.5 [mm] shall be
the presence of the Surveyor, whilst testing of considered relevant.
Zone B and C may be witnessed by the
Surveyor upon his request. 4.5.6 For the purpose of evaluating indications,
the surface is to be divided into reference areas
2
4.5.4 If repairs have been made either by of 100 [cm ], which may be square or
grinding or by welding, the repaired areas are rectangular with the major dimension not
additionally to be subjected to the liquid exceeding 250 [mm]. The area shall be taken in
penetrant testing independent of their location the most unfavorable location relative to the
and/or severity Zone. Weld repairs are, indication being evaluated.
independent of their location, always to be
assessed according to Zone A. 4.5.7 The indications detected may, with respect
to their size and number, not exceed the values
4.5.5 The following definitions relevant to liquid given in the Table 4.5.1.
penetrant indications apply:
4.5.8 Where serious doubt exists that the
Indication : the presence of detectable bleed-out castings are not free from internal defects,
of the penetrant liquid from the material further non-destructive inspections are to be
discontinuities appearing at least 10 minutes carried out upon request of the Surveyor, e.g.
after the developer has been applied; radiographic and/or ultrasonic tests. The
acceptance criteria are then to be agreed
Linear indication : an indication in which the between the manufacturer and IRS in
length is at least three times the width; accordance with the recognised standard.
Table 4.5.1 : Allowable number and size of indications depending on severity zones
Severity zone Max. total Indication type Max. number for Max. dimension
number of each type1),2) of indication
indications [mm]
Non-linear 5 4
A 7 Linear 2 3
Aligned 2 3
Non-linear 10 6
B 14 Linear 4 6
Aligned 4 6
Non-linear 14 8
C 20 Linear 6 6
Aligned 6 6
Notes:
1) Single non-linear indications less than 2 [mm] in Zone A and less than 3 [mm] in other zones may
be disregarded.
2) The total number of non-linear indications may be increased to the maximum total number, or part
thereof, represented by the absence of linear or aligned indications.
4.6.1 Defective castings are to be repaired in 4.7.1 The scope of the procedure tests involved
accordance with the requirements given in 4.6.2 in the qualification is given in 4.10.
to 4.6.7 and, where applicable, the requirements
of 4.7. Before welding is started, a detailed welding
procedure specification is to be submitted
4.6.2 In general the repairs are to be carried out covering the weld preparation, welding
by mechanical means, e.g. by grinding or positions, welding parameters, welding
milling. The resulting grooves are to be blended consumables, preheating, post weld heat
into the surrounding surface so as to avoid any treatment and inspection procedures.
sharp contours. Complete elimination of the
defective material is to be verified by liquid 4.7.2 All weld repairs are to be made by
penetrant testing. qualified welders using qualified procedures.
4.6.3 Weld repairs are to be undertaken only 4.7.3 Welding is to be done under controlled
when they are considered to be necessary and conditions free from draughts and adverse
have prior approval of the Surveyor. All weld weather.
repairs are to be documented by means of
sketches or photographs showing the location 4.7.4 Metal arc welding with electrodes or filler
and major dimensions of the grooves prepared wire used in the procedure tests is to be used.
for welding. The documentation is to be The welding consumables are to be stored and
presented to the Surveyor prior to repair handled in accordance with the manufacturer's
welding. recommendations.
4.6.4 The excavations are to be suitably shaped 4.7.5 Slag, undercuts and other imperfections
to allow good access for welding. The resulting are to be removed before depositing the next
grooves are to be subsequently ground smooth run.
and complete elimination of the defective
material is to be verified by liquid penetrant 4.7.6 The martenistic steels are to be furnace
2
testing. Welds having an area less than 5 [cm ] re-tempered after weld repair. Subject to prior
are to be avoided. approval, however, local stress relieving may be
considered for minor repairs.
4.6.5 Grinding in severity Zone A may be carried
out to an extent that maintains the blade 4.7.7 On completion of heat treatment the weld
thickness. Repair welding is generally not repairs and adjacent material are to be ground
permitted in severity Zone A and will only be smooth. All weld repairs are to be liquid
allowed after special consideration. penetrant tested.
4.6.6 Defects in severity Zone B that are not 4.7.8 The manufacturer is to be maintain
deeper than t/40 [mm] ("t" is the minimum local records of welding, subsequent heat treatment
thickness according to the Rules) or 2 [mm], and inspections traceable to each casting
whichever is greatest, are to be removed by repaired. These records are to be reviewed by
grinding. Those defects that are deeper may be the Surveyor.
repaired by welding subject to prior approval
from IRS. 4.8 Identification
4.6.7 Repair welding is generally permitted in 4.8.1 Castings are to be clearly marked by the
severity Zone C. manufacturer in accordance with the
requirements of Ch.1. The following details are 4.10 Welding procedure qualification test
to be marked on all castings which have been
accepted: 4.10.1 Preparation of test assembly
a) Heat number or other marking which will A test assembly of minimum 30 [mm] thickness
enable the full history of the casting to be is to be welded. The types of specimens to be
traced; prepared are shown in Fig.4.10.1.
4.8.2 The IR stamp is to be put on when the Two macro-sections shall be prepared and
casting has been accepted. etched on one side to clearly reveal the weld
metal, the fusion line and the heat affected
4.9 Certification zone. The sections are to be examined by eye
(aided by low power hand lens if desired) for any
4.9.1 The manufacturer is to provide the imperfections present in the weld metal and
Surveyor with an inspection certificate giving the HAZ. Cracks or crack-like imperfections, slag
following particulars for each casting which has inclusions and pores greater than 3 [mm] are not
been accepted: permitted.
b) Vessel identification, where known; Two flat transverse tensile test specimens shall
be prepared. Testing procedures shall be in
c) Description of the casting with drawing accordance with Ch.4 Sec.1 requirements. The
number; tensile strength shall meet the specified
minimum value of the base material. The
d) Diameter, number of blades, pitch, direction location of fracture is to be reported, i.e. weld
of turning; metal, HAZ or base material.
e) Skew angle for high skew propellers; 4.10.5 Charpy V-notch testing
Section 5
Table 5.4.2 : Mechanical properties for acceptance purposes : austenitic stainless steel castings
5.5.1 Where corrosive conditions are anticipated 5.6.1 The non-destructive examination of
in service, intergranular corrosion tests are castings is to be carried out in accordance with
required on castings in grades 304, 316 and the appropriate requirements of Classification
317. Such tests may not be required for grades Notes “Guidelines for non-destructive
304L, 316L and 347. examination of steel castings for marine
application” and additionally agreed between the
5.5.2 Where an intergranular corrosion test is manufacturer, purchaser and Surveyor.
specified, it is to be carried out in accordance
with the standard referred in 9.6.2 of Chapter 3.
Section 6
End of Chapter
Chapter 5
Steel Forgings
Contents
Section
1 General Requirements
2 Hull and Machinery Steel Forgings for General Applications
3 Ferritic Steel Forgings for Low Temperature Service
4 Austenitic Stainless Steel Forgings
Section 1
General Requirements
1.1.1 All important steel forgings, as defined in 1.2.1 Forgings are to be made at the works
the relevant construction Rules, are to be approved by IRS.
manufactured and tested in accordance with the
requirements of this Chapter. 1.2.2 The steel used in the manufacture of
forgings is to be made by a process approved
1.1.2 Where required by the relevant Rules by IRS.
dealing with design and construction, forgings
are to be manufactured and tested in 1.2.3 Adequate top and bottom discards are to
accordance with Ch.1 and 2, together with the be made to ensure freedom from piping and
general requirements given in this Chapter. harmful segregations in the finished forgings.
1.1.3 Alternatively, forgings which comply with 1.2.4 The plastic deformation is to be such as to
National or proprietary specifications may be ensure soundness, uniformity of structure and
accepted provided such specifications give satisfactory mechanical properties after heat
reasonable equivalence to these requirements treatment. The reduction ratio is to be in
or are otherwise specially approved for a accordance with the following Table:
specific application by IRS.
1 L and D are the length and diameter respectively of the part of the forging under consideration.
2 the reduction ratio is to be calculated with reference to the average cross-sectional area of the
ingot. Where an ingot is initially upset, this reference area may be taken as the average cross-
sectional area after this operation.
3 For rolled bars used as a substitute for forgings (see 1.1.1) the reduction ratio is not to be less
than 6 : 1
4 For forgings made by upsetting, the length after upsetting is to be not more than one-third of the
length before upsetting or, in the case of an initial forging reduction of at least 1.5:1, not more
than one half of the length before upsetting.
1.2.8 When two or more forgings are joined by 1.5.3 Alternatively, alloy steel forgings may be
welding to form a composite component the supplied in the normalized and tempered
proposed welding procedure specification is to condition, in which case the specified
be submitted for approval. Welding procedure mechanical properties are to be agreed with
qualification tests may be required. IRS.
1.9.2 Where small forgings are manufactured in c) Steel making process, cast number and
large numbers, modified arrangements for chemical analysis of ladle sample;
identification may be specially agreed with IRS.
d) Results of mechanical tests;
1.10 Certification
e) General details of heat treatment;
1.10.1 The manufacturer is to provide the
Surveyor, in duplicate, with a test certificate or f) Identification number.
shipping statement giving the following
particulars for each forging or batch of forgings
which has been accepted:
Section 2
2.1 Scope
2.2 Chemical Composition
2.1.1 The requirements given in this section are
applicable to steel forgings intended for hull and 2.2.1 The chemical composition is to comply
machinery applications such as rudder stocks, with the overall limits given in Tables 2.2.1 and
pintles, propeller shafts, crankshafts, connecting Table 2.2.2 or, where applicable, the
rods, piston rods, gearing etc. Where relevant, requirements of the approved specification.
these requirements are also applicable to
material for forging stock and to rolled bars 2.2.2 At the option of the manufacturer, suitable
intended to be machined into components of grain refining elements such as aluminium,
simple shape. niobium or vanadium may be added. The
content of such elements is to be reported.
2.1.2 These requirements are applicable only to
steel forgings where the design and acceptance 2.2.3 Elements designated as residual elements
tests relate to mechanical properties at ambient in the individual specifications are not to be
temperature. For other applications, additional intentionally added to the steel. The content of
requirements may be necessary especially such elements is to be reported.
when the forgings are intended for service at low
or elevated temperatures.
Steel C Si Mn P S Cr Mo Ni Cu 4) Total
type residuals
C, C-Mn 0.23 2), 3) 0.45 0.20- 0.035 0.035 0.30 4) 0.15 4) 0.40 4) 0.30 0.85
1.50
5) 5) 5) 5) 5)
Alloy 0.45 0.035 0.035 0.30 -
1)
Composition in percentage mass by mass maximum unless shown as a range.
2)
The carbon content may be increased above this level provided that the carbon equivalent (Ceq) is
not more than 0.41%, calculated using the following formula:
Mn Cr + Mo + V Ni + Cu
Ceq = C + + + (%)
6 5 15
3)
The carbon content of C and C-Mn steel forgings not intended for welded construction may be 0.65
maximum.
4)
Elements are considered as residual elements.
5)
Specification is to be submitted for approval.
6)
Rudder stocks and pintles should be of weldable quality.
Steel C Si Mn P S Cr Mo Ni Cu 3) Total
type residuals
C, C-Mn 0.65 2) 0.45 0.30- 0.035 0.035 0.30 3) 0.15 3) 0.40 3) 0.30 0.85
1.50
Alloy 4) 0.45 0.45 0.30- 0.035 0.035 Min Min Min 0.30 -
1.00 0.40 5) 0.15 5) 0.40 5)
1)
Composition in percentage mass by mass maximum unless shown as a range or as a minimum.
2)
The carbon content of C and C-Mn steel forgings intended for welded construction is to be 0.23
maximum. The carbon content may be increased above this level provided that the carbon equivalent
(Ceq) is not more than 0.41%.
3)
Elements are considered as residual elements unless shown as a minimum.
4)
Where alloy steel forgings are intended for welded constructions, the proposed chemical composition
is subject to approval by IRS.
5)
One or more of the elements is to comply with the minimum content.
2.3 Mechanical tests direction are to be taken from the end of the
journal (test position C in Fig.2.3.5d). If however,
2.3.1 Adequate number of test coupons are to the journal diameter is 200 [mm] or less the
be provided for carrying out tests including for tests are to be taken in a longitudinal direction
retest purposes, with a cross-sectional area of (test position A in Fig.2.3.5d). Where the
not less than that part of the forging which it finished length of the toothed portion exceed
represents. This test material is to be integral 1.25 [m], one set of tests is to be taken from
with each forging except as provided in 2.3.7 each end.
and 2.3.10. Where batch testing is permitted
according to 2.3.10 the test material may c) Small pinions - Where the finished diameter
alternatively be a production part or separately of the toothed portion is 200 [mm] or less one
forged. Separately forged test material is to set of tests is to be taken in a longitudinal
have a reduction ratio similar to that used for the direction (test position A in Fig.2.3.5d).
forgings represented.
d) Gear wheels - One set of tests is to be taken
2.3.2 For the purpose of these requirements a from each forging in tangential direction (test
set of tests is to consist of one tensile test position A or B in Fig.2.3.5e).
specimen and when required in other sections of
Rules three Charpy V-notch impact test e) Gear wheel rims (made by expanding)
specimens. One set of tests is to be taken from each forging
in a tangential direction (test position A or B in
2.3.3 Test specimens are normally to be cut with Fig.2.3.5.f). Where the finished diameter
their axes either parallel (longitudinal test) or exceeds 2.5 [m] or the mass (as heat treated
tangential (tangential test) to the principal axial excluding test material) exceeds 3 tonnes, two
direction of each product. sets of tests are to be taken from diametrically
opposite positions (test positions A and B in Fig.
2.3.4 Unless otherwise agreed, the longitudinal 2.3.5f). The mechanical properties for
axis of test specimens is to be positioned as longitudinal test are also to be applied.
follows:
f) Pinion sleeves - One set of tests is to be taken
a) for thickness or diameter upto maximum 50 from each forging in tangential direction (test
[mm], the axis is to be at the mid-thickness position A or B in Fig.2.3.5g). Where the finished
or the center of the cross section. length exceeds 1.25 [m] one set of tests is to be
b) for thickness or diameter greater than 50 taken from each end.
[mm], the axis is to be at one quarter
thickness (mid-radius) or 8- [mm], whichever g) Crankwebs
is less, below any heat treated surface. One set of tests is to be taken from each forging
in a tangential direction.
2.3.5 Except as provided in 2.3.10 the number
and direction of tests is to be as follows: h) Solid open die forged crankshafts
One set of tests is to be taken in a longitudinal
a) Hull components such as rudder stocks, direction from the driving shaft end of each
pintles etc. General machinery components forging (test position A in Fig.2.3.5h).
such as shafting, connecting rods, etc. Where the mass (as heat treated but excluding
One set of tests is to be taken from the end of test material) exceeds 3 tonnes tests in a
each forging in a longitudinal direction except longitudinal direction are to be taken from each
that, at the discretion of the manufacture the end (test positions A and B in Fig.2.3.5h).
alternative directions or positions as shown in Where, however, the crankthrows are formed by
Fig.2.3.5a, Fig.2.3.5b and Fig.2.3.5c may be machining or flame cutting, the second set of
used. Where a forging exceeds both 4 tonnes in tests is to be taken in a tangential direction from
mass and 3 [m] in length one set of tests is to be material removed from the crankthrow at the
taken from each end. These limits refer to the end opposite the driving shaft end (test position
‘as forged’ mass and length but excluding the C in Fig.2.3.5h).
test material.
2.3.6 For closed die crankshaft forgings and
b) Pinions - Where the finished machined crankshaft forgings where the method of
diameter of the toothed portion exceeds 200 manufacture has been specially approved in
[mm] one set of tests is to be taken from each accordance with 1.2.5, the number and position
forging in a tangential direction adjacent to the of test specimens is to be agreed with IRS
toothed portion (test position B in Fig.2.3.5d). having regard to the method of manufacture
Where the dimensions preclude the preparation employed.
of tests from this position, tests in a tangential
Indian Register of Shipping
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___________________________________________________________________________________
2.3.10 Normalized forgings with mass upto 1000 2.4.4 At the discretion of IRS hardness tests
[kg] each and quenched and tempered forgings may be required in the following cases:
with mass upto 500 [kg] each may be batch
tested. A batch is to consist of forgings of similar i) Gear forgings after completion of heat
shape and dimensions, made from the same treatment and prior to machining the gear teeth:
heat of steel, heat treated in the same furnace
charge and with a total mass not exceeding 6 The hardness is to be determined at four
tonnes for normalized forgings and 3 tonnes for positions equally spaced around the
quenched and tempered forgings respectively. circumference of the surface where teeth will
subsequently be cut. Where the finished
2.3.11 A batch testing procedure may also be diameter of the toothed portion exceeds 2.5 [m],
used for hot rolled bars. A batch is to consist of the above number of test positions is to be
either: increased to eight. Where the width of a gear
wheel rim forging exceeds 1.25 [m], the
i) material from the same rolled ingot or hardness is to be determined at eight positions
bloom provided that where this is cut at each end of the forging.
into individual lengths, these are all heat
treated in the same furnace charge, or ii) Small crankshaft and gear forgings which
have been batch tested:
ii) bars of the same diameter and heat,
heat treated in the same furnace charge In such cases at least one hardness test is to be
and with a total mass not exceeding 2.5 carried out on each forging.
tonnes.
The results of hardness tests are to be reported
2.3.12 The preparation of test specimens and and, for information purposes, typical Brinell
the procedures used for mechanical testing are hardness values are given in Table 2.4.2.
to comply with the relevant requirements of Pt.2,
Ch.2. Unless otherwise agreed all tests are to 2.4.5 Hardness tests may also be required on
be carried out in the presence of the Surveyor. forgings which have been induction hardened,
nitrided or carburized. For gear forgings these
2.4 Mechanical properties tests are to be carried out on the teeth after,
where applicable, they have been ground to the
2.4.1 Table 2.4.1 and Table 2.4.2 gives the finished profile. The results of such tests
minimum requirements for yield stress, including depth of hardening are to comply with
elongation, reduction of area and impact test the approved specifications. (See 1.5.6).
energy values corresponding to different
strength levels but it is not tended that these 2.4.6 Where the result of a tensile test does not
should necessarily be regarded as specific comply with the requirements, two additional
grades. Where it is proposed to use a steel with tests may be taken. If satisfactory results are
a specified minimum tensile strength obtained from both of these additional tests the
intermediate to those given, corresponding forging or batch of forgings is acceptable. If one
minimum values for the other properties may be or both retests fail the forging or batch of
obtained by interpolation. forgings is to be rejected.
2.4.2 Forgings may be supplied to any specified 2.4.7 Where the results from a set of three
minimum tensile strength selected within the impact test specimens do not comply with the
general limits detailed in Table 2.4.1 and Table requirements an additional set of three impact
2.4.2 but subject to any additional requirements test specimens may be taken provided that not
of the relevant construction rules. more than two individual values are less than
the required average value and of these not
2.4.3 The mechanical properties are to comply more than one is less than 70% of this average
with the requirements of Table 2.4.1 and Table value. The results obtained are to be combined
2.4.2 appropriate to the specified minimum with the original results to form a new average
tensile strength or, where applicable the which, for acceptance of the forgings or batch
requirements of the approved specification. forgings, is to be not less than the required
average value.
Steel type Tensile Yield stress Elongation as min. % Reduction of area Z min.
strength 1) Re min. %
Rm min. [N/mm2] Long. Tang. Long. Tang.
2
[N/mm ]
C and 400 200 26 19 50 35
C-Mn 440 220 24 18 50 35
480 240 22 16 45 30
520 260 21 15 45 30
560 280 20 14 40 27
600 300 18 13 40 27
Alloy 550 350 20 14 50 35
600 400 18 13 50 35
650 450 17 12 50 35
1) The following ranges for tensile strength may be additionally specified:
specified minimum tensile strength : < 600 [N/mm2] ≥ 600 [N/mm2]
tensile strength range : 120 [N/mm2] 150 [N/mm2]
Section 3
3.1.1 The requirements for carbon-manganese 3.4.1 At least one tensile and three V-notch
and nickel steels suitable for low temperature impact test specimens are to be taken from
service are detailed in this section. They are each forging or each batch of forgings. Where
applicable to all forgings with material thickness the dimensions and shape allow, the test
up to and including 50 [mm] used for the specimens are to be cut in a longitudinal
construction of cargo tanks, storage tanks and direction.
process pressure vessels for liquefied gases
and where the design temperature is less than 3.4.2 The impact tests are to be carried out at a
0°C, to forgings for the piping systems. temperature appropriate to the type of steel and
for the proposed application. Where forgings are
3.1.2 The requirements are also applicable to intended for ships for liquefied gases the test
forgings for other pressure vessels and pressure temperature is to be in accordance with the
piping systems where the use of steels with requirements given in Table 5.4.1 of Ch.3,
guaranteed impact properties at low Sec.5.
temperatures is required.
3.4.3 The results of all tensile tests are to
3.2 Chemical composition comply with the approved specification.
3.2.1 The chemical composition of ladle 3.4.4 The average energy values for impact
samples is, in general, to comply with the tests are also to comply with the approved
requirements given in Table 3.2.1 of Ch.3. specification and generally with the
requirements of Ch.3, Sec.5. See also Ch.2.
3.3 Heat treatment
3.4.5 For material thickness above 50 [mm], the
3.3.1 Forgings are to be normalized, normalized material properties are to be agreed.
and tempered or quenched and tempered in
accordance with the approved specification. 3.5 Pressure tests
Section 4
Table 4.2.1 : Mechanical properties for design purposes : austenitic stainless steels
2
Nominal 1% proof stress [N/mm ] at a temperature
Grade
100°C 150°C 200°C 250°C 300°C 350°C 400°C 450°C 500°C 550°C 600°C 650°C 700°C
304L 168 150 137 128 122 116 110 108 106 102 100 96 93
316L 177 161 149 139 133 127 123 119 115 112 110 107 105
316LN 238 208 192 180 172 166 161 157 152 149 144 142 138
321 192 180 172 164 158 152 148 144 140 138 135 130 124
347 204 192 182 172 166 162 159 157 155 153 151 - -
End of Chapter
Chapter 6
Contents
Section
1 General Requirements
2 Seamless Pressure Pipes
3 Welded Pressure Pipes
4 Boiler and Superheater Tubes
5 Tubes and Pipes for Low Temperature Services
6 Austenitic Stainless Steel Pressure Pipes
Section 1
General Requirements
1.1.4 Steels, intended for the cargo and process 1.2.1 Pipes for Class I and II pressure systems,
piping systems of ships for liquefied gases boilers and superheater tubes are to be
where the design temperature is less than 0°C, manufactured at works approved by IRS. The
are to comply with specific requirements of steel used is to be manufactured in accordance
Sec.5. with Ch.3, Sec.1.
1.1.5 Pipes and tubes, which comply with 1.2.2 Unless a particular method is requested by
national or proprietary specifications may be the purchaser, pipes and tubes may be
accepted provided that these specifications give manufactured by any of the following methods:-
reasonable equivalence to the requirements of
this Section or are otherwise specially approved a) hot finished seamless;
for a specific application and provided that
1.4.1 The requirements for the chemical 1.8.1 All pipes for Class I and II pressure
composition of the ladle sample and the systems, boiler and superheater tubes are to be
acceptable method of de-oxidation is to comply presented for visual examination and verification
with the requirements detailed in the relevant of dimensions. The manufacturer is to provide
Section of this Chapter. adequate lighting conditions to enable an
internal and external examination of the pipes
1.5 Heat treatment and tubes to be carried out.
1.5.1 All pipes and tubes are to be supplied in 1.8.2 For welded pipes and tubes the
the condition detailed in the relevant specific manufacturer is to employ suitable non-
requirements. destructive methods for the quality control of the
welds. It is preferred that this examination is
1.6 Test material carried out on a continuous basis.
1.6.1 Pipes and tubes are to be presented for 1.9 Hydraulic tests
test in batches. The size of a batch and the
number of tests to be performed are dependent 1.9.1 Each pipe and tube is to be subjected to a
on the application. hydraulic test at the manufacturer's works.
1.6.2 Where heat treatment has been carried 1.9.2 The hydraulic test pressure is to be
out, a batch is to consist of pipes or tubes of the determined by the following formula, except that
same size, manufactured from the same type of the maximum test pressure need not exceed 14
2
steel and subjected to the same finishing [N/mm ].
treatment in a continuous furnace, or heat
2st
P=
D
1.11.1 Pipes and tubes are to be clearly marked 1.12.3 The chemical composition stated on the
by the manufacturer in accordance with the certificate is to include the content of all the
requirements of Ch.1. The following details are elements detailed in the specific requirements.
to be shown on all materials which have been Where rimmed steel is supplied, this is to be
accepted:- stated on the certificate.
Section 2
2.1.1 Following requirements are applicable for 2.2.1 Tubes are to be manufactured by a
seamless pressure pipes in carbon, carbon- seamless process and may be hot or cold
manganese and low alloy steels. finished.
2.1.2 Where pipes are used for the manufacture 2.2.2 The method of de-oxidation and the
of pressure vessel shells and headers, the chemical composition of ladle samples are to
requirements of forgings in Ch.5 are applicable comply with the appropriate requirements given
where the wall thickness exceeds 40 [mm]. in Table 2.2.1.
2 14 Cr 1 Mo
Grade 410 Fully annealed
Grade 490 Normalized and tempered 650-750°C
1
Cr 1
Mo 1
V Normalized and tempered
2 2 4
Notes:
1. Provided that the finishing temperature is sufficiently high to soften the material.
2. Normalized and tempered at the option of the manufacturer.
Table 2.4.1 : Mechanical properties for acceptance purposes : Seamless pressure pipes
(maximum wall thickness 40 mm)
Type of Grade Yield stress Tensile Elongation Flattening Bend test
steel [N/mm2] strength on test diameter of
min. [N/mm2] 5.65√So% constant C former
min. (t=
thickness)
Carbon and 320 195 320-440 25 0.10 4t
carbon-
360 215 360-480 24 0.10 4t
manganese
410 235 410-530 22 0.08 4t
460 265 460-580 21 0.07 4t
490 285 490-610 21 0.07 4t
1 Cr
1 440 275 440-590 22 0.07 4t
2
Mo
410 1 135 410-560 20 0.07 4t
2 14 Cr
2
1 Mo 490 275 490-640 16 0.07 4t
1 1
2
Cr 2
Mo
460 275 460-610 15 0.07 4t
1
4
V
Notes:
1 Annealed condition
2 Normalized and tempered condition
Table 2.5.1 : Mechanical properties for design purposes : Seamless pressure pipes
2
Nominal minimum lower yield or 0.2% proof stress [N/mm ]
Type of Temperature °C
Grade
steel
50 100 150 200 250 300 350 400 450 500 550 600
320 172 168 158 147 125 100 91 88 87 - - -
Carbon and 360 192 187 176 165 145 122 111 109 107 - - -
carbon- 410 217 210 199 188 170 149 137 134 132 - - -
manganese 460 241 234 223 212 195 177 162 159 156 - - -
490 256 249 237 226 210 193 177 174 171 - - -
1
1 Cr 2 Mo 440 254 240 230 220 210 183 169 164 161 156 151 -
1
1 410 121 108 99 92 85 80 76 72 69 66 64 62
2 4 Cr 1 Mo 2
490 268 261 253 245 236 230 224 218 205 189 167 145
1 1
2
Cr 2 Mo
460 266 259 248 235 218 192 184 177 168 155 148 -
1
4
V
Notes:
1 Annealed condition
Table 2.5.2 : Mechanical properties for design purposes : Seamless pressure pipes - estimated
values for stress to rupture in 100 000 hours (units [N/mm2])
1 1
2
Cr 2 Mo
1 1
Carbon and carbon-manganese 1 Cr 2 Mo 2 4 Cr 1 Mo
1
V
Temperature 4
°C Grade 490
Grade 320, 360, Grade 410 Normalized
Grade 460, 490 Grade 440 Grade 460
410 Annealed and tempered
(see Note)
380 171 227 - - - -
390 155 203 - - - -
400 141 179 - - - -
410 127 157 - - - -
420 114 136 - - - -
430 102 117 - - - -
440 90 100 - - - -
450 78 85 - 196 221 -
460 67 73 - 182 204 -
470 57 63 - 168 186 -
480 47 55 210 154 170 218
490 36 47 177 141 153 191
500 - 41 146 127 137 170
510 - - 121 115 122 150
520 - - 99 102 107 131
530 - - 81 90 93 116
540 - - 67 78 79 100
550 - - 54 69 69 85
560 - - 43 59 59 72
570 - - 35 51 51 59
580 - - - 44 44 46
Note : When tempering temperature exceeds 750°C, the values for Grade 410 are to be used.
Section 3
Table 3.3.1 : Heat treatment : Welded 3.4.3 The results of all mechanical tests are to
pressure pipes comply with the appropriate requirements given
in Table 3.4.1.
Type of steel Condition of supply
Carbon and Normalized (Normalized 3.5 Mechanical properties for design
carbon- and tempered at
manganese the option of the 3.5.1 The mechanical properties at elevated
manufacturer) temperature for carbon and carbon-manganese
2 2
steels in Grades 320 [N/mm ] to 460 [N/mm ]
1 Cr 1
Mo Normalized and tempered 1
2 and 1 Cr 2 Mo steel can be taken from the
appropriate Tables in Sec.2.
3.4 Mechanical tests
3.5.2 Where rimmed steel is used, the design
3.4.1 All pipes are to be presented in batches as temperature is limited to 400°C.
defined in Sec.1.
Table 3.4.1 : Mechanical properties for acceptance purposes : Welded pressure pipes
1 Cr 1
Mo 440 275 440 - 590 22 0.07
2
Section 4
4.1.1 The following requirements are applicable 4.4.1 Tubes are to be presented for test in
for boiler and superheater tubes in carbon, batches as defined in Sec.1.
carbon-manganese and low alloy steels.
4.4.2 Each boiler and superheater tube selected
4.1.2 Austenitic stainless steels may also be for test is to be subjected to at least the
used for this type of service. Where such following:
applications are proposed, details of the
chemical composition, heat treatment and a) Tensile test;
mechanical properties are to be submitted for
consideration and approval. b) Flattening or bending tests at the
manufacturer's option;
4.2 Manufacture and chemical composition
c) Expanding or flanging tests at the
4.2.1 Tubes are to be seamless or welded and manufacturer's option.
are to be manufactured in accordance with the
requirements of Sec.2 and 3 respectively. 4.4.3 The results of all mechanical tests are to
comply with the appropriate requirements given
4.2.2 The method of de-oxidation and the in Table 4.4.1.
chemical composition of ladle samples are to
comply with the requirements given in Table 4.5 Mechanical properties for design
2.2.1 or Table 3.2.1, as appropriate.
4.5.1 The mechanical properties at elevated
4.3 Heat treatment temperature for carbon and carbon-manganese
2 2
steels in Grades 320 [N/mm ] to 460 [N/mm ], 1
4.3.1 All tubes are to be supplied in accordance Cr 12 Mo and 2 14 Cr 1 Mo steels can be taken
with the requirements given in Table 2.3.1 or
from the appropriate Tables in Sec.2.
Table 3.3.1 as appropriate, except that 1 Cr
1
2
Mo steel may be supplied in the normalized 4.5.2 Where rimmed steel is used, the design
only condition when the carbon content does not temperature is limited to 400°C.
exceed 0.15 per cent.
Table 4.4.1 : Mechanical properties for acceptance purposes : Boilers and superheater tubes
2 1
4
Cr 410 1 135 410-560 20 0.07 4t 8 10 15
2
1 Mo 490 275 490-640 16 0.07 4t 8 10 15
Notes:
1. Annealed condition
2. Normalized and tempered condition
Section 5
5.1.1 This Section gives the requirements for 5.2.1 The pipes are to be manufactured
seamless and welded carbon, carbon- seamless or by a welding process, and may be
manganese and nickel alloy steel pipes not hot or cold finished.
exceeding 25 [mm] in thickness intended for use
in liquefied gas piping systems where the design 5.3 Chemical composition
temperature is lower than 0°C and also for other
pressure piping systems where guaranteed 5.3.1 The chemical composition of ladle
impact properties at low temperature is required. samples is in general to comply with the
requirements given in Table 5.3.1. Steels for the
production of tubes and pipes are to be killed.
Note : Where a minimum Almet of 0.015% is specified, the determination of the total aluminium is
acceptable provided that the result is not less than 0.018%.
5.5.1 All pipes are to be presented for test in 5.5.4 Ring tensile test may be carried out in
batches as defined in Sec.1 pressure piping conformity with ISO 8495 or other equivalent
systems. standard.
5.5.2 At least two percent of the number of 5.5.5 The impact tests are to consist of a set of
lengths in each batch is to be selected at three Charpy V-notch test specimens cut in the
random for the preparation of the tests. longitudinal direction with the notch
perpendicular to the original surface of the pipe.
5.5.3 Each pipe or tube selected for test is to be The dimension of the test specimens are to be
subjected to following tests: in accordance with the requirements of Ch.2.
Impact testing is not required for wall thickness
- Seamless pipes and tubes: below 6 [mm].
Section 6
6.5 Intergranular corrosion tests subjected to a bend test through 90° over a
mandrel of diameter equal to twice the thickness
6.5.1 For materials used for piping systems for of the test specimen.
chemicals, intercrystalline corrosion tests are to
be carried out on one per cent of the number of 6.6 Fabricated pipework
pipes in each batch, with a minimum of one
pipe. 6.6.1 Fabricated pipework is to be produced
from material manufactured in accordance with
6.5.2 For pipes with an outside diameter not 6.2, 6.3, 6.4 and 6.5.
exceeding 40 [mm], the test specimens are to
consist of a full cross section. For larger pipes, 6.6.2 Welding is to be carried out in accordance
the test specimens are to be cut as with an approved and qualified procedure by
circumferential strips of full wall thickness and suitably qualified welders.
having a width of not less than 12.5 [mm]. In
both cases, the total surface areas is to be 6.6.3 Fabricated pipework may be supplied in
2
between 15 and 35 [cm ]. the as-welded condition without subsequent
solution treatment provided that welding
6.5.3 When required, one test of this type is to procedure tests have demonstrated satisfactory
be carried out for each tensile test. The testing material properties including resistance to
is to be carried out in accordance with ASTM intercrystalline corrosion.
A262, practice E, copper-copper sulphate-
sulphuric acid or another recognized standard. 6.6.4 In addition, butt welds are to be subjected
The bent specimen is to be free from cracks to 5 per cent radiographic examination for Class
indicating the presence of intergranular attack. I and 2 per cent for Class II pipes.
The material for the test is to be taken adjacent
to that for the tensile test. 6.6.5 Fabricated pipework in the as-welded
condition and intended for systems located on
6.5.4 After immersion, the full cross-section test deck is to be protected by a suitable corrosion
specimens are to be subjected to a flattening control coating.
test in accordance with the requirements of
Chapter 2. The strip test specimens are to be
End of Chapter
Chapter 7
Iron Castings
Contents
Section
1 General Requirements
Section 1
General Requirements
1.1.3 As an alternative to 1.1.2, castings which 1.3.1 Castings are to be free from surface or
comply with National or Proprietary internal defects which could be prejudicial to
specifications may be accepted, provided that their proper application in service. The surface
such specifications give reasonable equivalence finish is to be in accordance with good practice
to these requirements or otherwise are specially and any specific requirements of the approved
approved or required by IRS. plan.
strength and impact test are to undergo two tonnes of fettled castings and a single
ferritizing heat treatment. casting will constitute a batch if its mass is two
tonnes or more.
1.5.3 Where it is proposed to locally harden the
surface of castings, full details of the proposed 1.6.4 For continuous melting of same grade of
procedure and specifications are to be cast iron in large tonnages the mass of the
submitted for approval by IRS. batch may be increased to the output of two
hours of pouring. If production is carefully
1.6 Mechanical tests monitored by systematic checking of the melting
process, such as chill testing, chemical analysis
1.6.1 Separately cast test samples are to be or thermal analysis, test samples may be taken
used unless otherwise agreed between the at longer intervals.
manufacturer and the purchaser. The test
samples are generally to be one of the standard 1.6.5 For large castings where more than one
types detailed in Fig.1.6.1, Fig.1.6.2 and ladle of treated metal is used, additional test
Fig.1.6.3 with a thickness of 25 [mm]. Test samples are to be provided so as to be
samples of dimensions, other than as detailed in representative of each ladle used.
Fig.1.6.1 to Fig.1.6.3 may, however, be specially
required for some components. For grey cast 1.6.6 All test samples are to be suitably marked
iron the test samples are to be in the form of to identify them with the castings which they
cylindrical bars of 30 [mm] diameter and of represent.
suitable length. When two or more test samples
are cast simultaneously in a single mould, the 1.6.7 Where castings are supplied in the heat
bars are to be at least 50 [mm] apart as treated condition, the test samples are to be
indicated in Fig.1.6.4. heat treated together with the castings which
they represent.
1.6.2 Integrally cast samples may be used when
a casting is more than 20 [mm] thick and its 1.6.8 The test samples are to be cast in moulds
mass exceeds 200 [kgs] subject to agreement made from the same type of material as used for
between the manufacturer and the purchaser. the castings and are not to be stripped from the
The type and location of the test sample are to moulds until the metal temperature is below
be selected to provide approximately the same 500°C.
cooling conditions as for the casting it
represents. 1.6.9 One tensile test specimen is to prepared
from each test sample. The dimensions of the
1.6.3 At least one test sample is to be provided test specimens and the testing procedures used
for each casting or batch of castings. A batch are to be in accordance with Ch.2.
consists of castings poured from a single ladle
of metal provided they are all of similar type and
dimensions. A batch should not normally exceed
Table 1.7.1 : Mechanical properties for acceptance purposes (spheroidal or nodular graphite iron)
1. For intermediate values of specified minimum tensile strength, the minimum values for 0.2% proof and
elongation may be obtained by interpolation.
2. The average value measured on 3 Charpy V-notch specimens. One result may be below the average value but
not less than the minimum shown in brackets.
3. In the case of integrally cast samples, the elongation may be 2 percentage points less.
1.11.1 The manufacturer is to adopt a system of 1.11.3 Where small castings are manufactured
identification which will enable all finished in large numbers, modified arrangements for
castings to be traced to the original ladle of identification may be specially agreed with IRS.
treated metal and the Surveyor is to be given full
facilities for so tracing the castings when 1.12 Certification
required.
1.12.1 The manufacturer is to provide the
1.11.2 Before acceptance, all castings which Surveyor with a written statement giving the
have been tested and inspected with following particulars for each casting or batch of
satisfactory results are to be clearly marked by castings which has been accepted:-
the manufacturer with the following particulars:-
a) Purchaser's name and order no;
a) Grade of cast iron;
b) Description of castings and quality of cast
b) Identification number, or other marking iron;
which will enable the full history of the
casting to be traced; c) Identification number;
d) IR and the abbreviated name of the local e) Where applicable, details of heat treatment;
office of IRS;
f) Where specially required, the chemical
e) Personal stamp of the Surveyor responsible analysis of the ladle sample;
for inspection;
g) Where applicable, test pressure.
f) Where applicable, test pressure;
End of Chapter
Chapter 8
Copper Alloys
Contents
Section
1 General Requirements
2 Castings for Valves and Fittings
3 Castings for Propellers
4 Tubes
Section 1
General Requirements
Section 2
2.1 Scope
2.4 Chemical composition
2.1.1 Following requirements make provision for
copper alloy castings for valves, liner bushes 2.4.1 The chemical composition is to comply
and other fittings intended for use in ship and with the appropriate requirements of Table
machinery construction. 2.4.1.
Chemical composition %
Designation
Cu Sn Zn Pb Ni Mn P Fe Al
90/10 Cu-Sn 9.0- 0.5 0.75 0.5 0.50
Remainder - - -
Phosphor-bronze 11.0 max. max. max. max.
85/5/10 Leaded 2.0 9.0- 2.0 0.10
Remainder 4.0-6.0 - - -
bronze max. 11.0 max. max.
8.5- 1.5 1.0
88/10/2 Gunmetal Remainder 1.0-3.0 - - - -
11.0 max. max.
87/7/3/3 Leaded 2.0
Remainder 6.0-8.0 1.5-3.0 2.5-3.5 - - - -
Gunmetal max.
85/5/5/5 Leaded 2.0
Remainder 4.0-6.0 4.0-6.0 4.0-6.0 - - - -
Gunmetal max.
29.0- 0.5-
70/30 Cu-Ni-Fe Remainder - - - - 0.4-1.0 -
32.0 1.50
9.0-
90/10 Cu-Ni-Fe Remainder - - - 0.5-1.0 - 1.0-1.8 -
11.0
0.10 1.0 0.03 7.0-
Ni-Al-bronze Remainder 3.0-6.0 0.5-4.0 - 2.0-6.0
max. max. max. 11.0
2.5.1 At the option of the manufacturer castings 2.7.1 All castings must be supplied in a clean
may be supplied in the 'as cast' or heat treated fettled condition.
condition.
2.7.2 Before acceptance, all castings are to be
2.6 Mechanical tests presented for visual examination by the
Surveyor. This is to include the examination of
2.6.1 The test material may be separately cast internal surfaces where applicable.
as a keel block sample in accordance with
Fig.3.6.1 or as otherwise agreed with the 2.7.3 The accuracy and verification of
Surveyor. For liners and bushes, the test dimensions are the responsibility of the
material may be cut from the ends of the manufacturer, unless otherwise agreed.
casting.
2.8 Pressure testing
2.6.2 Where castings are supplied in a heat
treated condition, the test samples are to be 2.8.1 Where required by the relevant
similarly heat treated prior to the preparation of construction Rules, castings are to be pressure
the tensile specimens. tested before final acceptance. Unless otherwise
agreed, these tests are to be carried out in the
2.6.3 The results of all tests are to comply with presence of the Surveyors and are to be to their
the appropriate requirements given in Table satisfaction.
2.6.1.
Note:
The 0.2% proof stress values are given for information purposes only and, unless otherwise agreed, are
not required to be verified by test.
2.9.1 Minor surface defects may be removed by c) Personal stamp of the Surveyor responsible
grinding provided that the dimensional for inspection;
tolerances are not exceeded.
d) Test pressure, where applicable;
2.9.2 Proposal to repair a defective casting by
welding are to be submitted to the Surveyor for e) Date of final inspection.
approval before this work is commenced. Such
proposals are to include details of the extent and 2.10.2 Where small castings are manufactured
positions of all defects. The Surveyor is to in large numbers, modified arrangements for
satisfy himself the number and size of the identification may be specially agreed with the
defects are such that castings can be efficiently Surveyor.
repaired.
2.11 Certification
2.9.3 A statement and/or sketch detailing the
extent and position of all weld repairs is to be 2.11.1 The manufacturer is to provide the
prepared by the manufacturer as permanent Surveyor with a written statement giving the
record. following particulars for each casting or batch of
castings which has been accepted:-
2.9.4 Weld repairs to liners in copper alloys
containing more than 0.5 per cent lead are not a) Purchaser's name and order no.;
permitted.
b) Description of castings and alloy type;
2.10 Identification
c) Identification number
2.10.1 Before acceptance, all castings which
have been tested and inspected with d) Type of heat treatment, where applicable;
satisfactory results are to be clearly marked with
the following details: e) Ingot or cast analysis.
a) Identification number, cast number or other 2.11.2 In addition to 2.11.1 the manufacturer is
markings which will enable the full history of to provide a signed statement and/or sketch
the casting to be traced; detailing the extent and position of all weld
repairs made to each casting.
Section 3
3.5.1 At the option of the manufacturer, castings 3.6.1 Test samples are to be provided from each
may be supplied in the 'as cast' or heat treated cast used for the manufacture of propeller or
condition. propeller blade castings.
Note:
The mechanical properties of other alloys meeting the above limiting values are to be in accordance
with a specification approved by IRS.
3.7.1 All castings are to be fettled, cleaned and 3.7.3 The dimensions are to be checked by the
adequately prepared for inspection. manufacturer and the report on the dimensional
inspection is to be given to the Surveyor, who
3.7.2 Propeller castings are to be inspected at may require checks to be made in his presence.
all stages of manufacture and the whole surface
including the bore is to be subjected to a
comprehensive visual examination in the
finished condition by the Surveyor. The
Surveyor may require areas to be etched (e.g.
3.8.1 Dye penetrant inspection All defects requiring welding repair on the
castings are to be documented preferably on
a) The severity zones "A" are to be subjected drawings or special sketches showing their
to a dye penetrant inspection in the dimensions and locations. Furthermore, the
presence of the Surveyor. For the inspection inspection procedure is to be documented. The
and acceptance standard, see 3.10. In documentation is to be presented to the
zones "B" and "C" the dye penetrant Surveyor prior to any repair welding.
inspection is to be performed by the
manufacturer and may be witnessed by the 3.9 Definition of skew, severity zones
Surveyor upon his request. See 3.9 for
definitions of severity zones. 3.9.1 Skew : The skew of a propeller is defined
as follows:
b) If repairs have been made either by grinding
or by welding the repaired areas are The maximum skew angle of a propeller blade is
additionally to be subjected to the dye defined as the angle, in projected view of the
penetrant inspection independent of their blade, between a line drawn through the blade
location and/or severity zone. tip and the shaft centreline and a second line
through the shaft centreline which acts as a
3.8.2 Radiographic and ultrasonic exami- tangent to the locus of the mid-points of the
nation helical blade section. See Fig.3.9.1.
Where serious doubts exist that the castings are High skew propellers have a skew angle greater
not free from internal defects further non- than 25°, low skew propellers a skew angle of
destructive examination is to be carried out upon up to 25°.
request of the Surveyor, e.g. radiographic and/or
ultrasonic testing. Acceptance criteria are to be
agreed between the manufacturer and IRS in
accordance with a recognized standard.
Guidance
In order to relate the degree of examination to a) Zone A is in the area on the pressure side of
the criticality of defects in propeller blades and the blade, from and including the fillet to
to help reduce the risk of failure by fatigue 0.4R and bounded on either side by lines at
cracking after repair, propeller blades are a distance 0.15 times the chord length Cr
divided into the three zones designated A, B and from the leading edge and 0.2 times Cr from
C. the trailing edge, respectively. See
Fig.3.9.2.
Zone A is the region carrying the highest
operating stresses and which, Where the hub radius (Rb) exceeds 0.27R,
therefore, requires the highest the other boundary of Zone A is to be
degree of inspection. Generally, the increased to 1.5Rb. Zone A also includes
blade thicknesses are greatest in the parts of the separate cast propeller hub
this area giving the greatest degree which lie in the area of the windows as
of restraint in repair welds and this described in Fig.3.9.4 and the flange and
in turn leads to the highest residual fillet area of controllable pitch and built-up
stresses in and around any repair propeller blades as described in Fig.3.9.5.
welds. High residual tensile
stresses frequently lead to fatigue b) Zone B is on the pressure side the
cracking during subsequent service remaining area upto 0.7R and on the
so that relief of these stresses by suction side the area from the fillet to 0.7R.
heat treatment is essential for any See Fig.3.9.1.
welds made in this zone. Welding
is generally not permitted in Zone A c) Zone C is the area outside 0.7R on both
and will only be allowed after sides of the blade. It also includes the
special consideration by the surface of the hub of a monobloc propeller
Classification Society. Every effort and all the surfaces of the hub of
should be made to rectify a controllable pitch propeller other than those
propeller which is either defective designated Zone A above.
or damaged in this area without
recourse to welding even to the 3.9.2.2 High-skew propellers
extent of reducing the scantlings, if
this is acceptable. If a repair using a) Zone A is the area on the pressure face
welding is agreed, post-weld stress contained within the blade root-fillet and a
relief heat treatment is mandatory. line running from the junction of the leading
edge with the root fillet to the trailing edge at
Zone B is a region where the operation 0.9R and at passing through the mid-point
stresses may be high. Welding of the blade chord at 0.7R and a point
should preferably be avoided but situated at 0.3 of the chord length from the
generally is allowed subject to prior leading edge at 0.4R. It also includes an
approval from the Classification area along the trailing edge on the suction
Society. Complete details of the side of the blade from the root to 0.9R and
defect/damage and the intended with its inner boundary at 0.15 of the chord
repair procedure are to be lengths from the trailing edge.
submitted for each instance in
order to obtain such approval. b) Zone B constitutes the whole of the
remaining blade surfaces.
Zone C is a region in which the operation
stresses are low and where the c) Zone A and B are illustrated in Fig.3.9.3.
blade thicknesses are relatively
small so that repair welding is safer 3.10 Acceptance criteria for dye penetrant
and, if made in accordance with an examination
approved procedure is freely
permitted. 3.10.1 Inspection procedure
Table 3.10.1 : Allowable number and size of indications in a reference area of 100 [cm2],
depending on severity zones
1) Singular circular indications less than 2 [mm] for zone A and less than 3 [mm] for the other zones
may be disregarded.
2) The total number of circular indications may be increased to the max. total number, or part thereof,
represented by the absence of linear/aligned indications.
3.10.3.1 For the judgement, the surface to be a) In zone A, repair welding will generally not
inspected is to be divided into reference areas of be allowed unless specially approved by
100 [cm2] as given in the definitions, see para IRS.
3.10.2. The indications detected may, with
respect to their size and number, not exceed the b) Grinding may be carried out to an extent
values given in the Table 3.10.1. which maintains the blade thickness of the
approved drawing.
The area is to be taken in the most unfavourable
location relative to the indication being c) The possible repair of defects which are
evaluated. deeper than those referred to above will be
specially considered by IRS.
3.10.3.2 Areas which are prepared for welding
are, independent of their location, always to be 3.12.4 Repair of defects in zone B
assessed according to Zone A. The same
applies to the welded areas after being finished a) Defects that are not deeper than dB = (t/40)
machined and/or ground. [mm] (t = minimum local rule thickness
[mm]) or 2 [mm] (whichever is greater)
3.11 Metallographic examination below minimum local rule thickness should
be removed by grinding.
3.11.1 Samples for metallographic examination
are to be prepared from propellers and propeller b) Those defects that are deeper than
blade castings for Grades Cu1 and Cu2. These allowable for removal by grinding may be
samples are to be representative of each cast, repaired by welding.
and may conveniently be taken from the tensile
test specimen. The proportion of alpha-phase 3.12.5 Repair of defects in zone C
determined from the average of at least five
counts is to be not less than 25 percent. In zone C, repair welds are generally permitted.
3.12.1 Indications exceeding the acceptance 3.13.1 Static balancing is to be carried out on all
standard of Table 3.10.1, cracks, shrinkage propellers. Dynamic balancing is necessary for
cavities, sand, slag and other non-metallic propellers running above 500 [rpm].
inclusions, blow holes and other discontinuities
which may impair the safe service of the 3.14 Repair welding
propeller are defined as defects and must be
repaired. 3.14.1 General requirements
3.14.1.3 Before welding is started, Welding Arc welding with coated electrodes and gas-
Procedure Qualification Tests are to be carried shielded metal arc process (GMAW) are
out and witnessed by the Surveyors. Each generally to be applied. Argon-shielded tungsten
welder/operator is to demonstrate his ability to welding (GTAW) is to be used with care due to
carry out the proposed welding using the same the higher specific heat input of this process.
process, consumable and position which are to
be used in actual repair (for the scope of tests Adequate pre-heating is to be carried out with
see 3.18). care to avoid local overheating.
For material thickness less than 30 [mm], gas Slag, undercuts and other defects are to be
welding may give a satisfactory weldment for removed before depositing the next run.
Cu1 and Cu2 materials.
Table 3.14.3(b) : Soaking times for stress relief heat treatment of copper alloy propellers
Alloy grade Cu1 and Cu2 Alloy grade Cu3 and Cu4
Max. Max.
Stress relief Hours per 25 Hours per 25
recommended recommended
temp.°C [mm] thickness [mm] thickness
total time hours total time hours
350 5 15 - -
400 1 5 - -
450 1/2 2 5 15
500 1/4 1 1 5
1)
550 1/4 1.2 1/2 2 1)
600 - - 1/4 1) 1 1)
Note 1) 550°C and 600°C only applicable for Cu4 alloys
3.14.3.3 All welding work is to be carried out The heating is to be slow and uniform and the
preferably in the shop free from draughts and concentrated flames such as oxy-acetylene and
influence of the weather. oxy-propane are not to be used. Sufficient time
is be allowed for the temperature to become
3.14.3.4 With the exception of alloy Cu3 (Ni-Al- fairly uniform through the full thickness of the
bronze) all weld repairs are to be stress relief blade section. The temperature is to be
heat treated, in order to avoid stress corrosion maintained within the suggested range
cracking. However, stress relief heat treatment throughout the straightening operation. A
of alloy Cu3 propeller castings may be required thermocouple instrument or temperature
after major repairs in zone B (and specially indicating crayons are to be used for measuring
approved welding in Zone A) or if a welding the temperature.
consumable susceptible to stress corrosion
cracking is used. In such cases the propeller is 3.15.3 Cold straightening
to be either stress relief heat treated in the
temperature 450 to 500°C or annealed in the Cold straightening should be used for minor
temperature range 650 - 800°C, depending on repairs of tips and edges only. Cold
the extent of repair, see Table 3.14.3(a). straightening on Cu1, Cu2 and Cu4 bronze is
always to be followed by a stress relieving heat
3.14.3.5 The soaking times for stress relief heat treatment, See Table 3.14.3(a).
treatment of copper alloy propellers is to be in
accordance with Table 3.14.3(b). The heating 3.16 Identification
and cooling is to be carried out slowly under
controlled conditions. The cooling rate after any 3.16.1 Castings are to be clearly marked by the
stress relieving heat treatment shall not exceed manufacturer in accordance with the
50°C/hr until the temperature of 200°C is requirements of Ch.1. The following details are
reached. to be marked on all the castings which have
been accepted:
3.15 Straightening
a) Heat number, casting number or other
3.15.1 Application of load identification mark which will enable the full
history of the item to be traced;
For hot and cold straightening purposes, static
loading only is to be used. b) Alloy grade;
Section 4
Tubes
Chemical composition %
Designation
Cu Fe Ni Zn As Al Mn P Pb
Phosphorus
99.90 2) 0.013-
deoxidised non- - - - - - - -
min. 0.050
arsenical copper
Phosphorus
99.20 2) 0.30- 0.013-
deoxidised - - - - - -
min. 0.50 0.050
arsenical copper
0.02- 1.8-
Al-brass 76.0-79.0 - - Remainder - - -
0.06 2.3
Copper-nickel 9.0-
Remainder 1.0-1.8 - - - 0.5-1.0 - -
90/10 11.0
Copper-nickel 30.0-
Remainder 0.4-1.0 - - - 0.5-1.5 - -
70/30 32.0
Notes:
5 x t x Rm
P=
D
4.11.1 The manufacturer is to provide the e) Mechanical test results and results of stress
Surveyor with a written statement giving the cracking tests where applicable.
End of Chapter
Chapter 9
Aluminium Alloys
Contents
Section
1 General
2 Wrought Aluminium Alloys
3 Aluminium Alloy Castings
4 Aluminium/Steel Transition Joints
Section 1
General
1.1.3 These requirements are applicable to 1.1.6 Consideration may be given to aluminium
wrought aluminium alloy products within a alloys not specified in this chapter and to
thickness range of 3 [mm] and 50 [mm] alternative temper conditions, complying with
inclusive. The application of aluminium alloys recognized national or international standards
products outside this thickness range requires with specifications equivalent to the
prior agreement of IRS. requirements of this chapter.
Section 2
2.1.1 This Section deals with wrought aluminium 2.3.1 Materials are to be free from surface or
alloys for structural applications including plates, internal defects of such a nature as would be
sections, tubes, bars and rivet bars and rivets. harmful in service.
2.1.3 The alloy grades 6005A, 6061 of the 6000 2.4.2 Dimensional tolerances other than those
series should not be used in direct contact with given in Table 2.4.1, Table 2.4.2 and Table 2.4.3
sea water unless protected by anodes and/or are to comply with a recognized national or
paint system. international standard.
2.2.1 Aluminium alloys are to be manufactured 2.5.1 Samples for chemical analysis are to be
at Works approved by IRS. taken representative of each cast, or the
equivalent where a continuous melting process
2.2.2 The alloys may be cast either in ingot is involved.
moulds or by an approved continuous casting
process. Plates are to be formed by rolling and 2.5.2 The chemical composition of these
may be hot or cold finished. Bars and sections samples is to comply with the requirements of
may be formed by rolling, extrusion or drawing. Table 2.5.1.
Oth- Oth-
Al Si Fe Cu Mn Mg Cr Zn Ti
ers (2) ers (2)
Grade Misc.
Each Total
% % % % % % % % %
% %
0.40-
Remain 0.6- 5.0- 3) 4)
5059 0.45 0.50 0.25 0.25 0.90 0.20 0.05 0.15
der 1.2 6.0
Remain 0.4- 4.0- 0.05-
5083 ≤ 0.40 ≤ 0.40 ≤ 0.10 ≤ 0.25 ≤ 0.15 ≤ 0.05 ≤ 0.15
der 1.0 4.9 0.25
Remain 0.20- 3.5- 0.05-
5086 ≤ 0.40 ≤ 0.50 ≤ 0.10 ≤ 0.25 ≤ 0.15 ≤ 0.05 ≤ 0.15
der 0.7 4.5 0.25
4.0-
Remain 0.7- 3) 3)
5383 0.25 0.25 0.20 5.2 0.25 0.40 0.15 0.05 0.15
der 1.0
0.10 ≤
Remain ≤ 2.6- Mn +
5754 ≤ 0.40 ≤ 0.40 ≤ 0.50 ≤ 0.30 ≤ 0.20 ≤ 0.15 ≤ 0.05 ≤ 0.15
der 0.10 3.6 Cr ≤
0.60
Remain
0.50 – 4.7 – 0.05 –
5456 der 0.25 0.40 0.10 0.25 0.20 0.05 0.15
1.0 5.5 0.20
0.12 ≤
Remain 0.50- 0.040- Mn +
6005-A ≤ 0.35 ≤ 0.30 ≤ 0.50 ≤ 0.30 ≤ 0.20 ≤ 0.10 ≤ 0.05 ≤ 0.15
der 0.9 0.7 Cr ≤
0.50
Remain 0.40- 0.15- 0.8- 0.04-
6061 ≤ 0.7 ≤ 0.15 ≤ 0.25 ≤ 0.15 ≤ 0.05 ≤ 0.15
der 0.8 0.40 1.2 0.35
Remain 0.7- 0.40- 0.6-
6082 ≤ 0.50 ≤ 0.10 ≤ 0.25 ≤ 0.20 ≤ 0.10 ≤ 0.05 ≤ 0.15
der 1.3 1.0 1.2
Notes:
1. Slight variations in the content of some elements, compared with values indicated in this Table may be accepted with IRS's
agreement.
2. Other metallic elements such as Ni, Ga.V are considered as impurities. The regular analysis need not be made for these
elements.
3. Zr: maximum 0.20. The total for other elements does not include Zirconium.
4. Zr: 0.05-0.25. The total for other elements does not include Zirconium.
2.5.4 When the aluminium alloys are not cast in 2.7.1 All materials in a lot forwarded for
the same works in which they are manufactured sampling are to be of the same alloy, production
into semi finished products, the works is to give batch and product form (plates, sections etc.).
a certificate detailing the chemical composition The materials in one lot are to be of the same
and heat number. dimensions and in the same delivery condition.
Artificially aged grades are to be from the same 2.8.3.3 The test specimens are to be cut with
furnace batch. the ends perpendicular to the axis of the profile.
The edges of the end may be rounded by filing.
2.7.2 Wherever practicable, the tensile test
pieces for rolled and extruded sections are to be 2.8.3.4 The length of the specimen is to be in
of full section of material. Otherwise, the pieces accordance with details given in Chapter 2.
are to be taken in the range one third to half the
distance from the edge to center of the 2.8.3.5 Testing is to be carried out at ambient
predominant or thickest part of the section. temperature and is to consist of expanding the
end of the profile by means of a hardened
2.8 Testing and inspection conical steel mandrel having an included angle
of at least 60°.
2.8.1 Testing procedures
2.8.3.6 The sample is considered to be
The test specimens and procedures are to be in unacceptable if the sample fails with a clean
accordance with Ch.2. split along the weld line which confirms lack of
fusion.
2.8.2 Verification of proper fusion of press welds
for closed profiles. 2.8.4 Requirements of mechanical properties for
rolled products in different delivery conditions
The Manufacturer has to demonstrate by are given in Table 2.8.1 and are applicable for
macrosection tests or drift expansion tests of thickness within the range 3 [mm] to 50 [mm].
closed profiles performed on each batch of For thickness above 10 [mm], however, lower
closed profiles that there is no lack of fusion at mechanical properties may be accepted.
the press welds.
2.8.5 Requirements of mechanical properties for
2.8.3 Drift expansion tests extruded products in different delivery conditions
are given in Table 2.8.2 and are applicable for
2.8.3.1 Every fifth profile is to be sampled after thickness within the range 3 [mm] to 50 [mm].
final heat treatment.
One sample is to be selected from the batches 2.8.6 Requirements of mechanical properties
of five profiles or less. and delivery conditions for extruded closed
profiles are given in Table 2.8.3.
Every profile is to be selected if the length
exceeds 6 [m]. 2.8.7 Other delivery conditions with related
mechanical properties may be accepted by IRS,
2.8.3.2 Two samples are to be cut from the front in each particular case.
and back end of each production profile.
Elongation % minimum 1)
3) 0.2% proof Tensile
Temper Thickness, On gauge On gauge
Grade stress strength
condition [t] length of 50 length of 5 x
[N/mm2] [N/mm2]
[mm] dia
O 3 ≤ t ≤ 50 mm 125 275-350 16 14
O 3 ≤ t ≤ 50 mm 145 290 - 17
5383
H111 3 ≤ t ≤ 50 mm 145 290 - 17
O 3 ≤ t ≤ 50 mm 95 240-305 16 14
H111 3 ≤ t ≤ 50 mm 95 240-305 16 14
O 3 ≤ t ≤ 50 mm 80 190-240 18 17
5754
H111 3 ≤ t ≤ 50 mm 80 190-240 18 17
Elongation % minimum 1)
3) 0.2% proof Tensile
Temper Thickness, On gauge On gauge
Grade stress strength
condition t length of 50 length of 5 x
[N/mm2] [N/mm2]
[mm] dia
3 ≤ t ≤ 6.3 mm 130-205 290-365 16
O
6.3 < t ≤ 50 mm 125-205 285-360 16 14
3 ≤ t ≤ 30 mm 230 315 10 10
H116 30 < t ≤ 40 mm 215 305 10
5456
40 < t ≤ 50 mm 200 285 10
3 ≤ t ≤ 12.5 mm 230-315 315-405 12
H321 12.5 < t ≤ 40 mm 215-305 305-385 10
40 < t ≤ 50 mm 200-295 285-370 10
Notes:
1) Elongation in 50 mm apply for thicknesses upto and including 12.5 mm and in 5d for thicknesses
over 12.5 mm.
2) 8% for thicknesses upto and including 6.3 mm.
3) The mechanical properties for the O and H111 tempers are the same. However, they are
separated to discourage dual certification as these tempers represent different processing.
Designation Condition
F As fabricated
O Annealed, soft
H1 Strain hardened only
H2 Strain hardened and partially annealed
H3 Strain hardened and thermally stabilized
H321 Strain hardened and stabilized
H11 Strain hardened to specified strength
H12 Strain hardened to specified strength
H13 Strain hardened to specified strength
H111 Less strain hardened than H11 e.g. by straightening or stretching
H112 No controlled strain hardening, but there are mechanical property limits
H116 Treatment against exfoliation corrosion
Cooled from an elevated temperature shaping process and then artificially
T5
aged
T6 Solution heat treated and then artificially aged.
Elongation % minimum 1)
0.2% proof Tensile
Temper Thickness, On gauge On gauge
Grade stress strength
condition t length of 50 length of 5 x
[N/mm2] [N/mm2]
[mm] dia
O 3 ≤ t ≤ 50 mm 110 270-350 14 12
O 3 ≤ t ≤ 50 mm 145 290 17 17
5383 H111 3 ≤ t ≤ 50 mm 145 290 17 17
H112 3 ≤ t ≤ 50 mm 190 310 13
5059 H112 3 ≤ t ≤ 50 mm 200 330 10
O 3 ≤ t ≤ 50 mm 95 240-315 14 12
H112 3 ≤ t ≤ 50 mm 95 240 12 10
T5 3 ≤ t ≤ 50 mm 215 260 9 8
6005A
3 ≤ t ≤ 10 mm 215 260 8 6
T6
10 ≤ t ≤ 50 mm 200 250 8 6
T5 3 ≤ t ≤ 50 mm 230 270 8 6
6082
3 ≤ t ≤ 50 mm 250 290 6
T6
3 ≤ t ≤ 50 mm 260 310 10 8
Notes:
1) The values are applicable for longitudinal and transverse tensile test specimens as well.
2) Elongation in 50 mm applies for thicknesses upto and including 12.5 mm and in 5d for
thicknesses over 12.5 mm.
2.9.2 Slight surface imperfections may be Other test methods may also be accepted at the
removed by smooth grinding or machining as discretion of IRS.
long as the thickness of the material remains
within the tolerances given in 2.4. 2.10.3 For batch acceptance of 5xxx-alloys in
the H116 and H321 tempers, metallographic
2.10 Corrosion testing examination of one sample selected from mid
width at one end of a coil or random sheet or
2.10.1 Rolled 5xxx-alloys of type 5083, 5383, plate is to be carried out. The microstructure of
5059, 5086 and 5456 in the H116 and H321 the sample is to be compared to the reference
tempers intended for use in marine hull photomicrograph of acceptable material in the
construction or in marine applications where presence of the Surveyor. A longitudinal section
frequent direct contact with seawater is perpendicular to the rolled surface is to be
expected, are to be corrosion tested with prepared for metallographic examination under
respect to exfoliation and intergranular corrosion the conditions specified in ASTM B928, Section
resistance. 9.6.1. If the microstructure shows evidence of
continuous grain boundary network of
2.10.2 The manufacturers are to establish the aluminium-magnesium precipitate in excess of
relationship between microstructure and the reference photomicrographs of acceptable
resistance to corrosion when the above alloys material, the batch is either to be rejected or
are approved. A reference photomicrograph tested for exfoliation-corrosion resistance and
taken at 500x under the conditions specified in intergranular corrosion resistance subject to the
ASTM B928, Section 9.4.1, is to be established agreement of the Surveyor. The corrosion tests
for each of the alloy-tempers and relevant are to be in accordance with ASTM G66 and
thickness ranges. The reference photographs G67 or equivalent standards. Acceptance
are to be taken from samples which have criteria are as noted below:
exhibited no evidence of exfoliation corrosion
and a pitting rating of PB or better, when i) The sample is to exhibit no evidence of
subjected to the test described in ASTM G66 exfoliation corrosion
“Standard test method for visual assessment of ii) The pitting rating of the sample is to be
exfoliation, corrosion susceptability of 5xxx PB or better when subjected to ASTM
series aluminium alloys” (ASSET Test). The G66 ASSET test
samples are also to have exhibited resistance iii) The sample is to exhibit resistance to
to intergranular corrosion at a mass loss not intergranular corrosion at a mass loss
2
greater than 15 [mg/cm ], when subjected to no greater than 15 [mg/cm2] when
tests described in ASTM G67 “Standard test subjected to ASTM G67 NAMLT test.
method for determining the susceptibility to
intergranular corrosion of 5xxx series aluminium If the results from testing satisfy the acceptance
alloys by mass loss after exposure to nitric acid” criteria the batch is accepted, else it is to be
(NAMLT). Upon satisfactory establishment of rejected.
2.11.2 The test samples are to be taken - For the products with a nominal weight
of less than 1 [kg/m], one tensile test
- at one third of the width from a specimen is to be taken from each 1000
longitudinal edge of rolled products. [kg], or fraction thereof, in each batch.
For nominal weights between 1 and 5
- in the range 1/3 to 1/2 of the distance [kg/m], one tensile test specimen is to
from the edge to the centre of the be taken from each 2000 [kg] or fraction
thickest part of extruded products. hereof, in each batch. If the nominal
weight exceeds 5 [kg/m], one tensile
2.11.3 Test samples are to be taken so that the test specimen is to be taken for each
orientation of test specimens is as follows: 3000 [kg] of the product or fraction
thereof, in each batch.
a) Rolled products
2.13.2 Corrosion tests
Normally, tests in the transverse direction
are required. If the width is insufficient to For rolled plates of grade 5083, 5383, 5059 and
obtain transverse test specimen, or in the 5086 delivered in the tempers H116 or H321,
case of strain hardening alloys, tests in the one sample is to be tested per batch.
longitudinal direction will be permitted.
2.14 Retest procedures
b) Extruded products
2.14.1 When the tensile test from the first piece
The extruded products are tested in selected in accordance with Sec.11 fails to meet
longitudinal direction. the requirements, two further tensile tests may
be made from the same piece. If both of these
2.11.4 After removal of test samples, each test additional tests are satisfactory, this piece and
specimen is to be marked in order that its the remaining pieces from the same batch may
original identity, location and orientation is be accepted.
maintained.
2.14.2 If one or both the additional tests referred to be reduced by more than 20 per cent. The
to above are unsatisfactory, the piece is to be welding is to be carried out by approved
rejected, but the remaining material from the welders. The weld is to be ground flush with the
same batch may be accepted provided that two surrounding piece surface. Before repair welding
of the remaining pieces in the batch selected in is commenced and after grinding the weld bead,
the same way, are tested with satisfactory suitable non destructive testing may be required
results. If unsatisfactory results are obtained at the discretion of the Surveyor.
from either of these two pieces then the batch of
material is to be rejected. 2.17 Identification
2.14.3 In the event of any material bearing the 2.17.1 The manufacturer is to adopt a system of
Classification Society's brand failing to comply identification which will ensure that all finished
with the test requirements, the brand is to be material in a batch presented for test is of the
unmistakably defaced by the manufacturer. same nominal chemical composition.
2.15 Visual and non-destructive examination 2.17.2 Products are to be clearly marked by the
manufacturer in accordance with the
2.15.1 Surface inspection and verification of requirements of Ch.1. The following details are
dimensions are the responsibility of the to be shown on all materials which have been
manufacturer, and acceptance by the Surveyors accepted:
of material later found to be defective shall not
absolve the manufacturer from this a) Manufacturer's name or trade mark;
responsibility.
b) Grade of alloy;
2.15.2 In general, the non-destructive
examination of materials is not required for c) Identification mark which will enable the full
acceptance purposes. Manufacturers are history of the item to be traced;
expected, however to employ suitable methods
of non-destructive examination for the general d) Abbreviated designation of temper condition
maintenance of quality standards. in accordance with para 2.6;
2.15.3 For applications where the non- e) Personal stamp of the Surveyor responsible
destructive examination of materials is for the final inspection and also IRS’s
considered to be necessary, the extent of this stamp.
examination, together with appropriate
acceptance standards, are to be agreed f) Tempered grades that are corrosion tested
between the purchaser, manufacturer and in accordance with 2.12 are to be marked
Surveyor. “M” after the temper condition, e.g. 5083
H321 M.
2.16 Rectification of defects
2.17.3 When extruded products are bundled
2.16.1 Local surface defects may be removed together or packed in crates for delivery, the
by machining or grinding, provided the thickness marking specified in para 2.17.2 are to be
of the material remains within the tolerances affixed by a securely fastened tag or label.
given in para 2.4. The extent of repairs is to be
agreed upon with the Surveyor, and all repairs 2.18 Certification
are to be carried out under Surveyor's
supervision, unless otherwise arranged. 2.18.1 Each test certificate or shipping
statement is to include the following particulars :
2.16.2 Surface defects which cannot be dealt
with as in 2.12.1 are not allowed to be repaired, a) Purchaser's name and order number;
unless it can be ensured that repair by welding
does not affect the strength and stability of the b) Contract number;
piece for the intended purpose. Any case of
repair by welding is to be specified in detail for c) Address to which material is to be
consideration and approval by the Surveyor. dispatched;
Prior to any such repair welding, the defect is to
be removed by machining or grinding. After d) Description and dimensions;
complete removal of the defect and before
welding the thickness of the piece at no place is e) Specification or grade of alloys;
f) Identification mark which will enable the full j) Corrosion test results (if any).
history of the item to be traced;
2.18.2 Where the alloy is not produced at the
g) Chemical composition; works at which it is wrought, a certificate is to be
supplied by the Manufacturer of the alloy stating
h) Mechanical test results (Not required on the cast number and chemical composition. The
shipping statement); works at which alloys are produced must be
approved by IRS.
i) Details of heat treatment, where applicable;
and
Section 3
3.1.1 Provision is made in this section for 3.3.1 All castings are to be free from surface or
aluminium alloy castings intended for use in the internal defects which would be prejudicial to
construction of ships, ships for liquid chemicals their proper application in service.
and other marine structures, liquefied gas piping
systems where the design temperature is not 3.4 Chemical composition
lower than minus 165°C. These materials should
not be used for piping outside cargo tanks 3.4.1 The chemical composition of a sample
except for short lengths of pipes attached to from each cast is to comply with the
cargo tanks in which case fire resisting requirements given in Table 3.4.1. Suitable grain
insulation should be provided. refining elements may be used at the discretion
of the Manufacturer. The content of such
3.1.2 Castings are to be manufactured and elements is to be reported in ladle analysis.
tested in accordance with Ch.1 and Ch.2 and
also with the requirements of this Section. 3.4.2 Where it is proposed to use alloys not
specified in Table 3.4.1 details of chemical
3.1.3 As an alternative to 3.1.2, castings which composition, heat treatment and mechanical
comply with National/International and properties are to be submitted for approval.
proprietary specifications may be accepted
provided that these specifications give 3.4.3 When a cast is wholly prepared from
reasonable equivalence to the requirements of ingots for which an analysis is already available,
this Section or are approved for a specific and provided that no significant alloy additions
application. Generally survey and certification are made during melting, the ingot maker's
are to be carried out in accordance with the certified analysis can be accepted subject to
requirements of Ch.1. occasional checks as required by the Surveyor.
3.2 Manufacture
Grade
Alloy Element %
AlMg3 AlSi12 AlSi10Mg AlSi7 High purity
Copper 0.1 max 0.1 max. 0.1 max. 0.1 max.
Magnesium 2.5 - 4.5 0.1 max. 0.15 - 0.4 0.25 - 0.45
Silicon 0.5 max. 11.0 - 9.0 - 11.0 6.5 - 7.5
13.5
Iron 0.5 max. 0.7 max. 0.6 max. 0.2 max.
Manganese 0.6 max. 0.5 max. 0.6 max. 0.1 max.
Zinc 0.2 max. 0.1 max. 0.1 max. 0.1 max.
Chromium 0.1 max. - - -
Titanium 0.2 max. 0.2 max. 0.2 max. 0.2 max.
Others
each 0.05 max. 0.05 max. 0.05 max. 0.05 max.
Total 0.15 max. 0.15 max. 0.15 max. 0.15 max.
Aluminium Remainder Remainder Remainder Remainder
3.6.1 At least one tensile specimen is to be 3.6.5 The results of all tensile tests are to
tested from each cast, where heat treatment is comply with the appropriate requirements given
involved, for each treatment batch from each in Table 3.6.1 and/or Table 3.6.2.
cast. Where continuous melting is employed 500
Table 3.6.1 : Minimum mechanical properties for acceptance purpose of sand cast and
investment cast reference test pieces
3.7.2 The accuracy and verification of 3.9.1 Where required by the relevant
dimensions are the responsibility of the construction rules, castings are to be pressure
manufacturer, unless otherwise agreed. tested before final acceptance. Unless otherwise
agreed, these tests are to be carried out in the
3.7.3 Before acceptance, all castings are to be presence and to the satisfaction of the Surveyor.
presented to the Surveyor for visual
examination. 3.10 Identification
3.8.2 Where appropriate, repair by welding may 3.10.2 All castings which have been tested and
be accepted at the discretion of the Surveyor. inspected with satisfactory results are to be
clearly marked with following details :
3.11 Certification
a) Identification number, cast number or other
numbers which will enable the full history of 3.11.1 The manufacturer is to provide the
the casting to be traced; Surveyor with a written statement giving the
following particulars for each casting or batch of
b) IR and the abbreviated name of local office castings which have been accepted :
of IRS;
a) Purchaser name and order number;
c) Personal stamp of the surveyor responsible
for the inspection; b) Description of castings and alloy type;
3.10.3 Where small castings are manufactured e) General details of heat treatment where
in large numbers, modified arrangements for applicable;
identification may be specially agreed with the
Surveyor. f) Results of mechanical tests; and
Section 4
4.1.2 Each design is to be separately approved 4.3 Visual and non-destructive examination
by IRS.
4.3.1 Each composite plate is to be subjected to
4.2 Manufacture 100 per cent visual and ultrasonic examination
in accordance with a relevant National/
4.2.1 Transition joints are to be manufactured by International standard to determine the extent of
an approved producer in accordance with an any unbounded areas. The unbounded areas
approved specification which is to include the are unacceptable and any such area and the
maximum temperature allowable at the interface surrounding 25 [mm] area is to be discarded.
during welding.
4.4 Mechanical tests
4.2.2 The aluminium material is to comply with
the requirements of Sec.1 and the steel is to be 4.4.1 Two shear test specimens and two tensile
of an appropriate grade complying with the test specimens are to be taken from each end of
requirements of Ch.3. each composite plate for tests to be made on
bond strength. One shear and one tensile test
4.2.3 Alternative materials which comply with specimen from each end are to be tested at
International, National or proprietary ambient temperature after heating to the
specifications may be accepted provided that maximum allowable interface temperature; the
they give reasonable equivalence to the other two specimens are to be tested without
requirements of 4.2.2 or are approved for a heat treatment.
specific application.
Table 4.4.1 : Bend tests on explosion bonded aluminium / steel transition joints
Type of test Minimum bend, degrees Diameter of former
Aluminium in tension 90 3T
Steel in tension 90 3T
Side bend 90 6T
4.5 Identification
b) The contract number for which the material
4.5.1 Each acceptable transition strip is to be is intended, if known;
clearly marked with IRS brand IR and the
following particulars : c) Address to which the material is dispatched;
4.6.1 Each test certificate or shipping statement h) Mechanical test results (not required on the
is to include the following particulars : shipping statement).
End of Chapter
Chapter 10
Equipment
Contents
Section
1 Anchors
2 Stud Link Chain Cables
3 Short Link Chain Cables
4 Steel Wire Ropes
5 Offshore Mooring Chains
Section 1
Anchors
- the clearance either side of the shank within c) For high holding power anchors - a nominal
the shackle jaws is not to be more than 3 mass equal to 1.33 times the actual mass of
[mm] for anchors upto 3000 [kg] mass, 4 the anchor;
[mm] for anchors upto 5000 [kg] mass, 6
[mm] for anchors upto 7000 [kg] mass and d) For super high holding power anchors - a
12 [mm] for larger anchors. nominal mass equal to 2.0 times the actual
mass of the anchor.
- the shackle pin is to be push fit in the eyes
of the shackle, which are to be chamfered 1.4.3 The proof load is to be applied on the arm
on the outside to ensure tightness when the or on the palm at a spot which, measured from
pin is clenched over. The shackle pin to hole the extremity of the bill, is one-third of the
clearance is not to be more than 0.5 [mm] distance between it and the centre of the crown.
for pins upto 57 [mm] and not more than 1
[mm] for pins of larger diameter In the case of the stockless anchors, both arms
are to be tested at the same time, first on one
- the anchor crown pin is to be snug fit within side of the shank, then reversed and tested on
the chamber and long enough to prevent the other.
horizontal movement. The gap is not to be
more than 1% of the chamber length. 1.4.4 Before application of proof test load the
anchors are to be examined to be sure that
- The lateral movement of the shank should castings are reasonably free of surface
not exceed 3 degrees. imperfections of harmful nature.
1.4 Proof test of anchors On completion of the proof load tests the
anchors are to be examined for cracks and other
1.4.1 Anchors of all sizes are to be proof load defects and for anchors made in more than one
tested with the load specified in Table 1.4.1. piece, the anchors are to be examined for free
Anchors having a mass of 75 [kgs] or more rotation of their heads over the complete angle.
inclusive of stock (56 [kgs] in case of high
holding power anchors) are to be tested at a In every test the difference between the gauge
proving establishment recognized by IRS. lengths (shown in Fig.1.4.4), where one-tenth of
the required load was applied first and where
1.4.2 The proof test load is to be as given in the load has been reduced to one-tenth of the
Table 1.4.1. The mass to be used in the Table is required load from the full load, is not to exceed
to be as follows:- one percent (1%).
a) For stockless anchors - the total mass of the 1.4.5 In addition to the requirements given in
anchor; this Chapter attention must be given to any
relevant statutory requirements of the National
b) For stocked anchors - the mass of the Authority of the country in which the ship is to be
anchor excluding the stock; registered.
Mass of anchor Proof test load Mass of anchor Proof test load Mass of anchor Proof test load
[kg] [kN] [kg] [kN] [kg] [kN]
(1) (2) (3) (4) (5) (6)
50 23.2 2000 349.0 7000 804.0
55 25.2 2100 362.0 7200 818.0
60 27.1 2200 376.0 7400 832.0
65 28.9 2300 388.0 7600 845.0
70 30.7 2400 401.0 7800 861.0
75 32.4 2500 414.0 8000 877.0
80 33.9 2600 427.0 8200 892.0
90 36.3 2700 438.0 8400 908.0
100 39.1 2800 450.0 8600 922.0
120 44.3 2900 462.0 8800 936.0
140 49.0 3000 474.0 9000 949.0
160 53.3 3100 484.0 9200 961.0
180 57.4 3200 495.0 9400 975.0
200 61.3 3300 506.0 9600 987.0
225 65.8 3400 517.0 9800 998.0
250 70.4 3500 528.0 10000 1010.0
275 74.9 3600 537.0 10500 1040.0
300 79.5 3700 547.0 11000 1070.0
325 84.1 3800 557.0 11500 1090.0
350 88.8 3900 567.0 12000 1110.0
375 93.4 4000 577.0 12500 1130.0
400 97.9 4100 586.0 13000 1160.0
425 103.0 4200 595.0 13500 1180.0
450 107.0 4300 604.0 14000 1210.0
475 112.0 4400 613.0 14500 1230.0
500 116.0 4500 622.0 15000 1260.0
550 125.0 4600 631.0 15500 1270.0
600 132.0 4700 638.0 16000 1300.0
650 140.0 4800 645.0 16500 1330.0
700 149.0 4900 653.0 17000 1360.0
750 158.0 5000 661.0 17500 1390.0
800 166.0 5100 669.0 18000 1410.0
850 175.0 5200 677.0 18500 1440.0
900 182.0 5300 685.0 19000 1470.0
950 191.0 5400 691.0 19500 1490.0
1000 199.0 5500 699.0 20000 1520.0
1050 208.0 5600 706.0 21000 1570.0
1100 216.0 5700 713.0 22000 1620.0
1150 224.0 5800 721.0 23000 1670.0
1200 231.0 5900 728.0 24000 1720.0
1250 239.0 6000 735.0 25000 1770.0
1300 247.0 6100 740.0 26000 1800.0
1350 255.0 6200 747.0 27000 1850.0
1400 262.0 6300 754.0 28000 1900.0
1450 270.0 6400 760.0 29000 1940.0
1500 278.0 6500 767.0 30000 1990.0
1600 292.0 6600 773.0 31000 2030.0
1700 307.0 6700 779.0 32000 2070.0
1800 321.0 6800 786.0 34000 2160.0
1900 335.0 6900 794.0 36000 2250.0
Mass of anchor Proof test load Mass of anchor Proof test load Mass of anchor Proof test load
[kg] [kN] [kg] [kN] [kg] [kN]
(1) (2) (3) (4) (5) (6)
38000 2330.0 42000 2490.0 46000 2650.0
40000 2410.0 44000 2570.0 48000 2730.0
Proof loads for intermediate masses are to be determined by linear interpolation
Notes
2/3
Where ordinary anchors have a mass exceeding 48 000 [kg], the proof loads are to be taken as 2.059 (mass of anchor in kg)
[kN].
Where high holding power anchors have a mass exceeding 38 000 [kg], the proof loads are to be taken as 2.452 (actual mass of
2/3
anchor in kg) [kN].
1.5 Inspections and other tests 1.5.2 Drop test is to be carried out by dropping
each anchor component individually from a
1.5.1 Inspection and testing of anchor height of 4 [m] to an iron or steel slab. The iron
components is to be carried out as per the or steel slab should be able to resist the impact.
following: The component under test should not fracture.
a) Cast components are to be tested as per
1.5.3 Hammering test is to be carried on each
Test Programme A fluke and shank, after the drop test, by
hammering the component, hung clear off the
or ground using a non-metallic sling, with a
hammer of not less than 3 [kg] mass, to check
Test Programme B, where the Charpy V notch the soundness.
energy average of the cast material at 0°C is not
less than 27J. 1.5.4 Visual inspection is to be carried out of all
accessible surfaces after the proof load test.
b) Forged / fabricated components are to be
tested as per Test Programme B. 1.5.5 General non-destructive examination is to
be carried out, after proof load testing, as per
Test Programme A is to consist of Drop Test, Table 1.5.5.
Hammering Test, Visual Inspection and General
NDE as described below. 1.5.6 Extended non-destructive examination is
to be carried out, after proof load testing, as per
Test Programme B is to consist of Visual Table 1.5.6.
Inspection, general NDE and Extended NDE as
described in 1.5.5 and 1.5.6 below.
Table 1.5.6 : Extended NDE for ordinary, HHP and SHHP anchors
1.6.1 All identification marks are to be stamped f) Personal stamp of Surveyor responsible for
on one side of the anchor, on the shank and the inspection.
fluke, at locations reserved solely for this
purpose. g) Manufacturer’s mark
1.6.2 The following details are to be marked on h) Unique cast identification number of shank
all the anchors:- and fluke, if applicable.
a) IR and abbreviated name of local office of 1.6.3 In addition to the markings detailed in
IRS issuing the certificate; 1.6.2, each important part of the anchor is to be
plainly marked with the words 'forged steel' or
b) Number of the certificate; 'cast steel' as appropriate.
d) Mass (also the letters 'HHP/SHHP', when 1.7.1 Anchors are to be painted only on
approved for as high holding power completion of all inspections and tests.
anchor/super high holding power anchor);
Section 2
provided that all of the final link parts fit shown in Fig.2.4.1. For smaller diameters the
together properly; test specimens are to be taken as close as
possible to these positions.
c) Studs must be located in the links centrally
and at right angles to the sides of the link, 2.4.6 The cross-sectional area of the tensile test
2
although the studs at each end of any length specimen is to be not less than 150 [mm ].
may also be located off-centre to facilitate Alternatively, the tensile test specimen may be a
the insertion of the joining shackle. The suitable length of bar tested in full cross-section.
following tolerances are regarded as being
inherent in the method of manufacture and 2.4.7 The impact test specimens are to be
will not be objected to provided the stud fits notched in the radial direction as shown in
snugly and its ends lie practically flush Fig.2.4.1.
against the inside of the link.
2.4.8 The results of all the mechanical testing
Maximum off- 10 per cent of the are to comply with the requirements of Table
centre distance 'X' nominal diameter d 2.4.1.
Maximum deviation 4°
"α" from the 90° 2.4.9 The average value obtained from one set
position of three impact test specimens is to comply with
the requirements given in Table 2.4.1. One
The tolerances are to be measured in individual value only may be below the specified
accordance with Fig.2.3.7. average value provided it is not less than 70% of
that value.
2.3.3 The following tolerances are applicable to
accessories : If the Charpy V-notch impact test requirements
are not achieved, a retest of three further
Nominal diameter : + 5 per cent, - 0 per cent specimens selected from the same sample as
Other diameter : ± 2.5 per cent. per 1.10.2 of Chapter 1 shall be permissible.
Failure to meet the requirements will result in
2.4 Material for welded chain cables and rejection of the test unit represented unless it
accessories can be clearly attributable to improper simulated
heat treatment.
2.4.1 Bar material intended for the manufacture
of welded chain cables is to be in accordance If the tensile test requirements are not achieved,
with the appropriate requirements of Ch.3. a retest of two further specimens selected from
Rimming steel is not acceptable for this the same sample shall be permissible. Failure to
application. meet the specified requirements in either of the
additional tests will result in rejection of the test
2.4.2 Bars of the same nominal diameter are to unit represented unless it can be clearly
be presented for test in batches of 50 tonnes or attributable to improper simulated heat
fraction thereof from the same cast. A suitable treatment.
length from one bar in each batch is to be
selected for test purposes. 2.4.10 If failure to pass the tensile test or the
Charpy V-notch impact test is definitely
2.4.3 In order to evaluate the suitability of the attributable to improper heat treatment of the
bar material the sample selected from each test sample, a new test sample may be taken
batch is to be tested in a heat treatment from the same piece and re-heat treated. The
condition equivalent to that of the finished chain complete test (both tensile and impact test) is to
cable and accessories. For this purpose only the be repeated and the original results obtained
sample need be heat treated. may be disregarded.
2.4.4 For all grades, one tensile test is to be 2.4.11 The chemical composition of the steel
taken from each sample selected. Additionally bars is to be generally within the limits given in
one set of three Charpy V-notch impact test Table 2.4.2.
specimens is to be prepared and tested as
required in Table 2.4.1. 2.4.12 The tolerances on diameter and
roundness of rolled steel bars are to be within
2.4.5 Where the dimensions allow, the test the limits specified in Table 2.4.3 unless
specimens are to be taken at approximately otherwise agreed.
one-third of the radius from the outer surface as
Table 2.4.1 : Mechanical properties of rolled steel bars for acceptance purposes
1 The impact test of grade CC2 material may be waived, if the chain is to be supplied in a heat treated
condition as per Table 2.9.1.
Chemical Composition
Designation C Si Mn P S Al (Total)1
max. max. max. min.
Grade CC1 0.20 0.15 - 0.35 min. 0.40 0.040 0.040 -
Grade CC22 0.24 0.15 - 0.55 max. 1.60 0.035 0.035 0.020
Grade CC3 3 To be specially considered in each case
NA = Not Applicable.
c) The welds, preferably in the horizontal requirements of this Chapter, attention must be
position, are to be executed by qualified given to any relevant statutory requirements of
welders using suitable welding the National Authority of the country in which the
consumables; ship is to be registered.
d) All the welds are to be completed before the 2.9.2 Each length of chain is to be subjected to
final heat treatment of the chain cable; and a proof loading test in an approved testing
machine and is to withstand the load given in
e) The welds are to be free from defects liable Table 2.9.1 for the appropriate grade and size of
to impair the proper use of the chain. cable. On completion of the test, each length of
cable is to be examined and is to be free from
2.9 Testing of completed chain cables significant defects.
2.9.1 Finished chain cables are to be tested in Should a proof load test fail, the defective link(s)
the presence of a Surveyor, at a proving is (are) to be replaced, a local heat treatment to
establishment recognized by IRS. For this be carried out on the new link(s) and the proof
purpose the chain cables must be free from load test is to be repeated. In addition, an
paint and anti-corrosive media. Special attention investigation is to be made to identify the cause
would be given to the visual inspection of the of the failure.
flash-butt-weld, if present. In addition to the
Table 2.9.1 : Formulae for proof load and breaking load tests
Table 2.9.2 : Number of mechanical test specimens for finished chain cables and accessories
NR = Not required
NA = Not applicable
2.9.3 Sample lengths comprising of at least 2.9.7 An additional link (or where the links are
three links are to be taken from every four small, several links) for mechanical test
lengths or fraction of chain cables and tested at specimen removal is to be provided in a length
the breaking loads given in Table 2.9.1. The of chain cable not containing the specimen for
breaking load is to be maintained for a minimum the breaking test. The specimen link must be
of 30 seconds. The links concerned are to be manufactured and heat treated together with the
made in a single manufacturing cycle together length of chain cable.
with the chain cable and must be welded and
heat treated together with it. Only after this 2.10 Accessories for chain cables
these may be separated from the chain cable in
the presence of the Surveyor. 2.10.1 End and joining shackles, attachment
links, adapter pieces, swivels and other fittings
2.9.4 Where a breaking load test specimen fails, are to be subjected to the proof and breaking
a further specimen is to be cut from the same loads appropriate to the grade and size of cable
length of cable and subjected to test. If this re- for which they are intended in accordance with
test fails, the length of cable from which it was the requirements of Table 2.9.1.
taken is to be rejected. When this test is also
representative of other lengths, each of the 2.10.2 The breaking load is to be applied to at
remaining lengths in the batch is to be least one item out of every 25 (one in 50 for
individually tested and is to meet the lugless shackles). The items need not
requirements of the breaking load test. necessarily be representative of each heat of
steel or individual purchase order. Enlarged
2.9.5 For large diameter cables where the links and end links need not be tested provided
required breaking load is greater than the that they are manufactured and heat treated
capacity of the testing machines, special together with the chain cable. The tested item is
consideration will be given to acceptance of to be destroyed and not used as part of an outfit,
other alternative testing procedure. in general. However, the accessories, which
have been successfully tested at the prescribed
2.9.6 Mechanical test specimens required in breaking load appropriate to the chain, may be
Table 2.9.2 are to be taken from every four used in service at the discretion of IRS where
lengths in accordance with 2.9.7. For forged or the accessories are manufactured with the
cast chain cables where the batch size is less following:
than four lengths, the sampling frequency is to
be by heat treatment charge. Mechanical tests a) material having higher strength
are to be carried out in the presence of the characteristics than those specified for the
Surveyor. The test specimens and their location part in question (e.g. grade 3 material for
are to be according to 2.4.5 to 2.4.7 and accessories for grade 2 chain).
Fig.2.4.1. Testing and re-testing are to be
carried out as given in 2.4.9. b) or alternatively, same grade material as the
chain but with increased dimensions and it
is verified by procedure tests that such tensile test specimen and the Charpy V-notch
accessories are so designed that the impact test specimens are to be taken in
breaking strength is not less than 1.4 times accordance with Table 2.9.2. Mechanical tests
the prescribed breaking load of the chain for are to be carried out in the presence of the
which they are intended. Surveyor. Location of test specimens and test
procedure are to be as given in 2.4.5 to 2.4.7
2.10.3 The breaking load test may be waived if – and Fig.2.4.1. Testing / re-testing is to be carried
out as per 2.4.9. Enlarged links and end links
a) The breaking load has been demonstrated need not be tested provided they are
on the occasion of the approval testing of manufactured and heat treated together with the
parts of the same design, and chain cable.
2.10.4 Unless otherwise specified, the forging or a) IR and the abbreviated name of the local
casting must at least comply with the office of IRS issuing the certificate;
mechanical properties given in Table 2.9.3, b) Number of certificate;
when properly heat treated. For test sampling, c) Date of test;
forgings or castings of similar dimensions d) Proof load and grade of chain;
originating from the same heat treatment charge e) Personal stamp of the Surveyor responsible
and the same heat of steel are to be combined for inspection.
into one test unit. From each test unit, one
Section 3
3.2.2 For chain of diameter less than 12.5 [mm], 3.2.7 The total elongation of the breaking load
other than steering chains, the manufacturer's sample at fracture, expressed as a percentage
tests will be accepted. of the original inside length of the sample after
proof loading, is to be not less than 20 per cent.
Table 3.2.1 : Mechanical test requirements for short link chain cables
Section 4
4.1 General
4.2 Materials
4.1.1 Steel wire ropes are to be manufactured at
Works approved by IRS. 4.2.1 The wire used in the manufacture of the
rope is to be drawn from steel made in
4.1.2 The wire ropes are to be of six strand type accordance with the requirements of Ch.3.
with minimum of 16 wires in each strand. In
addition to complying with the requirements of
this Chapter, the details regarding form of Table 4.2.1 : Torsion test - Speed of testing
construction and minimum breaking strength are
to be in accordance with IS: 2266-1989. Diameter of Maximum speed of
Alternative type of wire ropes will be specially coated wire [mm] testing twists per minute
considered on the basis of an equivalent < 1.5 90
breaking load and the suitability of the ≥ 1.5 < 3.0 60
construction for the purpose intended. ≥ 3.0 < 4.0 30
4.1.3 It is recommended that the wire ropes 4.2.2 The tensile strength is generally to be
intended for stream wires, towlines and mooring within the ranges 1420 to 1570 [N/mm2]; 1570 to
lines be of fiber core construction and wire ropes 1770 [N/mm2] or 1770 to 1960 [N/mm2].
for towlines and mooring lines used in
association with mooring winches be of wire
rope core.
4.3.2 The uniformity of the zinc coating is to be diameter of the mandrel and that of the wire is to
determined by a dip test carried out in be as in Table 4.3.2. After wrapping on the
accordance with the requirements of a appropriate mandrel the zinc coating is to have
recognized standard. neither flaked nor cracked to such an extent that
any zinc can be removed by rubbing with bare
4.3.3 The adhesion of the coating is to be tested fingers.
by wrapping the wire round a cylindrical mandrel
for 10 complete turns. The ratio between the
Coating Diameter coated wire [mm] Max. ratio of mandrel to wire diameter
Grade 1 and 2 < 1.5 4
≥ 1.5 6
Grade 3 < 1.5 2
≥ 1.5 3
4.4 Test on completed ropes 4.4.2 The actual breaking load is not to be less
than that given in the appropriate approved
4.4.1 The breaking load is to be determined by standard.
testing to destruction a sample cut from the
completed rope. This sample is to be of 4.5 Identification
sufficient length to provide a clear test length of
at least 36 times the rope diameter between the 4.5.1 All completed ropes are to be identified
grips. with attached labels detailing the rope type,
diameter and length.
Section 5
5.1.1 Following requirements apply to the 5.2.1 Depending on the nominal tensile strength
materials, design, manufacture and testing of of the steels used for manufacture, chains are
offshore mooring chain and accessories subdivided into five grades, namely R3, R3S,
intended to be used for application such as: R4, R4S and R5.
mooring of mobile offshore drilling units,
mooring of floating production units, mooring of 5.2.2 Manufacturers propriety specifications for
offshore loading systems and mooring of gravity R4S and R5 may vary subject to design
based structures during fabrication. conditions and acceptance of IRS.
5.1.2 Mooring equipment covered by these 5.2.3 Each Grade is to be individually approved.
requirements are common stud and studless Approval for a higher grade does not constitute
links, connecting common links (splice links), approval of a lower grade.
enlarged links, end links, detachable connecting
links (shackles), end shackles, swivels and 5.3 Approval of chain manufacturers
swivel shackles.
5.3.1 Offshore mooring chain are to be
5.1.3 Studless link chain is normally to be manufactured only by works approved by IRS.
deployed only once, being intended for long- For this purpose approval tests are to be carried
term permanent mooring systems with pre- out, the scope of which is to include proof and
determined design life. breaking load tests, measurements and
mechanical tests including fracture mechanics f) proof and break loading including
tests. method/machinery, means of horizontal
support (if applicable), method of
5.3.2 Manufacturers are to submit for review and measurement and recording;
approval the sequence of all operations from
receiving inspection of raw materials to the g) non-destructive examination procedures.
shipment of finished products along with details
of the following manufacturing processes: h) the manufacturer’s surface quality
requirement of mooring components.
a) bar heating and bending including the
method, temperatures, temperature control 5.3.3 For initial approval CTOD (Crack Tip
and recording; Opening Displacement) tests are to be carried
out on the particular mooring grade of material.
b) flash welding including current, force, time CTOD tests are to be conducted in accordance
and dimensional variables as well as control with a recognized standard such as BS 7448
and recording of parameters; Parts 1 and 2. The CTOD test piece is to be a
standard 2 x 1 single edge notched bend piece,
c) flash removal including method and test location as shown in Fig.5.3.1. The
inspection; minimum test piece size is to be 50 x 25 [mm]
for chain diameter less than 120 [mm] and 80 x
d) stud insertion method for stud link chain; 40 [mm] for diameter 120 [mm] and above.
CTOD specimens are to be taken from both the
e) heat treatment including furnace types, side of the link containing the weld and from the
means of specifying, controlling and opposite side. Three links are to be selected for
recording of temperature and chain speed testing, i.e, a total of six CTOD specimens. The
and allowable limits, quenching bath and tests are to be taken at minus 20°C and meet
agitation, cooling method after exit; the minimum values indicated below:
5.3.4 Calibration of furnaces is to be verified by For Grade R4, R4S and R5 chain the steel is to
measurement and recording of a calibration test contain a minimum of 0.20 per cent
piece with dimensions equivalent to the molybdenum.
maximum size of link manufactured.
Thermocouples are to be placed both on the 5.5.3 A heat treatment sensitivity study
surface and in a drilled hole located at the mid simulating chain production conditions is to be
thickness position of the calibration block. applied in order to verify mechanical properties
and establish limits for temperature and time
5.3.5 For R4S and R5 chain and accessories, combinations. All test details and results are to
prior to approval, the manufacturer is to have be submitted to IRS.
undertaken experimental tests or have relevant
supporting data to develop the chain and 5.5.4 The bar manufacturer is to provide
accessory material. The tests and data may evidence that the manufacturing process
include: fatigue tests, hot ductility tests (no produces material that is resistant to strain
internal flaws are to develop whilst bending in ageing, temper embrittlement and for R3S, R4,
the link forming temperature range), welding R4S and R5, hydrogen embrittlement. All test
parameter research, heat treatment study, strain details and results are to be submitted to IRS.
age resistance, temper embrittlement study,
stress corrosion cracking (SCC) data and 5.6 Approval of forge shops and foundries -
hydrogen embrittlement (HE) study, using slow accessories
strain test pieces in hydrated environments.
Reports indicating the results of experimental 5.6.1 Forge shops and foundries intending to
tests are to be submitted. supply finished or semi-finished accessories are
to be approved by IRS. A description of
5.4 Approval of quality system at chain and manufacturing processes and process controls
accessory manufacturers is to be submitted to IRS. The scope of approval
is to be approved by IRS. The approval is to be
5.4.1 Chain and accessory manufacturers are to limited to a nominated supplier of forged or cast
have a documented and effective quality system material. If an accessory manufacturer wishes to
approved by IRS. The provision of such a quality use material from a number of suppliers, a
system is required in addition to, and not in lieu separate approval must be carried out for each
of, the witnessing of tests by a Surveyor as supplier.
specified in 5.7 to 5.14.
5.6.2 Approval will be given only after successful
5.5 Approval of steel mills - rolled bar testing of the completed accessory. The
approval will normally be limited to the type of
5.5.1 Bar material intended for chain and accessory and the designated mooring grade of
accessories are to be manufactured only by material upto the maximum diameter or
works approved by IRS. The approval is limited thickness equal to that of the completed
to a nominated supplier of bar material. If a accessory used for qualification. Qualification of
chain manufacturer wishes to use material from accessory pins to maximum diameters is also
a number of suppliers, separate approval tests required. Individual accessories of complex
must be carried out for each supplier. geometries will be specially considered.
Approval will be given only after successful 5.6.3 For forgings – The forging reduction ratio,
testing of the completed chain. The approval will used in the qualification tests, from cast ingot /
normally be limited upto the maximum diameter slab to forged component is to be recorded. The
equal to that of the chain diameter tested. The forging reduction ratio used in production can be
rolling reduction ratio is to be recorded and is to higher, but should not be lower than that
be at least 5:1. The rolling reduction ratio used qualified.
in production can be higher, but should not be
lower than that qualified. 5.6.4 The forge shop or foundry is to submit a
specification of chemical composition of the
5.5.2 The bar manufacturer is to submit a forged or cast material, which must be approved
specification of the chemical composition of the by IRS. For Grade R4, R4S and R5 chain the
bar material, which must be approved by IRS steel should contain a minimum of 0.20 per cent
and by the chain manufacturer. molybdenum.
5.6.5 Forges and foundries are to provide quantified and assessed to be sure inclusion
evidence that the manufacturing process levels are acceptable for the final product.
produces material that is resistant to strain
ageing, temper embrittlement and for R4S and b) A sample from each heat is to be macro
R5 grades, hydrogen embrittlement. A heat etched according to ASTM E381 or equivalent to
treatment sensitivity study simulating accessory be sure there is no injurious segregation or
production conditions shall be applied in order to porosity.
verify mechanical properties and establish limits
for temperature and time combinations. (Cooling c) Jominy hardenability data, according to ASTM
after tempering shall be appropriate to avoid A255, or equivalent, is to be supplied with each
temper embrittlement). All test details and heat.
results are to be submitted to IRS.
5.7.2 Chemical composition
5.6.6 For initial approval CTOD tests are to be
carried out on the particular mooring grade of For acceptance tests, the chemical composition
material. Three CTOD tests are to be tested in of ladle samples of each heat is to be
accordance with a recognized standard such as determined by the bar manufacturer and is to
BS 7448 Parts 1 and 2. The CTOD test piece is comply with the approved specification (see
to be a standard 2 x 1 single edge notched bend 5.5.2).
specimen taken from the quarter thickness
location. The minimum test piece size shall be 5.7.3 Mechanical tests
50 x 25 [mm] for chain diameters less than 120
[mm] and 80 x 40 [mm] for diameters 120 [mm] .1 Bars of the same nominal diameter are
and above. The tests are to be taken at minus to be presented for test in batches of 50 tonnes
20°C and the results submitted for review. or fraction thereof from the same heat. Test
specimens are to be taken from material heat
5.6.7 Calibration of furnaces shall be verified by treated in the same manner as intended for the
measurement and recording of a calibration test finished chain.
piece with dimensions equivalent to the
maximum size of link manufactured. .2 Each heat of Grade R3S, R4, R4S and
Thermocouples are to be placed both on the R5 steel bars is to be tested for hydrogen
surface and in a drilled hole located to the mid embrittlement. In case of continuous casting,
thickness position of the calibration block. test samples representing both the beginning
and the end of the charge are to be taken. In
5.6.8 For R4S and R5 refer to additional case of ingot casting, test samples representing
requirements in 5.3.5. two different ingots are to be taken.
5.7 Rolled steel bars a) Two tensile test specimens are to be taken
from the central region of bar material which
5.7.1 Steel manufacture has been subjected to the heat treatment
cycle intended to be used in production.
5.7.1.1 The steels are to be manufactured by The specimens are to preferably have a
basic oxygen, electric furnace or such other diameter of 20 mm, alternatively 14 mm.
process as may be specially approved. All steels One specimen is to be tested within max. 3
are to be killed and fine grain treated. The hours (1 1/2 hours for 14 mm diameter
austenitic grain size is to be 6 or finer in specimen) after machining. Where this is
accordance with ASTM E112. not possible, the specimen is to be cooled to
-60°C immediately after machining and kept
5.7.1.2 Steel for bars intended for R4S and R5 at that temperature for a period of maximum
chain is to be vacuum degassed. 5 days.
5.7.1.3 For R4S and R5 the following The second specimen is to be tested after
information is to be supplied by the bar baking at 250°C for 4 hours (2 hours for 14
manufacturer to the mooring chain manufacturer mm diameter specimen).
and the results included in the chain
documentation: b) A slow strain rate < 0.0003 per second is to
be used during the entire test, until fracture
a) Each heat is to be examined for non-metallic occurs. (This is approx. 10 minutes for a 20
inclusions. The level of micro inclusions is to be mm diameter specimen).
Notes:
2 At the option of IRS the impact test of Grade R3 and R3S may be carried out at either 0°C or
minus 20°C.
3 Reduction of area of cast steel is to be for Grades R3 and R3S: min. 40%, for R4, R4S and R5 :
min. 35% (see 5.9.4).
5.8.1.2 Steel for forgings intended for R4S and 5.8.2 Chemical composition
R5 chain is to be vacuum degassed.
For acceptance tests, the chemical composition
5.8.1.3 For steel intended for R4S and R5 of ladle samples of each heat is to be
accessories the following information is to be determined by the bar manufacturer and is to
supplied by the steel manufacturer to the comply with the approved specification (see
mooring accessory manufacturer and the results 5.5.2).
included in the accessory documentation:
For test sampling, forgings of similar dimensions b) A sample from each heat is to be macro
(diameters do not differ by more than 25 mm) etched according to ASTM E381 or equivalent to
originating from the same heat treatment charge be sure there is no injurious segregation or
and the same heat of steel are to be combined porosity.
into one test unit. From each test unit one
tensile and three impact test specimens are to c) Jominy hardenability data, according to ASTM
be taken and tested. For the location of the test A255, or equivalent is to be supplied with each
specimens see Sec. 2, Fig.2.4.1. heat.
5.8.6.3 The forgings are to be subjected to 100 The castings are to comply with the mechanical
percent ultrasonic examination at an appropriate properties given in Table 5.7.1. The requirement
stage of manufacture and in compliance with the for reduction of area is, however, reduced to 40
standard approved by IRS. per cent for grades R3 and R3S and 35 per cent
for grade R4, R4S and R5.
5.8.7 Marking
5.9.5 Mechanical tests
Marking is to be similar to that specified in 5.7.6.
For test sampling, castings of similar dimensions
5.9 Cast steel originating from the same heat treatment charge
and the same heat of steel are to be combined
5.9.1 Manufacture into one test unit. From each test unit one
tensile and three impact test specimens are to
5.9.1.1 Cast steels used for the manufacture of be taken and tested. For the location of the test
accessories are to be in compliance with specimens see Sec. 2, Fig.2.4.1.
approved specifications and the submitted test
reports approved by IRS. Steel is to be 5.9.6 Ultrasonic examination
manufactured by basic oxygen, electric furnace
or such other process as may be specially 5.9.6.1 Non-destructive examination is to be
approved. All steel is to be killed and fine grain performed in accordance with recognized
treated. The austenitic grain size is to be 6 or standards and the non-destructive examination
finer in accordance with ASTM E112.
procedures, together with rejection / acceptance 5.12 Chain cable manufacturing process
criteria are to be submitted to IRS.
5.12.1 General
5.9.6.2 Non-destructive examination operators
are to be appropriately qualified (to a minimum Offshore mooring chains are to be manufactured
level II in accordance with a recognized in continuous lengths by flash butt welding and
standard such as ISO 9712, SNT-TC-1A, EN are to be heat treated in a continuous furnace;
473 or ASNT Central Certification Program) in batch heat treatment is not permitted. The use
the method of non-destructive examination. of joining shackles to replace defective links is
subject to the written approval of the end
5.9.6.3 The castings are to be subjected to 100 purchaser in terms of the number and type
percent ultrasonic examination in compliance permitted. The use of connecting common links
with the standard approved by IRS. is restricted to 3 links in each 100 m of chain.
Marking is to be similar to that specified in 5.7.6. Records of bar heating, flash welding and heat
treatment are to be made available for
5.10 Materials for studs inspection by the Surveyor.
5.10.1 The studs intended for stud link chain 5.12.3 Bar heating
cable are to be made of steel corresponding to
that of the chain or in compliance with a) For electric resistance heating, the heating
specifications approved by IRS. In general, the phase is to be controlled by an optical heat
carbon content is not to exceed 0.25 per cent if sensor. The controller is to be checked at
the studs are to be welded in place. least once every 8 hours and the records
are to be maintained.
5.11 Design
b) For furnace heating, the heat is to be
5.11.1 Plans with design calculations, giving controlled and the temperature continuously
detailed design of chain and accessories made recorded using thermocouples in close
by or supplied through the chain manufacturer proximity to the bars. The controls are to be
are to be submitted for approval. Typical checked at least once every 8 hours and the
designs are given in ISO 1704 (see Sec. 2, records are to be maintained.
Fig.2.3.1 to 2.3.6). For studless chain the shape
and proportions are to comply with the 5.12.4 Flash welding
requirements of this section. Other studless
proportions are to be specially approved. It The following welding parameters are to be
should be considered that new or non-standard controlled during welding of each link:
designs of chain, shackles or fittings, may
require a fatigue analysis and possible a) Platen motion;
performance, fatigue or corrosion fatigue testing.
b) Current as a function of time;
5.11.2 In addition for stud link chain, plans
showing the detailed design of the stud are to be c) Hydraulic pressure.
submitted for information. The stud is to give an
impression in the chain link which is sufficiently The controls are to be checked at least every 4
deep to secure the position of the stud, but the hours and records are to be maintained.
combined effect of shape and depth of the
impression is to be such as not to cause any 5.12.5 Heat treatment
harmful notch effect or stress concentration in
the chain link. a) Chain is to be austenitized, above the upper
transformation temperature, at a combina-
5.11.3 Machining of Kenter shackles is to result tion of temperature and time within the limits
in fillet radius of minimum 3 per cent of nominal established.
diameter.
b) When applicable, chain is to be tempered at
a combination of temperature and time
within the limits established. Cooling after
Table 5.12.1 : Formulae for proof and break test loads, weight and length over 5 links
All chains are to have a workmanlike finish The form and proportion of links and
consistent with the method of manufacture and accessories are to be in accordance with the
be free from defects. Each link is to be approved design. The tolerances given in Sec.
examined in accordance with 5.15.5 using 2, Cl. 2.3 are applicable, in general.
approved procedures.
In addition, the tolerances for stud link and
studless common links are to be measured in
accordance with Fig.5.12.9a) and b).
a) Stud Link – The internal link radii (R) and external radii should be uniform
b) Studless – The internal link radii (R) and external radii should be uniform.
c) The stud ends must be a good fit inside the g) The welds are to be of good quality and free
link and the weld is to be confined to the from defects such as cracks, lack of fusion,
stud end opposite to the flash butt weld. The gross porosity and undercuts exceeding 1
full periphery of the stud end is to be welded mm.
unless otherwise approved.
h) All stud welds are to be visually examined. manufacturer has a procedure to record
At least 10 per cent of all stud welds within proof loads and the Surveyor is satisfied
each length of chain are to be examined by with the adequacy of the recording system,
dye penetrant or magnetic particles after he may not witness all proof load tests. The
proof load testing. If cracks or lack of fusion Surveyor is to satisfy himself that the testing
are found, all stud welds in that length are to machines are calibrated and maintained in a
be examined. satisfactory condition.
5.12.11 Connecting common links (splice links) c) Prior to testing and inspection chains are to
be free from scale, paint or other coating.
.1 Single links to substitute for test links or The chains are to be sand- or shot blasted
defective links without the necessity for to meet this requirement.
re-heat treatment of the whole length
are to be made in accordance with an 5.13.2 Proof and break load tests
approved procedure. Separate
approvals are required for each grade of a) The entire length of chain is to withstand
chain and the tests are to be made on the proof load specified in Table 5.12.1
the maximum size of chain for which without fracture and without crack in the
approval is sought. flash weld. The load applied is not to
exceed the proof load by more than 10
.2 Manufacture and heat treatment of per cent when stretching the chain.
connecting common link is not to affect Where plastic straining is used to set
the properties of the adjoining links. The studs, the applied load is not to be
temperature reached by these links is greater than that qualified in approval
nowhere to exceed 250°C. tests.
5.13.3 Dimensions and dimensional tolerances provided that every cast is represented.
Mechanical properties are to be as specified
After proof load testing, measurements are to be in Table 5.7.1.
taken on at least 5 per cent of the links in
accordance with 5.12.9. c) The frequency of impact testing in the bend
may be reduced at the discretion of the
The entire chain is to be checked for the length, Surveyor provided it is verified by statistical
five links at a time. By the five link check the first means that the required toughness is
five links are to be measured. In the next set of consistently achieved.
five links, at least two links from the previous
five links set are to be included. This procedure 5.13.5 Non-destructive examination
is to be followed for the entire chain length. The
measurements are to be taken preferably while a) After proof load testing, all surfaces of every
the chain is loaded to 5 - 10 per cent of the link are to be visually examined. Burrs,
minimum proof load. The links held in the end irregularities and rough edges are to be
blocks may be excluded from this measurement. contour ground. Links are to be free from
mill defects, surface cracks, dents and cuts,
5.13.4 Mechanical tests especially in the vicinity where gripped by
clamping dies during flash welding. Studs
a) Links of samples detached from finished, are to be securely fastened. Chain is to be
heat treated chain are to be sectioned for positioned in order to have good access to
determination of mechanical properties. A all surfaces.
test unit is to consist of one tensile and nine
impact specimens. The tensile specimen is b) Testing is to be performed in accordance
to be taken in the side opposite the flash with a recognized standard and the
weld. Three impact specimens are to be procedures, together with acceptance /
taken across the flash weld with the notch rejection criteria are to be submitted to IRS
centered in the middle. Three impact for review. Operators are to be appropriately
specimens are to be taken across the qualified, in the method of inspection, to at
unwelded side and three impact specimens least level II in accordance with a
are to be taken from the bend region. recognized standard such as ISO 9712,
SNT-TC-1A, EN 473 or ASNT Central
b) The test frequency is to be based on tests at Certification Program.
sampling intervals according to Table 5.13.1
The marking is to be permanent and legible b) Prior to test and inspection the chain
throughout the expected lifetime of the accessories are to be free from scale, paint or
chain. other coating.
.2 The chain is to be marked on the studs as c) All accessories are to be subjected to proof
follows: load tests sample, break load tests and sample
mechanical tests after final heat treatment in the
- Chain grade presence of a Surveyor. Where the
manufacturer has a procedure to record proof
- Certificate No. loads and the Surveyor is satisfied with the
adequacy of the recording system, he may not
- IRS stamp witness all proof load tests. The Surveyor is to
satisfy himself that the testing machines are
The Certificate number may be exchanged calibrated and maintained in a satisfactory
against an abbreviation or equivalent, in condition.
which case the details are to be stated in
the certificate.
5.14.2 Proof and break load tests Mechanical tests are to be taken from proof
loaded full size accessories that have been heat
a) All accessories are to be subjected to the treated with the production accessories they
proof load specified for the corresponding represent. The use of separate representative
stud link chain. coupons is not permitted except as indicated in
d) below.
b) Chain accessories are to be tested to the
break test loads prescribed for the grade b) Test location of forged shackles. Forged
and size of chain for which they are shackle bodies and forged Kenter shackles are
intended. At least one accessory out of to have a set of three impact tests and a tensile
every 25 accessories is to be tested. test taken from the crown of the shackle. Tensile
tests on smaller diameter shackles can be taken
For individually produced accessories or from the straight part of the shackle, where the
accessories produced in small batches (less geometry does not permit a tensile specimen
than 5), alternative testing will be subject to from the crown. The tensile properties and
special consideration. A batch is defined as impact values are to meet the requirements of
accessories that originate from the same heat Table 5.7.1 in the locations specified in Fig.2.4.1
treatment charge and the same heat of steel. of Section 2 with the Charpy pieces on the
Accessories which have been subjected to a outside radius.
break test are to be scrapped, in general.
However, where the accessories are of c) The locations of mechanical tests of cast
increased dimensions or alternatively a material shackles and cast Kenter shackles can be taken
with higher strength characteristics is used, they from the straight part of the accessory. The
may be included in the outfit at the discretion of tensile properties and impact values are to meet
IRS provided that: the requirements of Table 5.7.1 in the locations
specified in Fig.2.4.1 of Section 2.
i) the accessories are successfully tested
at the prescribed breaking load d) The locations of mechanical tests of other
appropriate to the chain for which they accessories with complex geometries are to be
are intended, and agreed with IRS.
ii) it is verified by procedure tests that such e) For individually produced accessories or
accessories are so designed that the accessories produced in small batches, (less
breaking strength is not less than 1.4 than 5), alternative testing can be proposed to
times the prescribed breaking load of IRS. Each proposal for alternative testing is to
the chain for which they are intended. be detailed by the manufacturer in a written
procedure.
5.14.3 Dimensions and dimensional tolerances
f) A batch is defined as accessories that
a) After proof load testing, at least one originate from the same heat treatment charge
accessory (of the same type, size and and the same heat of steel.
nominal strength) out of 25 is to be checked
for dimensions in accordance with 5.12.9. g) Mechanical tests of pins are to be taken as
The manufacturer is to provide an adequate per Fig.2.4.1 of Section 2 from the mid length of
evidence indicating compliance with the a sacrificial pin of the same diameter as the final
purchaser's requirements. pin. For oval pins the diameter taken is to
represent the smaller dimension. Mechanical
b) The following tolerances are applicable to tests may be taken from an extended pin of the
accessories: same diameter as the final pin that incorporates
a test prolongation and a heat treatment buffer
- Nominal diameter : +5 percent, -0 percent prolongation, where equivalence with mid length
- Other dimensions : ± 2 ½ percent. test values have been established. The length of
the buffer is to be at least equal to 1 pin
These tolerances do not apply to machined diameter dimension which is removed after the
surfaces. heat treatment cycle is finished. The test coupon
can then be removed from the pin. The buffer
5.14.4 Mechanical tests and test are to come from the same end of the
pin as per Fig.5.14.4 below:
a) Accessories are to be subjected to
mechanical testing as described in 5.8 and 5.9.
In the event of a failure of any test the entire 5.15.2 Approval of manufacturing
batch represented is to be rejected unless the
cause of failure is determined and it is The chafing chain is to be manufactured by
demonstrated to the Surveyor's satisfaction that works approved by IRS according to 5.3 of this
the condition causing the failure is not present in chapter.
any of the remaining accessories.
5.15.3 Materials
5.14.7 Marking
The materials used for the manufacture of the
.1 Each accessory is to be marked as follows: chafing chain are to satisfy the requirements of
5.7 to 5.10 of this chapter.
- Chain grade
5.15.4 Design, manufacturing, testing and
- Certificate No. certification
c) The common link is to be of the stud link e) The chain lengths shall be proof load tested
type and of Grade R3 or R4. in accordance with 5.13.2. The proof test
loads for Grade R3 and Grade R4 are to be
d) The chafing chain is to be capable of 3242 [kN] and 4731 [kN] respectively.
withstanding the breaking test loads of 4884
[kN] (Grade R3) and 6001 [kN] (Grade R4).
End of Chapter
Chapter 11
Contents
Section
1 General
2 Electrodes for Normal Penetration Manual Welding
3 Deep Penetration Electrodes for Manual Welding
4 Wire-flux Combinations for Submerged Arc Automatic Welding
5 Wires and Wire-gas Combinations for Semi-automatic and Automatic Welding
6 Consumables for use in Electro-slag and Electro-gas Vertical Welding
7 Welding Consumables for High Strength Quenched and Tempered Steels for
Welded Structures
8 Consumables for Welding of Aluminium Alloys
Section 1
General
d) Higher strength steels for ship structures for These consumables are divided into 3 strength
low temperature application : Grades FH32, groups each of which is further graded as per
FH36 and FH40 (See Ch.3). the Charpy V-notch impact test requirements as
shown below:
Groups Grading
Normal strength steel 1, 2, 3
Higher strength steel : yield strength upto 355 [N/mm2] 1Y, 2Y, 3Y, 4Y
Higher strength steels : yield strength upto 390 [N/mm2] 2Y40, 3Y40, 4Y40
Hydrogen marks
Welding consumables of Grades 2 and 3; and of Grades 2Y, 3Y and 4Y and of Grades 2Y 40, 3Y 40
and 4Y 40, for which hydrogen content has been controlled in accordance with Sec.2.5 are identified
by the mark H, HH or HHH
The following suffixes are added after the Grade mark as applicable:
S : Semi-automatic
T : Two-run technique
M : Multi-run technique
TM : Both two-run and multi-run technique
V : Vertical
See Table 1.3.1 for correlation of welding 1.3.3 For grading of consumables for welding
consumables to hull structural steel grades. aluminium alloys indicated in 1.1.1f) above, refer
to Sec.8.
1.3.2 For grading of consumables for welding
higher strength quenched and tempered steels
indicated in 1.1.1e) above, refer to Sec.7.
1) Requirements for other grades of steels given in ch.3 but not included here will be specially considered.
2) See Note d)
3) See Note e)
a) When joining normal to higher strength structural steel, consumables of the lowest acceptable grade for either material being
joined may be used.
b) When joining steels of same strength level but of different toughness grade, consumables of the lowest acceptable grade for
either material being joined may be used.
c) It is recommended that controlled low hydrogen type consumables are to be used when joining higher strength structural
steels to the same or lower strength level, except that other consumables may be used when the carbon equivalent is below
or equal to 0.41%. When other than controlled low hydrogen type electrodes are used appropriate procedure test for
hydrogen cracking may be conducted subject to approval of IRS.
d) The welding consumables approved for steel Grades AH40, DH40, EH40 and/or FH40 may also be used for welding of the
corresponding grades of normal strength steels subject to the approval of IRS.
e) When joining higher strength steels using Grade 1Y welding consumables, the material thicknesses is not to exceed 25
[mm].
1.4.4 IRS may require, in any particular case, 1.8.1 Deposited metal tensile test specimens
such additional tests or spacing requirements as are to be machined to the dimensions shown in
may be necessary. Fig.1.8.1. Care is to be taken to ensure that the
longitudinal axis of the test piece coincides with
1.5 Test assemblies the centre of the weld and midthickness of the
plates. The test piece may be heated to a
1.5.1 The test assemblies are to be prepared temperature not exceeding 250°C for a period
and tested under the supervision of the not exceeding 16 hours for hydrogen removal,
Surveyor(s). prior to testing.
Section 2
2.2 Deposited metal tests 2.2.4 The chemical analysis of the deposited
weld metal in each test assembly is to be
2.2.1 Two deposited metal test assemblies are supplied by the manufacturer and is to include
to be prepared in the downhand position as the content of all significant alloying elements.
shown in Fig.2.2.1, one using 4 [mm] electrodes
and the other using the largest size 2.2.5 The results of all tests are to comply with
manufactured. If an electrode is manufactured in the requirements of Table 2.2.1 as appropriate.
one diameter only, one test assembly is
sufficient. Any grade of ship structural steel may
2.3.2 Where the electrode is only to be or 6 [mm] diameter and the remaining runs with
approved in the downhand position an additional the largest size of electrode manufactured.
test assembly is to be prepared in that position.
HORIZONTAL-VERTICAL
2.3.3 The grades of steels used for the
preparation of the test assemblies are to be as First run with 4 [mm] or 5 [mm] diameter
follows: electrode, subsequent runs with 5 [mm]
diameter electrodes.
Grade 1 electrodes A
VERTICAL UPWARDS AND OVERHEAD
Grade 2 electrodes A, B, D
First run with 3.25 [mm] diameter electrode.
Grade 3 electrode A, B, D, E Remaining runs with 4 [mm] diameter electrodes
or possibly 5 [mm] diameter electrodes if this is
Grade 2Y electrode AH32, AH36, recommended by the manufacturer for the
D32, D36 positions concerned.
be seen on the outer surface of the test a) Diamond Pyramid Hardness (98 N load) =
specimen. 150 minimum
The first side is to be welded using the 2.5.1 At the request of the manufacturer,
maximum size of electrode manufactured and electrodes may be submitted to a hydrogen test.
the second side is to be welded using the A suffix H, HH or HHH will be added to the
minimum size of electrode manufactured and grade number to indicate compliance with the
recommended for fillet welding. The fillet size requirements of this test.
will in general be determined by the electrode
size and the welding current employed during 2.5.2 The mercury method as specified in the
testing. Standard ISO 3690-2000, or any method which
correlates to that method may be used.
2.4.3 The assembly is to be sectioned to form Alternatively, the glycerine method as described
three macro sections each about 25 [mm] thick below is to be used.
and the hardness readings are to be made in
each section as indicated in Fig.2.4.2. The 2.5.3 Glycerine method
hardness of the weld is to be determined and is
to meet the following listed equivalent values:- a) Four test specimens are to be prepared
measuring 12 x 25 [mm] in cross- section by
about 125 [mm] in length. The parent metal
may be any grade of ship building steel and, electrodes are to be carried out using the
before welding, the specimens are to be process for which the electrode is recommended
weighed to the nearest 0.1 gram. On the 25 by the manufacturer.
[mm] surface of each test specimen a single
bead of welding is to be deposited about 2.6.2 Where an electrode is submitted for
100 [mm] in length by a 4 [mm] electrode approval for use in contact welding using
using about 150 [mm] of the electrode. The automatic gravity or similar welding devices in
welding is to be carried out with as short an addition to normal manual welding, fillet weld
arc as possible and with a current of about tests (see 2.4) and, where appropriate, butt weld
150 amperes. The electrode prior to tests (see 2.3) similar to those for normal
welding, can be submitted to the normal manual electrodes are to be carried out using
drying process recommended by the the process for which the electrode is
manufacturer. recommended by the manufacturer and these
tests are to be in addition to the normal approval
b) Within thirty seconds of the completion of tests.
welding of each specimen the slag is to be
removed and the specimen quenched in 2.6.3 In the case of approval of a fillet welding
water at approximately 20°C. After a further electrode using automatic gravity or similar
thirty seconds the specimens are to be contact welding devices, the fillet welding is to
cleaned and placed in an apparatus suitable be carried out using the welding process
for the collection of hydrogen by recommended by the manufacturer, with the
displacement of glycerine. The glycerine is longest size of electrode manufactured. The
to be kept at a temperature of 45°C during manufacturer's recommended current range is
the test. All the four specimens are to be to be reported for each electrode.
welded and placed in the hydrogen
collecting apparatus within 30 minutes. 2.6.4 Where approval is requested for the
welding of both normal strength and higher
c) The specimens are to be kept immersed in tensile steels, the assemblies are to be prepared
the glycerine for a period of 48 hours and, using higher tensile steel.
after removal, are to be cleaned in water
and spirit, dried and weighed to the nearest 2.7 Annual tests
0.1 gram to determine the amount of weld
deposited. The amount of gas evolved is to 2.7.1 For normal penetration electrodes, the
3
be measured to the nearest 0.05 [cm ] and annual tests are to consist of two deposited
corrected for temperature and pressure to metal test assemblies. These are to be prepared
20C and 760 [mm] Hg. and tested in accordance with 2.2. If an
electrode is available in one diameter only, one
2.5.4 The individual and average diffusible test assembly is sufficient.
hydrogen contents of the four specimens are to
be reported, and the average value in [cm3] per 2.7.2 Where an electrode is approved solely for
100 grams is not to exceed the following: gravity or contact welding, the annual test is to
consist of one deposited metal test assembly
Mark Mercury Glycerine using the gravity or other contact device as
method (ISO Method recommended by the manufacturer.
3690-1977)
H 15 10 2.8 Upgrading and uprating
HH 8 5
HHH 5 2.8.1 Upgrading and uprating will be considered
Note : For HHH mark, only mercury method is only at the manufacturer's request and
to be used preferably at the time of annual testing. Tests on
butt weld assemblies, in addition to the
2.6 Covered electrodes for gravity or contact requirements of annual testing, are to be carried
welding out.
Section 3
3.1.1 Where an electrode is designed solely for 3.2.1 Two plates of thickness equal to twice the
the deep penetration welding of downhand butt diameter of the core of the electrode plus 2 [mm]
joints and horizontal-vertical fillets, only the test are to be butt welded together with one
detailed in 3.2 and 3.3 are required for initial downhand run of welding from each side. The
approval purposes. plates are to be not less than 100 [mm] wide
and of sufficient length to allow the cutting out of
3.1.2 Deep penetration electrodes will only be the test specimens of the correct number and
approved as complying with Grade 1 size as shown in Fig.3.2.1. Grade A steel is to
requirements. The suffix D.P. will be added. be used for these test assemblies. The joint
edges are to be prepared square and smooth
3.1.3 Where a manufacturer recommends that and, after tacking, the gap is not to exceed 0.25
an electrode having deep penetrating properties [mm].
can also be used for downhand butt welding of
thicker plates with prepared edges, the 3.2.2 The test assembly is to be welded using a
electrode will be treated as normal penetration 8 [mm] diameter electrode or the largest
electrode, and the full series of tests in the diameter size manufactured if this is less than 8
downhand position is to be carried out as per [mm].
normal penetration electrode, together with deep
penetration tests given in 3.2 and 3.3. 3.2.3 After welding the test assembly is to be cut
to form two transverse tensile test pieces, two
3.1.4 Where a manufacturer desires to bend test pieces and three Charpy V-notch test
demonstrate that an electrode in addition to its pieces as shown in Fig.3.2.1. The results of
use as normal penetration electrode also has tensile and impact testing are to comply with the
deep penetrating properties when used for requirements of Table 2.3.1 for Grade 1
downhand butt welding and horizontal - vertical electrodes.
fillet welding, the additional tests given in 3.2
and 3.3 are to be carried out. 3.2.4 The discards at the end of the welded
assemblies are to be not more than 35 [mm]
3.1.5 Where the manufacturer prescribes a wide. The joints of these discards are to be
different welding current and procedure for the polished and etched and must show complete
electrode when used as a deep penetration fusion and interpenetration of the welds. At each
electrode and a normal penetration electrode, cut in the test assembly the joints are also to be
the recommended current and procedure are to examined to ensure that complete fusion has
be used when making the test specimens in taken place.
each case.
35 mm
Discard
Charpy V-notch
30 mm 30 mm
Face bend
Root bend
50 mm
Transverse tensile
50 mm
Transverse tensile
35 mm
Discard
0.25 mm
max.
100 mm min. 100 mm min.
3.3 Deep penetration fillet weld test 3.3.2 The fillet weld on one side of the assembly
is to be carried out with 4 [mm] electrode and
3.3.1 A fillet weld assembly is to be prepared as that on the other side with the maximum size of
shown in Fig.3.3.1 with plates about 12.5 [mm] the electrode manufactured. The welding current
in thickness. The welding is to be carried out used is to be within the range recommended by
with one run for each fillet with plate A in the the manufacturer and the welding is to be
horizontal plane during the welding operations. carried out using normal welding practice.
The length of the fillet is to be 160 [mm] and the
gap between the plates is to be not more than 3.3.3 The welded assembly is to be cut by
0.25 [mm]. Grade A steel is to be used for these sawing or machining within 35 [mm] of the ends
test assemblies. of the fillet welds and the joints are to be
polished and etched. The welding of the fillet
made with a 4 [mm] electrode is to show a
penetration of 4 [mm] (See Fig.3.3.1) and the
corresponding penetration of the fillet made with
the maximum size of electrode manufactured is
to be reported.
Section 4
b) For use with two-run technique. 4.1.4 The welding current may be either a.c. or
d.c. (electrode positive or negative) according to
Where wire-flux combinations are suitable for the recommendation of the manufacturer. If both
welding with both the techniques, tests are to be a.c. and d.c. are recommended, a.c. is to be
carried out for each technique. used for the tests.
cutting. In the latter case any remaining scale is 4.3.6 Two longitudinal tensile and three impact
to be removed from the bevelled edges. test specimens are to be taken from each test
assembly as shown in Fig.4.3.1. Care is to be
4.3.3 The direction of deposition of each run is taken that the axes of the tensile test specimens
to alternate from each end of the plate and after coincide with the centre of the weld and the
completion of each run the flux and welding slag midthickness of the plates. The impact test
is to be removed. Between each run the specimens are to be cut perpendicular to the
assembly is to be left in still air until it has cooled weld with their axes 10 [mm] from the upper
to 250°C but not below 100°C, the temperature surface. The notch is to be positioned in the
being taken in the centre of the weld, on the centre of the weld and cut in the face of the test
surface of the seam. The thickness of the layer specimen perpendicular to the surface of the
is to be not less than the diameter of the wire plate.
but not less than 4 [mm].
4.3.7 The results of all tests are to comply with
4.3.4 The welding conditions (amperage, requirements of Table 4.3.1 as appropriate. The
voltage and rate of travel) are to be in chemical analysis of the deposited weld metal
accordance with the recommendations of the including the content of the significant alloying
manufacturer and are to conform with normal elements is to be submitted by the
good welding practice for multi-run welding. manufacturer.
200
10° Table 4.3.1 : Requirements for deposited
metal tests (wire-flux combinations)
20
Elon- Charpy V-
gation notch impact
12
Tensile on 50
Tack weld Yield Avg.
16 stren- mm
Grade stress Test ener
2 gth gauge
50 [N/mm ] 2 temp. gy -
[N/mm ] length
°C J
%
min.
min.
1 20
400 -
2 305 22 0 34
560
Tensile 3 -20
1Y 20
2Y 490 - 0
375 22 34
3Y 660 -20
4Y -40
2Y40 0
510 -
30
12 to 15 [mm] and 20
For Grades 1 and 1Y
to 25 [mm]
30 For Grades 2, 2Y, 3, 20 to 25 [mm] and 30
3Y and 4Y to 35 [mm]
All dimensions in mm unless otherwise indicated
For Grades 2Y40, 20 to 25 [mm] and 30
3Y40 and 4Y40 to 35 [mm]
Fig. 4.3.1 : Deposited metal test assembly
4.5.3 Welding is to be carried out in the still air until it has cooled to less than 250°C but
downhand position, and the direction of not below 100°C, the temperature being taken in
deposition of each run is to alternate from each the centre of the weld, on the surface of the
end of the plate. After completion of each run, seam. The thickness of the layer is to be not
the flux and welding slag is to be removed. less than the diameter of the wire nor less than
Between each run the assembly is to be left in 4 [mm].
Section 5
Table 5.1.6 : Compositional limits of designated groups of gas types and mixtures
2) Approval covers gas mixtures with equal or higher Helium contents only.
5.2 Approval tests for two-run automatic prepared using plates approximately 20 [mm] in
welding thickness and the other using plates of
maximum thickness for which approval is
5.2.1 Approval tests for two-run automatic requested.
welding are to be carried out generally in
accordance with the requirements of Sec.4 5.2.4 The edge preparation of test assemblies is
using the two-run automatic welding technique to be as shown in Fig.5.2.1. Small deviations in
for the preparation of all test assemblies. the edge preparation may be allowed, if
requested by the manufacturer. For assemblies
using plates over 25 [mm] in thickness, the edge
preparation is to be reported for information.
5.4 Approval tests for multi-run automatic a) For deposited metal assemblies: One
welding tensile and three impact tests;
5.4.1 Approval tests for multi-run automatic b) For butt weld assemblies: One transverse
welding are to be carried out generally in tensile, two bend and three impact tests.
accordance with the requirements of Sec.4 One longitudinal tensile test is also required
using the multi-run automatic welding technique where the wire is approved solely for two-
for the preparation of all test assemblies. run automatic welding.
5.4.2 One deposited metal test assembly is to 5.6 Upgrading and uprating
be prepared as shown in Fig.4.3.1. Welding is to
be as detailed in Sec.4 except that thickness of 5.6.1 Requests for upgrading and uprating will
each layer is to be not less than 3 [mm]. generally be considered at the time of annual
testing and additional tests in accordance with
5.4.3 A butt weld assembly is to be prepared, as the requirements of 2.8 would be required.
shown in Fig.4.5.1.
Section 6
1500 mm min
(centre line)
tensile steel. Two assemblies prepared using
normal strength steel may also be required at 1 set of 3 charpy
V-notch test specimen
the discretion of IRS. (2 mm from fusion line)
6.2.3 Test series - 1 set with the notch at 2 [mm] from the
fusion line in the deposited metal; and
- Each assembly shall be cut to give test
specimens according to Fig.6.2.1. - 2 macro-sections of the weld (towards
the middle of the weld and towards one
The length of the assembly should be sufficient end).
to allow the selection of all the following test
specimens : 6.2.4 Results to be obtained
Section 7
7.1 General
Y69 for welding steels with minimum yield
7.1.1 Scope strength 690 [N/mm2]
7.1.1.1 These requirements supplement the Wire-flux combinations for single or two-run
requirements of Sections 1 to 6 and give the technique are subject to special consideration of
conditions of approval and inspection of welding IRS.
consumables used for high strength quenched
and tempered or TMCP steels for welded 7.1.2.2 Each of the six (yield) strength groups is
structures according to Ch.3, Sec.4 with yield further divided into three main grades in respect
strength levels from 420 [N/mm2] upto 690 of charpy V-notch impact test requirements (test
[N/mm2] and impact grades AH, DH, EH and temperatures):
FH.
Grade Test temperature
Where no special requirements are given, those 3 - 20°C
of Sections 1 to 6 apply in analogous manner.
4 - 40°C
7.1.1.2 The welding consumables preferably to 5 - 60°C
be used for the steels concerned are divided
into several categories as follows:
7.1.2.3 Analogously to the designation scheme
used in Section 1 to 6 the welding consumables
- covered electrodes for manual welding, for high strength quenched and tempered steels
are subject to additional designation and
- wire-flux combinations for multirun sub- approval as follows:
merged arc welding,
- According to 7.1.2.2 with the quality grades
- solid wire-gas combinations for arc welding 3, 4 or 5.
(including rods for gas tungsten arc
welding),
- With the added symbol Y and an appended
code number designating the minimum yield
- flux cored wire with or without gas for arc strength of the weld metal corresponding to
welding.
7.1.2.1 : Y42, Y46, Y50, Y55, Y62 and Y69.
7.1.2 Grading, Designation - With the added symbol HH or HHH for
controlled hydrogen content of the weld
7.1.2.1 Based on the yield strength of the weld metal.
metal, the welding consumables concerned are
divided into six (yield) strength groups:
- With the added symbol S (= semi-automatic)
for semi-mechanised welding.
Y42 for welding steels with minimum yield
2
strength 420 [N/mm ] - With the added symbol M designating
multirun technique and is applicable only to
Y46 for welding steels with minimum yield
welding consumables for fully mechanised
strength 460 [N/mm2]
welding).
Y50 for welding steels with minimum yield
7.1.2.4 Each higher quality grade includes the
strength 500 [N/mm2]
one (or those) below, AH, DH steels according
to Ch.3, Sec.4 are to be welded using welding
Y55 for welding steels with minimum yield
consumables of at least quality grade, 3, grade
strength 550 [N/mm2]
EH steels using at least quality grade 4 and
grade FH steels using at least quality grade 5,
Y62 for welding steels with minimum yield
as per the following table:
strength 620 [N/mm2]
7.1.3.2 Testing and approval procedure shall be 7.3.2 Depending on the type of the welding
in accordance with Sec.1 and as required in consumables (and according to the welding
Section 1 to 6 for the individual categories process), the butt-weld test pieces called for in
(types) of welding consumables mentioned in para 7.3.1 shall be welded in a manner
7.1.1.2 above. analogous to that prescribed in Sections 1 to 6.
The base metal used shall be a high-strength
7.2 Testing of the weld metal fine-grained structural steel with an appropriate
minimum yield strength and tensile strength and
7.2.1 For testing the deposited weld metal, test compatible with the added symbol for which
pieces analogous to those called for in Sections application is made.
1 to 6 respectively shall be prepared, depending
on the type of the welding consumables (and 7.3.3 Depending on the type of the welding
according to the welding process). The base consumables (and according to the welding
metal used shall be a fine-gained structural steel process), the test specimens described in
compatible with the properties of the weld metal, Sections 1 to 6 shall be taken from the butt-weld
or the side walls of the weld shall be buttered test pieces.
with a weld metal of the same composition.
7.3.4 The mechanical properties must meet the
7.2.2 The chemical composition of the deposited requirements stated in Table 7.3.1. The
weld metal shall be determined and certified in a provisions of Sections 1 to 6 apply in analogous
manner analogous to that prescribed in Sec.2, manner to the performance of the tests,
Cl.2.2.4. The results of the analysis shall not including in particular the maintenance of the
exceed the limit values specified in the test temperatures in the notched bar impact test
standards or by the manufacturer, the narrower and the requirements regarding the retest
tolerances being applicable in each case. specimens.
1) The tensile strength of the weld metal may be upto 10% below the requirements, provided that the
results obtained with the transverse tensile specimens taken from the welded joints meet the
minimum tensile strength requirements stated in Table 7.3.1. The elongation is to be stated in the
test report.
Note: For welding very large plate thicknesses where the "supporting effect" of the base material on
either side of the weld no longer applies and the tensile strength of the weld metal also determines the
tensile strength of the welded joint, it may be necessary, when applying footnote 1), to chose welding
consumables of the next higher strength category (next higher added symbol).
Table 7.2.3 : Required strength properties for deposited metal used to weld high strength
extremely thick steel plates of thickness more than 50[mm] but not exceeding 100[mm], of EH47
grade used in container carriers,
Yield Strength Tensile Strength Elongation (%) Test Temp. [oC] Average Impact
[N/mm2] min. [N/mm2] min Energy [J] min.
460 570/720 19 -20 53
7.3.5 Where the bending angle required in Table 7.3.6 Mechanical Properties for Butt weld tests
7.3.1 is not achieved, the specimen may be for high strength extremely thick steel plates of
considered as fulfilling the requirements, if the thickness more than 50[mm] but not exceeding
bending elongation on a gauge length Lo fulfills 100[mm], of EH47 grade used in container
the minimum elongation requirements stated in carriers are to be as per Table 7.3.2
Table 7.2.2. The gauge length Lo = Ls + t (Ls =
width of weld, t = specimen thickness), see
Fig.7.3.1.
Quality Added Min. tensile Min. notch impact Minimum Bend ratio
Grade symbol strength energy, test bending D/t 2)
[N/mm2] temperature angle 1)
Y42 530 4
Depending on the
3 to 5 in Y46 570 4
quality grade and
accordance Y50 610 4
yield strength in 120°
with Table Y55 670 5
accordance with
7.2.1 Y62 720 5
Table 7.2.1
Y69 770 5
1) Bending angle attained before the first incipient crack, minor pore exposures upto a maximum
length of 3 mm allowed.
Table 7.3.2 : Mechanical Properties for Butt weld tests for high strength extremely thick steel
plates of thickness more than 50[mm] but not exceeding 100[mm], of EH47 grade used in
container carriers
Section 8
8.1.2 The welding consumables are divided into 8.1.3 Approval will be indicated by the grade as
two categories as follows: shown in Table 8.1.3.
Table 8.1.3 : Consumables grades and base materials for the approval test
8.1.4 The welding technique will be indicated in 8.1.6 Approval of a wire or a rod will be granted
the approval grading by a letter as under: in conjunction with a specific shielding gas
according to Table 8.1.6 or defined in terms of
m - manual multi-run welding (GTAW); composition and purity of "special" gas to be
S - semi-automatic multi-run welding (GMAW); designated with group sign "S". The composition
M - automatic multi-run welding (GTAW or of the shielding gas is to be reported. Where a
GMAW); wire in combination with any particular gas has
T - automatic two-run welding (GMAW). been approved, usage of the same wire with
another gas in the same group as defined in
8.1.5 The compositions, of the shielding gas and Table 8.1.6 may be considered.
the filler/electrode wire are to be reported.
1) Gases of other chemical composition (mixed gases) may be considered as "special gases" and
covered by a separate test.
8.1.7 On completion of welding, assemblies specimens must not be subjected to any heat
must be allowed to cool naturally to ambient treatment after welding except for the alloy
temperature. Welded test assemblies and test Grades 6005A, 6061 and 6082. These are to be
allowed to naturally age at ambient temperature 8.2.2 The welding current and power
for a period of 72 hours from the completion of requirements are to be within the range
welding, before the testing is carried out. A recommended by the manufacturer and are to
second solution heat treatment is not permitted. be reported.
The time and temperature of any ageing
treatment is to be reported in detail. 8.2.3 Welded assemblies are to be prepared
and tested in accordance with 8.3, 8.4 and 8.5.
8.2 Initial approval tests for manual, semi-
automatic and automatic multi-run 8.3 Deposited metal test assemblies
techniques
8.3.1 One assembly is to be prepared in the
8.2.1 Plate of the corresponding type of downhand position as shown in Fig.8.3.1.
aluminium alloy and of appropriate thickness is
to be used for the preparation of the weld test 8.3.2 The chemical composition of the plate
assemblies. used for the assembly is to be compatible with
the weld metal.
8.3.3 The thickness of the plate used and the The direction of deposition of each layer is to
length of the assembly are to be appropriate to alternate from each end of the plate.
the welding process. The plate thickness is to be
not less than 12 [mm]. 8.3.7 The deposited weld metal in each test
assembly is to be analysed and reported
8.3.4 For the approval of filler wire/gas and including the contents of all significant elements.
electrode wire/gas combinations for manual or
semi-automatic welding by GTAW or GMAW, The elements reported will be dependent on the
one test assembly is to be welded using any type of aluminium alloy for which approval of the
size of wire within the range for which approval consumables is requested. The results of the
is sought. analysis are to be within the tolerances specified
in the standards and by the manufacturer.
8.3.5 For automatic multi-run approval, one test
assembly is to be welded by the respective 8.4 Butt weld test assemblies
process using the recommended diameter of
wire. 8.4.1 Plate of the corresponding type of
aluminium alloy and of an appropriate thickness
8.3.6 The weld metal is to be deposited in multi- is to be used for the preparation of the test
run layers in accordance with normal practice. assemblies.
Table 8.4.1 : Requirements for the transverse tensile and bend tests
1) During testing, the test specimen shall not reveal any one single flaw greater than 3 [mm] in any
direction. Flaws appearing at the corners of a test specimen shall be ignored in the evaluation, unless
there is evidence that they result from lack fusion.
8.4.2 In order to ensure sound and 8.4.3 One additional assembly, as shown in
representative welds, it is essential that test Fig.8.4.3, is to be prepared for welding in the
assemblies are cleaned and degreased prior to downhand position. The assembly is to be
welding. Assemblies as shown in Fig.8.4.2 are welded using, for the first run, wire of the
to be prepared for each welding position smallest diameter recommended by the
(downhand, horizontal-vertical, vertical-upward, manufacturer and for the remaining runs, wire of
vertical-downward and overhead) for which the the largest diameter to be approved.
consumable is recommended by the
manufacturer; except that consumables 8.4.4 The manufacturer's recommended
satisfying the requirements for downhand and procedures are to be used in making the welds
vertical-upward positions will be considered as and are to be reported.
also complying with the requirements for the
horizontal-vertical position. 8.4.5 The welded assemblies should be
subjected to both radiographic and visual
Back sealing runs are allowed in single V weld examination, aided where necessary by dye
assemblies. In case of double V assembly both penetrant testing, to ensure that the welds are
sides shall be welded with the same welding free from cracks and porosity.
position.
8.4.6 The test specimens are to be taken from 8.4.7 All tensile test specimens should have a
the welded assemblies as shown in Fig.8.4.2 tensile strength not less than the respective
and Fig.8.4.3. For each assembly they are to value shown in Table 8.4.1. The position of each
comprise: fracture is to be reported.
2 transverse tensile specimens; 8.4.8 The bend test specimens are to be bent
1 macro specimen; around a former having a diameter not more
2 face bend specimens; and than the number of times the thickness (t) of the
2 root bend specimens. test specimen as shown in Table 8.4.1.
8.5 Fillet weld test assemblies 8.6 Initial approval tests for two-run
technique
8.5.1 Assemblies are to be prepared and tested
in accordance with the appropriate requirements 8.6.1 Two butt weld test assemblies are to be
of 2.4 except that the plates are to be of the prepared using the following plate thicknesses
aluminium alloy for which approval is required, as shown in Fig.8.7.1:
that no hardness tests are required and that for
automatic multi-run approval only one fillet weld a) one with the maximum thickness for which
bead is to be made using the recommended approval is requested;
wire diameter. In this case, the bead size should
be as large as the maximum single bead size b) one with a thickness approximately one half
recommended by the manufacturer for fillet to two thirds that of the maximum thickness.
welding.
8.7 Annual tests
8.5.2 The results of examination of the macro
specimens and the fractured fillet welds are to 8.7.1 Annual repeat tests are to consist of
be reported in accordance with 2.4.3 and 2.4.5. preparation and testing of the deposited weld
Particular attention is to be given to the metal test assembly as prescribed in 8.3
presence of any porosity. (Fig.8.3.1) and of the downhand buttweld
assembly according to 8.4 (Fig.8.4.2).
End of Chapter
Part 3
General Hull Requirements
July 2016
Indian Register of Shipping
Part 3
Contents
Chapter 10 Bulkheads
Chapter 14 Rudders
Chapter 17 Welding
Contents
1.4 Stability
Section 3 : Documentation
1.5 Damage control plan and booklet for dry
cargo and passenger ships 3.1 General
1.6 Protective location of fuel oil tanks 3.2 Plans for information
2.2 Ships in normal world wide service 3.6 Corrosion protection coatings for salt water
ballast spaces and double side skin spaces
2.3 Structures exposed to low air temperatures
3.7 Corrosion protection for cargo oil tanks of
2.4 Refrigerated spaces crude oil tankers
4.1 General
Section 1 : General
4.3 Scantlings of stiffeners
1.1 Application
4.4 Scantlings of girders
1.2 Symbols
Section 3 : Plating
Section 6 : Buckling
3.1 General
6.1 General
2.2 Acceleration components 3.5 Forces due to heavy units of cargo and
equipment
2.3 Combined accelerations
Section 1 : General
Section 4 : Shear Strength
1.1 Application
4.1 General
1.2 Symbols
4.2 Side shell and longitudinal bulkheads
1.3 Terms thickness requirement
2.1 Still water bending moment and shear force 5.1 Locations
2.2 Wave bending moment and shear force 5.2 Deductions for openings
5.3 Reinforcements
Section 3 : Hull Section Modulus and
Moment of Inertia 5.4 Hatchway corners
Section 1 : General
Section 4 : Side Shell Plating and Stiffeners
1.1 Scope
4.1 Side shell plating
1.2 Symbols
4.2 Side shell longitudinals
Chapter 10 : Bulkheads
4.3 Wash bulkheads loads 5.4 Vertical and transverse stiffeners on ordinary
watertight bulkheads
1.4 Corrosion addition for hatch covers and 4.3 Securing devices
hatch coamings
4.4 Hatch cover supports, stoppers and
supporting structures
Section 2 : Hatch Coamings
2.6 Further requirements for hatch coamings 5.6 Securing and locking arrangement
7.4 Hatchways within enclosed super-structure 7.6 Openings on engine and boiler casing
and tween decks
7.7 Windows and side scuttles
Section 1 : General
Section 3 : Air and Sounding Pipes
1.1 Scope
3.1 General
1.2 Definitions
3.2 Height of air pipes
1.3 Protection
3.3 Closing appliances
1.4 Strength of attachments of fore deck fittings
2.3 Closing appliances 4.3 Materials for valves, fittings and pipes
Chapter 14 : Rudders
Section 3 : Design Loads 5.3 Bearings of rudder stock / rudder shaft and
pintle
3.1 Rudder force
4.1 Construction details 6.3 Cone couplings with key / Cone coupling
without hydraulic arrangement for mounting and
4.2 Double plated rudders dismounting
Section 7 : Sole Pieces and Rudder Horns 8.3 Spade rudder with trunk
Section 1 : General
Section 5 : Anchor Chain Cables
1.1 Introduction
5.1 General
1.2 Design of the anchoring equipment
5.2 Manufacture and testing
1.3 Documentation
4.2 High Holding Power (HHP) anchors 7.2 Strength of windlass securing arrangements
to resist the green sea loads
4.3 Super High Holding Power (SHHP) anchors
7.3 Testing
4.4 Manufacture and testing
1.3 Materials
Section 3 : Rigging
3.1 General
Chapter 17 : Welding
1.2 Documentation
Section 3 : Welded Connections
2.2 Plate edges and cut-outs 3.3 Test types and definitions
End of Chapter
Chapter 1
Contents
Section
1 General
2 Definitions
3 Documentation
Section 1
General
1.1.1 The Rules in this part apply to all-welded, 1.3.1 While the Rules cover requirements for the
single hull sea going steel ships of normal form, classification of ships, the attention of all
proportions and speed. concerned is drawn to requirements of various
local, national or international Regulations,
1.1.2 For additional class notations relating to Codes and Recommendations which the vessel
various ship types, requirements as per Pt.5 are may also have to comply with.
to be complied with.
1.4 Stability
1.1.3 Ships of unconventional forms and
proportions or intended for carriage of cargoes 1.4.1 All ships will be assigned class only after it
not covered by the Rules or to be engaged in has been demonstrated that their intact stability
special service will receive individual and damage stability (where applicable) are in
consideration based on the general principles of compliance with the standards laid down by the
the Rules. In these cases, however, additional National Statutory Authority.
calculations and/or model testing may be
required to be carried out and submitted for The level of intact stability for ships with a length
approval. of 24 [m] and above in any case is not to be
less than that required by Part A of the
1.1.4 Proposals for use of alternative materials International Code on Intact Stability, 2008 (IMO
e.g. aluminium, wood, etc. for some parts of the Resolution MSC 267(85), as amended) as
ship shall receive special consideration. applicable to the type of ship being considered.
1.4.3 All ships are required to comply with the 1.4.4 An approved stability information manual
applicable damage stability requirements in is to be available on board for guidance to the
accordance with the following: master as to the stability of the ship under
varying conditions of service. This is to be
a) Part B and Part B-1 through B-4 of Chapter prepared on the basis of MSC Circular 920
II-1 of SOLAS 1974 as adopted by IMO “Model Loading and Stability Manual”.
Resolution MSC 216(82) for passenger
ships regardless of length and cargo ships Additionally, full details of the stability criteria
having load line length “LL” of 80 [m] and appropriate to the ship under all anticipated
above. conditions of service are to be clearly stated in
text supplemented by diagrams using the
Cargo ships which are shown to comply with nomenclature adopted in the manual. Full
any other damage stability regulations details of any requirements for wind and/or wave
indicated in the following (1.4.3 b) to g)) are forces and ice accretion specified by the
excluded from the applicability of the above. Administration are also to be provided.
b) Regulation 27 of ILLC 1966 as applied to 1.5 Damage control plan and booklet for dry
tankers and dry cargo vessels in compliance cargo and passenger ships
with Resolutions A.320(IX) and A.514(13)
provided that in the case of ships to which 1.5.1 Plan : The damage control plan is to
regulation 27(9) applies, main transverse include inboard profile, plan views of each deck
watertight bulkheads, to be considered and transverse sections to the extent necessary
effective, are spaced according to to show the following:
paragraph 12(f) of resolution A.320(IX).
Compliance with Reg.27 of ILLC Protocol - the watertight boundaries of the ship;
1988 is accepted as equivalent to the
above. - the locations and arrangements of cross-
flooding systems and any other system for
In case ships for which Reg.27 of ILLC correction of list;
applies are intended to carry deck cargo
also, then a limiting GM or KG curve is to be - the locations of all internal watertight closing
provided to the master in the stability appliances including on ro-ro ships, internal
manual based on compliance with the ramps or doors and their controls, position
probabilistic damage stability analysis of indicators, alarms and special precautions
SOLAS Chapter II-1 Part B-1. In such cases required, if any, for the closing appliances
the KG used for demonstrating compliance during voyage;
with the deterministic damage stability
requirements of ILLC Reg.27 should be - the locations of all doors in the shell of the
same as that used for the probabilistic ship, position indicators, leakage detection
damage stability calculations required by and surveillance devices;
SOLAS Ch.II-1 Part B-1 at the deepest
subdivision loadline. - the locations of all weathertight closing
appliances in local subdivision boundaries
c) Annex I (Regulation 28) of MARPOL above the bulkhead deck and on the lowest
1973/78, for Oil Tankers except that exposed weather decks, together with
combination carriers with Type B freeboard locations of controls and position indicators,
are not excluded. if applicable;
- initiating pumping operations to control the Alternatively, such ships may comply with the
ingress of water; accidental oil outflow performance standard
specified in paragraph 11 of MARPOL Reg.
The booklet should provide: I/12A.
- details of sounding devices, tank vents and 1.6.2 Small oil fuel tanks of capacity not greater
3
overflows; than 30 [m ] are exempted from the
requirements for protective location of the above
- pump capacities and piping diagrams; MARPOL Regulation provided the aggregate
capacity of such exempted tanks is not greater
- operating procedure of cross-flooding than 600 [m3].
system;
1.7 Assumptions
- locations of non-watertight openings with
non-automatic closing devices through 1.7.1 It is assumed that significant dynamic
which progressive flooding can occur; excitation of major orders from propellers and
machinery do not fall close to any natural
- details of access and means of escape for frequency of the hull.
personnel to and from compartments;
1.7.2 It is assumed that the ships will be
- procedure for alerting ship management and competently handled and loaded as per the
other organisations for obtaining and co- approved loading manuals.
ordinating assistance;
Section 2
Definitions
2.1.8 The block co-efficient, Cb, is the moulded - Bottom Structure : Shell plating with
block co-efficient calculated as follows :- stiffeners and girders below the upper turn
of bilge and all other elements below and
including the inner bottom plating in case of
moulded displacement [m 3 ] at draught T
Cb = the double bottom. Sloping hopper tank top
LBT is to be regarded as a bulkhead.
2.1.9 Load line length, LL , is to be taken as 96
per cent of the total length [m], on a waterline at
- Side Structure : Shell plating with stiffeners - Floor - bottom transverse girders.
and girders between the upper turn of bilge
and the uppermost continuous deck at side. - Stiffener : A collective term for secondary
A rounded gunwale is included in the side supporting members; other terms being :
structure.
- Frames.
- Deck Structure : Deck plating with stiffeners,
girders, and supporting pillars. - Bottom, inner bottom, side or deck
longitudinals.
- Girder : A collective term for the primary
supporting members, other terms include : - Reverse frame - transverse stiffener on
the inner bottom.
- Transverses - transverse girders under
the deck. - Horizontal or vertical bulkhead
stiffeners.
- Web frames - side vertical girders.
- Other terms are defined in the appropriate
- Hatch end beams - transverse deck Chapters.
girders at the ends of the hatch.
2.3 Material factor
- Stringers - horizontal girders.
2.3.1 Material factor, k, a factor depending on
- Cross-ties - girders connecting two material strength is defined in Ch.2.
vertical girders in a deep tank.
Section 3
Documentation
- Lines plan and Hydrostatic curves or tables. 3.4 Plans for approval
Welding details
Note:
End of Chapter
Chapter 2
Materials of Construction
Contents
Section
1 General
2 Use of Steel Grades
3 Corrosion Protection
4 Deck Covering
Section 1
General
1.1 Scope
k = 0.72 for steel with minimum yield stress of
1.1.1 The Rules relate, in general, to the 355 [N/mm2]
construction of steel ships. Consideration will
however be given to the use of other materials k = 0.68 for steel with minimum yield stress of
also. 390 [N/mm2].
1.1.2 The materials used in the construction of 1.2.3 Where steel castings or forgings are used
the ship are to be manufactured and tested in for sternframes, rudderframes, rudder stocks,
accordance with the requirements of Pt.2. propeller shaft brackets and other major
Materials for which provision is not made in Pt.2 structural items, they are to comply with Pt.2 as
may be accepted, provided that they comply appropriate.
with an approved specification and such tests as
may be considered necessary. 1.3 Aluminium
1.2.2 Steels having a yield stress of 265 section modulus of stiffeners, Za = Zs.ka
[N/mm2] and higher, are regarded as higher
tensile steels. Where higher tensile steel is where,
used, the hull girder section modulus and the
local scantlings may be reduced in accordance ta, ts = plating thickness of aluminium and mild
with the relevant requirement of the Rules. For steel respectively.
this purpose, a material factor 'k', is to be taken
as follows: Za, Zs = section modulus of aluminium and mild
steel stiffeners respectively.
k = 0.78 for steel with a minimum yield stress of
315 [N/mm2]
235
k =
a σa 1.3.2 The smaller modulus of elasticity of
aluminium is to be taken into account, when
σa = 0.2% proof stress of the aluminium alloy in determining the buckling strength of structural
the welded condition or 70% of the ultimate elements subjected to compression and the
strength in the welded condition, whichever is deflections, where relevant.
lesser [N/mm2].
Section 2
2.2 Ships in normal world wide service 2.2.5 Plating materials for stern-frames
supporting the rudder and propeller boss,
2.2.1 Materials in the various strength members rudders, rudder horns and shaft brackets are in
are not to be of lower grade than those general not to be of lower grades than
corresponding to material classes and grades corresponding to Class II. For rudder and rudder
specified in Tables 2.2.1a) to 2.2.1f) and Table body plates subjected to stress concentrations
2.2.2. (e.g. in way of lower support of semi-spade
rudders or at upper part of spade rudders) Class
General requirements are given in Table III is to be applied.
2.2.1a), while additional minimum requirements
are given in the following:
Table 2.2.1b) : Minimum material grades for ships with length exceeding 150 [m] and
single strength deck
Table 2.2.1c) : Minimum material grades for membrane type liquefied gas carriers with length
exceeding 150[m]
Fig. 2.2.1 Typical deck arrangement for membrane type Liquefied Natural Gas Carriers
Table 2.2.1d) : Minimum material grades for ships with length exceeding 250 [m]
Table 2.2.1e) : Minimum material grades for single-side skin bulk carriers subjected to
SOLAS Regulation XII/6.4.3 (3)
Table 2.2.1f) : Minimum material grades for ships with ice strengthening
Class I II III
Thickness MS HT MS HT MS HT
[mm]
t ≤ 15 A AH A AH A AH
15 < t ≤ 20 A AH A AH B AH
20 < t ≤ 25 A AH B AH D DH
25 < t ≤ 30 A AH D DH D DH
30 < t ≤ 35 B AH D DH E EH
35 < t ≤ 40 B AH D DH E EH
40 < t ≤ 50 D DH E EH E EH
2.3 Structures exposed to low air tempera- MDAT = Mean Daily Average Temperature
tures
MDLT = Mean Daily Low (or minimum)
2.3.1 For ships intended to operate in areas with Temperature.
low air temperatures (below and including -
20°C), e.g. regular service during winter For seasonally restricted service the lowest
seasons to Arctic or Antarctic waters, the value within the period of operation would be
materials in exposed structures are to be applicable.
selected based on the design temperature tD as
defined in 2.3.2. 2.3.3 Materials in the various strength members
above the lowest ballast water line (BWL)
2.3.2 The design temperature tD is to be taken exposed to air are not to be of lower grades than
as the lowest mean daily average air those corresponding to classes I, II and III as
temperature in the area of operation as given in Table 2.3.3, depending on the
illustrated in Fig.2.3.2. categories of structural members
(SECONDARY, PRIMARY and SPECIAL). For
Mean : Statistical mean over observation non-exposed structures and structures below
period (at least 20 years). the lowest ballast water line, See 2.2.
Average : Average during one day and night. 2.3.4 The material grade requirements for hull
members of each class depending on thickness
Lowest : Lowest during year. and design temperature are defined in Table
2.3.5. For design temperatures tD < -55°C,
MDHT = Mean Daily High (or maximum) materials will be specially considered.
Temperature
Material class/grade
Structural member category Within 0.4L amidships Outside 0.4L amidships
SECONDARY:
• Deck plating exposed to weather, in
general I I
• Side plating above BWL
• Transverse bulkheads above BWL
PRIMARY:
• Strength deck plating (see Note 1)
• Continuous longitudinal members
above strength deck, excluding II I
longitudinal hatch coamings
• Longitudinal bulkhead above BWL
• Top wing tank bulkhead above NWL
SPECIAL:
• Sheer strake at strength deck (see
Note 2)
• Stringer plate in strength deck (see
Note 2) III II
• Deck strake at longitudinal bulkhead
(see Note 3)
• Continuous longitudinal hatch
coamings (see Note 4)
Notes:
1. Plating at corners of large hatch openings to be specially considered. Class III or grade E/EH to be
applied in positions where high local stresses may occur.
2. Not to be less than grade E/EH within 0.4L amidships in ships with length exceeding 250 [m].
3. In ships with breadth exceeding 70 [m] at least three deck strakes to be class III.
4. Not to be less than grade D/DH.
Table 2.3.4 : Material grade requirements for classes I, II and III at low temperatures
Class I
Plate
thickness -20/-25°C -26/-35°C -36/-45°C -46/-55°C
[mm]
MS HT MS HT MS HT MS HT
t ≤ 10 A AH B AH D DH D DH
10 < t ≤ 15 B AH D DH D DH D DH
15 < t ≤ 20 B AH D DH D DH E EH
20 < t ≤ 25 D DH D DH D DH E EH
25 < t ≤ 30 D DH D DH E EH E EH
30 < t ≤ 35 D DH D DH E EH E EH
35 < t ≤ 45 D DH E EH E EH X FH
45 < t ≤ 50 E EH E EH X EH X FH
Class II
Plate
thickness -20/-25°C -26/-35°C -36/-45°C -46/-55°C
[mm]
MS HT MS HT MS HT MS HT
t ≤ 10 B AH D DH D DH E EH
10 < t ≤ 20 D DH D DH E EH E EH
20 < t ≤ 30 D DH E EH E EH X FH
30 < t ≤ 40 E EH E EH X FH X FH
40 < t ≤ 45 E EH X FH X FH X X
45 < t ≤ 50 E EH X FH X FH X X
Class III
Plate
thickness -20/-25°C -26/-35°C -36/-45°C -46/-55°C
[mm]
MS HT MS HT MS HT MS HT
t ≤ 10 D DH D DH E EH E EH
10 < t ≤ 20 D DH E EH E EH X FH
20 < t ≤ 25 E EH E EH X FH X FH
25 < t ≤ 30 E EH E EH X FH X FH
30 < t ≤ 35 E EH X FH X FH X X
35 < t ≤ 40 E EH X FH X FH X X
40 < t ≤ 50 X FH X FH X X X X
Table 2.3.4 (Contd.)
Notes:
1. X = Not applicable.
2. Single strakes required to be of class III or of grade E/EH of FH are to have breadths not less than
800 + 5.L [mm] maximum 1800 [mm].
3. Plating materials for sternframes rudder horns, rudders and shaft brackets are not to be of lower
grades than those corresponding to the material classes given in Sec.2.2.
Table 2.4.1 : Grades of steel for minimum design temperatures below 0°C
Where one of the internal spaces concerned is not refrigerated, the temperature of the space is to be
taken as 5°C.
Section 3
Corrosion Protection
3.1.1 All steelwork, except inside tanks intended 3.2.5 Tests as follows are to be taken from each
for the carriage of oil or bitumen, is to be test assembly:-
protected against corrosion by application of
suitable coating. a) Radiographs - These are to have a
sensitivity of better than 2 per cent of the
For protection required in salt water ballast plate thickness under examination, as
spaces, See 3.6. shown by an image quality indicator.
For protection required in holds of dry bulk cargo b) Photo-macrographs - These may be of
carriers, see Pt.5, Ch.1, Sec. 2.11. actual size and are to be taken from near
each end and from the centre of the weld.
For the protection required in tanks carrying
chemicals or other special cargoes, See Pt. 5, c) Face and reverse bend test - The test
Ch.3. specimens are to be bent by pressure or
hammer blows round a former of diameter
3.1.2 Where bimetallic connections are made, equal to 3 times the plate thickness.
measures are to be incorporated to preclude
galvanic corrosion. d) Impact tests - These are to be carried out at
ambient temperature, on three Charpy V-
3.2 Surface preparation, prefabrication notch test specimens prepared in
primers and paints or coatings accordance with Pt.2. The specimens are to
be notched at the centreline of the weld,
3.2.1 Steelwork is to be cleared of millscale and perpendicular to the plate surface.
suitably cleaned before the application of
surface paints and coatings. It is recommended 3.2.6 The tests are to be carried out in the
that blast cleaning or other equally effective presence of a Surveyor of IRS or by an
means be employed for this purpose. independent laboratory specializing in such
work. A copy of the test report is to be
3.2.2 Where a primer is used to coat steel after submitted, together with radiographs and
surface preparation and prior to fabrication, the macrographs.
composition of the coating is to be such that it
will have no significant deleterious effect on 3.2.7 Paints or other coatings are to be suitable
subsequent welding work and that it is for the intended purpose in the locations where
compatible with the paints or other coatings they are to be used. Unless previously agreed,
subsequently applied. at least two coats are to be applied.
3.2.3 To determine the influence of the primer 3.2.8 The paint or coating is to be compatible
coating on the characteristics of welds, tests are with any previously applied primer, See 3.2.2.
to be made as detailed in 3.2.4 to 3.2.6.
3.2.9 Paints, varnishes and similar preparations
3.2.4 Three butt weld assemblies are to be having a nitrocellulose or other highly flammable
tested using plate material 20 to 25 [mm] thick. base, are not to be used in accommodation or
A 'V' preparation is to be used and, prior to machinery spaces.
welding, the surfaces and edges are to be
treated as follows:- 3.2.10 In ships intended for the carriage of oil
cargoes having a flash point below 60°C (closed
a) Assembly 1 - Coated in accordance with the cup test), paint containing aluminium should not
manufacturer's instructions. in general be used in cargo tanks, adjacent
ballast tanks, cofferdams, pump rooms as well
b) Assembly 2 - Coated to a thickness as on deck above the mentioned spaces, nor in
approximately twice the manufacturer's any other areas where cargo vapours may
instructions. accumulate, unless it has been shown by
appropriate tests that the paint to be used does clear of the free edges. However, it is
not increase the incentive sparking hazard. recommended that anodes are not fitted to face
plates of high strength steel longitudinals.
3.3 Internal cathodic protection
3.4 Aluminium and magnesium anodes
3.3.1 Impressed current cathodic protection
systems are not permitted in any tank. 3.4.1 Aluminium and aluminium alloy anodes
are permitted in oil cargo tanks and also in tanks
When a cathodic protection system is to be fitted adjacent to oil cargo tanks only at locations
in tanks for the carriage of liquid cargo with flash where the potential energy does not exceed 275
point not exceeding 60°C, a plan showing [J] (i.e. 28 [kgf m]). The weight of the anode is to
details of the locations and attachment of be taken as the weight at the time of fitting,
anodes is to be submitted. The arrangements including any inserts and fitting devices.
will be considered for safety against fire and
explosion aspects only. 3.4.2 The height of the anode is, in general, to
be measured from the bottom of the tank to the
3.3.2 Particular attention is to be given to the centre of the anode. Where the anode is located
locations of anodes in relation to the structural on or closely above a horizontal surface (such
arrangements and openings of the tank. as a bulkhead girder) not less than 1 [m] wide,
provided with an upstanding flange or face plate
3.3.3 Anodes are to be of approved design and projecting not less than 75 [mm] above the
sufficiently rigid to avoid resonance in the anode horizontal surface, the height of the anode may
support. Weldable steel cores are to be fitted, be measured above that surface.
and these are to be so designed as to retain the
anode even when the anode is wasted. 3.4.3 Aluminium anodes are not to be located
under tank hatches or tank cleaning openings
3.3.4 Anodes are to be attached to the structure unless protected by adjacent structure.
in such a way that they remain secure both
initially and during service. The following 3.4.4 Magnesium or magnesium alloy anodes
methods of attachment would be acceptable : are not permitted in oil cargo tanks and in tanks
adjacent to oil cargo tanks.
a) Steel core connected to the structure by
continuous welding of adequate section. 3.5 External hull protection
b) Steel core bolted to separate supports, 3.5.1 Suitable protection for the underwater
provided that a minimum of two bolts with portion of the hull is to be provided.
lock nuts are used at each support. The
separate supports are to be connected to 3.5.2 Where an impressed current cathodic
the structure by continuous welding of protection system is fitted, plans showing the
adequate section. proposed layout of anodes, reference cells,
wiring diagram and the means of bonding-in of
c) Approved means of mechanical clamping. the rudder and propeller, are to be submitted.
3.3.5 Anodes are to be attached to stiffeners, or 3.5.3 The arrangements for glands, where
may be aligned in way of stiffeners on plane cables pass through the shell, are to include a
bulkhead plating, but they are not to be attached small cofferdam. Cables to anodes are not to be
to the shell. The two ends are not to be attached led through tanks intended for the carriage of
to separate members which are capable of low flash point oils. Where cables are led
relative movement. through cofferdams or clean ballast tanks of
tankers, they are to be enclosed in a substantial
3.3.6 Where cores or supports are welded to the steel tube of about 10 [mm] thickness.
main structure, they are to be kept clear of the
toes of brackets and similar stress raisers. 3.6 Corrosion protection coatings for salt
Where they are welded to asymmetrical water ballast spaces and double side skin
stiffeners, they are to be connected to the web spaces
with the welding kept at least 25 [mm] away
from the edge of the web. In the case of 3.6.1 The following spaces are to be coated
stiffeners or girders with symmetrical face during construction in accordance with the
plates, the connection may be made to the web Performance Standards for Protective Coatings
or to the centreline of the face plate but well (PSPC) adopted by the IMO by Resolution
Standards for Protective Coating iii) Or the delivery of which is on or after 1st
(PSPC-COT) adopted by the IMO by January 2016.
Resolution MSC. 288(87). ; or
3.7.3 The Administration may exempt a crude oil
ii) Protected by alternative means of tanker from the requirements of 3.7.1 to allow
corrosion protection or utilization of the use of prototype alternatives to the coating
corrosion resistance material to system specified in 3.7.1 i), for testing, provided
maintain required structural integrity for they are subject to suitable controls, regular
25 years in accordance with the assessment and acknowledgement of the need
performance standard for alternative of immediate remedial action if the system fails
means of corrosion protection for cargo or is shown to be failing. Such exemption is to
oil tanks of crude oil tankers, adopted by be recorded on an exemption certificate.
the IMO by Resolution MSC. 289(87).
3.7.4 The Administration may exempt a crude oil
3.7.2 The requirements given in 3.7.1 are to be tanker from the requirement of 3.7.1 if the ship is
applied for crude oil tanker greater than 5000 built to be engaged solely in the carriage of
tonnes deadweight where : cargoes and cargo handling operations not
causing corrosion. Such exemption and
st
i) Building contract is placed on or after 1 conditions for which it is granted is to be
January 2013; recorded on an exemption certificate. (See
MSC.1/Circ.1421 “Guidelines on exemption for
ii) In absence of building contract, the crude oil tankers solely engaged in the carriage
keels of which are laid or which are at a of cargoes and cargo handling operations not
similar stage of construction on or after causing corrosion”).
1st July 2013;
Section 4
Deck Covering
End of Chapter
Chapter 3
Contents
Section
1 General
2 Corrosion Additions
3 Plating
4 Stiffeners and Girders
5 End Attachments
6 Buckling
Section 1
General
1.3.2 Elsewhere, the frame spacing is generally 700 [mm] or as in 1.3.1, whichever is lesser.
not to exceed the following:
1.3.3 Where the actual frame spacing is higher
- In peaks and cruiser sterns: than that mentioned above, the minimum
thicknesses of various structural members as
600 [mm] or as in 1.3.1, whichever is lesser. given in the Rules may require to be increased.
Corrosion Additions
Section 3
Plating
3.1 General
= 1.10 − 0.5(s/1000 l ) 2 ;
3.1.1 Minimum requirements of thickness of
various platings are given in relevant chapters. however, not to be taken more than 1.0.
3.1.2 The thickness 't' of plating subjected to fr = correction factor for curvature perpendicular
lateral pressure is not to be less than to the stiffeners
s p = (1 - 0.5 s/r)
t=f f + t [mm]
a r 2 σ c 3.1.3 Any tapering of thickness of platings
contributing to the longitudinal strength is to be
where, based upon linear variation of stress σ allowed
at specified regions.
fa = correction factor for aspect ratio of plate
field;
Section 4
4.2.5 The effective cross sectional area of the be taken as 12 for continuous longitudinal
attached plating is not to be less than that of the girders and 10 for all other girders.
face plate.
4.4.3 The effective cross sectional area of the
4.3 Scantlings of stiffeners girder web is to be taken as :
4.3.2 Where stiffeners are not perpendicular to Fig.4.4.3 : Effective web area of girders
the plating, the section modulus as obtained
from 4.3.1 is to be increased by the factor (1/cos
α), α being the angle between the stiffener web Where the girder flange is at angle θ to the
and the plane perpendicular to the plating. length of the girder, Aw may be taken as:
4.4 Scantlings of girders
Aw = 0.01 hn tw + 1.3 a Sin 2θ Sin θ [cm2]
4.4.1 The scantlings of simple girders subjected
where,
to lateral pressure which can be considered as
conforming to the general beam theory are to
a = area of flange, [cm2]
satisfy the requirements given in 4.4.2 and
4.4.3.
The requirement of effective web area of various
girders are given in the relevant Chapters.
4.4.2 The section modulus 'Z' of girders
subjected to lateral pressure is not to be less
4.4.4 The thickness of the girder web tw is not to
than:
be less than:
deep girders, value of Sw may be taken as 90% asymmetrical section or at every fourth stiffener
of the actual spacing. in case of symmetrical section. Tripping
brackets are also to be fitted at the toes of end
The web stiffeners may be flat bars of same brackets and in way of concentrated loads such
thickness as that of the web and 1/10 of the as heels of pillars or cross ties.
height of girder, in depth.
Where the width of face plate on one side of the
4.4.5 Where openings are cut in the girder web, web exceeds 15 tf, the tripping brackets are to
they are to be away from the girder ends and be connected to the face plate.
scallops for stiffeners; with their centre located
as near to the neutral axis of the girder as The tripping brackets are to be adequately
practicable. Openings of depth exceeding 25% dimensioned at base and are to have a smooth
of the girder depth or 300 [mm] and, of length transition to the adjoining stiffeners. The free
exceeding the depth of the girder or 60% of the edge of the tripping bracket is to be stiffened if
secondary stiffener spacing, are to be reinforced it's length exceeds 60t [mm]. Additional
all around at the edge; or alternatively by stiffeners are to be fitted parallel to the free edge
providing horizontal and vertical stiffeners. to ensure that the arm length of an unstiffened
triangular end panel does not exceed 100t [mm].
4.4.6 Girders are to be provided with adequate
lateral stability by tripping brackets fitted
generally at every alternate stiffener in case of
Section 5
End Attachments
5.1.2 Scantlings of brackets fitted on stiffeners - Width of flange, w ≥ 40 + Z/25 [mm], but not
not participating in the longitudinal strength are to be less than 50 [mm].
not to be less than the following:
where,
- The arm lengths, 'a and b' (See Fig.4.1.1)
are to be such that: Z is the section modulus [cm3], of the
smaller stiffener, being connected.
i) a, b ≥ 0.8 lb
kb, ks are the material factors for the
and bracket and the stiffener, respectively.
Section 6
Buckling
η = 1.0 for deck, longitudinally stiffened side - for axially loaded members such as pillars,
shell and single bottom plating cross-ties, panting beams etc., in general. -
to be reduced by 15 per cent where the
η = 0.9 for bottom, inner bottom plating in loads are primarily dynamic in nature.
double bottom and transversely stiffened side
shell plating - for 'lm' and 'i' See 6.2.6.
8.4
σy K=
= σ y (1 − ) when σ E > 0.5σ y Ψ + 1.1
4σ E
- for plating with stiffeners in the direction of
where, the compressive stress
τy = yield stress in shear of the material [N/mm2] 6.2.2 The ideal elastic buckling stress for plate
= σy/√3. panels in shear may be taken as:
Ks = 5.34 + 4 (s/1000 l )2
σ E = 0.9 K E [(t − t c )/s] [ N/mm ]
2 2
longitudinal
- for angles and bulb profiles
In the calculation of Ia and A, attached plating
area corresponding to the longitudinal spacing C = spring stiffness exerted by supporting plate
and net thickness is to be included. panel
k p E t 3p t 3w
6.2.4 The σE value for the torsional mode of =
longitudinals may be taken as: (3 s t 3
w + 4k p h w t 3p )
π 2E Iw K It kp = 1 - ηp, not to be taken less than zero; and
σE = m + 2 + 0.385 E [N/mm ]
2 2
10 I p l
4 2
m Ip for flanged profiles need not be taken less than
0.1.
where,
tp = net plate thickness, [mm], after deduction of
'tc' as given in 2.1.1.
Cl 4
K= 10 6
π 4E Iw σc
ηp =
σ Ep
m = number of deformation half waves
depending on K, as per Table 6.2.4.
σc = calculated compressive stress for
It = St Venant's moment of inertia, [cm ], of 4 longitudinals as per Sec.6.3.
profile (without plate flange)
σEp = elastic buckling stress of supporting plate
3 calculated as per 6.2.1.
hw tw
= 10 − 4 for flat bars (slabs)
3 6.2.5 The σE value for the web buckling mode of
longitudinals may be taken as :
3 t − 4
= 13 h w t 3w + b f t f 1 − 0.63 f 10 t
2
bf σ E = 3.8E w [N/mm 2 ]
hw
- for flanged profiles
Buckling of flanges on angles and T-sections of
Ip =polar moment of inertia, [cm4], of profile longitudinals is taken care of if the as built flange
about connection of stiffener to plate thickness is not less than 1/15 of the flange
width on one side of the web.
h 3w t w − 4 6.2.6 The σE value for axially loaded members
= 10 for flat bars (slabs)
3 may be taken as:
Table 6.2.4
0<K<4 4 < K < 36 36 < K < 144 (m-1)2 m2 < K ≤ m2 (m+1)2
m 1 2 3 m
i = radius of gyration of the member, [cm] For ships with high speed and large flare in the
forebody, σc as obtained from above is to be
= (I/a) increased by σca in the region forward of 0.3L
abaft of F.P. The value of σca is to be taken as :
I = moment of inertia of the member, [cm4],
σca = 0 for Caf < 0.4
about the axis perpendicular to the direction of
buckling being considered
50 x
2 = 1 − [ N/mm ] for C af > 0.5
2
a = cross sectional area of the member, [cm ] k 0.3L
lm = length of the member, [m].
where,
Where end connections of a member are
x = distance [m], from F.P., however need not
different with respect to the two principal axes,
be taken as smaller than 0.1L
σE is to be found out for both cases using
appropriate values of 'C' and 'I'. Caf = factor as defined in Pt.3, Ch.5, 2.2.2.
6.3 Compressive stress, σc For intermediate values of Caf, σca is to be
obtained by interpolation.
6.3.1 The σc value for plate panels and stiffeners
taking part in the longitudinal strength is to be 6.3.2 The σc value for axially loaded members is
taken as : to be taken as :
z
σ c = (M s + M w ) 10 5 [N/mm 2 ]; σc =
10.F
[N/mm 2 ]
In a
but not to be taken less than 30/k [N/mm2] where,
Ms = still water bending moment [kN-m] as per F = Nominal axial force in the member;
Pt.3, Ch.5
= AL . p . 103 [kN]
Mw = wave bending moment [kN-m] as per Pt.3,
Ch.5 AL = Load area, [m2], being supported by the
member
Values of sagging moments (Ms and Mw) are to
be considered for members above the neutral In the calculation of axial force F for deck pillars,
axis and the hogging values for members below contributions, if any, from the decks above are
the neutral axis. also to be considered.
In = moment of inertia of the hull girder about the In the calculation of axial force F for cross ties or
neutral axis, [cm4] panting beams, the larger of the design pressure
'p' at the either ends of the member is to be
z = vertical distance [m], from the neutral axis of considered.
the hull girder to the member under
consideration.
End of Chapter
Chapter 4
Design Loads
Contents
Section
1 General
2 Ship Motions and Accelerations
3 Design Pressures and Forces
Section 1
General
= 10.75 - [(300-L)/100]3/2 for 90 < L< 300 [m] For definitions of service limitations, see Pt.1
Ch.1.
= 10.75 for 300 ≤ L ≤ 350 [m]
Section 2
50 c = ( 2kr / √GM )
- The roll angle, Φ = [radians]
B + 75 kr = roll radius of gyration, [m].
where, GM = metacentric height, [m].
c = (1.25 - 0.025 Tr) d Minimum value of Tr resulting from various
possible combinations of kr and GM is to be
d = 1.2 for ships without bilge keel used.
= 1.0 for ships with bilge keel having area In case detailed calculations for kr and GM have
equal to 2.5% of LxB not been carried out, the following values may
be used.
For other percentages of bilge keel areas 'd' is
to be interpolated. kr = 0.39B for ships with even transverse
distribution of mass
Tr is not to be taken greater than 30 [s]
= 0.35B for tanker in ballast
ao
- the pitch angle, θ = 0.25 [radians] = 0.25B for ships loaded with ore between
Cb
longitudinal bulkheads.
2.2 Acceleration components GM = 0.07B
2.2.1 The design values of various acceleration Rr = distance from the centre of the mass under
components are normally to be taken as : consideration to the axis of rotation, [m].
- the surge acceleration, The axis of rotation for roll may be taken on the
centre line of the ship and at a height 'z' above
ax = 0.2 goao √Cb [m/s2] base line
ay = 0.3 go ao [m/s2]
D T
z = + [m] or,
- the heave acceleration 4 2
0.7g o a o D
az = [m/s 2 ] = [m]
Cb 2
2
2π
a p = θ R p [m/s 2 ]
Tp
where,
av = (a z2 + a rz2 + a pz
2
) [m/s 2 ] kv = 1.3 aft of A.P.
It may be noted that the components arz and apz at = [ a + (g Sinϕ + a ) ] [m/s ]
2
y o ry
2 2
al = [a + (g Sinθ + a ) ] [m/s
2
x o px
2 2
]
Section 3
- for load point above summer load waterline 3.3.1 In case of tanks for crude oil or bunkers
the liquid cargo density 'ρ is not to be taken less
p = Rs . ks (Cw - 0.8 ho) . 10-3 [N/mm2] 3
than that of sea water (ρ=1.025 [t/m ]).
= 3.5 between 0.2L and 0.7L from A.P. p = 0.67 ρ go(hs+ θl) .10-3 (3)
where,
For L between 20 [m] and 90 [m] the value of 'po'
is to be obtained by linear interpolation. bt = distance [m], between tank side bulkheads
or effective wash bulkhead at the height at
However, in mechanically propelled cargo ships which the strength member is located.
of 500 GT and above and passenger ships, for
tanks forming part of the watertight subdivision, - for tanks with lt > 0.13L and/or bt > 0.56B, p
(See Ch.10, Cl.4.2.1) p0 is to be taken as not will be specially considered.
less than 0.024 [N/mm2].
3.3.4 The pressure 'p' acting on girder web
Where automatic pressure valves are fitted, po is panels in cargo tanks or ballast tanks is not to
not to be taken as less than valve setting be taken as less than 0.02 [N/mm2].
pressure.
3.4 Pressures due to dry cargoes, stores,
The formulae which normally give the greatest equipment and accommodation
internal pressure p are indicated in Fig.3.3.2a,
Fig.3.3.2b and Fig.3.3.2c for various tank types. 3.4.1 The pressure 'p' on inner bottom, decks or
hatchcovers is to be taken as:
The external sea pressure at ballast draught for
open sea conditions as per 3.2.4 may be p = q(go + 0.5 av) x 10-3 [N/mm2]
deducted from that given by formulae (1),(2) and
(3) above. where,
The external sea pressure at ballast draught for q = deck cargo load [t/m2].
harbour conditions as per 3.2.4 may be
deducted from that given by formulae (4) and (5) The standard values of `q' are given in Table
above. 3.4.1. Where approval is sought for loadings
higher than the standard loading, the same is to
3.3.3 The pressure 'p' in tanks which may be be indicated on the plans.
filled between 20 per cent and 90 per cent of the
tank heights is to be taken as the greater of that 3.4.2 Weather deck and weather deck hatch
according to 3.3.2 and the relevant values given covers intended to carry deck cargo are to be
below: designed for external sea pressure as given in
3.2.2 or pressure due to deck cargo as given in
- for strength members located within 0.25 lt 3.4.1, whichever is greater.
from the end bulkheads 'p' is not to be taken
as less than: When the design stowage height of weather
deck cargo is smaller than 2.3 [m], an
p = ρ [4 - 0.005L] lt 10-3 [N/mm2] appropriate combination of the two loads is to be
considered.
where,
3.4.3 The pressure 'p' from bulk cargoes on
lt = distance [m], between transverse tank sloping and vertical sides or bulkheads is to be
bulkheads or effective transverse wash taken as:
bulkheads at the height at which the strength
-3 2
member is located. Transverse webframes p = C.ρ.hc(go + 0.5 av) . 10 [N/mm ]
covering part of the tank cross-section (e.g. wing
tank structures in tankers) may be regarded as where,
wash bulkheads for this purpose.
C = Sin2α Tan2(45 - δ/2)+Cos2α
for strength members located within 0.25 bt from
the tank side bulkheads the pressure 'p' is not to α = angle made by the panel under
be taken as less than: consideration with the horizontal plane, [degree]
Decks q[tonnes/m2]
Weather deck and weather deck q = 1.0 t/m for L ≤ 100 m
2
In case of ships where due to large volumetric capacity of cargo spaces the stowage rate is less than
0.7 [t/m3], a reduction in the value of 'ρ' may be considered, if requested for.
End of Chapter
Chapter 5
Longitudinal Strength
Contents
Section
1 General
2 Vertical Bending Moments and Shear Forces
3 Hull Section Modulus and Moment of Inertia
4 Shear Strength
5 Openings in Longitudinal Strength Members
6 Loading Guidance Information
Section 1
General
A longitudinal bulkhead extending from bottom Ships with large deck openings where combined
to deck and which is connected to the ship's stresses due to vertical and horizontal hull girder
side by transverse bulkheads both forward and bending, torsional and lateral loads have to be
aft. considered; e.g. container ships.
Section 2
2.1 Still water bending moment and shear as specified in 2.1.2. For these calculations,
force downward loads are assumed to be taken as
positive values, and are to be integrated in the
2.1.1 Still water bending moments, Ms [kN-m], forward direction from the aft end of L. The sign
and still water shear forces, Qs [kN], are to be conventions of Ms and Qs are as shown in
calculated at each section along the ship length Fig.2.1.1.
for design cargo and ballast loading conditions
2.1.2 In general the following conditions (based - Any specified non-uniform distribution of
on the amounts of bunker, fresh water, stores loading.
etc. at departure and arrival), are to be
considered for the calculations of Ms and Qs. - Mid-voyage conditions relating to tank
Where the amount and disposition of cleaning or other operations where these
consumables at any intermediate stage of the differ significantly from the ballast
voyage are considered more severe, conditions.
calculations for such intermediate conditions are
to be submitted in addition to those for departure - Docking condition afloat
and arrival conditions. Also, where any
ballasting and/or deballasting is intended during - Loading and unloading transitory conditions.
voyage, calculations of the intermediate
condition just before and just after ballasting c) Chemical tankers:
and/or deballasting any ballast tank are to be
submitted and where approved, included in the - Conditions as specified for oil tankers.
loading manual for guidance.
- Conditions for high density or heated cargo
a) General cargo ships, container ships, roll- and segregated cargo, where these are
on/roll-off and refrigerated cargo carriers, included in the approved cargo list.
bulk carriers, ore carriers:
d) Liquefied gas carriers:
- Homogeneous loading conditions at
maximum draught - Homogeneous loading conditions for all
approved cargoes.
- Ballast conditions
- Ballast conditions.
- Special loading conditions e.g. container or
light load conditions at less than maximum - Cargo conditions where one or more tanks
draught, heavy cargo, empty holds or non- are empty or partially filled or where more
homogeneous cargo conditions, deck cargo than one type of cargo having significantly
conditions etc., where applicable different densities are carried.
- Short voyage or harbour conditions, where - Harbour condition for which an increased
applicable vapour pressure has been approved.
- Homogeneous loading conditions (excluding In addition to the above, any other loading
dry and clean ballast tanks) and ballast or condition likely to result in high bending
part loaded conditions. moments or shear forces may require to be
investigated.
For permissible use of partially filled ballast However, for conventional ore carriers with large
tanks in design loading conditions, See 2.1.3 wing water ballast tanks in the cargo area,
and 2.1.4. where empty or full ballast water filling levels of
one or maximum two pairs of these tanks lead to
2.1.3 Ballast loading conditions involving the ship’s trim exceeding one of the following
partially filled peaks and/or other ballast tanks at conditions, it is sufficient to demonstrate
departure, arrival or during intermediate compliance with maximum, minimum and
conditions are not to be used as design intended partial filling levels of these one or
conditions unless: maximum two pairs of ballast tanks such that
the ship’s condition does not exceed any of
- permissible bending and shear stresses are these trim limits. Filling levels of all other wing
not exceeded for all filling levels between ballast tanks are to be considered between
empty and full; and empty and full. The trim conditions mentioned
above are:
- for bulk carriers, the requirement for
longitudinal strength of hull girder in flooded - trim by stern of 3% of the ship’s length, or
conditions as per Pt.5, Ch.1, Sec.2.2 are - trim by bow of 1.5% of ship’s length, or
complied with for all filling levels between - any trim that cannot maintain propeller
empty and full. immersion (I/D) not less than 25%, where:
To demonstrate compliance with all filling levels - I = the distance from propeller centerline
between empty and full, it will be acceptable if, to the waterline
in each condition at departure, arrival and where - D = propeller diameter
required by 2.1.2 any intermediate condition, the - (see Fig. 2.1.3).
tanks intended to be partially filled are assumed
to be:
- empty
- full
- partially filled at intended level.
2.1.4 In cargo loading conditions involving 2.1.6 The design still water bending moment at
partially filled ballast tanks, the requirements amidships Mso (sagging and hogging), is to be
given in 2.1.3 above need be applied in respect taken equal to the maximum of sagging or
of peak tanks only. hogging still water bending moments obtained
for the loading conditions specified in Sec.2.1.2.
2.1.5 Sequential ballast water exchange :
Requirements of 2.1.3 and 2.1.4 above are not At locations other than amidships, 0.4L, the
applicable to ballast water exchange using the design still water bending moment Ms (sagging
sequential method. However, bending moment and hogging) is normally to be taken as:
and shear force calculations for each de-
ballasting or ballasting stage in the ballast water Ms = Ksm.Mso [kN-m]
exchange sequence are to be included in the
loading manual or ballast water management where,
plan of any vessel that intends to employ the
sequential ballast water exchange method. Ksm = 0.0 at A.P. and F.P.
= 0.15 at 0.1L from A.P. and F.P.
= 1.0 within 0.4L amidships.
Cb is not to be taken as less than 0.6 zfp = vertical distance, [m], measured at F.P.,
from summer load water line to the deckline.
2.2.2 At locations other than amidships, the rule
wave bending moment Mw (sagging and
hogging) is to be taken as: Table 2.2.2 : Modification to Kwm and Kwq
values for high speed/flare
Mw = Kwm.Mwo Kwm, Kwq values to be used as per the curve
specified below:
Kwm = 1.0 between 0.40L and 0.65L from A.P. Cav ≤ 0.28 Cav ≥ 0.32
= 0.0 at A.P. and F.P. Load Curve Load Curve
condition condition
Between the specified locations, Kwm is to be Caf ≤ Hogging A Hogging B
obtained by linear interpolation. This is indicated 0.4
by curve 'A' of Fig.2.2.2. Sagging A Sagging A
Caf ≥ Hogging A Hogging A
0.5
Sagging B Sagging B
For intermediate values of Cav and/or Caf, values
of Kwm, Kwq are to be obtained by linear
interpolation between specified curves
Table 2.2.3
Location Positive Shear Negative
from A.P. Force Kwq (+) Shear Force
Kwq (-)
A.P. 0.0 0.0
0.2L to 0.3L 1.589 C b -0.92
(C b + 0.7)
0.4L to 0.6L 0.70 -0.70
0.7L to 0.85L 1.0 − 1.727 C b
(C b + 0.7)
F.P. 0.0 0.0
Section 3
In case of ships with multi-hatchways zn = the vertical distance from the horizontal
athwartships, the effective sectional area of neutral axis to top of continuous strength
strength members between the hatch openings member.
is normally to be taken as 0.6 times the net area
of the members. y = athwartship distance from the centreline of
the ship to the side of the strength member.
In case of ships with continuous trunks or
longitudinal hatch coamings, their net sectional zn and y are to be measured to the point giving
area may be included in the calculations the largest value of z.
provided they are effectively supported by
longitudinal bulkheads or deep girders. The 3.2 Extent of high strength steel
section modulus at deck however, is then to be
calculated as given in 3.1.3. 3.2.1 Where high strength steels are used in the
main hull structure in order to reduce the section
3.1.2 The main strength members included in modulus requirement, the vertical and
the calculation of hull moment of inertia and longitudinal extent of its use is to be such that
section modulus are to extend continuously adjacent structure made of ordinary hull
through the cargo region and sufficiently far structural steel is not stressed beyond the stress
towards the ends of the ship. Longitudinal level permissible for ordinary steel.
bulkheads are to terminate at effective
transverse bulkheads and large transition 3.2.2 The vertical extent of the high strength
brackets are to be fitted in line with the steel used in deck or bottom structure is to be as
longitudinal bulkheads. Where significant shown in the Fig.3.2.2, the distance zo is not to
changes in structural arrangement occur be more than
adequate transitional structure is to be provided.
zo = In / (100.ZRo) [m]
3.1.3 The midship section modulus 'Z' at deck or
bottom about the transverse neutral axis is to be where,
obtained as follows:
ZRo = Rule midship section modulus required for
3
Z = In / (100.z) [cm ] ordinary steel (k=1.0) as given in 3.3.1 and
3.3.2.
where,
For narrow beam ships the vertical extent of
z = the vertical distance [m] from the horizontal high strength steel may have to be increased
neutral axis upto the strength deck at side or the after special consideration.
base line, as relevant.
Between the specified regions σL is to be For intermediate locations the value of Mwh is to
obtained by linear interpolation. be obtained by linear interpolation.
3.3.2 The minimum requirement of hull section The above requirement is normally satisfied
modulus Z about the transverse neutral axis, at when Zh is not less than
midship, is given by:
Zh = 5 k L2.25 ( T + 0.3 B) Cb Rs [cm3]
2 3
Z = k C1 L B (Cb+0.7) (0.5 + Rs/2) [cm ]
3.4 Moment of inertia requirement
where,
3.4.1 The moment of inertia In of the hull section
C1 = 4 + 0.0412 L for L < 90 [m] about the transverse neutral axis, at midship, is
not to be less than:
C1 = 10.75 - [(300-L)/100]3/2 for 90 [m] ≤ L < 300
[m] In = 3 C1 L3 B (Cb+0.7) Rs [cm4].
Section 4
Shear Strength
4.1 General
- For bulk carriers of conventional design:
4.1.1 The shear stress 'τ’ in ship's sides and B . l h . B h . Pc
longitudinal bulkheads based on the total shear ∆Q s = [kN]
force (Qs+Qw) is not to exceed 110/k [N/mm2]. 2.2 (B + l h )
= 0.5 for ships without effective longitudinal Ft, Fp = as given in Table 4.2.1 for the item
bulkheads under consideration, [kN/m]
= as given in Table 4.2.1, for the item under lb = length between tank bulkheads [m]
consideration, for ships with effective
longitudinal bulkheads Transverse wash bulkheads with openings more
than 20% are to be considered ineffective for the
∆Qs = shear correction due to uneven load purpose of determining lb.
distribution and shear carrying longitudinal
bottom members and may be taken as: le = lb - S
∆Qs = 0 for nearly uniform loading conditions S = spacing of bottom transverses, [m]
AS = sectional area of the side shell plating (or The net loading is to be arrived at considering
combined area of the inner and outer shell the downward loading of solid or liquid cargo
plating), [cm2]. above inner bottom together with that of ballast,
if any, in double bottom tanks below and the
AL, AC = Sectional area of the longitudinal wing upward buoyancy loading corresponding to the
bulkhead plating and centre line bulkhead draught at midpoint of the part concerned in the
plating respectively, [cm2]. In case of corrugated loading condition under consideration.
bulkheads the area is to be taken as the product
of mean thickness and the depth. β = 0.7 where a substantially deep girder has
been provided on centre line of the ship.
c, w, d = breadths of the centre tank (or flat
portion of hold between hopper tanks), wing = 1.0 in other cases.
tank and double side tank respectively, [m].
Section 5
5.1.2 Openings in the strength deck within 0.6L The shadow area representing the imaginary
amidships (within the cargo hold region for ships longitudinal extension of an opening is obtained
with large hatch openings) are as far as by drawing two tangent lines with an opening
practicable to be located inside the line of large angle of 30° as shown in Fig.5.2.2.
hatch openings. Necessary openings outside
this line are to be kept well clear of the ship's
side and hatch corners.
5.3.2 Circular openings with diameter equal to or l = longitudinal distance between adjacent
greater than 0.325 m are to have edge hatchways [m]
reinforcement. The sectional area A of the edge
reinforcement is not to be less than b = breadth of the hatchway [m]
A = 2.5 b.t. [cm2] In the above formulae l/b need not be taken as
greater than 1.0 and (B - b) is not to be taken as
where, less than 7.5 [m] nor need be taken as greater
than 15 [m].
b = diameter of the opening [m]
5.4.2 Where corners are of streamlined shape,
t = thickness of the plating [mm]. as given by Fig.5.4.2, the transverse extension
of the curvature, a, is not to be less than:
The reinforcement is normally to be of a vertical
ring welded to the plate edge. Alternative a = 0.025 (1.5 + l / b) (B - b) [m]
arrangements may be accepted provided the
reinforcement is within a distance of 0.05b from where,
the plate edge.
l,b are as defined in 5.4.1.
5.3.3 Elliptical openings are to have their major
axis in the fore and aft direction. Where the ratio
of the major axis to minor axis is less than 2 the
openings are to be reinforced as given in 5.3.2
taking b as the breadth of the opening (minor
axis).
where,
Section 6
6.1.2 In addition to the Loading Manual all ships - Verification of type approval, if any
of Category I of 100 [m] in length and above are
to be provided with an approved loading - Verification that the final data of the ship
instrument. has been used
For additional requirements for bulk carriers, ore - Acceptance of number and position of
carriers and combination carriers of L ≥ 150 [m], read-out points
see Pt.5, Ch.1.
- Acceptance of relevant limits for all
For chemical carriers and gas carriers existing read-out points
analog computer may be retained.
- Checking of proper installation and
6.2 Conditions of approval of loading operation of the instrument on board in
manuals accordance with the agreed test
conditions; and that a copy of the
6.2.1 The approved Loading Manual is to be approved operation manual is available.
based on the final data of the ship. The Manual
is to include the design loading and ballast 6.3.2 In case of modifications implying changes
conditions, sub divided into departure and arrival in the main data of the ship, the loading
conditions, upon which the approval of the hull instrument is to be modified accordingly and
scantlings is based. approved.
6.2.2 In case of modifications implying changes 6.3.3 The operation manual and the instrument
in the main data of the ship, a new Loading output must be prepared in a language
Manual is to be issued duly approved. understood by the users. If this language is not
English, a translation into English is to be
6.2.3 The Loading Manual must be prepared in included.
a language understood by the users. If this
End of Chapter
Chapter 6
Contents
Section
1 General
2 Bar Keel
3 Stem
4 Stem Frames and Rudder Horns
5 Propeller Nozzles
Section 1
General
1.1 Scope sections are to be selected as defined in Pt.3,
Ch.2.
1.1.1 For ships with various Ice Class notations,
additional requirements given in Pt.5, Ch.2 are 1.2.2 Bar keels and stems may either be steel
to be complied with. castings or steel forgings.
Section 2
Bar Keel
2.1.1 The scantlings of bar keel are not to be Minor deviations from the above values may be
less than : accepted provided the required sectional area is
maintained.
Depth = 100 + 1.5 L [mm]
Section 3
Stem
2
3.1 Bar stem [N/mm ], the design value of which is to be
taken as :
3.1.1 The cross sectional area 'A' of a bar stem,
2 -3
below the summer load waterline, is not to be pi = (2.2 + 1.5tanα) x (0.4VSinβ + 0.6√L) .10
2
less than [N/mm ]
t = ( 0.08 L + 5.5 ) √k [mm] 3.3.2 The scantlings of plates and stiffeners are
not to be less than the following :
However 't' need not exceed 25.0 [mm].
Plate thickness
3.2.2 The thickness of the plate stem may be
gradually reduced to that of the side shell at the t = 0.028 fa fr s √(pi k) + tc [mm.]
stem head.
Section modulus of stiffeners
3.2.3 The plate stems are to be supported by
2 3
horizontal diaphragms spaced not more than 1.0 Z = 0.15 s pi l k + Zc [cm ]
[m] apart. Where the stem plate radius is large,
a centreline stiffener or web is to be provided. where,
3.3.1 The region forward of 0.1L abaft of F.P. l = span of stiffeners [m].
and above the summer load waterline, is to be
strengthened for bow impact pressure 'pi'
fa,fr are correction factors for aspect ratio and b = mean breadth, [m], of the load area
curvature, respectively, as defined in Pt.3, Ch.3. supported by the girder.
tc,Zc are corrosion additions to thickness and S = Span of the girder, [m].
section modulus of stiffeners as defined in Pt.3,
Ch.3. h = girder height, [mm].
3.3.3 Outside the region specified above, the 3.4 Bulbous bow
scantlings of side plating and stiffeners may be
gradually reduced to the general requirements. 3.4.1 Where a bulbous bow is fitted, the
structural arrangements are to be such that the
3.3.4 Stiffeners are to be connected at ends. bulb is adequately supported and integrated into
Where stiffener webs are not perpendicular to the fore peak structure.
the shell plating adequate tripping brackets are
to be fitted. 3.4.2 At the fore end of the bulb the structure is
generally to be supported by horizontal
3.3.5 Thickness 't' of primary members is not to diaphragms spaced not more than 1.0 [m] apart
be less than: in conjunction with a deep centreline web.
Section 4
4.1.3 Fabricated and cast steel sternframes are For single screw ships:
to be strengthened at intervals by webs. In way
of the upper part of the sternframe arch, these a ≥ 0.2 R [m]
webs are to line up with the floors.
b ≥ (0.7 - 0.04 Nb) R [m]
2
= 40 T k [cm ] for L > 60 [m]
w = 40 T [mm]
Fabricated propeller posts (see Fig.4.2.1 (b))
l = 200 T [mm]
w = 140 T [mm]
r = 18 T [mm]
t1 = 12 (Tk ) [mm]
c ≥ (0.48 - 0.02 Nb) R [m] tw = 6 (Tk ) [mm], however need not exceed
30 [mm].
d ≥ 0.07 R [m]
Cast steel propeller posts - (See Fig.4.2.1 (c))
For twin screw ships:
l = 165 T [mm]
b ≥ (0.5 - 0.03 Nb) R [m]
where, r = 20 T [mm]
R = Propeller radius [m]
t1 = 12 (Tk ) , [mm] however not less than 19
Nb = Number of propeller blades. [mm].
longitudinal axis is to be equivalent to that with Fr = Rudder force [N] as defined in Pt.3, Ch.14,
the Rule scantlings. However the thickness t1 is Sec.3
neither to be less than (minimum of 19 [mm] for
cast steel propeller posts) nor less than
8 (Tk ) the increased thickness of shell plating
adjacent to sternframe.
where,
Fr l
ZT = [cm 3 ]
1000
where,
The details of taper, nut etc. at the lower end of or girders of increased thickness. The shell
the rudder axle, are to be similar to those of plating in way of shaft brackets is to be
rudder stock cone couplings given in Ch.14. increased in thickness to a minimum of 1.5
times the Rule bottom shell plating thickness
The scantlings and arrangements of vertical amidships. In way of struts, an insert plate is to
coupling at the upper end of the rudder axle are be provided of thickness not less than:
to be similar to those of horizontal bolted
couplings of rudder given in Pt.3, Ch.14, Sec. t = 1.9 √dts where dts is the tailshaft diameter.
6.1. In the formula the axle diameter 'dl' is to be The connection of the struts to the shell plating
used in place of rudder stock diameter 'ds'. is to be by full penetration welding.
The bearing depth l2 is not to be less than 1.2 dl 4.4.4 The scantlings of solid or built-up shaft
[mm]. brackets are to comply with the following:
Section 5
Propeller Nozzles
5.1 General
3) Webs and ring
5.1.1 The requirements for scantlings and webs
arrangements of propeller nozzles given in this - iwo head box and tw = (ts + 4) [mm]
section apply, in general, to nozzles of numeral pintle support
NN, not greater than 200. Nozzles of numeral - elsewhere As for item (2)
greater than 200 will be specially considered. Symbols
NN = Nozzle numeral as given in 5.1.1
Nozzle numeral NN = 0.01 P.D
ts = thickness of shroud plating in way of
propeller tips [mm]
where, tp = thickness of plating [mm]
tw = thickness of webs and ring webs in way of
P = Power transmitted to the propeller [kW]
headbox and pintle support [mm]
D = Diameter of the propeller [m].
NOTE : Thickness given are for mild steel.
When corrosion resistant material is used, the
Additional requirements for scantlings and
plate thicknesses may be reduced by 15%,
arrangements applicable to steerable nozzles
however, thickness is not to be less than
and fixed nozzles are given in 5.3 and 5.4
minimum thickness as applicable.
respectively.
Item Requirement
1) Shroud plating in - For NN ≤ 63
way of propeller ts = (11 + 0.1 NN)
blade tips [mm]
- For NN > 63
ts = (14 + 0.052 NN)
[mm]
2) Shroud plating tp = (ts - 7) [mm] but
clear of blade tips, not less than 8
flare and cone [mm]
plating, wall
thickness of leading
and trailing edge
members
5.2.4 The transverse strength of the nozzle is to r = the horizontal distance from centre line of
be maintained by fitting adequate number of ring stock to centre of pressure of nozzle, but not to
webs. At least two ring webs are to be fitted in be taken less than 10% of the chord length of
way of shroud plating, spaced approximately the nozzle.
400 [mm]. Fore and aft of these webs the
spacing of ring webs is generally not to exceed 5.3.2 Effective means are to be provided for
600 [mm]. Ring webs are to be increased in supporting the weight of the nozzle. Where the
thickness in way of the headbox and pintle support is provided by a carrier bearing attached
support structure in accordance with Table 5.2.1 to the nozzle head, the structure in way of the
and the increased thickness is to be maintained bearing is to be adequately strengthened. The
to the adjacent fore and aft web. shell plating in way of nozzle head is to be
increased in thickness by 50%.
5.2.5 Local stiffening is to be fitted in way of the
top and bottom supports which are to be 5.3.3 All nozzle bearings are to be accessible for
integrated with the webs and ring webs. measuring wear without lifting or unshipping the
Continuity of bending strength is to be nozzle.
maintained in these regions.
5.3.4 Satisfactory arrangement is to be provided
5.2.6 Weld details of nozzle plating, webs, to prevent water from entering the steering gear
coupling flanges etc. are to be as given in Sec.4 compartment and lubricant from being washed
of Ch.14 'Rudders' and also as per Ch.17 away from the nozzle carrier. A seal or stuffing
'Welding'. box is to be fitted above the deepest load water
line for this purpose, however, two separate
5.2.7 Leak testing of the nozzle is to be as seals or stuffing boxes are to be provided when
required for rudders as per Ch.18. the nozzle carrier is below the deepest load
water line.
5.2.8 Arrangement is to be provided to drain the
nozzle completely. Drain plugs are to be 5.4 Fixed nozzles
provided with efficient packing.
5.4.1 The nozzle is to be adequately supported
5.2.9 Internal surfaces of nozzles are to be preferably by closed box structures of necessary
efficiently coated for corrosion protection after enclosed area to withstand the lateral force Fr
completion of fabrication and testing. Where it is and Torque Qr given in 5.3.1 and its own weight.
intended to fill the nozzle with plastic foam, The resultant stresses are not to exceed the
details of the foam material is to be submitted. following:
σb = 75/k [N/mm ]
2
5.3 Steerable nozzles Bending stress
Qr = Fr . r [N-m]
σ e 2 = σ + 3τ τ 2 = 90/k [N/mm 2 ]
where,
2
5.4.2 The nozzle support box structure is to be
A = projected area of nozzle [M ] well integrated to the webs and ring webs in the
nozzle and to the hull structure. Structural
V = Maximum service speed [knots] with the continuity is to be maintained between the webs
ship on summer load waterline. When the speed in the nozzle, the top box structure and local
is less than 10 knots. V is to be replaced by the girders/floors inside the hull.
expression Vmin = (V + 20)/3.
End of Chapter
Chapter 7
Bottom Structure
Contents
Section
1 General
2 Structural Arrangement and Details
3 Design Loads
4 Bottom and Inner Bottom Plating
5 Single Bottom
6 Double Bottom
7 Additional Strengthening against Slamming
8 Engine Seatings
Section 1
General
1.1 Scope
b = spacing of girders, [m]
1.1.1 The scantlings and arrangement of bottom
structure as defined in Ch.1, Sec.2 are to S = span of girders, [m]
comply with the requirements given in this
Chapter. ZR
fB =
1.2 Symbols ZB
tc,Zc are corrosion additions to the thickness and ZR = Rule midship section modulus [cm3] as
section modulus respectively, as given in Ch.3, required by Ch.5, Sec.3.3.1.
Sec.2.1.
ZB = Actual midship section modulus [cm3]
fa,fr are correction factors for aspect ratio and provided at bottom.
curvature, respectively, as defined in Ch.3,
Sec.3.1. z
fz =
Cw, ao, kv and ks as defined in Ch.4, Sec.1.2, zn
Sec.2.3 and Sec.3.2.
where,
Tb = lowest design ballast draught amidships,
[m]. For preliminary purposes, Tb may be taken zn = vertical distance [m], from the neutral axis
as 0.35T for cargo vessels and (2+0.02L) for of the hull girder to the base line.
tankers.
z = vertical distance [m], from the neutral axis of
s = spacing of stiffeners, [mm] hull girder to the free flange of the stiffener or
girder.
l = span of stiffeners, [m]
Section 2
2.1 General (a) Cargo ships of less than 500 tons gross
tonnage.
2.1.1 Except as specified in 2.1.6, passenger
ships and cargo ships other than tankers, are to (b) Ships not propelled by mechanical means.
be fitted with a double bottom extending from
the collision bulkhead to the after peak bulkhead (c) Fishing vessels.
as far as this is practical and compatible with the
design and proper working of the ship. 2.1.7 The engine room of all ships having L > 90
[m] is to have a double bottom.
Note: For the purpose of this requirement, a
“tanker” is a cargo ship constructed or adapted 2.1.8 For ships of L > 90 [m], single bottoms
for the carriage in bulk of liquid cargoes of an within the cargo region, where permitted, are
inflammable nature. normally to be longitudinally stiffened.
For oil tankers, chemical carriers and liquefied 2.1.9 For ships of L > 150 [m] and for ships
gas carriers, the requirements indicated in Pt.5, strengthened for heavy cargoes, double bottoms
Ch.2, Ch.3 and Ch.4 respectively regarding within the cargo region are normally to be
double bottom and location of wells above longitudinally stiffened.
bottom shell are to be complied with.
2.1.10 The continuity of the bottom, bilge and
2.1.2 Where a double bottom is required to be inner bottom longitudinals is to be maintained in
fitted, its depth is to be as per 6.1.1 and the accordance with Ch.3, Sec.5.1.1.
inner bottom is to be continued to the ships side
in such a manner as to protect the bottom to the 2.1.11 The bilge keel and the ground bar to
turn of the bilge. which it is attached, are to be gradually tapered
at ends and arranged to finish in way of suitable
2.1.3 Small wells constructed in the double internal stiffening. Butt welds in the bilge keel
bottom, in connection with the drainage and the ground bar are to be well clear of each
arrangement of holds, are not to extend in depth other and those in the shell plating.
more than necessary. A well extending to the
outer bottom, may be permitted at the after end 2.1.12 The weld connections are to comply with
of the shaft tunnel of the ship. Other wells may the requirements of Ch.17.
be considered provided the arrangements give
protection equivalent to that offered by a double 2.2 Access ventilation and drainage
bottom. In no case the vertical distance from the
bottom of such a well to the plane coinciding 2.2.1 Adequate access is to be provided to all
with the keel line be less than 500 [mm]. parts of the double bottom. The vertical
dimension of lightening holes is not to exceed
2.1.4 A double bottom need not be fitted in way 50 per cent of the girder height. The diameter of
of watertight compartments used exclusively for lightening holes in the bracket floors is not to
the carriage of liquids, provided the safety of the exceed 1/3 of the breadth of the brackets.
ship is not impaired in the event of bottom Lightening holes or manholes are normally not
damage. to be cut in floors or girders towards their ends
and under large pillars or supporting structures.
2.1.5 Any part of a passenger ship or a cargo Manholes in inner bottom are to have
ship other than tanker that is not fitted with a reinforcement rings, and the man hole covers in
double bottom in accordance with 2.1.1 or 2.1.4 the inner bottom plating in cargo holds are to be
is to be capable of withstanding bottom effectively protected. The edges of all holes are
damages as specified in para 8 of SOLAS II-1 to be smooth.
Reg.9.
2.2.2 To ensure the free passage of air and
2.1.6 A double bottom need not be fitted on the water from all parts of the tanks to air pipes and
following ships: suctions, air and drain holes are to be provided
in all non-watertight members. The air holes are
to be placed as near to the inner bottom as
possible and their total area is to be greater than with a rigid watertight closing device. A notice
the area of the filling pipes. The drain holes are board stating that the access opening to the
to be placed as near to the bottom as possible. pipe tunnel is to be kept closed, is to be fitted
near the opening. The opening is to be regarded
2.2.3 The access opening to pipe tunnel is to be as an opening in watertight bulkhead.
visible above the floor plates and is to be fitted
Section 3
Design Loads
p = 0.01T + (ks - 1.5) Cw Rs . 10-3 [N/mm2]. hp = vertical distance [m], from the load point to
the top of air pipe.
In way of tanks, the design pressure is not to be
taken less than net internal pressure 'pi' given hs, po as given in 3.1.1.
below:
Df = depth to freeboard deck [m].
pi = Internal pressure in tanks as given in Ch.4,
Sec.3.3.2 less applicable external sea pressure 3.3 Inner bottom
as given in Ch.4, Sec.3.2.4.
3.3.1 The design pressure 'p' on the inner
Net 'pi' on the outer bottom for vessels of L < 90 bottom is to be taken as the greater of that given
[m], may be approximated as: in 3.2.1 and the following:
pi = 0.01 (hs - Tb) + po [N/mm2] - In way of cargo holds, the design pressure
'p' is not to be taken as less than:
where,
k a −2
hs = vertical distance [m], from the load point to p = ρ .H.1 + 0.5 v o .10 [ N/mm 2 ]
top of the tank. Cb
po = 0.01 [N/mm2] for L ≤ 20 [m] where,
= 0.024 [N/mm2] for L ≥ 90 [m]. ρ = cargo density [t/m3] normally not to be taken
as less than 0.7 [t/m3]
For L between 20 [m] and 90 [m], 'po' is to be
obtained by linear interpolation. H = height [m], to tween deck or top of hatchway
coaming.
However, in mechanically propelled cargo ships
of 500 GT and above and passenger ships, for - In way of holds for ballast, the design
tanks forming part of the watertight subdivision, pressure is not to be taken as less than:
(See Ch.10, Cl.4.2.1) p0 is to be taken as not
less than 0.024 [N/mm2].
k a −2
p = h s . 1 + 0.5 v o .10 [ N/mm 2 ]
3.2 Watertight floors and girders
Cb
3.2.1 The design pressure 'p' on watertight
where,
floors and girders in double bottom tanks is to
be taken as the greater of:
hs = vertical distance [m], from inner bottom to
-3 2 top of hatch coaming.
p = 6.7 hp x 10 [N/mm ]
p = 0.01 hs + po [N/mm2]
Section 4
4.2 Bottom, bilge and inner bottom plating s = stiffener spacing, [mm].
4.2.1 The thickness 't' of the bottom plating is σ = allowable bending stress, [N/mm2], as per
not to be less than the minimum requirement Table 4.2.1.
given in 4.2.2, nor less than:
s p
t = fa .f r . + t c [mm]
2 σ
Table 4.2.1 : σ values for bottom, bilge and inner bottom plating [N/mm2]
Note : 1) In way of hold tanks amidships intended for ballast or cargo oil the value of σ is to be reduced
by 10/k [N/mm2]
4.2.2 The minimum thickness requirement of the = 6.0 [mm], for inner bottom plating elsewhere
bottom and inner bottom plating is given by where ceiling is not fitted.
t = (to+0.04L) √k + tc [mm] for bottom plating 4.2.3 The bottom bilge and inner bottom plating
is also to comply with the requirements of
= (to+0.03L) √k + tc [mm] for inner bottom plating. buckling strength given in Ch.3, Sec.6.
L need not be taken as more than 250 [m]. For ships of L > 90 [m], the thickness of these
platings within 0.4L amidships, corresponding to
to = 5.0 [mm], in general. the buckling strength requirement may be
approximated as :
= 7.0 [mm], for inner bottom plating below dry
cargo hatchway openings where ceiling is not - For longitudinally stiffened plating
fitted.
Section 5
Single Bottom
5.1.1 Plate floors of following scantlings are to web thickness, t = (5.5+0.06L) √k [mm]
be fitted at every frame
2
face plate area, a = (5+0.65L)k. [cm ]
depth at centre line, d = 40(B+T) [mm]
Side girders -
thickness of web, t = (d/100+3) √k [mm]
web thickness, t = (5+0.04L) √k [mm].
face plate area, a = 3.5 T.√k [cm2]
face plate area, a = (5+0.35L)k [cm2].
The thickness of face plate is not to be less than
1/15 of the face width. The thickness of face plates is not to be less
than 1/15 of the face width.
The top of floors, in general, is to be level from
side to side. However, in ships having Towards the fore and after ends, the scantlings
considerable rise of floor, the depth of web at 10 of the bottom girders may be reduced by 10 per
per cent of the span from ends, is not to be less cent.
than 1/2 d [mm].
5.1.3 In the engine room, the thickness of floors
5.1.2 On all ships one centre girder is to be fitted webs and the face plate area as given in 5.1.1
and in addition side girders are to be fitted such are to be increased by 1 [mm] and 50 per cent
that the spacing of girders does not exceed 2.5 respectively. The floors are not to be flanged.
[m]. The girders are to extend as far forward and
aft as practicable and where they are cut at If the height of floors is reduced in way of
transverse bulkheads the longitudinal strength is crankcase, the face plate area is to be suitably
to be maintained. Where the bottom structure increased, however the reduced height is
changes into a double bottom structure, the normally not to be less than 2/3 of 'd' as given in
bottom girders are to extend at least 3 frame 5.1.1.
spaces into double bottom structures.
5.1.4 In the after peak of single screw ships, the
The scantlings of the bottom girders, within 0.5L height of the floors is to be increased such that
amidships, are not to be less than the following: their upper edge is well above the stern tube.
Section 6
Double Bottom
Draught T [m] Under deep tanks (See Note 1) Clear of deep tanks (maximum 3.0 [m])
T≤2 Every 4th frame Every 6th frame
2 < T ≤ 5.4 Every 3rd frame Every 5th frame
5.4 < T ≤ 8.1 Every 3rd frame Every 4th frame
T > 8.1 Every 2nd frame Every 3rd frame
Note 1 : Under tanks with height greater than 0.7 times the distance between
inner bottom and main deck
6.2.3 Where bracket floors are fitted the section bearers. In engine room, plate floors are to be
modulus 'Z' of the bottom frames and reverse fitted at every second side frames. Additionally,
frames is not to be less than: under the main engine seatings, floors
extending to the first side girder outside the
spl 2 k engine seating, are to be fitted at intermediate
Z= + Z c [cm 3 ] frames. Under deep tanks with height greater
1.6 than 0.7 times the distance between inner
bottom and main deck, the spacing of floors is
where, normally not to exceed 2.5 [m]. Elsewhere, the
spacing is normally not to exceed 3.6 [m].
p = applicable design pressure as given in 3.1.1
and 3.3.1 for bottom frames and reverse frames 6.3.3 The plate floors are to be stiffened at every
respectively. longitudinal by a vertical stiffener of depth same
as that of the inner bottom longitudinal and
l = span of frames [m] measured between girder thickness as that of the floor. Between plate
or brackets. floors, transverse brackets are to be fitted at
every frame at the margin plate and at a spacing
Where vertical struts according to 6.2.4 are not exceeding 1.25 [m] on either side of the
fitted, the section modulus of bottom and centre girder. The thickness of brackets is to be
reverse frames may be reduced by 35 per cent. same as that of the plate floors. The brackets
are to extend upto the adjacent longitudinal and
6.2.4 The cross sectional area 'A' of the struts is are to be flanged 75 [mm] at their free edges.
not to be less than
2
6.3.4 The section modulus 'Z' of the bottom and
A = c . k . l . s . T . [cm ] inner bottom longitudinals is not to be less than
where,
spl 2 .10 3
Z= + Z c [cm 3 ]
c = 7x10-4 in way of ballast tanks 12σ
= 6x10-4 elsewhere where,
l = actual span [m], without considering the strut. p = applicable design pressure as given in 3.1.1
and 3.3.1 for bottom longitudinals and inner
The moment of inertia I of the struts is not to be bottom longitudinals respectively;
less than
l = span of longitudinals [m], measured between
I = 2.5 A . d2 x 10-6 [cm4] the plate floors
Section 7
7.1 General
0.2
7.1.1 Where the minimum design ballast draught
Tbf
c1 = 3.6 - 6.5
at F.P. is less than 0.04L [m] (maximum 8.5 L
[m]), the bottom forward is to be additionally
strengthened as given in Sec.7.2 and Sec.7.3. c1 need not be taken more than 1.0
7.1.2 Where the shape of the after sections is Tbf = minimum design ballast draft [m] at F.P.
such that there are large flat areas of bottom
shell, additional stiffening and/or increased shell c2 = distribution factor (see also Fig.7.3.1)
plate thickness may be required. c2 = 0 for x/L ≤ 0.5
7.1.3 Where a ship is classed for 'Restricted
x x
Service' or 'Sheltered water service', compliance c 2 = − 0.5 / c 3 for 0.5 < ≤ (0.5 + c 3 )
with the requirements of this section may be L L
modified or waived altogether.
x
7.2 Spacing of floors and girders c 2 = 1.0 for (0.5 + c 3 ) < ≤ (0.65 + c 3 )
L
7.2.1 The floors and girders in the region
forward of 0.25L abaft of F.P. are to be spaced 1 − x/L x
as given in 7.2.2 and 7.2.3. c 2 = 0.5 1 + for > (0.65 + c 3 )
0.35 − c 3 L
7.2.2 Where transverse framing is adopted,
floors are to be fitted at every frame. The where,
spacing of longitudinal girders is not to exceed 3
times the transverse frame spacing. In addition,
L
intermediate half height girders or equivalent c 3 = 0.33 . C b + ;
longitudinals are to be fitted. 2500
7.2.3 Where longitudinal framing system is c3 need not be taken greater than 0.35
adopted, the plate floors are to be fitted at
alternate frames. The spacing of longitudinal x = distance of the load point from A.P. [m].
girders is not to exceed 3 times the longitudinal
frame spacing. In case of longitudinally stiffened For self propelled vessels:
single bottoms, the arrangements and scantlings
will be specially considered. cs= 1.0 for V/√L ≥ 1.2
7.3.1 The scantlings of bottom plating, stiffeners For intermediate values to be obtained by linear
and girders upto (0.05 Tbf) above base line (upto interpolation
bilge curvature in case of ships with rise of floor)
are to be based on the design slamming For non-self propelled vessels:
pressure PSL given below:
cs = 0.4.
PSL = 0.162 √L . c1 . c2 . cs [N/mm2]
If the minimum design ballast draught Tbf is
for L ≤ 150 [m] achieved by means of full ballast tanks in
forebody resulting in internal loads on bottom
PSL = 1.984 (1.3 - 0.002L) c1 . c2 . cs [N/mm2] shell panels, the design slamming pressure PSL
on the corresponding panels may be reduced by
for L > 150 [m]; (0.014 h) [N/mm2], where, 'h' is the height of the
ballast tank [m].
where,
(1.7 Af + Aw) ≥ 2 As
where,
Section 8
Engine Seatings
End of Chapter
Chapter 8
Side Structure
Contents
Section
1 General
2 Structural Arrangement and Details
3 Design Loads
4 Side Shell Plating and Stiffeners
5 Girders
Section 1
General
1.1 Scope ZR
fD =
1.1.1 The scantlings and arrangement of side ZD
structure as defined in Ch.1, Sec.2 and also
those of sides of the superstructures are to ZR
comply with the requirements of this Chapter. fB =
ZB
1.2 Symbols
fS = fD for side shell area above neutral axis
L, B, T, Cb, k as defined in Ch.1, Sec.2.
= fB for side shell area below neutral axis
tc, Zc are corrosion additions to thickness and
section modulus respectively, as given in Ch.3, where,
Sec.2.1
ZR = Rule midship section modulus [cm3] as
fa,fr are correction factors for aspect ratio and required by Ch.5, Sec.3.3.1.
curvature respectively, as defined in Ch.3,
Sec.3.1. ZD, ZB = Actual midship section moduli [cm3]
provided at deck and bottom respectively;
Cw, ao, ks as defined in Ch.4, Sec.1.2 and calculated as per Ch.5,Sec.3.1.
Sec.3.2.
z
Tb = lowest design ballast draught [m]. For fz =
preliminary purposes, Tb may be taken as 0.35T zn
[m] for cargo vessels and (2 + 0.02 L) [m] for
tankers. where,
s = spacing of stiffeners, [mm]. zn = vertical distance [m], from the neutral axis
of the hull girder to the strength deck or bottom,
l = span of stiffeners, [m]. as relevant.
b = spacing of girders, [m]. z = vertical distance [m], from the neutral axis of
the hull girder to the stiffener or girder.
S = span of girders, [m].
φ= roll angle [radian], as given in Ch.4, Sec.2.
Section 2
2.1.2 Where the side shell is stiffened 2.2.1 The thickness of sheer strake as obtained
longitudinally, the continuity of the side from 4.1.5 is to be increased by 30 per cent on
longitudinals within a distance of 0.15D from each side of a superstructure end bulkhead
bottom or from strength deck is to be maintained located within 0.5L amidships if the
in accordance with Ch.3, Sec.5.1.1. The web superstructure deck is a partial strength deck.
frames are to be fitted in line with the bottom
transverses or plate floors. 2.2.2 Where a rounded sheer strake is adopted
the radius in general, is not to be less than 15
2.1.3 The position, shape and reinforcement of times the plate thickness.
sea inlets or other openings in side shell are to
be in accordance with the requirements of Ch.5, 2.2.3 Bulwarks are generally not to be welded to
Sec.5. the top of the sheer strake within 0.6L
amidships.
2.1.4 In the case of superstructures exceeding
0.15L in length and ending within 0.5L 2.2.4 Where the sheer strake extends above the
amidships, the side plating of the deck stringer plate, the top edge of the sheer
superstructures is to be increased by 25 per strake is to be kept free from notches and
cent in way of the break. Also see Ch.11, isolated welded fittings, and is to be ground
Sec.4.1.5. smooth with rounded edges. Drainage openings
with smooth transition in the longitudinal
2.1.5 The thickness of the shell plating is to be direction may be allowed on special
increased locally by 50 per cent in way of consideration.
sternframe, propeller brackets and rudder horn.
For reinforcements in way of anchor pockets, 2.2.5 The welding of deck fittings to rounded
hawse pipes etc. refer to Ch.15, Sec.2.1. sheer strake within 0.6L amidships is not
permitted, unless approved in each case.
Section 3
Design Loads
3.1 External sea pressure - for load points above the summer load
waterline
3.1.1 The design pressure 'p' on side shell is to
be taken as: p = Rs ks (Cw - 0.8 ho) . 10-3 [N/mm2]
3.2.1 Where the side shell forms a boundary of = 0.024 for L ≥ 90 [m]
a tank, the design pressure 'p' is to be taken as
the greater of external sea pressure given by For L between 20 [m] and 90 [m] 'po' to be
Sec.3.1 and the net internal tank pressure 'pi' obtained by linear interpolation.
given by 3.2.2.
However, in mechanically propelled cargo ships
3.2.2 The net internal tank pressure 'pi' is to be of 500 GT and above and passenger ships, for
taken as: tanks forming part of the watertight subdivision,
(See Ch.10, Cl.4.2.1) p0 is to be taken as not
pi = Internal pressure due to liquid cargo in tanks less than 0.024 [N/mm2].
as given in Ch.4, Sec.3.3.2 less the applicable
external sea pressure at lowest design ballast In case of tanks with stepped upper contour, the
draught 'Tb' as given in Ch.4, Sec.3.2.4. largest value of 'pi' resulting from hs, b
measurements to various tank top corners is to
- For side shell above draught Tb, pi may be be considered (See Fig.3.2.2).
taken as the greater of:
- For vessels of L<90 [m], for side shell below
pi = 0.01 hs + po [N/mm2], or draught Tb, pi, may be, approximated as the
greater of :
= 6.7 (hs + φb) .10-3 [N/mm2], or
pi = 0.01 (hs - hb) + po [N/mm2], or
-3 2
= 6.7 hp . 10 [N/mm ]
= (6.7hp - 10hb) x 10-3 [N/mm2]
where,
where,
hs, b = The vertical and athwartship distance
[m], respectively, from the load point to the tank hs, hp, po = as given above
corner at the top of tank which is furthermost
away. hb = vertical distance [m], from the load point to
the waterline corresponding to draught Tb.
hp = vertical distance [m], from the load point to
the top of air pipe.
Section 4
4.1.1 The thickness 't' of side shell is not to be p = applicable design pressure [N/mm2], as
less than the minimum requirement given in given in Sec.3
4.1.4 nor less than:
σ = allowable bending stress [N/mm2], as per
s p Table 4.1.1.
t = fafr + t c [mm]
2 σ
Between neutral
Framing At strength deck or
Region At neutral axis axis and strength
system bottom
deck or bottom
(175 - 120 fS)/k To be obtained by
Vertical 120/k
max. 120/k linear interpolation
0.4L amidships between values at
(185 - 100 fS)/k
Longitudinal 140/k neutral axis and at
max. 120/k
deck or bottom
Within 0.05L from
F.P. and 0.1L from 160/k
A.P.
To be obtained by linear interpolation between allowable values at regions
Elsewhere specified above
L need not be taken as more than 250 [m]. σ = (215 - 135 fS . fz) /k, maximum 160/k
[N/mm2] for side longitudinals up to depth 'D'
and within 0.4L amidships.
where,
spl2 k
Z= + Z c [cm 3 ] and
2.4 p = applicable design pressure as given in
Sec.3.
= 6.5 √(L.k) [cm3]
4.4.2 The lower end of the tween deck and
superstructure frames is to be connected to the
where, bracket or frame below or else it is to be
bracketed above the deck. The upper end is to
p = applicable design pressure at midpoint of be bracketed to the deck beam or longitudinal.
the span or mean of the pressures at two ends,
whichever is greater, [N/mm2]. 4.5 Peak frames
4.3.3 The section modulus of a main frame 4.5.1 Vertical peak frames forward of the
however, is not to be less than that required for collision bulkhead and aft of the after peak
the tween deck frame above. bulkhead are to have section modulus 'Z' not
less than
4.3.4 Main frame brackets are to be as follows:
spl2 k
length of the bracket : for upper bracket : Z= + Z c [cm 3 ] and
70 l [mm] 1.6
Where the free edge of the bracket exceeds 40 4.6 Tripping brackets
times the bracket thickness, the brackets are to
4.6.1 Where the span of frames exceeds 5 [m]
and/or the flange width is less than 1/20 of the
Section 5
Girders
5.1.1 Web frames are to be fitted in way of hatch The panting beams are to comply with buckling
end beams and deck transverses. strength requirement given in Ch.3, Sec.6 and
are to be bracketed to the frames. Intermediate
5.1.2 In the engine and boiler room, web frames frames are to be bracketed to the stringers.
are to be fitted at the forward and aft end of the
engine and every 5th frame in general. In 5.1.4 The scantlings of simple girders and web
addition, where the engine room is situated aft frames supporting frames and longitudinals are
and the span of the frames up to the lowest to be in accordance with 5.1.5. The scantlings of
deck exceeds 6.5 [m], a side stringer is to be webs supporting fully effective side stringers are
provided. The section modulus `Z' of the web to based on point loadings and 'σ' values given
frames and side stringers is to be obtained as in 5.1.5. The scantlings of the complex girder
per 5.1.5 taking 'b' as the mean of the web system are to be based on a direct stress
frame or stringer spacings respectively, on analysis. The buckling strength of the cross ties,
either side. The depth of the webs and stringers where fitted, is to comply with the requirements
are not to be less than 2.5 times the depth of the given in Ch.3, Sec.6.
ordinary frames.
5.1.5 The section modulus 'Z' of simple girders
Adequate deep beams are to be provided in line and web frames is not to be less than :
with the web frames.
b p S 2 .10 6
5.1.3 In peak spaces, side stringers supporting Z= + Z c [cm 3 ]
vertical peak frames are normally to be fitted at mσ
every 2.6 [m]. The section modulus `Z' of the
stringers is to be obtained as per 5.1.5. The where,
stringers are to be supported by web frames.
p = applicable design pressure [N/mm2], as
Alternatively in fore peak spaces, unflanged given in Sec 3.
stringers supported by panting beams at
alternate frames may be provided. The m = 12 for continuous longitudinal girders with
scantlings of these stringers is not to be less end attachments in accordance with Ch.3,
than the following : Sec.5.
End of Chapter
Chapter 9
Deck Structure
Contents
Section
1 General
2 Structural Arrangement and Details
3 Design Loads
4 Deck Platings and Stiffeners
5 Deck Girders and Pillars
6 Decks for Wheel Loading
Section 1
General
1.1 Scope ZR
fD =
1.1.1 The scantlings and arrangement of deck ZD
structure as defined in Ch.1, Sec.2 are to
comply with the requirements given in this where,
Chapter.
ZR = Rule midship section modulus [cm3], as
1.2 Symbols required by Ch.5, Sec.3.3.1.
Section 2
2.1.5 In ships with large hatch openings, the - cross section of stool at top of transverse
effective cross-sectional area of the deck bulkhead
between the hatchways is to be sufficient to
withstand the transverse load acting on the - cross section of transverse bulkhead (if
ship's sides. Bending and shear stresses arising plane or horizontally corrugated) down to
as a result of loading on the transverse base of top wing tank or to 0.15 D from
bulkhead supported by the deck area and also deck.
as a result of displacements caused by torsion
of the hull girder, are to be considered and the The compressive stress in the above mentioned
2
necessary reinforcements are to be provided. items is not to be greater than 120/k [N/mm ],
nor 80 per cent of the critical buckling stress
The following items may be included in the found in accordance with Ch.3, Sec.6.
effective cross-sectional area of the decks;
corrosion additions, if any, are to be deducted: 2.1.6 Hatchway corners are to be of
streamlined, elliptical or circular shape as given
- deck plating in Ch.5, Sec.5.4. Where shapes other than the
streamlined shape or equivalent are adopted,
- transverse beams and deck transverses insert plates are to be fitted at the hatch corners
in strength deck. The insert plates are to be 25
- hatch end beams (upon special conside- per cent thicker than the deck plating outside the
ration) line of hatchways and are to extend as shown in
Fig.2.1.6. The butts of insert plates are to be 2.1.7 The weld connections are to comply with
well clear of those in coaming. the requirements of Ch.17.
Section 3
Design Loads
For L between 20 [m] and 90 [m], 'po' is to be where, hp and po are as given in 3.3.1.
obtained by linear interpolation.
hs, b = the vertical and athwartship distance, [m]
However, in mechanically propelled cargo ships respectively, from the point of deck under
of 500 GT and above and passenger ships, for consideration to the tank corner at the top of the
tanks forming part of the watertight subdivision, tank which is furthermost away.
(See Ch.10, Cl.4.2.1) p0 is to be taken as not
less than 0.024 [N/mm2]. In case of tanks with stepped upper contour, the
largest value of 'p' resulting from the hs, b,
3.3.2 The design pressure 'p' for decks forming measurements to various tank top corners is to
the crown of a tank may be taken as the greater be considered.
of the following:
Section 4
4.1.2 The thickness 't' of deck platings is not to L need not be taken as more than 250 [m].
be less than the minimum requirement given in
4.1.3 nor less than: where,
p = applicable design pressure [N/mm2] as given Where deck coverings in accordance with Ch.2,
in Sec.3. Sec.4 are provided, the deck thickness may be
reduced by 10 per cent without being less than
5.0 [mm].
For ships of L > 90 [m], thickness 't' of the σ = (215-135fD.fz)/k, max. 160/k [N/mm2] for
strength deck plating within 0.4L amidships, strength deck and decks of long
corresponding to the buckling strength superstructures/deckhouses within 0.4L
requirement may be approximated as: amidships.
- for longitudinally stiffened decks and = 160/k [N/mm2] within 0.1L from ends and for
short decks.
Section 5
p = applicable design pressure [N/mm2] as given t = 4.5 + 0.015 d for d < 300 [mm]
in Sec.3.
= 0.03d for d ≥ 300 [mm]
m = 12 for continuous longitudinal girders with
end attachments in accordance with Ch.3, where,
Sec.5.
d = diameter of the pillar [mm].
= 10 for other girders with end attachments in
accordance with Ch.3, Sec.5. 5.3.2 Pillars are to be fitted in the same vertical
line wherever possible, and arrangements are to
σ = (190-135fD.fz)/k, max. 160/k [N/mm ] for
2
be made to effectively distribute the load at the
continuous longitudinal girders within 0.4L heads and heels. Where pillars support
amidships. eccentric loads, they are to be strengthened for
the additional bending moments imposed upon
= 160/k [N/mm2] for longitudinal girders within them. Doubling or insert plates are generally to
0.1L from ends and for transverse girders in be fitted at the head and heel of hollow pillars.
general.
5.3.3 The pillars are to have a bearing fit and
Elsewhere, `σ' may be obtained by linear are to be attached to the head and heel plates
interpolation. by continuous welding.
5.1.4 The effective cross sectional area 'A' of the 5.3.4 Where the heels of hold pillars are not
girder web at ends obtained as per Ch.3, directly above the intersection of plate floors and
Sec.4.4 is not to be less than: girders, partial floors and intercostal girders are
to be fitted as necessary to support the pillars.
2
A = 70.S.b.p k + 0.01h tc [cm ] Lightening holes or manholes are not to be cut
in the floors and girders below the heels of
where, pillars.
h = girder height [mm]. 5.3.5 Inside tanks, hollow pillars are not to be
used and strengthening at the heads and heels
of pillars is not to be obtained by means of
Section 6
End of Chapter
Chapter 10
Bulkheads
Contents
Section
1 General
2 Subdivision and Arrangement
3 Structural Arrangement and Details
4 Design Loads
5 Plating and Stiffeners
6 Girders
Section 1
General
1.1.1 The requirements of this chapter cover the tc, Zc are corrosion additions to thickness and
arrangement and scantlings of watertight and section modulus respectively as given in Ch.3,
deep tank bulkheads. Sec.2.1
1.1.2 The requirements also cover the non- ao, kv are as defined in Ch.4.
watertight bulkheads and shaft tunnels.
s = spacing of stiffeners [mm]
1.2 Statutory requirements
l = span of stiffeners [m]
1.2.1 Where applicable, the number and
disposition of bulkheads are to be arranged to b = spacing of girders [m]
meet the requirements for subdivision,
floodability and damage stability in accordance S = span of girders [m]
with the requirements of the National Authority
of the country in which the ship is registered. ZR
fD =
1.3 Definitions and Symbols ZD
where,
Section 2
For ships without longitudinal bulkheads in the Xc,min = 0.05LL - XR [m] for L < 200 [m].
cargo region, additional transverse watertight
bulkheads are to be fitted so that the total = 10 - XR [m] for L ≥ 200 [m].
number of bulkheads is not less than that given
in Table 2.1.1. Xc,max = 0.05 LL - XR + 3 [m] for L < 100 [m].
2.3 After peak bulkhead and shaft tunnel 2.5 Openings in watertight bulkheads and
closing appliances - General
2.3.1 All ships are to have an after peak
bulkhead generally enclosing the sterntube and 2.5.1 Openings may be accepted in watertight
rudder trunk in a watertight compartment. In twin bulkheads except in that part of collision
screw ships where the bossing ends forward of bulkhead which is situated below the bulkhead
the after peak bulkhead, the sterntubes are to deck / freeboard deck. The number of openings
be enclosed in suitable watertight spaces inside in watertight subdivisions is to be kept to a
or aft of the shaft tunnels. minimum compatible with the design and proper
working of the ship. Where penetrations of
2.3.2 In passenger ships, the stern gland is to watertight bulkheads are necessary for access,
be situated in a watertight shaft tunnel or other piping, ventilation, electrical cables, etc.,
watertight space separate from the stern tube arrangements are to be made to maintain the
compartment and of such volume that if flooded watertight integrity. Relaxation in the
by leakage through the stern gland, the watertightness of openings above the bulkhead
bulkhead deck will not be immersed. deck / freeboard deck may be considered
In cargo ships, where the inboard end of the provided it is demonstrated that any progressive
stern tube extends into the engine room, flooding can be easily controlled and that the
provision of an approved watertight/ oil tight safety of the ship is not impaired.
gland system for sealing of the inboard end of
the stern tube at the aft peak/engine room 2.5.2 Openings in the collision bulkhead above
watertight bulkhead is considered sufficient to the bulkhead deck / freeboard deck are to have
minimize danger of water penetrating into the weathertight doors or an equivalent
ship in case of damage to stern tube arrangement.
arrangements.
(See also Pt.4, Ch.4, Sec. 6.16). 2.5.3 Doors, manholes, permanent access
openings or ventilation ducts are not to be cut in
2.3.3 In ships with engines situated amidships, a the collision bulkhead below the freeboard deck.
watertight shaft tunnel is to be arranged.
Openings in the forward end of shaft tunnels are 2.5.4 Where watertight bulkhead stiffeners are
to be fitted with watertight sliding doors capable cut in way of watertight doors in the lower part of
of being operated from a position above the load the bulkhead, the opening is to be suitably
water line. framed and reinforced. Where stiffeners are not
cut but the spacing between the stiffeners is
2.4 Height of bulkheads increased on account of watertight doors, the
stiffeners at the sides of the doorways are to be
2.4.1 The watertight bulkheads are in general to increased in depth and strength so that the
extend to the bulkhead deck / freeboard deck. efficiency is at least equal to that of the
Indian Register of Shipping
Chapter 10 Part 3
Page 4 of 13 Bulkheads
unpierced bulkhead, without taking the stiffeners e) Hinged Door : A door having a pivoting
of the door-frame into consideration. motion about one vertical or horizontal
edge.
2.6 Doors in watertight bulkheads for ships
where subdivision / damage stability require- 2.6.3 Structural design
ments are applicable
Doors are to be of approved design and are to
2.6.1 The requirements in 2.6.1 to 2.6.16 apply be of a strength equivalent to that of the
to doors located in way of the internal watertight subdivision bulkheads in which they are fitted.
subdivision boundaries and the external
watertight boundaries necessary to ensure 2.6.4 Operation mode, location and outfitting
compliance with the relevant subdivision and
damage stability regulations. Doors are to be fitted in accordance with all
requirements regarding their operation mode,
These requirements do not apply to doors location and outfitting, i.e. provision of controls,
located in external boundaries above equilibrium means of indication etc. as shown in Table
or intermediate waterplanes. 2.6.4. For passenger ships, in addition to the
requirements given in the Table 2.6.4 the
2.6.2 Definitions watertight doors and their controls are to be
located in compliance with the following:
For the purpose of the requirements in this
subsection (2.6) the following definitions apply: a) The door is to be located inboard of the
damage zone B/5 on P&S as per SOLAS II-
a) Watertight : Capable of preventing the 1 Reg.13.7.
passage of water in any direction under a
design head. The design head for any part b) The door controls including hydraulic piping
of a structure shall be determined by and electric cables are to be kept as close
reference to its location relative to the as practicable to the bulkhead in which the
bulkhead deck or freeboard deck, as doors are fitted in order to minimize the
applicable, or to the most unfavourable likelihood of them being involved in any
equilibrium / intermediate waterplane, in damage to the ship. The positioning of
accordance with the applicable subdivision doors and controls is to be such that if the
and damage stability regulations, whichever ship sustains damage within damage zone
is the greater. A watertight door is thus one B/5 as mentioned above, the operation of
that will maintain the watertight integrity of the doors clear of the damaged portion of
the subdivision bulkhead in which it is the ship is not impaired.
located.
2.6.5 Frequency of use whilst at sea
b) Equilibrium Waterplane : The waterplane in
still water when, taking account of flooding a) Normally closed
due to an assumed damage, the weight and Kept closed at sea but may be used if
buoyancy forces acting on a vessel are in authorised. To be closed again after use.
balance. This relates to the final condition
when no further flooding takes place or after b) Permanently closed
cross flooding is completed.
The time of opening such doors in port and
c) Intermediate Waterplane : The waterplane of closing them before the ship leaves port
in still water, which represents the shall be entered in the log-book. Should
instantaneous floating position of a vessel at such doors be accessible during the
some intermediate stage between voyage, they shall be fitted with a device to
commencement and completion of flooding prevent unauthorised opening.
when, taking account of the assumed
instantaneous state of flooding, the weight c) Normally open
and buoyancy forces acting on a vessel are May be left open provided it is always ready
in balance. to be immediately closed.
Table 2.6.4 : Internal doors in watertight bulkheads in cargo ships and passenger ships
Position 1. 2. 3. 4. 5. 6. 7. 8.
relative to Frequency Type Remote Indication Audible Notice Comments Regulation
6 6
equilibrium of use control locally and alarm
6
or whilst at on bridge
intermediate sea
waterplane
I. Passenger Ships
Certain doors
may be left SOLAS II-1/ 13;
Norm.
POS Yes Yes Yes No open, see SOLAS II-1/22.1, 2,
A. At or Closed
SOLAS II- 3 and 4
below 1/22.4
Perm. SOLAS II-1/13.9 &
S, H No No No Yes See Notes 1+4
Closed 2
Norm. POS, SOLAS II-1/22.4
Yes Yes Yes No
Open POH SOLAS II-1/ 17.1
S, H No Yes No Yes See Note 2 MSC/Circ.541
B. Above
Norm. Doors giving
Closed SOLAS II-1/17.1
S, H No Yes No Yes access to Ro-
SOLAS II-1/23
Ro Deck
II. Cargo Ships
Used POS Yes Yes Yes No SOLAS II-1/13.2
Notes:
2.6.6 Types of doors in Table 2.6.4 the ship listed to either side. In the case of
passenger ships, it is to be possible to close
Power operated, sliding or rolling POS the door from a position above the bulkhead
Power operated, hinged POH deck with an all round crank motion or some
Sliding or rolling S other movement providing the same degree
Hinged H of safety.
Where shown in Table 2.6.4, position indicators Where a watertight door is located adjacent to a
are to be provided at all remote operating fire door, both doors are to be capable of
positions as well as locally, on both sides of the independent operation, remotely if required and
doors, to show whether the doors are open or from both sides of the each door.
closed and if applicable, with all dogs/cleats fully
and properly engaged. 2.6.12 Testing
An indication (i.e. red light) should be placed b) For large doors intended for use in the
locally showing that the door is in remote control watertight subdivision boundaries of cargo
mode ("doors closed mode"). Special care spaces, structural analysis may be accepted
should be taken in order to avoid potential in lieu of pressure testing. Where such
danger when passing through the door. doors utilise gasket seals, a prototype
Signboard/instructions should be placed in way pressure test to confirm that the
of the door advising how to act when the door is compression of the gasket material is
in "doors closed" mode. capable of accommodating any deflection,
revealed by the structural analysis, is to be
2.6.9 Alarms carried out.
Doors which are to be capable of being remotely c) Doors which are not immersed by an
closed are to be provided with an audible alarm, equilibrium or intermediate waterplane but
distinct from any other alarm in the area, which become intermittently immersed at angles of
will sound whenever such a door is remotely heel in the required range of positive
closed. For passenger ships the alarm shall stability beyond the equilibrium position are
sound for at lest 5 s but not more than 10 s to be hose tested.
before the door begins to move and shall
continue sounding until the door is completely 2.6.13 Pressure testing
closed. In the case of remote closure by hand
operation, an alarm is required to sound only The head of water used for the pressure test
while the door is actually moving. shall correspond to at least the head measured
from the lower edge of the door opening, at the
In passenger areas and areas of high ambient location in which the door is to be fitted in the
noise, the audible alarms are to be vessel, to the bulkhead deck or freeboard deck,
supplemented by visual signals at both sides of as applicable, or to the most unfavourable
the doors. damage waterplane, if that be greater. Testing
may be carried out at the factory or other shore
2.6.10 Notices based testing facility prior to installation in the
ship.
As shown in Table 2.6.4, doors which are
normally closed at sea but not provided with 2.6.14 For doors on passenger ships which are
means of remote closure, are to have notices normally open and used at sea or which become
fixed to both sides of the doors stating, 'To be submerged by the equilibrium or intermediate
kept closed at sea'. Doors which are to be waterplane, a prototype test shall be conducted,
Indian Register of Shipping
Rules and Regulations for the Construction and Classification of Steel Ships - 2016
Page 7 of 13
___________________________________________________________________________________
on each side of the door, to check the - tanks for fuel oil or lubricating oil
satisfactory closing of the door against a force
equivalent to a water head of at least 1 [m] - tanks for edible oil
above the sill on the centre line of the door.
- tanks for fresh water and feed water.
2.6.15 Hose testing
2.7.2 Tanks for lubricating oil are also to be
After installation in a ship if pressure test is not separated by cofferdams from those carrying
carried out, all watertight doors are to be subject fuel oil. However, these cofferdams need not be
to a hose test in accordance with Pt.3, Ch.18. fitted provided that the common boundaries
Hose testing is to be carried out from each side have full penetration welds and the head of
of the door unless, for a specific application, lubricating oil is not less than that in the adjacent
exposure to floodwater is anticipated only from fuel oil tanks. In this case, a permanent notice is
one side. Where a hose test is not practicable to be displayed near the lubricating oil tank that
because of possible damage to machinery, the oil level is not to be less than that in the
electrical equipment, insulation or outfitting adjacent fuel oil tank at any time.
items, it may be replaced by means such as an
ultrasonic leak test or an equivalent test. 2.8 Fore peak spaces
Section 3
Section 4
Design Loads
For the definition of 'loadpoint' see Ch.4, Sec.3. Where automatic pressure valves are fitted, po is
not to be taken as less than the valve release
4.1.2 Watertight bulkheads enclosing hold pressure.
spaces to carry water ballast are to be treated
as tank bulkheads. 4.2.2 For longitudinal bulkheads (and transverse
bulkheads at sides) in way of wide tanks, the
4.1.3 The design pressure for the end bulkheads design pressure is normally given by the greater
of bulk cargo spaces are to be obtained as per of 'p' according to 4.2.1 and
Ch.4, Sec.3.4.3.
p = 6.7 (hs + φ b) x 10-3 [N/mm2]
4.2 Tank bulkhead loads
where,
4.2.1 The design pressure 'p' for tank bulkheads
are normally to be taken as the greater of b = athwartship distance [m] from the load point
to the tank corner at tank top which is situated
0.5 furthest from the load point. [See Fig.3.2.2 in
p = 0.01 1 + k v a o h s [ N/mm 2 ] Ch.8].
Cb
φ= roll angle as defined in Ch.4 Sec.2.2.1.
= 6.7 hp . 10-3 [N/mm2]
For transverse bulkheads (and longitudinal
= 0.01 hs + po [N/mm2] bulkheads at ends) in way of tanks of length >
0.15 L, the design pressure is normally given by
where, greater of 'p' according to 4.2.1 and
Section 5
Between neutral
At strength deck or
Region Framing system At neutral axis axis and strength
at bottom
deck or bottom
(175 - 120 fs)/k To be obtained by
Vertical 140/k
max. 120/k linear interpolation
0.4L amidships
(185 - 100 fs)/k To be obtained by
Longitudinal 160/k
max. 120/k linear interpolation
Within 0.1L from
160/k
ends
To be obtained by linear interpolation between allowable values at regions specified
Elsewhere
above.
where,
where, σ s
2
σ c = σ F 1 − F
ta = thickness of adjacent plating [mm] not to be c 1000 t f
taken greater than t.
p = applicable design pressure given in Sec.4. = 20 for non-fixed upper end of vertical
corrugation
m = 12
= ms for vertical corrugation, lower end to stool
σ = (215 - 135 fs fz)/k, max. 160/k [N/mm2] for
tank and dry bulk cargo bulkhead longitudinals 8m s
within 0.4L amidships = for vertical corrugation at middle of
ms − 4
= (225 - 135 fs fz)/k, max. 160/k [N/mm2] for span; [m] not more than 13
ordinary watertight bulkhead longitudinals within
0.4L amidships where,
5.3.3 Actual section modulus of corrugations is m = 16 for stiffeners fixed at both ends
to be obtained as per 5.2.4.
= 12 for stiffeners fixed at one end (lower end in
5.3.4 Brackets are normally to be fitted at the case of vertical stiffeners) and simply supported
ends of non-continuous stiffeners. Where at the other end.
stiffeners are sniped at the ends, the thickness
of the plating supported by the stiffeners is not = 8 for stiffeners simply supported at both ends.
to be less than: σ = 220/k.
t = 1.25 √[( l - 0.0005s) s.p.k] + tc [mm]. 5.4.2 The thickness of web and flange is to be
as required in 5.1.2. For sniped ends, the
5.4 Vertical and transverse stiffeners on thickness of bulkhead plating is to be as per
ordinary watertight bulkheads 5.3.4.
5.4.1 The section modulus of bulkhead stiffeners 5.4.3 Actual section modulus of corrugations is
is not to be less than to be obtained as per 5.2.4.
Section 6
Girders
The web area at middle of span to be not less In addition to satisfying the local requirements
than 0.5 Aw. specified in 6.1, the scantlings of bulkhead
girders, which are a part of a complex girder
6.1.4 The girders are to be satisfactorily system in holds for heavy cargo or tanks may
stiffened against buckling in accordance with the have to be based on direct stress analysis.
requirements given in Ch.3, Sec.6. Tripping
End of Chapter
Chapter 11
Contents
Section
1 General
2 Design Loads
3 Scantlings
4 Structural Arrangement and Details
5 Bulwarks and Guard Rails
6 Means of Embarkation and Disembarkation
Section 1
General
B' = actual max. breadth of the ship, [m] on the l = span of stiffener [m].
exposed weather deck at the position
considered.
Section 2
Design Loads
- for aft ends situated aft of amidships. p = 0.025 + 10-4 L [N/mm2] - for lowest tier of
unprotected fronts
0.4x L 1
= 0.5 − + p = 0.0125 + 0.5 x 10-4 L [N/mm2] - elsewhere
L 1000
In the above formulae 'L' is not to be taken as
- for aft ends situated forward of amidships. less than 50 [m], nor need be taken greater than
250 [m].
2
x
L − 0.45
b = 1.0 + for x/L ≤ 0.45
C b + 0.2
L f L f
20 .89 25 1.33
30 1.75 35 2.17
40 2.57 45 2.96
50 3.34 55 3.71
60 4.07 65 4.42
70 4.76 75 5.09
80 5.41 85 5.72
90 6.03 95 6.32
100 6.61 105 6.89
110 7.16 115 7.43
120 7.68 125 7.93
130 8.18 135 8.42
140 8.65 145 8.8
150 9.10 155 9.25
160 9.39 165 9.52
170 9.65 175 9.77
180 9.80 190 10.09
200 10.27 210 10.43
220 10.57 230 10.68
240 10.70 250 10.86
260 10.93 270 10.98
280 11.01 290 11.03
300 11.03
Section 3
Scantlings
3.1 End bulkheads of superstructures and t =(4 + 0.01 L1) √k [mm] for upper tiers.
deckhouses and exposed sides in
deckhouses 3.1.3 The section modulus Z of stiffeners on
fronts, sides and end bulkheads of all erections
3.1.1 The thickness 't' of steel plating of the other than sides of superstructures is not to be
fronts, sides and aft ends of the deckhouses and less than
the front and aft ends of the superstructures
corresponding to the design pressure is given by Z = 0.35 sl2p [cm3] in general
t = (5 + 0.01 L1) √k [mm] for the lowest tier; The modulus may be linearly decreased to the
general value at the first deck above the
t = 0.0085 s √k [mm]
Section 4
4.1 Structural continuity poop and bridge, the side plating is to extend
beyond the ends of the superstructure, and is to
4.1.1 Adequate transverse strength is to be be gradually reduced in height down to the
provided to the deckhouses and superstructures sheer strake. The transition should be smooth
by means of transverse bulkheads, girders and and without any discontinuity. The extended
web frames. plating is to be adequately stiffened, particularly
at its upper edge.
4.1.2 The front and the after end bulkheads of
the superstructures and deckhouses should be 4.1.6 Deck girders are to be fitted below the
effectively supported below by a transverse sides of long deckhouses and are to extend at
bulkhead or by a combination of partial least three frame spaces beyond the deckhouse
bulkheads, girders and pillars. Similarly, the ends. The depth of the girders is to be at least
exposed sides and internal bulkheads of various 100 [mm] greater than the depth of the beams
tiers of erections are to be located, as far as and the girders are to be adequately stiffened at
practicable, above bulkheads or above deep the lower edge.
girders below, or equivalent.
4.1.7 The connection area between the corners
4.1.3 Adequate web frames are to be provided of long deckhouses and deck plating should be
in way of large openings, boat davits and other increased locally. Deck beams under the
points of high loading. corners of deck houses are not to be scalloped
for a distance of 0.5 [m] on either side of the
4.1.4 All openings cut on the sides are to be corners.
substantially framed and have well rounded
corners. Continuous coamings or girders are to 4.2 Navigation bridge visibility
be fitted below and above doors and similar
openings. The size and number of openings on 4.2.1 Attention is drawn to Chapter V,
the sides are to be avoided or minimized at the Regulation 22 of SOLAS 1994 Amendments
ends of erections situated within 0.4L amidships. regarding Navigation Bridge Visibility
requirements, applicable to ships of loadline
4.1.5 At the ends of superstructures, which have length equal to or greater than 45 [m].
no set-in from the ships' side, and at the ends of
Section 5
5.1.1 Bulwarks or guard rails are to be provided 5.3.1 The thickness of the bulwark plating is not
on the exposed parts of the freeboard and to be less than that required for the
superstructure decks and also on the first tier of superstructure side plating in the same location
the deckhouse decks. The height of the if the height of the bulwark is equal to or greater
bulwarks or guard rails measured above the than 1.8 [m]. Where the height of the bulwark is
sheathing, if any, is not to be less than 1.0 [m]. 1.0 [m], the thickness need not exceed 6.0
Consideration will be given to cases where this [mm]. For intermediate bulwark heights the
height would interfere with the normal operation thickness may be obtained by interpolation.
of the ship.
5.3.2 The section modulus 'Z' at the bottom of
5.2 Bulwark construction the bulwark stay is not to be less than:
2 3
5.2.1 Bulwarks are to be stiffened at the upper Z = (33 + 0.44 L) h s [cm ]
edge by a strong rail section and supported by
stays from the deck. The spacing of stays where,
forward of 0.07L from F.P. is to be not more
than 1.2 [m] on Type 'A', Type 'B-60' and Type h = height of the bulwark [m].
'B-100' ships as defined in the ILLC, and not
more than 1.8 [m]. on other types. Elsewhere, s = spacing of bulwark stays [m].
the bulwark stays are to be not more than 1.8
[m] apart. Where bulwarks are cut in way of a In the calculation of section modulus 'Z', only the
gangway or other openings, stays of increased material connected to the deck is to be included.
strength are to be fitted at the ends of the The contribution from bulwark plating and/or
openings. stay flange may be considered depending upon
the construction details.
Bulwark stays are to be supported by, or are to
be in line with, suitable underdeck stiffening, 5.3.3 When the bulwark is subjected to loads
which is to be connected by double continuous from any deck cargo, the scantlings will be
fillet welds in way of the bulwark stay specially considered.
connection.
5.4 Freeing arrangements
Bulwarks are to be adequately strengthened in
way of the eyeplates for cargo gear, and in way 5.4.1 Where bulwarks on the weather portion on
of the mooring pipes the plating is to be freeboard or superstructure decks form wells,
increased in thickness and also adequately provision is to be made for rapidly freeing the
stiffened. decks of water. In general the minimum freeing
area "A" on each side of the ship for each well
5.2.2 Bulwarks are generally not to be welded to on the freeboard deck is to be given by the
the top of the sheerstrake within 0.6L amidships. following in cases where the sheer in way of the
well is standard or greater than standard.
5.2.3 Bulwarks should not be cut in way of the
breaks of the superstructures, and are also to be Where, length of the bulwark (l) in the well is
arranged to ensure their freedom from main less than or equal to 20 [m] -
structural stresses. At the ends of the
2
superstructures where the side plating is A = 0.7 + 0.035 l [m ];
extended and tapered to align with the bulwark
plating, the transition plating is to be suitably and where l exceeds 20 [m] -
stiffened and supported. Where freeing ports or
other openings are essential in this plate, they A = 0.07 l [m2];
are to be suitably framed and kept well clear of
the free edge. l not to be taken as greater than 0.7 LL, where LL
is the loadline length of the vessel (See Ch.1)
5.4.3 On a flush deck ship with a substantial (i) If the freeflow area is not less than the
deckhouse amidships, it is considered that the freeing area calculated from 5.4.5 above
deckhouse provides sufficient break to form two as if the hatchway coamings were
wells and that each could be given the required continuous, then the minimum freeing
freeing port area based upon the length of the port area calculated from 5.4.1 & 5.4.2
'well'. It would not then be allowed to base the should be deemed sufficient.
area upon 0.7 LL.
(ii) If the freeflow area is equal to or less
For a 'substantial' deckhouse, the breadth of the than the freeing area calculated from
deckhouse should be at least 80% of the beam 5.4.1 & 5.4.2, the minimum freeing area
of the vessel and the passageways along the in the bulwarks should be determined
sides of the ship should not exceed 1.5 [m] in from 5.4.5.
width.
(iii) If the freeflow area is smaller than
Where a screen bulkhead is fitted completely calculated from 5.4.5 but greater than
across the vessel, at the forward end of a calculated from 5.4.1 and 5.4.2, the
midship deck house, this would effectively divide minimum freeing port area should be
the exposed deck into wells and no limitation on determined from the following formula.
the breadth of the deckhouse is considered
necessary in this case. 2
F = F1 + F2 - fp [m ]
5.4.5 The effectiveness of the freeing port area fp = the total net area of passages and gaps
in bulwarks required in 5.4.1 above depends on between hatch ends and superstructures or
the free flow across the deck of a ship. Where deckhouses up to the actual height of bulwark
there is no free flow due to the presence of a [m2].
continuous trunk or hatchway coaming the
freeing area in bulwarks is to be calculated as 5.4.7 All such openings in the bulwark are to be
per Table 5.4.5. The area of freeing ports at protected by rails or bars spaced not more than
intermediate breadths shall be obtained by 230 [mm] apart. If shutters are fitted to freeing
linear interpolation. ports ample clearance is to be provided to
prevent jamming. Hinges are to have pins or
bearings of non-corrodible materials. If shutters
Stanchions with increased breadth to be aligned 5.7 Protection of crew requirements for
with member below deck which is to be min. 100 specific types
x 12 flatbar welded to deck by double
continuous fillet weld. The stanchions with Note : Some Administrations may have more
increased breadth need not be aligned with stringent requirements for protection of crew
under deck structure for deck plating exceeding than those given below.
20 [mm].
c) Wire ropes may only be accepted in lieu of 5.7.1 Protection of crew shall be provided by at
guardrails in special circumstances and then least one of the means denoted in Table 5.7.1.
only in limited lengths.
Acceptable arrangements referred to in the table
d) Lengths of chain may be accepted in lieu of are defined as follows:
guard rails if they are fitted between two
fixed stanchions and/or bulwarks. a) A well lighted and ventilated underdeck
passage (clear opening 0.8 [m] wide, 2 [m]
e) The clear opening below the lowest course high) as close as practicable to the
of the guard rails is not to exceed 230 [mm]. freeboard deck, connecting and providing
Where this course is not measured from the access to the locations in question.
deck, but from the sheerstrake or a b) On or near the centreline of a ship a
waterway bar, which is not in the same permanent and efficiently constructed
vertical plane as the rails, the length of gangway fitted at the level of the
opening is the diagonal distance between superstructure deck, providing a continuous
the lowest of the rails and the top of the platform at least 0.6 [m] in width and a non-
sheerstrake or waterway bar. The other slip surface, with guard rails extending on
courses are not to be more than 380 [mm] each side throughout its length. Guard rails
apart. Where rounded gunwales are fitted shall be at least 1 [m] high with courses as
the guard rail supports are to be placed on required in 5.6.e) above and supported by
the flat of the deck, as close as possible to stanchions spaced not more than 1.5 [m]; a
the beginning of the curvature of the foot stop shall be provided.
gunwale.
Acceptable arrangements
Assigned according to type of freeboard
Type of
Location of access in ships summer assigned:
Ship
freeboard Type Type Type
Type A
B-100 B-60 B&B+
All ships 1.1 Access to Midship Quarters ≤ 3000 mm a a a a
other than b b b b
Oil 1.1.1 Between poop and bridge, or e e c(1) c(1)
Tankers, e c(2)
Chemical f(1) c(4)
Tankers
and Gas 1.1.2 Between poop and deckhouse > 3000 mm a a a d(1)
Carriers containing living b b b d(2)
accommodation or navigating e e c(1) d(3)
equipment, or both c(2) e
e f(1)
f(1) f(2)
f(2) f(4)
1.2 Access to Ends ≤ 3000 mm a a a
1.2.1 Between poop and bow (if b b b
there is no bridge) c(1) c(1) c(1)
1.2.2 Between bridge and bow, or e c(2) c(2)
f(1) e e
f(1) f(1)
f(2) f(2)
1.2.3 Between a deckhouse > 3000 mm a a a
containing living b b b
accommodation or navigating c(1) c(1) c(1)
equipment, or both, and bow, d(1) c(2) c(2)
or e d(1) c(4)
1.2.4 In the case of a flush deck f(1) d(2) d(1)
vessel, between crew e d(2)
accommodation and the f(1) d(3)
forward and after ends of ships f(2) e
f(1)
f(2)
f(4)
Oil 2.1 Access to Bow ≤ (Af + Hs)*
Tankers, 2.1.1 Between poop and bow or a
Chemical 2.1.2 Between a deckhouse e
Tankers containing living f(1)
and Gas accommodation or navigating f(5)
Carriers equipment, or both, and bow,
or
2.1.3 In the case of a flush deck > (Af+ Hs)* a
vessel, between crew e
accommodation and the f(1)
forward end of ship f(2)
2.2 Access to After End As required in 1.2.4 for other types of
2.2.1 In the case of a flush deck ships
vessel, between crew
accommodation and the after
end of ship
* Af : the minimum summer freeboard calculated as type A ship regardless of the type of freeboard actually
assigned.
Hs : the standard height of superstructure as defined in Pt.3, Ch.12, 7.4.1.
Note : Deviations from some or all of these requirements or alternative arrangements for such cases as ships with
very high gangways (i.e. certain gas carriers) may be allowed subject to agreement case-by-case with the relevant
flag Administration.
c) A permanent walkway at least 0.6 [m] in accommodating at least one person and be
width fitted at freeboard deck level so constructed as to afford weather
consisting of two rows of guardrails with protection on the forward, port and
stanchions spaced not more than 3 [m]. The starboard sides.
number of courses of rails and their spacing
to be as required by 5.6.e above. On Type B f) A permanent and efficiently constructed
ships hatchway coamings not less than 0.6 walkway fitted at freeboard deck level on or
[m] in height may be regarded as forming as near as practicable to the center line of
one side of the walkway, provided that the ship having the same specifications as
between the hatchways two rows of guard those for a permanent gangway listed in (e)
rails are fitted. except for foot-stops. On Type B ships
(certified for the carriage of liquids in bulk),
d) A 10 [mm] minimum diameter wire rope with a combined height of hatch coaming
lifeline supported by stanchions about 10 and fitted hatch cover of together not less
[m] apart, or A single handrail or wire rope than 1 [m] in height the hatchway coamings
attached to hatchcoamings, continued and may be regarded as forming one side of the
adequately supported between hatchways. walkway, provided that between the
hatchways two rows of guard rails are fitted.
e) A permanent and efficiently constructed
gangway fitted at or above the level of the Alternative transverse locations to 'c', 'd' and 'f'
superstructure deck on or as near as above: (indicated as (1) to (5) in Table 5.7.1).
practicable to the center line of the ship:
(1) At or near center line of ship; or fitted on
- located so as not to hinder easy access hatchways at or near center line of ship.
across the working areas of the deck;
(2) Fitted one each side of the ship
- providing a continuous platform at least 1.0
[m] in width; (3) Fitted on one side, provision being made for
fitting on either side
- constructed of fire resistant and non-slip
material; (4) Fitted on one side only.
Note : FRP gratings used in lieu of steel gratings (5) Fitted on each side of the hatchways as
for safe access to tanker bows are to possess: near to the center line as practicable.
• low flame spread characteristics and are not The following requirements also to be met:
to generate excessive quantities of smoke
and toxic products, as per the FTP Code; i. In all cases where wire ropes are fitted,
and adequate devices are to be provided to
ensure their tautness
• adequate structural fire integrity as per
national / international standards. ii. Wire ropes may only be accepted in lieu
of guard rails in special circumstances
- fitted with guard rails extending on each and then only in limited lengths.
side throughout its length; guard rails should
be at least 1.0 [m] high with courses as iii. Lengths of chain may only be accepted
required by 5.6.e above and supported by in lieu of guard rails if fitted between two
stanchions spaced not more than 1.5 [m]; fixed stanchions.
- provided with a foot stop on each side; iv. Where stanchions are fitted, every 3rd
stanchion is to be supported by a
- having openings, with ladders where bracket or stay.
appropriate, to and from the deck. Openings
should not be more than 40 [m] apart; v. Removable or hinged stanchions shall
be capable of being locked in the
- having shelters of substantial construction upright position.
set in way of the gangway at intervals not
exceeding 45 [m] if the length of the vi. A means of passage over obstructions,
exposed deck to be traversed exceeds 70 if any, such as pipes or other fittings of a
[m]. Every such shelter should be capable of permanent nature, should be provided.
vii. Generally, the width of the gangway or platform or deck level walkway fitted in
deck level walkway should not exceed accordance with arrangement (e) or (f),
1.5 [m]. respectively, may be reduced to 0.6 [m].
viii. For tankers less than 100 [m] in length,
the minimum width of the gangway
Section 6
number of passengers and crew and their horizontal, unless designed and constructed for
luggage. use at angles greater than these and marked as
such, as required by 6.3.5.1.
6.3.4.2 The arrangement at the head of the
accommodation ladder is to provide direct 6.3.7.2 Gangways are not to be secured to
access between the ladder and the ship’s deck ship’s guardrails unless they have been
by a platform securely guarded by handrails and designed for that purpose. If positioned through
adequate handholds. The ladder should be an open section of bulwark or railings, any
securely attached to the ship to prevent remaining gaps are to be adequately fenced.
overturning.
6.3.7.3 Adequate lighting for means of
6.3.4.3 For ships on which the height of the embarkation and disembarkation and for the
embarkation / disembarkation deck exceeds 20 immediate approaches are to be ensured from
[m] above the waterline specified in 6.3.4.1 and the ship and/or the shore in hours of darkness.
on other ships where compliance with the
provisions of 6.3.4.1 is considered impractical, 6.3.8 Safety net
an alternative means of providing safe access to
the ship or supplementary means of safe access 6.3.8.1 A safety net is to be mounted in way of
to the bottom platform of the accommodation the accommodation ladders and gangways
ladder may be accepted. where it is possible that a person may fall from
them or between the ship and quayside.
6.3.5 Marking
6.3.9 Verification
6.3.5.1 Each accommodation ladder or gangway
is to be clearly marked at each end with a plate 6.3.9.1 Upon installation the entire arrangement
showing the restrictions on the safe operation of the means of embarkation and
and loading, including the maximum and disembarkation will be verified for compliance
minimum permitted design angles of inclination, with the requirements of this section.
design load, maximum load on bottom end
plate, etc. Where the maximum operational load 6.4 Inspection and maintenance
is less than the design load, it should also be
shown on the marking plate. 6.4.1 The maintenance and inspection
requirements for means of embarkation and
6.3.6 Test disembarkation are to be addressed by the
ship’s safety management system.
6.3.6.1 After installation, the winch and the
accommodation ladder are to be operationally 6.4.2 The wires used to support the means of
tested to confirm proper operation and condition embarkation and disembarkation are to be
of the winch and the ladder after the test. renewed when necessary due to deterioration or
at intervals of not more than 5 years, whichever
6.3.6.2 The winch is to be tested as a part of the is earlier.
complete accommodation ladder unit through a
minimum of two times hoisting and lowering of 6.4.3 Arrangements should also be made to
the accommodation ladder in accordance with examine the underside of gangways and
the onboard test requirement specified in accommodation ladders at regular intervals.
applicable international standards such as ISO
7364:1983. 6.4.4 All inspections, maintenance work and
repairs of accommodation ladders and
6.3.6.3 Every new accommodation ladder is to gangways should be recorded in order to
be subjected to a static load test of the specified provide an accurate history for each appliance.
maximum working load upon installation. The information to be recorded appropriately on
board should include the date of the most recent
6.3.7 Positioning inspection, the name of the person or body who
carried out that inspection, the due date for the
6.3.7.1 Gangways are not to be used at an next inspection and the dates of renewal of
angle of inclination greater than 30° from the wires used to support the embarkation and
horizontal and accommodation ladders are not disembarkation arrangement.
to be used at an angle greater than 55° from the
End of Chapter
Chapter 12
Contents
Section
1 General
2 Hatch Coamings
3 Hatch Covers
4 Hatch Cover Securing Arrangement
5 Side Shell Doors and Stern Doors
6 Bow Doors and Inner Doors
7 Miscellaneous Openings
Section 1
General
1.1.1 This Chapter applies to all ship types in - Upon exposed freeboard and raised quarter
general. Additional requirements pertaining to decks for their entire length and
special ship types are given in Pt.5.
- Upon exposed superstructure decks
1.1.2 The requirements conform, where situated forward of the 0.25L from the F.P.
applicable, to those of the International
Convention on Load Lines, 1966 (ILLC, 1966) Position 2
as amended by the 1988 protocol, as amended
in 2003. Reference should also be made to the - Upon exposed superstructure decks
additional requirements of the National Authority situated abaft the 0.25L from the F.P and
of the country in which the ship is to be located at least one standard height of
registered. superstructure above the freeboard deck,
and.
Requirements for hatch covers and coamings of
bulk carriers, ore carriers and combination - Upon exposed superstructure decks located
carriers are given in Pt.5, Ch.1. forward of 0.25L from the F.P. and at least
two standard heights of superstructure
1.2 Definitions above the freeboard deck.
1.2.1 Where the freeboard is increased in Note : The upper limit of the vertical extent of
accordance with Ch.11, Sec.1.2.2 the actual Position 2 need not be considered to exceed
freeboard deck may be treated as the two standard superstructure heights at locations
superstructure deck, while considering the abaft the 0.25L from the F.P. and three standard
requirements given in this chapter. The superstructure heights forward of 0.25L from the
requirements of hatches and doors on the F.P.
weather decks are given with respect to two
basic positions as follows:
1.2.2 σy = the minimum upper yield strength of = 1.05 + 0.01 LL, 1.8 ≤ hN ≤ 2.3
2
the material [N/mm ].
1.3 Hatch cover and coaming load model (Also see Table 7.5.1)
Structural assessment of hatch covers and 1.3.1 Vertical design weather load
hatch coamings is to be carried out using the
design loads, defined in this section: The pressure p H , [N/mm²], on the hatch cover
panels is given in Table 1.3.1. The vertical
Definitions: design weather load need not be combined with
cargo loads given in 1.3.3 and 1.3.4.
L = Rule length of ship [m] as defined in In Fig.1.3.1.1 the positions 1 and 2 for the
Ch1. Sec.2 purpose of design weather loads are illustrated
for an example ship.
LL = Loadline length of ship [m] as
Where an increased freeboard is assigned, the
defined in Ch1. Sec.2
design load for hatch covers according to Table
1.3.1 on the actual freeboard deck may be as
x = Longitudinal co-ordinate of mid required for a superstructure deck, provided the
point of assessed structural summer freeboard is such that the resulting
member measured from aft end of draught will not be greater than that
length L or LL, as applicable corresponding to the minimum freeboard
calculated from an assumed freeboard deck
situated at a distance at least equal to the
Dmin = the least moulded depth, [m] as standard superstructure height hN below the
defined in Ch.1, Sec.2 actual freeboard deck. (See Fig.1.3.1.2).
9.81 ⋅ 3.5.10 −3
9.81x10 −3 (0.1452 ⋅ L1 + 8.52 ) ⋅
x
− 0.1089 ⋅ L1 + 9.89
LL
L1 = LL but not more than 340 [m]
9.81 x 10 −3
⋅ (1.1 x L L + 87.6 )
76
for LL > 100 m
2
9.81x2.6.10 −3
upon exposed superstructure decks located at least one superstructure standard height
above the lowest Position 2 deck
9.81x 2.1
2**
2**
2** 2
2 1* 1*
Freeboard Deck 1 1 1
0.85Dmin
0.25 LL
Length LL
* reduced load upon exposed superstructure decks located at least one superstructure standard
height above the freeboard deck
** reduced load upon exposed superstructure decks of vessels with LL > 100 m located at least
one superstructure standard height above the lowest Position 2 deck
Fig. 1.3.1.2 : Positions 1 and 2 for design weather loads for an increased freeboard
= 10.75 −
100 x'
for < 0.45
L
for 90 [m] ≤ L < 300 [m] 2
x'
− 0.45
= 10.75 = 1.0 + 1.5 ⋅ L
C B + 0.2
for 300 [m] ≤ L < 350 [m]
x'
for ≥ 0.45
L
L − 350
1.5
= 10.75 − for
150 0.6 ≤ C B ≤ 0.8 , when determining scantlings of
350 [m] ≤ L ≤ 500 [m] aft ends of coamings and aft
hatch cover skirt plates
L
forward of amidships, CB need
cL = 90
for L < 90 [m] not be taken less than 0,8.
m0 + 1 x x
The design load pA is not to be taken less than = 1+
− 0.7 for 0.7 < ≤ 1.0
the minimum values given in Table 1.3.2. 0.3 L L
m0 = 1.5 + F
Table 1.3.2 : Minimum design load pAmin
vo = maximum speed at summer load line
pAmin [N/mm²] for
draught, vo is not to be taken less than L
L
unprotected [knots]
elsewhere
fronts
1.3.3.2 Point loads
-3 -3
≤ 50 30 . 10 15 . 10
The load P, [kN] due to a concentrated force Ps
[kN] except for container load, resulting from
> 50
L −3 L −3 heave and pitch (i.e. ship in upright condition) is
25 + .10 12.5 + .10
< 250 10 20 to be determined as follows:
≥ 250
-3
50 . 10 25 . 10
-3 P = PS (1 + aV ) [kN]
1.3.5 Loads due to elastic deformations of 1.4 Corrosion addition for hatch covers and
the ship's hull hatch coamings
Hatch covers, which in addition to the loads The scantling requirements of the this chapter
according to 1.3.1 to 1.3.4 are loaded in the imply the following general corrosion additions tc
ship's transverse direction by forces due to as per Table 1.4:
elastic deformations of the ship's hull, are to be
designed such that the sum of stresses does not
exceed the permissible values given in 3.3.1.
Table 1.4 : Corrosion additions tc for hatch covers and hatch coamings
1.5 Steel renewal 1.5.3 For the internal structure of double skin
hatch covers, thickness gauging is required
1.5.1 Steel renewal is required where the when hatch cover top or bottom plating renewal
gauged thickness is less than tnet + 0.5 [mm] for: is to be carried out or when this is deemed
necessary, at the discretion of the individual
• Single skin hatch covers class society’s surveyor, on the basis of the
plating corrosion or deformation condition. In
• The plating of double skin hatch covers, these cases, steel renewal for the internal
and structures is required where the gauged
thickness is less than t .
net
• Coaming structures for which corrosion
additions tc is provided in Table 1.4 1.5.4 For corrosion addition t = 1.0 [mm] the
S
thickness for steel renewal is t and the
1.5.2 Where the gauged thickness is within the net
range t + 0.5 [mm] and t + 1.0 [mm], coating thickness for coating or annual gauging is when
net net
gauged thickness is between t and t + 0.5
(applied in accordance with the coating net net
manufacturer’s requirements) or annual gauging [mm]. For coaming structures, the corrosion
may be adopted as an alternative to steel additions tc of which are not provided in Tab.
renewal. Coating is to be maintained in GOOD 1.4, steel renewal and coating or annual
condition. gauging are to be specially considered.
Section 2
Hatch Coamings
2.1.2 The height of coamings less than that 2.2.6 Hatch coamings and supporting structures
required as per 2.1.1 may be accepted on are to be adequately stiffened to resist the
special consideration provided the construction loading from hatch covers, in longitudinal,
of the hatchcovers is such as to ensure that the transverse and vertical directions.
safety of the ship is not impaired in any sea
condition. Such reduced coaming heights will 2.2.7 The stresses in the under deck structures
also have to be approved by the concerned induced by the load transmitted by the stays are
National Authorities. not to be greater than the allowable stresses for
coaming stays indicated in 2.5.2.
2.1.3 Height of coamings may be required to be
increased on certain ships e.g., ships of Type 2.2.8 The coamings are to be satisfactorily
'B-100' or Type 'B-60' where it is found stiffened against buckling.
necessary to satisfy the requirements of
floatability stipulated in the ILLC, 1966. 2.2.9 Materials for hatch coaming are to satisfy
the requirements of Part 2, Ch 2.
2.2 Hatch coaming construction
2.3 Hatch coaming strength criteria
2.2.1 Hatchside coamings are to extend to the
lower edge of the deck beams. Side coamings 2.3.1 Local net plate thickness of coamings
not forming a part of continuous girders, are to
extend two frame spaces beyond the hatch ends The net thickness of weather deck hatch
below the deck. coamings shall not be less than the larger of the
following values:
2.2.2 Hatch end coamings when not in line with
the deck transverses are to extend below the
p A .10 3
deck, at least three longitudinal frame spaces t = 0.0142 . s [mm]
beyond the side coaming. 0.95. σ F
2.4 Net scantling of secondary stiffeners of 2.5.1 Coaming stay section modulus and
coamings web thickness
The stiffeners must be continuous at the At the connection with deck, the net section
3
coaming stays. For stiffeners with both ends modulus Z [cm ] and the gross thickness tw
constraint, the elastic net section modulus Z [mm], of the coaming stays designed as beams
3 2
[cm ] and net shear area As, [cm ], calculated on with flange ( example 1 and 2 are shown in
the basis of net thickness, is not be less than: Figure 2.5.1) are to be taken not less than:
83 526
Z= .s.l 2 .p A [cm3] Z= . e . h s2 . p A .10 3 [cm 3 ]
σF σF
2 𝑒.ℎ𝑠 .𝑝𝐴
As =
10.s.l.p A 2
[cm ] 𝑡𝑤 = . + 𝑡𝑐 [mm]
𝜎𝐹 ℎ𝑤
σF
e = spacing of coaming stays [m]
l = secondary stiffener span, [m], to be taken as
the spacing of coaming stays hs = height of coaming stay [m]
s = stiffener spacing [mm] hw=web height of coaming stay at its lower end
[m]
For sniped stiffeners of coaming at hatch
corners section modulus and shear area at the tc = corrosion addition [mm], according to 1.4
fixed support have to be increased by 35%. The
gross thickness of the coaming plate at the For other designs of coaming stays, such as
sniped stiffener end shall not be less than: those shown in Figure 2.5.1, example 3 and 4,
the stresses are to be determined through a
p A . 10 -3.s.(1000l − 0.5 s) grillage analysis or FEM. The calculated
t = 19.6. [mm] stresses are to comply with the permissible
σF stresses according to 3.1.1.
Coaming stays are to be designed for the loads Webs are to be connected to the deck by fillet
transmitted through them and permissible welds on both sides with a throat thickness of
stresses according to 3.3.1 a=0.44tw.
2.5.2 Coaming stays under friction load structures below. Hatch coamings and
supporting structures are to be adequately
For coaming stays, which transfer friction forces stiffened to accommodate the loading from
at hatch cover supports, fatigue strength is to be hatch covers, in longitudinal, transverse and
considered. (Also see 4.4.2). vertical directions.
2.6 Further requirements for hatch coamings Structures under deck are to be checked against
the load transmitted by the stays.
2.6.1 Longitudinal strength
Unless otherwise stated, weld connections and
Hatch coamings which are part of the materials are to be dimensioned and selected in
longitudinal hull structure are to be designed accordance with the requirements of Ch.17 and
according to the requirements of Ch.5. Ch.2 respectively.
Section 3
Hatch Covers
3.1 General
'c' : Wood or steel hatch covers used in
3.1.1 The type of hatchcovers a) to e) as conjunction with the portable beams.
described below may be used as per Table Weathertightness to be obtained by tarpaulins.
3.1.1 on the weathertight decks of various ship
types mentioned in ILLC, 1966 as amended by 'd' : Access hatch covers for cargo oil tanks and
the 1988 protocol, as amended in 2003. adjacent spaces. The hatch covers are to be of
steel and gasketed.
Table 3.1.1 : Applicability of hatchcover
type 'e' : Access hatch covers other than 'd'. For
Types of Types of ships as per ILLC, 1966 Types 'A', 'B-100' and 'B-60' ships, the covers
hatch 'A' 'B- 'B-60' 'B' 'B+' are to be of steel, and weathertightness is to be
covers 100'
a No Yes Yes Yes Yes
ensured by means of gaskets.
b No No No Yes Yes
c No No No No Yes Note : Modern hatch cover designs of lift-away-
d Yes Yes Yes Not applicable covers are in many cases called pontoon
e Yes Yes Yes Yes Yes covers. This definition does not fit to the
definition above. Modern lift-away hatch cover
Hatch Cover Types : designs should belong to one of the two
categories single skin covers or double skin
'a' : Steel plated cargo hatch covers stiffened by cover.
webs or stiffeners and secured by clamping
devices. Weathertightness is to be ensured by 3.1.2 Tween deck hatch covers may be any of
means of gaskets. Hatch covers used for holds the types defined in 3.1.1, but need not be
containing liquid cargoes are also included in weathertight unless fitted to deep tank or water
this category. ballast holds or compartments, in which case
the covers are to be of type (a) and oil tight or
'b' : Steel plated pontoon type cargo hatch watertight as appropriate.
covers with internal webs and stiffeners
extending over the full width of the hatchway. 3.1.3 Materials for hatch covers are to satisfy
Weather-tightness is to be achieved by the requirements of Part 3, Ch 2. Material Class
tarpaulins.
I is to be applied for top plate, bottom plate and For steels with a minimum yield stress of more
than 355 [N/mm ], the value of σF to be applied
2
primary supporting members.
will be specially considered.
3.1.4 The secondary stiffeners and primary
supporting members of the hatch covers are to For grillage analysis, the equivalent stress may
be continuous over the breadth and length of the be taken as follows:
hatch covers, as far as practical. When this is
not practical, appropriate arrangements are to
be adopted to ensure sufficient load carrying σ V = σ 2 + 3τ 2 [N/mm ]
2
2
capacity. Sniped end connections are not to be σ = normal stress [N/mm ]
used.
τ
2
= shear stress [N/mm ]
The spacing of the primary supporting members
parallel to the direction of secondary stiffeners is
not to exceed 1/3 of the span of the primary For FEM calculations, the equivalent stress may
supporting members. When strength calculation be taken as follows:
is carried out by FE analysis using plane strain
or shell elements, this requirement can be σ V = σ x 2 − σ x ⋅ σ y + σ y 2 + 3τ 2 2
[N/mm ]
waived.
When a beam or a grillage analysis is used, the Stress concentrations are to be assessed to the
secondary stiffeners are not to be included in satisfaction of IRS.
the attached flange area of the primary
members. 3.3.2 Deflection
3.3 Permissible stresses and deflections The vertical deflection of primary supporting
members due to the vertical design weather
3.3.1 Stresses load according to 1.3.1 is to be not more than
0.0056 ⋅ l g [m] where lg [m] is the greatest span
The equivalent stress σv in steel hatch cover of primary supporting members.
structures related to the net thickness shall not
exceed 0.8 σF, where σF is the minimum yield Note: Where hatch covers are arranged for
2
stress, [N/mm ], of the material. For design carrying containers and mixed stowage is
loads according to 1.3.2 to 1.3.5, the equivalent allowed, i.e., a 40'-container stowed on top of
stress σv related to the net thickness shall not two 20'-containers, particular attention is to be
exceed 0.9 σF when the stresses are assessed paid to the deflections of hatch covers. Further
by means of FEM. the possible contact of deflected hatch covers
with in hold cargo has to be observed.
σ σ
3.4 Local net plate thickness = 1.9 . , for ≥ 0.8 for the
σa σa
The local net plate thickness t, [mm], of the attached plate flange of primary supporting
hatch cover top plating is not to be less than: members
and to be not less than 1% of the spacing of the cover top plating, determined according
stiffener or 6 [mm] if that be greater. to Fig.3.2
σa = 0.8 . σF
2
Fp = factor for combined membrane and [N/mm ]
bending response
= 1.5 in general For flange plates under compression sufficient
buckling strength according to 3.8 is to be
demonstrated.
3.4.1 Local net plate thickness of hatch a hatch cover, the net thickness must not be
covers for wheel loading less than:
The local net plate thickness of hatch covers for t = 6.5 . s [mm]
wheel loading is to be according to Ch.9, Sec.6.
where,
3.4.2 Lower plating of double skin hatch
covers and box girders s = stiffener spacing [m]
s SD = spacing, [m], of securing devices For flange plates under compression with
secondary stiffeners perpendicular to the web of
the primary supporting member, the effective
width is to be determined according to 3.8.3.2.
l/e 0 1 2 3 4 5 6 7 ≥8
em1 is to be applied where primary supporting members are loaded by uniformly distributed loads or
else by not less than 6 equally spaced single loads
em2 is to be applied where primary supporting members are loaded by 3 or less single loads
Intermediate values may be obtained by direct interpolation.
l length of zero-points of bending moment curve:
l = l0 for simply supported primary supporting members
l = 0,6 · l0 for primary supporting members with both ends constraint,
where l0 is the unsupported length of the primary supporting member
e width of plating supported, measured from centre to centre of the adjacent unsupported fields
σ x = (σ x* − 0.3 ⋅ σ *y ) 0.91
contain the Poisson-effect (calculated using
FEM), the following modified stress values may
be used. Both stresses σx* and σy* are to be
compressive stresses, in order to apply the σ y = (σ *y − 0.3 ⋅ σ x* ) 0.91
1
Guidance values where both ends are 1.05 for flat bars
effectively connected to adjacent
1.10 for bulb sections
structures
1.20 for angle and tee-sections
2
1.30 for u-type sections and
girders of high rigidity
1
Exact values may be determined by direct calculations
2
Higher value may be taken if it is verified by a buckling strength check of the
partial plate field using non-linear FEA and deemed appropriate by IRS, but
not greater than 2.0
e2
σ ⋅S
e3
σx ⋅S σ x ⋅σ y ⋅ S 2 τ ⋅S ⋅ 3
e1
+ y −B + ≤ 1.0
κ ⋅σ κ y ⋅σ F σ F2 κτ ⋅ σ F
x F
The first two terms and the last term of the Where σy ≤ 0 (tensile stress), κy = 1.0.
above condition shall not exceed 1,0.
The exponents e1, e2 and e3 as well as the
The reduction factors kx, ky and kτ are given in factor B are to be taken as given by Table 3.8.1.
Table 3.8.2.
Exponents e1 - e3 and
Plate panel
factor B
e1 1 + κ x4
e2 1 + κ y4
e3 1 + κ x ⋅ κ y ⋅ κ τ2
B
σx and σy positive (κ x ⋅ κ y )5
(compressive stress)
B
σx or σy negative 1
(tensive stress)
Table 3.8.2 : Buckling and reduction factors for plane elementary plate panels
Buckling- Edge Aspect
Load Case stress ratio Buckling factor K Reduction factor κ
ratio ψ α =a b
1 8.4 κx =1 for
1 ≥ψ ≥ 0 K=
ψ + 1.1 λ ≤ λc
1 0.22
κ x = c − 2 for
0 > ψ > −1 K = 7.63 − ψ (6.26 − 10ψ ) λ λ
α ≥1 λ > λc
c = (1.25 − 0.12ψ ) ≤ 1.25
ψ ≤ −1 K = (1 − ψ ) ⋅ 5.975
2
c 0.88
λc = 1 + 1 −
2 c
2 1 R + F 2 (H − R )
1 2.1
2
κ y = c −
1 ≥ψ ≥ 0
α ≥1 K = F1 1 + 2 ⋅ λ λ2
α (ψ + 1.1)
c = (1.25 − 0.12ψ ) ≤ 1.25
1 2,1(1 + ψ )
2
K = F1 1 + 2 ⋅
1 ≤ α ≤ 1,5 α 1.1 λ
R = λ 1 − for λ < λc
ψ c
− 2 (13.9 − 10ψ ) R = 0.22 for λ ≥ λc
α
c 0.88
λc = 1 + 1 −
0 > ψ > −1 1 2.1(1 + ψ )
2
2 c
K = F1 1 + 2 ⋅
α 1.1
K
−1
α > 1,5 ψ F = 1 − 0.912 ⋅ c1 ≥ 0
− ⋅ (5.87 + 1.87α 2 λp
α2
8.6
+ − 10ψ )
α 2
λ p 2 = λ2 − 0.5 for
1≤α ≤ 1 ≤ λp2 ≤ 3
1 −ψ
2
3(1 −ψ ) K = F1 ⋅ 5.975 F
4 α c1 = 1 − 1 ≥ 0
α
1 −ψ 2 2λ
K = F1 ⋅ 3.9675 H =λ− ≥R
ψ ≤ −1 c T + T 2 − 4
α> α
3(1 −ψ )
1 −ψ
4
4 + 0.5375 T =λ+
14 1
+
α 15λ 3
+ 1.87]
3 1
4 0.425 + 2
1 ≥ψ ≥ 0 α
K=
3ψ + 1
α >0
1
K = 4 0.425 + 2 (1 + ψ ) κx =1 for λ ≤ 0.7
0 > ψ ≥ −1 α
− 5ψ (1 − 3.42ψ ) κx =
1
for λ > 0.7
4
λ + 0,51
2
1 3 −ψ
1 ≥ ψ ≥ −1 α >0 K = 0.425 + 2
α 2
5
K = Kτ ⋅ 3
α ≥1 4 κτ = 1 for λ ≤ 0.84
Kτ = 5.34 + 2
=== α κτ =
0,84
for λ > 0.84
0 <α <1 λ
5.34
Kτ = 4 + 2
α
Explanations for boundary conditions - - - - - plate edge free
──── plate edge simply supported
Note:
σ x2
c1 = 0 ≤ c1 ≤ 1
a ≥ em σ x1
e'm = n ⋅ am < em
e
c2 =
1.5 "
e
( )
. e ml + e "m2 − 0.5
n = 2,7 ⋅ m ≤ 1
a
e"m1 = proportionate effective breadth em1
or proportionate effective width e’m1
stiffener
p zy = 2 ⋅ c x ⋅ σ xl + σ y 1 + y + 2τ 1
n⋅b a ⋅t
M0 = bending moment, [Nmm], due to the
a
deformation “w” of stiffener, taken equal to:
M 0 = FKi
pz ⋅ w ( )
with c f − p z > 0 Ax
c f − pz σ xl = σ x 1 +
b⋅t
M1 = bending moment, [Nmm], due to the
lateral load “p” equal to:
cx , c y = factor taking into account the
stresses perpendicular to the
3
p .10 . b . a 2 stiffener's axis and distributed
M1 = for longitudinal stiffeners variable along the stiffener's length
24 x10 3
= 0.5. (1 + Ψ ) for 0 ≤ Ψ ≤ 1
p .10 3 a(n/b) 2
M1 = for transverse stiffeners
c s . 8 x10 3
5 . a . p . (n . b) 4 .10 3
m m w 1= for transverse
τ 1 = τ − t σ F ⋅ E 21 + 22 ≥ 0 384 .10 7 . E . I y . c 2x
a b
stiffeners
for longitudinal stiffeners: = elastic support provided by the stiffener,
cf
2
[N/mm ]
a i) For longitudinal stiffeners:
≥ 2.0 : m1 = 1.47 m2 = 0.49
b π2
c fx = FKix ⋅ ⋅ (1 + c px )
a2
a 1
< 2.0 : m1 = 1.96 m2 = 0.37 c px =
b 12.10 4 . I x
0.91. − 1
3
for transverse stiffeners: t . b
1 +
c xa
a 1.96
≥ 0.5 : m1 = 0.37 m2 =
n.b n2
2
a 1.47 a 2b
≥ 0.5 : m1 = 0.49 m2 = c xa = + for a ≥ 2b
n.b n2 2b a
2
a 2
c xa = 1 + for a < 2b
2b
w = w0 + w1
wo = assumed imperfection [mm] ii) For transverse stiffeners:
π2
w0 x ≤ min(
a
,
b
,10) c fy = c S ⋅ FKiy ⋅ ⋅ (1 + c py )
250 250 (n ⋅ b )2
- for longitudinal stiffeners
a n ⋅b
w0 y ≤ min( , ,10) 1
250 250 c py =
- for transverse stiffeners 12.10 4 . I y
0.91. 3
− 1
t .a
1 +
Note: c ya
For stiffeners sniped at both ends wo must not
be taken less than the distance from the
midpoint of plating to the neutral axis of the
profile including effective width of plating.
n ⋅ b 2a
2
n ⋅ b 2
2
E π 2 ⋅ I ω ⋅10 2
c ya = 1 + for σ KiT = 2
ε + 0.385 ⋅ I T ,
2a
IP a
2
n ⋅ b < 2a [N/mm ]
For I P , IT , Iω
see Fig. 3.8.3.4.1 and Table
cs = factor accounting for the boundary 3.8.3.4.1.
conditions of the transverse stiffener
= 1.0 for simply supported stiffeners
= 2.0 for partially constrained stiffeners
Zst = net section modulus of stiffener
(longitudinal or transverse) [cm³]
including effective width of plating
according to 3.8.3.2.
If no lateral load “p” is acting the bending stress Fig. 3.8.3.4.1 : Dimensions of stiffener
“σb“ is to be calculated at the midpoint of the
stiffener span for that fibre which results in the IP = net polar moment of inertia of the
largest stress value. If a lateral load “p” is acting, 4
stiffener, [cm ], related to the point C
the stress calculation is to be carried out for both
fibres of the stiffener's cross sectional area (if
necessary for the biaxial stress field at the IT = net St. Venant's moment of inertia of
4
plating side). the stiffener, [cm ]
3 4
π ⋅ I ω b 3 + 4hw 3
σx ⋅S 4 t 3t w
≤ 1.0
κT ⋅σ F
hw = web height, [mm]
KT = coefficient taken equal to:
tw = net web thickness, [mm]
κ T = 1.0 for λT ≤ 0.2
bf = flange breadth, [mm]
κT =
1
for λT > 0.2 tf = net flange thickness, [mm]
Φ+ Φ −λ 2 2
T Aw = net web area equal to: Aw = hw ⋅ t w
tf
e f = hw + , [mm]
λT = reference degree of slenderness 2
taken equal to:
σF
λT =
σ KiT
Section IP IT Iω
hw3 ⋅ t w hw ⋅ t w3 t hw3 ⋅ t w3
Flat bar 1 − 0.63 w
4
3 ⋅ 10 4 3 ⋅10 hw 36 ⋅ 10 6
1−δ x
C 2 = 1 + 8α 3 0.5 -
0.2 + 3 δ l
A = 10 . lsp [cm 2 ]
where, τa
α = l1 / l0
β = Z1/Zo
where,
3.11.2 The ends of the web plates are to be
τa = allowable shear stress doubled, or inserts fitted for at least 180 [mm]
along the length of the web.
= 0.46 σF [N/mm ]
2
3.10.2 The ends of all wooden hatch covers are 3.12 Direct calculations
to be protected by encircling with galvanized
steel bands, about 65 [mm] wide and 3 [mm] 3.12.1 Hatchcovers of special construction and
thick, efficiently secured. arrangement e.g. covers designed and
constructed as a grillage, covers supported
3.11 Portable hatch beams along more than two opposite edges and covers
supporting other covers, may require
3.11.1 The section modulus and the moment of submission of direct strength calculation taking
inertia of the portable hatch beams stiffened at into account the arrangement of stiffeners and
their upper and lower edges by continuous flat the supporting members.
bars are to satisfy the requirements of 3.4 for
pontoon hatch covers.
Section 4
- The exposed deck on which the hatch 4.1.6 A metallic contact is to be kept between
covers are located is situated above a depth the hatchcover and the hull to effect electrical
H(x) . H(x) is to be shown to comply with the earthing.
following criteria:
4.1.7 Where rod cleats are fitted, resilient
H(x) ≥ Tfb + fb + h [m] washers or cushions are to be incorporated.
Tfb = draught [m] corresponding to the 4.1.8 In case where hydraulic arrangement is
assigned summer load line provided for securing the cleats, the system is to
remain mechanically locked in closed position in
fb = minimum required freeboard [m], the event of a failure of the hydraulic system.
determined in accordance with ICLL Reg.28
as modified by further regulations as 4.1.9 Materials used in the manufacturer of
applicable. stoppers or securing devices including welding
electrodes are to be in accordance with relevant
x requirements given in Part 2.
h = 4.6 m for ≤ 0.75
LL 4.2 Portable steel covers - tarpaulins and
battening devices
x
= 6.9 m for ≥ 0.75 4.2.1 At least two layers of tarpaulins in good
LL condition are to be provided for each hatchway
in position 1 and 2. The tarpaulins are to be free
- Labyrinths, gutter bars or equivalents are to from jute, and are to be waterproof and of ample
be fitted proximate to the edges of each strength. The minimum mass of the material
panel in way of the coamings. The clear 2
before treatment is to be 0.65 [kg/m ] if the
profile of these opening is to be kept as 2
material is to be tarred, 0.60 [kg/m ] if it is to be
small as possible. 2
chemically dressed and 0.55 [kg/m ] if to be
dressed with black oil. A certificate to this effect
- Where a hatch is covered by several hatch is to be supplied by the makers of the tarpaulins.
cover panels the clear openings of the gap Special consideration will be given to the
in between the panels is not to be wider synthetic materials for the tarpaulins.
than 50 [mm].
4.2.2 Cleats are to be of an approved pattern, at
- The labyrinths and gaps between hatch least 65 [mm] wide, with edges so rounded as to
cover panels is to be considered as minimize damage to the wedges, and are to be
unprotected openings with respect to the spaced not more than 600 [mm] from centre to
requirements of intact and damage stability centre; the first and last cleats along each side
calculations. or end being not more than 150 [mm] from the
hatch corners. Cleats are to be so set as to fit
- With regard to drainage of cargo holds and the taper of the wedges.
the necessary fire-fighting system reference
is made to the sections Piping Systems, 4.2.3 Battens and wedges are to be efficient and
Valves and Pumps and Fire Protection and in good condition. Wedges are to be of tough
Fire Extinguishing Equipment of Pt.4, Ch.3, wood, generally not more than 200 [mm] in
Pt.6 and Pt. 5, Ch.5, Sec. 2.2 of the Rules. length and 50 [mm] in width. They should have a
taper of not more than 1 in 6 and should not be
- Bilge alarms is be provided in each hold less than 13 [mm] thick at the point.
fitted with non-weathertight covers.
4.2.4 For all hatchways in positions 1 and 2,
- Furthermore, Chapter 3 of IMO MSC/Circ. steel bars or other equivalent means are to be
1087 is to be referred to concerning the provided in order to efficiently and independently
stowage and segregation of containers secure each section of hatch covers after the
containing dangerous goods. tarpaulins are battened down. Hatch covers of
more than 1.5 [m] in length are to be secured by
4.1.5 Securing devices are to be of reliable at least two such securing devices. Where
construction and securely attached to the
hatchway covers extend over intermediate 4.3.4 Cross-sectional area of the securing
supports, steel bars or their equivalent are to be devices
fitted at each end of each section of the covers.
2
At all other hatchways in exposed position on The gross cross-sectional area [cm ] of the
weather decks, ring bolts or other fittings securing devices is not to be less than:
suitable for lashings are to be provided.
A = 0.28 ⋅ q ⋅ s SD ⋅ k l
Acceptable equivalent means to steel bars are
to consist of devices and materials which will
provide strength and stiffness equivalent to that q = packing line pressure [N/mm],
of steel. Steel wire ropes cannot be regarded as minimum 5 [N/mm]
satisfactory equivalent means. Care is to be
taken that tarpaulins are adequately protected sSD = spacing between securing devices
from the possibility of damage arising from the [m], not to be taken less than 2 [m]
usage of securing devices which do not provide e
a flat bearing surface. 235
k l = , σF is the minimum yield strength
4.3 Securing devices σF
2
of the material [N/mm ], but is not to be taken
4.3.1 General greater than 0,7 σm where σm is the tensile
2
strength of the material [N/mm ].
Securing devices between cover and coaming
and at cross-joints are to be installed to provide
weathertightness. Sufficient packing line e = 0.75 for σ F > 235 2
[N/mm ]
pressure is to be maintained. = 1.00 for σ F ≤ 235 2
[N/mm ]
Securing devices must be appropriate to bridge Rods or bolts are to have a gross diameter not
displacements between cover and coaming due less than 19 mm for hatchways exceeding 5 [m²]
to hull deformations. in area.
Securing devices are to be of reliable Securing devices of special design in which
construction and effectively attached to the significant bending or shear stresses occur may
hatchway coamings, decks or covers. Individual be designed as anti-lifting devices according to
securing devices on each cover are to have 4.3.5. As load, the packing line pressure q
approximately the same stiffness characteristics. multiplied by the spacing between securing
devices sSD is to be applied.
Sufficient number of securing devices is to be
provided at each side of the hatch cover 4.3.5 Anti lifting devices
considering the requirements of 3.6.2. This
applies also to hatch covers consisting of The securing devices of hatch covers, on which
several parts. cargo is to be lashed, are to be designed for the
lifting forces resulting from loads according to
The materials of stoppers, securing devices and 1.3.4, refer Fig.4.3.5. Unsymmetrical loadings,
their weldings are to be to the satisfaction of which may occur in practice, are to be
IRS. Specifications of the materials are to be considered. Under these loadings the equivalent
shown in the drawings of the hatch covers. stress in the securing devices is not to exceed:
The substructures of the supports must be of permissible stresses according to 3.3.1 are not
such a design, that a uniform pressure exceeded.
distribution is achieved.
For substructures and adjacent structures of
Irrespective of the arrangement of stoppers, the supports subjected to horizontal forces Ph, a
supports must be able to transmit the following fatigue strength analysis is to be carried out.
force Ph in the longitudinal and transverse
direction: 4.4.3 Hatch cover stoppers
Section 5
5.1 General The sill of any side shell door is, in general, not
to be below a line drawn parallel to the
5.1.1 These rules give requirements for the freeboard deck at side, with its lowest point 230
arrangement, strength and securing of side shell [mm] above the uppermost loadline.
doors, abaft the collision bulkhead, and stern
doors leading into enclosed spaces. 5.1.4 Where the sill of any side shell door is
below the line specified in 5.1.3 satisfactory
5.1.2 Stern doors for passenger vessels are to additional features are to be fitted to maintain
be situated above the freeboard deck. Stern the watertight integrity. Fitting of a second door
doors for Ro-Ro cargo ships and side shell of equivalent strength and watertightness is one
doors may be either below or above the acceptable arrangement. Leakage detection
freeboard deck. device should be provided in the compartment
between the two doors. Further, drainage of this
5.1.3 Side shell doors and stern doors are to be compartment to the bilges controlled by an
so fitted as to ensure tightness and structural easily accessible screw down valve, should be
integrity commensurate with their location and arranged.
the surrounding structure.
5.1.5 Doors should preferably open outwards.
5.3 Strength criteria 5.4.3 Where doors also serve as vehicle ramps,
the design of the hinges should take into
5.3.1 Scantlings of the primary members, account the ship's angle of trim and heel which
securing and supporting devices of side shell may result in uneven loading on the hinges.
doors and stern doors are to be determined
considering simply supported end connections 5.4.4 Shell door openings are to have well-
and the design loads defined in 5.2. The rounded corners and adequate compensation is
following permissible stresses are not to be to be arranged with web frames at sides and
exceeded: stringers or equivalent above and below.
5.3.3 For steel to steel bearings in securing and 5.4.7 The secondary stiffeners are to be
supporting devices, the nominal bearing supported by primary members constituting the
pressure calculated by dividing the design force main stiffening of the door.
by the projected bearing area is not to exceed
0.8, where is the yield stress of the bearing 5.4.8 The primary members and the hull
material. For other bearing materials, the structure in way are to have sufficient stiffness
permissible bearing pressure is to be to ensure structural integrity of the boundary of
determined according to the manufacturer's the door.
specification.
5.4.9 Scantlings of the primary members are to
5.3.4 The arrangement of securing and be based on direct strength calculations in
supporting devices is to be such that threaded association with the design forces given in 5.2
bolts do not carry support forces. The maximum and permissible stresses given in 5.3.1.
tension in way of threads of bolts not carrying
2
support forces is not to exceed 125/k [N/mm ]. 5.5 Securing and supporting of doors
5.4 Scantlings 5.5.1 Side shell doors and stern doors are to be
fitted with adequate means of securing and
5.4.1 The strength of side shell doors and stern supporting so as to be commensurate with the
doors is to be commensurate with that of the strength and stiffness of the surrounding
surrounding structure. structure. The hull supporting structure in way of
the doors is to be suitable for the same design
5.4.2 Side shell doors and stern doors are to be loads and design stresses as the securing and
adequately stiffened and means are to be supporting devices.
provided to prevent any lateral or vertical
movement of the doors when closed. Adequate Where packing is required, the packing material
strength is to be provided in the connections of is to be of a comparatively soft type and the
the lifting/manoeuvring arms and hinges to the supporting forces are to be carried by the steel
door structure and to the ship's structure. structure only. Other types of packing may be
specially considered.
Maximum design clearance between securing be interlocked in such a way that they can only
and supporting devices is not generally to operate in the proper sequence.
exceed 3 [mm].
5.6.2 Doors which are located partly or totally
A means is to be provided for mechanically below the freeboard deck with a clear opening
2
fixing the door in the open position. area greater than 6 [m ] are to be provided with
an arrangement for remote control, from a
5.5.2 Only the active supporting and securing position above the freeboard deck of:
devices having an effective stiffness in the
relevant direction are to be included and - the closing and opening of the doors,
considered to calculate the reaction forces - associated securing and locking
acting on the devices. Small and/or flexible devices.
devices such as cleats intended to provide local
compression of the packing material are not For doors which are required to be equipped
generally to be included in the calculations in with a remote control arrangement, indication of
5.5.4. The number of securing and supporting the open/closed position of the door and the
devices are generally to be the minimum securing and locking device is to be provided at
practical whilst taking into account the the remote control stations. The operating
requirement for redundant provision given in panels for operation of doors are to be
5.5.5 and the available space for adequate inaccessible to unauthorized persons. A notice
support in the hull structure. plate, giving instructions to the effect that all
securing devices are to be closed and locked
5.5.3 Securing and supporting devices are to be before leaving harbour, is to be placed at each
adequately designed so that they can withstand operating panel and is to be supplemented by
the reaction forces within the permissible warning indicator lights.
stresses given in 5.3.1.
Alternative means of securing are to be provided
5.5.4 The distribution of the reaction forces for emergency use in case of failure of the
acting on the securing devices and supporting power systems.
devices may require direct calculations taking
into account the flexibility of the hull structure 5.6.3 Where hydraulic securing devices are
and the actual position of the supports. applied, the system is to be mechanically
lockable in closed position. This means that in
5.5.5 The arrangement of securing devices and the event of loss of the hydraulic fluid, the
supporting devices in way of these securing securing devices remain locked.
devices is to be designed with redundancy so
that in the event of failure of any single securing The hydraulic system for securing and locking
or supporting device the remaining devices are devices is to be isolated from other hydraulic
capable to withstand the reaction forces without circuits, when in closed position.
exceeding by more than 20 per cent the
permissible stresses as given in 5.3.1. 5.6.4 The requirements in 5.6.5 to 5.6.8 apply to
doors in the boundary of special category
5.5.6 All load transmitting elements in the design spaces or ro-ro spaces, as defined in Pt.6, Ch.1,
load path, from the door through securing and Sec.3, through which such spaces may be
supporting devices into the ship's structure, flooded.
including pins, support brackets, back-up
brackets and welded connections, are to be to For cargo ships, where no part of the door is
the same strength standard as required for the below the uppermost waterline and the area of
2
securing and supporting devices. the door opening is not greater than 6 [m ], the
requirements of this section need not be
5.6 Securing and locking arrangement applied.
5.6.1 Securing devices are to be simple to 5.6.5 Separate indicator lights and audible
operate and easily accessible. alarms are to be provided on the navigation
bridge and on each operating panel to indicate
Securing devices are to be equipped with that the doors are closed and that their securing
mechanical locking arrangement (self locking or and locking devices are properly positioned.
separate arrangement), or are to be of the
gravity type. The opening and closing systems
as well as securing and locking devices are to
The requirements for fail safe design principle 5.7.1 An Operating and Maintenance Manual for
are to be similar to those for bow doors as the side shell and stern doors is to be provided
indicated in 6.7.4. onboard and contain necessary information
indicated in 6.8.1, as applicable.
5.6.7 The indication panel on the navigation
bridge is to be equipped with a mode selection This Manual has to be submitted for approval.
function "harbour/sea voyage", so arranged that
audible alarm is given if the vessel leaves 5.7.2 Documented operating procedures for
harbour with side shell or stern doors not closed closing and securing side shell and stern doors
or with any of the securing devices not in the are to be kept on board and posted at the
correct position. appropriate places.
Section 6
6.1.2 Two types of bow doors have been Other types of bow door will be specially
considered: considered in association with the applicable
requirements of this section.
- Visor doors opened by rotating upwards and
outwards about a horizontal axis through 6.1.3 Bow doors are to be situated above the
two or more hinges located near the top of freeboard deck. A watertight recess in the
the door and connected to the primary freeboard deck located forward of the collision
structure of the door by longitudinally bulkhead and above the deepest waterline fitted
arranged lifting arms; for arrangement of ramps or other related
mechanical devices may be regarded as a part
- Side-opening doors opened either by of the freeboard deck for the purpose of this
rotating outwards about a vertical axis requirement.
-3 2
a) Pe = Rs ks (Cw - 0.8/ho) x 10 [N/mm ]
6.1.4 An inner door is to be fitted. The inner door
is to be part of the collision bulkhead. The inner where,
door need not be fitted directly above the
bulkhead below, provided it is located within the Rs, ks, Cw as given in 3.2.1.
limits specified for the position of the collision
bulkhead. A vehicle ramp may be arranged for ho = vertical distance [m] from the summer load
this purpose, provided its position is within the waterline to the load point under consideration.
limits. (See Ch.10, Sec.2.2.5). If this is not
possible, a separate inner weathertight door is b) Pe = 2.75 λ CH (0.22 + 0.15 tan α) x
to be installed, as far as practicable within the
(0.4V sin β + 0.6 L ) x 10
0.5 2 -3 2
limits specified for the position of the collision [N/mm ]
bulkhead.
where,
6.1.5 Bow doors are to be so fitted as to ensure
tightness consistent with operational conditions V = maximum service speed, in knots
and to give effective protection to inner doors.
Inner doors forming part of the collision L = ship's length, [m], but need not be taken
bulkhead are to be weathertight over the full greater than 200 [m]
height of the cargo space and arranged with
fixed sealing supports on the aft side of the λ = coefficient depending on the area where the
doors. ship is intended to be operated:
6.1.6 Bow doors and inner doors are to be λ = 1 for seagoing ships,
arranged so as to preclude the possibility of the
bow door causing structural damage to the inner λ = 0.8 for ships operated in coastal waters,
door or to the collision bulkhead in the case of
damage to or detachment of the bow door. If this λ = 0.55 for ships operated in sheltered waters.
is not possible, a separate inner weathertight
door is to be installed, as indicated in Sec.6.1.4. CH = 0.0125 L for L < 80 [m]
=1 for L ≥ 80 [m]
6.1.7 The requirements for inner doors are
based on the assumption that vehicles are
α = flare angle [deg] at the point to be
effectively lashed and secured against
considered, defined as the angle between a
movement in stowed position.
vertical line and the tangent to the side shell
plating, measured in a vertical plane normal to
6.1.8 Definitions
the horizontal tangent to the shell plating;
Securing devices : a device used to keep the
door closed by preventing it from rotating about β = entry angle [deg] at the point to be
its hinges considered, defined as the angle between a
longitudinal line parallel to the centreline and the
Supporting device : a device used to transmit tangent to the shell plating in a horizontal plane.
external or internal loads from the door to a (See also Fig.6.2.1 for α and β).
securing device and from the securing device to
the ship's structure, or a device other than a 6.2.2 The design external forces, considered for
securing device, such as a hinge, stopper or the scantlings of securing and supporting
other fixed device, that transmits loads from the devices of bow doors are not to be less than:
door to the ship's structure 3
Fx = PeAx 10 [kN]
Locking device : a device that locks a securing 3
device in the closed position. Fy = PeAy 10 [kN]
3
6.2 Design loads Fz = PeAz 10 [kN]
h = height, [m], of the door between the levels of a = vertical distance, [m], from visor pivot to the
the bottom of the door and the upper deck or centroid of the transverse vertical projected area
between the bottom of the door and the top of of the visor door, as shown in Fig.6.2.3;
the door, whichever is the lesser;
b = horizontal distance, [m], from visor pivot to c = horizontal distance, [m], from visor pivot to
the centroid of the horizontal projected area of the centre of gravity of visor mass, as shown in
the visor door, as shown in Fig.6.2.3; Fig.6.2.3.
6.2.4 The design of lifting arms of a visor door 6.3 Strength criteria
and its supports is to take into account the static
and dynamic forces applied during the lifting and 6.3.1 Scantlings of the primary members,
lowering operations, and a minimum wind securing and supporting devices of bow doors
2
pressure of 0.0015 [N/mm ]. and inner doors are to be determined to
withstand the design loads defined in 6.2, using
6.2.5 The design external pressure, considered the following permissible stresses:
for the scantlings of primary members, securing
and supporting devices and surrounding bending stress:
structure of inner doors is to be taken as the
greater of the following: 120
σ= [N/mm 2 ]
a) Pe = 0.45 L x 10
-3 2
[N/mm ] k
b) Ph = 0.01h
2
[N/mm ] shear stress:
where, 80
τ= [N/mm 2 ]
k
h = the distance, [m], from the load point to the
top of the cargo space. equivalent stress:
L = ship's length [m], but need not be taken
150
greater than 200 [m]. σ c = σ 2 + 3τ 2 = [N/mm 2 ]
k
6.2.6 The design internal pressure Pb,
considered for the scantlings of securing where, k, the material factor, is not to be taken
devices of inner doors is not to be less than: less than 0.72, unless a direct fatigue analysis is
carried out.
2
Pb = 0.025 [N/mm ]
6.3.2 The buckling strength of primary members
is to be in accordance with Ch.3, Sec.6.
considered while calculating the reaction forces 6.6.7 The support forces as determined
acting on the devices. Small and/or flexible according to 6.2.2, 6.6.5 i) and 6.6.6 i) shall
devices such as cleats intended to provide load generally give rise to a zero moment about the
compression of the packing material are not transverse axis through the centroid of the area
generally to be included in the calculations in Ax. For visor doors, longitudinal reaction forces
6.6.7. The number of securing and supporting of pin and/or wedge supports at the door base
devices are generally to be the minimum contributing to this moment are not to be in the
practical whilst taking into account the forward direction.
requirements for redundancy given in 6.6.7 and
6.6.8 and the space available for adequate The arrangement of securing and supporting
support in the hull structure. devices is to be designed with redundancy so
that in the event of failure of any single securing
6.6.3 For visor doors opening outwards, the or supporting device the remaining devices are
pivot arrangement is generally to be such that capable to withstand the reaction forces without
the visor is self closing under external loads, exceeding the permissible stresses given in
that is My > 0. Moreover, the closing moment My 6.3.1, by more than 20 per cent .
as given in 6.2.3 is to be not less than:
6.6.8 For visor doors, two securing devices are
2 2 0.5 2 2 0.5
Myo = 10 c W+0.1 (a + b ) (Fx + Fz ) [kN-m] to be provided at the lower part of the door,
each capable of providing the full reaction force
6.6.4 Securing and supporting devices are to be required to prevent opening of the door within
adequately designed so that they can withstand the permissible stresses given in 6.3.1. The
the reaction forces within the permissible opening moment Mo, in kN-m, to be balanced by
stresses given in 6.3.1. this reaction force, is not to be taken less than:
Alternative means of securing are to be provided 2) Limit switches electrically closed when the
for emergency use in case of failure of the door is closed (when more than one limit switch
power systems. is provided they may be connected in series).
6.7.3 Where hydraulic securing devices are 3) Limit switches electrically closed when
applied, the system is to be mechanically securing arrangements are in place (when more
lockable in closed position (i.e. in the event of
than one limit switch is provided they may be 6.8 Operating and maintenance manual
connected in series).
6.8.1 An Operating and Maintenance Manual for
4) Two electrical circuits (may be provided in the bow door and inner door has to be provided
one multicore cable), one for the indication of on board and contain necessary information on:
door closed/not closed and the other for door
locked / not locked. - main particulars and design drawings
special safety precautions;
5) In case of dislocation of limit switches, details of vessel;
indication to show : not closed / not locked / equipment and design loading (for ramps);
securing arrangement not in place – as key plan of equipment (doors and ramps);
appropriate. manufacturer’s recommended testing for
equipment;
6.7.5 A water leakage detection system with description of equipment:
audible alarm and CCTV surveillance is to be
arranged to provide an indication to the bow doors
navigation bridge and to the engine control room inner bow doors
of leakage through the inner door. bow ramp/doors
side doors
Between the bow door and the inner door a stern doors
CCTV surveillance system is to be fitted with a central power pack
monitor on the navigation bridge and in the bridge panel
engine control room. The system is to monitor engine control room panel.
the position of doors and a sufficient number of
their securing devices. Special consideration is - service conditions: limiting heel and trim of
to be given for lighting and contrasting colour of ship for loading/unloading;
objects under surveillance. limiting heel and trim for door operations;
doors/ramps operating instructions;
6.7.6 A drainage system is to be arranged in the doors/ramps emergency operating instruc-
area between bow door and ramp, or where no tions.
ramp is fitted, between the bow door and inner
door. The system is to be equipped with an - Maintenance schedule and extent of
audible alarm function to the navigation bridge maintenance;
for water level in these areas exceeding 0.5 [m] trouble shooting and acceptable clearances;
above the car deck level. manufacturer’s maintenance procedures.
6.7.7 For ro-ro passenger ships on international - register of inspections, including inspection
voyages, the special category spaces and ro-ro of locking, securing and supporting devices,
spaces are to be continuously patrolled or repairs and renewals.
monitored by effective means, such as CCTV
surveillance, so that any movement of vehicles This manual is to be submitted for approval.
in adverse weather conditions or unauthorized
access by passengers thereto, can be detected 6.8.2 Documented operating procedures for
whilst the ship is underway. closing and securing the bow door and inner
door are to be kept on board and posted at
appropriate place.
Section 7
Miscellaneous Openings
7.1 Small openings on freeboard and 7.2 Additional requirements for small
superstructure decks hatches on the exposed fore deck
7.2.3.2 The hatch cover is to be fitted with a 7.2.3.4 For small hatch covers located on the
gasket of elastic material. This is to be exposed deck forward of the fore-most cargo
designed to allow a metal to metal contact at a hatch, the hinges are to be fitted such that the
designed compression and to prevent over predominant direction of green sea will cause
compression of the gasket by green sea forces the cover to close, which means that the hinges
that may cause the securing devices to be are normally to be located on the fore edge.
loosened or dislodged. The metal-to-metal
contacts are to be arranged close to each On small hatches located between the main
securing device in accordance with Fig.7.2.2 hatches, for example between Nos.1 and 2, the
and of sufficient capacity to withstand the hinges are to be placed on the fore edge or
bearing force. outboard edge, whichever is practicable for
protection from green water in beam sea and
7.2.3.3 For a primary securing method using bow quartering conditions.
butterfly nuts, the forks (clamps) are to be of
robust design. They are to be designed to
Table 7.2.2 : Scantlings for small steel hatch covers on the fore deck
Small hatches on the fore deck except those 7.3.1 Manholes and flush scuttles on the decks
designed for emergency escapes are to be fitted fitted in Positions 1 and 2 or within
with an independent secondary securing device superstructures other than enclosed
e.g. by means of a sliding bolt, a hasp or a superstructures, are to be closed by substantial
backing bar of slack fit, which is capable of covers capable of closing them weathertight.
keeping the hatch cover in place, even in the Unless secured by closely spaced bolts, the
event that the primary securing device became covers are to be permanently attached.
loosened or dislodged. It is to be fitted on the
side opposite to the hatch cover hinges. 7.4 Hatchways within enclosed super-
structure and tween decks
Table 7.5.1
7.5.5 The height of doorway sills above the deck position are to be protected against mechanical
sheathing, if fitted, is to be at least damage, and where fitted in Positions 1 and 2
are to be fitted with deadlights or storm covers
a) 600 [mm] in Position 1 permanently attached.
b) 380 [mm] in Position 2. 7.6.4 Side scuttles in the engine casings are to
be provided with fireproof glass.
7.5.6 Where access is provided to the
deckhouse, bridge or a poop deck from the deck 7.7 Windows and side scuttles
above as an alternative to the access from the
freeboard deck, the height of sill into the 7.7.1 Side scuttles and windows together with
deckhouse, bridge or poop may be 380 [mm]. their glasses, deadlights and storm covers, if
fitted, shall be of approved design and
7.5.7 The height of sills to doorways in a substantial construction in accordance with, or
forecastle if protecting a companionway is to be equivalent to, recognized national or
600 [mm], regardless of whether access is international standards. Non-metallic frames are
provided from above. If not protecting a not acceptable.
companionway the sill height may be 380 [mm].
'Deadlights', in accordance with recognised
7.5.8 The height of door sills may be required to standards, are fitted to the inside of windows
be increased on ships of Type 'A', Type 'B-100' and side scuttles while 'storm covers', of
or Type 'B-60' where this is shown to be comparable specifications to deadlights, are
necessary by the floatability calculations fitted to the outside of windows, where
required by the ILLC 1966. The engine casing in accessible, and may be hinged or portable.
such ships, when not protected by an outer
structure will require two weathertight doors in 7.7.2 Side scuttles are defined as being round or
series, with the sill height of the outer and inner oval in shape and where the area of openings
2
door being not less than 600 [mm] and 230 [mm] does not exceed 0.16 M .
respectively.
Windows are defined as being rectangular in
7.5.9 When the closing appliances of openings shape generally having a radius at each corner
in superstructures and deckhouses do not (depending on the window size in accordance
comply with the requirements of 7.5.2, the with recognised national or international
openings on the interior deck are to be treated standards) and also those associated with round
as if exposed to the weather deck. or oval shapes where the area of openings
2
exceeds 0.16 M .
7.6 Openings on engine and boiler casing
7.7.3 Side scuttles to the following spaces shall
7.6.1 Machinery space openings in Position 1 or be fitted with efficient hinged inside deadlights:
2 are to have efficient closing appliances. The
openings and coamings for fiddley, funnel and a) spaces below the freeboard deck
machinery space ventilators in the casing in b) spaces within the first tier of enclosed
those positions are to be provided with strong superstructures
covers of steel or other equivalent material c) first tier deckhouses on the freeboard deck
permanently attached in their proper positions protecting openings leading below
and capable of being secured weathertight. d) first tier deckhouses on the freeboard deck
considered buoyant in stability calculations.
7.6.2 Doorways in the engine and boiler casings
are to be arranged to provide the maximum The deadlights shall be capable of being
protection of the space below. effectively closed and secured watertight if fitted
below the freeboard deck and weathertight if
7.6.3 Skylights are to be of substantial fitted above.
construction and secured firmly to the deck. For
skylights in position 1 or 2 the coaming height is 7.7.4 Side scuttles shall not be fitted in such a
not to be less than that of the hatch coaming. position that their sills are below a line drawn
Efficient means are to be provided for closing parallel to the freeboard deck at side and having
and securing the hinged scuttles, if any. The its lowest point 0.025B or 500 [mm], whichever
thickness of glasses in fixed or opening skylights is the greater distance, above the summer load
is to be appropriate to their position and size as line (or timber summer load line, if assigned).
required for side scuttles. Glasses in any
7.7.5 Side scuttles shall be of the non-opening permanently attached external storm covers of
type in ships subject to damage stability approved design and of substantial construction
regulations, if the calculations indicate that they and capable of being effectively closed and
would become immersed by any intermediate secured weathertight.
stage of flooding or the final equilibrium
waterplane in any required damage case. 7.7.8 Cabin bulkheads and doors in the second
tier separating side scuttles and windows from a
7.7.6 Windows shall not be fitted below the direct access leading below may be accepted
freeboard deck, in the first tier end bulkheads or in place of deadlights or storm covers fitted to
sides of enclosed superstructures and in first tier the side scuttles and windows.
deckhouses considered buoyant in the stability
calculations or protecting openings leading Deckhouses situated on a raised quarter deck or
below. on the deck of a superstructure of less than
standard height may be regarded as being in the
7.7.7 Side scuttles and windows at the side shell second tier as far as the provision of deadlights
in the second tier, protecting direct access is concerned, provided the height of the raised
below or considered buoyant in the stability quarter deck or superstructure is equal to, or
calculations, shall be provided with efficient greater than, the standard quarter deck height.
hinged inside deadlights capable of being
effectively closed and secured weathertight. 7.7.9 Side scuttles and windows facing open or
enclosed lifeboat and liferaft embarkation areas
Side scuttles and windows set inboard from the and below such areas in such a position that
side shell in the second tier, protecting direct their failure during a fire would impede the
access below to spaces listed in 7.6.3, shall be launching of or embarkation into lifeboats or
provided with either efficient hinged inside liferafts are to have adequate fire integrity.
deadlights or, where they are accessible,
End of Chapter
Chapter 13
Contents
Section
1 General
2 Ventilators
3 Air and Sounding Pipes
4 Scuppers and Sanitary Discharges
Section 1
General
1.1 Scope less than 0.1L or 22 [m] above the summer load
waterline, whichever is the lesser:
1.1.1 This Chapter applies to all ships and
provides requirements for ventilators, air and However, these requirements need not be
sounding pipes and overboard discharges. applied to cargo tank venting systems and inert
gas systems of oil tankers, chemical carriers
1.1.2 The requirements conform, where and liquefied gas carriers.
relevant, to those of the International
Convention on Load Lines, 1966. Reference 1.4.2 Design load
should also be made to any additional
requirements of the National Authority of the The green sea pressure ‘p’ acting on air pipes,
country in which the ship is to be registered. ventilators and their closing appliances is to be
taken as:
1.2 Definitions
p = 0.5 ρ V Cd Cs Cp [kN/m ]
2 2
1.3.1 In all cargo spaces and other areas where = 13.5 for d≤0.5d1
mechanical damage is likely, all air and
sounding pipes, ventilators, scuppers and
discharges, including their valves, controls and =
indicators, are to be well protected. This
protection is to be of steel or other equivalent
material. for 0.5d1 <d <d1
1.4 Strength of attachments of fore deck d = distance [m] from summer load waterline to
fittings exposed deck
1.4.1 The airpipes, ventilators and their closing d1 = 0.1L or 22[m] whichever is the lesser
devices fitted on ships of L ≥ 80 [m] on exposed
decks in the forward 0.25L are to satisfy the Cd = shape coefficient
requirements given in 1.4.2 and 1.4.3 if the
height of the exposed deck in way of the item is = 0.5 for pipes
Table 1.4.3a) : 900 mm (a) ventilator pipe thickness and bracket standards
Notes :
a) For other ventilator heights, the relevant requirements of 1.4.2 and 1.4.3 are to be applied.
b) Brackets need not extend over the joint flange for the head.
Table 1.4.3b) : 760 mm (a) air pipe thickness and bracket standard
Notes :
a) For other air pipe heights, the relevant requirements of 1.4.2 and 1.4.3 are to be applied.
b) Brackets need not extend over the joint flange for the head.
c) Brackets need not be provided if the as fitted gross thickness of air pipes is not less than 10.5 [mm].
Section 2
Ventilators
2.1 General
2.1.2 Ventilators from deep tanks and tunnels - 760 [mm] in position 2
passing through 'tween decks are to have
scantlings suitable for withstanding the these heights being measured above deck
pressures to which they may be subjected, and sheathing where fitted. Particularly in exposed
are to be made watertight. positions, the height of coamings may be
required to be increased.
2.1.3 For the requirements of fire precautions on
cargo and passenger ships, see Pt.6, Ch.2, 2.2.2 The height of ventilator coamings may be
Sec.2. required to be increased on ships of Type 'A',
Type 'B-100' and Type 'B-60' where this is 2.3.2 In general, ventilators which are necessary
shown to be necessary by the floatability to continuously supply the machinery space and
criterion required by the International on demand, immediately supply the emergency
Convention on Load Lines, 1966. generator room, should have coamings with
sufficient heights specified in 2.3.1, without
2.2.3 The thickness of ventilator coamings is not having to fit weathertight closing appliances.
to be less than 6.0 [mm] for ventilators upto 80
[mm] external diameter and 8.5 [mm] for However, where due to vessel size and
ventilators of external diameters 165 [mm] and arrangement this is not practicable, lesser
above; the thickness for intermediate diameters heights for machinery space and emergency
may be obtained by interpolation. generator room ventilator coamings may be
considered with provision of weathertight closing
2.2.4 Where the height of the ventilator exceeds appliances in combination with other suitable
that required by 2.2.1 the thickness given in arrangements to ensure an uninterrupted,
2.2.3 may be gradually reduced, above the adequate supply of ventilation to these spaces.
required minimum height, to a minimum of 6.0
[mm]. The ventilator is to be adequately stayed. 2.3.3 In ships where the load line length, LL, is
not more than 100 [m], the closing appliances
2.3 Closing appliances are to be permanently attached to the ventilator
coaming. Whereas in other ships, they may be
2.3.1 All ventilator openings are to be provided conveniently stowed near the ventilator to which
with efficient weathertight closing appliances they are to be fitted.
except where:-
2.3.4 Where, in ferries, ventilators are proposed
(a) the height of the coaming is greater than 4.5 to be led overboard in an enclosed 'tween deck'
[m] in position 1, or the closing arrangements are to be submitted for
approval. If such ventilators are led overboard
(b) the height of the coaming is greater than 2.3 more than 4.5 [m] above the main vehicle deck,
[m] in position 2 closing appliances may be omitted, provided
that satisfactory baffles and drainage
in which case closing appliances need not be arrangements are provided, as in the case of air
provided unless unusual features of design intakes or exhaust openings for machinery
make it necessary. spaces, which may be arranged in the sides of
the ship.
The weathertight closing appliance for all
ventilators in positions 1 and 2 are to be of steel 2.3.5 On offshore supply ships, to ensure
or other equivalent materials. Wood plugs and satisfactory operation in all weather conditions,
canvas covers are not acceptable in these machinery space ventilation inlets and outlets
positions. are to be located in such positions that closing
appliances will not be necessary.
Section 3
3.1.1 Air and sounding pipes are to comply with 3.2.1 The height of air pipes from the upper
the requirements of Pt.4, Ch.2. surface of decks exposed to the weather, to the
point where water may have access below is not
3.1.2 Striking plates of suitable thickness, or normally to be less than :
their equivalent, are to be fitted under all
sounding pipes. - 760 [mm] on freeboard deck
3.1.3 On offshore supply ships air pipes are to - 450 [mm] on superstructure decks
be situated clear of the cargo containment
areas.
Section 4
4.1 General ii) Where the freeboard is such that the edge of
the bulkhead deck or the edge of the freeboard
4.1.1 Scuppers sufficient in number and size to deck, respectively, is immersed when the ship
provide effective drainage are to be fitted in all heels 5 [deg.] or less, the drainage shall be led
decks. to a suitable space of adequate capacity, having
a high water level alarm and provided with
4.1.2 Scuppers draining weather decks and suitable arrangements for discharge overboard.
spaces within superstructures or deckhouses
not fitted with efficient weathertight doors are to 4.1.8 For drainage arrangements of closed
be led overboard. vehicle and ro-ro spaces and special category
spaces, refer to Pt.6, Ch.7, Cl.3.6.1.4 and
4.1.3 Scuppers and discharges which drain Cl.3.6.1.5.
spaces below the freeboard deck, or spaces
within intact superstructures or deckhouses on 4.1.9 Scuppers and discharge pipes should not
the freeboard deck fitted with efficient normally pass through fuel oil or cargo oil tanks.
weathertight doors, may be led to the bilges in Where scuppers and discharge pipes pass,
the case of scuppers, or to suitable sanitary unavoidably, through fuel oil or cargo oil tanks,
tanks in the case of sanitary discharges. and are led through the shell within the tanks,
Alternatively, they may be led overboard the thickness of the piping should be at least the
provided that the spaces drained are above the same thickness as Rule shell plating in way,
load waterline, and the pipes are fitted with derived from the appropriate Chapters, but need
efficient and accessible means of preventing not exceed 19 [mm].
water from passing inboard.
Piping within tanks is to be tested in accordance
4.1.4 The drainage arrangements of enclosed with Pt.4, Ch.2 and Ch.3.
'tween deck spaces in ships with small
freeboards are to be specially considered. 4.1.10 All piping is to be adequately supported.
4.1.5 In the enclosed 'tween deck space on the 4.2 Closing appliances
main vehicle deck of a ferry, which is provided
with a drencher fire extinguishing system, 4.2.1 In general, each separate overboard
scuppers of not less than 150 [mm] diameter are discharge is to be fitted with a screw-down non-
to be provided port and starboard, spaced about return valve capable of being operated from a
9,0 [m] apart. The capacity of the scuppers may position always accessible and above the
be required to be increased, dependent on the freeboard deck. An indicator is to be fitted at the
discharge rate of the drencher system. The control position showing whether the valve is
mouth of the scupper is to be protected by bars. open or closed. (Fig.4.2.1).
4.1.6 If a 'tween deck space on the main vehicle It is considered that an acceptable equivalent to
deck of a ferry is not totally enclosed, scuppers an automatic non-return valve with a positive
or freeing ports are to be provided consistent means of closing from a position above the
with the requirements of Ch.11. freeboard deck would be one automatic non-
return valve and one sluice valve controlled from
4.1.7 The following will apply to drainage of above the freeboard deck.
enclosed cargo spaces on the bulkhead deck of
passenger ships or on the freeboard deck of Where sanitary discharges and scuppers lead
cargo ships: overboard through the shell in way of machinery
spaces, the fitting to shell of a locally operated
i) Where the freeboard to the bulkhead deck or closing valve, together with non-return valve
the freeboard deck, respectively, is such that the inboard, is considered to provide protection
deck edge is immersed when the ship heels equivalent to above.
more than 5 [deg.] the drainage shall be by
means of a sufficient number of scuppers of 4.2.2 Where, in an enclosed 'tween deck space
suitable size discharging directly overboard. on the main vehicle deck of a ferry, a drencher
fire extinguishing system is provided, such
Indian Register of Shipping
Rules and Regulations for the Construction and Classification of Steel Ships - 2016
Page 7 of 9
___________________________________________________________________________________
controls are to be operable from spaces above The inboard end of a gravity discharge which
the main vehicle deck and to be protected from leads overboard from an enclosed
mechanical damage. superstructure or space is to be located above
the waterline formed by a 5 degree heel, to port
4.2.3 Where the vertical distance from the or starboard, at a draft corresponding to be
summer load waterline to the inboard end of the assigned summer freeboard.
discharge pipe exceeds 0,01LL the discharge
may be fitted with two automatic non-return 4.2.9 For garbage chutes an acceptable
valves without positive means of closing, instead equivalent to the non-return valve with a positive
of the screw-down non-return valve, provided means of closing from a position above the
that the inboard valve is always accessible for freeboard deck would be two gate valves
examination under service conditions i.e. the controlled from the working deck of the chute.
inboard valve should be above the level of the The lowest gate valve should, in addition, be
tropical load waterline. If this is not practicable, controlled from a position above the freeboard
then, provided a locally controlled sluice valve is deck. An interlock system is to be arranged
interposed between the two automatic non- between the two valves. The distance between
return valves, the inboard valve need not be the two gate valves is to be adequate to allow
fitted above the LWL. the smooth operation of the interlock system.
4.2.4 Where the vertical distance from the 4.2.10 It is recommended that the inboard end
summer load waterline to the inboard end of the of the garbage chute be located above the
discharge pipe exceeds 0,02LL, a single waterline formed by an 8.5 deg heel, to port or
automatic non-return valve without positive starboard, at a draft corresponding to the
means of closing may be fitted. See Fig.4.2.1. assigned summer freeboard, but not less than
1000[mm] above the summer waterline.
4.2.5 Scuppers and discharge pipes originating
at any level which penetrate the shell either 4.2.11 Where the inboard end of the garbage
more than 450 [mm] below the freeboard deck chute exceeds 0.01LL above the summer
or less than 600 [mm] above the summer load waterline, valve control from the freeboard deck
waterline, are to be fitted with an automatic non- is not required, provided the inboard gate valve
return valve at the shell. This valve, unless is always accessible under service conditions.
required by 4.1.3, may be omitted provided that
the pipe is of heavy gauge thickness. However, 4.2.12 Alternatively, the upper gate valve may
the thickness need not exceed 12.5 [mm], be replaced by a hinged weathertight cover at
unless greater thickness is required by 4.1.8. the inboard end of the chute together with a
discharge flap which replaces the lower gate
4.2.6 If, in association with 4.1.8, a valve is valve.
required by 4.1.3, this valve should preferably The cover and the flap are to be arranged with
be fitted as close as possible to the point of an interlock so that the discharge flap cannot be
entry of the pipe into the tank. If fitted below the operated until the cover is closed.
freeboard deck, the valve is to be capable of
being controlled from an easily accessible The chute is to be constructed of material of
position above the freeboard deck. Local control substantial thickness (See Part 4, Chapter 3,
is also to be arranged, unless the valve is Section 3.5) upto and including the cover.
inaccessible. An indicator is to be fitted at the
control position showing whether the valve is 4.2.13 The gate valve controls and/or hinged
open or closed. cover are to be clearly marked: “Keep closed
when not in use”.
4.2.7 In a ship to which timber freeboards are
assigned, the summer load waterline is to be 4.3 Materials for valves, fittings and pipes
regarded as that corresponding to the timber
summer freeboard. 4.3.1 All shell fittings and valves required by 4.2
are to be of steel, bronze or other approved
4.2.8 It is considered that requirements for non- ductile material; ordinary cast iron or similar
return valves are applicable only to those material is not acceptable. Materials are to
discharges which remain open during the satisfy the requirements of Pt.2.
normal operation of a vessel. For discharges
which must necessarily be closed at sea, such 4.3.2 All these items, if made of steel or other
as gravity drains from topside ballast tanks, a approved material with low corrosion resistance,
single screw down valve operated from the deck are to be suitably protected against wastage.
is sufficient.
End of Chapter
Chapter 14
Rudders
Contents
Section
1 General
2 Arrangement and Details
3 Design Loads
4 Rudder Blades
5 Rudder Stock and Pintles
6 Rudder Couplings
7 Sole Pieces and Rudder Horns
8 Guidelines for Evaluation of Bending Moments and Shear Force Distribution
Section 1
General
1.1 Scope 1.2 Material
1.1.1 The requirements of this Chapter apply to 1.2.1 All materials used in the construction of
arrangement and scantlings of normal the rudder are to be tested and approved in
streamlined or plate rudders and their accordance with Pt.2.
supporting structure. Rudders fitted with special
features e.g. special profiles, fins, flaps, steering 1.2.2 Material grades for plates and sections for
propellers etc. to increase the lift force will be the rudder blade are to be selected as per Pt.3,
specially considered. Ch.2.
1.1.2 IRS may accept alternatives to 1.2.3 For rudder stocks, pintles, keys and bolts,
requirements given in this Chapter, provided the minimum yield stress is not to be less than
2
they are deemed to be equivalent. 200 [N/mm ]. For materials having yield stress
2
differing from 235 [N/mm ], material factor 'k' as
1.1.3 Direct analyses adopted to justify an determined below, is to be applied.
alternative design are to take into consideration
all relevant modes of failure, on a case by case e
235
basis. These failure modes may include,
k=
amongst others: yielding, fatigue, buckling and σ
fracture. Possible damages caused by cavitation y
are also to be considered.
with e = 0.75 for σy > 235 [N/mm ]
2
Where high strength steels are used for rudder Hardness of the material of the bushing is to be
stock, evaluation of stock deformations may be at least 65 Brinell lower than that of the liner or
required, as large deformations can cause the rudder stock or pintle.
excessive edge pressures in way of bearings.
Synthetic bush materials are to be of approved
1.2.4 Bearing materials for bushings are to be type. Arrangement is to be provided for
stainless steel, bronze, white metal, synthetic adequate supply of sea-water to these bearings.
material or lignum vitae. If stainless steel is
proposed to be used for liners or bushes for the 1.3 Testing
rudder stocks and pintles, the chemical
composition is to be submitted for approval. 1.3.1 Bodies of the rudders are to be tested in
accordance with the requirements given in
Ch.18.
Section 2
2.1 General
2.1.4 Satisfactory arrangement is to be provided
2.1.1 Various types of rudder arrangement are to prevent water from entering the steering gear
shown in Fig.2.1.1, other combinations of compartment and lubricant from being washed
couplings and bearings may however be away from the rudder carrier. A seal or stuffing
proposed. box is to be fitted above the deepest load water
line for this purpose, however two separate
2.1.2 Effective means are to be provided for seals or stuffing boxes are to be provided when
supporting the weight of the rudder. Where the the rudder carrier is below the deepest load
support is provided by a carrier bearing attached water line.
to the rudder head, the structure in way of the
bearing is to be adequately strengthened. The 2.1.5 Suitable arrangement is to be provided to
plating under all rudder head bearings or rudder prevent the rudder from lifting and accidental
carriers is to be increased in thickness. unshipping.
Section 3
Design Loads
3.1.1 The rudder force upon which rudder For astern condition, the maximum astern speed
scantlings are to be based is to be determined is to be used, but in no case less than:
from the following formula:
Vastern = 0.5V
2
Fr = 132 . K1 . K2 . K3 . A . V [N]
Where the service speed is obtained at lower
where, power than the maximum continuous rating of
the propelling machinery, the speed V to be
Fr = rudder force [N] used in the calculation is to be increased in
1/3
proportion of (Power) .
2
A = area of rudder blade [m ]
K1 = factor based on the aspect ratio, λ of the
V = maximum service speed (knots) with the rudder area;
ship on summer load waterline. When the speed
is less than 10 knots, V is to be replaced by the K1 = (λ + 2)/3; with λ not to be taken greater
expression. than 2.
Mean breadth C [m] and mean height b [m] of As per Fig, 3.1.1,
rudder are calculated according to the co-
𝑥2 +𝑥3 −𝑥1
ordinate system in Fig.3.1.1. 𝐶= ; Mean Breadth of Rudder
2
K2 = Factor depending on type of the rudder and
𝑧3 +𝑧4 −𝑧2
the rudder profile as per Table 3.1.1. 𝑏= ; Mean Height of Rudder
2
K3 = 0.80 for rudders outside the propeller jet
Table 3.1.1
K2
Profile Type
Ahead condition Astern condition
NACA-00 series Göttingen
1.10 0.80
Flat side
1.10 0.90
Hollow
1.35 0.90
Fish tail
1.40 0.80
Single plate
1.00 1.00
where,
fi = Ci . Aif/Ai
Qr = Fr . r [N-m];
where,
= 0.66 C in astern condition. 3.3.1 The rudder force and resulting rudder
torque as given in 3.1 and 3.2 causes bending
C = Mean breadth of rudder area [m] See moments and shear forces in the rudder body,
Fig.3.1.1. bending moments and torques in the rudder
stock, supporting forces in pintle bearings and
f = C . Af/A where Af is the portion of the rudder rudder stock bearings and bending moments,
blade area situated ahead of the centre line of shear forces and torques in rudder horns and
the rudder stock. heel pieces. The rudder body is to be stiffened
by horizontal and vertical webs enabling it to act
3.2.2 In case of rudder blades with stepped as a bending girder.
contours / semi-spade rudders, the total rudder
torque is to be obtained as follows: 3.3.2 The bending moment (BM) and shear
force (SF) distributions along the entire height of
Qr = ΣQri for i = 1,2,3,..... the rudder blade and rudder stock as well as the
bearing reactions may be obtained by direct
where, calculation. The rudder is to be assumed as
simply supported at the centres of the upper
bearing and the neck bearing. In case of rudders
Qri = Fri.ri; individual torque component from
supported by the sole piece or rudder horn the
each part Ai of the total rudder area. See
flexibility of the sole piece or rudder horn, and
Fig.3.2.2. rudder and rudder stock is to be taken into
consideration. Guidelines for calculation of
Fri = Fr. Ai/A bending moment and shear force distribution for
various types of rudders are given in Section 8.
ri = xci - fi; but not to be taken less than 0.1 Ci.
Section 4
Rudder Blades
4.2.2 The thickness of the vertical and horizontal 4.3 Single plated rudders
webs is not to be less than 70 per cent of the
requirement given in 4.2.1 with a minimum of 8 4.3.1 Mainpiece diameter
[mm].
The mainpiece diameter is calculated according
4.2.3 Overall strength of the rudder blade based to 5.1.1 and 5.1.4 respectively. The diameter of
on bending moments (BM) and shear forces the main piece at top end is not to be less than
(SF) obtained as per Sec.3 is to satisfy the that of the lower rudder stock, and it may be
following criteria: gradually reduced towards lower end provided
stresses are limited as per 4.2.3. For spade
BM rudders the lower third may taper down to 0.75
a) bending stress σ= ≤ 110/k [N/mm 2 ] times stock diameter.
Zl
4.3.2 Blade thickness
SF
b) shear stress τ= ≤ 50/k [N/mm 2 ] The blade thickness is not to be less than:
Aw
𝑡𝑏 = 1.5 𝑠 𝑉√𝑘 + 2.5 [mm]
c) equivalent stresses
σ a = σ 2 + 3τ 2 ≤ 120 / k [N/mm 2 ] where:
k = material factor
where,
4.3.4 Rudder blade is to be stiffened by
τt is torsional stress based on torque arising horizontal arms spaced not more than 1000
from the partial rudder force acting on the area [mm] apart. The arms are to be efficiently
below the section in consideration. attached to the main piece.
Note : The stresses in d) apply equally to high 4.4 Connection of rudder blade structure
tensile and ordinary steels. with solid parts
e) In way of the coupling the stresses are to be 4.4.1 Solid parts in forged or cast steel, which
limited as in d); however for calculation of the house the rudder stock or the pintle, are
stresses only the items within the width of the normally to be provided with protrusions.
coupling are to be considered.
- 20 [mm] for other web plates. The breadth of the rudder plating, [m], to be
considered for the calculation of section
4.4.2 The solid parts are in general to be modulus is to be not greater than:
connected to the rudder structure by means of
two horizontal web plates and two vertical web b = sV + 2 H x / 3 [m]
plates.
where:
4.4.3 Minimum section modulus of the
connection with the rudder stock housing. sV = spacing between the two
vertical webs, [m] (see Fig.4.4.3)
The section modulus of the cross-section of the
3
structure of the rudder blade, in [cm ], formed by Where openings for access to the rudder stock
vertical web plates and rudder plating, which is nut are not closed by a full penetration welded
connected with the solid part where the rudder plate, they are to be deducted.
stock is housed is to be not less than:
4.4.4 The thickness of the horizontal web
𝐻 −𝐻 𝑘 plates connected to the solid parts, in [mm], as
𝑍𝑠 = 𝑐𝑠 𝑑𝑐3 � 𝐸 𝑋 � 10−4 3
[cm ] well as that of the rudder blade plating between
𝐻𝐸 𝑘𝑠
these webs, is to be not less than the greater of
where: the following values:
dc = rudder stock diameter, [mm] = dc, as per 5.1.4, for the solid
part housing the rudder stock
HE = vertical distance between the
lower edge of the rudder blade = dp, as per 5.2.1, for the solid
and the upper edge of the solid part housing the pintle
part, [m]
sH = spacing between the two
HX = vertical distance between the horizontal web plates, [mm]
considered cross-section and
the upper edge of the solid part, The increased thickness of the horizontal webs
[m] is to extend fore and aft of the solid part at least
to the next vertical web.
k = material factor for the rudder
blade plating.
4.4.5 The thickness of the vertical web plates 4.4.5. The increased thickness is to extend
welded to the solid part where the rudder stock below the solid piece at least to the next
is housed as well as the thickness of the rudder horizontal web.
side plating under this solid part is to be not less
than the values obtained, in [mm], from Table
Type of rudder Rudder blade Rudder blade Rudder blade Area with
without opening with opening without opening opening
Section 5
τT 2
= 68 / k [N/mm ] d t = 4.2 3 (Q r .k ) [mm]
The rudder stock diameter for the transmission 5.1.4 The diameter of rudder stock at any other
of the rudder torque is therefore not to be less cross section is given by
than:
4 BM 2
d t = 4.23 Qr k [mm] d s = d t . 6 1 + . 2 [mm]
3 Qr
Qr = Total rudder torque [Nm] as calculated in
3.2. where BM is the bending moment at the cross
section under consideration obtained as per 3.3.
k = Material factor of the rudder stock as given
in 1.2.3 5.1.5 The diameter of the rudder stock at neck
bearing is to be maintained to a point as far as
5.1.2 If the rudder stock is subjected to practicable above the top of the neck bearing
combined torque and bending, the Equivalent and may subsequently be tapered to that
stress σe in the rudder stock is not to exceed required at the rudder carrier. The length of the
2
118/k [N/mm ] i.e. taper is to be at least three times the reduction
in diameter. Particular care is to be taken to
k = Material factor of the rudder stock as given avoid the formation of a notch at the upper end
in 1.2.3 of the taper.
5.2 Pintles 5.2.6 Where liners are fitted to pintles, they are
to be shrunk on or otherwise efficiently secured.
5.2.1 Scantlings If liners are to be shrunk on, the shrinkage
allowance is to be indicated on the plans. Where
The diameter dp of the pintles, is not to be less liners are formed by stainless steel weld deposit,
than the pintles are to be of weldable quality steel,
and details of the procedure are to be submitted.
d p = 0.35 (B k p ) Bushing is to be effectively secured against
movement.
1:12 - 1:20 on diameter for pintles mounted with The thickness of any liner or bush, [mm], is
oil injection and hydraulic nut. neither to be less than:
Attention is to be paid to the manufacturer's outside of liners, if fitted. The bearing length Lp
recommendations particularly where bush of the pintle is to be such that
material requires pre-soaking.
𝐷𝑝 ≤ 𝐿𝑝 ≤ 1.2 𝐷𝑝
5.3.4 The maximum surface pressure p, for the
various combinations is not to exceed the values where,
given in Table 5.3.4. Higher values than given in
table may be taken on verification by tests.For Dp = Actual pintle diameter measured on the
the purpose of this calculation, the bearing outside of the liners.
length is not to be taken greater than 1.2 times
the rudder stock or pintle diameter measured
- For metal bearing material Not less than 0.001 dp + 1.0 [mm]
To be specially determined considering the swelling and thermal
- For synthetic bearing material expansion properties of the material, but not less than 1.5 [mm]#.
Note:
(1) Indentation hardness test at 23°C and with 50% moisture, according to a recognised standard.
Synthetic bearing materials to be of approved type.
2
(2)Surface pressures exceeding 5.5 [N/mm ] may be accepted in accordance with the bearing
2
manufacturer’s specification and tests, but in no case more than 10 [N/mm ]
(3) Stainless and wear resistant steel in an approved combination with stock liner.
Section 6
Rudder Couplings
where, k
t f = d b f [mm]
ds = Stock diameter [mm] in way of the coupling kb
flange; equal to the greater of the diameters dt
or dc according to 5.1.3 and 5.1.4 tf is to be also not less than 0.9 db;
ks = material factor for the rudder stock material; db = bolt diameter [mm] calculated for a number
of bolts not exceeding 8.
kb = material factor for the bolt material;
kf = material factor for the flange;
n = total number of bolts;
kb = material factor for the bolt material.
em = mean distance of the bolt axes from the
centre of the bolt system [mm]. 6.1.5 The width of material outside the bolt holes
is not to be less than 0.67 db [mm].
6.1.2 Coupling bolts are to be fitted bolts and a
minimum of six (6) bolts are to be provided. 6.1.6 The welded joint between the rudder stock
Their nuts are to be effectively locked. and the flange is to be made in accordance with
Fig.6.1.6 or equivalent.
6.1.3 Mean distance em from the centre of the
bolts to the centre of the bolt system is not to be
less than 0.9 ds [mm]. In addition, where the
Fig. 6.1.6 : Welded joint between rudder stock and coupling flange
The coupling length l is in general not to be less 6.3.2 The dimensions of the slugging nut [mm],
than 1.5 times the rudder stock diameter do at are not to be less than (See Fig 6.3.1 ) :
the top of rudder.
External thread of nut, dg ≥ 0.65 do;
The cone shape is to be very exact and the
slugging nut is to be efficiently secured. Outer diameter of nut, dn ≥ 1.2 du or 1.5 dg,
whichever is the greater;
6.3.3 A key is to be fitted in the tapered σF2 = minimum yield stress of the key,
2
connection, as close to the nut as possible and stock or coupling material, [N/mm ],
ample fillets are to be provided at corners of the whichever is less.
keyway.
6.3.4 Push up
The shear area of the key is not to be less than :
It is to be proved that 50% of the design yield
17.55 𝑄𝐹 moment is solely transmitted by friction in the
𝑎𝑠 = cone couplings. This can be done by calculating
𝑑𝑘 𝜎𝐹1 the required push-up pressure and push-up
length according to 6.4.2 and 6.4.3 for a
where, torsional moment Q'F = 0.5 QF.
QF = design yield moment of rudder stock, in 6.3.5 Notwithstanding the requirements in
[Nm] 6.3.3 and 6.3.4, where a key is fitted to the
coupling between stock and rudder and it is
𝑑𝑡3
𝑄𝐹 = 0.02664 considered that the entire rudder torque is
𝑘 transmitted by the key at the couplings, the
scantlings of the key as well as the push-up
Where the actual diameter dta is greater than the
force and push-up length are to be specially
calculated diameter dt, the diameter dta is to be
considered.
used. However, dta applied to the above formula
need not be taken greater than 1.145 dt. 6.4 Cone couplings with hydraulic
arrangement for mounting and dismounting
dt = stock diameter, [mm], according (with oil injection and hydraulic nut)
to 5.1.3.
6.4.1 Where the stock diameter exceeds 200
k = material factor for stock as given
[mm], the press fit is recommended to be
in 1.2.3
achieved by a hydraulic pressure connection. In
such cases, the cone diameter is to be, c,
dk = mean diameter of the conical
generally ranging between 1:12 to 1:20.
part of the rudder stock, [mm], at the key
In case of hydraulic pressure connections the
σF1 = minimum yield stress of the key
2 nut is to be effectively secured against the
material, [N/mm ]
rudder stock or the pintle.
2
The effective surface area, [cm ], of the key
For the safe transmission of the torsional
(without rounded edges) between key and
moment by the coupling between rudder stock
rudder stock or cone coupling is not to be less
and rudder body the push-up pressure and the
than:
push-up length are to be determined according
to 6.4.2 and 6.4.3 respectively.
5 𝑄𝐹
𝑎𝑘 =
𝑑𝑘 𝜎𝐹2
6M b 3 α = dm /da
preq 2 = 10 [N/mm²]
2d m
dm = diameter, [mm], see Fig. 6.3.1
where: da = outer diameter of the gudgeon
to be not less than 1.5 dm, [mm], see Fig.6.3.1
QF = design yield moment of rudder
stock, as defined in 6.3.3, [Nm] 6.4.3 Push-up length
dm = mean cone diameter [mm], see
The push-up length ∆ , [mm], ∆ is to comply
Figure 6.3.1
with the following formula:
ℓ = cone length [mm]
µ0 = frictional coefficient, equal to Δ 1 ≤ Δ ≤ Δ 2
0.15
where:
Mb = bending moment in the cone
coupling (e.g. in case of spade rudders), preq d m 0.8Rtm
[Nm] Δ 1 = + [mm]
1- α 2
c
It has to be proved by the designer that the E c
push-up pressure does not exceed the 2
permissible surface pressure in the cone. The
permissible surface pressure, [N/mm²], is to be 1.6ReH d m 0.8Rtm
determined by the following formula: Δ 2 = + [mm]
Ec 3 + α 4 c
Section 7
The section modulus around the transverse (y)- k = material factor as given in 1.2.3
axis is not to be less than:
7.2 Rudder horn
Zy = 0.5 Zz
When the connection between the rudder horn
The sectional area is not to be less than: and the hull structure is designed as a curved
2
transition into the hull plating, special
As = B1 k / 48 [mm ] consideration is to be given to the effectiveness
of the rudder horn plate in bending and to the
k = material factor as given in 1.2.3 stresses in the transverse web plates.
7.1.1 Equivalent stress The bending moments and shear forces are to
be determined by a direct calculation or in line
At no section within the length ℓ50 is the with the guidelines given in Section 8 for semi
2
equivalent stress to exceed 115 / k [N/mm ]. spade rudder with one elastic support and semi
The equivalent stress is to be determined by the spade rudder with 2-conjugate elastic support
following formula (See Fig.8.4.2): respectively.
σ e = σ b2 + 3τ 2 [N/mm ];
2 The section modulus around the horizontal x-
axis is not to be less than:
3
where: Zx = Mb k / 67 [cm ].
σb
2
= Mb / Zz(x) [N/mm ]; Mb = bending moment at the section
considered, [Nm];
τ = B1 / As [N/mm ];
2
At no section within the height of the rudder horn 7.2.2 Rudder horn plating
is the equivalent stress to exceed 120 / k
2
N/mm . The equivalent stress is to be calculated The thickness of the rudder horn side plating is
by the following formula: not to be less than:
σ e = σ b2 + 3(τ 2 + τ T2 ) [N/mm ];
2 t = 2.4 Lk [mm]
where:
σb
2
= Mb / Zx [N/mm ];
L = Rule length as defined in
τ 2
= B1 / Ah [N/mm ]; Chapter 1, Cl. 2.1.3;
B1 = supporting force in the pintle k = material factor as given in 1.2.3.
bearing [N];
7.2.3 Welding and connection to hull structure
Ah = effective shear area of rudder
2
horn in y-direction [mm ]; .1 The rudder horn plating is to be effectively
connected to the aft ship structure, e.g. by
τT 3
= MT 10 / 2 AT th [N/mm ];
2
connecting the plating to side shell and
transverse/ longitudinal girders, in order to
MT = torsional moment [Nm]; achieve a proper transmission of forces, see
Figure 7.2.3.
AT = area in the horizontal section
2
enclosed by the rudder horn [mm ]; .2 Brackets or stringer are to be fitted internally
in horn, in line with outside shell plate, as shown
th = plate thickness of rudder horn in Figure 7.2.3.
[mm];
.7 The weld at the connection between the dc = rudder stock diameter axis
rudder horn plating and the side shell is to be full defined in 5.1.
penetration. The welding radius is to be as large
as practicable and may be obtained by grinding. σ = bending stress in the rudder
trunk, [N/mm²].
7.3 Rudder trunk
k = material factor as given in 1.2.3
7.3.1 Materials, welding and connection to
hull The radius may be obtained by grinding. If disk
grinding is carried out, score marks are to be
This requirement applies to both trunk avoided in the direction of the weld. The radius
configurations (extending or not below stern is to be checked with a template for accuracy.
frame). Four profiles at least are to be checked. A report
is to be submitted to the attending Surveyor.
The steel used for the rudder trunk is to be of
weldable quality, with a carbon content not Rudder trunks comprising of materials other
exceeding 0.23% on ladle analysis and a carbon than steel would be specially considered.
equivalent CEQ not exceeding 0.41.
Where the rudder stock is arranged in a trunk in σ = bending stress in the rudder
such a way that the trunk is stressed by forces trunk, as defined in 7.3.1.
due to rudder action, the scantlings of the trunk
are to be such that: k = material factor for the rudder
trunk as given in 1.2.3, not to be taken
- the equivalent stress due to bending and less than 0.7
shear does not exceed 0.35 σF,
σF
2
= yield stress [N/mm ] of the
- the bending stress on welded rudder trunk material used.
is to be in compliance with the following
formula: σ ≤ 80/k [N/mm²] For calculation of bending stress, the span to be
considered is the distance between the mid-
height of the lower rudder stock bearing and the
point where the trunk is clamped into the shell or
the bottom of the skeg.
Section 8
8.3.2 For spade rudders with rudders trunks the CR2 : Rudder force over the rudder blade area
moments, [Nm], and forces, [N], may be A2
determined by the following formulae:
CG1Z : Vertical position of the centre of gravity of
MR is the greatest of the following values: the rudder blade area A1
8.4 Rudder supported by sole piece I50 = moment of inertia of sole piece
4
around the z-axis, [cm ];
8.4.1 Data for the Analysis
ℓ50 = effective length of sole piece, [m];
ℓ10 - ℓ50 = Lengths of the individual girders of the
system, [m]
Load of rudder body:
I10 – I50 = Moments of inertia of these girders,
= CR / (ℓ10 10 ) [kN/m]
3
4 PR
[cm ]
Z = spring constant of support in the
For rudders supported by a sole piece the length
sole piece
ℓ20 is the distance between lower edge of rudder
= 6.18 x I50 / ℓ50
3
Z [kN/m]
body and centre of sole piece and I20 the
moment of inertia of the pintle in the sole piece.
8.4.2 The moments and shear forces are
indicated in Figure 8.4.2.
Z = 1 / (fb + ft) [kN/m] for the support in ui = breadth, [mm] of the individual
the rudder horn (Figure 8.5.2); plates forming the mean horn sectional area;
d = Height of the rudder horn, [m], 8.5.2 Moments and shear forces are indicated in
defined in Figure 8.5.2. This value is measured Figure 8.5.2
downwards from the upper rudder horn end, at
the point of curvature transition, to the mid-line 8.5.3 Rudder horn
of the lower rudder horn pintle;
The loads on the rudder horn are as follows:
e = distance as defined in Figure 8.5.3
Mb = bending moment = B1 z [Nm],
Load of rudder body:
Mbmax = B1 d [Nm]
PR10 = CR2 / (ℓ10 x 10 ) [kN/m];
3
Fig.8.5.2 : Strength Calculations – Semi Spade Rudder with one Elastic Support
Fig 8.5.3
λ3 e2 λ
K11 = 1.3 +
3EJ1h GJ th
λ3 λ2 (d λ ) e 2 λ
K 22 = 1 .3 + +
3EJ1h 2EJ1h GJ th
λ3 λ2 (d λ ) λ(d λ ) (d λ)3 + e 2d
2
K12 = 1.3 + + +
3EJ1h EJ1h EJ1h 3EJ 2h GJ th
8.6.4 Rudder horn shear force For solid rudder horn, TT is to be specially
considered.
The shear force QH, [N], acting on the generic
section of the rudder horn is to be obtained, For a generic section of the rudder horn, located
from the following formulae: in the region above its upper bearing, the
following stresses are to be calculated:
• between the lower and upper rudder horn
2
bearings: TS: Shear stress, [N/mm ], to be obtained
from the following formula:
QH = FA1
FA1 + FA 2
• above the rudder horn upper-bearing: τS =
QH = FA1 + FA2 AH
2
where: TT : Torsional stress, [N/mm ], to be
obtained for hollow rudder horn from the
FA1, FA2 : Support forces, in [N]. following formula:
MT 10 3
τT = 8.6.7 Rudder horn bending stress calculation
2FT t H
For the generic section of the rudder horn within
For solid rudder horn, TT is to be specially the length d, the following stresses are to be
considered, where: calculated:
Fig.8.6.2 : Strength Calculations – Semi Spade Rudder with 2-conjugate Elastic Support
Fig.8.6.3
End of Chapter
Chapter 15
Contents
Section
1 General
2 Structural Arrangement for Anchoring Equipment
3 Equipment Specification
4 Anchors
5 Anchors Chain Cables
6 Towlines, Mooring Lines and associated Shipboard Fittings
7 Windlass and Chain Stoppers
Section 1
General
For vessels of 500 GT and above, towing 2) Length, diameter, grade and type of chain
arrangement plan is to be submitted for cables.
approval.
1.3.2 Following details of the proposed 3) Type and breaking load of steel and fibre
equipment are to be submitted for approval:- ropes.
Section 2
2.1 General
The chain lockers boundaries and chain pipes
2.1.1 The anchors are normally to be housed in are to be watertight upto the weather deck.
hawse pipes and anchor pockets of adequate Bulkheads which form common boundary of
size, scantlings and suitable form to prevent chain lockers need not be watertight. Where a
movement of anchor and chain due to wave means of access to spurling pipes or cable
action. lockers is located below the weather deck, the
access cover and its securing arrangements are
The arrangements are to provide an easy lead to be in accordance with recognized standards
of chain cable from windlass to the anchors. or equivalent for watertight manhole covers.
Upon release of the brake, the anchors are to
immediately start falling by their own weight. Provisions are to be made to minimize the
Substantial chafing lips are to be provided at ingress of water to the chain locker in bad
shell and deck. These are to have sufficiently weather. The chain pipes are to be provided
large, radiused faces to minimise the probability with permanently attached closing appliances
of cable links being subjected to large bending such as steel plates with cutouts for chain links
stresses. Alternatively, roller fairleads of suitable or canvas hoods with lashing arrangements. For
design may be fitted. requirements regarding drainage of chain
lockers, See Pt.4.
Alternative arrangements for housing of anchors
will be specially considered. Provisions are to be made for securing the
inboard ends of the chains to the structure. The
2.1.2 The shell plating and framing in way of the strength of this attachment should be between
hawse pipes are to be reinforced as necessary. 15 per cent to 30 per cent of the breaking
strength of the chain cable. It is recommended
2.1.3 On ships provided with a bulbous bow, that suitable arrangements be provided so that
and where it is not possible to obtain ample in an emergency the inboard end of the chain
clearance between shell plating and anchors (bitter end) can be readily made to slip from an
during anchor handling, adequate local accessible position outside the chain locker.
reinforcements on bulbous bow are to be
provided. 2.1.5 The windlass and chain stoppers are to be
efficiently bedded and secured to deck. The
2.1.4 The chain locker is to have adequate thickness of deck plating is to be increased in
capacity and depth to provide an easy direct way of the windlass and chain stoppers and
lead for the cable into the chain pipes, when the adequate stiffening underneath is to be
cable is fully stowed. The chain pipes are to be provided.
of suitable size and provided with chafing lips.
The port and starboard cables are to have
separate spaces.
Section 3
Equipment Specification
3.1.1 The equipment number, EN, on which the K = 1.00 for vessels of Unrestricted Service.
requirements of equipment are based is to be K = 0.85 for vessels of Coastal Service
calculated as follows :- K = 0.775 for vessels of Restricted Water
Service.
EN = K.ENc K = 0.50 for vessels of Sheltered Water Service.
∆ = moulded displacement, [t], to the summer 3.1.3 For tugs, while determining the equipment
load water line number EN, the term '2BH' in Sec.3.1.1 may be
substituted by 2(aB + Σ hibi) where bi is the
H = effective height, [m], from the summer load breadth, [m], of the widest superstructure or
waterline to the top of the uppermost deckhouse of each tier having a breadth greater
deckhouse, to be measured as follows: than B/4.
a = distance [m] from summer load waterline 3.2.1 For fishing vessels the equipment is to be
amidships to the upper deck at side in accordance with the requirements given in
Table 3.2.1 using EN as calculated in 3.1.
hi = height [m] on the centreline of each tier of
houses having a breadth greater than B/4. For 3.2.2 For other vessels the equipment is to be in
lowest tier, hi is to be measured at centre line accordance with the requirements given in Table
from upper deck, or from a notional deck line 3.2.2 using EN as calculated in 3.1.
where there is a local discontinuity in the upper
deck. 3.2.3 The two bower anchors in Table 3.2.1 and
Table 3.2.2 are to be connected to their cables
A = area [m2] in profile view of the hull, and positioned onboard ready for use. The total
superstructures and houses above the summer length of chain is to be divided in approximately
load waterline, which is within the Rule length of equal parts between the two bower anchors.
the vessel. Houses of breadth less than B/4 are
to be disregarded. 3.2.4 For tugs the particulars of towlines are to
be based upon the maximum bollard pull and
In the calculation of H and A, sheer and trim are the intended duty of the vessel. However, in no
to be ignored. case the breaking strength of the towline is to be
less than twice the maximum bollard pull.
Parts of windscreens or bulwarks which are
more than 1.5[m] in height are to be regarded as 3.2.5 For offshore supply vessels the length and
parts of houses when determining H and A. The the diameter of chain cable is to be based on an
height of the hatch coamings and that of any equipment letter two steps higher than that
deck cargo, such as containers, may be corresponding to the EN of the vessel. Towline
disregarded. is to be as per 1.1.2
'K' is a factor depending upon the type of vessel 3.2.6 For unmanned barges and pontoons of
and service notation as given below: length "L" less than 30 [m] no anchor need be
provided.
For fishing vessels,
Where length "L" is greater than or equal to 30
K = 1.00 [m] only one anchor of the tabular weight need
be provided. The attached chain cable is to be
of the tabular diameter and 2 L [m] in length.
Stockless Bower
Stud-Link Chain Cables Mooring Lines (Recommendation)
Anchors
Equip Diameter and chain
Steel or natural fibre ropes
EN ment Mass per Total grade
letter Number anchor length Breaking
CC1 CC2 Length
[kg] [m] Number strength
[mm] [mm] [m]
[kN]
30 & ≤ 40 Aof1 2 80 165 11 2 50 29
Stockless Bower
Stud-Link Chain Cables Mooring Lines (Recommendation)
Anchors
Equip Diameter and chain
Steel or natural fibre ropes
EN ment Mass per Total grade
letter Number anchor length Breaking
CC1 CC2 Length
[kg] [m] Number strength
[mm] [mm] [m]
[kN]
> 450 & ≤ 500 Nf 2 1440 412.5 38 34 3 140 108
Towline
Stud-link chain cables for bower 1)
Stockless (Recommendati Mooring lines
anchors
bower anchors on)
Equi Diameter and grade Steel or natural fibre ropes
pme Min.
EN
nt Mass Total Min. break-
letter length Min. Length
Num per CC1 CC2 CC3 breaking Num ing
[m] length of each
ber anchor [mm] [mm] [mm] strength ber stren-
[m] [m]
[kg] [kN] gth
[kN]
50 & ≤ 70 A 2 180 220 14 12.5 180 98 3 80 34
> 70 & ≤ 90 B 2 240 220 16 14 180 98 3 100 37
> 90 & ≤ 110 C 2 300 247.5 17.5 16 180 98 3 110 39
> 110 & ≤ 130 D 2 360 247.5 19 17.5 180 98 3 110 44
> 130 & ≤ 150 E 2 420 275 20.5 17.5 180 98 3 120 49
> 150 & ≤ 175 F 2 480 275 22 19 180 98 3 120 54
> 175 & ≤ 205 G 2 570 302.5 24 20.5 180 112 3 120 59
> 205 & ≤ 240 H 2 660 302.5 26 22 20.5 180 129 4 120 64
> 240 & ≤ 280 I 2 780 330 28 24 22 180 150 4 120 69
> 280 & ≤ 320 J 2 900 357.5 30 26 24 180 174 4 140 74
> 320 & ≤ 360 K 2 1020 357.5 32 28 24 180 207 4 140 78
> 360 & ≤ 400 L 2 1140 385 34 30 26 180 224 4 140 88
> 400 & ≤ 450 M 2 1290 385 36 32 28 180 250 4 140 98
> 450 & ≤ 500 N 2 1440 412.5 38 34 30 180 277 4 140 108
> 500 & ≤ 550 O 2 1590 412.5 40 34 30 190 306 4 160 123
> 550 & ≤ 600 P 2 1740 440 42 36 32 190 338 4 160 132
> 600 & ≤ 660 Q 2 1920 440 44 38 34 190 371 4 160 147
> 660 & ≤ 720 R 2 2100 440 46 40 36 190 406 4 160 157
> 720 & ≤ 780 S 2 2280 467.5 48 42 36 190 441 4 170 172
> 780 & ≤ 840 T 2 2460 467.5 50 44 38 190 480 4 170 186
> 840 & ≤ 910 U 2 2640 467.5 52 46 40 190 518 4 170 201
> 910 & ≤ 980 V 2 2850 495 54 48 42 190 559 4 170 216
> 980 & ≤ 1060 W 2 3060 495 56 50 44 200 603 4 180 230
> 1060 & ≤ 1140 X 2 3300 495 58 50 46 200 647 4 180 250
Towline
Stud-link chain cables for bower 1)
Stockless (Recommendati Mooring lines
anchors
bower anchors on)
Equi Diameter and grade Steel or natural fibre ropes
pme Min.
EN
nt Mass Total Min. break-
letter length Min. Length
Num per CC1 CC2 CC3 breaking Num ing
[m] length of each
ber anchor [mm] [mm] [mm] strength ber stren-
[m] [m]
[kg] [kN] gth
[kN]
> 1140 & ≤ 1220 Y 2 3540 522.5 60 52 46 200 691 4 180 270
> 1220 & ≤ 1300 Z 2 3780 522.5 62 54 48 200 738 4 180 284
> 1300 & ≤ 1390 A+ 2 4050 522.5 64 56 50 200 786 4 180 309
> 1390 & ≤ 1480 B+ 2 4320 550 66 58 50 200 836 4 180 324
> 1480 & ≤ 1570 C+ 2 4590 550 68 60 52 220 888 5 190 324
> 1570 & ≤ 1670 D+ 2 4890 550 70 62 54 220 941 5 190 333
> 1670 & ≤ 1790 E+ 2 5250 577.5 73 64 56 220 1024 5 190 353
> 1790 & ≤ 1930 F+ 2 5610 577.5 76 66 58 220 1109 5 190 378
> 1930 & ≤ 2080 G+ 2 6000 577.5 78 68 60 220 1168 5 190 402
> 2080 & ≤ 2230 H+ 2 6450 605 81 70 62 240 1259 5 200 422
> 2230 & ≤ 2380 I+ 2 6900 605 84 73 64 240 1356 5 200 451
> 2380 & ≤ 2530 J+ 2 7350 605 87 76 66 240 1453 5 200 480
> 2530 & ≤ 2700 K+ 2 7800 632.5 90 78 68 260 1471 6 200 480
> 2700 & ≤ 2870 L+ 2 8300 632.5 92 81 70 260 1471 6 200 490
> 2870 & ≤ 3040 M+ 2 8700 632.5 95 84 73 260 1471 6 200 500
> 3040 & ≤ 3210 N+ 2 9300 660 97 84 76 280 1471 6 200 520
> 3210 & ≤ 3400 O+ 2 9900 660 100 87 78 280 1471 6 200 554
> 3400 & ≤ 3600 P+ 2 10500 660 102 90 78 280 1471 6 200 588
> 3600 & ≤ 3800 Q+ 2 11100 687.5 105 92 81 300 1471 6 200 618
> 3800 & ≤ 4000 R+ 2 11700 687.5 107 95 84 300 1471 6 200 647
> 4000 & ≤ 4200 S+ 2 12300 687.5 111 97 87 300 1471 7 200 647
> 4200 & ≤ 4400 T+ 2 12900 715 114 100 87 300 1471 7 200 657
> 4400 & ≤ 4600 U+ 2 13500 715 117 102 90 300 1471 7 200 667
> 4600 & ≤ 4800 V+ 2 14100 715 120 105 92 300 1471 7 200 677
> 4800 & ≤ 5000 W+ 2 14700 742.5 122 107 95 300 1471 7 200 686
> 5000 & ≤ 5200 X+ 2 15400 742.5 124 111 97 300 1471 8 200 686
> 5200 & ≤ 5500 Y+ 2 16100 742.5 127 111 97 300 1471 8 200 696
> 5500 & ≤ 5800 Z+ 2 16900 742.5 130 114 100 300 1471 8 200 706
> 5800 & ≤ 6100 A* 2 17800 742.5 132 117 102 300 1471 8 200 706
> 6100 & ≤ 6500 B* 2 18800 742.5 137 120 107 300 1471 9 200 716
> 6500 & ≤ 6900 C* 2 20000 770 124 111 300 1471 9 200 726
> 6900 & ≤ 7400 D* 2 21500 770 127 114 300 1471 10 200 726
> 7400 & ≤ 7900 E* 2 23000 770 132 117 300 1471 11 200 726
> 7900 & ≤ 8400 F* 2 24500 770 137 122 300 1471 11 200 735
> 8400 & ≤ 8900 G* 2 26000 770 142 127 300 1471 12 200 735
> 8900 & ≤ 9400 H* 2 27500 770 147 132 300 1471 13 200 735
> 9400 & ≤ 10000 I* 2 29000 770 152 132 300 1471 14 200 735
> 10000 & ≤ 10700 J* 2 31000 770 137 15 200 735
> 10700 & ≤ 11500 K* 2 33000 770 142 16 200 735
Towline
Stud-link chain cables for bower 1)
Stockless (Recommendati Mooring lines
anchors
bower anchors on)
Equi Diameter and grade Steel or natural fibre ropes
pme Min.
EN
nt Mass Total Min. break-
letter length Min. Length
Num per CC1 CC2 CC3 breaking Num ing
[m] length of each
ber anchor [mm] [mm] [mm] strength ber stren-
[m] [m]
[kg] [kN] gth
[kN]
> 11500 & ≤ 12400 L* 2 35500 770 147 17 200 735
> 12400 & ≤ 13400 M* 2 38500 770 152 18 200 735
> 13400 & ≤ 14600 N* 2 42000 770 157 19 200 735
> 14600 & ≤ 16000 O* 2 46000 770 162 21 200 735
1) For individual mooring lines with required breaking force above 490 [kN] according to the table, the required strength may be
reduced by the corresponding increase of the number of mooring lines and vice versa, provided that the total of all mooring lines
on board is not less than the Rule value. However, the number of mooring lines is not to be less than 6, and no line is to have a
breaking force less than 490 [kN].
Section 4
Anchors
4.1.3 The mass of the head, including pins and H.H.P. anchors are to be designed for effective
fittings, of an ordinary stockless anchor is not to hold of the sea bed irrespective of the angle or
be less than 60 per cent of the total mass of the position at which they first settle on the sea bed
anchor. after dropping from a normal type of hawse pipe.
In case of doubt a demonstration of these
4.1.4 The mass 'ex stock' of stocked bower or abilities may be required. The designs are to be
stream anchors is not to be less than 80 per tested on sea bed to show that they have a
cent of the tabular mass of ordinary stockless holding down power per unit of mass at least
bower anchors. The mass of the stock is to be twice that of approved ordinary stockless
25 per cent of the total mass of the anchor anchor.
including the shackle etc. but excluding the
stock. 4.2.2 If approval is sought for a range of anchor
sizes, at least two sizes are to be tested. The
4.1.5 When anchors of a design approved for mass of the larger anchor to be tested is not to
the designation 'High Holding Power' or 'Super be less than one-tenth of that of the largest
High Holding Power' are used as bower anchor of which approval is sought. The smaller
anchors, the mass of each such anchor may be of the two anchors to be tested is to have a
75 percent or 50 percent respectively of the mass not less than one-tenth of that of the
larger.
4.3 Super High Holding Power (SHHP) Tests in comparison with a previously approved
anchors SHHP anchor may be also accepted as a basis
for approval.
4.3.1 A super high holding power anchor is an
anchor with a holding power of at least four If approval is sought for a range of anchor sizes
times that of an ordinary stockless anchor of the then at least three anchor sizes are to be tested,
same mass. The use of SHHP anchors is to be indicative of the bottom middle and top of the
limited to vessels with service restrictions given mass range.
in Pt.1, Ch.1, Sec. 2.7.3. These anchors are not
to require prior adjustment or special placement 4.3.4 The holding power test load is not to
on the sea bed. exceed the proof load of the anchor.
The SHHP anchor mass should generally not 4.4 Manufacture and testing
exceed 1500 [kg].
4.4.1 Anchors and anchor shackles are to be
4.3.2 For approval and/or acceptance as a manufactured and tested in accordance with the
SHHP anchor satisfactory full scale tests are to requirements of Pt.2, Ch.10.
be made confirming that the anchor has a
Section 5
5.1 General 5.1.4 When the vessel may anchor where the
current exceeds 2.5 m/s, a length of heavier
5.1.1 Anchor chain cables and steel wire ropes chain cable locally between the anchor and the
(where proposed in lieu of chain cables) are to rest of the chain to enhance anchor bedding is
be as required by Sec.3. recommended.
5.1.2 Grade CC3 chain cable is to be used only 5.2 Manufacture and testing
when diameter is 20.5 [mm] or more.
5.2.1 Chain cables, steel wire ropes and
5.1.3 Grade CC1 chain cable having material shackles are to be manufactured and tested in
tensile strength of less than 400 [N/mm2] is not accordance with the requirements of Pt.2,
to be used in association with high holding Ch.10.
power or super high holding power anchors.
Section 6
6.1.4 The diameter of a fibre rope is not to be 6.3.3 Mooring winches should be fitted with
less than 20 [mm]. drum brakes, the strength of which is sufficient
to prevent unreeling of the mooring line when
6.2 Manufacture and testing the rope tension is equal to 80 per cent of the
breaking strength of the rope as fitted on the first
6.2.1 Steel wire ropes are to be manufactured layer on the winch drum.
and tested in accordance with the requirements
of Pt.2, Ch.10. 6.4 Design loads
6.2.2 Fibre ropes will be specially considered in 6.4.1 Where required, the minimum design
each case. loads to be considered for shipboard fittings and
supporting hull structures are to be as follows:
6.3 Towing and Mooring arrangements
a) For normal towing operations (e.g.
6.3.1 Means are to be provided to enable towing harbour / manoeuvring), 1.25 times the
lines and mooring lines to be adequately intended maximum towing load (e.g.
secured on board a ship. Bollards and bitts,
static bollard pull) as indicated on the arrangement of tug boats and selection
towing and mooring arrangement plan. of mooring lines.
b) For other towing operations (e.g. 6.4.2 The design load is to be applied through
escort), the nominal breaking strength the tow line / mooring line according to the
of the tow-line as required in Table arrangement shown on the towing and mooring
3.2.2 corresponding to the equipment arrangements plan
number of the vessel as per 3.1.1.
While calculating equipment number for 6.4.3 When a specific SWL (Safe Working Load)
this purpose, the side projected areas is applied for a shipboard fitting by which the
including maximum stacks of deck design load will be greater than the above
cargoes are to be taken into account in minimum values, the strength of the fitting is to
the estimation of area ‘A’. be designed using this specific design load.
c) For mooring operations, 1.25 times the 6.4.4 The method of application of the design
breaking strength of the mooring line as load to the fittings and supporting hull structures
required in Table 3.2.2 corresponding is to be taken into account such that the total
to the equipment number of the vessel load need not be more than twice the design
as per 3.1.1. However, side projected load, i.e. no more than one turn of one line (see
area including maximum stacks of deck Fig.6.4.4).
cargoes is to be taken into account for
assessment of lateral wind forces,
Fig.6.4.4
Allowable stresses given below are not to be Where the arrangements and details of deck
exceeded: fittings and their supporting hull structures are
designed based on a variation of mooring
Normal stress = σy arrangement (number of mooring lines and their
individual strength) that is permitted as per Note
Shear stress, τ = 0.6 σy 1 of Table 3.2.2, the following information is to
be clearly indicated on the plan:
Where σy = specified minimum upper yield
stress [N/mm2]; a) the arrangement of mooring lines showing
number of lines (N), together with
Normal stress is the sum of the bending stress
and axial stress with the corresponding shearing b) the breaking strength of each mooring line
stress acting perpendicular to the normal stress. (BS).
Stress concentration factors are not to be taken 6.6 Emergency towing procedure
into account in the above allowable stresses.
6.6.1 A ship specific emergency towing
The required gross thickness is obtained by procedure is to be provided according to SOLAS
adding a corrosion addition of 2.0 [mm] to the Ch.II-1/Reg.3-4 on ships as indicated in the
net scantling except for oil tankers and bulk following:
carriers covered by the common structural rules,
where the corrosion additions specified in those a) all passenger ships, not later than 01
rules would be applicable. January 2010
6.5.4 The safeworking load SWL for normal b) cargo ships constructed on or after 01
towing operations (e.g. harbour / manoeuvring) January 2010
is not to exceed 80% of the design load as per
6.4.1a) and that for other towing operations (e.g. c) Cargo ships constructed before 01 January
escort) is not to exceed the design load as per 2010, not later than 01 January 2012.
6.4.1b).
In the case of oil tankers, chemical carriers and
For mooring operations, the SWL is not to liquefied gas carriers, the requirement for
exceed 80% of the design load as per 6.4.1c). emergency towing arrangements given in Pt.5,
Ch.2, Sec.2.8, Pt.5, Ch.3, IR2.8 and Pt.5, Ch.4,
The above requirements on SWL apply for a IR3.9 respectively are also to be complied with.
single post basis (no more than one turn of
cable). 6.6.2 The emergency towing procedure is to be
based on existing arrangements and equipment
The safe working load SWL of each shipboard available on board the ship
fitting is to be marked (by weld bead or
equivalent). 6.6.3 The emergency towing procedure is to
include:
6.5.5 Towing and mooring arrangement plan
a) drawings of fore and aft deck showing
The SWL for the intended use for each possible emergency towing arrangements;
shipboard fitting is to be noted in the towing and
mooring arrangement plan available on board b) inventory of equipment on board that can be
for the guidance of the Master. used for emergency towing;
Information provided on the plan is to include in c) means and methods of communication; and
respect of each shipboard fitting:
d) sample procedures to facilitate the
a) location on the ship; preparation for and conducting of
b) fitting type; emergency towing operations.
c) SWL;
d) Purpose (mooring / harbour towing / (Refer to the IMO guidelines for owners /
escort towing); and operators on preparing emergency towing
e) Manner of applying towing or mooring procedures (MSC.1/Circ.1255)).
line load including limiting fleet angles.
Section 7
The windlass is to be also capable of exerting, The following green sea pressures are to be
for a period of not less than 2 minutes, a pull of considered:
not less than 1.5 times the continuous duty pull.
2
The speed in this period can be lower. - Pressure ‘px’ equal to 200 [kN/m ], normal to
the shaft axis as shown in Fig.7.2.2 and
The above criteria do not require both anchors acting over the projected area in this
to be raised or lowered simultaneously on direction.
windlass fitted with two cable lifters.
- Pressure ‘py’ equal to 150 [kN/m2], parallel
7.1.6 The capacity of the windlass brake is to be to the shaft axis as shown in Fig.7.2.2 acting
sufficient for safe stopping of anchor and chain both inboard and outboard separately, over
cable when paying out. the multiple of ‘f’ times the projected area in
this direction.
The windlass with brakes engaged and release
coupling disengaged is to be able to withstand where ‘f’ is defined as:
static pull of 45 per cent of the tabular breaking
strength of the chain without any permanent
f = 1+B/H, but need not be taken greater than Fxi = (Px - αgM) / N
2.5 Fyi = (Py - αgM) / N
where, and
xi, yi = x and y coordinates of bolt group ‘i’ from The safety factor against bolt proof strength is to
the centroid of all N bolt groups, positive in the be not less than 2.0.
direction opposite to that of the applied force
[cm] 7.3 Testing
Ai = cross sectional area of all bolts in group ‘i’ 7.3.1 After installation on board, anchoring tests
[cm2] are to be carried out to demonstrate satisfactory
working.
Ix = Σ Ai xi2 for N bolt groups
Iy = Σ Ai yi2 for N bolts groups The mean speed of the chain cable measured
during trials, when hoisting the anchor and cable
Rsi = static reaction at bolt group ‘i’, due to from a depth of 82.5 [m] to a depth of 27.5 [m] is
weight of windlass. not to be less than 9 [m/min]. Where the depth
of water in trial areas is inadequate,
Shear forces Fxi, Fyi applied to the bolt group ‘i’, consideration will be given to acceptance of
and the resultant combined force Fi may be equivalent simulated conditions.
calculated from:
Py Px
h
W
Fore
Py
B
Centre Line of
Windlass
Px
Px
Coordinates x i and y i are shown as either
positive (+ve) or negative (-ve).
Centre Line of
Windlass
Py
x (-ve)
3
y (+ve)
2
y (+ve)
1
End of Chapter
Chapter 16
Contents
Section
1 General
2 Masts
3 Rigging
Section 1
General
ii) Plan showing proposed scantlings of i) All horizontal, vertical and torsional
mast, derrick post and standing rigging. forces,
ii) Deflection of the structure,
iii) Plan showing supporting structures and iii) Variations in the moment of inertia of
strengthening of hull in way of mast, post the parts of the structure,
and standing rigging fastenings, iv) The effects of outriggers and similar
structures,
iv) Specification of the steel wire ropes v) Elasticity and sag in stays, where fitted.
intended to be used for standing rigging,
indicating rope construction, scantlings 1.3 Materials
and minimum breaking strength.
1.3.1 Steel for masts, derrick posts, crane
pedestals and associated items are to be tested
and approved in accordance with the
requirements of Pt.2, Ch.3. Material grades of
steel are to be as follows:
Thickness
t ≤ 20 20 ≤ t < 25 25 ≤ t < 40 t > 40 1.3.2 Wire ropes used for stays are to be in
[mm] accordance with the requirements of Pt.2,
Grade A/AH B/AH D/DH E/EH Ch.10.
Section 2
Masts
The diameter is to be maintained upto the level The thickness of the mast plating is to be
of the gooseneck fitting where this is entirely adequate to prevent buckling and in no case is
supported by the mast. In case of masts without to be less than 7.5 [mm].
derricks, the diameter may be reduced to 0.75 d
at top. 2.2 Construction details
2.1.2 For masts without derricks, the thickness 't' 2.2.1 Masts are to be adequately supported by
of the mast plating is not to be less than atleast two decks and are to be efficiently
scarphed into the main hull structure. The hull
t = 0.01d + 2.5 [mm] or 5 [mm] whichever is structure is to be suitably reinforced. A
greater. deckhouse may be considered as a support
provided adequate strength is ensured by
2.1.3 The scantlings of masts with derricks are additional stiffening and increased plate
to be based on calculations mentioned in 1.2.2 thickness.
and 1.2.3. The total stress σt at any location, is
not to exceed the allowable stress values given 2.2.2 In general, mast scantlings are not to be
below:- reduced inside the deckhouse and are to be
maintained upto the level of the gooseneck
Allowable stresses in masts fitting where it is entirely supported by the mast.
SWL Stayed Unstayed mast
mast 2.2.3 Cross trees, outriggers, brackets on bridge
SWL ≤ 10t 0.50 σy 0.55 σ y fronts and similar structures are to be of such
SWL ≥ 60t 0.625 σ y 0.675 σ y design that the stresses on them resulting from
10 < SWL < the cargo gear and any other significant forces
By linear interpolation do not exceed the values given in 2.1.3 for
60
unstayed masts. The design is also to be such
where, as to minimize the moments acting on the mast.
Attachment to the mast is to be such as to avoid
σt = [(σ b ]
+ σ c ) + 3τ 2 [ N/mm 2 ]
2
distortion of the mast under the load.
2.2.5 Care should be taken in the design of 2.2.8 Where a mast supports a derrick with a
masts and fittings to reduce the likelihood of SWL > 25 [t], all welded joints of the masts
water collecting in inaccessible parts of the below a level 3.0 [m] above the uppermost
structure. Adequate means of drainage should supporting deck or that of the derrick head,
be provided to remove any water which might whichever is higher, are to be examined by non-
otherwise accumulate. destructive crack or flaw detection method.
2.2.6 Masts are to be strengthened either by 2.2.9 Where higher tensile steel is used,
addition of doubling plates or equivalent preheating or other heat treatments may be
strengthening, or by an increase of the thickness required at the Surveyors discretion. Such
of the plating at the following locations: treatments will normally be required for all ring
seams on masts supporting derricks of SWL >
i) In way of the fastening of the derrick heels, 60 [t]. Non-destructive examination may be
required in areas of high stresses.
ii) In way of the fastening of the derrick spans,
2.2.10 Lightning conductors are to be fitted to
iii) In way of the fastening of all metal fittings. masts having wood, aluminium or plastic top
masts or where a break in electrical conductivity
Suitable arrangements are to be made to avoid occurs in other arrangements.
notch effects.
Section 3
Rigging
3.1.1 The positioning of the rigging (shrouds, 3.2.1 The scantlings of the stay are to be such
stays etc.) is to be so designed as to ensure as to provide the necessary tensile force and
proper working of the cargo gear and that they elongation for the stayed mast. The breaking
do not foul with the running rigging or derrick load of the stay is to be not less than 3.5 times
booms under the expected service conditions. the maximum calculated force on that stay.
3.1.2 Wire rope stays are to be in one length 3.2.2 The connection of the stay to a deck,
and are to be set up with an initial tension of 30 bulwark, house or mast is to be such as to allow
[N/mm2]. rotation at the point of attachment and is to be
designed so that the stay cannot become
disconnected while the derrick system is in use.
End of Chapter
Chapter 17
Welding
Contents
Section
1 General
2 Welding
3 Welded Connections
Section 1
General
Section 2
Welding
2.1 Welders and supervision 2.2.2 For the connection of two different grades
of steel of the same tensile strength properties,
2.1.1 Welders are to be proficient in the type of electrodes suitable for the lower grade will be
work on which they are to be engaged. The generally acceptable except at structural
records of their tests and qualifications are to be discontinuities or other points of stress
kept by the builders and made available to the concentration.
Surveyors. A sufficient number of skilled
supervisors are to be employed to ensure 2.2.3 For the connection of steel of different
effective control at all stages of assembly and tensile strengths, the electrodes are to be
welding operations. suitable for the tensile strength of the
component, on the basis of which the weld fillet
2.2 Welding electrodes size has been determined in Sec.3.
2.3.3 Tack welding is to be kept to a minimum, 2.6.1 Effective arrangements are to be provided
and where used, should be equal in quality to for the inspection of finished welds to ensure
that of the finished welds. Any defective tack that all welding has been satisfactorily
weld is to be cut out before completing the completed.
finished welds. Care is to be taken in removing
the tack welds to ensure that the structure is not 2.6.2 All finished welds are to be visually
damaged in doing so. inspected and are to be sound, uniform and
substantially free from slag inclusions, porosity,
2.4 Welding procedure undercutting or other defects. Welds and
adjacent base metal are to be free from injurious
2.4.1 Only approved welding procedures are to arc strikes.
be used, See 2.5.
2.6.3 For the examination of important structural
2.4.2 Structural arrangements are to be such as welds, visual inspection is to be supplemented
to allow adequate access for satisfactory by radiography or other acceptable non-
completion of all welding operations. Welded destructive crack or flaw detection methods. The
joints are to be so arranged so as to facilitate extent of such examination is to be to the
downhand welding wherever possible. Surveyors' satisfaction, but particular attention is
to be given to the following locations:
2.4.3 The sequence of welding is to be so
planned that any restraint during welding a) Junction and crossings of seams and butts
operations is reduced to a minimum. The ends in strength deck, sheer strake, side and
of the frames and stiffeners should be left bottom shell within 0.4L amidships.
unattached to the plating at the subassembly
stage until connecting welds are made, in the b) Butts of keel plating and rounded
intersecting systems of plating, framing and sheerstrake within 0.4L amidships.
stiffeners, at the erection stage.
c) Insert plates in way of hatch openings on
Where a butt meets a seam, the welding of the the strength deck.
seam should be interrupted well clear of the
junction and not be continued until the butt is d) Butts of longitudinal framing and longitudinal
completed. Welding of the butt should continue bulkhead stiffeners within 0.4L amidships.
past the open seam and the weld be chipped
out for the seam to be welded straight through. 2.6.4 Defective sections of welds as found by
visual or non- destructive examination or
2.4.4 Adequate precautions are to be taken to leakages under hydrostatic tests, are to be
ensure that the welding site is protected from gouged out as necessary and carefully
the deleterious effects of high moisture, severe rewelded.
wind and extreme cold.
Section 3
Welded Connections
3.1 Butt welds The weld factors for various connections are
generally to be as given in Table 3.2.1.
3.1.1 Plates of equal thickness may be manually
butt welded as per Fig.3.1.1. For automatic Where an approved automatic deep penetration
welding procedures and special welding procedure is used, the weld factors may be
techniques, the welding procedure will be reduced by 15 per cent.
specially considered.
3.2.2 The throat thickness is not to be less than
3.1.2 For joints of plates with difference in 3.0 [mm] for tp upto 8.0 [mm] and 0.21 tp or 3.25
thickness of more than 4 [mm], the thicker plate [mm], whichever is greater, for tp over 8 [mm].
is to be tapered. The taper is not to exceed 1:3. The throat thickness is also generally not to be
Edge preparation after the tapering is to be as greater than 0.44 tp for double continuous welds
indicated in 3.1.1 above. and the greater of 0.44 tp or 4.5 [mm] for
intermittent welds.
3.1.3 All manual butt welds are normally to be
welded from both sides. Where a back ceiling 3.2.3 The leg length is not to be less than √2
run is not practicable or in certain cases when times the specified throat thickness.
the stress level in the members is very low,
welding on one side may be permitted provided 3.2.4 Where the connection is highly stressed,
the welding process is found satisfactory. deep penetration or full penetration welding may
be required. Where full penetration welding is
3.1.4 Where stiffening members, attached by required, the abutting plate may require to be
continuous fillet welds, cross the finished butt or beveled. (See Fig.3.2.4).
seam welds, these welds are to be made flush
in way of the faying surface. Similarly for butt 3.2.5 Continuous welding is to be adopted in the
welds in webs of stiffening members, the butt following locations and may be used elsewhere
weld is to be first completed and made flush with if desired.
the stiffening member before the stiffener is
connected to the plating by fillet weld. The ends a) Boundaries of weathertight decks and
of the flush portion are to run out smoothly erections, including hatch coamings,
without notches or any sudden change of companionways and other openings.
section. Where such conditions can not be
complied with, a scallop is to be arranged in the b) Boundaries of tanks and watertight
web of the stiffening member. Scallops are to be compartments.
of such size and in such a position, that a
satisfactory weld can be made. c) All structures in the afterpeak and the
afterpeak bulkhead stiffeners.
3.2 'T' connections
d) All welding inside tanks intended for
3.2.1 The throat thickness (See Fig.3.2.1) of the chemicals or edible liquid cargoes.
fillet welds is given by:
e) All lap welds in tanks.
throat thickness = tp . weld factor . d/s
f) Floors and girders to bottom shell in the
where, 0.25L forward.
tp = thickness [mm], of the thinner of the two g) Primary and secondary members to plating
parts being connected. in way of end connection and end brackets
to plating in the case of lap connection.
d = distance [mm], between the successive weld
fillets. h) Where the thickness of the abutting member
(i.e. stiffener web) is greater than 15 [mm]
s = length [mm], of the correctly proportioned and also exceeds the thickness of the table
weld fillets, clear of end craters is not to be less member (e.g. plating).
than 75 [mm].
Permitted type of
weld
Structural Items Weld Factors Remarks
Double Intermi-
cont. ttent
Single Bottom
Centre girder To keel plate or bar keel 0.3 *
To face plate 0.15 *
Side girder To bottom shell 0.15 *
To face plate 0.13 *
To floors 0.20 *
Floors To keel plate 0.15 *
To shell plating 0.15 *
To centre girder 0.35 *
To longitudinal bulkheads 0.35 *
To face plate 0.15 *
Stern-tube covering 0.15 *
Bottom longitudinal To shell plating 0.13 *
Permitted type of
weld
Structural Items Weld Factors Remarks
Double Intermi-
cont. ttent
Structure in Machinery Space
Floors and girders To shell and inner bottom 0.3 *
To face plate 0.2 *
Transverse and longitudinal To shell plating 0.15 *
frames
Floors To centre girder in way of
engine, thrust blocks and
boiler seatings
- in single bottom 0.50 *
- in double bottom 0.30 *
Main engine foundation To top plate 0.5 * See Note 2
girders
To hull structure 0.4 *
Floors To engine girder 0.4 *
Brackets etc. To engine girders 0.3 *
Side Structure
Transverse frames To side shell
- in tanks 0.13 *
- elsewhere 0.11 * For bulk carriers see
Pt.5, Ch.1, Sec.2.5
Side longitudinals To shell plating 0.13 *
Web frames and side To shell plating
stringers
- within 0.2 x span from 0.35 *
ends
- elsewhere 0.20 *
To face plate and tripping 0.15 *
bracket
Web frames To side stringers 0.3 *
Deck Structure
Strength deck To shell F.P. See Note 3
Other decks To shell and bulkheads 0.3 *
Generally
Deck beams To deck plating
- in tanks 0.13 *
- elsewhere 0.11 *
Deck longitudinals To decks 0.13 *
Deck girders To deck plating
- within 0.2 x span from 0.35 *
ends
- elsewhere 0.20 *
To face plating and 0.15 *
tripping brackets
Cantilever webs To shell, decks, face 0.35 *
plates and longitudinal
girders at ends
Pillars To deck, inner bottom and 0.40 *
pillar brackets
Permitted type of
weld
Structural Items Weld Factors Remarks
Double Intermi-
cont. ttent
Construction in 0.25L from F.P.
Floors and girders To shell 0.25 *
To inner bottom 0.25 *
Bottom longitudinals To shell 0.15 *
Shell To transverse and 0.15 *
longitudinal
Panting stringers To shell and frames 0.30 *
All internal structure In fore peak (unless a 0.13 *
higher factor is specified)
Aft Peak Construction
All internal structure On bottom, side shell and 0.3 *
See 3.2.5
aft peak bulkhead
Bulkheads and Partitions
Boundaries of Watertight, oiltight and 0.4 * To be specially
wash bulkheads and shaft considered for chemical
tunnels cargo tanks
Stiffeners On tank and wash 0.13 *
bulkheads
On pillar bulkheads 0.13 *
On ordinary bulkheads 0.11 *
Vertical and horizontal To bulkhead plating
girders in tanks and wash
- within 0.2 x span from 0.40 *
bulkheads
ends
- elsewhere 0.30 *
- to faceplace 0.30 *
- to tripping brackets 0.15 *
Vertical and horizontal To bulkhead plating
girders elsewhere
- within 0.2 x span from 0.35 *
ends
- elsewhere 0.20 *
To faceplate and tripping 0.15 *
brackets
Primary Structures in Cargo Tanks
Webs To shell, deck and
bulkheads
- within 0.2 x span from 0.4 *
ends
- elsewhere 0.3 * * See 3.2.6
Permitted type of
weld
Structural Items Weld Factors Remarks
Double Intermi-
cont. ttent
Hatchways and Closing Appliances
Hatch coaming To deck at corners 0.5 *
To deck elsewhere 0.4 *
To face plate 0.4 *
To hatch cover rest bar 0.16 *
Hatch cover To stiffeners 0.12 *
Intermittent welding means chain intermittent, staggered intermittent or scalloped welding with rounded ends.
For permitted use see 3.2.6.
Note 1 For tank boundaries see 3.2.5. Where intermittent fillet welding of internals is proposed, see 3.2.6.
Note 2 Preferably to be deep penetration or full penetration weld depending on the thickness of the engine girders.
Note 3 Generally full penetration, but alternative proposals may be considered depending on tp.
End of Chapter
Chapter 18
Contents
Section
1 Hull Inspection
2 Workmanship
3 Testing of Tanks and Tight Boundaries
Section 1
Hull Inspection
Section 2
Workmanship
2.1.1 All workmanship is to be of good quality 2.3.1 Flanging and bending of plates while cold
and in accordance with good shipbuilding forming are not to have an average bending
practice. Any defect is to be rectified to the radius less than three times the plating
satisfaction of the Surveyor before being thickness. The minimum radius is not to be less
covered with paint, cement or other composition. than twice the plating thickness.
2.1.2 The assembly sequence and welding 2.3.2 During joggling of plates and profiles, the
sequence are to be agreed prior to construction depth of joggle is not to be less than four times
and are to be to the satisfaction of the Surveyor. and the bending radius not less than twice the
web thickness.
2.2 Plate edges and cut-outs
2.4 Hammering, bending and straightening
2.2.1 Openings, holes and other cut-outs in the
main structural components are to be rounded 2.4.1 Steel being worked on when hot, is not to
off by adequately large radii. The free edges of be overheated, and it is to be hammered and
cut-outs, hatch corners etc. are to be properly bent in the appropriate heat condition. Steel
prepared and are to be free from notches. All which is burnt, is not to be used.
edges should be faired.
2.4.2 Flame heating may be employed to
straighten buckled plating when the buckling is
not severe.
Indian Register of Shipping
Chapter 18 Part 3
Page 2 of 9 Hull Inspection, Workmanship and Testing
Section 3
3.2.1 All gravity tanks and other boundaries 3.2.3 The testing of structures not listed in Table
required to be watertight or weathertight are to 3.4.1 or 3.4.2 is to be specially considered.
be tested in accordance with this section and
proven to be tight and structurally adequate as 3.3 Test Types and Definitions
follows:
3.3.1 The following two types of tests are
- Gravity tanks for their tightness and specified in this requirement:
structural adequacy.
.1) Structural Test : A test to verify the structural
- Watertight boundaries other than tank adequacy of tank construction. This may be a
boundaries for their watertightness, hydrostatic test or, where the situation warrants,
and a hydropneumatic test.
- Weathertight boundaries for their .2) Leak Test : A test to verify the tightness of a
weathertightness. boundary. Unless a specific test is indicated, this
may be a hydrostatic / hydropneumatic test or
Note : Gravity tank means a tank that is subject an air test. A hose test may be considered an
to vapour pressure not greater than 0.07 [MPa]. acceptable form of leak test for certain
boundaries, as indicated by note 3 of Table
“Watertight” means having scantlings and 3.4.1.
arrangements capable of preventing the
passage of water in any direction under the 3.3.2 The definition of each test type is as
head of water likely to occur in intact and follows:
damaged conditions. In the damaged condition,
Hydrostatic Test: A test wherein a space is filled with a liquid to a specified head
(Leak and Structural)
Hydropneumatic Test: A test combining a hydrostatic test and an air test, wherein a space
(Leak and Structural) is partially filled with a liquid and pressurized with air.
Hose Test (Leak) A test to verify the tightness of a joint by a jet of water with the joint
visible from the opposite side.
Air Tests: (Leak) A test to verify tightness by means of air pressure differential and
leak indicating solution. It includes tank air test and joint air tests,
such as compressed air fillet weld tests and vacuum box tests.
Compressed Air Fillet Weld An air test of fillet welded tee joints wherein leak indicating solution
Test: (Leak) is applied on fillet welds
Vacuum Box Test: (Leak) A box over a joint with leak indicating solution applied on the welds. A
vacuum is created inside the box to detect any leaks
Ultrasonic Test: (Leak) A test to verify the tightness of the sealing of closing devices such as
hatch covers by means of ultrasonic design techniques.
Penetration Test: (Leak) A test to verify that no visual dye penetrant indications of potential
continuous leakages exist in the boundaries of a compartment by
means of low surface tension liquids (i.e. dye penetrant test).
.1 Water-tightness of boundaries of all tanks is locations as specified in Table 3.4.1 with Note 3,
verified by leak tests and thorough inspections in accordance with 3.4.4.3.
are carried out.
3.4.3.2 Air tests of joints may be carried out in
.2 Structural testing is carried out for at least one the block stage provided that all work on the
tank of each type among all tanks of each sister block that may affect the tightness of a joint is
vessel. completed before the test. See also 3.4.5.1 for
the application of final coatings and 3.4.6 for the
.3 Additional tanks may require structural testing safe access to joints and the summary in Table
if found necessary after the structural testing of 3.4.3.
the first tank or if deemed necessary by the
attending Surveyor. 3.4.4 Test Methods
Note : Where a leak test is required for 3.4.5.1.2 However, the Surveyor reserves the
fabrication involving partial penetration welds, a right to require a leak test prior to the application
compressed air test is also to be applied in the of the final coating over automatic erection butt
same manner as to fillet weld where the root welds.
face is large, i.e., 6-8 [mm].
3.4.5.1.3 For all other joints, the final coating is
3.4.4.6 Vacuum box test to be applied after the completion of the leak
test of the joint. See also Table 3.4.3.
3.4.4.6.1 A box (vacuum testing box) with air
connections, gauges and an inspection window 3.4.5.2 Temporary coating
is placed over the joint with a leak indicating
solution applied to the weld cap vicinity. The air 3.4.5.2.1 Any temporary coating which may
within the box is removed by an ejector to create conceal defects or leaks is to be applied at the
a vacuum of 0.02 - 0.026 [MPa] inside the box. time as specified for the final coating (See
3.4.5.1). This requirement does not apply to
shop primer.
2. The top of a tank is the deck forming the top of the tank excluding any hatchways.
3. Hose Test may also be considered as a method of the test, see 3.3.2.
4. Including tanks arranged in accordance with the provisions of SOLAS regulation II-1/9.4.
5. Including duct keels and dry compartments arranged in accordance with the provisions of SOLAS regulation II-1/11.2 and
II-1/9.4 respectively, and/or oil fuel tank protection and pump room bottom protection arranged in accordance with the
provisions of MARPOL Annex I, Chapter 3, Part A regulation 12A and Chapter 4, Part A, regulation 22 respectively.
6. Where water tightness of a watertight door has not been confirmed by prototype test, testing by filling watertight spaces
with water is to be carried out. See SOLAS regulation II-1/16.2 and MSC/Circ.1176.
7. An alternative to the hose testing, other testing methods listed in 3.4.4.7 through 3.4.4.9 may be applicable subject to
adequacy of such testing methods being verified. See SOLAS regulation II-1/11.1. For watertight bulkheads (item 11 a)
alternatives to the hose testing may only be used where a hose test is not practicable.
8. For vessels of L < 90 [m], the head of water above highest point of tank may be (0.02L + 0.6) [m], but not less than 1.0 [m].
However, in mechanically propelled cargo ships of 500 GT and above and passenger ships, for tanks forming part of the
watertight subdivision (See Pt.3, Ch.10, 4.2.1), head of water above the highest point of tank is to be 2.4 [m].
10. A “Leak and Structural test” (see 3.4.2.2) is to be carried out for a representative cargo hold if intended for in-port
ballasting. The filling level requirement for testing cargo holds intended for in-port ballasting is to be the maximum loading
that will occur in-port as indicated in the loading manual.
11. Structural test may be waived where demonstrated to be impracticable to the satisfaction of the attending Surveyor.
Table 3.4.2 : Additional Test requirements for Special Service Ships / Tanks
Sr. Type of Ship / Structures to Type of Test Test Head of Pressure Remarks
No. Tank be tested
1 Liquefied gas Integral tanks Leak and Refer Pt 5, Ch 4, 4.10
carriers structural
Hull structure Refer Pt 5, Ch 4, 4.10
supporting
membrane or
semi-membrane
tanks
Independent Refer Pt 5, Ch 4, 4.10
tanks type A
Independent Refer Pt 5, Ch 4, 4.10
tanks type B
Independent Refer Pt 5, Ch 4, 4.10
tanks type C
2 Edible liquid Independent Leak and The greater of
tanks tanks structural - top of the
overflow, or
- to 0.9 [m]
above top
1
of tank
3 Chemical Integral or Leak and The greater of Where a
carriers independent structural - to 2.4 [m] cargo tank is
cargo tanks above top designed for
1
of tank , or the carriage
1
- to top of tank of cargoes
plus setting with specific
of any gravities
pressure larger than 1 ,
relief valve an
appropriate
additional
head is to be
considered
Note : 1. Top of tank is deck forming the top of the tank excluding any hatchways
Table 3.4.3 : Application of leak test, coating and provision of safe access for
type of welded joints
1 2
Type of welded joints Leak Test Coating Safe Access
Before leak After leak Leak test Structural
test test but test
before
structural
test
3
Butt Automatic Not required Allowed N/A Not required Not required
Manual or Required Not allowed Allowed Required Not required
semi-
4
automatic
Fillet Boundary Required Not allowed Allowed Required Not required
including
penetrations
Notes :
1. Coating refers to internal (tank / hold coating), where applied and external (shell/deck) painting.
It does not refer to shop primer.
3. The condition applies provided that the welds have been carefully inspected visually to the
satisfaction of the Surveyor
4. Flux Core Arc Welding (FCAW) semiautomatic butt welds need not be tested provided that
careful visual inspection show continuous uniform weld profile shape, free from repairs, and the
results of NDE testing show no significant defects.
End of Chapter
Part 4
Main and Auxiliary Machinery
July 2016
Indian Register of Shipping
Part 4
Contents
Chapter 9 Deleted
Contents
1.1 Scope
Section 2 : Carbon and Low Alloy Steel Pipes
1.2 Classes of pipes and Fittings
1.4 Design temperature 2.2 Minimum thickness of steel pipes and bends
1.7 Minimum thickness of pipes and bends 2.5 Threaded sleeve joints
Section 3 : Copper and Copper Alloy Pipes 5.8 Material approval and quality control during
and Fittings manufacture
3.2 Minimum thickness of pipes 5.10 Test specification for plastic pipes
6.4 Installation
Section 5 : Plastic Pipes and Fittings
6.5 Tests
5.1 General
6.6 Marking
5.2 Terms and definitions
1.4 Valves and cocks 2.4 Drainage from fore and aft peaks
1.5 Shipside fittings (other than sanitary 2.5 Drainage from tanks, cofferdams and void
discharges and scuppers) spaces
1.6 Piping installation 2.6 Drainage from spaces above fore and after
peaks, chain lockers and above machinery
spaces
2.11 Pump types 5.2 Steam pipes in way of holds, shaft and pipe
tunnels
2.12 Bilge piping arrangements and fittings
5.3 Relief valves
2.13 Additional requirements for passenger
ships 5.4 Steam supply to auxiliaries
2.14 Drainage arrangements on vessels not 5.5 Steam for fire extinguishing in cargo holds
fitted with propelling machinery
5.6 Condensate pumps
2.15 Ballast system
3.6 Water level detectors on single hold cargo Section 7 : Engine Cooling Water Systems
ships other than bulk carriers
7.1 General
Section 4 : Fuel Oil Systems
7.2 Cooling water main supply
4.1 General
7.3 Cooling water standby supply
4.2 Oil fuel tanks
7.4 Relief valves on cooling water pumps
4.3 Oil fuel piping
7.5 Sea inlets for cooling water pumps
4.4 Arrangement of valves, cocks, pumps and
fittings
Section 8 : Lubricating Oil Piping Systems
4.5 Heating arrangements
8.1 General
4.6 Temperature indication
8.2 Pumps
4.7 Filling arrangements
8.3 Control of pumps and alarms
4.8 Alternate carriage of oil fuel and water
ballast 8.4 Emergency supply for propulsion turbines
and propulsion turbogenerators
4.9 Deep tanks for the alternative carriage of oil,
water ballast or dry cargo 8.5 Filters
4.10 Oil fuel burning arrangements 8.6 Valves and cocks on lubricating oil tanks
4.7 Governing
4.10 Type testing of oil engines 6.15 Keys and keyways for propeller
connections
4.11 Factory acceptance test
6.16 Stern tube and bearings
4.12 Shipboard trials
6.17 Roller element bearings
4.13 Dual fuel diesel engines
6.18 Shaft bearing materials
Section 1 : General
2.6 Standpipe and branches
1.4 Plans and particulars 2.9 Shell type exhaust gas heated economizers
that may be isolated from the steam plant
1.5 Classification of pressure vessels system
2.4 Conical ends subject to internal pressure 4.2 Other pressure vessels
7.2 Trials
Section 2 : Performance
2.3 Other requirements 8.2 For tankers, chemical tankers or gas carriers
of 10,000 tons gross and upwards
Section 3 : Construction and Design 8.3 For tankers, chemical tankers or gas carriers
of 10,000 tons gross and upwards but of less
3.1 General than 100,000 tonnes deadweight
3.2 Components
Section 9 : Guidelines for the Acceptance of
3.3 Valve and relief valve arrangement Non-duplicated Rudder Actuators for Tanker,
Chemical Tankers or Gas Carriers of 10,000
3.4 Flexible hoses tons gross and upwards but of less than
100,000 tonnes Deadweight
9.2 Design
4.1 General
9.3 Construction details
IR4.2 Mechanical, hydraulic and electrical
independency and failure detection and 9.4 Non-destructive testing
response of steering control systems
9.5 Testing
2.2 Electrical and electronic devices 6.3 Additional requirements for programmable
electronic systems used for essential services
2.3 Hydraulic controls and safety critical systems
2.6 Bridge control for main propulsion machinery 6.6 Additional requirements for wireless data
links
2.7 Valve control system
6.7 Protection against modification
1.10 Design and construction 2.16 Fire detection and extinguishing systems
1.12 Electrical equipment for use in explosive 2.18 Heating and cooking equipment
gas atmospheres
2.19 Temporary external supply / shore
1.13 Enclosures connection
3.2 Conductors
Section 2 : System Design
3.3 Insulating materials
2.1 General
3.4 Construction
2.2 Supply and distribution systems
3.5 Testing
2.3 Voltage and frequency variations
3.6 Voltage rating
2.4 Earth indication
3.7 Choice of insulating material
2.5 Number, arrangement and capacity of
generators 3.8 Choice of protective covering
2.7 Number and capacity of transformers or 3.10 Correction factors for current rating
power convertors
12.1 Scope
Section 11 : Electrical Equipment for use in
Explosive Gas / Combustible Dust 12.2 High voltage and low-voltage segregation
Atmospheres
12.3 System design
11.1 General
12.4 Degrees of protection
11.2 Selection of equipment
12.5 Air clearances
11.3 Installation of electrical equipment and
cabling 12.6 Creepage distances
11.8 Cable and cable installation 12.11 Switchgear and controlgear assemblies
11.9 Requirements for tankers intended for the 12.12 Auxiliary systems
carriage in bulk of oil cargoes having a flash
point not exceeding 60°C (closed cup test) 12.13 Installation
Chapter 9 : Deleted
Section 2 : Fusion Welded Pressure Vessels 2.9 Repairs to welded seams on fusion welded
pressure vessels
2.1 Manufacture of Class 1 and Class 2 fusion
welded pressure vessels 2.10 Post-weld heat treatment of pressure
vessels
2.2 Manufacture of Class 3 fusion welded
pressure vessels
Section 3 : Welded Pressure Pipes
2.3 Preliminary tests for Class 1 and Class 2
fusion welded pressure vessels 3.1 General
2.4 Preliminary tests for Class 3 fusion welded 3.2 Non-destructive examination of welded
pressure vessels pipes
2.5 Routine tests for Class 1 and Class 2 fusion 3.3 Post-weld heat treatment
welded pressure vessels
3.4 Heat treatment after forming of pipes
End of Chapter
Chapter 1
Contents
Section
1 General
2 Machinery Room Arrangements
3 Trials
4 Certification of Machinery and Components Based on Alternative Certification
Scheme
Section 1
General
- Main propulsion engines, including their - Air compressors, air receivers and other
associated gearing, flexible couplings, pressure vessels necessary for the
scavenge blowers and superchargers; operation of main propulsion and essential
machinery. Any other unfired pressure
- Boilers supplying steam for propulsion or for vessels for which plans are required to be
services essential for the safety or the submitted for approval in accordance with
operation of the ship at sea, including the requirements of Ch.5;
superheaters, economisers, desuper-
heaters, steam receivers. All other boilers - Alarm and control equipment as detailed in
having working pressures exceeding 0.34 Ch.7;
2
[N/mm ], and having heating surfaces
greater than 4.65 [m2]; - Electrical equipment and electrical
propelling machinery as detailed in Ch.8.
- All pumps essential for safety of the ship, in operation and in restoring the propulsion, no
e.g. fire, bilge and ballast pumps; and stored energy for starting and operating the
propulsion plant, the main source of electrical
- Valves and other components detailed in power and other essential auxiliaries is assumed
Ch.2. to be available. In order to restore operation
from the "dead ship" condition, an emergency
1.3 Extent of survey generator complying with the requirements of
Pt.4, Ch.8, Cl.2.8 may be used provided that the
1.3.1 The Surveyors are to examine and test the emergency power supply from it is available at
materials and workmanship from the all times. It is assumed that means are available
commencement of work until the final test of the to start the emergency generator at all times.
machinery under full power working conditions.
Any defects, etc., are to be indicated as early as 1.6.2 "Blackout" is a sudden loss of electric
possible. power in the main distribution system. All means
of starting by stored energy are available.
1.3.2 Where items of machinery are
manufactured as individual or series produced 1.7 Environmental conditions
units, IRS would be prepared to give
consideration to the adoption of a survey 1.7.1 All components and systems covered by
procedure based upon quality assurance the Rules are to be designed to operate under
concepts as detailed in Sec.4. the following environmental conditions if not
otherwise specified in the detailed requirements
1.4 Departures from the rules for the component or system:
1.4.1 Where it is proposed to depart from the - ambient air temperature in the machinery
requirements of the Rules, IRS will be prepared space between 0°C and 55°C;
to give due consideration to the circumstances
of any special case. - relative humidity of air in the machinery
space up to 96 per cent;
1.4.2 Any novelty in the construction of the
machinery, boilers or pressure vessels is to be - sea water temperature up to 32°C; and
reported to IRS.
- list, rolling, trim and pitch in accordance with
1.5 Plans and particulars Table 1.7.1.
1.5.1 Before the work is commenced, plans in 1.7.2 Where the Rules have requirements for
triplicate of all machinery items, as detailed in capacity or effect of machinery, these are to be
relevant Chapters of this Part giving the based on a total barometric pressure of 1 bar,
requirements for individual systems, are to be an engine room ambient temperature or suction
submitted for approval. The particulars of the air temperature of 45°C, a relative humidity of 60
machinery, including power ratings and design per cent and a sea water temperature or where
calculations, where applicable, necessary to applicable the temperature of the charge air
verify the design, are also to be submitted. Any coolant at inlet of 32°C. The engine
subsequent modifications are subject to manufacturer is not expected to provide
approval before being put in to operation. simulated ambient reference conditions at test
bed.
1.5.2 The strength requirements for rotating
parts of the machinery, as specified in relevant 1.7.3 In the case of ships to be classed for
Chapters of this Part, are based upon strength restricted service, the rating is to be suitable for
consideration only and their application does not the temperature conditions associated with the
relieve the manufacturer from the responsibility geographical limits of the restricted service.
for the presence of dangerous vibrations in the
installation at speeds within the operating range. 1.7.4 Where electrical equipment is installed
within environmentally controlled spaces the
1.6 Availability of machinery for operation ambient temperature for which the equipment is
suitable may be reduced from 45°C to a value
1.6.1 Ship's machinery is to be so arranged that not less than 35°C provided:
it can be brought in to operation from the "dead
ship" condition using only the facilities available - The equipment is not for use for emergency
on board. "Dead ship" condition is understood to services.
mean a condition under which the main
propulsion plant, boilers and auxiliaries are not
Indian Register of Shipping
Rules and Regulations for the Construction and Classification of Steel Ships - 2016
Page 3 of 7
___________________________________________________________________________________
Angle of inclination 1
Installations/Components Athwartships Fore and aft
Static Dynamic Static Dynamic
Safety equipment
e.g. emergency power installations,
emergency fire pumps and their devices 22.5°3 22.5°3 10° 10°
Switch gear, electric and electronic
appliances2 and remote control systems
Notes
2 Switches and controls are to remain in their last set position. Upto an angle of inclination of 45° no
undesired switching operations or operational changes may occur.
3 In ships for the carriage of liquefied gases and of chemicals the emergency power supply must also
remain operable with the ship flooded to a final athwartships inclination upto maximum of 30°.
4 For ships where Rule length (L) exceeds 100 [m], the fore and aft static angle of inclination can be
taken as 500/L degrees.
5 Any deviations from these angles of inclination taking into consideration the size and service
conditions of the ship will be specially considered.
- Audible and visual alarms are provided, at a - For auxiliary machinery, the maximum
continually manned control station, to continuous shaft power and corresponding
indicate any malfunction of the cooling units. revolutions per minute which will be used in
service.
- It is to be ensured that electrical cables for
their entire length are adequately rated for 1.9 Units
the maximum ambient temperature to which
they are exposed along their length. 1.9.1 Units and formulae included in the Rules
are shown in SI units.
- The equipment used for cooling and
maintaining the lesser ambient temperature 1.9.2 Where the metric version of shaft power,
is to be classified as a secondary essential i.e. (shp), appears in the Rules, 1 shp is
service, as defined in Ch.8, sec.1. equivalent to 75 [kgf] [m/sec] or 0.735 [kW].
1.9.3 Pressure gauges may be calibrated in bar 1.11.2 For emergency generator engines, fuel
having a flash point (closed cup test) of not less
where, than 43°C may be used.
1 bar = 0.1 [N/mm2] = 1.02 [kgf/cm2]. 1.11.3 Fuels with flash points lower than 60°C,
but not less than 43°C unless specially
1.10 Astern power approved, may be used in ships intended for
service restricted to geographical limits where it
1.10.1 In order to maintain sufficient can be ensured that the temperature of the
maneuverability and secure control of the ship in machinery and boiler spaces will always be
all normal conditions, the main propulsion 10°C below the flash point of fuel. In such
machinery is to be capable of reversing the cases, safety precautions and the arrangements
direction of thrust so as to bring the ship to rest for storage and pumping will be specially
from the maximum service speed. The main considered. (Also refer Pt.6, Ch.2, 1.2.1).
propulsion machinery is to be capable of
maintaining in free route astern at least 70% of 1.11.4 The use of fuels having a lower flash
the ahead revolutions. point than specified in 1.11.1 to 1.11.3 as
applicable may be permitted provided that such
1.10.2 Where steam turbines are used for main fuel is not stored in any machinery space and
propulsion, they are to be capable of arrangements for the complete installation are
maintaining in free route astern at least 70% of specially approved.
the ahead revolutions for a period of at least 15
minutes. The astern trial is to be limited to 30 1.11.5 For engines operating on "boil-off"
minutes or in accordance with manufacturer’s vapours from the cargo, the arrangements will
recommendation to avoid overheating of the be specially considered.
turbine due to the effects of “windage” and
friction. 1.12 Materials
1.10.3 For main propulsion systems with 1.12.1 The materials used in the construction
reversing gears, controllable pitch propeller or are to be manufactured and tested in
electric propeller drive, running astern is not to accordance with the requirements of Pt.2 of the
lead to overload of the propulsion machinery. Rules. Materials for which provision is not made
therein may be accepted, provided that they
1.10.4 The ahead revolutions as mentioned comply with an approved specification and such
above are understood as those corresponding to tests as may be considered necessary.
the maximum continuous ahead power for which
the vessel is classed. 1.12.2 Installation of material which contain
asbestos is prohibited.
1.10.5 The reversing characteristics of the
propulsion plant are to be demonstrated and 1.13 Alternative design and arrangements
recorded during trials.
1.13.1 The Rules generally cover the
1.11 Fuel requirements of SOLAS Ch.II-1, Parts C, D and
E. Design and arrangements alternative to these
1.11.1 The flash point (closed cup test) of oil fuel requirements may be accepted based on
for use in ships classed for unrestricted service, SOLAS Reg. II-1/55 and MSC.1/Circ. 1212.
in general, is not to be less than 60°C.
Section 2
2.1.2 The design and arrangement of machinery c) Oil filters fitted in parallel for the purpose of
foundations, shaft connections, piping and enabling cleaning without disturbing oil
ducting is to take into account the effects of supply to engines (e.g. duplex filters) are to
thermal expansion, vibrations, mis-alignment be provided with arrangements that will
and hull interaction to ensure operation within minimise the possibility of a filter under
safe limits. pressure being opened by mistake.
Filter/filter chambers are to be provided with
Bolts and nuts exposed to dynamic forces and suitable means for :
vibrations are to be properly secured.
- venting when put in to operation; and
2.2 Accessibility
- depressurizing before being opened.
2.2.1 Accessibility, for attendance and
maintenance purposes, is to be provided for Valves or cocks with drain pipes led to a
machinery plants. safe location are to be used for this
purpose.
2.3 Fire protection
d) Hydraulic units with working pressure above
2.3.1 All surfaces of machinery where the 15 bar are preferably to be placed in
surface temperature may exceed 220°C, e.g., separate spaces. If it is impracticable to
steam and exhaust gas lines, silencers, boilers, locate such units in separate space,
exhaust gas boilers, turbo blowers, etc. are to adequate shielding is to be provided.
be effectively shielded to prevent ignition of
combustible materials coming in to contact with 2.3.4 Flammable or oil absorbing materials are
them. Where insulation covering these surfaces not to be used in floors, gratings, etc. in boiler
is oil absorbing or may permit penetration of oil, and engine rooms, shaft tunnels or in
the insulation is to be encased in steel or its compartments where settling tanks are installed.
equivalent.
2.3.5 Segregation of oil fuel purifiers
2.3.2 The insulation is to be of a type and so
supported that it will not crack or deteriorate a) Oil fuel purifiers for heated oil are to be in
when subjected to vibration. separate room enclosed by steel bulkheads
extending from deck to deck and provided
2.3.3 Oil spillages coming into contact with hot with self-closing steel doors.
surfaces, electrical installations or other sources
of ignition. b) The room is to be provided with :
Section 3
Trials
3.1.1 Tests of components and trials of 3.2.1 For all types of installations, the sea trials
machinery, as detailed in the Chapters giving are to be of sufficient duration, and carried out
the requirements for individual systems are to under normal maneuvering conditions, to prove
be carried out to the satisfaction of the the machinery under rated power. The trials are
Surveyors. also to demonstrate that any vibration which
may occur within the operating speed range is
acceptable.
3.2.3 Where controllable pitch propellers are 3.2.6 Where the ship is provided with
fitted, the free route astern trial is to be carried supplementary means for maneuvering or
out with the propeller blades set in full pitch stopping, the effectiveness of such means is to
astern position. Where emergency manual pitch be demonstrated and recorded as referred to in
setting facilities are provided, their operation is 3.2.5.
to be demonstrated to the satisfaction of the
Surveyors. 3.2.7 All trials are to be to Surveyor's
satisfaction.
Section 4
End of Chapter
Chapter 2
Contents
Section
1 General
2 Carbon and Low Alloy Steel Pipes and Fittings
3 Copper and Copper Alloy Pipes and Fittings
4 Cast Iron Pipes and Fittings
5 Plastic Pipes and Fittings
6 Flexible Hoses
7 Hydraulic Tests on Pipes and Fittings
Section 1
General
1.1.1 The requirements of this Chapter apply to 1.2.1 For the purpose of testing, type of joints to
the design and construction of piping systems, be adopted, heat treatment and welding
including pipe fittings and valves forming parts procedure, piping systems are divided into three
of such systems for the following services: classes, as given in Table 1.2.1.
Air, vapour, gas (excluding liquefied gas cargo 1.3 Design pressure
and process piping), water, lubricating oil, fuel
oil, hydraulic fluid systems for steering gear, 1.3.1 The design pressure, P, is the maximum
toxic gas and liquids, cargo oil and tank cleaning permissible working pressure and is to be not
piping and open ended lines such as drains, less than the highest set pressure of the safety
overflows, vents and boiler escape pipes. valve or relief valve. For oil fuel pipes the design
pressure is to be taken in accordance with Table
1.1.2 The requirements of this Chapter do not 1.3.1. For gaseous fuel, the design pressure will
cover the following: be specially considered.
Exhaust pipes from internal combustion engines 1.3.2 In water tube boiler installations, the
and gas turbines, and pipes forming integral part design pressure for steam piping between the
of a boiler. boiler and integral superheater outlet is to be
taken as the design pressure of the boiler, i.e.
1.1.3 Hydraulic fluid systems other than those not less than the highest set pressure of any
for steering gear will be specially considered. safety valve on the boiler drum. For piping
leading from the superheater outlet, the design
1.1.4 For requirements pertaining to piping pressure is to be taken as the highest set
systems for liquefied gases (cargo and process) pressure of the superheater safety valves.
and cargo piping systems of ships carrying
chemicals in bulk reference should be made to
applicable Chapters of Pt.5 of the Rules.
1.3.3 The design pressure of feed piping and restrict the pressure to a lower value than the
other piping on the discharge from pumps is to shut valve load, the design pressure is to be the
be taken as the pump pressure at full rated highest set pressure of the protective device.
speed against a shut valve. Where a safety
valve or other protective device is fitted to
Steam P > 16 or T > 300 16 ≥ P > 7 and 300 ≥ T > 170 P ≤ 7 and T ≤ 170
Thermal Oil P > 16 or T > 300 16 ≥ P > 7 and 300 ≥ T > 150 P ≤ 7 and T ≤ 150
Fuel oil + Lubricating oil +
P > 16 or T > 150 16 ≥ P > 7 and 150 ≥ T > 60 P ≤ 7 and T ≤ 60
Flammable hydraulic oil
Other media5 including
water, air, gases, non- P > 40 or T > 300 40 ≥ P > 16 and 300 ≥ T > 200 P ≤ 16 and T ≤ 200
flammable hydraulic oil
Notes:
1 Safeguards for reducing leakage possibility and limiting its consequences will be specially
considered e.g. leading pipes in positions where leakage of internal fluids will not cause a potential
hazard or damage to surrounding areas or by the usage of pipe ducts, shielding, screening etc.
2 Cargo oil pipes belong to Class III piping systems.
3 P = Design pressure in bar as defined in 1.3
4 T = Design temperature in °C as defined in 1.4.
5 For open ended pipes (drains, overflow, vents, exhaust gas lines, boiler escape lines, etc.)
irrespective of the temperature, Class III pipes may be used.
Table 1.3.1 : Definition of the design pressure for fuel oil systems
Working
Pressure (WP)
WP ≤ 7 bar 3 bar or max. working pressure, 3 bar or max. working pressure,
whichever is greater whichever is greater
WP > 7 bar Max. working pressure 14 bar or max. working pressure,
whichever is greater
1.5.1 The symbols used in this Chapter are 1.7 Minimum thickness of pipes and bends
defined as follows:
1.7.1 The minimum thickness, t, of straight pipes
a = percentage negative manufacturing is to be determined by the following formula
tolerance on thickness; when ratio of outside-diameter to inside-
diameter does not exceed the value 1.7:-
b = bending allowance [mm];
PD 100
c = corrosion allowance [mm]; t = + c [mm]
20Ke + P 100 − a
D = outside diameter of pipe [mm] (see 1.5.2);
where,
d = inside diameter of pipe [mm] (see 1.5.3);
P, D, e and a are defined in 1.5.1.
e = weld efficiency factor (see 1.5.4);
The maximum permissible design stress, K, is to
P = design pressure, in bar; be taken as the lowest of the following values:-
1.5.2 The outside diameter, D, is subject to Value of K may be obtained from Sec.2, Table
manufacturing tolerance, but these are not to be 2.1.1 and Table 2.1.2 for carbon and low alloy
used in the evaluation of formulae. steel pipes and fittings or from Sec.3, Table
3.2.1 for copper and copper alloys pipes and
1.5.3 The inside diameter, d, is not to be fittings.
confused with nominal size, which is an
accepted designation associated with outside c is obtained from Sec.2, Table 2.2.1 for carbon
diameters of standard rolling sizes. and low alloy steel pipes and fittings or from
Sec.3, Table 3.2.3 for copper and copper alloys
1.5.4 The weld efficiency factor, e, is to be taken pipes and fittings.
as 1.0 for seamless and electric resistance and
induction welded steel pipes delivered by 1.7.2 Where it is proposed to use, for high
manufacturers approved for making welded temperature service, alloy steels other than
those detailed in Sec.2, particulars of the tube
sizes, design conditions and appropriate flanges and related bolts, will be specially
national or proprietary material specifications considered.
are to be submitted for consideration.
1.8.2 Gaskets are to be suitable for the medium
1.7.3 The minimum thickness, tb, of a straight being conveyed under design pressure and
steel pipe to be used for a pipe bend is to be temperature conditions and their dimensions
determined by the following formula, except and configurations are to be in accordance with
where it can be demonstrated that the use of a a recognized standard and for the intended
thickness less than tb would not reduce the service.
thickness below 't' at any point after bending:-
1.9 Materials
PD 100
tb = + b + c [mm] 1.9.1 Materials for ferrous castings and forgings
20Ke + P 100 − a of Class I and Class II piping systems are to be
produced at Works approved by IRS and are in
where, general to be tested in accordance with the
requirements of Pt.2 of the Rules.
P, D, R, e, b and a are defined in 1.5.1;
1.9.2 The manufacturer's test certificate for
K and c are defined in 1.7.1; materials of valves and fittings will be accepted
in lieu of the IRS certificate provided the
D PD maximum conditions are less than given in
b= [mm] Table 1.9.1.
2.5R 20Ke + P
1.9.3 Pipes and bodies of valves, intended to be
In general, R, is to be not less than 3D. fitted on ship's side and bottom or on collision
bulkhead, are to comply with the requirements
1.7.4 Notwithstanding the requirements of 1.7.1 of Class II piping systems.
and 1.7.3, the minimum thickness of pipes is not
to be less than that indicated in Sec.2 or 3, as 1.9.4 Materials for Class III piping systems may
applicable. For threaded pipes, where permitted, be manufactured and tested in accordance with
the minimum thickness is to be measured at the the requirements of an acceptable national/
bottom of the thread. international standard.
1.8 Flanges 1.9.5 Stainless steel grades 304, 304L, 316 and
316L are generally not considered suitable for
1.8.1 The dimensions of flanges and related use in seawater piping systems due to their
bolts, gaskets are to be chosen in accordance limited corrosion resistance in contact with sea
with recognised national/international standards. water.
For special applications, the dimensions of the
Table 1.9.1 : Maximum conditions for valves and fittings for which manufacturer's test
certificate is acceptable
Section 2
2.1 Materials
2.2 Minimum thickness of steel pipes and
2.1.1 Pipes having forge butt welded longitudinal bends
seams are not to be used for oil fuel systems,
for heating coils in oil tanks, or for pressures 2.2.1 The minimum thickness of steel pipes and
exceeding 4.0 bar. bends is to be higher of that calculated by
Sec.1, Cl.1.7 and that indicated in Table 2.2.2,
2.1.2 Steel pipes, valves and fittings may be Table 2.2.3 or Table 2.2.4 as applicable.
used within the temperature limits indicated in
Table 2.1.1 and Table 2.1.2. Where rimming 2.2.2 The value of 'c' to be used in Sec.1, Cl.1.7
steel is used for pipes manufactured by electric is to be in accordance with Table 2.2.1
resistance or induction welding processes, the
design temperature is limited to 400°C.
Notes:
1 Maximum permissible stress values applicable when the tempering temperature does not exceed 750°C.
2 Maximum permissible stress values applicable when the tempering temperature exceeds 750°C.
Notes:
1 For pipes passing through tanks an additional corrosion allowance is to be considered according to
the figures given in Table and depending upon the external medium in order to account for the
external corrosion.
2 The corrosion allowance may be reduced where pipes and any integral pipe joints are protected
against corrosion by means of coating, lining etc., however, the reduction is not to be more than 50
percent in any case.
3 In the case of use of special alloy steel with sufficient corrosion resistance, the corrosion allowance
may be reduced to zero.
Table 2.2.2 : Minimum wall thickness for steel pipes 11 [All dimension in mm]
Table 2.2.3 : Minimum wall thickness for steel pipes for CO2 fire extinguishing
Notes:
1 Pipes are to be galvanised at least internally, except those fitted in the engine room where
galvanising may be dispensed with.
2 For threaded pipes, where allowed, the minimum wall thickness is to be measured at the bottom of
the thread.
3 The external diameters and thicknesses have been selected from ISO recommendations R 336 for
smooth welded and seamless steel pipes. For pipes covered by other standards, slightly less
thickness may be accepted.
4 For larger diameters, the minimum wall thickness will be specially considered.
5 In general, the minimum thickness is the nominal wall thickness and no allowance need be made for
negative tolerance and reduction in wall thickness due to bending.
Table 2.2.4 : Minimum wall thickness for austenitic stainless steel pipes
2.6 Welding, non-destructive examination 2.7.4 Where the application of mechanical joints
and post-weld heat treatment of welded results in reduction in pipe wall thickness due to
pipes the use of bite type rings or other structural
elements, this is to be taken into account in
2.6.1 Requirements regarding welding determining the minimum wall thickness of the
procedures, non-destructive examination of pipe to withstand the design pressure.
welds and post-weld heat treatment are given in
Ch.10. The materials used in construction of
mechanical joints is to be compatible with the
2.7 Mechanical joints piping material and internal and external media.
In general the mechanical joints are to be of fire
2.7.1 Mechanical joints means devices intended resistant type as required by Table 2.7.1.
for direct connection of pipe lengths other than
by flanges, threaded joints or welding as 2.7.5 The pressure pulsation, piping vibration,
described in 2.4, 2.5 and 2.6. temperature variation and any other similar
adverse effects occurring during operation on
2.7.2 The requirements given here are board is not to result in failure of joint integrity or
applicable to pipe unions, compression its tightness.
couplings, slip-on joints as shown in Fig.2.7.
Similar joints complying with these requirements 2.7.6 Mechanical joints, which in the event of
may be acceptable. damage could cause fire or flooding, are not to
be used in piping sections directly connected to
2.7.3 Mechanical joints including pipe unions, the sea openings or tanks containing flammable
compression couplings, slip-on joints and similar fluids.
joints are to be of approved type for the
pressure ratings, service conditions and the 2.7.7 The mechanical joints are to be designed
intended application. The construction and type to withstand internal and external pressure as
are to conform to the examples shown in Fig.2.7 applicable and where used in suction lines are
and are to be in accordance with Table 2.7.1 to be capable of operating under vacuum.
and Table 2.7.2 for their classification and
application. (For approval refer “Type Approval 2.7.8 The number of mechanical joints in oil
of Mechanical Joints used in Piping”). systems is to be kept to a minimum. In general,
2.7.9 Piping in which a mechanical joint is fitted 2.7.14 Mechanical joints are to be subjected to
is to be adequately adjusted, aligned and the following tests:
supported Supports or hangers are not to be
used to force alignment of piping at the point of .1 leakage test
connection. .2 vacuum test
.3 vibration (fatigue) test
2.7.10 Slip-on joints are normally not to be used .4 fire endurance test
in pipelines in cargo holds, tanks and other .5 burst pressure test at 4 times the design
spaces which are not easily accessible, unless pressure (for design pressures above 200 bar,
approved in each case. the burst pressure will be specially considered
by IRS)
2.7.11 Application of mechanical joints inside .6 pressure pulsation test
tanks may be permitted only for the same media .7 assembly test
that is in the tanks. .8 pull out test.
2.7.12 Unrestrained slip-on joints are to be used NOTE : For details of tests refer classification
only in cases where compensation of lateral notes, “Type Approval of Mechanical Joints
pipe deformation is necessary. Usage of these used in Piping”.
joints as the main means of pipe connection is
not permitted. 2.7.15 The installation of mechanical joints is to
be in accordance with the manufacturer’s
2.7.13 In particular cases, sizes in excess of assembly instructions and using special tools
those mentioned in Table 2.7.2 may be and gauges as required.
Kind of connections
Systems Pipe unions Compression Slip-on joints
couplings 6)
Flammable Fluids (Flash point ≤ 60°)
1 Cargo oil lines + + +5)
2 Crude oil washing lines + + +5)
3 Vent lines + + +3)
Inert Gas
4 Water seal effluent lines + + +
5 Scrubber effluent lines + + +
6 Main lines + + +2) 5)
7 Distributions lines + + +5)
Flammable Fluids (Flash point > 60°)
8 Cargo oil lines + + +5)
9 Fuel oil lines + + +3) 2)
10 Lubricating oil lines + + +2) 3)
11 Hydraulic oil + + +2) 3)
12 Thermal oil + + +2) 3)
Sea Water
13 Bilge lines + + +1)
14 Fire main and water spray + + +3)
15 Foam system + + +3)
16 Sprinkler system + + +3)
17 Ballast system + + +1)
Sea Water (contd.)
18 Cooling water system + + +1)
19 Tank cleaning services + + +
20 Non-essential systems + + +
Fresh Water
21 Cooling water system + + +1)
Kind of connections
Systems Pipe unions Compression Slip-on joints
couplings 6)
Sounding / Vent
Sanitary / Drains / Scuppers
22 Condensate return + + +1)
23 Non-essential system + + +
24 Deck Drains (Internal) + + +4)
25 Sanitary Drains + + +
26 Scuppers and Discharge + + -
(Overboard)
27 Water tanks / Dry spaces + + +
28 Oil tanks (f.p > 60°C) + + +2) 3)
Miscellaneous
29 Starting / Control air 1) + + -
30 Service air (non-essential) + + +
31 Brine + + +
32 CO2 system 1) + + -
33 Steam + + + 7)
Abbreviations
+ Application is allowed
- Application is not allowed
Footnotes:
Table 2.7.2 : Application of mechanical joints depending upon the class of piping
Abbreviations:
+ Application is allowed
- Application is not allowed
Section 3
3.1 Materials
3.2 Minimum thickness of pipes
3.1.1 Pipes are to be seamless and branches
are to be provided by cast or stamped fittings, 3.2.1 The minimum thickness of copper and
pipe pressings or other approved fabrications. copper alloy pipes and bends is to be higher of
Copper pipes for class I and II are to be that calculated by Sec.1, Cl.1.7 and that
seamless. indicated in Table 3.2.2.
3.1.2 Brazing and welding materials are to be 3.2.2 The value of 'c' to be used in Sec.1, Cl.1.7
suitable for the operating temperature and for is to be in accordance with Table 3.2.3.
the medium being carried. All brazing and
welding are to be carried out to the satisfaction 3.3 Heat treatment
of the Surveyors.
3.3.1 Pipes which have been hardened by cold
3.1.3 In general, the maximum permissible bending are to be suitably heat treated on
service temperature of copper and copper alloy completion of fabrication and prior to being
pipes, valves and fittings is not to exceed 200°C tested by hydraulic pressure. Copper pipes are
for copper and aluminium brass, and 300°C for to be annealed and copper alloy pipes are to be
copper nickel. Cast bronze valves and fittings either annealed or stress relief heat treated.
complying with the requirements of Pt.2 Ch.8
may be accepted up to 260°C.
Notes :
Table 3.2.2 : Minimum thickness for copper and copper alloy pipes
Table 3.2.3 : Corrosion allowance 'c' for copper and copper alloy pipes
For media without corrosive action in respect of the material employed and in case of special alloys
with sufficient corrosion resistance, the corrosion allowance may be reduced to zero.
Section 4
4.1 Spheroidal or nodular graphite cast iron general, to be subject to the same limitations as
grey cast iron.
4.1.1 Spheroidal or nodular graphite iron
castings for pipes, valves and fittings in Class II 4.2 Grey cast iron
and III piping systems are to be made in a grade
having a specified minimum elongation not less 4.2.1 Grey cast iron pipes, valves and fittings
than 12 per cent on gauge length of 5.65√So, will, in general, be accepted in Class III piping
where So is the actual cross-sectional area of systems except as stated in 4.2.2. Grey cast
the test piece. iron valves and fittings may be accepted in the
Class II steam systems, but the design pressure
4.1.2 Proposals for the use of this material in or temperature is not to exceed 13 bar or 220°C
Class I piping systems will be specially respectively.
considered, but in no case is the material to be
used in systems where the design temperature 4.2.2 Grey cast iron is not to be used for the
exceeds 350°C. following:
4.1.3 Where the elongation is less than the a) Pipes for steam systems and fire
minimum required by 4.1.1, the material is, in extinguishing systems;
Section 5
5.1.3 Plastic pipes and fittings will, in general, be 5.2.5 "Nominal pressure" means the maximum
accepted in Class III piping systems. Proposals permissible working pressure which should be
for the use of plastics in Class I and Class II determined in accordance with the requirements
piping systems will be specially considered. in 5.3.3.
5.1.4 These requirements are not applicable to 5.2.6 "Fire endurance" means the capability of
flexible pipes and hoses and mechanical piping to maintain its strength and integrity (i.e.
couplings used in metallic piping systems. capable of performing its intended function) for
some predetermined period of time while
5.1.5 Piping systems made of thermoplastic exposed to fire.
materials, such as polyethylene (PE),
polypropylene (PP), polybutylene (PB) and 5.3 Strength
intended for non-essential services are to meet
the requirements of recognized standards and 5.3.1 The strength of the pipes is to be
that of 5.8 and 5.9. However the safety aspects determined by hydrostatic pressure tests to
due to fire will require to be considered. failure on representative sizes of the pipe.
5.1.6 The use of plastics may be restricted by 5.3.2 The strength of fittings and joints is to be
statutory requirements of the National Authority not less than that of the pipes.
of the country in which the ship is to be
registered. 5.3.3 The nominal pressure is to be determined
from the following conditions :
5.1.7 The specification of piping is to be in
accordance with a recognized national or a) Internal Pressure
international standard acceptable to IRS. In
addition, requirements given in 5.3 to 5.6 are to For an internal pressure the nominal pressure,
be complied with. Pn, is to be lesser of the following :
or where,
External diameter D Minimum wall thickness External diameter Minimum wall thickness
[mm] [mm] D [mm] [mm]
10.2 to 17.2 1.0 219.1 2.6
21.3 to 48.3 1.6 273.0 2.9
60.3 to 88.9 2.0 323.9 to 406.4 3.6
114.3 to 168.3 2.3 Over 406.4 4.0
Note : The external diameters and thicknesses have been selected from ISO 1127 : 1980. For pipes
covered by other standards, slightly less thicknesses may be accepted.
5.4.1 The sum of the longitudinal stresses due 5.6.1 The permissible working temperature
to pressure, weight and other loads is not to depending on the working pressure is to be in
exceed the allowable stress in the longitudinal accordance with Manufacturer's recommen-
direction. dations, but in each case it is to be at least 20°C
lower than the minimum heat distortion
5.4.2 In the case of fibre reinforced plastic pipes, temperature of the pipe material, determined
the sum of the longitudinal stresses is not to according to ISO 75 method A, or equivalent.
exceed half of the nominal circumferential stress
derived from the nominal internal pressure 5.6.2 The minimum heat distortion temperature
condition (See 5.3.3). is to be not less than 80°C.
Sr.
Piping Systems Location
No.
A B C D E F G H I J K
Accommoda-
Ballast water
pump rooms
Ro/Ro cargo
Cargo pump
Cargo tanks
void spaces
cargo holds
Open decks
Cofferdams
tion service
and control
pipe tunnel
Category A
machinery
Machinery
and ducts
spaces of
Other dry
spaces &
spaces
rooms
holds
Other
tanks
1 2 3 4 5 6 7 8 9 10 11 12 13
CARGO (FLAMMABLE CARGOES f.p. ≤ 60°C
10 2
1. Cargo lines NA NA L1 NA NA O NA O O NA L1
Crude oil 10 2
2. NA NA L1 NA NA O NA O O NA L1
washing lines
10
3. Vent lines NA NA NA NA NA O NA O O NA X
INERT GAS
Water seal 1 1 1 1 1
4. NA NA O NA NA O O O O NA O
effluent line
Scrubber 1 1 1 1
5. O O NA NA NA NA NA O O NA O
effluent line
6
6. Main line O O L1 NA NA NA NA NA O NA L1
2
7. Distribution lines NA NA L1 NA NA O NA NA O NA L1
FLAMMABLE LIQUIDS (f.p. > 60°C)
3 10
8. Cargo lines X X L1 X X NA O O O NA L1
3
9. Fuel oil X X L1 X X NA O O O L1 L1
10. Lubricating X X L1 X X NA NA NA O L1 L1
11. Hydraulic oil X X L1 X X O O O O L1 L1
1
SEAWATER
Bilge main & 7 7
12. L1 L1 L1 X X NA O O O NA L1
branches
Fire main &
13. L1 L1 L1 X NA NA NA O O X L1
water spray
14. Foam system L1 L1 L1 NA NA NA NA NA O L1 L1
15. Sprinkler system L1 L1 L3 X NA NA NA O O L3 L3
10
16. Ballast L3 L1 L3 L3 X O O O O L2 L2
Cooling water,
17. essential L3 L3 NA NA NA NA NA O O NA L2
services
Tank cleaning
2
18. services fixed NA NA L3 NA NA O NA O O NA L3
machines
Non-essential
19. O O O O O NA O O O O O
systems
FRESH WATER
Cooling water
20. L3 L3 NA NA NA NA O O O L3 L3
essential
Condensate
21. L3 L3 L3 O O NA NA NA O O O
return
Non-essential
22. O O O O O NA O O O O O
systems
Sr.
Piping Systems Location
No.
A B C D E F G H I J K
Accommoda-
Ballast water
pump rooms
Ro/Ro cargo
Cargo pump
Cargo tanks
void spaces
cargo holds
Open decks
Cofferdams
tion service
and control
pipe tunnel
Category A
machinery
Machinery
and ducts
spaces of
Other dry
spaces &
spaces
rooms
holds
Other
tanks
1 2 3 4 5 6 7 8 9 10 11 12 13
SANITARY/DRAINS/SCUPPERS
Deck drains 4 4 4
23. L1 L1 NA L1 O NA O O O O O
(internal)
Sanitary drains
24. O O NA O O NA O O O O O
(internal)
Scuppers and
1,8 1,8 1,8 1,8 1,8 1,8
25. discharges O O O O O O O O O O O
(overboard)
SOUNDING/AIR
Water tanks/dry 10
26. O O O O O O O O O O O
spaces
Oil tanks (f.p. > 3 10
27. X X X X X X O O O X X
60°C)
MISCELLANEOUS
5 5 5 5 5 5 5
28. Control air L1 L1 L1 L1 L1 NA O O O L1 L1
Service air (non-
29. O O O O O NA O O O O O
essential)
30. Brine O O NA O O NA NA NA O O O
Auxiliary low
9 9 9 9 9
31. pressure steam L2 L2 O O O O O O O O O
(≤ 7 bar)
Abbreviations:
Footnotes:
1 Where non-metallic piping is use, remotely controlled valves to be provided at ship's side (valve
is to be controlled from outside space).
3 When cargo tanks contain flammable liquids with f.p. > 60°C, "O" may replace "NA" or "X".
4 For drains serving only the space concerned, "O" may replace "L1".
5 When controlling functions are not required by statutory requirements or guidelines, "O" may
replace "L1".
6 For pipe between machinery space and deck water seal, "O" may replace "L1".
9 For essential services, such as fuel oil tank heating and ship's whistle, "X" is to replace "O".
10 For tankers where compliance with paragraph 3 (f) of Regulation 13F of Annex I of MARPOL
73/78 is required, "NA" is to replace "O".
Location Definitions:
5.8 Material approval and quality control fittings are produced with consistent and uniform
during manufacture mechanical and physical properties.
5.8.1 Prototypes of pipes and fittings are to be 5.8.4 Each pipe and fitting made by hand lay up
tested to determine short-term and long-term technique, is to be tested by the Manufacturer at
design strength, fire endurance and low surface a hydrostatic pressure not less than 1.5 times
flame spread characteristics, electrical the nominal pressure. For other pipes and
resistance (for electrically conductive pipes), fittings, manufactured in accordance with the
impact resistance in accordance with this recognized standards by machined processes
Section. (e.g. ‘Continuous extruding’, ‘Filament wound
and centrifugally cast’) the hydrostatic pressure
5.8.2 For prototype testing representative test may be carried out in accordance with
samples of pipes and fittings are to be selected requirements stipulated in the relevant standard
to the satisfaction of the Classification Society. to which the pipe or fittings are manufactured,
provided that there is an effective quality system
5.8.3 The Manufacturer is to have quality in place at manufacturer’s works.
system that meets ISO 9000 series standards or
equivalent. The quality system is to consist of 5.8.5 Piping and fittings are to be permanently
elements necessary to ensure that pipes and marked with identification. Identification is to
include pressure ratings, the design standards
5.9.1.3 Heavy components in the piping system 5.9.5.1 In piping systems for fluids with
such as valves and expansion joints are to be conductivity less than 1000 pico siemens per
independently supported. metre (pS/m) such as refined products and
distillates use is to be made of conductive pipes.
5.9.2 Expansion
5.9.5.2 Regardless of the fluid being conveyed,
5.9.2.1 Suitable provision is to be made in each plastic piping is to be electrically conductive if
pipeline to allow for relative movement between the piping passes through a hazardous area.
pipes made of plastic and the steel structure, The resistance to earth from any point in the
6
having due regard to: piping system is not to exceed 1 x 10 Ohm. It is
preferred that pipes and fittings be
i) the difference in the coefficients of thermal homogeneously conductive. Pipes and fittings
expansion; having conductive layers are to be protected
against a possibility of spark damage to the pipe
ii) deformations of the ship's hull and its wall. Satisfactory earthing is to be provided.
structure.
5.9.5.3 After completion of the installation, the
5.9.2.2 When calculating the thermal resistance to earth is to be verified. Earthing
expansions, account is to be taken of the wires are to be accessible for inspection.
system working temperature and the
temperature at which assembly is performed.
Indian Register of Shipping
Chapter 2 Part 4
Page 24 of 30 Piping Design Requirements
5.9.7.3 If the bulkhead or deck is also a fire 5.9.9.3 Selection of the pipes used for test
division and destruction by fire of plastic pipes assembly, is to be in accordance with the
may cause the inflow of liquid from tanks, a following:
metallic shut-off valve operable from above the
freeboard deck should be fitted at the bulkhead a) When the largest size to be joined is 200
or deck. mm nominal outside diameter, or smaller,
the test assembly is to be the largest piping
5.9.8 Control during installation size to be joined.
5.9.8.1 Installation is to be in accordance with b) When the largest size to be joined is greater
the Manufacturer's guidelines. than 200 mm nominal outside diameter, the
size of the test assembly is to be either 200
5.9.8.2 Prior to commencing the work, joining mm or 25% of the largest piping size to be
techniques are to be approved by the joined, whichever is greater.
Classification Society.
5.9.9.4 When conducting performance
5.9.8.3 The tests and examinations specified in qualifications, each bonder and each bonding
this Section are to be completed before operator are to make up test assemblies, the
shipboard piping installation commences. size and number of which are to be as required
above.
5.9.8.4 The personnel performing this work are
to be properly qualified and certified to the 5.9.10 Testing after installation on board
satisfaction of the Classification Society.
5.9.10.1 Piping systems for essential services
5.9.8.5 The procedure of making bonds is to are to be subjected to a test pressure not less
include: than 1.5 times the design pressure or 4 bar
whichever is greater.
i) materials used,
5.9.10.2 Piping systems for non-essential
ii) tools and fixtures, services are to be checked for leakage under
operational conditions.
iii) joint preparation requirements,
1) Certificates and reports for relevant tests The standards to be used for testing of pipes,
previously carried out. joints and fittings are given in Table 5.10.1 and
2) Details of relevant standards. Table 5.10.2.
Table 5.10.1 : Typical standards for general requirements for all systems
Notes:
(1) Test to be witnessed by IRS Surveyor.
(2) If applicable.
Notes:
(1) Test to be witnessed by IRS Surveyor.
(2) If applicable.
Tests 1, 2 and 5 of above table are optional. However, if carried out, the range of approved applications
for the pipes will be limited accordingly (See Table 5.7.1).
Section 6
Flexible Hoses
6.2.1 The requirements of 6.3 to 6.6 apply to 6.3.1 Flexible hoses are to be designed and
flexible hoses of metallic or non-metallic material constructed in accordance with recognized
intended for a permanent connection between a National or International Standards. Flexible
fixed piping system and items of machinery hoses constructed of rubber or plastics materials
where necessary to accommodate relative and intended for use in bilge, ballast,
movement between the machinery and the fixed compressed air, oil fuel, lubricating, hydraulic
piping system. The requirements may also be and thermal oil systems are to incorporate a
applied to temporarily connected flexible hoses single double or more closely woven integral
or hoses of portable equipment. wire braid or other suitable material for
reinforcement.
6.2.2 Flexible hose assemblies as defined in
6.1.1 may be accepted for use in oil fuel, Flexible hoses of plastics materials such as
lubricating, hydraulic and thermal oil systems, Teflon or Nylon, (which are used for the
fresh water and sea water cooling systems, purposes mentioned above), where
compressed air systems, bilge and ballast reinforcement is not possible by incorporating
systems and Class III steam systems where closely woven integral wire braid are to have
they comply with 6.3 to 6.6. Flexible hoses are
Section 7
7.1 Hydraulic tests before installation on Pt and P are defined in Sec.1, Cl.1.5.1
board
K100 = allowable stress for 100°C [N/mm2]
7.1.1 All Class I and II pipes and their
associated fittings are to be tested by hydraulic Kt = allowable stress for the design temperature
pressure to the Surveyor's satisfaction. Further, [N/mm2].
all steam, feed, compressed air and fuel oil
pipes, together with their fittings, are to be 7.1.4 In no case is the membrane stress to
similarly tested where the design pressure is exceed 90 per cent of the yield stress at the
greater than 3.5 bar. The test is to be carried out testing temperature.
after completion of manufacture and before
installation on board and, where applicable, 7.1.5 All valves and fittings are to be tested in
before insulating and coating. accordance with recognized standards, but not
less than 1.5 times the nominal pressure rating
7.1.2 Where the design temperature does not at ambient temperature. Valves, cocks and
exceed 300°C, the test pressure is to be 1.5 distance pieces intended to be fitted on the ship
times the design pressure. side below the load waterline are to be
hydraulically tested to a pressure not less than 5
7.1.3 For steel pipes and integral fittings for use bar.
in systems where the design temperature
exceeds 300°C, the test pressure is to be as 7.1.6 When, for technical reasons, it is not
follows but need not exceed twice the design possible to carry out complete hydrotesting
pressure: before assembly on board for all sections of
piping, proposals for testing the remaining/
K 100 closing lengths of piping, particularly in respect
Pt = 1.5 P bar of the closing seams, are to be submitted for
Kt approval.
End of Chapter
Chapter 3
Contents
Section
1 General
2 Bilge and Ballast Piping Systems
3 Vents, Sounding, Overflow and Scuppers and Discharges Piping Systems
4 Fuel Oil Systems
5 Steam Piping and Condensate Piping Systems
6 Boiler Feed Piping Systems
7 Engine Cooling Water Systems
8 Lubricating Oil Piping Systems
Section 1
General
1.1.1 The requirements of this Chapter are d) Steam piping and condensate piping
applicable to all ships but may be modified for systems;
ships classed for restricted services or for
special services. e) Bilge and ballast piping systems;
a) General arrangement of pumps and piping n) Fire main and fire extinguishing piping
systems; systems.
b) Oil-fuel filling, transfer and service piping 1.2.2 The plans are to include the information
systems; like size, wall thickness, maximum working
pressure, temperature and material of all pipes,
Indian Register of Shipping
Chapter 3 Part 4
Page 2 of 24 Pumping and Piping
1.4 Valves and cocks 1.5.4 Valves and cocks are to be attached to the
shell plating by bolts tapped into the plating and
1.4.1 All the valves and cocks are to be so fitted with countersunk heads, or by studs
designed and constructed so that the valve screwed into heavy steel pads fitted to the
covers or glands will not slacken up when the plating. The stud holes are not to penetrate the
valves are operated. pad plating.
1.4.2 All the valves are to be designed to close 1.5.5 Ship side valves and fittings, if made of
with right hand (clockwise when facing the end steel or material with low corrosion resistance,
of the stem) motion of the wheel of the valve. are to be suitably protected against wastage.
1.4.3 All the valves and cocks are to be fitted in 1.5.6 Gratings are to be fitted at all openings in
places where they are easily accessible at all ship's side for inlet of seawater. The net area
times and are to be fitted with legible through the gratings is to be at least twice the
nameplates indicating their function in the area of the valves connected to the opening.
system and their installation is to be such that it Provision is to be made to clear the gratings by
can be readily observed that they are open or low pressure steam or compressed air.
closed.
1.5.7 The scantlings of valves and valve stools
1.4.4 All the valves and cocks fitted with remote fitted with steam, or compressed air clearing
control are to be provided with local manual connections are to be suitable for the maximum
control independent of the remote operating pressure to which the valves and stools may be
mechanism. The operation of the local control is subjected.
not to render the remote control system
inoperable. 1.6 Piping installation
1.4.5 The valves, cocks and other fittings which 1.6.1 Heavy pipes and valves are to be so
are attached directly to plating, which is required supported that their weight is not taken up by
to be of watertight construction, are to be connected pumps and fittings.
secured to the plating by means of studs
screwed into the plating and not by bolts 1.6.2 Support of the pipes is to be such that
passing through clearance holes. Alternatively detrimental vibrations do not arise in the system.
the studs may be welded to the plating.
1.6.3 Where pipes are carried through watertight
1.5 Shipside fittings (other than sanitary bulkheads or tank tops, means are to be made
discharges and scuppers) to ensure the integrity of the watertightness of
the compartment.
1.5.1 All sea inlet and overboard discharge
valves are to be fitted in either of the following 1.6.4 As far as possible, installation of pipes for
ways : water, oil, exhaust gases from oil engines or
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Rules and Regulations for the Construction and Classification of Steel Ships - 2016
Page 3 of 24
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steam, is to be avoided near electric damaged mechanically, are to be suitably
switchboards. If this is impracticable, all the protected.
joints in pipe line and valves are to be at a safe
distance from the switchboards and shielded to 1.6.9 All pipes which pass through chambers
prevent damage to switchboard. intended for the carriage or storage of
refrigerated cargo are to be well insulated. In
1.6.5 Provision is to be made to take care of case the temperature of the chamber is below
expansion or contraction stresses in pipes due 0°C the pipes are to be insulated from the ship's
to temperature stresses or working of the hull. structure also, except at positions where the
temperature of the ship's structure is always
1.6.6 Expansion pieces of approved type, made above 0°C and is controlled by outside
of oil resistant re-inforced rubber or other temperature.
approved material may be used in circulating
water systems in machinery spaces. Air refreshing pipes leading to and from
refrigerated chambers need not be insulated
1.6.7 All piping systems, where a pressure from the ship's structure.
greater than the designed pressure could be
developed, are to be protected by suitable relief 1.6.10 Deck wash pipes and discharge pipes
valves. from the pumps to domestic water tanks are not
to pass through cargo holds.
1.6.8 All pipes, situated in cargo spaces, fish
holds or other spaces, where they can be
Section 2
are to be fitted in suitable positions in the fore means of a self closing cock situated in a well
and after ends of holds over 30 [m] in length. lighted and accessible position, and draining into
engine room or tunnel.
2.3 Drainage from refrigerated cargo spaces
2.4.3 The collision bulkhead is not to be pierced
2.3.1 Provision is to be made for the continuous below the bulkhead deck by more than one pipe
drainage of the inside of all insulated chambers for dealing with the contents inside the fore peak
and cooler trays. tank. Where the forepeak is divided into two
compartments for carrying two different kinds of
2.3.2 Drains which are led from lower holds and liquids, the collision bulkhead may be pierced by
cooler trays situated on the tank top are to be two pipes, i.e. one for each compartment
fitted with liquid sealed traps and non-return provided that there is no practical alternative to
bilge valves. piercing by such a second pipe and that having
regard to the additional subdivision provided in
2.3.3 Drains from 'tween deck chambers and the forepeak, the safety of the ship is
from cooler trays which are situated well above maintained.
the tank top are to be fitted with liquid sealed
traps. 2.4.4 The pipe/pipes piercing the collision
bulkhead is/are to be provided with screwdown
2.3.4 Where drains from separate chambers join valve/s capable of being operated from above
a common main, the branch pipes are each to the bulkhead deck/freeboard deck and the chest
be provided with a liquid sealed trap. of the valve is to be secured to the collision
bulkhead inside the forepeak tank except as
2.3.5 The liquid sealed traps are to be of permitted by 2.4.5. An indicator is to be provided
adequate depth and are to have a pressure to indicate whether the valve is open or shut.
head of at least 100 [mm] when connected to air
ducts and 50 [mm] otherwise and arrangements IR2.4.4 Local hand powered operation is
are to be made for ready access to the traps for required from above the bulkhead
cleaning and refilling with brine. deck/freeboard deck for the valve specified
above.
2.3.6 Sluices, scuppers or drain pipes, which
would permit drainage from compartments 2.4.5 Any valve required by 2.4.4 may be fitted
outside the insulated chambers into the bilges of on the after side of the collision bulkhead,
the latter, are not to be fitted. provided the valve is readily accessible at all
times and the space in which it is located is not
2.3.7 Screwed plugs or other means for blanking a cargo space.
off scuppers draining insulating chambers and
cooler trays are not to be fitted. If, however, it is 2.4.6 In ships other than passenger ships, the
especially desired to provide means for valve required by 2.4.3 may be fitted on the after
temporarily closing these scuppers, they may be side of the collision bulkhead, provided the valve
fitted with shutoff valves controlled from readily is readily accessible at all times and is not
accessible positions on a deck above the load subject to mechanical damage.
waterline. An indicator is to be provided to
indicate whether the valve is open or shut. 2.5 Drainage from tanks, cofferdams and
void spaces
2.4 Drainage from fore and aft peaks
2.5.1 All the tanks except self-draining tanks,
2.4.1 Where the peaks are used as tanks, a whether for water ballast, oil fuel, liquid cargoes
power pump suction is to be led to each tank, etc. are to be provided with suction pipes led to
except in case of small tanks (generally not suitable power pumps. The pumping plant is to
3
exceeding 2 [m ] used for the carriage of be so arranged that any water or liquid within
domestic fresh water where hand pumps may any compartment of the ship can be pumped out
be used. through atleast one suction, when the ship is on
an even keel and/or designed trim and is either
2.4.2 The peaks may be drained by hand pumps upright or has a list of not more than 5 degrees.
provided the peaks are not used as tanks and
they are not connected to bilge main. The 2.5.2 Where the length of the ballast tank
suction lift is to be well within the capacity of the exceeds 30 [m], an additional suction is to be
hand pumps and is not to exceed 7.3 [m]. provided at the forward end of the tank. Where
the width of the tank is unusually large, suctions
In case of vessels of length 24 [m] or less and near the centerline in addition to wing suctions
fishing vessels, after peak may be drained by may be required.
Indian Register of Shipping
Rules and Regulations for the Construction and Classification of Steel Ships - 2016
Page 5 of 24
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2.7.2 Machinery spaces without double bottom:
2.5.3 Suction pipes from the cofferdams and
void spaces are to be led to the main bilge line. In ships without inner bottom, where the rise of
floor is 5 degrees or more, one branch and one
2.5.4 In ships where deep tanks may be used direct bilge suctions are to be led to positions as
for either water ballast or dry cargo, provision is near the center-line as possible. Bilge suctions
to be made for blanking the water ballast suction at wings will be required in all ships having rise
and filling when the tank is being used for of floor less than 5 degrees.
carrying cargo and for blanking the bilge line
when the tank is being used for carriage of 2.7.3 General requirements for machinery
water ballast. spaces:
2.6 Drainage from spaces above fore and a) In ships where machinery is situated at the
after peaks, chain lockers and above after end, it will generally be necessary to
machinery spaces provide suctions at the forward wings in
addition to the suctions at the after end of
2.6.1 Provision is to be made for the drainage of the machinery space;
chain locker and watertight compartments above
the fore peak tank by hand or power pump b) Special means are to be provided to prevent
suctions. accumulation of bilge water under main
propulsion generators and motors;
2.6.2 Steering gear compartments or other small
enclosed spaces situated above the after peak c) Where the machinery space is divided into
tank are to be provided with suitable means of watertight compartments, the drainage
drainage, either by hand or power bilge system for all compartments except for main
suctions. engine room is to be same as for cargo
holds except that one direct bilge suction
2.6.3 If the compartments referred to in 2.6.2 are from each watertight compartment would
adequately isolated from the adjacent 'tween also be required;
decks, they may be drained by scuppers of not
less than 38 [mm] bore, discharging into the d) The direct bilge suctions in machinery
tunnel (or machinery spaces in case of ships space(s) are to be led to independent power
with machinery aft) and fitted with self-closing pump(s), and the arrangements are to be
cocks situated in well lighted and visible such that these direct suctions can be used
positions. These arrangements are not independently of the main bilge line
applicable to passenger ships unless they are suctions.
specially approved in relation to subdivision
considerations. 2.7.4 Emergency bilge suction :
c) If the inner bottom has inverse camber or c) In steamships, the main sea water
discontinuity or depressions formed due to circulating pump is to be fitted with an
crankpins or other recesses, additional emergency bilge suction. This suction is to
suctions are to be provided. have diameter of at least two third of the
pump suction;
2.8.1 A bilge suction, connected to the main 2.9.5 The area of each branch pipe connecting
bilge line is to be provided for draining the tunnel the bilge main to a distribution chest is to be not
well. This tunnel well may extend to the outer less than the sum of the areas required by the
bottom. If the shaft tunnel slopes from aft to rules for the two largest branch bilge suction
forward end, an additional bilge suction at pipes connected to that chest, but need not be
forward end is to be provided. greater than that required for the main bilge line.
2.8.2 Internal diameter of the tunnel bilge 2.10 Bilge pumps and ejectors
suction pipe is not to be less than 65 [mm]
except for vessels of length less than 60 [m], 2.10.1 All ships, other than passenger ships, are
where tunnel bilge suction pipes of 50 [mm] bore to be provided with at least two independent
are acceptable. power bilge pumps. For ships of length 91.5 [m]
and below, one of these pumps may be main
2.8.3 Where the length of the tunnel is more engine driven. See 2.13 for requirements
than 30 [m], bilge suctions are to be provided at regarding passenger ships.
both the forward and aft ends.
2.10.2 The capacity of each bilge pump is to be
2.9 Sizes of bilge suctions sufficient enough to give the water a speed of at
least 122 [metres/minute] through the rule size
2.9.1 The internal diameter of the bilge pipes is of the main bilge line under normal working
not to be less than that found by the following conditions.
formula to the nearest 5 [mm] commercial size
available: The capacity of the bilge pump may be found by
the following formula :
dm = 1.68 L (B + D) + 25 [mm] -3 2 3
Q = 5.75 x 10 x d [m /hour]
c) The arrangements are such that at least one b) Where one tank is used for the drainage of
of these pumps is immediately available for several watertight compartments, the
bilge duty, when required, even when the scupper pipes are to be provided with
remaining pumps are in use for other screw-down non- return valves.
essential duties such as fire fighting.
2.12.5 No drain valve or cock is to be fitted to
2.10.7 For bilge pump capacity for ships having the collision bulkhead. Drain valves or cocks are
closed vehicle and ro-ro spaces and special not to be fitted to other watertight bulkheads if
category spaces, refer Pt.6, Ch.7, Cl. 3.6.1.4 alternative means of drainage are practicable.
and 3.6.1.5. These arrangements are not permissible in
passenger ships.
2.11 Pump types
2.12.6 Where drain valves or cocks are fitted to
2.11.1 The bilge pumps required by the rules bulkheads other than collision bulkhead, as
are to be of self-priming type, unless an permitted by 2.12.5, the drain valves or cocks
approved priming system is provided for these are to be at all times readily accessible and are
ships. to be capable of being shut off from positions
above the bulkhead deck. Indicators are to be
2.12 Bilge piping arrangements and fittings provided to show whether the drains are open or
shut.
2.12.1 Bilge pipes are not, as far as possible, to
pass through double bottom tanks. If 2.12.7 Bilge pipes which are required for
unavoidable, such bilge pipes are to be provided draining cargo or machinery spaces are to be
with welded joints or heavy flanged joints and entirely distinct from sea inlet pipes or from
are to be tested after fitting to the same pipes which may be used for filling or emptying
pressure as the tanks through which they pass. spaces where water or oil is carried. This does
not, however, exclude a bilge ejection
2.12.2 The parts of bilge pipes passing through connection, a connecting pipe from a pump to its
deep tanks, intended to carry water ballast, suction valve chest, or a deep tank suction pipe
fresh water, liquid cargo or fuel oil are normally suitably connected through a change-over
to be contained in a pipe tunnel, but where this device to bilge, ballast or oil line.
is not done, the pipes are to be of heavy gauge
with welded or heavy flanged joints. The open 2.12.8 The arrangement of pumps, valves and
ends of such pipes are to be fitted with non- piping is to be such that any pump could be
return valves. The pipes are to be tested, after opened up for overhaul and repairs without
fitting, to a pressure of not less than the affecting the operation of the other pumps.
2.12.9 The arrangement of valves, pumps, 2.12.16 Where relief valves are fitted to pumps
cocks and their pipe connections is to be such having sea connections, these valves are to be
as to prevent the possibility of placing one fitted in readily visible positions above the
watertight compartment in communication with platform. The arrangement is to be such that
another, or of cargo spaces, machinery spaces any discharge from the relief valves will also be
or other dry spaces coming in communication readily visible.
with the sea or the tanks. For this purpose the
bilge suction pipe of any pump also having sea 2.12.17 Where non-return valves are fitted to the
suction is to be fitted with a non-return valve open ends of bilge suction pipes in cargo holds
which cannot permit communication between in order to decrease the risk of flooding, they are
the bilges and the sea or the compartments in to be of an approved type which does not offer
use as tanks. undue obstruction to the flow of water.
2.12.10 Screw-down non-return valves are to be 2.13 Additional requirements for passenger
provided in the following fittings : ships
a) Bilge distribution chest valves; 2.13.1 All passenger ships are to have at least
three power bilge pumps connected to the bilge
b) Direct bilge suction and bilge pump main, one of which may be attached to the
connection to main line; propelling unit. Where the bilge pump numeral is
30 or more, one additional independent power
c) Bilge suction hose connections on the pump is to be provided. Sanitary, ballast and
pumps or on the main line; general service pumps may be accepted as
independent power bilge pumps if fitted with
d) Emergency bilge suctions. necessary connections to the bilge pumping
system.
2.12.11 Bilge suction pipes from machinery
spaces and shaft tunnel, except emergency The bilge pump numeral is to be calculated as
bilge suction, are to be led from easily follows:
accessible mud boxes fitted with straight tail
pipes to the bilges. The open ends of the tail When P1 is greater than P : bilge pump numeral
pipes are not to be fitted with strum boxes. The
mud boxes are to be provided with covers which M + 2P1
can be easily opened and closed for cleaning = 72
purposes. V + P1 − P
2.12.12 Strum boxes are to be fitted to the open in other cases: bilge pump numeral
ends of bilge suction pipes from the cargo holds.
The diameter of holes from these strum boxes is
M + 2P
not to be more than 10 [mm] and the total area = 72
of the holes is not to be less than twice the area V
of the pipes.
where,
2.12.13 Where access manholes to bilge wells
are necessary, they are to be fitted as near to LL = the load line length of the ship (metres), as
the suction strums as practicable. defined in Pt.3, Ch.1, Cl.2.1.9;
2.12.14 Adequate distance is to be provided M = the volume of the machinery space (cubic
between the open ends of suction pipes and metres), as defined in Pt.6, Ch.1, Sec.3 that is
bilge well bottom to permit adequate and easy below the bulkhead deck; with the addition
flow of water and to facilitate cleaning. thereto of the volume of any permanent oil fuel
bunkers which may be situated above the inner
2.12.15 All the valves, cocks and mud boxes are bottom and forward of, or abaft, the machinery
to be located in easily accessible positions space;
above or at the same level as the floor plates.
Where this is unavoidable, they may be fitted P = the whole volume of the passenger and
immediately below the floor plates provided the crew spaces below the bulkhead deck (cubic
floor plates are capable of being opened and metres) which are provided for the
closed easily and suitable name plates are fitted accommodation and use of passengers and
indicating the fittings below. crew, excluding baggage, store, provision and
mail rooms;
the horizontal plane passing through the point of connected to a bilge main having at least one
intersection with the frame line amidships of a branch to each compartment.
transverse diagonal line inclined at 25 degrees
to the base line and cutting it at a point one half 2.15 Ballast system
the ship's moulded breadth from the middle line.
A well extending to the outer bottom is, 2.15.1 Provision is to be made for ballasting and
however, permitted at the after end of the shaft deballasting all the ballast tanks by pipe lines
tunnel. which are entirely separate and distinct from
pipe lines used for bilging.
2.14 Drainage arrangements on vessels not
fitted with propelling machinery 2.15.2 Where the length of the ballast tanks
exceeds 30 [m], an additional suction is to be
2.14.1 Vessels not fitted with propelling provided at the forward end of the tanks. Where
machinery are to be provided effective hand the width of the tank is unusually large, suction
pumps which can be operated from above the near the centerline in addition to wing suctions
bulkhead deck or the highest convenient level may be required.
which is always available. There is to be one
pump for each compartment or two pumps
Section 3
3.2.15 Vent pipes are to be self-draining under 3.3.7 Overflow pipes are to be self-draining
normal conditions of trim. under normal conditions of trim.
3.2.16 The thickness of the exposed portion of 3.3.8 For size of overflow pipes, see 3.2.11.
the vent pipes are to be as required in Pt.3,
Ch.13, 3.2.5. 3.4 Sounding arrangements (Also refer Pt.6,
Ch.2, 1.2.for F.O., L.O. and other flammable
3.3 Overflow pipes oils)
3.3.1 All tanks which can be pumped up are to 3.4.1 All tanks, cofferdams and pipe tunnels are
be fitted with overflow pipes when the pressure to be provided with sounding pipes or other
head corresponding to the height of vent pipe is approved means for ascertaining the level of
greater than that for which the tanks are suitable liquid in the tanks. Means of ascertaining the
or when the sectional area of the vent pipes is level of liquid in oil fuel tanks is to be of safe
less than that required by 3.2.11. type. Level switches may be used provided they
are contained in steel enclosure or other
3.3.2 Oil fuel and lubricating oil tanks which can enclosures not destroyed by fire. Bilges of
be pumped up and which have openings for compartments which are not, at all times, readily
fittings, for example - for a float sounding accessible are to be provided with sounding
system, are to be fitted with overflow pipes. The pipes. The soundings are to be taken as near
tank openings, for such fittings, are to be the suction pipes as practicable.
situated above the highest point of the overflow
piping. 3.4.2 Oil level gauges may be used for tanks
containing lubricating oil, oil fuel or other
3.3.3 In the case of oil fuel and lubricating oil flammable liquid in place of sounding pipes,
tanks, the overflow pipe is to be led to an subject to the following conditions:
overflow tank of adequate capacity or to a
storage tank having space reserved for overflow - In passenger ships such gauges should not
purposes and be in readily visible position. A require penetration below the top of the tank
sight glass is to be provided in the overflow pipe and their failure or overfilling of the tanks will
to indicate when the tanks are overflowing. Such not allow release of their contents; and
sight glasses are to be placed only in the vertical
portion of the pipes and be located in a readily
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Chapter 3 Part 4
Page 12 of 24 Pumping and Piping
- In cargo ships, the failure of level gauges or 3.4.6 Striking plates of adequate thickness and
overfilling of the tank will not allow release size are to be fitted under open ended sounding
of their contents into the space. The use of pipes. Where slotted pipes having closed ends
cylindrical gauge glasses is not acceptable. are employed, the closing plugs are to be of
Flat type glasses may be accepted provided substantial construction.
they are of heat resisting quality, adequately
supported, protected from mechanical 3.4.7 All sounding pipes are to be not less than
damage and fitted with self closing valves 32 [mm] bore. All sounding pipes, whether for
between the gauges and the tanks. compartments or tanks, which pass through
refrigerated spaces or the insulation thereof, in
3.4.3 Except as permitted by 3.4.4 sounding which the temperatures contemplated are 0°C or
pipes are to be led to positions above the below, are to be not less than 65 [mm] bore.
bulkhead deck which are at all times accessible.
In the case of oil fuel tanks, cargo oil tanks and 3.4.8 The upper ends of all sounding pipes are
lubricating oil tanks, the sounding pipes are to to be provided with efficient closing devices. The
be led to safe positions on the open deck. The sounding pipes are to be arranged as straight as
sounding pipes should not terminate in any practicable, and if curved, the curvature is to be
space where the risk of ignition from spillage large enough to permit easy passage of
from sounding pipe exists. Sounding pipes are sounding rod/chain.
not to terminate in passenger or crew spaces.
3.5 Scuppers and discharges (Also refer Pt.3,
3.4.4 Where it is impracticable to comply with Ch.13)
3.4.3 above, short sounding pipes may be fitted
in readily accessible positions as indicated in the 3.5.1 Scupper and discharge pipes which are
following: not required to be of substantial thickness in
accordance with Pt.3 are to be at least 4.5 [mm]
a) Passenger ships: thick for pipes of 155 [mm] external diameter
and less; and 6.0 [mm] for pipes of external
- Only to double bottom tanks and diameter of 230 [mm] and more, intermediate
cofferdams in machinery spaces. sizes are to be determined by linear
- All short sounding pipes are to be interpolation.
provided with self-closing cocks as
described in Pt.6, Ch.2, 1.2.2.3.5.1. 3.5.2 Scupper and discharge pipes which are
required to be of substantial thickness in
b) Cargo ships: accordance with Pt.3 are to be at least of
following thickness:
- Only to tanks and cofferdams in
machinery spaces and shaft tunnels. - 7 [mm] thick for pipes of external diameter
- Short sounding pipes to oil fuel, of equal to or less than 80 [mm];
lubricating oil and other flammable oil - 10 [mm] thick for pipes of external diameter
tanks are to be provided as per Pt.6, equal to 180 [mm];
Ch.2, 1.2.2.3.51 and 1.2.3.1(a) and (b). - 12.5 [mm] thick for pipes of external
Short sounding pipes to other types of diameter equal to or more than 220 [mm];
tanks and cofferdams may be fitted with
screw caps attached by chain to the Intermediate sizes are to be determined by
pipe or with shut-off cocks. linear interpolation.
3.4.5 Elbow sounding pipes are not to be used 3.5.3 Overboard discharges are to be so located
for deep tanks unless the elbows and pipes are as to prevent any discharge of water into the life
situated within closed cofferdams or within tanks boats.
containing similar liquids. They may, however,
be fitted to other tanks and may be used for 3.6 Water level detectors on single hold
sounding bilges, provided that it is not cargo ships other than bulk carriers
practicable to lead them direct to the tanks or
compartments. 3.6.1 Ships of load line length LLL (see Pt.3,
Ch.1 for definition of LLL) less than 80 [m] and
a) The elbows are to be of heavy construction having a single cargo hold below the freeboard
and adequately supported; deck or cargo holds below the freeboard deck
b) In passenger ships, elbow sounding pipes which are not separated by at least one full
are not permissible. watertight bulkhead, are to be fitted with water
level detectors in such cargo hold/s, unless
exempted by 3.6.3.
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3.6.2 The water level detectors are to: 3.6.3 The water level detectors required in 3.6.1
need not be fitted in ships having watertight side
i) give an audible and visual alarm at the compartments each side of the cargo hold
navigation bridge when the water level length extending vertically at least from inner
above the inner bottom in the cargo hold bottom to freeboard deck.
reaches a height of not less than 0.3 [m]
and another when such level reaches Note : The water level detectors are to be of
not more than 15% of the mean depth of approved type. For further details regarding
the cargo hold; and performance tests, sensor locations, installation
and other testing requirements refer
ii) be fitted at the aft end of the hold, or classification notes: “Type approval, installation
above its lowest part where the inner and testing of water level detectors on bulk
bottom is not parallel to the design carriers and Single Hold Cargo Ships other than
waterline. Where webs or partial Bulk Carriers”.
watertight bulkheads are fitted above
the inner bottom, fitting of additional
detectors may be required.
Section 4
Fig.4.2.4 : ‘Equivalent arrangement’ for F.O. service tanks (Refer Clause 4.2.4)
A) Main and auxiliary engines and boilers operating on heavy fuel (one fuel ship)
Rule requirements
Equivalent arrangements
The above arrangement only applies where main and auxiliary engines can operate with heavy fuel oil
under all load conditions and, in the case of main engines, during manoeuvring.
For pilot burners of auxiliary boilers if provided, an additional MDO tank for 8 h operation may be
necessary.
B) Main engines and boilers on HFO and aux. Engines on MDO (two fuel ship)
Rule requirement
HFO Serv Tank HFO Serv Tank MDO Serv MDO Serv Tank
Capacity for at least Capacity for at least Tank Capacity for at least 8.h
8.h each 8.h each Capacity for at each Aux. Eng
Main Eng + Main Eng + least 8.h each
Aux Boiler Aux Boiler Aux. Eng
Equivalent arrangement
Fig.4.2.4 : (Contd.)
Notes:
1. The arrangements in A) and B) above apply, provided the propulsion and vital systems which use two
types of fuel, support rapid fuel change over and are capable of operating in all normal operating
conditions at sea with both types of fuel (MDO and HFO)
2. Service tank is a fuel oil tank which contains only fuel of a quality ready for use, i.e. fuel of a grade and
quality that meets the specification required by the equipment manufacturer. A service tank is to be
declared as such and not to be used for any other purpose.
3. Use of a settling tank with or without purifiers alone and one service tank is not acceptable as an
“equivalent arrangement” to two service tanks.
4. The equivalent arrangements described above are the interpretations followed by IRS, unless the flag
administration has provided a different interpretation.
4.3 Oil fuel piping copper or copper alloy, except those which pass
through storage tanks.
4.3.1 Oil fuel pressure pipes are to be led,
where practicable, remote from heated surfaces 4.3.7 Pipes for tanks storing fresh water are to
and electrical appliances, but where this is be separate and distinct from any pipes which
impracticable the pipes are to have a minimum may be used for oil or oily water, and are not to
number of joints and are to be led in well lighted be led through tanks which contain oil, nor are
and readily visible positions. oil pipes to be led through fresh water tanks.
4.3.2 Pipes conveying oil heated above 60°C 4.3.8 Pipes conveying vegetable oils or similar
are to be of seamless steel or other approved cargo oils are not to be led through oil fuel
material having flanged or welded joints. tanks, nor are oil fuel pipes to be led through
tanks containing such cargoes.
4.3.3 The flanges are to be machined, and the
jointing material, which is to be impervious to oil 4.3.9 In passenger ships, provision is to be
heated to 150°C, is to be the thinnest possible, made for the transfer of oil fuel from any oil fuel
so that the flanges are practically metal to metal. storage or settling tank to any other oil fuel
The scantlings of the pipes and their flanges are storage tank.
to be suitable for a pressure of at least 14 bar or
for the design pressure, whichever is the 4.3.10 Where IRS may permit the conveying of
greater. oil and combustible liquids through accommo-
dation and service spaces, the pipes conveying
4.3.4 The short joining lengths of pipes to the oil or combustible liquids are to be of a material
burners from the control valves at the boiler may approved by IRS having regard to the risk of fire.
have cone unions, provided these are of
specially robust construction. 4.4 Arrangement of valves, cocks, pumps
and fittings
4.3.5 Flexible hoses of approved material and
design may be used for the burner pipes, 4.4.1 The oil fuel pumping arrangements are to
provided that spare length complete with be distinct from other pumping systems as far as
couplings, are carried on board. practicable and the means provided for
preventing dangerous interconnection in service
4.3.6 Transfer, suction and other low pressure are to be thoroughly effective.
oil pipes and all pipes passing through oil
storage tanks are to be made of cast iron or 4.4.2 All valves and cocks forming part of the oil
steel, having flanged joints suitable for a working fuel installation are to be capable of being
pressure of not less than 7 bar. The flanges are controlled from readily accessible positions
to be machined and the jointing material is to be which, in the engine room and boiler spaces are
impervious to oil. Where the pipes are of 25 to be above the working platform.
[mm] bore or less, they may be seamless
4.4.3 Every oil fuel suction pipe from a double cannot exceed that for which the piping is
bottom tank is to be fitted with a valve or a cock. designed.
4.4.4 For oil fuel tanks which are situated above 4.4.10 Valves or cocks are to be interposed
the double bottom tanks, the inlet and outlet, between the pumps on the suction and
pipes which are connected to the tank at a point discharge pipes in order that any pump may be
lower than the outlet of the overflow pipe or shut off for opening up and overhaul.
below the top of the tanks without an overflow
pipe, are to be fitted with shut off valves located 4.4.11 Relief valves are to be fitted on the oil
on the tank itself. side of the heaters and are to be adjusted to
operate at a pressure of 3.5 bar above that of
4.4.5 In the engine and boiler spaces, valves, the supply pump relief valves. The discharge
mentioned in 4.4.4, are to be capable of being from the relief valves is to be led to a safe
closed locally and from positions outside these position.
spaces which will always be accessible in the
event of fire occurring in these spaces. 4.4.12 Drip trays are to be fitted at location
Instructions for closing the valves are to be where frequent leakage is expected, oil burners
indicated at the valves and at the remote control at furnace mouths, drain and valves under daily
positions. The controls for remote operation of service tanks, filter and all other oil fuel
the quick closing valve for the emergency appliances which are required to be opened up
generator fuel tank are to be in a separate frequently for cleaning or adjustment. Where
location from other quick closing valves for tanks drain pipes are provided from collected
in the engine room. leakages, they shall be led to a suitable oil drain
tank not forming part of an overflow system.
4.4.6 Every oil fuel suction pipe which is led into
the engine and boiler spaces, from a tank 4.4.13 Where MARPOL Regulation I/12A for
situated above the double bottom, outside these protective location of fuel oil tanks applies (see
spaces (including shaft tunnel, pipe tunnel or Pt.3, Ch.1, Sec.1.6), the fuel oil lines, suction
similar spaces), is to be fitted in the machinery wells and valves are to satisfy the requirements
space with a valve controlled as in 4.4.5, except of paragraph 9 and 10 of the above MARPOL
where the valve on the tank is already capable Regulation.
of being closed from an accessible position
above the bulkhead deck. Valves for such fuel oil tanks are to be located
above the bottom at distances not less than that
4.4.7 Settling tanks are to be provided with required for suction wells` in paragraph 10 of
means for draining water from the bottom of the MARPOL Regulation I/12A. Plan showing the
tanks. If the settling tanks are not provided, the location of tanks, suction wells and valves,
oil fuel bunkers or daily service tanks are to be indicating the distances are to be submitted for
fitted with water drains. approval.
Open drains for removing water from oil tanks The requirements for locations of oil fuel lines do
are to be fitted with valves or cocks of self- not apply to fuel oil air escapes and overflow
closing type, and suitable provision is to be pipes.
made for collecting the oily discharge.
4.5 Heating arrangements
4.4.8 Where a power driven pump is necessary
for transferring oil fuel, a stand by pump is to be 4.5.1 Steam heating installation
provided and connected ready for use, or,
alternatively, emergency connections may be 4.5.1.1 Where steam is used for heating oil fuel,
made to another suitable power driven pump. cargo oil or lubricating oil, in bunkers, tanks,
heaters or separators, the exhaust drains are to
4.4.9 All pumps which are capable of developing discharge the condensate into an observation
a pressure exceeding the design pressure of the tank in a well lighted and accessible position
system are to be provided with relief valves. where it can be readily seen whether or not it is
Each relief valve is to be in close circuit, i.e. free from oil.
arranged to discharge back to the suction side
of the pump and to effectively limit the pump 4.5.2 Thermal oil installations
discharge pressure to the design pressure of the
system. Pressure relief valves need not be fitted 4.5.2.1 The inlet and outlet valves of oil-fired
when the system is secured only by centrifugal thermal oil heaters and exhaust-fired thermal oil
pumps so designed that the pressure delivered heaters is to be controllable from outside the
compartment where they are situated.
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Alternatively an arrangement for quick gravity collection and drainage, to prevent water
drainage of the thermal oil contained in the flowing into the diesel engine. The drain is
system into a collecting tank is acceptable. to be led to a suitable location.
4.5.2.2 Heating of liquid cargoes with flash 4.5.3 Oil fuel in storage tanks is not to be heated
points below 60°C shall be arranged by means to a temperature within 10°C below the flash
of a separate secondary system, located point of the oil. Where oil fuel in service tanks,
completely within the cargo area. settling tanks and any other tanks in the supply
system is heated following arrangements are to
A single circuit system is acceptable on the be provided:
following conditions:
- The length of the vent pipes from such tanks
- system is so arranged that a positive and/or a cooling device is sufficient for
pressure in the coil shall be at least 3 [m] cooling the vapours to below 60°C;
water column above the static head of the otherwise the outlet of the vent pipes is to
cargo when circulating pump is not in be located at least 3 m away from a source
operation, of ignition;
- the thermal oil system expansion tank shall - There are no openings from the vapour
be fitted with high and low level alarms, space of the fuel tanks in to machinery
spaces (bolted manholes are acceptable);
- means to be provided in the thermal oil
system expansion tank for detection of - Any enclosed spaces are not to be located
flammable cargo vapours. Portable directly above such oil fuel tanks, except for
equipment is accepted, vented cofferdams; and
- valves for the individual heating coils is to - Electrical equipment is not to be fitted in the
be provided with locking arrangement to vapour space of the tanks, unless they are
ensure that the coils are under static certified intrinsically safe.
pressure at all times.
4.6 Temperature indication
4.5.2.3 The thermal oil circulating pumps is to be
arranged for emergency stopping from a 4.6.1 Tanks and heaters in which oil is heated
position outside the space where they are are to be provided with suitable means for
situated. ascertaining the temperature of the oil.
4.5.2.4 Vents from expansion tanks and thermal 4.7 Filling arrangements
oil storage tanks of thermal oil heating plants is
to be led to open deck. 4.7.1 The bunkering of the ship is to be carried
out through a permanently fitted pipeline,
4.5.2.5 Exhaust-fired thermal oil heaters provided with the required fittings and ensuring
fuel delivery to all storage tanks. The open end
− The heater is to be so designed and of the filling pipe is to be led to the tank bottom.
installed that all tubes are easily and readily
be inspected for signs of corrosion and In passenger ships fuel bunkering stations are to
leakage. be isolated from other spaces and are to be
efficiently drained and ventilated.
− Visual inspection and tightness testing of
the heater tubes is to be not less than the 4.7.2 Provision is to be made against over-
working pressure and is to be carried out pressure in the filling pipes, served by pumps on
annually. Hydraulic testing is to be carried board, and any relief valve fitted for this purpose
out bi-annually. is to discharge into an overflow tank or other
safe position.
− The heater is to be fitted with temperature
sensor(s) and an alarm for fire detection. 4.8 Alternate carriage of oil fuel and water
ballast
− A fixed fire extinguishing and cooling system
is to be fitted. A drenching system providing 4.8.1 Where it is intended to carry oil fuel and
copious amounts of water is acceptable. water ballast in the same tanks alternatively, the
The exhaust ducting below the exhaust valves or cocks connecting the suction pipes of
boiler is to be arranged for adequate these tanks with the ballast pump and those
connecting them with the oil fuel transfer pump 4.10.1.3 In systems where oil is fed to the
are to be so arranged that the oil may be burners by gravity, duplex filters are to be fitted
pumped from one tank by the oil fuel pump at in the supply pipeline to the burners and so
the same time as the ballast pump is being used arranged that one filter can be opened up when
on any other tank. the other is in use.
Where settling or service tanks are fitted, each 4.10.1.4 Where steam is required to bring the
having a capacity sufficient to permit 12 hour boiler plant into operation, starting up oil fuel
normal service without replenishment, the above unit, including an auxiliary heater and hand
requirement may be dispensed with. pump, or other suitable starting up device, which
does not require power from shore, is to be
4.8.2 Attention is drawn to the statutory provided.
requirements issued by the National Authorities
in connection with International Convention for 4.10.1.5 Where burners are provided with steam
the Prevention of Pollution of the Sea by Oil, purging and/or atomizing connections, the
1973/78. arrangements are to be such that oil fuel cannot
find its way into steam system in the event of
4.9 Deep tanks for the alternative carriage of valve leakage.
oil, water ballast or dry cargo
4.10.1.6 The burner arrangements are to be
4.9.1 In the case of deep tanks which can be such that a burner cannot be withdrawn unless
used for the carriage of oil fuel, cargo oil, water the oil fuel supply to that burner is shut off and
ballast or dry cargo, provision is to be made for that oil cannot be turned on unless the burner
blank flanging the oil and water ballast filling and has been correctly coupled to the supply line.
suction pipes, also the steam coils if retained in
place, when the tank is used for dry cargo, and 4.10.1.7 A quick-closing master valve is to be
for blank flanging the bilge suction pipes when fitted to the oil supply to each boiler manifold,
the tanks are used for oil or water ballast. suitably located so that the valve can be readily
operated in an emergency, either directly or by
4.9.2 If the deep tanks are connected to an means of remote control, having regard to the
overflow system, the arrangements are to be machinery arrangements and location of
such that liquid or vapour from other tanks controls.
cannot enter the deep tanks when dry cargo is
carried in them. 4.10.1.8 In the case of top-fired boilers, means
are to be provided so that, in the event of flame
4.10 Oil fuel burning arrangements failure, oil fuel supply to the burners is shut off
automatically, and audible and visual warnings
4.10.1 For boilers are given.
4.10.1.1 Where steam is required for the main 4.10.1.9 Provision is to be made, by suitable
propelling engines, for auxiliary machinery for non-return arrangements, to prevent oil from
essential services, or for heating of heavy fuel spill systems being returned to the burners when
oil and is generated by burning oil fuel under oil supply to these burners has been shut off.
pressure, there are to be not less than two oil
burning units, each unit comprising a pressure 4.10.1.10 For alternatively fired furnaces of the
pump, suction and discharge filters and a boilers using exhaust gases and oil fuel, the
heater. For auxiliary boilers, a single oil burning exhaust gas inlet pipe is to be provided with an
unit may be accepted, provided that alternative isolating device and interlocking arrangements
means, such as an exhaust gas boiler or whereby oil fuel can only be supplied to the
composite boiler, are available for supplying burners when the isolating device is closed to
steam for essential services. the boiler.
4.10.1.2 In two unit installations, each unit is to 4.10.2 For internal combustion engines
be capable of supplying fuel for generating all
the steam required for essential services. In 4.10.2.1 Filters are to be fitted in the supply lines
installations of three or more units, the to the main and auxiliary machinery. For non-
capacities and arrangements of the units are to redundant units for essential services, it must be
be such that all the steam required for essential possible to clean the filters without stopping the
services can be maintained with any one unit unit or reducing the supply of filtered oil to the
out of action. unit.
4.10.4.2 In emission control areas one of the 4.11 Remote stop of oil fuel pumps and fans
following configurations are to be provided:
4.11.1 Emergency stop of power supply to the
a) Fuel oil pumps as in 4.10.4.1, provided these following pumps and fans is to be arranged from
are each suitable for marine fuels with a sulphur a central place outside the engine and boiler
content not exceeding 0.1 % m/m and minimum room (Also refer Ch.8, Cl. 2.15.2) and Pt.6,
viscosity of 2 cSt operation at the required Ch.2, Sec.2:
capacity for normal operation of propulsion
machinery, or, - oil fuel transfer pump;
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Chapter 3 Part 4
Page 20 of 24 Pumping and Piping
Section 5
5.1 Expansion and drainage relief valves, installed on the low pressure side,
immediately after pressure reducing valve,
5.1.1 In all steam piping systems, ample having sufficient discharge capacity to protect
provision is to be made for expansion and the piping against excessive pressure.
contraction to take place without unduly
straining the pipes. 5.4 Steam supply to auxiliaries
5.1.2 The slope of the pipes and the number 5.4.1 The steam supply to steering gear and
and position of the drain valves or cocks are to essential auxiliaries is to be so arranged that it is
be such that water can be efficiently drained not affected in the event of main steam supply to
from any portion of the steam piping system, propulsion machinery or cargo oil pumps being
when the ship is on even keel and/or designed shut off.
trim and is either upright or has a list of not more
than 5 degrees. 5.5 Steam for fire extinguishing in cargo
holds
5.1.3 Drain valves or cocks are to be readily
accessible. 5.5.1 Where steam is used for fire extinguishing
in cargo holds, provision is to be made to
5.2 Steam pipes in way of holds, shaft and prevent damage to cargo by leakage of steam or
pipe tunnels drip. Details of proposed precautionary measu-
res are to be submitted for approval.
5.2.1 In general, steam pipes are not to be led
through spaces which may be used for carrying 5.6 Condensate pumps
cargo. But where it is impracticable to avoid
steam pipes passing through cargo spaces, the 5.6.1 Two or more extraction pumps are to be
pipes are to be efficiently insulated, secured and provided for dealing with the condensate from
protected against mechanical damage. Plans for the main and auxiliary condensers, at least one
such arrangements are to be submitted for of which is to be independently driven. Where
consideration. one of the independent feed pumps is fitted with
direct suctions from the condensers and a
5.2.2 Where the steam pipes pass through shaft discharge to the feed tank, it may be accepted
tunnels and pipe tunnels, these are to be as an independently driven extraction pump.
efficiently secured and insulated in such a way
that the lagging surface temperature does not 5.6.2 Condensate pumps are to be provided
exceed 60°C. with valves or cocks, interposed between the
pumps and the suctions and the discharge
5.3 Relief valves pipes, so that any pump may be opened up for
overhaul while the others continue in operation.
5.3.1 Auxiliary steam lines not designed to
withstand boiler pressure are to be fitted with
Section 6
6.2.2 In multiple screw ships in which there is 6.5.1 All ships fitted with boilers are to be
only one independently driven feed pump, each provided with storage space for reserve feed
main engine is to be provided with a feed pump. water. Capacity of these tanks is to be at least
twice the hourly evaporation rate of the boilers.
6.2.3 Where only one independent feed pump
has been provided, a harbour feed pump or an 6.5.2 Feed water tanks are to be separated from
injector is to be fitted to provide second means oil tanks by cofferdam.
of feed to the boilers which are in use when the
main engines are not working. 6.6 Evaporators
6.2.4 The harbour feed pump, as required by 6.6.1 For main boilers, one or more evaporators,
6.2.3, may be used as general service pump, of adequate capacity, are to be provided.
provided that it is not connected to tanks
containing oil, or to tanks, cofferdams and bilges
which may contain oily water.
Section 7
c) Where a sea inlet scoop arrangement is 7.5.1 Sea-water cooling systems for main and
fitted, and there is only one independent auxiliary machinery are to be connected to at
condenser circulating pump, a further pump, least two cooling water inlets, preferably on
or a connection to the largest available opposite sides of the ship.
pump suitable for circulation duties, is to be
fitted to provide the second means of 7.5.2 Where sea water is used for the direct
circulation when the ship is maneuvering. cooling of main engines and auxiliaries, the sea
The pump is to be connected ready for water suction pipes are to be provided with
immediate use; strainers which can be cleaned without
interrupting the cooling water supply.
d) Where fresh water cooling is employed for
main/or auxiliary engines, a standby means
Section 8
8.1.2 Lubricating oil systems are to be entirely 8.2.4 Independently driven rotary type pumps
separated from other systems. This are to be fitted with non- return valves on the
requirement, however, does not apply to discharge side of the pumps.
hydraulic governing and maneuvering systems
for main and auxiliary engines. 8.2.5 A relief valve in close circuit is to be fitted
on the pump discharge if the pump is capable of
8.1.3 Lubricating oil tanks are to be separated developing a pressure exceeding the design
from other tanks containing water, fuel oil or pressure of the system, the relief valve is to
cargo oil, by means of cofferdams. effectively limit the pump discharge pressure to
the design pressure of the system.
8.1.4 For fire protection requirements also refer
Pt.6, Ch.2, 1.2.3. 8.3 Control of pumps and alarms
minutes, and, in case of propulsion turbo- 8.6 Valves and cocks on lubricating oil tanks
generators, until the unloaded turbine comes to
rest from its maximum rated running speed. 8.6.1 The provisions of 4.4.4, 4.4.5 and 4.4.6
are also to apply to lubricating oil tanks except
8.5 Filters those having a capacity less than 500 litres,
storage tanks on which valves are closed during
8.5.1 In systems, where lubricating oil is the normal operation mode of the ship, or where
circulated under pressure, provision is to be it is determined that an unintended operation of
made for efficient filtration of the oil. For non- a quick closing valve on the oil lubricating tank
redundant units, for essential services, it must would endanger the safe operation of the main
be possible to clean the filters without stopping propulsion and essential auxiliary machinery.
the unit or reducing the supply of filtered oil to
the units. 8.6.2 Where an engine lubricating oil drain tank
extends to the bottom shell plating in ships that
8.5.2 In the case of propulsion turbines and their are required to be provided with a double
gears, arrangements are to be made for bottom, a shutoff valve is to be fitted in the drain
lubricating oil to pass through magnetic strainers pipe between the engine crank case and the
and fine filters. double bottom lubricating oil tank. This valve is
to be capable of being closed from an
accessible position above the level of the lower
platform (floor plates).
End of Chapter
Chapter 4
Contents
Section
1 General
2 Steam Turbines
3 Gas Turbines
4 Oil Engines
5 Gearing
6 Main Propulsion Shafting
7 Propellers
8 Vibrations and Alignment
9 Thrusters
Section 1
General
1.1.1 The requirements of this Chapter are 1.3.1 Arrangements are to be provided to turn
applicable to all ships but may be modified for the prime movers of main propulsion systems,
ships classed for restricted services or for reduction gears and auxiliary drives. Suitable
special services. interlocks are to be provided.
1.1.2 Prime movers of less than 100 [kW] 1.4 Power ratings
capacity may be accepted based upon
manufacturer's certificate provided the prime 1.4.1 Where requirements to dimensions in this
movers are of an approved type. Chapter are based on power and revolutions per
minute, the values to be applied are maximum
1.1.3 Attention is drawn to any relevant statutory continuous power measured on engine output
requirements of the country in which the ship is shaft and corresponding revolutions per minute.
to be registered.
1.4.2 The maximum continuous power for which
1.1.4 Prime movers and power transmission the engine is to be approved is defined in ISO
systems not specified in this Chapter will be 3046/I for oil engines and ISO 3977 for gas
specially considered by IRS. turbines.
overload power refers to the power of the specification may be type approved in
generator set. accordance with “IRS certification scheme for
type approval of products”.
1.6 Certification of machinery
1.7.2 For non mass-produced engines the
1.6.1 The certification of machinery is to be in requirements given in subsection 4.12 of this
accordance with requirements given in Chapter chapter are applicable for type approval.
1, Section 4 of this part.
1.7.3 For mass-produced machinery, “Type
1.7 Type approval program approval certification scheme for machinery
manufactured by mass production system” is to
1.7.1 Products that can be consistently be referred to.
manufactured to the same design and
Section 2
Steam Turbines
2.1 Scope
- Vibration calculation of rotors and/or
2.1.1 The requirements of this Section are blades;
applicable to steam turbines for main propulsion
and to those for essential auxiliary services. - Performance characteristics with
functional description;
2.2 Plan and particulars
- Specification of reliability and
2.2.1 The following plans are to be submitted for availability; and
consideration, together with particulars of
materials, maximum shaft powers and - Analysis proving the specified reliability
revolutions per minute. The pressures and and availability.
temperatures applicable at maximum shaft
power and under the emergency conditions are 2.2.2 Full particulars of the means proposed for
to be stated or indicated on the plans. emergency propulsion are to be submitted.
- General technical specifications; 2.2.3 Where rotors and castings are of welded
construction, details of the welded joints are also
- General arrangement; to be submitted for consideration.
- Foundation and fastening; 2.3.2 Grey cast iron is not to be used for
temperatures exceeding 260°C.
- Block diagram with functional
description of control and monitoring 2.3.3 Turbine rotors and discs are to be of
system; forged steel. For carbon and carbon-manganese
steel forgings, the specified minimum tensile
- Lubricating oil system; strength is to be selected within the limits of 400
2
and 600 [N/mm ]. For alloy steel rotor forgings,
- Operating instructions manual; and the specified minimum tensile strength is to be
selected within the limits of 500 and 800
- Test programmes. [N/mm2]. For discs and other alloy steel
forgings, the specified minimum tensile strength
If required, the following information is also to be is to be selected within the limits of 500 and
submitted: 1000 [N/mm2].
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2.4.8 Adequate preheating is to be employed for
2.3.4 For alloy steels, details of the proposed mild steel cylinders and components and where
chemical composition, heat treatment and the metal thickness exceeds 44 [mm], and for all
mechanical properties are to be submitted for low alloy steel cylinders and components and for
approval. any part where necessitated by joint restraint.
2.3.5 When it is proposed to use material of 2.4.9 Stress relief heat treatment is to be applied
higher tensile strength, full details are to be to all cylinders and associated components on
submitted for approval. completion of the welding of all joints and
attached structures. For details of stress relief
2.4 Design and construction procedures, temperature and duration, See
Ch.10.
2.4.1 In the design and arrangement of turbine
machinery, adequate provision is to be made for 2.4.10 Surveyors are to be satisfied that the
the relative thermal expansion of the various desired quality of welding is attainable with the
turbine parts, and special attention is to be given proposed welding equipment and procedure,
to minimizing casing and rotor distortion under and for this purpose test specimens
all operating conditions. representative of the welded joints are to be
provided for radiographic examination and
2.4.2 Turbine bearings are to be so disposed mechanical tests.
and supported that lubrication is not adversely
affected by heat flow from adjacent hot parts of 2.4.11 Smooth fillets are to be provided at
the turbine. Effective means are to be provided abrupt changes of section of rotors, spindles,
for intercepting oil leakage and preventing oil discs, blade roots and tensions. The rivet holes
from reaching high temperature glands and in blade shrouds are to be rounded and
casings and steam pipes pockets are to be radiused on top and bottom surfaces, and
sufficiently large to prevent excessive tenons are to be radiused at their junction with
accumulation and leakage of oil. blade tips. Balancing holes in discs are to be
well rounded and polished.
2.4.3 The design analysis, if required, is to
include a full vibration analysis with 2.4.12 Surveyors are to be satisfied as to the
measurements as necessary, covering vibration workmanship and riveting of blades to shroud
of the rotor as well as blade vibrations. bands, and that the blade tenons are free from
cracks, particularly with high strength blade
2.4.4 Turbine rotors, cylinders and associated material. Test samples are to be sectioned and
components fabricated by means of welding will examined, and pull-off tests made if considered
be considered for acceptance if constructed by necessary by Surveyors.
firms whose works are properly equipped to
undertake welding to equivalent standards, for 2.4.13 Main turbine rotor discs fitted by shrinking
rotors and cylinders respectively, to those are to be secured with keys, dowels or other
required by the Rules for Class 1 welded approved means.
pressure vessels, See Ch.10.
2.5 Vibration
2.4.5 Before work is commenced, manufacturers
are to submit for consideration details of 2.5.1 Care is to be taken in the design and
proposed welding procedures and their manufacture of turbine rotors, rotor discs and
proposals for routine examination of joints by blades to ensure freedom from undue vibration
non-destructive means. within the operating speed range. Consideration
of blade vibration should include the effect of
2.4.6 Where it is proposed to construct rotors centrifugal force, blade root fixing, metal
from two or more forged components joined by temperature and disc flexibility where
welding, full details of the chemical composition, appropriate.
mechanical properties and heat treatment of the
materials, together with particulars of the 2.6 External influences
welding consumables, an outline of the welding
procedure, method of fabrication and heat 2.6.1 Pipes and ducts connected to turbine
treatment, are to be submitted for consideration. casings are to be so designed that no excessive
thrust loads or moments are applied by them to
2.4.7 Joints in rotors and major joints in the turbines. Grating and any fittings in way of
cylinders are to be designed as full-strength sliding feet or flexible-plate supports are to be so
welds and for complete fusion of the joint. arranged that casing expansion is not restricted.
Where main turbine seatings incorporate a tank
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structure, consideration is to be given to the are to control the speed within 10 per cent
temperature variation of the tanks in service to momentary variation and five per cent
ensure that turbine alignment will not be permanent variation when full load is
adversely affected. suddenly taken off or put on. The permanent
speed variations of alternating current
2.7 Steam supply and water system machines intended for parallel operations
are to equal within a tolerance of ± 0.5 per
2.7.1 In the arrangement of the gland sealing cent.
system, the pipes are to be made self-draining
and every precaution is to be taken against the 2.9.3 Low vacuum and over pressure protective
possibility of condensed steam entering the device
glands and turbines. The steam supply to the
gland sealing system is to be fitted with an a) Sentinel relief valves are to be provided at
effective drain trap. In the air ejector re- the exhaust ends of all turbines, to provide a
circulating water system, the connection to the warning to personnel of allowable pressure
condenser is to be so located that water cannot being exceeded. The valve discharge
impinge on the L.P. rotor or casing. outlets are to be visible and suitably
guarded if necessary to avoid injury to
2.8 Turning gear personnel. Where a low vacuum cut-out
device is provided, the sentinel relief valve
2.8.1 The turning gear for all propulsion turbines at the L.P. exhaust may be omitted.
is to be power-driven and if electric, is to be
continuously rated. b) Sentinel relief valves are to be provided at
the exhaust ends of all auxiliary turbines
2.9 Safety arrangement and the valve discharge outlets are to be
visible and suitably guarded if necessary.
2.9.1 Overspeed protective devices Low vacuum or over pressure cut-out
devices, as appropriate, are also to be
a) An overspeed protective device is to be provided for auxiliary turbines not installed
provided for main and auxiliary turbines to with their own condensers.
shut off the steam automatically and prevent
the maximum designed speed being c) When for auxiliary turbines, the inlet steam
exceeded by more than 15 per cent. pressure exceeds the pressure for which the
exhaust casing and associated piping up to
b) Where two or more turbines of a compound exhaust valve are designed, means to
main turbine installation are separately relieve the pressure are to be provided.
coupled to the same main gear wheel, and
one over-speed protective device is 2.10 Bled steam connections
provided, this is to be fitted to the L.P.
ahead turbine. Hand trip gear for shutting off 2.10.1 Non-return or other means, which will
the steam in an emergency is to be provided prevent steam and water returning to the
at the maneuvering platform. turbines, are to be fitted in bled steam
connections.
c) Where exhaust steam from auxiliary
systems is led to the main turbine, activation 2.11 Steam strainers
of the over-speed protective device is to cut
off this steam supply to the main turbine. 2.11.1 Efficient steam strainers are to be
provided close to the inlets to ahead and astern
2.9.2 Speed governors high pressure turbines, or alternatively at the
inlets to the maneuvering valves.
a) Where a turbine installation incorporates a
reverse gear, electric transmission or 2.12 Emergency arrangements
reversible propeller, a speed governor in
addition to, or in combination with, the 2.12.1 Lubricating oil failure
overspeed protective device is to be fitted,
and is to be capable of controlling the speed a) Arrangements are to be made for the steam
of the unloaded turbine without bringing the to the ahead propulsion turbines to be
overspeed protective device into action. automatically shut off in the event of failure
of the lubricating oil pressure; however,
b) Auxiliary turbines intended for driving steam is to be made available at the astern
electric generators are to be fitted with turbine for braking purposes in such an
speed governors which, with fixed setting, emergency.
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2.12.3 Single main boiler
b) Auxiliary turbine arrangements are to be
such that steam supply is automatically shut a) Ships intended for unrestricted service,
off in the event of failure of the lubricating oil fitted with steam turbines and having a
pressure. single main boiler, are to be provided with
means to ensure emergency propulsion in
c) Main turbines are to be provided with a the event of failure of the main boiler.
satisfactory emergency supply of lubricating
oil which will come into use automatically in 2.13 Tests and equipment
case of lubricating oil pressure falling below
a predetermined value. The emergency 2.13.1 Stability testing of turbine rotors
supply may be obtained from a gravity tank
containing sufficient oil to maintain adequate a) All solid forged H.P. turbine rotors intended
lubrication until the turbine is brought to rest for main propulsion service where the inlet
or by equivalent means. If emergency steam temperature exceeds 400°C are to be
pumps are used these are to be so subjected to at least one thermal stability
arranged that their operation is not affected test. This requirement is also applicable to
by failure of the power supply. Suitable rotors constructed from two or more forged
arrangements for cooling the bearings after components joined by welding. The test
stopping may also be required. may be carried out at the forge or turbine
builders' works (a) after heat treatment and
2.12.2 Single screw ships rough machining of the forging or (b) after
final machining, or (c) after final machining
a) In single screw ships fitted with cross and blading of the rotor. The stabilizing test
compound steam turbine installations in temperature is to be not less than 28°C
which two or more turbines are separately above the maximum steam temperature to
coupled to the same main gear wheel, the which the rotor will be exposed and not
arrangements are to be such as to enable more than the tempering temperature of the
safe navigation, when the steam supply to rotor material.
any one of the turbines is required to be
isolated. For this emergency operation b) Where main turbine rotors are subjected to
purpose, the steam may be led direct to the thermal stability tests at both forge and
L.P. turbine and either the H.P. or I.P. turbine builders' works the foregoing
turbine can exhaust direct to the condenser. requirements are applicable to both tests. It
Adequate arrangements and controls are to is not required that auxiliary turbine rotors
be provided for these operating conditions be tested for thermal stability, but if such
to ensure that the pressure and temperature tests are carried out, the requirements for
of the steam will not exceed those which the main turbine rotors will be generally
turbines and condenser can safely applicable.
withstand.
2.14 Balancing
b) The necessary pipes and valves for these
arrangements are to be readily available 2.14.1 All rotors as finished-bladed and
and properly marked. A fit up test of all complete with half-coupling are to be
combinations of pipes and valves is to be dynamically balanced to the Surveyor's
performed prior to the first sea trials. satisfaction, in a machine of sensitivity
appropriate to the size of rotor.
c) The permissible power/speeds when
operating without one of the turbines (all 2.15 Hydraulic tests
combinations) is to be specified and
information provided on board. 2.15.1 Maneuvering valves are to be tested to
twice the working pressure. The nozzle boxes of
d) The operation of the turbines under impulse turbines are to be tested to 1.5 times
emergency conditions is to be assessed for the working pressure.
the potential influence on shaft alignment
and gear teeth loading conditions. 2.15.2 The cylinders of all turbines are to be
tested to 1.5 times the working pressure in the
casing, or to 2.0 bar whichever is greater.
2.15.3 For test purposes, the cylinders may be 2.16 Indicators for movement
subdivided with temporary diaphragms for
distribution of test pressures. 2.16.1 Indicators for determining the axial
position of rotors relative to their casings, and
2.15.4 Condensers are to be tested in the steam for showing the longitudinal expansion of
space to 1.0 bar. The water space is to be casings at the sliding feet, if fitted, are to be
tested to the maximum pressure which the provided for main turbines. The latter indicators
pump can develop at ship's full draught with the should be fitted at both sides and be readily
discharge valve closed plus 0.7 bar with a visible.
minimum test pressure of 2.0 bar. Where the
operating conditions are not known, the test 2.17 Weardown gauges
pressure is to be not less than 3.4 bar.
2.17.1 Main and auxiliary turbines are to be
provided with bridge weardown gauges for
testing the alignment of the rotors.
Section 3
Gas Turbines
3.1 Scope
- Casings;
3.1.1 The requirements of this Section are
applicable to gas turbines for main propulsion - Combustion chambers and heat
and to those for essential auxiliary services. exchangers;
These requirements do not apply to exhaust gas
turbo-blowers. - Gasifiers;
3.1.2 The spare gear for gas turbines has not - Regenerators or recuperators;
been indicated in view of the variation in turbine
design and service conditions. In the - Rotors (turbine and compressor),
circumstances, a list of proposed spare gear is including discs, blades, bearings
to be submitted for consideration. couplings, and clutches;
3.3.1 Rotors and discs are to be of forged steel. 3.5.1 Components fabricated by means of
For carbon and carbon- manganese steel welding will be considered for acceptance if
forgings, the specified minimum tensile strength constructed by firms whose works are properly
is to be selected within the limits of 400 and 600 equipped to undertake welding of the standards
2
[N/mm ]. For alloy steel rotor forgings, the appropriate to the components according to the
specified minimum tensile strength is to be relevant requirements of Ch.10.
selected within the limits of 500 and 800
[N/mm2]. For discs and other alloy steel 3.5.2 Before work is commenced, manufacturers
forgings, the specified minimum tensile strength are to submit for consideration details of
is to be selected within the limits of 500 to 1000 proposed welding procedures and their
[N/mm2]. proposals for routine examination of joints by
non-destructive means.
3.3.2 For alloy steels, specifications giving the
proposed chemical composition and heat 3.5.3 Major joints are to be designed as full-
treatment are to be submitted for approval. strength welds and for complete fusion of the
joint.
3.3.3 When it is proposed to use a material of
higher tensile strength, full details are to be 3.5.4 Stress relief treatment is to be applied to
submitted for approval. all cylinders, rotors and associated components
on completion of the welding of all joints and
3.4 Design and construction attached structures. For details of stress relief
procedure, temperature and duration, See
3.4.1 All parts of turbines, compressors, etc., are Ch.10.
to have clearances and fits consistent with
adequate provision for the relative thermal 3.5.5 Surveyors are to be satisfied that the
expansion of the various components. Special desired quality of welding is attainable with the
attention is to be given to minimizing casing and proposed welding equipment and procedure,
rotor distortion under all operating conditions. and for this purpose test specimens
representative of the welded joints are to be
3.4.2 Turbine bearings are to be so disposed provided for radiographic examination and
and supported that lubrication is not adversely mechanical tests as required for steam turbines.
affected by heat flow from adjacent hot parts.
Effective means are to be provided for 3.6 Vibration
intercepting oil leakage and preventing oil from
reaching high temperature glands and casings. 3.6.1 Care is to be taken in the design and
manufacture of turbine and compressor rotors,
rotor discs and rotor blades to ensure freedom
from undue vibration within the operating speed
range. Calculations of the critical speeds giving
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full details of the basic assumptions are to be variation of the tank in service to ensure that
submitted for consideration. Where critical turbine alignment will not be adversely affected.
speeds are found by calculation to occur within
the operating speed range, vibration tests may 3.11.4 Where the turbine is provided with an
be requested in order to verify the calculations. acoustic enclosure, this is to act as shield to
prevent contamination of machinery spaces
3.7 Containment from external hazards and contain the heat
emission from the gas generator. The enclosure
3.7.1 Consideration should be given to the need is to be structurally sound and is to be a self-
for containment, with a view to minimizing and contained unit with arrangements for ventilation,
localizing damage, in the event of rotor blade lighting and noise attenuation. The drainage
failure. arrangements in the enclosure are to be
provided to prevent build up of liquids. A self
3.8 Inlet and exhaust systems contained and independent fire fighting system
is to be provided for such enclosure. One or
3.8.1 The air-inlet system is to be designed to more observation window/s is/are to be provided
minimize the entrance of harmful foreign matter. for visual inspection of critical components such
as auxiliary gearbox and burner manifold.
3.8.2 The arrangement of the turbine exhaust
system is to be such as to prevent exhaust 3.12 Overhaul life
gases being drawn into the compressors.
3.12.1 The overhaul schedule recommended by
3.9 Fuel and salt deposits the manufacturer is to be submitted for
consideration.
3.9.1 When it is intended to burn non-distillate
fuels forming harmful deposits, adequate 3.13 Safety arrangements
provision should be made for periodic removal
of the deposits. 3.13.1 Overspeed protective devices
3.10.1 Means are to be provided for indicating a) Where a main propulsion installation
the temperature of the power turbine exhaust incorporates a reverse gear, electric
gases. transmission or controllable (reversible)
pitch propeller, a speed governor,
3.11 External influences independent of the overspeed protective
device, is to be fitted and is to be capable of
3.11.1 Pipes and ducting connected to casings controlling the speed of the unloaded power
are to be so designed that no excessive thrust turbine without bringing the overspeed
loads or moments are applied by them to the protective device into action.
compressors and turbines.
b) Where an auxiliary turbine is intended for
3.11.2 Platform gratings and fittings in way of driving an electric generator, a speed
the supports are to be so arranged that casing governor, independent of the overspeed
expansion is not restricted. protective device, is to be fitted which, with
fixed setting, is to control the speed within
3.11.3 Where main turbine seatings incorpo- 10 per cent momentary variation and 5 per
rating a tank structure are proposed, cent permanent variation when full load is
consideration is to be given to the temperature suddenly taken off or put on. The
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permanent speed variation of a.c. machines arrangements in the machinery space. The
intended for parallel operations are to be arrangements together with calculations
equal within a tolerance of 0.5 per cent. showing the capacities of the cylinders is to be
submitted for approval.
3.13.3 The following turbine services are to be
provided with automatic temperature controls so 3.13.7 Inlet and exhaust silencers are to be
as to maintain steady state conditions fitted to limit the sound power level at one meter
throughout the normal operating range of the from the gas turbine system to 110 dB for
main turbine: unmanned machinery spaces or to 90 dB for
manned machinery spaces.
- lubricating oil system;
- oil fuel supply (or automatic control of oil 3.14 Starting arrangements
fuel viscosity as an alternative); and
- exhaust gas. 3.14.1 Means are to be provided, preferably
automatic or interlocked, to clear all parts of the
3.13.4 Alarms and automatic shutdown devices gas turbine of the accumulation of liquid fuel, or
are to be provided in accordance with Table for purging gaseous fuel, before ignition
3.13.1. commences on starting, or recommences after
failure to start.
3.13.5 Hand trip gear for shutting off the fuel in
an emergency is to be provided locally at the 3.14.2 The starting arrangements can be
turbine control platform and where applicable, at pneumatic, hydraulic or electric. The starting air
the centralized control station. pipes system, safety fittings and number of
starts are to comply with the requirements for oil
3.13.6 All non-mobile gas turbines are to be engines as given in Section 4.11.
provided with independent, self contained
suitable foam or CO2 or water mist fire fighting 3.14.3 Starting devices are to be so arranged
system with detection ability to give warning that firing operation is discontinued and main
automatically at local and remote control fuel valve is closed within pre-determined time in
positions when activated. This system is to be case of ignition failure.
distinctly separate from the fire fighting
3.14.4 Where the gas turbine is arranged for air 3.17.2 Electric starting arrangements for
starting, the total air receiver capacity is to be auxiliary turbines are to have two separate
sufficient to provide, without replenishment, not batteries or be supplied by separate circuits
less than six consecutive starts. At least two air from the main turbine batteries when such are
receivers of equal capacity are to be provided. provided. Where one of the auxiliary turbines
For details of air receivers, see Chapter 5. For only is fitted with an electric starter one battery
multi engine installations three consecutive will be acceptable.
starts per engine are required.
3.17.3 The combined capacity of the batteries
3.15 Tests for starting the auxiliary turbines is to be
sufficient for at least three starts for each
3.15.1 Balancing turbine.
a) The rotors as finished-bladed and complete 3.17.4 The requirements for battery installations
with half-coupling are to be dynamically are given in Pt.4, Ch.8.
balanced to the Surveyor's satisfaction, in a
machine of sensitivity appropriate to the size 3.18 Type testing of gas turbine
of rotor.
3.18.1 Type tests are to be carried out in
3.15.2 Hydraulic tests accordance with the agreed test programme on
a representative machine comprising gas
a) All casings are to be tested to a hydraulic generator and power turbine and are to be
pressure equal to 1.5 times the highest witnessed by IRS surveyor. It may be carried out
pressure in the casing during normal at the manufacturer’s works or at any
operation or 1.5 times the pressure during establishment having suitable facilities
starting, whichever is the higher. For test acceptable to IRS.
purposes if necessary, the casings may be
subdivided with temporary diaphragms for 3.18.2 Where the gas turbine unit can be
distribution of test pressure. separated conveniently into a gas generator and
a power turbine, the type test is to include an
b) Where hydraulic tests cannot be carried out, initial test of the gas generator to ascertain that
the manufacturers are to submit, for the fuel consumption and gas horse power are
approval, alternative proposals for within ±2.5% of design maximum conditions at
determining the soundness of the rated speed.
component.
3.18.3 After completion of the initial test of the
c) Inter coolers and heat exchangers are to be gas generator, the gas generator and power
tested to 1.5 times the maximum working turbine are to be assembled together and
pressure on each side separately. prepared for the gas turbine type test.
3.16 Shop trials 3.18.4 On the over speed test, a propulsion gas
generator is to be run at not less than 10% in
3.16.1 Upon completion of fabrication and excess of gas generator speed corresponding to
assembly, each gas turbine is to be subjected to specified full power of the gas turbine engine for
a shop trial in accordance with the not less than 10 minutes continuously and the
manufacturer’s test schedule, which is to be power turbine disconnected from the
submitted for review before the trial. During the dynamometer is to be run at not less than 15%
trial, the turbine is to be brought up to its over in excess of the maximum designed speed for
speed limit to enable testing of the overspeed not less than 10 minutes continuously.
protective device.
3.18.5 Where it is impracticable to overspeed
3.17 Electric starting the complete installation, each rotor, completely
bladed and with all relevant parts such as half-
3.17.1 Where main turbines are fitted with couplings, shall be overspeed tested individually
electric starters, two batteries are to be fitted. at the appropriate speed.
Each battery is to be capable of starting the
turbines when cold and the combined capacity is 3.18.6 During the type tests at specified full
to be sufficient without recharging to provide the power the pressure and temperature of the gas
number of starts of the main turbines as at outlet from the gas generator is to be
required by 3.14.4. recorded and the gas mass flow is to be
i) Freedom from air and gas leaks. - A cold start is defined as a start after 2
ii) Operation of starting arrangements. hours or more of natural cooling with the
iii) Effectiveness of interlocks, if fitted. engine at rest.
iv) Satisfactory lubricating oil and fuel oil system
characteristics. - A warm start is defined as a start within 15
v) Wet and dry motoring. minutes of shutting down after the engine
vi Engine start following a failure to start. has been running for not less than two
vii) Operation of engine cleaning system. hours.
viii) Reliability of operation at minimum idling
speed. - An intentional failure to start is defined as
the performance of a normal starting
3.18.8 Starting tests are to be carried out to sequence with the ignition system
determine: deliberately rendered inoperative.
i) Time to light from cold. Note : i), ii), iii) and iv) are to be average of four
ii) Time to reach idling speed from cold. readings.
iii) Time to reach full output from idling speed.
Section 4
Oil Engines
4.4.1 The design and construction is to be such 4.6.1.1 Crankcases are to be provided with light
as to enable the oil engine to meet the general weight spring-loaded valves or other quick-
requirements with regard to environmental acting and self closing devices, of an approved
conditions, functional capability and reliability. type, to relieve the crankcases of pressure in the
event of an internal explosion and to prevent
4.4.2 Cylinders, cylinder liners, cylinder covers, any inrush of air thereafter. The valves are to be
pistons and other parts subject to high designed to open at a pressure not greater than
temperature or pressure are to be of material 0.2 bar.
suitable for the stress and temperature to which
they are exposed. 4.6.1.2 The valve lids are to be made of ductile
material capable of withstanding the shock of
4.4.3 The engine bedplate or crankcase is to be contact with stoppers at the full open position.
of rigid and oil-tight construction. The bedplate is The discharge from the valves is to be shielded
to be provided with sufficient number of holding by flame guard or flame trap to minimise the
down bolts to effectively secure it to the engine possibility of danger and damage arising from
seatings. the emission of flame.
4.4.4 Transverse girders, cylinder blocks and 4.6.1.3 Crankcase explosion relief valves are to
columns, when of fabricated construction, are be type tested in a configuration that represents
normally to be stress-relieved after welding. the installation arrangements that will be used
on an engine, in accordance with IRS
4.4.5 Crankcases and their doors are to be of Classification Notes on “Guidance for Type
robust construction and the doors are to be Testing of Crankcase Explosion Relief Valves”.
securely fastened so that they will not be readily
displaced by an explosion taking into account 4.6.1.4 Where crankcase relief valves are
the installation of explosion relief valve as provided with arrangements for shielding
required by 4.6. emissions from the valve following an explosion,
the valve is to be type tested to demonstrate
4.4.6 Piston rod glands, which are subjected to that the shielding does not adversely affect the
pressure from scavenging air, are to be of a operational effectiveness of the valve.
design ensuring that air will not leak into the
crankcase. 4.6.1.5 Crankcase explosion relief valves are to
be provided with a copy of manufacturer’s
4.5 Crankcase ventilation installation and maintenance manual that is
specific to the size and type of valve being
4.5.1 Ventilation of crankcase and any supplied for installation on a particular engine.
arrangement which could produce a flow of The manual is to contain the following
external air within the crankcase, is in general information:
not permitted except for dual fuel engines where
crankcase ventilation is to be provided in - Description of valve with details of
accordance with 4.13.1.3. If forced extraction of function and design limits.
the gases from crankcase is provided (e.g. for - Copy of type test certificate.
smoke-detection purposes), the vacuum in the - Installation instructions.
crankcase is not to exceed 25 [mm] of water - Instructions for testing and renewal of
column. any sealing arrangements.
- Actions required after a crankcase
4.5.2 Crankcase ventilation pipes where explosion.
provided are to be as small as practicable to
4.6.1.14 The free area of each crankcase relief - Information relating to type or in-service
valve is not to be less than 45 [cm2]. The testing of the engine with engine protection
combined free area of the relief valves fitted on system test arrangements having approved
the engine is not to be less than 115 [cm2/m3] of types of oil mist detection equipment.
the crankcase volume.
4.6.1.18 A copy of the oil mist detection
The free area of the relief valve is the minimum equipment maintenance and test manual
flow area at any section through the valve, when required by 4.6.1.17 is to be provided on board
the valve is fully open. ship.
When calculating the gross volume of the 4.6.1.19 Oil mist detection and alarm information
crankcase, the volume of stationary parts within is to be capable of being read from a safe
the crankcase may be deducted. location away from the engine.
4.6.1.20 Each engine is to be provided with its - Details of arrangements to prevent the build
own independent oil mist detection arrangement up of potentially explosive conditions within
and a dedicated alarm. the crankcase, e.g. bearing temperature
monitoring, oil splash temperature,
4.6.1.21 Oil mist detection and alarm systems crankcase pressure monitoring, recirculation
are to be capable of being tested on the test bed arrangements.
and onboard under engine at standstill and
engine running at normal operating conditions in - Evidence to demonstrate that the
accordance with test procedures that are arrangements are effective in preventing the
acceptable to IRS. build up of potentially explosive conditions
together with details of in-service
4.6.1.22 Alarms and shutdowns for the oil mist experience.
detection system are to be in accordance with
Pt.5, Ch.22, Sec.3 and the system - Operating instructions and the maintenance
arrangements are to comply with Pt.5, Ch.22, and test instructions.
Sec.2.
4.6.1.30 Where it is proposed to use the
4.6.1.23 The oil mist detection arrangements are introduction of inert gas into crankcase to
to provide an alarm indication in the event of a minimize a potential crankcase explosion,
foreseeable functional failure in the equipment details of the arrangements are to be submitted
and installation arrangements. to IRS for consideration.
4.6.1.25 Where oil mist detection equipment 4.6.2.2 For crosshead type engines, scavenge
includes the use of programmable electronic spaces in open connection to the cylinders are
systems, the arrangements are to be in to be provided with an approved fire
accordance with the rule requirements for such extinguishing system, which is to be entirely
systems. separate from the fire extinguishing system of
the engine room.
4.6.1.26 Plans of showing details and
arrangements of oil mist detection and alarm 4.6.3 Cylinders:
arrangements are to be submitted for approval
in accordance with Pt.4, Ch.7. 4.6.3.1 Cylinder relief valves are to be fitted to
engines having cylinders over 230 [mm] bore.
4.6.1.27 The equipment together with detectors The valves are to open at a pressure not
is to be tested when installed on the test bed exceeding 40 per cent above the designed
and on board ship to demonstrate that the maximum pressure and are to discharge where
detection and alarm system functionally no damage can occur. Consideration will be
operates. The testing arrangements are to be to given to any other alternative relief arrangement.
the satisfaction of IRS.
4.6.3.2 In the case of auxiliary engines,
4.6.1.28 Where sequential oil mist detection consideration will be given to the replacement of
arrangements are provided the sampling the relief valve by an efficient warning device of
frequency and time is to be as short as over pressure in the cylinders.
reasonably practicable.
4.6.4 Lubrication system:
4.6.1.29 Where alternative methods are
provided for the prevention of the build-up of oil 4.6.4.1 The lubricating oil drain pipes from the
mist that may lead to a potentially explosive engine sump to drain tank are to be taken down
condition within the crankcase details are to be as low as possible, to ensure that their outlet
submitted for consideration. The following ends are submerged at all times. Where two or
information is to be included in the details: more engines are installed, vent pipes, if fitted,
and lubricating oil drain pipes are to be installed
- Engine particulars – type, power, speed, independently of each other to prevent
stroke, bore and crankcase volume. intercommunication between crankcases.
4.6.7.2 The overspeed protective device, Note : Steady state conditions are those at
including its driving mechanism is to be which the envelope of speed variation does to
independent of the governor required by 4.7 and
Indian Register of Shipping
Chapter 4 Part 4
Page 16 of 48 Prime Movers and Propulsion Shafting Systems
exceed +1% of the declared speed at the new g) Application of electrical load in more than 2
power. load steps (See Fig.4.7.2) can only be
permitted on the condition that
c) At all loads between no load and rated load
the permanent speed variation is not to be - the design of the ship's electrical system
more than 5 per cent of the maximum rated enables the use of such generator sets
speed;
- such a provision is made in the design
d) For generating sets operating in parallel, the stage and same is approved while
governing characteristics of the engine are scrutinising the drawings
to be such that within the limits of 20 per
cent and 100 per cent of total load, the load - the safety of the ship's electrical system
on any generating set does not normally in the event of parallel operation and
differ from its proportionate share of the total failure of a generator is to be
load by more than demonstrated at ship's trials.
i) 15 per cent of the rated output of 4.7.3 Emergency generator sets must satisfy the
the largest machine; or above governor conditions even when :
ii) 25 per cent of the rated output of a) their total consumer load is applied
the individual machine in question, suddenly, or
whichever is less;
b) their total consumer load is applied in steps,
e) For generating sets intended to operate in subject to following:
parallel, it is to be possible to adjust the
governor so that the load is kept within 5 per - the total load is supplied within 45
cent of the rated load at normal frequency; seconds since power failure of the main
switchboard
f) For alternating current installations, the - the maximum step load is declared and
permanent speed variation of the machines demonstrated
intended for parallel operations are to be - the power distribution system is
equal within a tolerance of ± 0.5 per cent. designed such that the declared
maximum step loading is not exceeded
Fig.4.7.2 : Limiting curves for loading 4-stroke diesel engines step by step from
no-load to rated power as function of the brake mean effective pressure
4.8.2 Exhaust pipes which are led overboard 4.9.2.4 The castings of the cooling water spaces
near the waterline are to be protected against are to be fitted with a safety valve or bursting
the possibility of water finding its way inboard. disc so that ample relief will be provided in the
Where the exhaust is cooled by water spray, the event of the bursting of an air cooler tube.
exhaust pipes are to be self-draining overboard.
4.9.2.5 Air compressor inlets are to be located in
4.8.3 Exhaust pipes of two or more engines are an atmosphere reasonably free from oil vapour
not to be connected together, but are to be led or, alternatively, an air duct from outside the
separately to the atmosphere unless arranged to machinery space is to be led to the
prevent the return of gases to an idle engine. compressors.
4.9 Engine starting arrangements 4.9.2.6 The air discharge pipe from the
compressors is to be led direct to the starting air
4.9.1 First start arrangement: receivers. Provision is to be made for
intercepting and draining oil and water in the air
4.9.1.1 Equipments for starting the main and discharge for which purpose a separator or filter
auxiliary engines are to be provided so that the is to be fitted in the discharge pipe between
necessary initial charge of starting air or initial compressors and receivers.
electric power can be developed on board ship
without external aid. If for this purpose an 4.9.2.7 The starting air pipe system from air
emergency air compressor or electric generator receivers to main and auxiliary engines is to be
is required, these units are to be power driven entirely separate from the compressor discharge
by hand starting oil engines or steam engines, system. Stop valves on the air receivers are to
except in the case of small installations where a permit slow opening to avoid sudden pressure
hand operated compressor of approved capacity rises in the piping system. Valve chests and
may be accepted. Alternatively, other devices of fittings in the piping systems are to be of ductile
approved type may be accepted as a means of material.
providing the initial start.
4.9.2.8 Drain valves for removing accumulations
4.9.2 Compressed air starting systems: of oil and water are to be fitted on compressors,
separators, filters and air receivers. In the case
4.9.2.1 Two or more starting and maneuvering of any low-level pipelines, drain valves are to be
air compressors of sufficient total capacity for fitted to suitably located drain pots or
the requirements of the main engines are to be separators.
fitted. At least one of the compressors is to be
driven independent of the main propulsion unit 4.9.2.9 The total air receiver capacity is to be
and is to have a capacity not less than 50 per sufficient to provide, without replenishment,
cent of the total required capacity. The total number of starts as per Table 4.9.1.
capacity of air compressors is to be sufficient to
supply within one hour the quantity of air needed a) If starting system serves two or more of the
to satisfy the requirement of 4.9.2.9 by charging above specified purposes, the capacity of
the receivers from atmospheric pressure. The the system is to be the sum of the capacity
main air compressors are to be of approximately required.
the same size.
b) At least two air receivers of about equal
4.9.2.2 The compressors are to be so designed capacity are to be provided.
that the temperature of the air discharged to the
starting air receivers will not substantially
4.9.3.1 Where main engines are fitted with 4.11.1 Safety Precautions
electric starters, two batteries are to be fitted.
The arrangement is to be such that batteries 4.11.1.1 Before any test run is carried out, all
cannot be connected in parallel. relevant equipment for the safety of attending
personnel is to be made available by the
4.9.3.2 Each battery is to be capable of starting manufacturer / shipyard and is to be operational.
the engines when in cold and ready to start
conditions. The combined capacity is to be 4.11.1.2 This applies especially to crankcase
sufficient without recharging to provide within 30 explosive conditions protection, but also to over-
minutes the number of starts of the main speed protection and any other shut down
engines as required by 4.9.2.9. function.
4.9.3.3 The electric starting arrangements for 4.11.1.3 The overspeed protective device is to
auxiliary engines are to have two separate be set to a value, which is not higher than the
batteries or may be supplied by separate circuits overspeed value that was demonstrated during
from main engine batteries when such are the type test for that engine. This set point will
provided. In case of a single auxiliary engine, be verified by the surveyor.
only one battery is required.
4.11.2 General
4.9.3.4 The starting batteries are to be used for
starting and engine's own monitoring purposes 4.11.2.1 Before any official testing, the engines
only. Provision is to be made to maintain are to be run-in as prescribed by the engine
continuously the stored energy at all times. manufacturer.
4.10 Type testing of oil engines 4.11.2.2 Adequate test bed facilities for loads as
required in 4.11.3.7 are to be provided. All fluids
4.10.1 General used for testing purposes such as fuel,
lubrication oil and cooling water are to be
4.10.1.1 Requirements for Type Testing of Oil suitable for the purpose intended, e.g. they are
Engines are specified in Classification Note to be clean, preheated if necessary and cause
“Approval of I.C Engines”. The documentation no harm to engine parts. This applies to all fluids
required and document flow between the engine used temporarily or repeatedly for testing
designer, IRS Plan Approval Centre, engine purposes only.
builder/ licensee and IRS Surveyors is also
indicated in the Classification Note. 4.11.2.3 The testing consists of workshop and
shipboard (quay and sea trial) testing.
4.10.1.2 Upon finalization of the engine design
for production of every new engine type 4.11.2.4 Engines are to be inspected for:
intended for the installation on board ships, one
engine is to be presented for type testing, as • Jacketing of high-pressure fuel oil lines
detailed in the IRS Classification Note “Approval including the system used for the
of I.C Engines”. detection of leakage.
4.11.3 Works trials 4.11.3.5 For all stages at which the engine is to
be tested, the pertaining operational values are
4.11.3.1 The purpose of the works trials is to to be measured and recorded by the engine
verify design premises such as power, safety manufacturer. All results are to be compiled in
against fire, adherence to approved limits (e.g. an acceptance protocol to be issued by the
maximum pressure), and functionality and to engine manufacturer. This also includes
establish reference values or base lines for later crankshaft deflections if considered necessary
reference in the operational phase. by the engine designer.
4.11.3.2 The following environmental test 4.11.3.6 In each case, all measurements
conditions are to be recorded: conducted at the various load points are to be
carried out at steady state operating conditions.
• Ambient air temperature However, for all load points provision should be
made for time needed by the Surveyor to carry
• Ambient air pressure out visual inspections. The readings for MCR,
i.e. 100% power (rated maximum continuous
• Atmospheric humidity power at corresponding rpm) are to be taken at
least twice at an interval of normally 30 minutes.
4.11.3.3 For each required load point, the 4.11.3.7 Test loads for various engine
following parameters are normally to be applications are given in Tables below. In
recorded: addition, the scope of the trials may be
expanded depending on the engine application,
• Power and speed service experience, or other relevant reasons.
Table 4.11.3.7 (b) : Engines driving generators for electric propulsion and
Engine driving generators for auxiliary purposes
Table 4.11.3.7 (c) : Propulsion engines also driving power take off (PTO) generator
4.11.4 Turbocharger matching with engine reduced with constant torque (fuel
index) down to 90% power.
4.11.4.1 Compressor chart
• With 50% power at 80% speed (=
.1 Turbochargers are to have a compressor propeller characteristic for fixed pitch),
characteristic that allows the engine, for which it the speed is to be reduced to 72% while
is intended, to operate without surging during all keeping constant torque (fuel index).
operating conditions and also after extended
periods in operation. .3 For 2 stroke engines, the surge margin is to
be demonstrated by at least one of the following
.2 For abnormal, but permissible, operation methods:
conditions, such as misfiring and sudden load
reduction, no continuous surging is to occur.
• The engine working characteristic
.3 In this section, surging and continuous established at workshop testing of the
surging are defined as follows: engine is to be plotted into the
compressor chart of the turbocharger
Surging means the phenomenon, which results (established in a test rig). There is to be
in a high pitch vibration of an audible level or at least 10% surge margin in the full
explosion-like noise from the scavenger area of load range, i.e. working flow is to be
the engine. 10% above the theoretical (mass) flow
at surge limit (at no pressure
fluctuations).
Continuous surging means that surging happens
repeatedly and not only once.
• Sudden fuel cut-off to at least one
cylinder is not to result in continuous
4.11.4.2 Surge margin verification
surging and the turbocharger is to be
stabilised at the new load within 20
.1 Category C turbochargers used on propulsion
seconds. For applications with more
engines are to be checked for surge margins
than one turbocharger the fuel is to be
during the engine workshop testing as specified
cut-off to the cylinders closest upstream
below. These tests may be waived if
to each turbocharger. This test is to be
successfully tested earlier on an identical
performed at two different engine loads:
configuration of engine and turbocharger
(including same nozzle rings).
o The maximum power permitted
for one cylinder misfiring.
.2 For 4 stroke engines, following are to be
performed without indication of surging:
o The engine load corresponding
to a charge air pressure of
• With maximum continuous power and
about 0.6 [bar] (but without
speed (=100%), the speed is to be
auxiliary blowers running).
4.11.5.1 For electronically controlled engines, 4.12.3.1 Starting manoeuvres are to be carried
integration tests are to be made to verify that the out in order to verify that the capacity of the
response of the complete mechanical, hydraulic starting media satisfies the required number of
and electronic system is as predicted for all start attempts.
intended operational modes and the tests
considered as a system are to be carried out at 4.12.4 Monitoring and alarm system
the works. If such tests are technically
unfeasible at the works, however, these tests 4.12.4.1 The monitoring and alarm systems are
may be conducted during sea trial. The scope of to be checked to the full extent for all engines,
these tests is to be agreed with IRS for selected except items already verified during the works
cases based on the FMEA required in trials.
Classification Note “Approval of I.C Engines”
Sec 1. 4.12.5 Test loads
Table 4.12.5.1 (a) : Propulsion engines driving fixed pitch propeller or impeller
Table 4.12.5.1 (b) : Propulsion engines driving controllable fixed pitch propellers
A) At rated engine speed n with a propeller pitch leading to rated At least 4 [Hrs]
0
engine power (or to the maximum achievable power if 100% cannot
be reached):
B) At approved intermittent overload (if applicable) Testing for duration as
agreed with the
manufacturer
C) With reverse pitch suitable for manoeuvring, see 4.12.6.1 for
additional requirements in the case of a barred speed range.
Table 4.12.5.1 (c) : Engine(s) driving generator(s) for electrical propulsion and/or
main power supply
Table 4.12.5.1 (d) : Propulsion engines also driving power take off (PTO) generator
4.12.6 Torsional vibrations Note: Applies both for manual and automatic
passing-through systems.
4.12.6.1 Barred speed range
.2 The ship’s draft and speed during all these
.1 Where a barred speed range (BSR) is demonstrations is to be recorded. In the case of
required, passages through this BSR, both a controllable pitch propeller, the pitch is also to
accelerating and decelerating, are to be be recorded.
demonstrated. The times taken are to be
recorded and are to be equal to or below those .3 The engine is to be checked for stable
times stipulated in the approved documentation, running (steady fuel index) at both upper and
if any. This also includes when passing through lower borders of the BSR. Steady fuel index
the BSR in reverse rotational direction, means an oscillation range less than 5% of the
especially during the stopping test. effective stroke (idle to full index).
4.13 Dual fuel diesel engines which is to be led to a safe location in the
open space through flame arrester.
4.13.1 Control and safety systems for Dual
Fuel Diesel (DFD) engines ii) Gas detecting or equivalent equipment. (It
is recommended that means for automatic
4.13.1.1 Application injection of inert gas are to be provided).
d) In case of shut-off of the gas fuel supply, the 4.13.1.6 Starting air line
engines are to be capable of continuous
operation by oil fuel only. a) Starting air branch pipes to each cylinder
are to be provided with effective flame
4.13.1.3 Protection of crankcase arresters.
d) Joints on entire length of the gas fuel supply i) Oil mist detector or bearing temperature
lines are to be butt-welded joints with full detector specified in 4.13.1.3(b)(iii) and (c)
penetration and to be fully radiographed, detects abnormality.
except where specially approved by IRS.
ii) Any kind of gas fuel leakage is detected
e) Pipe joints other than welded joints at the
locations specially approved by IRS are to iii) Abnormality specified in 4.13.1.9
comply with the appropriate National or
International standards or those whose iv) Abnormality specified in 4.13.1.11(a).
structural strength has been verified through
tests and analysis as deemed appropriate c) The master gas valve is to close
by IRS. automatically upon activation of the
interlocked gas valves.
f) For all butt-welded joints of high pressure
gas fuel supply lines, post-weld heat 4.13.1.11 Emergency stop of the DFD
treatment are to be performed depending on engines
the kind of material.
a) DFD engine is to stopped before the gas
4.13.1.10 Shut-off of gas fuel supply concentration detected by the gas detectors
specified in Pt.5, Ch.4, Sec.16, Cl.16.2.2 of
a) In addition to the causes specified in Pt.5, the 'Rules and Regulations for the
Ch.4, Sec.16, Cl. 16.3.6 of the 'Rules and Construction and Classification of Steel
Regulations for the construction and Ships', reaches 60% of lower flammable
Classification of Steel Ships' supply of gas limit.
fuel to DFD engines is to be shut off by the
interlocked gas valves in case following 4.13.1.12 Gas fuel make-up plant and related
abnormality occurs: storage tanks
b) In addition to the causes specified in Pt.5, b) The possibility for fatigue failure of the high
Ch.4, Sec.16, Cl.16.3.7 of the 'Rules and pressure gas piping due to vibration is to be
Regulations for the construction and considered.
Classification of Steel Ships', the master gas
valve is to be closed in case of any of the c) The possibility for pulsation of gas fuel
following: supply pressure caused by the high
pressure gas compressor is to be
considered.
Section 5
Gearing
5.1 Scope
5.1.4 Rated power of gear is the maximum
5.1.1 The requirements of this Section cover the transmitted power at which the gear is designed
construction, material and inspection of to operate continuously at its rated speed.
reduction gears for main propelling purposes
and for driving electric generators. 5.1.5 The rated torque is defined by the rated
power and speed and is the torque used in the
5.1.2 Design of bevel gears will be specially gear rating calculations.
considered.
5.1.6 The gear rating is the rating for which the
5.1.3 For torsional vibration requirements, See gear is designed to transmit it’s rated torque.
Sec.8.
Indian Register of Shipping
Rules and Regulations for the Construction and Classification of Steel Ships - 2016
Page 27 of 48
___________________________________________________________________________________
5.2 Plans and particulars
o) Case depth for surface-hardened teeth;
5.2.1 The following plans, in triplicate, of the
reduction gearing are to be submitted: p) Shrinkage allowance for shrunk-on rims and
hubs;
For Approval
q) Type of coupling proposed for oil engine
a) Pinion(s) and wheel(s); applications.
g) Gear casing including propeller thrust A summary of the results of these analyses for
bearing housing, if applicable. each operating mode is to be submitted for
review.
5.2.2 The plans are to show clearly all
dimensions, details of all fillets and stress 5.3 Materials
raisers, and material of all the parts.
5.3.1 Specifications for materials of pinions,
5.2.3 At least the following particulars of the pinion sleeves, wheel rims, gear wheels and
gearing are to be submitted along with the shafting giving chemical composition, heat
plans: treatment and mechanical properties are to be
submitted for approval with the plans of gearing
a) Shaft power and revolutions for each pinion; and are to be in accordance with Pt.2.
b) Number of teeth in each gear; 5.3.2 Where the teeth of a pinion or gear wheel
are to be surface hardened, the proposed
c) Generating pitch diameters; specification and details of the procedure are to
be submitted for approval.
d) Helix angles at generating pitch diameters;
5.3.3 In the selection of materials for pinions and
e) Normal pitches of teeth at generating pitch wheels consideration should be given to their
diameters; compatibility in operation. In general, for gears
of through hardened steels, except in the case
f) Tip diameters; of low reduction ratios, provision should also be
made for a hardness differential between pinion
g) Root diameters; teeth and wheel teeth. For this purpose the
specified minimum tensile strength of the wheel
h) Face widths and gaps, where applicable; materials should not be more than 85 per cent of
that of the pinion.
i) Pressure angles of teeth (normal or
transverse) at generating pitch diameters; 5.3.4 Subject to 5.3.3, the specified minimum
tensile strength of steel gear forgings is to be
j) Minimum backlash; selected within the following limits:
5.4.4 Where bolts are used to secure side plates - 40 per cent of the working depth for 35
to rim and hub, the bolts should be tight fit with per cent of the length; and
the holes and the nuts should be suitably locked
by means other than welding. - 20 per cent of the working depth for
further 35 per cent of the length;
5.4.5 When welding is employed in the
construction of wheels, the welding procedure is b) For through-hardened gears and for all
to be approved by the Surveyors before work is surface hardened gears,
commenced. For this purpose, welding
procedure approval tests are to be carried out - 40 per cent of the working depth for 50
with satisfactory results. Such tests are to be per cent of length; and
representative of the joint configuration and
materials. Wheels are to be stress relieved after - 20 per cent of the working depth for a
welding. All welds are to have a satisfactory further 40 per cent of the length.
surface finish and contour. Magnetic particle or
liquid penetrant examination of all important 5.6 Balancing of gear pinions and wheels
welding joints is to be carried out to the
satisfaction of the Surveyors. 5.6.1 All pinions, gear wheels and flexible
couplings or sleeves whose maximum designed
5.4.6 In general arrangements are to be made speed of rotation exceeds 1000 revolutions per
so that the interior structure of the wheel may be minute are to be dynamically balanced, where
examined. Alternative proposals will be specially the speed of rotation is 1000 revolutions per
considered. minute or less, these components are to be
statically or, alternatively, dynamically balanced.
5.5 Accuracy of gear cutting and alignment Parts of couplings, etc., which are to be fixed to
the gear in service are normally to be attached
5.5.1 Gears are to be cut only on machines before balancing.
which are maintained at a high standard of
accuracy. Hobbing machines used in the 5.6.2 For static balancing the final out of balance
production of large gears are to be operated of each assembly at the balancing planes is not
under conditions of temperature control with a to exceed 2200 [N mm/tonne] of gears whose
total temperature variations not exceeding 2°C maximum design speed is less than 300
for the finishing cut. The blank should be revolutions per minute and 680 [N mm/tonnes]
allowed sufficient time to stabilize to the for gears whose maximum design speed is
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Rules and Regulations for the Construction and Classification of Steel Ships - 2016
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between 300 and 1000 revolutions per minute.
For dynamic balancing the final out of balance is 5.8.4 After completion of type tests, all gear
not to exceed 190,000/N1 [N mm/tonne], where elements are to be examined for tooth contact
N1 = revolutions per minute appropriate to the marking and alignment. All gear tooth contact is
assembly. to conform to the requirements given in Cl.
5.5.5.
5.6.3 Balancing may, however, be omitted for
turbine secondary pinions and for oil engines 5.8.5 The gear lub.oil system is to be provided
gearing, provided that the rotating components with means of indicating the lub.oil pressure
are of solid forged construction or have a solid supply to them. Alarms are to be provided to
forged centre with shrunk-on rim and in both indicate low lub.oil pressure, low clutch oil/air
cases are machined to give a concentric and pressure and high lub.oil temperature in
uniform cross-section. accordance with Part 4, Chapter 7, Table 1.9.1.
5.7.1 Gearcases and their supports are to be 5.9.1 Reduction gears with sleeve bearings for
designed sufficiently stiff such that misalignment main and auxiliary turbines and oil engines, are
at the mesh due to movements of the external to be provided with weardown gauges or
foundations and the thermal effects under all micrometers for testing the internal alignment of
conditions of service do not disturb the overall the various elements in the gearcases. In certain
tooth contact. If welding is employed in their gears, e.g. gears of the dual tandem type, the
construction they are to be stress-relieved on direction of loading on the bearings of a gear
completion. element may be such that an accurate indication
of its alignment under operating conditions
5.7.2 Inspection openings should be provided at cannot be obtained using weardown gauges. In
the peripherals of gearcases to enable the teeth these instances, suitable alternatives such as
of pinions and wheels to be readily examined. crown thickness micrometer are to be provided.
When the construction of gearcases is such that
sections of the structure cannot readily be 5.9.2 Approved means are to be provided by the
moved for inspection purposes, access gear manufacturer to enable the Surveyors to
openings of adequate size are to be also verify that no distortion of the gearcase has
provided at the ends of the gearcases to permit taken place, when chocked and secured to its
examination of the structure of the wheels. Their seating on board ship.
attachment to the shafts should be capable of
being examined by removal of bearing caps or 5.10 Trials
by equivalent means.
5.10.1 The sea trials should be of sufficient
5.8 Type tests and sea trials duration to prove the gears. After these trials,
the marking revealed by inspection should
5.8.1 Upon completion of fabrication and indicate freedom from hard bearings, particularly
assembly, reduction gear unit is to be subjected towards both ends of each helix.
to type testing in accordance with the agreed
test programme which is to be submitted by the 5.10.2 In the case of through-hardened gears,
manufacturer for approval. Type tests are to be not less than 70 per cent contact across
witnessed by the Surveyor. effective face width should be indicated. When
the teeth of such gears are finished by an
5.8.2 Reduction gearing units, in general, are to approved post hobbing process or profile
be type tested at maker’s works and test load ground, not less than 90 per cent contact across
and duration of testing is to be agreed upon in the effective face width is to be indicated.
each case.
5.10.3 For surface hardened gears, the contact
5.8.3 Tests are to include demonstration of across the effective face width is also to be not
satisfactory operation of clutches and couplings, less than 90 per cent.
if fitted.
Section 6
per minute, are to be submitted for approval Where shafts may experience vibratory stresses
before the work is commenced. close to the permissible stresses for transient
operation, the materials are to have a specified
- Power take-off arrangement if any (e.g. minimum tensile strength of 500 [N/mm2].
shaft generator), propulsion boosters or
similar equipment rated for 100 [kW] and 6.4.2 If materials with greater specified or actual
above; tensile strength than the limitations given in
- Final gear shaft; 6.4.1 are used, no consideration will be given for
- Thrust shaft; reduction of shaft diameter or acceptance of
- Intermediate shafting, shaft bearings; higher permissible vibratory stresses, than those
- Tube shaft, where applicable; stated in 6.4 to 6.6.
- Tail shaft;
- Stern tube, shaft seals and Stern bush; 6.4.3 Ultrasonic tests are required on shaft
- Stern tube lubrication system; forgings where the diameter is 250 [mm] or
- Couplings (integral, demountable, keyed or greater.
shrink-fit), coupling bolts and keys;
- Flexible coupling including constructional 6.5 Intermediate and thrust shafts
details, static and dynamic torsional
stiffness, damping characteristic, rated 6.5.1 The diameter, d, of the shaft is to be not
power, torque and RPM, allowable vibratory less than determined by the following formula:
torque for continuous and transient
operation and allowable misalignment for
P 560
continuous operations; d = Fk 3 [mm]
- Cardan shafts, if fitted. n σB + 160
6.3.2 The specified minimum tensile strength of where,
each shaft is to be stated.
F = 95 for turbine installations, electric
6.3.3 A shafting arrangement plan indicating the propulsion installations and oil engine
relative position of the main engines, flywheel, installations with slip type couplings;
flexible coupling, gearing, thrust block, line
shafting and bearings, stern tube, 'A' brackets = 100 for other oil engine installations;
and propeller, as applicable, is to be submitted
for information. k = shaft design factors as given in Table 6.5.1;
6.4 Materials for shafting σB = specified minimum tensile strength of the
2
material [N/mm ] as per 6.4.1.
6.4.1 The materials are to comply with the
relevant requirements of Pt.2, Ch.5. The P = maximum shaft power, in [kW];
specified minimum tensile strength of forgings is
to be selected within the following general limits: n = Revolutions per minutes corresponding to
maximum shaft power giving maximum torque.
a) Carbon and carbon-manganese steel 400-
2
760 [N/mm ]; 6.5.2 For shafts with design features other than
2 stated in Table 6.5.1, the value of k will be
b) Alloy steels - 400-800 [N/mm ]; specially considered.
Table 6.5.1 : Shaft design factors k for line shafts and thrust shafts
2) k refers to the plain shaft section only. Where shafts may experience vibratory stresses close to
the permissible stresses for continuous operation, an increase in diameter to the shrink fit
diameter is to be provided, e.g. a diameter increase of 1 to 2% and a blending radius nearly
equal to the change in diameter are to be provided.
3) At a distance of not less than 0.2d from the end of the keyway the shaft diameter may be
reduced to the diameter calculated with k = 1.0. Fillet radii in the transverse section of the
bottom of the key way are not to be less than 0.0125d.
4) It is recommended that keyways are in general not to be used in installations with a slow speed
crosshead or 2-stroke engines with a barred speed range.
6.6.1 The diameter, dp, of the tailshaft P and n are defined in 6.5.
immediately forward of the forward face of the
propeller boss or, if applicable, the forward face 6.6.2 The diameter, dp of the tailshaft
of the tailshaft flange, is to be not less than determined in accordance with the formula in
determined by the following formula: 6.6.1 is to extend over a length not less than
that to the forward edge of the bearing
immediately forward of the propeller or 2.5 dp
P 560
d p = 100 k 3 [mm] whichever is the greater.
n σB + 160
6.6.3 The diameter of the portion of the tailshaft
where, and tubeshaft forward of the length required by
6.6.2 to the forward end of the forward sterntube
k = shaft design factors as given in Table 6.6.1; seal is to be determined in accordance with the
formula in 6.6.1 except that:
σB = specified minimum tensile strength of the
material [N/mm2]. For calculation purposes, this
value is not to be taken greater than 600
Table 6.6.1 : Shaft design factors k for tailshafts 1) and stern tube shafts
Note : 1) Fillet radii in the transverse section at the bottom of the keyway are not to be less than
0.0125dp
6.8.3 Where the propeller is attached by means 6.11.1 Details of flexible couplings are to be
of a flange, the thickness of the flange is to be submitted together with the manufacturers'
not less than 0.25 times the actual diameter of rating capacity, for the designed operating
the adjacent part of the tailshaft. The fillet radius conditions including short term high power
at the base of the coupling flange is to be not operation. Verification of coupling characteristics
less than 0.125 times the diameter of the shaft will be required.
at the coupling.
6.11.2 In determining the allowable mean,
6.9 Demountable couplings maximum and vibratory torque ratings,
consideration of the mechanical properties of
6.9.1 Couplings are to be made of steel or other the selected elastic element type in
approved ductile material. The strength of compression, shear and fatigue loading together
demountable couplings and keys is to be with heat absorption/generation is to be given.
equivalent to that of the shaft. Couplings are to
be accurately fitted to the shaft. 6.11.3 In determining the allowable torque
ratings of the steel spring couplings,
6.9.2 Hydraulic and other shrink fit couplings will consideration of the material mechanical
be specially considered upon submittal of properties to withstand fatigue loading and
detailed preloading and stress calculations and overheating is to be given.
fitting instructions. In general, the torsional
holding capacity is to be at least 2.8 times the 6.12 Interference fit assemblies
transmitted torque and preload stress is not to
exceed 70 per cent of the yield strength. 6.12.1 The interference fit assembly is to have a
capacity to transmit a torque Q without slippage.
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Page 36 of 48 Prime Movers and Propulsion Shafting Systems
6.12.2 The effect of any axial load acting on the dp = diameter of tailshaft under the liner [mm].
assembly is to be considered.
6.14.2 The thickness of the continuous liner
6.12.3 The resulting equivalent von Mises stress between the bearings is not be less than 0.75t.
in the assembly is not to be greater than the
yield strength of the component material. 6.14.3 Continuous liners are preferably to be
cast in one length. If made of several lengths,
6.12.4 Reference marks are to be provided on the joining of the separate pieces is to be made
the adjacent surfaces of parts secured by by welding through the whole thickness of liner
shrinkage alone. before shrinking. In general, the lead content of
the gunmetal of each length forming a butt
6.13 Coupling bolts welded liner is not to exceed 0.5 per cent. The
composition of the electrode or filler rods is to be
6.13.1 The diameter of the fitted bolts at the substantially lead free.
joining faces of the coupling is to be not less
than that given by the following formula: 6.14.4 The liners are to withstand a hydraulic
pressure of 2.0 bar after rough machining.
d 3 (T + 160)
d b = 0.65 6.14.5 The liners are to be carefully shrunk or
iD Tb forced upon the shaft by hydraulic pressure, and
they are not to be secured by pins.
where,
6.14.6 Effective means are to be provided for
preventing water from reaching the shaft at the
db = diameter of the fitted coupling bolts [mm];
part between the after end of the liner and the
propeller boss.
d = required diameter [mm], of the intermediate
shaft taking into account ice strengthening
6.14.7 If the liner does not fit the shaft tightly
requirements, if applicable;
between the bearing portions in the stern tube,
the space between the shaft and the liner is to
6.15.3 The distance between the top of the cone c) For bearings which are grease lubricated,
and the forward end of the keyway is to be not the length of bearing is to be not less than 4
less than 0.2 of the diameter of the tailshaft at times the diameter required for the tailshaft;
the top of the cone.
d) For water lubricated bearings lined with two
6.15.4 The effective sectional area of the key in or more circumferentially spaced sectors of
d3 an approved plastics material, in which it
shear, is to be not less than [mm2] can be shown that the sectors operate on
2.6 d 1 hydrodynamic principles, the length of the
bearing is to be such that the nominal
where, bearing pressure will not exceed 0.55
2
[N/mm ]. The length of the bearing is not to
d = diameter [mm], required for the intermediate be less than twice its diameter;
shaft determined in accordance with 6.4, based
on material having a specified minimum tensile e) For approved oil lubricated bearings of
strength of 400 [N/mm2] and k = 1; synthetic rubber, reinforced resin or plastic
materials, the length of the bearing is to be
d1 = diameter of shaft at mid-length of the key not less than 2.0 times the rule diameter of
[mm]. the shaft in way of the bearing. The length
of the bearing may be reduced provided the
6.16 Stern tube and bearings nominal pressure is not more than 6 bar as
determined by static bearing reaction
6.16.1 The length of the bearing in the calculation taking into account shaft and
sternbush next to and supporting the propeller is propeller weight which is deemed to be
to be as follows: exerted solely on the aft bearing divided by
the projected area of the shaft. In any case
a) For water lubricated bearings which are the length is not to be less than 1.5 times
lined with lignum vitae, rubber composition the actual diameter. Where the material has
or staves of approved plastic material; the proven satisfactory testing and operating
length is to be not less than 4 times the experience, consideration may be given to
diameter required for the tailshaft under the an increased bearing pressure.
liner;
6.16.2 Forced water lubrication is to be provided
b) For bearings which are white-metal lined, oil for all bearings lined with rubber or plastics and
lubricated and provided with an approved for those bearings lined with lignum vitae where
type of oil sealing gland; the shaft diameter is 380 [mm] or over. The
supply water may come from a circulating pump
or other pressure source. The water grooves in
the bearings are to be of ample section and of a
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Chapter 4 Part 4
Page 38 of 48 Prime Movers and Propulsion Shafting Systems
shape which will be little affected by weardown, - 40,000 hours for propeller thrust bearing;
particularly for bearings of the plastic type.
- 30,000 hours for other bearings.
6.16.3 The shut off valve or cock controlling the
supply of water is to be fitted direct to the after Where L10h is the basic rating life in hours which
peak bulkhead, or to the sterntube where the 90% of a sufficiently large group of apparently
water supply enters the sterntube forward of the identical bearings is expected to attain.
bulkhead.
6.18 Shaft bearing materials
6.16.4 Where a tank supplying lubricating oil to
the sterntube is fitted, it is to be located above 6.18.1 Shaft bearing fitted in stern bushes and
the load water line and is to be provided with a shaft bossings in “A” and “P” brackets are to be
low level alarm device in the engine room. constructed from an approved material and
effectively secured to prevent rotational and
6.16.5 Where sternbush bearings are oil axial movement in the stern tube(s) and stern
lubricated, provision is to be made for cooling bush(es)
the oil by maintaining water in the after peak
tank above the level of the sterntube or by other 6.19 Glass Reinforced Plastic coating
approved means. Means of ascertaining the
temperature of the oil in the sternbush are also 6.19.1 The tail shaft may be protected by a
to be provided. fiberglass reinforced plastic coating between
For vessels with TAILSHAFT CONDITION liners in accordance with the following
MONITORING (TCM) notation, at least two procedure, which effectively prevents sea water
independent temperature sensors or other from contacting the steel shaft. In such cases,
approved arrangements are to be provided for the tailshaft survey interval would be 5 years as
measuring the aft bearing temperature. applicable for the tailshaft survey notation
TS(CL). The procedure is to be approved in
6.16.6 The oil sealing glands used for sterntube each case:
bearings, which are oil lubricated, are to be of
approved type. a) Coatings are to consist of at least 4
plies of cross-woven glass tape
6.16.7 An arrangement for readily obtaining impregnated with resin or equivalent
accurate oil samples is to be provided. The process.
sampling point is to be taken from the lowest
point in the lub.oil system as far as practicable. b) The shaft is to be cleaned with solvent
Also the arrangements are to be such as to or grit blasted.
permit the effective removal of the contaminants
st
from the oil lubricating system. c) Shaft is to be examined and 1 coat is
to be given in presence of Surveyors.
6.16.8 Stern seals are to be of the axially direct
face type. Soft packing glands are to be used d) Shaft is to be subjected to spark test
only if specified by Owners. after coating. There should be freedom
from porosity.
6.16.9 Where bulkhead glands are fitted, a
watertight sealing arrangement is to be e) Effective means are to be provided to
provided. Bulkhead seals is not to be formed by prevent water gaining access to the
a bulkhead mounted plummer bearing. metallic region of the shaft.
f) It is to be ensured that provision is
6.16.10 Plummer bearings are to be either made for overlapping and adequate
bulkhead mounted or of pedestal type. bonding of the coating.
6.17 Roller element bearings g) The end of the liner is to stepped and
tapered as required to protect the end of
6.17.1 Roller element bearings are to have the wrapping.
design life, L10h not less than:
Section 7
Propellers
b) Revolutions per minute of the propeller at In case of highly skewed propellers with skew
maximum power, R; angle greater than 50 degree and controllable
pitch propeller skew angle greater than 25
c) Propeller diameter, D [m]; degrees, propeller load and stress analysis
proving adequacy of blade strength are to be
d) Pitch at 25 per cent radius (for solid submitted.
propellers only), P0.25 [m];
7.3 Materials
e) Pitch at 35 per cent radius (for controllable
pitch propellers only), P0.35 [m]; 7.3.1 Castings for propellers and propeller
blades are to comply with the requirement of
f) Pitch at 70 per cent radius, P0.7 [m]; Pt.2, Ch.8. The specified minimum tensile
strength is to be not less than stated in Table
g) Length of blade section of the expanded 7.4.1.
cylindrical section at 25 per cent radius (for
solid propeller only), L0.25 [mm]; 7.3.2 When it is proposed to use materials which
are not included in Table 7.4.1, details of the
h) Length of blade section of expanded chemical composition, mechanical properties
cylindrical section at 35 per cent radius (for and density are to be submitted for approval.
controllable pitch propellers only) L0.35 [mm];
7.4 Design
i) Rake at blade tip measured at shaft axis
(backward rake positive, forward rake 7.4.1 Minimum blade thickness
negative), K [mm];
7.4.1.1 Where the propeller blades are of
j) Number of blades, N; conventional design, the thickness, t, of the
propeller blades at 25 per cent radius for solid
k) Developed area ratio, a. propellers, at 35 per cent for controllable pitch
propellers, neglecting any increase due to fillets,
is to be not less than:
as
t 0.35 = 847
AP
+
1.6 BKC s =
C n CRN C Cn LT
Section 8
8.1 Scope
8.1.2 Unless otherwise advised, it is the
8.1.1 The requirements of this Section are responsibility of the Shipbuilder as the main
applicable to the following systems: contractor to ensure, in co-operation with the
Engine builders, that the information required by
a) Main oil engine propulsion systems, except this Section is prepared and submitted.
in the case of ships classed for smooth
water service, when fitted with engines 8.2 Basic system requirements
having powers less than 200 [kW].
8.2.1 The systems are to be free from excessive
b) Auxiliary oil engine machinery systems used torsional, axial and lateral vibration, and are to
for essential services, where the power be aligned in accordance with tolerances agreed
developed by auxiliary engines is 200 [kW] with the respective manufacturers.
and over.
8.2.2 Where changes are subsequently made to
c) Main propulsion systems formed by turbines a dynamic system which has been approved,
or electric motors geared to the shafting and revised calculations are to be submitted for
situated aft. consideration.
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Page 42 of 48 Prime Movers and Propulsion Shafting Systems
8.4.1.1 Torsional vibration calculations, including 8.4.2.3 For continuous operation the permissible
an analysis of the vibratory torques and stresses stresses due to alternating torsional vibrations
for the dynamic systems formed by the oil are not to exceed the following values:
engines, turbines, motors, generators, flexible
couplings, gearing, shafting and propeller, σB + 160
where applicable, including all branches, are to τ1 = ± C k C D (3 − 2λ 2 ) for λ < 0.9
be submitted for approval together with the 18
associated plans.
σB + 160
8.4.1.2 Particulars of the division of power τ1 = ± 1.38 C k C D for 0.9 ≤ λ < 1.05
developed throughout the speed range for
18
turbines or from all intended combinations of
where,
operation in oil engine installations having more
than one engine and/or with power take-off
systems are to be submitted. τ1 = permissible stress due to torsional
vibrations for continuous operation [N/mm2];
8.4.1.3 Any special speed requirements for
prolonged periods in service are to be indicated, σB = tensile strength of shaft material [N/mm2];
e.g., range of trawling revolutions per minute,
range of operation revolutions per minute with a For calculation purposes, this value is not to be
controllable pitch propeller, idling speed, etc. taken greater than:
8.4.1.4 The calculations and/or measurements • 600 [N/mm2] for carbon and carbon
carried out on oil engine installations containing manganese steels; and
transmission items sensitive to vibratory torque, • 800 [N/mm2] for alloy steels;
e.g. gearing, flexible couplings, or generator
rotors and their drives, are to take into account Ck = factor for different shaft design features as
the effects of engine malfunction commonly given in Table 8.4.2;
experienced in service, such as cylinder(s) not
firing. CD = size factor = 0.35 + 0.93d-0.2;
8.4.1.5 Restricted speed ranges will be imposed do = shaft outside diameter under consideration
in regions of speed where stresses are [mm];
considered to be excessive for continuous
running. Similar restrictions will be imposed, or λ = speed ratio = n/no;
other protective measures required to be taken,
where vibratory torques are considered to be n = speed in rpm under consideration at rated
excessive for particular machinery items. power;
Flange mounted or
keyless taper fitted
flange and straight
In way of bearing
Longitudinal slot1
Between forward
Keyway, tapered
Integral coupling
On both sides of
bearing is used
connection
propellers
section
Ck = 1.0 1.0 0.60 0.45 0.50 0.30 2) 0.85 0.85 0.55 0.55 0.80
Note:
1) The ck value is valid for 1, 2 and 3 slots and they are to be arranged 360, 180 or 120 degrees
apart from each other respectively.
2) Ck = 0.3 is an approximation within the limitations given in Note No.6 under Table 6.5.1. More
accurate estimate of the stress concentration factor (scf) may be determined from 6.2.3 c) or by
direct application of FEM calculation. In which case:
Ck = 1.45/scf
The scf is defined as the ratio between the maximum local principal stress and √3 times
the nominal torsional stress (determined for the bored shaft without slots).
8.4.2.4 Where a vessel, because of its type of vibrations are not, in any case, to exceed the
employment, is operated predominantly in the values given by the following formula:
lower speed range, special consideration may
be given to the permissible stresses for 1.7 τ 1
continuous operation. τ2 = for λ ≤ 0.8
Ck
8.4.2.5 Where the stresses exceed the limiting
values of τ1 for continuous operation, restricted where,
speed ranges are to be imposed which are only
allowed to be passed through rapidly. τ2 = permissible stress due to torsional
Cl.4.12.6.1 may also be referred for barred vibrations for transient running.
speed range requirements.
8.5 Axial vibrations
8.4.2.6 Restricted speed ranges are not
acceptable, in the speed range between 0.8 to 8.5.1 For all main propulsion shafting systems,
1.05 of the rated speed. The limits of the barred the Shipbuilders are to ensure that amplitudes
speed range are to be calculated in accordance due to axial vibrations are satisfactory
with the following formula unless proved to be throughout the speed range, so far as
otherwise. practicable. Where appropriate, amplitudes may
be reduced by the use of suitable vibration
16 N c (18 − λ ) N c dampers or phasing of propeller and engine, etc.
≤n≤
18 − λ 16 8.5.2 Unless previous experience of similar
installation shows it to be unnecessary,
where,
calculations of the shafting system are to be
carried out. These calculations are to include the
nc = critical speed in [rpm].
effect of the thrust block seating and the
surrounding hull structure taking part in the
8.4.2.7 For transient running the permissible
vibration. The result of these calculations or the
stresses due to the alternating torsional
8.6.3 The results of these calculations, or the i) Propulsion shafting with power take-
evidence of previous experience, is to be off or with booster power
submitted for consideration. arrangements.
ii) Propulsion shafting for which the tail
8.6.4 Where calculations indicate the possibility shaft bearings are to be slope
of excessive lateral vibration amplitudes within bored.
the range of working speeds, measurements iii) Propulsion shaft having diameter
using an appropriate recognized technique may 300mm. and above in way of after
be required to be taken from the shafting system most stern tube bearing
for the purpose of determining the need for iv) Propulsion shafting arrangement
restricted speed ranges. requiring long shaft line.
- Forces which may affect the reliability of - Theoretically aligned cold and hot
the propulsion shafting system including conditions of the shaft with specified
weight of the propeller and shafts, alignment tolerances.
- Thermal expansion,
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Rules and Regulations for the Construction and Classification of Steel Ships - 2016
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- Bearing loads under all operating association with other stresses in the
conditions are within the acceptable shaft.
limits specified by the bearing
manufacturer. - Forces and moments on propulsion
equipment are within the limits specified
- Bearing reactions are always positive by the machinery manufacturers.
(i.e. supporting the shaft).
8.7.4 Shaft alignment is to be verified by
- Shear forces and bending moments on measurement.
the shaft are within acceptable limits in
Section 9
Thrusters
9.1.1 The requirements of this section are a) Thruster prime mover type and operational
applicable to: power/speed envelop.
- fixed thruster for propulsion b) Rating and type of motor for the azimuthing
mechanism (e.g. type hydraulic or electric).
- steerable thruster units (azimuth
thrusters) for propulsion and steering c) Gearing calculations for the azimuthing and
propulsion mechanism which is to be
- tunnel thruster for transverse propulsion designed in accordance with classification
aid to manoeuvring. notes on the design of gearing. Calculation
for bevel gears is to be on the basis of a
9.2 Plans and particulars conversion to equivalent helical gear.
9.4.1.2 The requirements associated with the iii) The following minimum factor of safety
structural and watertight integrity and the values are to be achieved:
installation arrangement are to be in accordance
with Pt.3. Surface stress SHmin = 1.2
i) Under dynamic operating conditions, the 9.4.3.2 The scantlings of the nozzle stock or
gear is to be considered for: steering tube are to be such that the equivalent
stress, σ,does not exceed 118/k [N/mm2] i.e.
- Design maximum dynamic duty
steering torque. σ e = σ 2 + 3τ t2 ≤ 118 / k [N/mm 2 ]
- Variable loading, where applicable.
A spectrum (duty) factor may be where,
used. The load spectrum value is to
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___________________________________________________________________________________
9.6.1 General
Table 9.6.2
Item Alarm Note
Thruster, azimuth or tunnel Indicators, see 9.6.2.2
Azimuthing motor Power failure, single Also running indication on bridge and at machinery
phase control location
Propeller pitch motor Power failure In case of failure the propeller pitch should be locked in
full ahead position. Also running indication on bridge
and at machinery control location
Electric propulsion motor Overload, power Also running indication on bridge and at machinery
failure control location
Control system Failure
Hydraulic oil supply tank level Low
Hydraulic oil system pressure Low
Hydraulic oil system High Where oil cooler is fitted
temperature
Hydraulic oil filters differential High Where oil filters are fitted
pressure
Lubricating oil supply Low If separate forced lubrication
pressure
End of Chapter
Chapter 5
Contents
Section
1 General
2 Design Requirements
3 Fittings and Mountings
4 Hydraulic Tests
Section 1
General
1.1.1 The requirements of this Chapter are 1.2.1 The design pressure is the maximum
applicable to pressure vessels of seamless and permissible working pressure and is to be not
fusion welded construction, and their mountings less than the highest set pressure of any safety
and fittings, for the following uses : valve.
- vapours or gases, e.g. air receivers, 1.3.1 The metal temperature, T, used to
hydrophore or similar vessels, CO2 evaluate the allowable stress, σ, is to be taken
containers, etc. and having pV ≥ 1.5, as the actual metal temperature expected under
where p is the design pressure in bar operating conditions for the pressure part
and V is the volume of the vessel [m3]. concerned, and is to be stated by the
manufacturer when plans of the pressure parts
1.1.2 Consideration will be given to are submitted for consideration.
arrangements or details of boilers, pressure
vessels and equipment which can be shown to 1.3.2 For boilers, the design metal temperature
comply with other recognized standards, is not to be taken less than the following values,
provided they are not less effective. unless justified by an exact calculation of the
temperature drop and is in no case to be taken
less than 250°C:
b) For pressure parts heated by hot gases, T 1.4 Plans and particulars
is to be taken as not less than 25°C in
excess of the maximum temperature of the 1.4.1 The following plans, in triplicate, for boiler
internal fluid; and pressure vessels are to be submitted for
approval, in so far as applicable:
c) For combustion chambers of the type used
in horizontal wet-back boilers, T is to be a) General arrangement, including arrange-
taken as not less than 50°C in excess of the ment of valves and fittings;
maximum temperature of the internal fluid;
b) Sectional assembly;
d) For furnaces, fire boxes, rear-tube plates of
dry-back boilers and pressure parts subject c) Seating arrangements;
to similar rates of heat transfer, T is to be
taken as not less than 90°C in excess of the d) Steam, water drum and header details;
maximum temperature of the internal fluid;
e) Water wall details;
e) For boiler, superheater, reheater and
economizer tubes, the design temperature f) Steam and superheater tubing, including the
is to be taken as under : tube support arrangements;
j) Details of heat treatment and testing of J = joint factor applicable to the welded seams
welds; or ligament efficiency between tube holes,
expressed as a fraction;
k) Calculations of thicknesses, when required;
p = design pressure, in bar;
l) Test pressures.
Ri = inside radius [mm];
1.5 Classification of pressure vessels
Ro = outside radius [mm];
1.5.1 For Rule purposes, boilers and pressure
vessels are graded as shown in Table 1.5.1. ro = outside knuckle radius [mm];
1.5.2 Pressure vessels which are constructed in ri = inside knuckle radius [mm];
accordance with the requirements of Class 2 or
Class 3 will, if manufactured in accordance with s = pitch [mm];
the requirements of a superior class, be
approved with the scantlings appropriate to that T = design temperature, °C;
class.
t = minimum thickness [mm];
1.5.3 In special circumstances relating to service
conditions, materials, operating temperature, the σ = allowable stress [N/mm2].
carriage of dangerous gases and liquids, etc., it
may be required that certain pressure vessels 1.7 Materials
be manufactured in accordance with the
requirements of a superior class. 1.7.1 Materials used in the construction of Class
1 & 2 pressure vessels are to be manufactured
1.6 Definition of symbols and tested in accordance with the requirements
of Pt.2 under the supervision of IRS Surveyors.
1.6.1 The symbols used in the various formulae
in this Chapter are defined as follows and are Materials for Class 3 pressure vessels will be
applicable to the specific part of the pressure accepted with manufacturer's certificate.
under consideration :
Steam-heated steam
Boilers Other pressure vessels
generators
15000
Class 1 p > 3.5 p > p > 50 or t > 38
Di + 1000
20000
15000 < p ≤ 50 or 16 < t ≤ 38 or
Class 2 p ≤ 3.5 p ≤ Di + 1000
Di + 1000
material temperature > 150°C
Pressure vessels not included in Class
Class 3
1 and 2
Note:
- copper alloy valve and fittings - when D 1.8.1 The term "allowable stress",σ, is the stress
>50 [mm] and pD > 1000 to be used in the formulae for calculation of
scantlings of pressure parts.
- Where p is the design pressure in bar
and D is the nominal diameter in [mm]. 1.8.2 The allowable stress, σ, is to be the lowest
of the following values:
1.7.2 The specified minimum tensile strength of
carbon and carbon manganese steel plates, Et E R S
pipes, forgings and castings is to be within the = or 20 or 20 or R
following general limits : 1.6 1.8 2.7 1.6
a) Carbon and carbon-manganese steels - 320 1.8.3 The allowable stress for steel castings is to
- 460 [N/mm2]; be taken as 80 per cent of the value determined
by the method indicated in 1.8.2, using the
b) Low alloy steels - 400 - 500 [N/mm2]. appropriate values for cast steel.
1.7.5 Semi-killed, fully killed and fine grain, 1.8.4 Where steel castings, which have been
normal strength structural steels complying with tested in accordance with Pt.2, are also
the requirements of Pt.2, Ch.3 will be accepted subjected to non-destructive tests, consideration
for following Class 3 pressure vessels when: will be given to increasing the allowable stress
using a factor up to 90 per cent in lieu of the 80
15000 per cent referred to in 1.8.3. Particulars of the
p < non-destructive test proposals are to be
D i + 2000 submitted for consideration.
1.10.1 Where pressure parts are of such 1.12 Minimum shell thickness
irregular shape that it is impracticable to design
their scantlings by the application of formulae 1.12.1 Only plus tolerances are allowed on the
given in this Chapter, the suitability of their design shell thickness.
construction is to be determined by hydraulic
proof test of a prototype or by an agreed 1.12.2 The thickness after forming of any shell
alternative method. Di
or head is not to be less than 3 + [mm] for
1.11 Adverse working conditions
1500
carbon, carbon-manganese and low-alloy steels
or 3 [mm] for stainless steel and non-ferrous
1.11.1 Where working conditions are adverse,
materials. For pressure vessels, where the
special consideration may be required to be
cylindrical part is made of a pipe, a smaller
given to increasing the scantlings derived from
minimum thickness may be approved. See also
the formulae, e.g. by increasing the corrosion or
Sec.2 for minimum thicknesses of plates in case
other allowance at present shown in the
of boilers.
formulae, or by adopting a design pressure
higher than defined in 1.2, to offset the possible
1.13 Heat treatment, non-destructive
reduction of life in service caused by the
examination and routine tests
adverse conditions. In this connection, where
necessary, account should also be taken of any
1.13.1 Details regarding heat treatment, non-
excess of loading resulting from :
destructive examination and routine tests are to
be in accordance with the requirements of
a) impact loads, including rapidly fluctuating
Ch.10.
pressures;
Section 2
Design Requirements
2.1 Cylindrical shells and drums subject to t, p, Ri and σ are defined in Sec.1;
internal pressure
J = efficiency of ligaments between tube holes
2.1.1 Minimum thickness or other openings in the shell or the joint factor
of the longitudinal joints (expressed as a
2.1.1.1 The minimum thickness, t, of a fraction), as defined in Sec.1, whichever applies.
cylindrical shell is to be determined by the In the case of seamless shells clear of tube
following formula: holes or other openings, J = 1.0.
s-d
J=
s
b) for irregular drilling (See Fig.2.1.2.2)
S1 + S 2 − 2 d
J=
S1 + S 2
where,
s1 = the shorter of any two adjacent pitches 2.1.2.4 Where tube holes are drilled in a
[mm]; cylindrical shell along a diagonal line with
respect to the longitudinal axis, the efficiency, J,
s2 = the longer of any two adjacent pitches of the ligament is to be determined as in 2.1.2.5
[mm]. to 2.1.2.8.
2.1.2.2 When applying the formula in 2.1.2.1, 2.1.2.5 For spacing of tube holes on a diagonal
the double pitch (s1 + s2) chosen is to be that line as shown in Fig.2.1.2.3, or in a regular saw-
which makes J a minimum, and in no case is s2 tooth pattern as shown in Fig.2.1.2.4, J is to be
to be taken as greater than twice s1. obtained from the series of curves given in Fig
2.1.2.6 where a and b, as shown in Fig.2.1.2.3
2.1.2.3 Where the circumferential pitch between and Fig.2.1.2.4, are measured, in millimeters, on
tube holes measured on the mean of the the median line of the plate , and d is as defined
external and internal drum or header diameters in 2.1.2.1.
is such that the ligament efficiency determined
by the formula in 2.1.2.1 is less than one- half of
the ligament efficiency of the longitudinal axis, J
where,
2.1.2.6 The data for Fig.2.1.2.6 is based on the
following: d = diameter of tube holes [mm].
d Cosα
B = 0.5 1 − (
Sin α + 1
2
) where,
a de = the equivalent diameter of the hole [mm];
p Do
K=
18.2 σ t
where,
where, where,
C = 0.8 di t b
σs
Y+Z ≥X
σ
where, 2.1.5.3 Area X is to be such that the
reinforcement is provided on all planes through
X = the area to be compensated and is indicated the center of the opening and normal to the shell
by X in Fig.2.1.5.1; surface, and is to be calculated as the product of
the radius of the hole cut in the shell and the
Y = the compensating area available in the shell thickness, A, that would be required for an
material and is indicated by Y in Fig.2.1.5.1; equivalent seamless unpierced shell.
Z = the compensating area available in the 2.1.5.4 Area Y is to be measured in the same
standpipe material and is indicated by Z in plane as area X, and is to be calculated as the
Fig.2.1.5.1; product of the difference between the actual
shell thickness and the equivalent unpierced
σs = the allowable stress of the standpipe shell thickness, A, and the dimension from the
material at design temperature; edge of the opening in shell to limit D.
2.1.5.5 Area Z is to be measured in the same 2.3 Dished ends subject to pressure on
plane as area X, and is to be calculated as concave side
follows:
2.3 1 Minimum thickness
- For that part of standpipe which projects
outside the shell, calculate the full cross- 2.3.1.1 The thickness, t, of semi-ellipsoidal,
sectional area of the stem up to a distance torispherical and hemispherical unstayed ends,
C from the actual outer surface of the shell dished from plate, having pressure on the
plate, and deduct from it the cross-sectional concave side and satisfying the conditions listed
area which the stem would have if its below, is to be determined by the following
thickness was as calculated in accordance formula:
with 2.7.1;
p DoK
- plus, in the case of set- through nozzles t= + 0.75 [mm]
(see Fig.2.1.5.1 (a) and (b), the full cross- 20 σ J
sectional area of that part of the stem which
projects inside the shell up to a distance of where,
C, from the inside surface of the shell;
p, Do, σ and J are defined in Sec.1;
- plus, the cross-sectional area of all
K = a shape factor in accordance with 2.3.2 and
- appropriate fillet welds; Fig.2.3.1.1.
2.2.1.2 The formula in 2.2.1.1 is applicable only 2.3.1.6 For boilers (fired and exhaust gas
where the resulting thickness does not exceed heated), economisers, superheaters, reheaters,
half the internal radius. steam receivers, steam heated steam
generators and similar vessels, the minimum
2.2.2 Openings thickness of the head, t, is to be not less than
9.5 [mm]. In special cases where it is proposed
2.2.2.1 Openings in spherical shells are to to use less than 9.5 [mm] thickness, the
comply with the relevant requirements of 2.3. proposals will be subject to special
consideration.
t = minimum thickness, after dishing [mm]; 2.3.5.2 Reinforcing material within the following
limits may be taken as effective reinforcement:
Do = outside diameter of dished end [mm].
a) The effective width l1, of reinforcement is not
2.3.3.3 The following requirements must in any to exceed 2 R i t or 0.5 do whichever is the
case be satisfied:
lesser;
t
≤ 0.1 b) The effective length l2 of a reinforcing ring is
Do not exceed do tb ;
d
≤ 0.7 where,
Do
Ri = The internal radius of the spherical part of a
torispherical end [mm]; or
2.3.3.4 From Fig.2.3.1.1 for any selected ratio
H/Do, the curve for unpierced ends gives a value
= the internal radius of the meridian of the
d ellipse at the center of the opening, of a semi-
for as well as for K. Openings giving a
Do t ellipsoidal end, [mm], and is given by the
following formula:
d
value of not greater than the value so
Do t [ a 4 − x 2 (a 2 − b 2 )]1.5
obtained may thus be pierced through an end a4 b
designed as unpierced without any increase in
thickness. where,
allowable stress of reinforcing plate at design temperature Dc = inside diameter, in [mm], of conical section
or end at the position under consideration, see
allowable stress of end plate at design temperature
Fig.2.4.1.1;
2.4 Conical ends subject to internal pressure α1, α2, α3 = angle of slope of conical section (at
the point under consideration) to the vessel axis,
2.4.1 Minimum thickness see Fig.2.4.1.1.
2.4.1.1 The minimum thickness, t, of the 2.4.1.4 Conical ends may be constructed of
cylinder, knuckle and conical section at the several ring sections of decreasing thickness, as
junction and within the distance L from the determined by the corresponding decreasing
junction is to be determined by the following diameter.
formula, but in no case is to be less than the
thickness determined by 2.4.1.3:-
2.4.1.5 The thickness of conical sections having 2.7 Particular design requirements for
an angle of inclination to the vessel axis of more boilers, superheaters, economizers, steam
than 75 degrees is to be determined as for a flat receivers and similar vessels
plate.
2.7.1 Boiler tubes subject to internal
2.5 Unstayed flat end plates pressure
2.6.1.1 The minimum wall thickness of t, p, Do and σ are as defined in Sec.1. The
standpipes and branches is to be not less than thickness is in no case to be less than that
that determined by 2.7.1. In determining the wall shown in Table 2.7.1.
thickness of branches, internal pressure in
addition to loads by connected piping and 2.7.1.2 If the tube is ordered with a minus
vibrations are to be taken into account. The tolerance, the minimum thickness according to
thickness, however, is not to be less than: the formula in 2.7.1.1 is to be increased by the
necessary amount. Where tubes are bent, the
t = 0.04 Do + 2.5 [mm] thickness of the thinnest part of the tube is not to
be less than the calculated thickness, unless it
where, can be demonstrated that the method of
bending results in no decrease in strength at the
t and Do are as defined in Sec.1. bend as compared with the straight tube. In
connection with any new method of bending, the
2.6.1.2 In no case need the wall thickness manufacturer is to prove that this condition is
exceed that of the shell. satisfied.
2.6.1.3 Where standpipe or branch is connected 2.7.1.3 For boiler, superheater and economizer
by screwing, the thickness is to be measured at tubes, the wall thickness required for the drum
the root of the threads. or header connection or tube stub is to be
calculated as part of the tube.
2.7.2.1 The wall thickness of tubes with outside t, p, Do and σ are as defined in Sec.1;
diameter 100 [mm] and less is not to be less
than: The nominal thickness of plain boiler tubes is,
however, in no case to be less than given in
p Do Table 2.7.2.
t= [mm]
157 σ
2.7.2.3 Plain tubes may be seal welded at both 2.7.3.1 Circular headers
ends, seal welded at the inlet end and expanded
at the outlet end or expanded at both the ends. 2.7.3.1.1 The minimum thickness of circular
Where the tubes are seal welded, the tubes are section headers is to be calculated in
to be expanded into the tube plates in addition accordance with 2.1.
to welding.
2.7.3.2 Rectangular section headers
2.7.2.4 Where plain tubes are expanded only,
the process is to be carried out with roller 2.7.3.2.1 The thickness of flat surfaces of
expanders, and the expanded portion of the rectangular solid forged headers is to be not
tube is to be parallel through the full thickness of less than (t + 0.75) [mm], where t = the greatest
the tube plate. In addition to expanding, tubes basic thickness, in [mm], derived by the use of
may be bellmouthed or beaded at the inlet end. Fig.2.7.3.1.
2.7.2.5 Where the total number of tubes are 2.7.3.2.2 Fig.2.7.3.1 shows values of t/B
arranged in one nest and no stay tubes are corresponding to the values of term K, for
fitted, the ends of all tubes are to be welded or parameters of A/B;
expanded and beaded at the inlet end, and
welded or expanded at the outlet end. where,
2.7.2.6 The spacing of the tube holes is to be A = the distance, in [mm], between centerline of
such that the minimum width, in [mm], of any the openings and the limit of the effective width,
ligament between the tube holes is not less B, of the header. Where there is more than one
than: row of holes, A is the distance to the row
showing the lowest efficiency;
0.125 d + 12.5 [mm]
B = the effective width, in [mm], of the pierced
where, surface under consideration measured between
the supporting sides of the headers, minus one
corner radius. The effective width is not to be 2.7.3.3.2 Ends attached by welding are to be
taken as less than 0.9 of the full distance designed as follows:-
between the sides;
a) Dished Ends: these are to be in accordance
10σ J with 2.3
K=
p b) Flat Ends: the minimum thickness of flat end
plates is to be determined by the following
where, formula:-
d = the diameter of the tube holes [mm]. 2.7.4.1 Stayed flat surfaces
2.7.3.3 Header ends 2.7.4.1.1 Where flat end plates are flanged for
connection to the shell, the inside radius of
2.7.3.3.1 The shape and thickness of ends flanging is to be not less than 1.75 times the
forged integrally with the bodies of headers are thickness of the plate, with a minimum of 38
to be the subject of special consideration. [mm].
Where sufficient experience of previous
satisfactory service of headers with integrally 2.7.4.1.2 Where combustion chamber of firebox
forged ends cannot be shown, the suitability of a plates are flanged for connection to the wrapper
proposed form of end is to be proved in plate, the inside radius of flanging is to be equal
accordance with 1.10. to the thickness of the plate, with a minimum of
25 [mm].
where,
d = A +B
2 2
where the stays are regularly
pitched
2.7.4.1.8 Alternative methods of support will be 2.7.4.1.10 Where the flat top plates of
specially considered. combustion chambers are supported by welded-
on girders, the equation in 2.7.4.1.6 is to apply
2.7.4.1.9 Where a flat plate has a manhole or as follows:
sighthole and the opening is strengthened by
flanging, the total depth, H, of the flange, a) In the case of welded-on girders provided
measured from the outer surface of the plate, is with waterways;
to be not less than:
C = 0.42;
H= tW
d = X2 + Y2
where,
where,
H = depth of flange [mm];
X = width of waterway in the girder plus the
t = thickness of plate [mm]; thickness of the girder [mm];
C = 0.51;
d = D;
where,
p
t = Cd + 0.75 [mm]
2.7.4.2.3 Where stay tubes are required to be 10σ 1
fitted, the thickness of those parts of the tube
plates within the tube nests is to be determined where,
by the following formula:
t = thickness of the tube plate [mm];
p
t = CM + 0.75 [mm] p = design pressure [N/mm2];
10σ 1
σ1 = 0.85 σ, where σ is as defined in Sec.1;
where,
M = mean pitch, in [mm], of the stay tubes B = pitch [mm], of the stay tubes in boundary
supporting any positions of the plate (being the rows of wide water space;
sum of the four sides of any quadrilateral divided
by 4); C = 0.42, if the plates are not exposed to flame;
C = 0.42 for plates not exposed to flame with = 0.46, if the plates are exposed to flame.
stay tube secured as shown in Fig.2.7.4.5;
2.7.4.3.2 The values of C and the method of
C = 0.46 for plates exposed to flame. securing the stay tubes are as indicated in
2.7.4.2.3.
2.7.4.2.4 Where the area of the tube nest does
2
not exceed 0.65 [m ] in the case of direct fired 2.7.4.3.3 Where stay tubes are irregularly
2
boilers, or 2.0 [m ] in the case of waste heat pitched, d is to be taken as the diameter of the
boilers, and stay tubes are not fitted, the largest circle which can be drawn through any
thickness of the plate is to be determined by the three points of support without enclosing
formula in 2.7.4.2.3; another point of support. Where various forms of
supports are used, the value of C is to be the
where, mean of the values for the respective methods
adopted.
M = Four times the mean pitch [mm], of the plain
tubes in the nest; 2.7.4.3.4 For the portions of the end plates
between the top rows of tubes and steam space
C = 0.45 for plates not exposed to flame; stays, the formula in 2.7.4.3.1 is to apply, B
being taken as the distance between the
= 0.49 for plates exposed to flame. centerline of the top row of tubes and the center
of the bar stays or other point of support, and A
2.7.4.2.5 The thickness, t, of any tube plate in A1 + A 2
being taken as where A1 is the
the tube area is to be not less than: 2
horizontal distance between the centers of bar
2.7.4.4 Combustion chamber tube plates 2.7.4.6.1 The width of margin, b, of a flat plate
under compression which may be regarded as being supported by
the shell, furnaces or flues to which the flat plate
2.7.4.4.1 The thickness of combustion chamber is attached is not to exceed that determined by
tube plates under compression due to the the following formula:
pressure on the top plate, based on a
compressive stress not exceeding 960 bar is to C(t − 0.75)
be determined by the following formula: b= [mm]
p
pWs
t= [mm] where,
1930(s − d)
t and p are as defined in Sec.1;
where,
b = width of margin [mm];
t and p are as defined in Sec.1;
C = 31.0 for plates not exposed to flame;
W = internal width of combustion chamber [mm],
measured from tube plate to back chamber = 28.8 for plates exposed to flame.
plate;
2.7.4.6.2 Where an unflanged flat plate is
s = pitch of tubes [mm], measured horizontally welded directly to shell, furnaces or flues and it
where tubes are chain pitched, or diagonally is not practicable to effect the full penetration
where the tubes are staggered pitched and the weld from both sides of the flat plate, the
diagonal pitch is less than the horizontal pitch; constant C used in formula in 2.7.4.6.1 is to be:
d = internal diameter of plain tubes. C = 23.6 for plates not exposed to flame;
2.7.4.5 Girders for combustion chamber top = 22.3 for plates exposed to flame.
plates
2.7.4.6.3 In the case of plates which are flanged,
2.7.4.5.1 The formula in 2.7.4.5.2 is applicable the margin is to be measured from the
to plate girders welded continuously to the top commencement of curvature of flanging, or from
combustion chamber plates by means of a full a line 3.5 times the thickness of the plate,
penetration weld. measured from the outside of the plate,
whichever is nearer to the flange.
2.7.4.5.2 The proportion of steel plate girders
supporting the tops of combustion chambers is 2.7.4.6.4 Where the flat plate is not flanged for
to be determined by the following formula: attachment to the shell, furnaces or flues, the
margin is to be measured from the inside of the
0.32 p l 2 s shell or the outside of the furnaces or flues,
t= [mm] whichever is applicable.
d 2 R 20
2.7.4.6.5 In no case is the diameter, D, in [mm], 2.7.5 Flat plates and ends of vertical boilers
of the circle forming the boundary of the margin
supported by the uptake of a vertical boiler to be 2.7.5.1 Tube plates of vertical boilers
greater than determined by the following
formula: 2.7.5.1.1 Where vertical boilers have a nest or
nests of horizontal tubes, so that there is direct
tension on the tube plates due to the vertical
345
D= + d 2 [mm] load on the boiler ends or to their acting as
p horizontal ties across the shell, the thickness of
the tube plates in way of the outer rows of tubes
where, are to be determined by the following formula:
R20 = specified minimum tensile strength of tube 2.7.5.2.2 For the combustion chamber tube
plate [N/mm2]; plate the minimum number of gussets are to be:
J = efficiency of ligaments between tube holes in - 1 gusset where C exceeds 255 000
the outer vertical rows (expressed as a fraction);
- 2 gussets where C exceeds 350 000
s−d
= - 3 gussets where C exceeds 420 000
s
2.7.5.2.3 For the smoke box tube plate the
where, minimum number of gussets are to be:
s = vertical pitch of tubes [mm]; - 1 gusset where C exceeds 255 000
d = diameter of tube holes [mm]. - 2 gussets where C exceeds 420 000
2.7.5.1.2 Each alternate tube in the outer 2.7.5.2.4 The shell plates to which the sides of
vertical rows of tubes is to be a stay tube. the tube plates are connected are to be not less
Further, the arrangement of stay tubes in the than 1.5 [mm] thicker than is required by the
nests is to be such that the thickness of the tube formula applicable to shell plates with
plates meets the requirements of 2.7.4.2. and continuous circularity; and where gussets or
2.7.4.3. other stays are not fitted to the shelves, the
strength of the parts of the circumferential
2.7.5.1.3 Where the vertical height of the tube seams at the top and bottom of these plates
plates between the top and bottom shelves from the outside of one tube plate to the outside
exceeds 0.65 times the internal diameter of the of the other, is to be sufficient to withstand the
boiler, the staying of the tube plates, and the whole load on the boiler end with a factor of
scantlings of the tube plates and shell plates to safety of not less than 4.5 related to R20 (where
which the sides of the tube plates are connected R20 is the specified minimum tensile strength
will require to be specially considered. It is of the shell plates [N/mm2].
recommended, however, that for this type of
boiler the vertical height of the tube plates 2.7.5.3 Dished and flanged ends for vertical
between the top and bottom shelves should not boilers
exceed 1.25 times the internal diameter of the
boiler. 2.7.5.3.1 The minimum thickness, t, of dished
and flanged ends for vertical boilers which are
2.7.5.2 Horizontal shelves of tube plates subject to pressure on the concave side and are
forming part of the shell supported by central uptakes is to be
determined by the following formula:
2.7.5.2.1 For vertical boilers of the type referred
to in2.7.5.1, in order to withstand the vertical
PRi
load due to pressure on the boiler ends, the t= + 0.75 [mm]
horizontal shelves of the tube plates are to be 10σ 2
supported by gussets in accordance with the
following formula: where,
Di = inside diameter of the boiler [mm]; 2.7.5.3.3 The inside knuckle radius, ri, of the arc
joining the cylindrical flange to the spherical
surface of the end is to be not less than four
Indian Register of Shipping
Chapter 5 Part 4
Page 30 of 40 Boilers and Pressure Vessels
times the thickness of the end plate, and in no are supported by central uptake, is to be
case less than 65 [mm]. determined by the following formula:
d = diameter, in [mm], of the largest circle σ = specified minimum 0.2 per cent proof stress
which can be drawn through three points of in [N/mm2], at a temperature 90°C above the
support without enclosing another point of saturated steam temperature corresponding to
support; the design pressure for the steel actually used.
c = the mean of the values for the respective 2.7.5.6.2 The inside radius of curvature, Ri, see
points of support through which the circle Fig.2.3.1.2 (a), of the end plate is to be not
passes. greater than the external diameter of the
cylinder to which it is attached.
2.7.5.5 Dished and flanges ends for
supported vertical boiler furnaces 2.7.5.6.3 The inside knuckle radius, ri, see
Fig.2.3.1.2 (a), of the arc joining the cylindrical
2.7.5.5.1 The minimum thickness, t, of dished flange to the spherical surface of the end is to
and flanged ends for vertical boiler furnaces that be not less than four times the thickness of the
are subject to pressure on the convex side and end plate and in no case less than 65 [mm].
p D o (L + 160)
2.7.6 Cylindrical furnaces subject to external t= + 0.75 [mm]
pressure 102400
2.7.6.1 Maximum thickness CpD o L
t= + + 0.75 [mm]
2.7.6.1.1 Furnaces, plain or corrugated, are not 1100 320
to exceed 22.5 [mm] in thickness.
where,
2.7.6.2 Corrugated furnaces
t and p are as defined in Sec.1;
2.7.6.2.1 The minimum thickness, t, of
corrugated furnaces is to be determined by the Do = external diameter of the furnace, flue or
following formula: combustion chamber [mm];
t = thickness, of the furnace plate measured at 2.7.6.4 Plain furnaces of vertical boilers
the bottom of the corrugations [mm];
2.7.6.4.1 The thickness of plain furnaces not
C = 1060 for Fox, Morision and Deighton exceeding 1700 [mm] in external diameter is to
corrugations; be determined by the formulae given in
2.7.6.3.1, the greater of the two thicknesses
= 1130 for suspension and bulb corrugations. being taken;
CpR o
t= + 0.75 [mm]
608
where,
2x
C= or 0.85, whichever is greater
x +σ
where,
2.7.7 Stay tubes and bar stays for cylindrical 2.7.7.3.3 Where there are no stay tubes in the
boilers tube nest, the area to be supported by a bar
stay is to extend to the tangential boundary of
2.7.7.1 Stay tubes the tube nest.
2.7.7.1.3 Welded-in stay tubes are to be 2.8.1.2 Manholes in cylindrical shells should
expanded into tube plate in addition to welding. preferably have their shorter axes arranged
longitudinally, and are to be located clear of the
2.7.7.1.4 Stay tubes may be welded into the welded joints in the shell.
boiler after stress relief, provided they are not
adjacent in the same tube nest. 2.8.1.3 Doors for manholes and sightholes are
to be formed from steel plate or of other
2.7.7.2 Combustion chamber and longitu- approved construction, and all jointing surfaces
dinal bar stays. are to be machined.
2.7.7.2.1 The permissible stress in combustion 2.8.1.4 Doors of the internal type are to be
chamber and other similar bar stays, calculated provided with spigots which have a clearance of
on minimum sectional area, is not to exceed 62 not more than 1.5 [mm] all round, i.e. the axes of
2
[N/mm ]. the opening are not to exceed those of the door
by more than 3 [mm].
2.7.7.2.2 The diameter of any stay is to be not
less than 19 [mm]. 2.8.1.5 Doors of the internal type for openings
not larger than 230 x 180 [mm] need be fitted
2.7.7.2.3 The permissible stress in longitudinal with only one stud, which may be forged integral
stays, calculated on the minimum cross- with the door. Larger doors are to be provided
sectional area, is not to exceed: with two studs screwed through the door and
fitted with nuts on the inside. Alternatively, bolts
minimum specified tensile strength [N/mm 2 ] may be used, screwed through the door with the
heads inside. Other methods of attachment may
5.3 be accepted, provided that details are submitted
for consideration.
2.7.7.2.4 In no case is the diameter of the
longitudinal stays at any section to be less than 2.8.1.6 The crossbars or dogs for doors are to
25 [mm]. be of steel.
2.7.7.3 Loads on stay tubes and bar stays 2.8.1.7 Circular flat cover plates may be fitted to
raised circular manhole frames not exceeding
2.7.7.3.1 Stay tubes and bar stays are to be 400 [mm] diameter, and for an approved design
designed to carry the whole load due to pressure not exceeding 18 bar. Thickness of the
pressure on the area to be supported. frames are to be not less than 19 [mm] in all
parts. The circular cover plates and joint flanges
for such frames are to be not less than:-
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2.8.1.9 For the purpose of calculation, the 2.9.2.2 Every shell type economizer is to be
pressure may be assumed to act on the whole provided with a means of indicating the internal
area within the pitch circle of the bolts. pressure and to be located so that the pressure
can be easily read from a position from which
2.8.1.10 For smaller circular openings in the pressure may be controlled.
headers and similar fittings, an approved type of
plug may be used. 2.9.2.3 Every shell type economizer is to be
provided with removable lagging at the
2.8.2 Additional requirements for boilers, circumference of the tube end plates to enable
superheaters, economizers, and similar ultrasonic examination of the tube plate to shell
vessels connection.
2.8.2.2 Cylindrical boilers are to be provided, 2.9.4.1 The manufacturer is to provide operating
where possible, with means for ingress to permit instructions for each economizer and is to
examination and cleaning of the inner surfaces include reference to:
of plates and tubes exposed to flame. Where the
boilers are too small to permit this there are to - Feed water treatment and sampling
be sightholes and mudholes sufficiently large arrangements.
and numerous to allow the inside to be
satisfactorily cleaned. - Operating temperatures – exhaust gas and
feed water temperatures.
2.8.2.3 Where the cross tubes of vertical boilers
are large, there is to be a sight hole in the shell - Operating pressure.
opposite to one end of each tube sufficiently
large to allow the tube to be examined and - Inspection and cleaning procedures.
cleaned. These sight holes are to be in positions
accessible for that purpose. - Records of maintenance and inspection.
- Periodical operational checks of the safety - Procedures for maintenance and overhaul
devices to be carried out by the operating of safety valves.
personnel and to be documented
accordingly.
Section 3
3.2.1.1 Boilers and steam generators are to be 3.2.1.8 Each safety valve chest is to be drained
fitted with not less than two safety valves, each by a pipe fitted to the lowest part and led with a
having a minimum internal diameter of 25 [mm], downward gradient to the bilges or to a tank,
but those having a total heating surface of less clear of the boilers. No valves or cocks are to be
2
than 50 [m ] may have one valve not less than fitted to these drain pipes. It is recommended
50 [mm] diameter. that the bore of the drain pipes be not less than
19 [mm].
3.2.1.9
Superheated steam safety valves
a) Where a shell type economizer is capable of
being isolated from the steam plant system, it is AC (p + 1.03) vs
to be provided with at least one safety valve and E=
when it has a total heating surface of 50 [m2] or 98.1 vh
more, it is to be provided with at least two safety
valves. where,
b) To avoid the accumulation of condensate on E = the maker's specified peak load
the outlet side of safety valves, the discharge evaporation, in [kg/hour] (including all
pipes and/or safety valve housings are to be evaporation from waterwalls, integral, or
fitted with drainage arrangements from the steaming economizers and other heating
lowest part and led with a downward gradient to surfaces in direct communication with the
the bilges or to a tank, clear of the economizer, boiler). In no case is the designed evaporation
where it will not pose threat to either personnel to be based on less than 29 [kg/m2] hour of
or machinery. heating surface for fired boiler and 14.5 [kg/m2]
hour for exhaust gas heated boilers;
3.2.1.10 Full details of the proposed
arrangements to satisfy 3.2.1.9(a) to 3.2.1.9(b) A = for ordinary, high lift or improved high lift
are to be submitted for approval. safety valves, the aggregate area, in [mm2], of
the orifices through the seatings of the valves,
3.2.1.11 In case of watertube boilers, each neglecting the area of guides and other
saturated steam drum and each superheater are obstructions;
to be provided with at least one safety valve.
= for full lift safety valves, the net aggregate
3.2.1.12 When a boiler is fitted with an integral area, in [mm2], through the seats after deducting
superheater without any intervening stop valve, the area of the guides or other obstructions
the safety valve(s) on the superheater may be when fully lifted;
considered as boiler safety valve(s). The safety
valves are to be so proportioned and positioned C = 4.8 for valves of ordinary type, having a
that when relieving, sufficient steam is forced minimum lift of D/24;
through the superheater to prevent damage to
the heater. = 7.2 for valves of high lift type, having a
minimum lift of D/16;
Where a superheater, reheater or economizer is
fitted with a valve between one of these and the = 9.6 for valves of improved high lift type
boiler, the unit is to have appropriate safety having a minimum lift of D/12;
valves. Such safety valves are not to be
regarded as safety valves for the boiler. = 19.2 for valves of full lift type having a
minimum lift of D/4;
3.2.1.13 Where it is impracticable to attach
safety valves directly to the superheater, the D = bore of valve seat [mm];
valves are to be located as near as possible
thereto and fitted to a branch piece connected to p = design pressure, in bar;
the superheater outlet pipe.
3
= specific volume of saturated steam [m /kg];
3.2.1.14 In high temperature installations the
drains from safety valves are to be led to a tank Vh = specific volume of superheated steam
or other place where high temperature steam [m3/kg].
can be safely discharged.
3.2.1.16 When the discharge capacity of a
3.2.1.15 The designed discharge capacities of safety valve of approved design has been
the safety valves on each boiler and steam established by type tests, carried out in the
generators are to be found from the following presence of the Surveyors or by an independent
formulae : authority recognized by IRS, on valves
representative of the range of sizes and
Saturated steam safety valves pressures intended for marine application,
consideration will be given to the use of a
AC (p + 1.03) constant higher than C=19.2, based on 90 per
E=
98.1
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cent of the measured capacity up to a maximum combined cross-sectional areas of the branch
of C = 45 for full lift safety valves. waste steam pipes leading thereto from the
boiler safety valves. In case of water tube
3.2.1.17 Where boilers are not fitted with boilers, each boiler should have a separate
superheater, the safety valves are to be set to waste steam system to atmosphere.
open at a pressure of not more than 3 per cent
above the approved design pressure, and in no 3.2.1.22 Waste steam pipes are to be led to the
case at a pressure higher than : atmosphere and are to be adequately supported
and provided with suitable expansion joints,
a) the design pressure of the steam piping; or bends or other means to relieve the safety valve
chests of undue loading.
b) the least sum of the design pressure of the
machinery connected to the boiler and the 3.2.1.23 The scantlings of waste steam pipes
pressure drop in the piping between this and silencers are to be suitable for the
machinery and the boiler. maximum pressure to which the pipes may be
subjected in service, and in any case not less
3.2.1.18 Where boilers are fitted with than 10.0 bar.
superheaters, the safety valves on the
superheaters are to be set to a pressure not 3.2.1.24 Silencers fitted to waste steam pipes
higher than : are to be so designed that the clear area
through the baffle plates is not less than that
a) the design pressure of the steam piping; or required for pipes.
b) the least sum of the design pressure of the 3.2.1.25 The safety valves of each exhaust gas
machinery connected to the boiler and the heated economizer/and each exhaust gas
pressure drop in the piping between this heated boiler which may be used as an
machinery and the boiler. economizer are to be provided with entirely
separate waste steam pipes.
The safety valves on the boiler drum are to be
set to a pressure not less than the superheater 3.2.1.26 External drains and exhaust steam
valve setting plus 0.35 bar plus the pressure vents to atmosphere are not to be led to waste
drop through the superheater, when the boiler steam pipes.
stop valves are closed and the superheater
safety valves are relieving at their rated 3.2.1.27 It is recommended that a scale trap and
capacity. In no case, however, are the safety means for cleaning be provided at the base of
valves to be set to a pressure higher than 3 per each waste steam pipe.
cent above the design pressure of the boiler.
3.2.1.28 In installations operating with a high
3.2.1.19 Tests for accumulation of pressure are degree of superheat, consideration is to be
to be carried out. The boiler pressure is not to given to the high temperatures which waste
rise more than 10 per cent above the design steam pipes, silencers and surrounding spaces
pressure, when the boiler stop valves are closed will attain when the superheater safety valves
under full firing conditions. The duration of the are blowing during accumulation tests and in
accumulation test is to be 15 minutes for smoke- service. Adequate protection against heat
tube boilers and 7 minutes for water-tube effects is to be provided to Surveyor's
boilers. During this test, no more feed water is to satisfaction.
be supplied than is necessary to maintain a safe
working water level. 3.2.1.29 Waste steam pipes are to be led well
clear of electric cables and any parts or
3.2.1.20 For ordinary, high lift and improved high structures sensitive to heat or likely to distort,
lift type valves, the cross-sectional area of the the pipes are to be insulated where necessary.
waste steam pipe and passages leading to it is
to be at least 10 per cent greater than the 3.2.2 For pressure vessels other than boilers
aggregate area of the safety valves as used in and steam generators
the formulae in 3.2.1.15. For full lift and other
approved valves of high discharge capacity, the 3.2.2.1 Each pressure vessel system or each
cross-sectional area of the waste steam pipe pressure vessel which can be isolated, is to be
and passages is to be not less than 0.1C times provided with arrangements to prevent
the aggregate valve area. overpressure.
3.2.1.21 The cross-sectional area of the main 3.2.2.2 Pressure vessels intended to operate
waste steam pipe is to be not less than the completely filled with liquid are to have a liquid
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relief valve unless otherwise protected against 3.3.2 Pressure vessels other than boilers and
overpressure. steam generators
3.2.2.3 Where a pressure vessel is fitted with 3.3.2.1 Each pressure vessel or system is to be
heating coils, and fracture in the coils may fitted with a stop valve situated as close as
increase the normal pressure of fluid in the possible to the shell.
pressure vessel, the relieving capacity of the
safety device is to be sufficient to take into 3.4 Water level indicators
account the fracture of one tube.
3.4.1 Every boiler and steam-heated steam
3.2.2.4 The total capacity of the safety valves, generator is to be fitted with at least two
fitted to any pressure vessel or system of independent means of indicating the water level
pressure vessels, is to be sufficient to discharge in it, one of which is to be a gauge glass. The
the maximum quantity of fluid (liquid or gaseous) other means is to be either an additional gauge
that can be generated or supplied without glass or an approved equivalent device.
causing a rise in the pressure of more than 10
per cent above the design pressure. 3.4.2 Where a steam and water drum exceeding
4 [m] in length is fitted athwartships, two gauge
3.2.2.5 The safety valves are to be set to open glasses are to be fitted in suitable positions, one
at a pressure of not more than 3 per cent above near each end of the drum.
the design pressure.
3.4.3 The water gauges are to be readily
3.2.2.6 The use of bursting discs or a accessible and placed so that the water level is
combination of bursting discs and safety valves clearly visible. The lowest visible part of the
instead of safety valves is subject to special glass of the water gauge is to be situated at the
consideration in each case. lowest safe working water level.
3.2.2.7 The discharge from safety valves is to be a) In the case of water-tube boilers, the water
led to a place where no hazard will be created gauge glasses are to be located so that
by the contents being discharged. water is just showing when the water level in
the steam drum is just above the top row of
3.2.2.8 Where a gas is used for fire tubes when the boiler is cold (generally
extinguishing in the machinery spaces, the about 25 [mm] above).
discharge from safety valves or fusion plugs on
air receivers is to be led to open deck outside b) In water-tube boilers, the tubes of which are
machinery spaces, alternatively, the quantity of not entirely drowned when cold, the water
gas for fire fighting purposes is to be increased gauge glasses are to be placed, to the
to such an extent that the efficiency of the fire Surveyor's satisfaction, in the positions
extinguishing installation is not affected. which have been found by experience to
indicate satisfactorily that the water content
3.3 Stop valves is sufficient for safety when the boiler is
worked under all service conditions.
3.3.1 Boilers and steam generators
c) The level of the highest part of the effective
3.3.1.1 One main stop valve is to be fitted to heating surfaces, e.g. combustion chamber
each boiler and located as near the boiler as top of a horizontal boiler and the furnace
practicable. There are to be as few auxiliary stop crown of a vertical boiler, is to be clearly
valves as possible so as to avoid piercing the marked in a position adjacent to the water
boiler shell than is absolutely necessary. gauge glass.
3.3.1.2 Where two or more boilers are 3.4.4 The length of the water gauge glasses is
connected together : to be sufficient for verifying the water levels in
case of alarm and oil supply cut-off.
a) the steam connections for each boiler are to
be provided with two stop valves with a 3.4.5 The cocks of all water gauges are to be
drain connection between them. The valve operable from positions free from danger in the
nearest to the boiler is to be a non-return event of the glass breaking.
valve;
3.4.6 If the water gauges are not fitted directly to
b) essential services are to be capable of the shell of the boiler, but to stand pillars or
being supplied from at least two boilers. columns, it is desirable that these pillars or
columns should be bolted directly to the shell of
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the boiler. If they are connected to the boiler by
means of pipes, the pipes are to be fitted with 3.6.4 The feed check valves are to be fitted with
terminal cocks, not valves, secured direct to the efficient gearing, whereby they can be
boiler shell. satisfactorily worked from the stokehold floor, or
other convenient position.
a) For boilers exceeding 3 [m] in diameter, the
pillars are to be not less than 63 mm, and 3.6.5 Standpipes on boiler, for feed inlet, are to
the connecting pipes not less than 38 [mm] be designed with an internal pipe to prevent
internal diameter. For boilers exceeding 2.3 direct contact between the feed pipe and the
[m] but not exceeding 3 [m] in diameter, the boiler shell or end plates with the object of
pillars are to be not less than 50 [mm] and minimizing thermal stresses in these plates.
the pipes not less than 32 [mm] internal Similar arrangements are to be provided for
diameter. desuperheater and other connections, where
significant temperature difference occur in
b) The upper ends of the connecting pipes are service.
to be so arranged that there is no pocket or
bend where an accumulation of water from 3.7 Pressure gauges
the condensation of the steam can lodge.
They should not pass through the uptake if 3.7.1 Each boiler and superheater is to be
they can be otherwise arranged. If, provided with a steam-pressure gauge.
however, this condition cannot be complied
with, they may pass through it by means of 3.7.2 The pressure gauges are to be placed
a passage at least 50 [mm] clear of the pipe where they are easily read. The highest
all round, open for ventilation. permissible working pressure is to be marked off
on pressure gauge in red.
3.5 Low water level fuel shut-off and alarm
3.8 Blow-down and scum valves
3.5.1 Each fired boiler is to be fitted with a
system of water level detection which is to be 3.8.1 Each boiler is to be fitted with at least one
independent of any other mounting on the boiler blow-down valve secured to the lower part of the
and which will operate audible and visible boiler.
alarms and shut-off automatically the fuel supply
to the burners when the water level falls to a 3.8.2 Where it is not practicable to attach the
predetermined low level. blow-down valve direct to water-tube boilers, the
valve may be placed immediately outside the
3.6 Feed check valves boiler casing with a steel pipe of substantial
thickness fitted between the boiler and valve.
3.6.1 Each main boiler or auxiliary boiler for The pipe and valve are to be suitably supported
essential services and each steam-heated and any pipe which may be exposed to direct
steam generator is to have two independent heat from the furnace is to be adequately
feed pipes; each feed pipe is to be provided with protected.
two feed check valves. Boiler heated exclusively
by exhaust gases may have only one feed pipe 3.8.3 The blow-down valve and its connections
and with one feed check valve. to the sea need not be more than 38 [mm], and
is to be not less than 19 [mm] internal diameter.
3.6.2 The feed check valves are to be attached, For cylindrical boilers the size of the valve may
wherever practicable, direct to the boiler, but be generally 0.0085 times the diameter of the
where the arrangements necessitate the use of boiler.
standpipes between the boiler and the check
valves, these pipes are to be of steel or other 3.8.4 Blow-down valves and scum valves
approved material. For boiler feed water (where the latter are fitted) of two or more boiler
systems, See Ch.3, Sec.6. may be connected to one common discharge,
but where thus arranged there are to be screw-
3.6.3 In boilers, where economizer forms an down non- return valves fitted for each boiler to
integral part of the boiler, and where the prevent the possibility of the contents of one
arrangements necessitate the use of a common boiler passing to another.
inlet pipe on the economizer for both main and
auxiliary feed systems, this pipe is to be as short 3.8.5 The blow-down cock or valve on the ship's
as practicable, and the arrangement of check side is to be fitted in a readily accessible
valves is to be such that either feed line can be position, above the level of the floor plates, and
effectively isolated without interruption of the is to be arranged such that it can be readily
feed water supply to the boiler. seen whether it is open or shut. The cock handle
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is not to be removable unless the cock is shut, 3.9 Salinometer valve or cock
and if a valve is fitted, the wheel is to be fixed to
the spindle. 3.9.1 Each boiler is to be provided with a
salinometer valve or cock secured direct to the
boiler in a convenient position. The valve or
cock is not to be on the water gauge standpipe.
Section 4
Hydraulic Tests
4.1 Boilers (fired and exhaust gas heated), approved boiler design pressure, or twice the
economizers, superheaters, reheaters, steam maximum pressure which can be developed in
receivers, steam heated generators and the feed line in normal service, whichever is
similar vessels greater.
4.1.2.1 All boiler mountings are to be subjected 4.2.2.1 Mountings are to be subjected to a
to a hydraulic test of twice the approved design hydraulic test of twice the approved design
pressure with the exception of feed check valves pressure.
and other mountings connected to the main feed
system which are to be tested to 2.5 times the
End of Chapter
Chapter 6
Steering Gear
Contents
Section
1 General
2 Performance
3 Construction and Design
4 Steering Control Systems
5 Electric Power Circuits, Electric Control Circuits, Monitoring and Alarms
6 Emergency Power
7 Testing and Trials
8 Additional Requirements
9 Guidelines for the Acceptance of Non-duplicated Rudder Actuators for Tanker,
Chemical Tankers or Gas Carriers of 10,000 tons gross and upwards but of less
than 100,000 tonnes Deadweight
Section 1
General
1.2.1 Steering gear control systems means c) in the case of other hydraulic steering gear,
the equipment by which orders are transmitted a driving engine and connected pump.
from the navigating bridge to the steering gear
power units. Steering gear control systems IR1.2.3 For the purposes of non-traditional
comprise transmitters, receivers, hydraulic steering arrangements such as azimuthing
control pumps and their associated motors, propellers, waterjets, etc, the above definitions
motor controllers, piping and cables. may be applied as appropriate. The steering
gear power unit relates to the equipment for
changing the direction of thrust and does not a) Readily accessible and, as far as
include those for generating the thrust. practicable separated from machinery
spaces;
1.2.4 Auxiliary steering gear means the
equipment other than any part of the main b) Provided with suitable arrangements to
steering gear necessary to steer the ship in the ensure working access to steering gear
event of failure of the main steering gear but not machinery and controls. These
including the tiller, quadrant or components arrangements are to include handrails and
serving the same purpose. gratings or other non-slip surfaces to ensure
suitable working conditions in the event of
1.2.5 Power actuating system means the hydraulic fluid leakage.
hydraulic equipment provided for supplying
power to turn the rudder stock, comprising a 1.5 Plans
steering gear power unit or units, together with
associated pipes and fittings, and a rudder 1.5.1 Before starting construction, all relevant
actuator. The power actuating systems may plans and specifications are to be submitted for
share common mechanical components, i.e. approval in triplicate.
tiller, quadrant and rudder stock, or components
serving the same purpose. 1.5.2 These plans should give details of
scantlings and materials of the steering gear
1.2.6 Maximum ahead service speed means together with proposed rated torque and all relief
the greatest speed which the ship is designed to valve settings.
maintain in service at sea at her deepest
seagoing draught. 1.6 Materials
1.2.7 Rudder actuator means the compo- 1.6.1 All the steering gear components the
nent(s) which converts directly hydraulic rudder stock and/or components of other
pressure into mechanical action to move the steering arrangements for directional control are
rudder. to be of sound and reliable construction to the
Surveyor's satisfaction of IRS.
1.2.8 Maximum working pressure means the
expected pressure in the system when steering 1.6.2 All components transmitting mechanical
gear is operated to comply with 2.1.2(b). forces to the rudder stock are to be tested
according to the requirements of Pt.2.
1.2.9 Declared steering angle limits in the
case of non-traditional steering arrangements 1.6.3 Ram; cylinders; pressure housing of rotary
such as azimuthing propellers, waterjets, etc. vane type actuators; hydraulic power piping;
are the operational limits in terms of maximum valves; flanges and fittings; and all steering gear
steering angle, or equivalent, according to components transmitting mechanical forces to
manufacturers guidelines for safe operation, the rudder stock (such as tillers, quadrants, or
also taking into account the vessel’s speed or similar components) are to be of steel or other
propeller torque/speed or other limitation. The approved ductile material, duly tested in
"declared steering angle limits" are to be accordance with the requirements of Pt.2. In
declared by the directional control system general, such material is not to have an
manufacturer for each ship specific non- elongation of less than 12 per cent nor a tensile
2
traditional steering mean. Ship's manoeuvrability strength in excess of 650 [N/mm ]. The use of
tests, such as Res. MSC.137(76) are to be ductile (nodular) iron castings will be acceptable
carried out with steering angles not exceeding provided the material has an elongation of not
the declared steering angle limits. less than 12 per cent.
Section 2
Performance
2.1 Requirements for traditional type of blade area in the proposed sea trial
steering gears loading condition. The calculated ahead
speed is to result in a force and torque
2.1.1 Unless the main steering gear comprises applied to the main steering gear which
of two or more identical power units, in is at least as great as if it was being
accordance with 2.1.4 or 8.1.1, every ship is to tested with the ship at its deepest
be provided with a main steering gear and an seagoing draught and running ahead at
auxiliary steering gear in accordance with the the speed corresponding to the number
requirements of the Rules. The main steering of maximum continuous revolutions of
gear and the auxiliary steering gear are to be so the main engine and maximum design
arranged that the failure of one of them will not pitch or
render the other one inoperative.
3 the rudder force and torque at the sea
The rudder stock diameters mentioned in trial loading condition have been reliably
2.1.2c), 2.1.3c) and 6.1.1 are to be taken as predicted and extrapolated to the full
having been calculated for mild steel with yield load condition. The speed of the ship is
2
strength of 235 [N/mm ]. to correspond to the number of
maximum continuous revolutions of the
2.1.2 The main steering gear and rudder stock main engine and maximum design pitch
are to be : of the propeller.
b) capable of changing direction of the ship’s propulsors or water jet propulsion systems, an
directional control system from one side to auxiliary steering gear need not be fitted,
the other at declared steering angle limits at provided that :
an average rotational speed of not less than
2.3°/s with the ship running ahead at a) In a passenger ship, each of the
maximum ahead service speed; steering systems is fitted with two or
more identical power units, capable of
c) for all ships, operated by power; satisfying the requirements in 2.2.2.b
while any one of the power units is out
d) so designed that they will not be of operation;
damaged at maximum astern speed (Also
refer Ch.4, Sec.9); b) In a cargo ship, each of the steering
systems is fitted with one or more
2.2.3 The auxiliary steering arrangements for identical power units, capable of
ship directional control are to be: satisfying the requirements in 2.2.2.b
while operating with all power units;
a) of adequate strength and capable of
steering the ship at navigable speed and of c) Each of the steering systems is
being brought speedily into action in an arranged so that after a single failure in
emergency: its piping or in one of the power units,
ship steering capability (but not
b) capable of changing direction of the ship’s individual steering system operation)
directional control system from one side to can be maintained or speedily regained
the other at declared steering angle limits at (e.g. by the possibility of positioning the
an average rotational speed, of not less failed steering system in a neutral
than 0.5°/s; with the ship running ahead at position in an emergency, if needed).
one half of the maximum ahead service
speed or 7 knots, whichever is the greater; 2.2.6 Main and auxiliary steering gear power
and units are to be:
c) for all ships, operated by power where a) Arranged to re-start automatically when
necessary to meet the requirements of power is restored after a power failure;
2.2.3.b and in any ship having propulsive
power of more than 2,500 kW per thruster b) Capable of being brought into operation from
unit. a position on the navigating bridge. In the event
of a power failure to any one of the steering gear
2.2.4 Where the main steering arrangements for power units, an audible and visual alarm is to be
ship directional control comprises two or more given on the navigating bridge;
identical power units, auxiliary steering
arrangements need not be fitted, provided that: c) Arranged so that transfer between units can
be readily effected.
a) In a passenger ship, the main steering
arrangements are capable of operating the 2.3 Other requirements
ship’s directional control system as
required by paragraph 2.2.2.b while any 2.3.1 Where the steering gear is so arranged
one of the power units is out of operation; that more than one power system can be
simultaneously operated, the risk of hydraulic
b) In a cargo ship, the main steering locking caused by a single failure is to be
arrangements are capable of operating the considered.
ship’s directional control system as
required by paragraph 2.2.2.b while 2.3.2 A means of communication is to be
operating with all power units; provided between the navigating bridge and the
steering gear compartment.
c) The main steering arrangements are
arranged so that after a single failure in its 2.3.3 Power-operated steering gears are to be
piping or in one of the power units the provided with positive arrangements, such as
defect can be isolated so that steering limit switches, for stopping the gear before the
capability can be maintained or speedily rudder stops are reached. These arrangements
regained. are to be synchronized with the gear itself and
not with the steering gear control.
2.2.5 In a ship fitted with multiple steering
systems, such as but not limited to azimuthing
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Section 3
3.1.5 The design pressure for calculations to 3.2.3 Oil seals between non-moving parts,
determine the scantlings of piping and other forming part of the external pressure boundary,
steering gear components subjected to internal should be of the metal type or of an equivalent
hydraulic pressure is to be at least 1.25 times type.
the maximum working pressure to be expected
under the operational conditions specified in 3.2.4 Oil seals between moving parts, forming
2.1.2 (b) taking into account any pressure which part of the external pressure boundary, are to be
may exist in the lower pressure side of the duplicated, so that the failure of one seal does
system. Fatigue criteria may be applied for the not render the actuator inoperative. Alternative
design of piping and components, taking into arrangements providing equivalent protection
account pulsating pressures due to dynamic against leakage may be accepted.
loads (See Sec.9).
3.2.5 Piping, joints, valves, flanges and other
3.1.6 The permissible primary general fittings are to comply with the requirements of
membrane stress is not to exceed the lower of Ch.2 for Class I piping systems components.
the following values The design pressure is to be in accordance with
3.1.5.
σB σy
or 3.2.6 Hydraulic power operated steering gears
A B are to be provided with the following :-
where,
a) Arrangements to maintain the cleanliness of
the hydraulic fluid taking into consideration
σB = specified minimum tensile strength of the type and design of the hydraulic system;
material at ambient temperature
b) A fixed storage tank having sufficient
σY = specified minimum yield stress or 0.2 per capacity to recharge at least one power
cent proof stress of the material, at ambient actuating system including the reservoir,
temperature where the main steering gear is required to
be power operated. The storage tank is to
A and B are given by the following table : be permanently connected by piping in such
a manner that the hydraulic systems can be
readily recharged from a position within the b) The minimum discharge capacity of the
steering gear compartment and provided relief valve(s) is not to be less than 110 per
with a contents gauge. cent of the total capacity of the pumps which
can deliver through it (them). Under such
3.3 Valve and relief valve arrangement conditions the rise in pressure is not to
exceed 10 per cent of the setting pressure.
3.3.1 For all vessels with non-duplicated In this regard, due consideration is to be
actuators, isolating valves are to be fitted at the given to extreme foreseen ambient
connection of pipes to the actuators, and are to conditions in respect of oil viscosity.
be directly fitted to the actuator. Arrangements
for bleeding air from the hydraulic system are to 3.4 Flexible hoses
be provided, where necessary.
3.4.1 Hose assemblies approved by IRS may be
3.3.2 Relief valves are to be fitted to any part of installed between two points where flexibility is
the hydraulic system which can be isolated and required but are not subjected to torsional
in which pressure can be generated from the deflection (twisting) under normal operating
power source or from external forces. The conditions. In general, the hose should be
setting of the relief valves is not to exceed the limited to the length necessary to provide for
design pressure. The valves are to be of flexibility and for proper operation of machinery.
adequate size and so arranged as to avoid an (See also Ch.2).
undue rise in pressure above the design
pressure. 3.4.2 Hoses should be high pressure hydraulic
hoses according to recognized standards and
3.3.3 Relief valves, for protecting any part of the suitable for the fluids, pressures, temperatures
hydraulic system which can be isolated, required and ambient conditions in question.
by 3.3.2 are to comply with the following:
3.4.3 Burst pressure of hoses is not to be less
a) The setting pressure is not to be less than than four times the design pressure.
1.25 times the maximum working pressure.
Section 4
4.1 General
d) Where the steering gear is so arranged that
4.1.1 Steering gear control is to be provided: more than one control system can be
simultaneously operated, the risk of hydraulic
a) For the main steering gear, both on the locking caused by a single failure is to be
navigating bridge and in the steering gear considered.
compartment;
4.1.2 Any main and auxiliary steering gear
b) Where the main steering gear is arranged control system operable from the navigating
according to 2.1.4, by two independent bridge is to comply with the following:
control systems, both operable from the
navigating bridge. This does not require a) Means are to be provided in the steering
duplication of the steering wheel or steering gear compartment for disconnecting any
lever. Where the control system consists of control system operable from the navigating
a hydraulic telemotor, a second independent bridge from the steering gear it serves;
system need not be fitted, except in a
tanker, chemical tanker or gas carrier of b) The system is to be capable of being
10,000 tons gross and upwards; brought into operation from a position on the
navigating bridge.
c) For the auxiliary steering gear, in the
steering gear compartment and, if power 4.1.3 The angular position of the rudder is to :
operated, it is to be also operable from the
navigating bridge and is to be independent a) If the main steering gear is power operated,
of the control system for the main steering be indicated on the navigating bridge. The
gear;
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rudder angle indication is to be independent accordingly and separated from each other by
of the steering gear control system. an isolating plate or by air gap.
IR4.2.3 Separation of control systems and Hydraulic system components in the steering
components gear control system that are part of a power unit
may be regarded as being duplicated and
IR4.2.3.1 General separated when there are two or more separate
power units provided and the piping to each
Wires, terminals and the components for power unit can be isolated.
duplicated steering gear control systems
installed in units, control boxes, switchboards or IR4.2.4 Failure detection and response of
bridge consoles are to be separated as far as control systems
practicable. Where physical separation is not
practicable, separation may be achieved by IR4.2.4.1 Failure detection
means of a fire retardant plate.
IR4.2.4.1.1 The most probable failures that may
IR4.2.3.2 Steering wheel or steering lever cause reduced or erroneous system
performance are to be detected and are to
All electric components of the steering gear consider at least the following:
control systems are to be duplicated. This does
not require duplication of the steering wheel or i) Power supply failure
steering lever.
ii) Loop failures in closed loop
IR4.2.3.3 Steering mode selector switch systems, both command and
feedback loops (normally short
If a joint steering mode selector switch (uniaxial circuit, broken connections and
switch) is employed for both steering gear earth faults)
control systems, the connections for the circuits
of the control systems are to be divided iii) If programmable electronic systems
are used:
Indian Register of Shipping
Chapter 6 Part 4
Page 10 of 15 Steering Gear
Section 5
5.1 Electric power circuits the navigating bridge and at a suitable main
machinery control position.
5.1.1 Short circuit protection, an overload alarm
and in the case of polyphase circuits, an alarm 5.1.4 Each electric or electrohydraulic steering
to indicate single phasing is to be provided for gear comprising one or more power units is to
each main and auxiliary motor circuit. Protective be served by at least two exclusive circuits fed
devices are to operate at not less than twice the directly from the main switchboard; however one
full load current of the motor or circuit protected of the circuits may be supplied through the
and are to allow excess current to pass during emergency switchboard. An auxiliary electric or
the normal accelerating period of the motors. electrohydraulic steering gear may be
connected to one of the circuits supplying the
5.1.2 Circuits obtaining their power supply via an main steering gear. The circuits supplying an
electronic converter, e.g. for speed control and electric or electrohydraulic steering gear are to
which are limited to full load current for have adequate rating for supplying all motors
continuous rating are exempt from the which can be simultaneously connected to them
requirement to provide protection against and may be required to operate simultaneously.
excess current of magnitude as given in 5.1.1.
The overload alarm is to be set to a value for 5.1.5 The circuits, required by 5.1.4, are to be
which the electronic converter is designed separated throughout their length as widely as is
considering the most severe condition of practicable.
operation.
5.1.6 In ships of less than 1600 tons gross, if an
5.1.3 Indicators for running indication of each auxiliary steering gear is not electrically powered
main and auxiliary motor are to be installed on or is powered by an electric motor primarily
intended for other services, the main steering
5.2.2 Each main and auxiliary electric control 5.3.1 All alarms associated with steering gear
system which is operable from the navigating faults are to be indicated on the navigating
bridge is to comply with the following:- bridge and in accordance with the alarm system
specified in Ch.7, Table 1.9.1. The alarms are to
a) It is to be served with electric power by a be both audible and visual.
separate circuit supplied from the
Section 6
Emergency Power
Section 7
7.1.2 After installation on board the vessel the The above is to be to the satisfaction of IRS.
steering gear is to be subjected to the required
hydrostatic and running tests. ii) The steering gear power units, including
transfer between steering gear power units;
7.1.3 Each type of power unit pump is to be
subjected to a type test. The type test is to be iii) The isolation of one power actuating system,
for a duration of not less than 100 hours, the test checking the time for regaining steering
arrangements are to be such that the pump may capability;
run in idling conditions, and at maximum
delivery capacity at maximum working pressure. iv) The hydraulic fluid recharging system;
During the test, idling periods are to be
alternated with periods at maximum delivery v) The emergency power supply required by
capacity at maximum working pressure. The 6.1.1;
passage from one condition to another should
occur at least as quickly as on board. During the vi) The steering gear controls, including transfer
whole test no abnormal heating, excessive of control and local control;
vibration or other irregularities are permitted.
After the test, the pump is to be opened out and vii) The means of communication between the
inspected. Type tests may be waived for a steering gear compartment and wheelhouse,
power unit which has been proven to be reliable also the engine room, if applicable;
in marine service.
viii) The alarm and indicators;
7.2 Trials
ix) Where the steering gear is designed to avoid
7.2.1 The steering gear is to be tried out on the hydraulic locking, this feature is to be
trial trip in order to demonstrate to the demonstrated.
Surveyor's satisfaction that the requirements of
the Rules have been met. The trial is to include Test of items (iv), (vii), (viii) and (ix) may be
the operation of the following :- effected at the dockside.
Section 8
Additional Requirements
8.1 For tankers, chemical tankers or gas fluid from one system is to be capable
carriers of 10,000 tons gross and upwards of being detected and the defective
and every ship of 70,000 tons gross and system automatically isolated so that
upwards the other actuating system or systems
remain fully operational.
8.1.1 The main steering gear is to comprise two
or more identical power units complying with the c) Steering gears other than of the hydraulic
provisions of 2.1.4. type are to achieve equivalent standards.
8.2 For tankers, chemical tankers or gas 8.3 For tankers, chemical tankers or gas
carriers of 10,000 tons gross and upwards carriers of 10,000 tons gross and upwards
but of less than 100,000 tonnes deadweight
8.2.1 Subject to 8.3, the following are to be
complied with : 8.3.1 Solutions other than those set out in 8.2.1
which need not apply the single failure criterion
a) The main steering gear is to be so arranged to the rudder actuator or actuators, may be
that in the event of loss of steering capability permitted provided that an equivalent safety
due to a single failure in any part of one of standard is achieved and that:
the power actuating systems of the main
steering gear, excluding the tiller, quadrant a) Following loss of steering capability due to a
or components serving the same purpose, single failure of any part of the piping
or seizure of rudder actuators, steering system or in one of the power units, steering
capability is to be regained in not more than capability is regained within 45 seconds;
45 seconds after the loss of one power and
actuating system.
b) Where the steering gear includes only a
b) The main steering gear is to comprise single rudder actuator special consideration
either; is given to stress analysis for the design
including fatigue analysis and fracture
i) two independent and separate power mechanics analysis, as appropriate, the
actuating systems, each capable of material used, the installation of sealing
meeting the requirements of 2.1.2 (b); arrangements and the testing and
or inspection and provision of effective
maintenance. In consideration of the
ii) at least two identical power actuating foregoing, regard will be given to the
systems which, acting simultaneously "GUIDELINES" in Sec.9.
in normal operation are capable of
meeting the requirements of 2.1.2(b). 8.3.2 Manufacturers of steering gear who intend
Where necessary to comply with their product to, comply with the requirements of
these requirements, inter- connection the Sec.9 are to submit full details when plans
of hydraulic power actuating systems are forwarded for approval.
is to be provided. Loss of hydraulic
Section 9
End of Chapter
Chapter 7
Control Engineering
Contents
Section
1 General
2 Control - System Characteristics
3 Requirements for various Machinery Installations
4 Tests and Trials
5 Machinery Operated from a Centralised Control Station – ‘CCS’ Notation
6 Programmable Electronic Systems
Section 1
General
1.1.1 The requirements of this Chapter are in 1.2.1 When it is desired to fit a centralized
general to be complied with for all machinery control system having one or more control
plants where instrumentation is required locations and embodying various degrees of
according to other Chapters of the Rules. In automatic and remote control of the propulsion
addition, the requirements apply to the following, plant or associated ship's service systems, the
when installed :- control and monitoring systems are to be
designed, assembled and installed in
a) remote control systems for propulsion accordance with the requirements given in
machinery, controllable pitch propeller, and Section 5, to assure operation as effective as
steering gear; could be obtained with the same systems
arranged for manual control and monitoring by
b) safety systems for propulsion plants and watchkeeping personnel.
electric power generating plants;
1.3 Plans and particulars
c) instrumentation equipment of boiler plants.
1.3.1 Plans and specifications for the control
d) Safety systems for emergency diesel systems, are to be submitted, in triplicate, for
engines. approval and are to at least include the following
information:
1.1.2 For vessels intended to operate with
unattended machinery spaces, refer to Pt.5. a) machinery arrangement plans showing
locations control in relation to controlled
1.1.3 Alarm systems are to satisfy the units;
environmental requirements of IRS
Classification Notes “Type Approval of Electrical b) arrangements and details of control
Equipment used for Control, Protection, Safety consoles including front views, installation
and Internal Communication in Marine arrangements together with schematic
Environment”. diagrams for all power, control and
monitoring systems including their functions;
1.4 Operational guidance manual 1.6.1.2 Effective means are to be provided for
monitoring and controlling direction of rotation or
1.4.1 An operational guidance manual is to be propeller pitch and speed of propeller for the
provided on board the vessel for reference and safe operation of the plant from standby
is to contain the necessary system technical condition at departure through normal operation
information and give operating instructions for to "finished with engines" at the end of the
normal and emergency operations. voyage.
1.6.3 Order of control-location command 1.9.1.1 Instrumentation and alarms at the main
control location are to provide all information
1.6.3.1 When the propulsion machinery is necessary for monitoring the operation of the
arranged to be controlled from two or more propulsion, electrical and emergency systems,
locations, the main control location is to have generally in accordance with Table 1.9.1.
means for transferring control from a secondary
location to the main location at all times and 1.9.2 Secondary control location
blocking any unauthorized control from any
secondary location. Consideration will be given 1.9.2.1 Instrumentation and alarms for the
to special cases where it may be necessary for bridge control locations and other secondary
a secondary control location to have command control locations are to be generally in
over control transfers between control locations. accordance with Table 1.9.2.
1.6.4.1 Transfer of control from one location to 1.10.1 The alarms and displays required by
another, except as required by 1.6.3.1, is to be Table 1.9.1 and Table 1.9.2 for essential
possible only with acknowledgement by the services are to be readily distinguishable from
receiving locations. The main control location other alarms (e.g. fire alarm) and are to be
and the secondary control location are to have grouped functionally in so far as practicable.
an indicator showing which location is in control. Alarms are to have individual visual presentation
with preferably a common audible signal.
1.7 Secondary control locations
1.10.2 In general, alarms and displays not
1.7.1 In general, secondary control locations for required by Table 1.9.1 and Table 1.9.2 or not
the control of propulsion machinery from the concerned with the management of the
bridge or other locations on board are to be kept propulsion machinery (non- essential alarms)
as simple as possible and provided with only are to be grouped separately from the essential
those indicators and controls necessary for the alarms. Audible signals for non-essential alarms,
effective control of speed and direction of the if provided, are to be of a character distinct from
propulsion engines, and of the controllable-pitch that for essential alarms.
propeller where fitted, for normal operation.
1.10.3 The number of colours used to indicate
1.7.2 Precautions are to be taken to ensure that status of plant operation is to be kept to a
the engine is not normally operated in a barred minimum. A uniform code is to be used so that
speed range. like colours indicate like functions or status of
operation in the controlled plant or system.
1.7.3 If the control system automatically shuts
down the main propulsion engine for any 1.10.4 Alarm systems are to be designed so that
reason, this is to be alarmed at the main control they cannot remain deactivated when the
location and each secondary control location. monitoring system has returned to the normal
Restoration of normal operating conditions is to running condition. Alarm systems are to provide
be possible only after manual reset. Automatic both audible and visual alarm upon each fault
restarting is not to be possible. condition. Alarms, due to fault condition in
machinery, are to remain active until
1.8 Control console construction acknowledged and if arrangements are made to
mute audible alarms they are not to extinguish
1.8.1 Control consoles are to be preferably self- visual alarms. Acknowledgement of visual
supported with the sides and backs suitably alarms is to be clearly indicated. Alarms are to
protected. Where necessary, protection is to be be of the self-monitoring type so that a circuit
provided for consoles which might be subject to failure will cause an alarm condition and are to
damage by leaks or falling objects. have provisions for testing all audible and visual
alarms and indicating lamps.
Table 1.9.1 : Displays, indications and alarms for main control location
Alarm
System Remote Display Remarks
activation
Main boilers
Main steam superheater Temperature
1 High -
outlet Pressure
Pressure Low
2 Fuel oil to burners -
Viscosity (temperature) High (low)
3 Master fuel oil cut-off valve - Closed -
4 Atomizing medium Pressure Outside limits -
5 Forced draft Pressure (water column) Failure -
6 Water level Level High, low
-
Low-low
7 Feed pump discharge Pressure -
8 Feed water salinity Salinity - -
Main turbine
1 Steam, ahead chest Pressure - -
2 Steam, astern chest Pressure - -
3 Steam, gland steam Pressure - -
L.O. to turbines and Temperature High
4 -
reduction gears Pressure Low
5 L.O. sump level - Low -
6 L.O. gravity tank Level Low -
Bearings, turbine, thrust and
7 Temperature High -
reduction gear (individual)
8 Main condensate pump Running Failure -
9 Main condenser Vacuum Low -
10 Main circulator Running Failure -
11 Condensate level - High -
12 Deaerator feed tank Level Low -
13 Astern guardian valve Position Failure to open -
14 Vibration - Excessive -
15 Rotor axial displacement - Excessive -
16 Shaft roll over - Stopped -
17 Scoop valve Position - -
Main circulator sea suction
18 Position - -
valve
Turbogenerator
L.O. to turbine and reduction Pressure Low
1 -
gear Temperature High
2 Bearings Temperature High -
3 Aux. Condenser Vacuum Low -
4 Aux. Condensate pump Running - -
5 Aux. Circulating pump running - -
Alarm
System Remote Display Remarks
activation
Main diesel engines
Pressure Low
1 L.O. to engine See Note 1
Temperature High
Differential pressure across
2 Pressure High -
L.O. discharge filter
3 L.O. to reduction gear Pressure Low -
4 L.O. at reduction gear Temperature High -
Oil mist concentration in
crankcase or temperature of
5 - High See Note 16
bearings or equivalent
devices
6 L.O. drain tank level - Low-high See Note 2
7 Cylinder lubrication - Failure See Note 1
8 Cooling water to cylinders Pressure or flow Low See Note 9
9 Cylinder cooling water outlet Temperature High See Note 3
Level of cylinder cooling
10 - Low -
water in expansion tank
11 Piston coolant Pressure Low See Note 4
Flow of piston coolant
through each piston and
Flow, temperature (or Low-high
12 temperature in manifold (or See Note 4
temperature) (high)
temperature of coolant at
each piston outlet)
Level of piston coolant in
13 - Low See Note 4
expansion tank
Pressure Low
14 Fuel valve coolant -
Temperature High
Level of fuel valve coolant in
15 - Low -
expansion tank
16 Sea water coolant Pressure Low See Note 9
17 F.O. to injection pumps Pressure Low -
Low-high
18 F.O. to engine Temperature or viscosity See Note 7
(Low-high)
Level of F.O. in daily service
19 - Low-high See Note 5
tank
20 Charging air Temperature Low-high See Note 6
Deviation of each cylinder
from average and exhaust
21 Temperature High See Note 8
gas temperature of each
engine
Fire in scavenging belt, for
22 - Activated See Note 10
two stoke engines
23 Starting air Pressure Low -
24 Overspeed - Activated -
Alarm
System Remote Display Remarks
activation
Diesel generators
1 F.O. to engines Pressure Failure -
Pressure Low
2 L.O. to engines -
Temperature High
3 Starting air Pressure Low -
4 Exhaust gas Temperature - -
Temperature High
5 Cooling medium, outlet See Note 9
Pressure Low
Level in cooling water
6 expansion tank, if not - Low -
connected to main system
7 overspeed - Activated -
Steering gear
1 Rudder position Indication - See Note 12
2 Steering gear power units - Failure -
Running and stopped Overload and
3 Steering gear motors See Note 13
indication single phase
4 Control system power - Failure -
Steering gear hydraulic oil
5 - Low See Note 14
tank level
6 Auto pilot indication Running indication Failure -
7 Hydraulic lock - Fault See Note 15
Addition services as applicable
1 Control electric power available Failure -
2 Control air supply Pressure Low -
3 Hydraulic control system Pressure Low -
4 Control location in operation In command indication - -
5 Propeller pitch indicator Pitch - -
6 Propeller speed, direction RPM, direction - -
7 Stern tube L.O. tank level - Low -
8 F.O. service or settling tank - Low, high -
F.O. settling tank
9 - High -
temperature
Volts amperes Off limits
10 Generators, ship service -
Frequency High off limits
11 Fuel oil service pump Running - -
12 Console air conditioning - Failure -
13 Automatic shut down - Shut-down -
14 Turning gear Engaged - -
15 Fire main Pressure - -
16 Bilge pump Running - -
17 Bilge level - High -
18 Clutch air or oil pressure - Low -
Notes:
1 Individual alarms are required where separate lubricating oil systems (e.g. for camshaft, rocker
arms, turbocharger, etc.) are installed. For turbochargers with an integrated self-contained oil
lubrication system such alarm is not required.
2 Where separate lubricating oil systems are installed, individual level alarms are required for the
tanks.
3 Where one common cooling space without individual stop valves is employed for all cylinder jackets,
one temperature alarm for the common cooling water outlet will be approved.
5 High-level alarm is required only if suitable overflow arrangements are not provided.
6 Both the displays and alarms are not required if automatic temperature control is not necessary.
Low temperature alarm may be replaced by an alarm for water detection in the charging air duct.
8 Alarm for slow speed engines (under 300 RPM) and medium speed engines above 4000 bhp.
11 Alarms required for steering gear need to be fitted only on the bridge.
12 The rudder angle indication is to be on the navigation bridge and independent of the steering gear
control system.
13 Steering gear motors running indicators are to be fitted both on the bridge and main control location.
15 Where more than one system (either power or control) can be operated simultaneously each system
is to be monitored and the system at fault is to be identified.
16 If engine power is ≥ 2250 [kW] or cylinder bore > 300 [mm], following is to be provided:
- Oil mist detection arrangements or engine bearing temperature monitors or equivalent devices.
- Shut down with alarm for medium and high speed engines.
- IRS may permit overriding of auto shut off or slow down arrangements, provided consequences
of overriding auto shut off or slow down are established and documented.
o Low speed engines means diesel engines having a rated speed of less than 300 rpm
o Medium speed engines means diesel engines having a rated speed of 300 rpm and
above, but less than 1400 rpm.
o High Speed engines means diesel engines having a rated speed of 1400 rpm and
above
Table 1.9.2 : Displays, indications and alarms for secondary control location
Section 2
2.1 Power supply where they are properly supported and not
subject to undue vibration or movements.
2.1.1 The control systems are to be served by
two feeders from the main switchboard. One of 2.1.5 Conductors for monitoring circuits which
the feeders may be from the emergency carry low-level or information-level signals are to
switchboard, if provided. Transfer may be by be installed in such a manner or provided with
manual or automatic switch installed in or shields so as to minimize the introduction of
adjacent to the control console. The feeder from spurious signals from outside sources. Wiring
the transfer switch to the control console may be within consoles is to be arranged to provide
through a single cable. These feeders are not to maximum accessibility and protection from
supply power for any other machinery. steam, water or oil piping.
2.1.2 The feeders supplying power to the control 2.2 Electrical and electronic devices
console are to be provided with short- circuit
protection at the main switchboard and 2.2.1 All electrical and electronic devices are to
emergency switchboards, if provided. Where be suitable for use in marine atmosphere,
circuits within the control consoles are protected resistant to corrosion, not affected by shipboard
by fuses or circuit breakers, the control-system vibration and motion and are to be capable of
protection is to be subdivided and arranged so performing their intended functions at
that failure of one set of fuses or circuit breakers compartment ambient temperature. Electrical
will not cause maloperation or failure of another and electronic devices are to be applied on the
circuit or system and it is to be possible to basis of 50°C ambient when located in
isolate the defective system. machinery spaces or 40°C ambient when
located in other spaces, including those cases
2.1.3 The power for monitoring, alarms and when the component is located in an
emergency action is to be supplied automatically airconditioned console.
from an emergency source upon failure of ship's
service power supply. An audio / visual alarm is 2.2.2 Semiconductor devices are to be selected
to be provided at the main control location to on the basis of expected shipboard ambient air-
indicate failure of power supply. temperature ranges of 0°C-50°C for interior
compartments and 0°C-60°C inside of consoles.
2.1.4 Cables and console wiring for control and Silicon and selenium semiconductor devices are
monitoring are to be of the flame-retarding type to be used in preference to germanium which
and are to be stranded except that solid may be used, where its characteristics are
conductors may be used in low energy circuits, favoured for a circuit provided care is taken to
ensure satisfactory operation under shipboard temperature of 50°C when located in the
conditions. machinery spaces and 40°C when located
outside such spaces. The power supply for
2.2.3 Steady-state voltage variations of 10 per electrical actuators is to be from the same
cent and frequency variations of ± 5 per cent source as the power to the control systems.
from the nominal console feeder rating are not
to affect the intended functioning of the 2.3 Hydraulic controls
electrically operated control and monitoring
devices. Where close tolerances on voltage and 2.3.1 Hydraulic pumps, actuators, motors and
frequency are required, special regulated accessories are to be suitable for the intended
supplies are to be provided. Voltage transients duty, compatible with the working fluid and are
are not to cause any dangerous malfunctioning to be designed to operate safely at full-power
or damage to the control and monitoring devices conditions. In general, the hydraulic fluid is to be
and the control equipment is to be fitted with non-flammable or have a flash point above
transient- voltage suppressors. 157°C.
2.2.4 The design and arrangement of all devices 2.3.2 All control piping is to be readily accessible
is to provide ready accessibility to parts and supported so as to protect the piping and
requiring inspection, adjustment or periodic associated accessories from mechanical
replacement. Where devices are parts of sub- damage, vibration and shock. The control piping
circuits assembled in physically-identical is to be suitably marked to indicate the character
modular units for easy mounting on and removal of its service.
from the console, suitable arrangements such
as matched plug-in modules with coded plugs 2.3.3 The hydraulic pumps are to be fitted in
are to be provided to facilitate correct duplicate and have pressure relief protection on
replacement of modules in the console. the discharge side. The pump suctions are to be
from a reservoir of sufficient capacity to contain
2.2.5 Built-in circuitry is to be provided for use in all the fluid when drained from the system,
the testing of module functions. maintain the fluid level at an effective working
height and allow air and foreign matter to
2.2.6 Consideration is to be given to minimize, separate out. The pump suctions are to be sized
as far as practicable, the probability that failure and positioned to prevent cavitation or starvation
of any one component or device in the control of a pump. A duplex filter which can be cleaned
circuitry will cause unsafe operation of the plant. without interrupting the oil supply is to be fitted
on the discharge side of the pumps.
2.2.7 Control levers or wheels are to be readily
identifiable as to function and position and are to 2.4 Pneumatic controls
be arranged for a logical sequence of
operations. Suitable interlocks are to be 2.4.1 Air compressors, actuators, motors and
provided to prevent incorrect operation. accessories are to be suitable for the intended
duty and have working and other parts which will
2.2.8 When logic circuits are used for sequential not be damaged or rendered ineffective by
start-up or for operating individual plant, corrosion.
components, indicators are to be provided at the
control console to show the successful 2.4.2 All control piping is to be readily accessible
completion of the sequence of operations by the and supported so as to protect the piping and
logic circuit and start-up and operation of the associated accessories from mechanical
component. If some particular step is not carried damage, vibration and shock. The control piping
out during the sequence, the sequence is to is to be suitably marked to indicate the character
stop at this point. Manual override is to be fitted of its service.
in vital functions to permit control in case of
failure of a logical circuit. 2.4.3 Compressed air for pneumatic control is to
be available from at least two air compressors.
2.2.9 Electrically-powered actuators for the The starting air system may be used as a
execution of control commands are to be source of control air. The air pressure to the
suitable for shipboard use, and have working pneumatic control system is to be automatically
and other parts which would not be damaged or maintained at the level required for the operation
rendered ineffective by corrosion. The windings of the installation and low air pressure is to set
are to be treated to resist oil and water and the off an alarm at the main control location. Means
enclosures are to be suitable for the location. are to be provided in the delivery from the
The ratings of coils is to be based on ambient air
2.6.2 Means are to be provided to ensure 2.7.1 Where bilge, ballast, oil fuel transfer and
satisfactory control of propulsion from the bridge sea valves for engine services are operated by
in both the ahead and astern directions. remote or automatic control, the requirements of
2.7.2 to 2.7.5 are to be satisfied.
2.6.3 Instrumentation to indicate the following is
to be fitted on the bridge: 2.7.2 Failure of actuator power is not to permit a
valve to move to an unsafe condition.
a) Propeller speed.
b) Direction of rotation of propeller for a 2.7.3 Positive indication is to be provided at the
fixed pitch, propeller or pitch position for remote control location for the service to show
controllable pitch propeller. the actual valve position or alternatively that the
c) Clutch position where applicable. valve is fully open or closed.
d) Shaft brake position where applicable.
e) Engine speed. 2.7.4 Equipment located in places which may be
flooded is to be capable of operating when
2.6.4 The propeller speed, direction of rotation submerged.
and, if applicable, the propeller pitch are to be
controlled from the bridge under all normal sea 2.7.5 A secondary means of operating the
going and manoeuvring conditions. valves, which may be by local manual control, is
to be provided.
2.6.5 Remote control of the propulsion
machinery is to be from one control location at 2.7.6 For requirements applicable to closing
any one time. See also 1.6.3. Main propulsion appliances on scuppers and sanitary
control units on the navigating bridge may be discharges, see Pt.3, Ch.13.
interconnected. Means are to be provided at the
main machinery control location to ensure
Section 3
indicate that the propeller shaft has been 3.2.4.3 Precautions are to be taken to ensure
stopped too long on a standby or stop that it is not possible to continuously run the
maneuver. main engine in a barred speed range.
3.2.3.1 Automatic control arrangements for gas 3.3.1 These requirements apply to diesel
turbine modules are to be provided to regulate engines which are required to be immediately
the quantity of fuel flowing to the burners during available in an emergency and capable of being
starting, over the operating power range and controlled remotely or automatically operated.
when stopping the gas turbine, in a controlled Information is to be submitted alongwith
manner and with in the safe operating envelope instructions to test alarm and safety systems
of the gas turbine. The arrangement is to have demonstrating compliance with the
provision to collect, condition and transmit both requirements.
primary and secondary surveillance signals to
the local and remote operating locations. 3.3.2 Alarms and safeguards are to be fitted in
accordance with Table 3.3.2.
3.2.3.2 The control system is to be provided with
control functions at the component level to allow 3.3.3 The safety and alarm systems are to be
direct manual control of the fuel flow and engine designed to ‘fail safe’. The characteristics of the
shut down in the event of failure of the electrical ‘fail safe’ operation are to be evaluated on the
power supplies or a critical failure of the engine basis not only of the system and its associated
control system. machinery, but also the complete installation, as
well as the ship.
3.2.3.3 Each gas turbine module is to be
provided control unit comprising of minimum 3.3.4 Regardless of the engine output, if
instrumentation necessary for monitoring, shutdowns additional to those specified in Table
control and surveillance for safe operation both 3.3.2 are provided except for the overspeed
local and remote positions with facility for shutdown, they are to be automatically
transfer of control authority through a suitable overridden when the engine is in automatic or
selector switch. remote control mode during navigation.
The alarms and automatic shut down devices to 3.3.5 The alarm system is to function in
be provided are as indicated in Pt.4, Ch.4, Table accordance with Pt.5, Ch.22, with additional
3.13.1. requirements that grouped alarms are to be
arranged on the bridge. (See Pt.5, Ch.22,
3.2.4 Diesel engines Cl.2.4.14).
3.2.4.1 In the event of the lubricating oil 3.3.6 In addition to the fuel oil control from
pressure dropping to a preset level, there is to outside the space, a local means of engine
be an automatic changeover to a standby shutdown is to be provided.
lubricating oil pump or a reduction in main
engine speed to a predetermined level. In the 3.3.7 Local indications of at least those
event of a loss of lubricating oil pressure parameters listed in Table 3.3.2 are to be
engines are to stop automatically. provided within the same space as the diesel
engines and are to remain operational in the
3.2.4.2 Engine alarms are to be in accordance event of failure of the alarm and safety systems.
with Table 1.9.1 and Table 1.9.2.
Note 1 : For engines having a power of more than 2250 kW or a cylinder bore of more than 300 [mm].
Section 4
Section 5
5.1.2 The arrangements are to be such that 5.2.3 Indication of all essential parameters
corrective actions can be taken at the control necessary for the safe and effective operation of
location in the event of machinery faults, e.g. the machinery is to be provided, e.g.
stopping of machinery, starting of standby temperatures, pressures, tank levels, speeds,
machinery, adjustments of operating powers etc.
parameters, etc. These actions may be effected
by either remote manual or automatic control. 5.2.4 Indication of the operational status of
running and standby machinery is to be
5.1.3 The controls, alarms and safeguards provided.
required by this chapter and Pt.5, Ch.22, as
applicable, are to be provided at the control 5.2.5 At the centralized control station, means of
location. A fire detection system satisfying the communication with the bridge area, the
requirements of Pt.5, Ch.22, Sec.2.13 is, also to accommodation for engineering personnel and if
be provided. necessary, the machinery space are to be
provided.
Section 6
6.1.2 The requirements given in this section do 6.2.9 Access to system configuration, programs
not apply to navigation and loading instruments. and data is to be restricted by physical and/or
logical means providing effective security
6.2 General against unathorised alteration.
6.2.1 Programmable electronic systems are to 6.2.10 Where date and time information is
fulfill the requirements of the system under required by the equipment, this is to be provided
control for all normally anticipated operating by means of a battery powered clock with
conditions, taking into account human safety, restricted access for alteration. Date and time of
environmental impact, damage to vessel as well information is to be fully represented and
as equipment, usability of programmable utilized.
electronic systems and operability of non-
computer devices and systems, etc. 6.2.11 Displays and controls are to be protected
against liquid ingress due to spillage or
6.2.2 Programmable electronic equipment is to spraying.
revert to a defined safe state on initial start up or
re-start in the event of failure. 6.2.12 User interfaces are to be designed in
accordance with appropriate ergonomic
6.2.3 In the event of failure of any principles to meet user needs and enable timely
programmable electronic equipment, the system access to desired information or control of
and any other system to which it is connected, is functions. A system overview is to be readily
to fail to a defined safe state or maintain safe available.
operation, as applicable.
6.2.13 The keyboard is to be divided logically
6.2.4 Where programmable electronic into functional areas. Alphanumeric, paging and
equipment shares resources, e.g. a data specific system keys are to be grouped
communication link, with any control, alarm or separately.
safety system for essential services or safety
critical system, software is to meet the 6.2.14 Where a function may be accessed from
requirements of 6.3.1.5. more than one interface, the arrangement of
displays and controls is to be consistent.
6.2.5 Emergency stops are to be hard-wired and
independent of any programmable electronic 6.2.15 The size, colour and density of
equipment. Alternatively, the system providing information displayed to the operator are to be
emergency stop functions is to comply with the such that information may be easily read from
requirements of 6.3.1.1 and/or 6.3.1.5. the normal operator position under all
operational lighting conditions.
6.2.7 Programmable electronic equipment is to
be provided with self-monitoring capabilities 6.2.16 Display units are to comply with the
such that hardware and functional failures will requirements of International Electro technical
initiate an audible and visual alarm in Commission Standard IEC 950:1991, “Safety of
accordance with the requirements of 1.10 and information technology equipment, including
Indian Register of Shipping
Chapter 7 Part 4
Page 18 of 24 Control Engineering
6.5 Data communication links of data communication link which make use of a
shared medium to transfer control, alarm or
6.5.1 Where control, alarm or safety systems safety related data between distributed
use shared data communication links to transfer programmable electronic equipment or systems,
data, the requirements of 6.5.2 to 6.5.12 are to for system Categories II and III.
be complied with. The requirements apply to
local area networks, field buses and other types
6.5.11 The installation is to provide adequate Note : Consideration should be given to system
protection against mechanical damage and operation in the event of port state and local
electromagnetic interference. regulations that pertain to the use of radio-
frequency transmission prohibiting the operation
Notes:
2.3 Failure analysis for safety related functions only (e.g. FMEA)
The analysis is to be carried out using appropriate means, e.g.
- Fault tree analysis
- Risk analysis
- FMEA or FMECA.
The purpose is to demonstrate that for single failures, systems will fail to safety and that systems
in operation will not be lost or degraded beyond acceptable performance criteria when specified
by IRS.
3.2 Analysis regarding existence and fulfillment of programming procedures for safety related
functions
Specific assurance methods are to be planned for verification and validation of satisfaction of
requirements, e.g.
- Diverse programs
- Program analysis and testing to detect formal errors and discrepancies of the description
- Simple structure.
4. Hardware tests
Tests according to Classification Notes “Type Approval of Electrical Equipment used for Control,
Protection, Safety and Internal Communication in Marine Environment” are to be conducted.
Special consideration may be given to tests witnessed and approved by another IACS member
society.
5. Software tests
6. Performance tests
7. On-board tests
7.3 For wireless data communication equipment, tests during harbour and sea trials are to be
conducted to demonstrate that radio-frequency transmission does not cause failure of any
equipment and does not itself fail as a result of electromagnetic interference during expected
operating conditions.
8. Modifications
End of Chapter
Chapter 8
Electrical Installations
Contents
Section
1 General Requirements
2 System Design
3 Cables and Busbar Trunking Systems
4 Switchgear and Control Gear Assemblies
5 Rotating Machines - Construction and Testing
6 Converting Equipment
7 Miscellaneous Equipment
8 Electric Propulsion Systems
9 Crew and Passenger Emergency Safety Systems
10 Ship Safety Systems
11 Electrical Equipment for use in Explosive Gas/Combustible Dust Atmospheres
12 High Voltage Systems
13 Trials
Section 1
General Requirements
1.2.5 Main switchboard is a switchboard which a) Schematic diagram of the electrical system
is directly supplied by the main source of including information such as cable sizes,
electrical power and is intended to distribute type of insulation, normal working currents,
electrical energy to ship's services. line drop of voltages and details of
protection devices together with rating and
1.2.6 Emergency switchboard is a switchboard interrupting capacity of circuit breakers and
which in the event of failure of the main fuses;
electrical power supply system is directly
supplied by the emergency source of electrical b) Calculations of prospective short circuit
power or transitional source of emergency current of main busbars and secondary side
power and is intended to distribute electrical of transformers (Additionally load schedule
energy to the emergency services. is to be submitted for information);
1.2.7 Emergency source of electrical power is c) Construction details, sectional views, type,
a source of electrical power, intended to supply rating, make of rotating machines rated at
the emergency switchboard in the event of 100 [kW] and above, where welding is to be
failure of the supply from the main source of applied to shafts of machines and plans
electrical power. showing the construction;
1.3.4 For refrigerated cargo installations having g) Plans of electric slip couplings, if fitted,
HY class notation, motors are to be tested and showing details of construction and
certificates furnished by the manufacturers. scantlings together with diagrams of control
Motors of 100 [kW] or over are to be surveyed gear and other electrical components;
by the Surveyors during manufacture and
testing. h) For tankers and similar vessels, a general
arrangement of the ship showing hazardous
spaces and the location of the electrical
equipment in such spaces. A schedule of
safe type electrical equipment located in
hazardous spaces giving details of the type
Indian Register of Shipping
Rules and Regulations for the Construction and Classification of Steel Ships - 2016
Page 3 of 71
___________________________________________________________________________________
of equipment fitted, the certifying authority - Control, monitoring and safety
and copies of the certificates. devices/systems of equipment for primary
essential services.
1.4.2 Additional information may be required for
vessels engaged in special services or of a 1.5.1.3 Secondary Essential Services
novel design.
Secondary Essential Services are those
1.5 Essential and other services services which need not necessarily be in
continuous operation to maintain propulsion and
1.5.1 Essential services steering but which are necessary for maintaining
the vessel's safety. Example of equipment for
1.5.1.1 Essential services are divided into secondary essential services are as follows:
following types of services:
- Windlass
a) "Primary Essential Services" and - Fuel oil transfer pumps and fuel oil
treatment equipment
b) "Secondary Essential Services". - Lubricating oil transfer pumps and
lubrication oil treatment equipment
Definitions and examples of such services are - Pre-heaters for heavy fuel oil
given in 1.5.1.2 and 1.5.1.3. - Starting air and control air compressors
- Bilge, ballast and heeling pumps
1.5.1.2 Primary Essential Services - Fire pumps and other fire extinguishing
medium pumps
Primary Essential Services are those services - Ventilating fans for engine and boiler rooms
which need to be in continuous operation to - Services considered necessary to maintain
maintain propulsion and steering. Examples of dangerous spaces in a safe condition
equipment for primary essential services are as - Navigation lights, aids and signals
follows: - Internal safety communication equipment
- Fire detection and alarm system
- Steering gears - Lighting system
- Pumps for controllable pitch propellers - Electrical equipment for watertight closing
- Scavenging air blower, fuel oil supply appliances
pumps, fuel valve cooling pumps, lubricating - Electric generators and associated power
oil pumps and cooling water pumps for main sources supplying the above equipment
and auxiliary engines and turbines - Hydraulic pumps supplying the above
necessary for propulsion equipment
- Forced draught fans, feed water pumps, - Control, monitoring and safety systems for
water circulating pumps, vacuum pumps cargo containment systems
and condensate pumps for steam plants on - Control, monitoring and safety devices /
steam turbine ships, and also for auxiliary systems of equipment for secondary
boilers on ships where steam is used for essential services.
equipment supplying primary essential - Equipment used for cooling and maintaining
services lesser ambient temperature (refer Ch.1,
- Oil burning installations for steam plants on 1.7.4)
steam turbine ships and for auxiliary boilers
where steam is used for equipment 1.5.2 Services such as following are considered
supplying primary essential services necessary for minimum comfortable conditions
- Azimuth thrusters which are the sole means of habitability :
for propulsion/steering and associated
lubricating oil pumps, cooling water pumps - cooking;
- Electrical equipment for electric propulsion
plant with lubricating oil pumps and cooling - heating;
water pumps
- Electric generators and associated power - domestic refrigeration;
sources supplying the above mentioned
equipment - mechanical ventilation;
- Hydraulic pumps supplying the above
mentioned equipment - sanitary and fresh water;
- Viscosity control equipment for heavy fuel
oil - electric generators and associated
power sources supplying the above
mentioned equipment.
Indian Register of Shipping
Chapter 8 Part 4
Page 4 of 71 Electrical Installations
1.5.3 Services such as following, which are in 1.7.2 All connections for current-carrying parts
addition to 1.5.1 and 1.5.2, are considered and earthing connections are to be fixed so that
necessary to maintain the ship in a normal they cannot loosen by vibrations. This also
seagoing operational and habitable condition : applies to fixing of mechanical parts when found
necessary.
- cargo handling and cargo gear
equipment; 1.8 Voltage and frequency variations
- hotel services, other than those required 1.8.1 All electrical appliances supplied from the
for habitable conditions; main or emergency systems are to be so
designed and manufactured that they are
- thrusters, other than those for dynamic capable of operating satisfactorily under the
positioning. normally occurring variations in voltage and
frequency. Unless otherwise stated in national
1.6 Ambient reference conditions or international standards, provided the
variations comply with as stated below, all
1.6.1 For details regarding ambient reference equipment are to operate satisfactorily with the
conditions, See Ch.1. variations from its rated value as shown in the
following Tables 1.8.1 to 1.8.3.
1.7 Vibrations, accelerations
a) For alternating current components; voltage
1.7.1 Electrical equipment is to be constructed and frequency variations shown in Table
to withstand when subjected to following : 1.8.1 are to be assumed.
vibrations within the frequency range 5 - 50 Hz b) For direct current components supplied by
and with vibration velocity amplitude 20 d.c. generators or converted by rectifiers,
[mm/sec]. voltage variations shown in Table 1.8.2 are
to be assumed.
peak accelerations caused by the ship's
movements in waves - ± 0.6 g for vessels of c) For direct current components supplied by
length exceeding 90 [m] and ± 1 g for other electrical batteries, voltage variations shown
vessels. in Table 1.8.3 are to be assumed.
Table 1.8.1 : Voltage and frequency variations for a.c. distribution systems
Parameters Variations
Voltage tolerance (continuous) ±10%
Voltage cyclic variation deviation 5%
Voltage ripple (a.c., r.m.s., over steady d.c. voltage) 10%
Systems Variations
Components connected to the battery during charging (see Note)
+30%, -25%
Components not connected to the battery during charging
+20%, -25%
1.8.2 Any special system, e.g. electronic circuits, 1.9.6 The operation of all electrical equipment
whose function cannot operate satisfactorily and the lubrication arrangements are to be
within the limits given in 1.8.1 are not be efficient under such conditions of vibration and
supplied directly from the system but by shock as arise in normal practice.
alternative means, e.g. through stabilized
supply. 1.9.7 All nuts and bolts/screws used to connect
or secure current- carrying parts and working
1.8.3 Contactors and similar electro-magnetic parts are to be effectively locked, to prevent
devices are not to drop out at or above 85 per them from working loose due to vibration.
cent rated voltage.
1.9.8 Generators, motors, conductors and
1.9 Location and construction generally any electrical equipment producing an
external magnetic field are to be placed at such
1.9.1 Electrical equipment is to be placed in distance from the magnetic compass or any
accessible and adequately lighted spaces clear other equipment likely to be affected by such
of flammable material and heat sources such as magnetic field or are to be so screened that the
boilers, heated tanks etc. The spaces should be interfering external magnetic field is negligible
well ventilated, free from accumulations of (deviation less than 0.5°), even when circuits are
flammable dusts, vapours or gases and acid switched on and off.
fumes. The equipment should not be exposed to
risk of mechanical injury or damage from water, 1.9.9 Where electric power is used for
excessive moisture, steam, oil or any other propulsion, the equipment is to be so arranged
dangerous fluid. Where necessarily exposed to that it will operate satisfactorily in the event of
such hazards, the equipment is to be suitably partial flooding by bilge water above the tank top
constructed or enclosed. up to the floor plate level. See also Ch.3, Sec.2.
1.9.2 Live parts are to be efficiently shielded 1.10 Design and construction
from any accidental contact.
1.10.1 Design, construction and installation of
1.9.3 All electrical apparatus and equipment is electrical propelling machinery and associated
to be constructed and installed so as to avoid equipment together with auxiliary services
injury or electrical shock when handled or essential for the safety of ship are to be done in
touched in the course of normal operation. accordance with the relevant requirements of
this Chapter and are to be surveyed and tested
1.9.4 Insulating materials and insulated windings by the Surveyors.
are to be resistant to tracking, moisture, sea air,
oil vapour and any other similar conditions, 1.10.2 Design and installation of other
unless special precautions are taken to protect equipment is to be such as to ensure minimising
them. the risk of fire due to its failure. As a minimum, it
should comply with a National or International
1.9.5 Equipment is not to remain alive through Standard, revised where necessary for ambient
the control circuits and/or pilot lamps when conditions.
switched off by the control switch. This does not
apply to synchronising switches and/or plugs. 1.10.3 Subject to inspection and testing by the
Surveyors, compliance with the recommen-
dations of the International Electrical
Commission (IEC) publication 92 : "Electro- components are constructed for this voltage.
technical Installation in Ships" or equivalent The wider choice available of such
national standards, may be accepted as meeting components suitable for a voltage upto
the requirements of this Chapter. 250V is not to be overlooked,
1.10.4 Where the Rules require electrical d) Internal circuits of radio, television and
equipment to be of a 'safe type', such equipment navigation equipment or the external
is to be certified for the gases/vapours involved. transmission circuits of radio and radar
The construction and type testing is to be in equipment. These may be however subject
accordance with IEC publication 79 : "Electrical to statutory regulations.
Apparatus for Explosive Gas Atmospheres", or
an equivalent national standard. 1.11.3 Installations with higher voltages than
specified above may be accepted for special
1.11 Voltages purposes (e.g. cold cathode discharge lamps,
for large auxiliary machinery and for propulsion
1.11.1 Standard voltages as recommended by machinery) after special consideration, in each
IEC for shipboard installations, will in general be case, and subject to the provisions of Sec.13 of
accepted subject to the following limits : this Chapter.
a) For power and the heating equipment, 1.12 Electrical equipment for use in
permanently installed and connected to explosive gas atmospheres
fixed wiring, except for space heaters
(radiators) in accommodation spaces - 1.12.1 Where the Rules require electrical
1000V; equipment to be of a "safe type", such
equipment is to be certified for the
b) For lighting (including signal lamps), space gases/vapours involved. The equipment should
heaters in accommodation spaces, socket- conform to IEC publication 79, "Electrical
outlets, portable appliances and other Apparatus for Explosive Gas Atmospheres", or
consumers supplied by flexible cables and an equivalent national standard.
for communication and instrumentation
equipment - 250V. 1.12.2 Certified safe type equipment includes
the following types of protection :
1.11.2 The requirements of 1.11.1 may be
waived for the following applications : Intrinsically safe Ex "i"
Accesso
ries
Control Transfor
Rotating Heating such as
Switchb gear and mers Lighting Socket
Location machi- appli- switches
oards motor and fittings outlets
nes ances connecti
starters rectifiers
on
boxes
Engine and boiler rooms
above the floor IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 44 IP 44
dry control rooms IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 22
below the floor N N IP 44 N IP 44 IP 44 N IP 44
closed compartments for
fuel oil and lub.oil IP 44 IP 44 IP 44 IP 44 IP 44 IP 44 N IP 44
separators
Fuel oil tanks N N N N N N N N
Ballast and other water
N N IP 68 N N IP 68 N N
tanks, bilge wells
Ventilation ducts N N IP 44 N N N N N
Deckhouses, forecastle
spaces, steering gear
IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 44 IP 44
compartments and similar
spaces
Ballast pump rooms and
similar rooms below the IP 44 IP 44 IP 44 IP 44 IP 44 IP 44 IP 56 IP 56
loadline
Cargo holds N N IP 44 N IP 55 N IP 56 IP 56
Open deck, keel ducts IP 56 IP 56 IP 56 IP 56 IP 55 IP 56 IP 56 IP 56
Battery rooms, lamp
rooms, paint stores, stores N N EX N EX EX N EX
for welding gas bottles
Dry accommodation
IP 20 IP 20 IP 20 IP 20 IP 20 IP 20 IP 20 IP 20
spaces
Batch rooms and showers N N N N IP 44 IP 44 N IP 56
Galleys, laundries and
IP 44 IP 44 IP 44 IP 44 IP 44 IP 44 IP 44 IP 44
similar rooms
Fig. 1.13.2
1.17 Operation under fire conditions 1.17.2 Where cables for services as described
in 1.17.1 including their power supplies, pass
1.17.1 Electrical services required to be through high fire risk areas and in addition for
operable under fire conditions are as follows: passenger ships, main vertical fire zones, other
than those which they serve, they are to be so
- Control and power systems to power- arranged that a fire in any of these areas or
operated fire doors and their status zones does not affect the operation of the
indication. service in any other area or zone. This may be
achieved by either of the following measures:
- Control and power systems to power-
operated watertight doors and their a) Cables of a fire resistant type and complying
status indication. with
- Low location lighting, see Pt.6, Ch.4, b) By running cables in two loops or distributing
Sec.2. cables radially as widely apart as practicable
and so arranged that in the event of damage by
- Public address systems. fire atleast one of loops or radial distributions
remains operational.
- Remote emergency stop/shutdown
arrangements for systems which may Systems that are self monitoring, fail safe or
support the propagation of fire and/or duplicated with cable runs as widely separated
explosion. as is practicable may be exempted.
1.17.4 “High fire risk areas” are defined as 1.18.1 Additions or alterations (temporary or
follows: permanent) to the approved load of the existing
electrical installations are not to be made unless
i) Machinery spaces as defined by it has been ascertained that the current carrying
Pt.6, Ch.1, 3.30, except spaces capacity and condition of the existing installation
having little or no fire risk as defined are adequate for the proposed modification.
in Pt 6, Ch 3, 3.2.2.3.2.2 (10)
(including interpretations of table 9.3 1.18.2 Plans for the proposed modifications are
to 9.8 given in MSC/Circ.1120). to be submitted for approval and the additions or
ii) Spaces containing fuel treatment alterations are to be carried out under the
equipment and other highly inspection and to the satisfaction of the
flammable substances. Surveyors.
iii) Galley and pantries containing
cooking appliances.
Section 2
System Design
2.3 Voltage and frequency variations - 95 - 105 per cent of rated frequency under
steady load conditions; and
2.3.1 For installations supplied by generators,
the voltage on the main switchboard's bus-bars - 90 - 110 per cent of rated frequency under
is to be kept between 97.5 and 102.5 per cent of transient load conditions.
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Chapter 8 Part 4
Page 12 of 71 Electrical Installations
a) Power supplied control circuits and instrumentation circuits, where technical or safety reasons
require connection to earth, provided the current in the hull is limited to not more than 5 amps in
both normal and fault conditions.
c) Limited and locally earthed systems, provided that any possible resulting current does not flow
directly through any of the dangerous spaces.
d) Alternating current power networks of 1000 Volts root mean square (line to line) and over, provided
that any possible resulting current does not flow directly through any of the dangerous spaces.
st
e) The electrical systems shall be specially considered for existing vessels built before 1 October,
1994.
b) Limited and locally earthed systems, such as starting and ignition systems of internal combustion
engines, provided that any possible resulting current does not flow directly through any of the
dangerous spaces.
c) Insulation level monitoring devices, provided the circulation current does not exceed 30 mA under
the most unfavourable conditions.
Note 5 : All final subcircuits, i.e. all circuits fitted after the last protective device are to be of two insulated
wires the hull return being achieved by connecting to the hull, one of the busbars of the distribution
board from which wires originate.
2.5.4 In addition, the generating sets are to be iii) The secondary essential services
such as to ensure that with any one generator or mentioned in 1.5.1.3 may be included in
its primary source of power out of operation, the load shedding provided:
remaining generating sets are to be capable of
providing the electrical services necessary to a) Following systems, required for
start the main propulsion plant from a dead ship safety, are not disrupted:
condition. The emergency source of power may - lighting systems,
be used for the purpose of starting from a dead - navigation lights, aids and
ship condition if its capability alone or combined signals,
with that of any other source of electrical power - internal safety communication
is sufficient to provide at the same time those equipment,
services required to be supplied by 2.8. - fire detection and alarm systems
- electrical equipment for watertight
2.5.5 Where the main source of electrical power closing appliances.
is essential for the propulsion and steering of the
ship, the system is to be arranged such that the
Indian Register of Shipping
Chapter 8 Part 4
Page 14 of 71 Electrical Installations
e) Fire detectors are to be installed in the 2.8.7 Starting arrangements for emergency
location where the emergency generator generating sets
set and emergency switchboard are
installed. 2.8.7.1 Emergency generating sets are to be
capable of being readily started in their cold
f) Means are to be provided to readily condition at a temperature of 0°C. If this is
change over to emergency mode from impracticable, or if lower temperatures are likely
harbour mode. to be encountered, provision acceptable to IRS
is to be made for the maintenance of heating
g) Control, monitoring and supply circuits, arrangements, to ensure ready starting of the
for the purpose of the use of the generating sets.
emergency generator in port are to be
so arranged and protected that any 2.8.7.2 Each emergency generating set
electrical fault will not influence the arranged to be automatically started is to be
operation of the main and emergency equipped with starting devices approved by IRS
services. with a stored energy capability of at least three
consecutive starts. A second source of energy is
h) When necessary for safe operation, the to be provided for an additional three starts
emergency switchboard is to be fitted within 30 minutes unless manual starting can be
with switches to isolate the circuits. demonstrated to be effective.
2.8.5 The emergency generator and other c) all of these starting, charging and energy
means needed to restore the propulsion are to storing devices are to be located in the
have a capacity such that the necessary emergency generator space; these devices
propulsion starting energy is available within 30 are not to be used for any purpose other
minutes of blackout/dead ship condition. For the than the operation of the emergency
purpose of this requirement "Blackout" is to be generating set. This does not preclude the
understood to mean a "dead ship" condition. supply to the air receiver of the emergency
Emergency generator stored starting energy is generating set from the main or auxiliary
not to be directly used for starting the propulsion compressed air system through the non-
plant, the main source of electrical power and/or return valve fitted in the emergency
other essential auxiliaries (emergency generator generator space.
excluded). The requirement of propulsion
starting energy being available within 30 2.8.7.4 Where automatic starting is not required,
minutes would remain applicable even when manual starting is permissible, such as manual
there is no emergency generator installed. cranking, inertia starters, manually charged
hydraulic accumulators, or powder charge
For steam ships, the 30 minute time limit is the cartridges, where they can be demonstrated as
time from blackout / dead ship condition to being effective.
lighting of the first boiler.
2.8.7.5 When manual starting is not practicable,
2.8.6 Use of emergency generator during lay the requirements of 2.8.7.2 and 2.8.7.3 are to be
time in port for the supply of the ship mains as complied with except that starting may be
stated in para 2.8.4 will be specially considered manually initiated.
on submission of details of safeguards to ensure
its continued availability for its intended
emergency duties.
iv) in the machinery spaces and main - The means of communication which
generating stations including their control is provided between the officer of the
positions; watch and the person responsible for
closing any watertight door which is
v) in all control stations, machinery control not capable of being closed from a
rooms, and at each main and emergency central control station.
switchboard;
- The public address system or other
vi) at all stowage positions for firemen's effective means of communication
outfits; which is provided throughout the
accommodation, public and service
vii) at the steering gear; and spaces.
viii) at the fire pump, the sprinkler pump and - The means of communication which
the emergency bilge pump referred to in is provided between the navigating
2.8.8.1(d) and at the starting position of bridge and the main fire control
their motors. station.
e) For the period of time required by Ch.6, b) Where the emergency source of electrical
Sec.6, the steering gear if required to be so power is an accumulator battery, it is to be
supplied. capable of:
b) Where the system on the load side of the 2.8.9 Cargo ships
converter or inverter is a.c. : limits as given
in 1.8.1. 2.8.9.1 The electrical power available is to be
sufficient to supply all those services that are
2.8.8.5 The emergency switchboard is to be essential for safety in an emergency, due regard
installed as near as is practicable to the being paid to such services as may have to be
emergency source of electrical power. operated simultaneously. The emergency
source of electrical power is to be capable,
2.8.8.6 Where the emergency source of having regard to starting currents and the
electrical power is a generator, the emergency transitory nature of certain loads, of supplying
switchboard is to be located in the same space simultaneously at least the following services for
unless the operation of the emergency the periods specified herein, if they depend
switchboard would thereby be impaired. upon an electrical source for their operation:
ii) the shipborne navigational equipment, iii) provided with a transitional source of
where such provision is unreasonable or emergency electrical power as specified
impracticable IRS may waive this in 2.8.9.6 unless an emergency generator
requirement for ships of less than 5,000 is provided capable both of supplying the
tons gross tonnage; services mentioned in 2.8.9.6 and of
being automatically started and supplying
iii) the fire detection and fire alarm system; the required load as quickly as is safe and
and practicable subject to a maximum of 45
seconds.
iv) intermittent operation of the daylight
signaling lamp, the ship's whistle, the b) Where the emergency source of electrical
manual fire alarms, and all internal signals power is an accumulator battery it is to be
that are required in an emergency. capable of:
2.8.9.2 For period of 18 hours one of the fire i) carrying the emergency electrical load
pumps required by Pt.6, Ch.3, if dependent without recharging while maintaining the
upon the emergency generator for its source of voltage of the battery throughout the
power. discharge period within 12 per cent above
or below its nominal voltage;
2.8.9.3 For the period of time required by Ch.6,
Sec.6, the steering gear where it is required to ii) automatically connecting to the
be so supplied. emergency switchboard in the event of
failure of the main source of electrical
2.8.9.4 In a ship engaged regularly in voyages power; and
of short duration, IRS if satisfied that an
adequate standard of safety would be attained iii) immediately supplying at least those
may accept a lesser period than the 18 hour services specified in 2.8.9.6.
period specified in paragraphs 2.8.9.1(b) to
2.8.9.1(d) and 2.8.9.2 but not less than 12 2.8.9.6 The transitional source of emergency
hours. electrical power where required by 2.8.9.5(a) is
to consist of an accumulator battery suitably
2.8.9.5 The emergency source of electrical located for use in an emergency which is to
power may be either a generator or an operate without recharging while maintaining the
accumulator battery, which is to comply with the voltage of the battery throughout the discharge
following: period within 12 per cent above or below its
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Rules and Regulations for the Construction and Classification of Steel Ships - 2016
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___________________________________________________________________________________
nominal voltage and be of sufficient capacity 2.8.9.11 The emergency switchboard is to be
and is to be so arranged as to supply supplied during normal operation from the main
automatically in the event of failure of either the switchboard by an interconnector feeder which
main or the emergency source of electrical is to be adequately protected at the main
power for half an hour at least the following switchboard against overload and short circuit
services if they depend upon an electrical and which is to be disconnected automatically at
source for their operation: the emergency switchboard upon failure of the
main source of electrical power. Where the
a) the lighting required by 2.8.9.1(a) to system is arranged for feedback operation, the
2.8.9.1(c). For this transitional phase, the interconnector feeder is also to be protected at
required emergency electric lighting, in the emergency switchboard at least against
respect of the machinery space and short circuit.
accommodation and service spaces may be
provided by permanently fixed, individual, 2.8.9.12 In order to ensure ready availability of
automatically charged, relay operated the emergency source of electrical power,
accumulator lamps; and arrangements are to be made where necessary
to disconnect automatically non-emergency
b) all services required by 2.8.9.1(d) (i, iii and circuits from the emergency switchboard to
iv) unless such services have an ensure that electrical power will be available
independent supply for the period specified automatically to the emergency circuits.
from an accumulator battery suitably located
for use in an emergency. 2.8.9.13 The emergency generator and its
prime-mover and any emergency accumulator
2.8.9.7 Where the emergency and/or transitional battery is to be so designed and arranged as to
emergency loads are supplied from a battery via ensure that they will function at full rated power
an electronic converter or inverter the maximum when the ship is upright and when inclined at
permitted voltage variations are to be taken as any angle of list up to 22.5° or when inclined up
those on the load side of the converter or to 10° either in the fore or aft direction, or is in
inverter. any combination of angles within those limits.
Also refer to Part 4, Chapter 1, Table 1.7.1.
The above mentioned voltage variants are not to
exceed the following limits, as applicable: 2.8.9.14 Provision is to be made for the periodic
testing of the complete emergency system and
a) Where the system on the load side of the is to include the testing of automatic starting
converter or inverter is d.c. : limits as given arrangements.
in 2.8.9.6.
2.9 Requirements for uninterrupted power
Where the system on the load side of the system (UPS) units as alternative and/or
converter or inverter is a.c. : limits as given in transitional source of power
1.8.1.
2.9.1 Scope
2.8.9.8 The emergency switchboard is to be
installed as near as is practicable to the These requirements to UPS units, as defined in
emergency source of electrical power. IEC 62040, apply when providing an alternative
power supply or transitional power supply to
2.8.9.9 Where the emergency source of services as defined in 2.8.8 and 2.8.9.
electrical power is a generator, the emergency
switchboard is to be located in the same space A UPS unit complying with these requirements
unless the operation of the emergency may provide an alternative power supply as an
switchboard would thereby be impaired. accumulator battery in terms of being an
independent power supply for services defined
2.8.9.10 No accumulator battery fitted in in 2.8.8.1c) and 2.8.9.1d).
accordance with this Section is to be installed in
the same space as the emergency switchboard. 2.9.2 Definitions
An indicator is to be mounted in a suitable place
on the main switchboard or in the machinery Uninterruptible Power System (UPS) –
control room to indicate when the batteries combination of converters, switches and energy
constituting either the emergency source of storage means, for example batteries,
electrical power or the transitional source of constituting a power system for maintaining
electrical power referred to in paragraph continuity of load power in case of input power
2.8.9.5(b) or 2.8.9.6 are being discharged. failure (IEC 62040:1999).
Line interactive UPS unit – an off-line UPS unit b) No additional circuits are to be connected to
where the bypass line switches to stored energy the UPS unit without verification that the
power when the input power goes outside the UPS unit has adequate capacity. The UPS
preset voltage and frequency limits. battery capacity is, at all times, to be
capable of supplying the designated loads
On-line UPS unit – a UPS unit where under for the time specified in the regulations.
normal operation the output load is powered
from the inverter and will therefore continue to c) On restoration of the input power, the rating
operate without break in the event of the supply of the charge unit shall be sufficient to
input failing or going outside preset limits. recharge the batteries while maintaining the
output supply to the load equipment.
2.9.3 Design and construction
2.9.6 Testing and survey
a) UPS units are to be constructed in
accordance with IEC 62040 or an a) UPS units of 50 kVA and over are to be
acceptable and relevant national or surveyed during manufacturing and
international standard. testing.
b) The operation of the UPS is not to depend b) Appropriate testing is to be carried out
upon external services. to demonstrate that the UPS unit is
suitable for its intended environment.
c) The type of UPS unit employed, whether This is expected to include as a
off-line, line interactive or on-line, is to be minimum the following tests:
appropriate to the power supply
requirements of the connected load - Functionality, including operation of
equipment. alarms;
- Temperature rise;
d) An external bypass is to be provided. - Ventilation rate
- Battery capacity.
e) The UPS unit is to be monitored and audible
and visual alarm is to be given in a normally c) Where the supply is to be maintained
attended location for – without a break following a power input
failure, this is to be verified after
- Power supply failure (voltage and installation by an appropriate test.
frequency) to the connected load,
- Earth fault, 2.10 Essential services
- Operation of battery protective device,
- When the battery is being discharged, 2.10.1 Where essential services are duplicated,
and they are to be served by individual circuits
- When the bypass is in operation for on- separated throughout their length as widely as is
line UPS units. practicable and without the use of common
feeders, protective devices or control circuits.
2.9.4 Location
2.11 Diversity factor
a) The UPS unit is to be suitably located for
use in an emergency. 2.11.1 Circuits supplying two or more final sub-
circuits are to be rated in accordance with the
b) UPS units utilizing valve regulated sealed total connected load subject, where justified, to
batteries may be located in compartments the application of a diversity factor. Where spare
with normal electrical equipment, provided ways (feeders) are provided on a section or
the ventilation arrangements are in distribution board, an allowance for future
accordance with the requirements to IEC increase of load is to be added to the total
2.11.4 The calculation of the diversity factor is to 2.13.1 A separate final sub-circuit is to be
be submitted along with all relevant data. provided for every motor required for essential
services and for every motor of 1 [kW] or more.
2.12 Lighting circuits
2.13.1 Motors of permanently installed
2.12.1 Lighting circuits are to be supplied by submersible bilge pumps are to be connected to
final sub-circuits, which are separate from those the emergency switchboard, (if fitted).
for heating and power. This provision need not
be applied to cabin fans and small wardrobe 2.13.2 Cables and their connections to such
heaters. pumps are to be capable of operating under a
head of water equal to their distance below the
2.12.2 A final sub-circuit of rating exceeding 15 bulkhead deck. The cables are to be suitable for
A is not to supply more than one point. operation in permanently wet situations, and
installed in continuous lengths from above the
2.12.3 A final sub-circuit of rating 15 A or less is bulkhead deck to the motor terminals.
not to supply more than the following number of
lighting points:- 2.13.3 Under all circumstances it is to be
possible to start the motor of a permanently
10 for .………. 24 - 55 V circuits installed submersible bilge pump from a position
above the bulkhead deck.
14 for .………. 110 - 127 V circuits
If an additional starter is provided at the motor, it
24 for .………. 220 - 250 V circuits. is to be so arranged as to permit, in all cases,
remote starting.
This provision is not applicable to final sub-
circuits for cornice lighting, panel lighting and 2.14 Motor controls
electric signs where lampholders are closely
grouped; in such cases, the number of points is 2.14.1 Every electric motor is to be provided
unrestricted provided the maximum operating with an efficient means of starting and stopping
current in the sub-circuit does not exceed 10 A. so placed as to be easily accessible to the
person controlling the motor.
2.12.4 Lighting for machinery spaces, control
stations, work spaces, public spaces, corridors 2.14.2 Every motor required for essential
and stairways leading to boat decks should be services and every motor of 0.5 [kW] or more is
supplied from at least two final sub-circuits in to be provided with the control apparatus as
such a way that failure of any one of the circuits mentioned in 2.14.4 to 2.14.8.
does not leave the spaces in darkness.
2.13.3 When motor control gear is being
2.12.5 For lighting in hazardous areas, switches selected, the maximum current of the motor is to
are to be of the double-pole type and wherever be taken as its rated full load current.
practicable, located in a non-hazardous area. If
fitted in hazardous areas, these switches are to 2.14.4 Efficient means of isolation are to be
be of flameproof type. provided so that all voltage may be cut off from
the motor and any associated apparatus
2.12.6 Lighting of unattended spaces, such as including any automatic circuit breaker.
cargo spaces and coal bunkers, is to be
controlled by multi-pole linked switches located 2.14.5 Where the primary means of isolation
outside such spaces. Provision is to be made for (viz. that provided at the switchboard, section
the complete isolation of these circuits and board or distribution fuse board) is remote from
locking in the "OFF" position of the means of a motor, one of the following provisions is to be
control. made :
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Chapter 8 Part 4
Page 24 of 71 Electrical Installations
2.14.6 Means to prevent the undesired 2.16.1 Electrical equipment used in operating
restarting after a stoppage due to low volts or fire detecting systems is to be served by two
complete loss of volts are to be provided. This circuits, one fed from the main power supply
does not apply to motors where a dangerous system and the other from the emergency power
condition might result from the failure to restart supply system. These feeders are to be
automatically e.g. steering gear motor. It is, connected to an automatic change-over switch
however, to be ensured that the total starting installed in the vicinity of the fire detection panel.
current of motors having automatic re-start will
not cause excessive voltage drop or overcurrent 2.16.2 Where an electrically driven fire pump is
on the installation. supplied power from the emergency
switchboard, the supply cable to such pump is
2.14.7 Means for automatic disconnection of the not to pass through the main machinery spaces.
supply in the event of excess current due to
mechanical overloading of the motor are to be 2.17 Lift circuits
provided. (This does not apply to steering gear
motors and thruster motors. Overload alarms 2.17.1 Lifts or hoists to be used by passengers
are to be provided for these motors. For and/or crew are to be supplied from the main
requirements regarding steering gear motors, switchboard, either directly or through a section
See Ch.6). board, by circuits which do not supply any other
appliance.
2.14.8 Where fuses are installed to protect
polyphase motor circuits, means are to be 2.17.2 Cable or cables supplying current to
provided to protect the motor against motors of lifts or hoists are not to be
unacceptable overload in the case of single incorporated within the flexible trailing cable
phasing. used in connection with the control and safety
devices.
2.15 Remote stops for ventilation fans and
pumps 2.18 Heating and cooking equipment
2.15.1 Ventilating fans for machinery spaces are 2.18.1 Every heating or cooking appliance is to
to be provided with means for stopping them be controlled as a complete unit by a multi-pole
from easily accessible control stations located linked switch mounted in the vicinity of the
outside such spaces. (Also refer Pt.6, Ch.2, appliance.
2.2.1.2).
2.18.2 In the case of small heaters, for individual
2.15.2 Motors driving forced and induced cabins or similar small dry accommodation
draught fans, independently driven pumps spaces where the floor coverings, bulkheads
delivering oil to main propulsion machinery for and ceiling linings are of insulating materials, a
bearing lubrication and piston cooling, oil fuel single pole switch is acceptable.
transfer pumps, oil fuel unit pumps and other
similar fuel pumps, fuel and lubricating oil 2.18.3 Heating arrangements of the exposed
purifiers and their attached pumps are to be element type are not to be used in any location.
fitted with remote controls situated outside the
space concerned so that the electrical supply 2.18.4 Means of cutting off power to the galley
thereto can be disconnected in the event of fire except lighting circuits, in the event of a fire, are
arising in the space in which they are located. to be provided outside the galley exits, at
(Also refer Ch.3, Cl. 4.11.1) and Pt.6, Ch.2, positions which will not readily be rendered
Sec.2. inaccessible by such a fire.
2.19.1 Where arrangements are provided for the a) Elimination of the fault to reduce damage to
supply of electric power from a source on shore the system and hazard of fire.
or elsewhere, a connection box is to be installed
in an easily accessible location in a manner b) Continuity of service so as to maintain,
suitable for the convenient reception of flexible through the discriminative action of the
cables from the external source. This box should protective devices, the supply to essential
contain a circuit-breaker or isolating switch and and all other services not directly affected
fuses and terminals of ample size and suitable by the fault.
shape to facilitate a satisfactory connection. The
mechanical stress of the portable cable is to be 2.21.2 Protection against overload
conveyed directly to the metallic framework and
not to electrical connectors. Suitable cables, 2.21.2.1 Protection against overloads may be
permanently fixed, are to be provided, provided by circuit-breakers, automatic switches
connecting the circuit breaker/isolating switch in or fuses. The tripping characteristics of these
the connection box to a linked switch and/or devices are to be appropriate to the system.
circuit breaker at the main switchboard. Fuses rated above 320 A are not to be used for
protection against overload, but may be used for
2.19.2 For alternating current systems an short-circuit protection.
earthed terminal is to be provided for the
reception of three-phase external supplies with 2.21.2.2 The rating or appropriate setting of the
earthed neutrals. overload protective device for each circuit
should be permanently indicated at the location
2.19.3 The external connection is to be provided of the protective device.
with an indicator at the main switchboard in
order to show when the cable is energized. 2.21.2.3 The overload releases of circuit-
breakers for generators and the setting of
2.19.4 Means are to be provided for checking preferential trip relays are to be adjustable or, if
the polarity (for direct current) or the phase of the non-adjustable type, are to be readily
sequence (for three-phase alternating current) of replaceable by others of different values.
the incoming supply. This device should be
connected between the incoming connectors 2.21.3 Protection against short-circuit
and the interrupting device in the connection
box. 2.21.3.1 Protection against short-circuit currents
is to be provided by circuit-breakers or fuses.
2.19.5 A notice is to be provided at the
connection box giving complete information on 2.21.3.2 The breaking capacity of every
the system of supply and the normal voltage protective device is to be not less than the
(and frequency for alternating current) of the maximum value of the short-circuit current which
ship's installed system. Full details of the can flow at the point of installation at the instant
procedure for effecting the connection are to be of contact separation.
given on this notice.
2.21.3.3 The making capacity of every circuit-
2.19.6 Alternate arrangements for providing a breaker or switch intended to be capable of
temporary external supply will be specially being closed, if necessary, on short circuit, is to
considered. be not less than the maximum value of the
short-circuit current at the point of installation.
2.20 Permanent external supply On alternating current this maximum value
corresponds to the peak value allowing for
2.20.1 Details are to be submitted for maximum asymmetry.
consideration in each specific case.
2.21.3.4 Every protective device or contactor not
2.21 Protection intended for short circuit interruption is to be
adequate for the maximum short-circuit current
2.21.1 General which can occur at the point of installation
having regard to the time required for the short
2.21.1.1 All installations are to be protected circuit to be removed.
against accidental over-currents including short
circuits and other electrical faults. The choice, 2.21.3.5 In the absence of precise data of
location and characteristics of the protective rotating machines the following short-circuit
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Chapter 8 Part 4
Page 26 of 71 Electrical Installations
- Ten times full load current for b) Insulated three-phase alternating current
generators normally connected system - at least two phases,
(including spare),
c) Earthed three-phase alternating current
- Six times full load current for motors system - all three phases.
simultaneously in service;
2.21.5.3 No fuse, non-linked switch or non-
b) Alternating current systems. linked circuit-breaker is to be inserted in an
earthed conductor. Any switch or circuit-breaker
- Ten times full load current for fitted is to operate simultaneously in the earthed
generators normally connected conductor and the insulated conductors.
(including spare) - symmetrical RMS,
2.21.5.4 These requirements do not preclude
- Three times full load current for motors the provision (for test purposes) of an isolating
simultaneously in service. link to be used only when the other conductors
are isolated.
2.21.4 Combined circuit-breakers and fuses
2.21.6 Protection of generators
2.21.4.1 The use of a circuit-breaker of breaking
capacity less than the prospective short-circuit 2.21.6.1 In addition to over-current protection,
current at the point of installation is permitted, the provisions of 2.21.6.2 to 2.21.6.7 are to be
provided that it is preceded on the generator adhered to as a minimum.
side by fuses, or by a circuit-breaker having at
least the necessary breaking capacity. The 2.21.6.2 For generators not arranged to run in
generator breakers are not to be used for this parallel :
purpose.
- A multi-pole circuit-breaker arranged to
2.21.4.2 Fused circuit-breakers with fuses open simultaneously all insulated poles or in
connected to the load side may be used where the case of generators rated at less than 50
operation of the circuit-breaker and fuses is co- [kW] a multi-pole linked switch with a fuse in
ordinated. each insulated pole on the generator side.
The fuse rating in such cases is to be
2.21.4.3 The characteristics of the arrangement maximum 125 per cent of the generator
are to be such that: rated current.
a) When the short-circuit current is broken, the 2.21.6.3 For generators arranged to run in
circuit-breaker on the load side is not to be parallel:
damaged and is to be capable of further
service, - A circuit-breaker arranged to open
simultaneously all insulated poles. This
b) When the circuit-breaker is closed on the circuit-breaker is to be provided with :
short-circuit current, the remainder of the
installation is not to be damaged. However, a) For direct current generators, instantaneous
it is admissible that the circuit-breaker on reverse-current protection operating at not
the load side may require servicing after the more than 15 percent rated current,
fault has been cleared.
b) For alternating current generators :
2.21.5 Protection of circuits
i) A reverse-power protection, in
2.21.5.1 Short circuit protection is to be provided accordance with characteristics of prime
in each live pole of a direct current system and movers is to be set as shown in Table
in each phase of an alternating current system. 2.21.6.3
Fig.2.21.9.2
Section 3
IEC60331-23 : Electric data cables 3.5.1 Routine tests are to include at least
IEC60331-25 : Optical fiber cables.
- measurement of electrical resistance of
3.4.4 Where electric cables are installed in conductors;
locations exposed to the weather, in damp and
in wet situations, in machinery compartments, - high voltage test;
3.7.1 The rated operating temperature of the 3.9.3 In assessing the current rating of lighting
insulating material is to be at least 10°C higher circuits, every lampholder is to be assessed at
than the maximum ambient temperature liable to the maximum load likely to be connected to it,
be produced in the space where the cable is with a minimum of 60 W, unless the fitting is so
installed. connected as to take only a lamp rated at less
than 60 W.
3.8 Choice of protective covering
3.9.4 Cables supplying winches, cranes,
3.8.1 Cables fitted in the following locations are windlasses and capstans are to be suitably
to have an impervious sheath. In permanently rated for their duty. Unless the duty is such as to
wet situations, metallic sheaths are to be used require a longer time rating, cables for winch or
for cables with hydroscopic insulation. crane motors may be half hour rated on the
basis of the half hour [kW] rating of the motors.
- Decks exposed to weather; Cables for windlass and capstan motors are to
be not less than one hour rated on the basis of
- Bathrooms; the one hour [kW] rating of the motor. In all
cases the rating is to be subject to the voltage
- Refrigerated spaces; drop being within the specified limits.
- Machinery spaces; and 3.9.5 The current ratings given in Table 3.9.1
are based on the maximum operating conductor
- Any other location where water temperatures, given in Table 3.3.1. Where a
condensation or harmful vapour (e.g. oil more precise evaluation of current rating has
vapour) may be present. been carried out based on experimental or
calculated data, details may be submitted for
3.8.2 All cables are to be of flame-retardant type approval.
or fire-resisting type, except that non flame-
Table 3.9.1 : Electric cable current rating, normal operation, based on ambient temp. of 45°C
3.10 Correction factors for current rating ambient temperature the correction factors
shown in Table 3.10.1 are to be applied.
3.10.1 Bunching of cables : Where more than
six cables belonging to the same circuit are 3.10.3 Intermittent Service : Where the load is
bunched together a correction factor of 0.85 is to intermittent, the correction factors in Table
be applied. 3.10.2 may be applied for half hour and one
hour ratings. In no case is a shorter rating than
3.10.2 Ambient temperature : The current one half hour rating to be used, whatever the
ratings in Table 3.9.1 are based on an ambient degree of intermittency.
temperature of 45°C. For other values of
3.11.3 Where a duplicate supply is required and 3.11.10 Where electric cables are installed in
provided for any particular service, the two refrigerated spaces they are not to be covered
cables are to follow different routes which are with thermal insulation but may be placed
separated throughout their length as widely as is directly on the face of the refrigeration chamber,
practicable, to minimise the probability of provided that precautions are taken to prevent
simultaneous damage to the two circuits. The the electric cables being used as casual means
provision is also applicable to control circuits. of suspension.
3.11.4 Generator cables are as far as 3.11.11 Cable runs are normally not to include
practicable to be divided between two or more joints. However, if a joint is necessary it is to be
cable runs. These cable runs are to be carried out with prior approval and with due
separated as far apart as practicable. consideration to methods of splicing that retain
the original mechanical and electrical properties
3.11.5 Cables supplying essential or important of the cable and which ensure that all
consumers are generally not to be installed in conductors are adequately secured, insulated
rooms where there is an excessive fire hazard and protected from atmospheric action.
such as paint stores, galleys, etc. purifiers, Terminals and busbars are to be of dimensions
welding-gas bottles etc. adequate for the cable rating.
3.11.6 Cables having insulating materials with 3.11.12 Where electric cables are installed in
different maximum-rated conductor bunches, provision is to be made to limit the
temperatures are not to be bunched together, propagation of fire, which may be achieved by
or, where this is not practicable, the cables are either of the following:
to be operated so that no cable reaches
temperature higher than that permitted for the a) Cables which have been tested in
lowest temperature-rated cable in the group. accordance with IEC 60332-3 Category A
or a test procedure for cables installed in
bunches equivalent thereto.
Table 3.11.1 : Minimum internal radii of bends in cables for fixed wiring
3.12 Mechanical protection of cables straps such that in the event of a fire they, and
the cables affixed, are prevented from falling
3.12.1 Cables exposed to risk of mechanical and causing an injury to personnel and/or an
damage are to be protected by metal channels obstruction to any escape route. The spacing of
or casing or enclosed in steel conduit unless the their metallic fixing and straps is generally not to
protective covering (e.g. armour or sheath) is exceed 2.0 m.
adequate to withstand the possible damage.
3.12.5.2 When used on open deck, they are
3.12.2 Cables, in spaces where there is additionally to be protected against ultra-violet
exceptional risk of mechanical damage (e.g. on light.
weather decks, in cargo hold areas and inside
the cargo holds) and also below the floor in 3.12.5.3 The load on the plastics cable
engine and boiler rooms, are to be suitably trays/protective casings is to be within the Safe
protected, even if armoured, unless the steel Working Load (SWL) and the spacing of
structure affords adequate protection. support, in general, is not to exceed 2 metres.
3.12.3 Metal casings for mechanical protection 3.12.5.4 The sum of the total cross-sectional
of cables are to be efficiently protected against area of the cables, based on their external
corrosion. diameter, is not to exceed 40% of the internal
cross-sectional area of the protective casing.
3.12.4 Non metallic protective casings and This does not apply to a single cable in a
fixings are to be flame retardant in accordance protective casing.
with the requirements of IEC Publication 92-101.
Note : Cable trays/protective casings made of
3.12.5 If cable trays/protective casings are made plastic materials are to be approved in
of plastics materials, then they are to comply accordance with the Classification Notes issued
with the requirements in 3.12.5.1 to 3.12.5.4. by IRS.
3.16 Installation of cables in pipes and 3.17.2 PVC insulated cables are not to be
conduits installed in refrigerated spaces.
3.16.1 Installation of cables in pipes and 3.17.3 Cables installed in refrigerated spaces
conduits is to be carried out in such a manner are to have a watertight or impervious sheath
that there is no damage to the cable covering. and are to be protected against mechanical
damage. If an armoured cable is used, the
3.16.2 Metal conduit systems are to be earthed armour, unless galvanised or of non-corrosive
and are to be mechanically and electrically material, is to be protected against corrosion by
continuous across joints. Individual short lengths an additional moisture-resisting covering.
of conduit need not be earthed.
3.17.4 Cables are not to be embedded in or
3.16.3 The internal radius of bend of pipes and covered by the thermal insulation. They may be
conduit is to be not less than that laid down for fixed to galvanised perforated plates with a
cables, provided that for pipes exceeding 64 space left between the back of the plate and the
[mm] diameter the internal radius of bend is not wall of the room.
less than twice the diameter of the pipe.
3.17.5 Where cables entering a refrigerated
3.16.4 The drawing-in factor (ratio of the sum of space have to pass through the thermal
the cross-sectional areas of the cables, based insulation, they are to be installed at right angle
on their external diameter, to the internal cross- to such insulation and are to be protected by a
section area of the pipe) is not to exceed 0.4. pipe, sealed at each end. Alternatively, the
cables may be passed through solid door
3.16.5 Expansion joints are to be provided frames, the necessary holes being sealed at
where necessary. each end.
3.16.6 Cable pipes and conduits are to be 3.17.6 Precautions are to be taken to prevent
adequately and effectively protected against the placing of hooks around the cable as a
corrosion. Where necessary, openings are to be casual means of suspension.
provided at the highest and lowest points to
permit air circulation and to prevent 3.17.7 Supporting strips, plating or hangers
accumulation of water. used for securing the cables are to be
galvanised or otherwise protected against
3.16.7 Cable pipes are to be effectively corrosion.
supported, particularly in areas where they are
likely to be subject to heavy vibrations. 3.18 Cables for alternating current
3.16.8 Cables in a conduit should belong to the 3.18.1 Generally, multi-core cables are to be
same temperature class. used in A.C. installations. Where it is necessary
to use single-core cables for alternating current
3.16.9 Where cables are laid in trunks, the circuits rated in excess of 20 A the requirements
trunks are to be so constructed as not to afford of 3.18.2 to 3.18.9 are to be complied with.
passage for fire from one deck or compartment
to another. 3.18.2 Cables are to be either non-armoured or
armoured with non- magnetic material.
3.16.10 Cables used for cold cathode luminous
discharge lamps are not to be installed in metal 3.18.3 If installed in pipe or conduit, cables
conduit unless protected by metal sheath or belonging to the same circuit are to be installed
screen. in the same conduit, unless the conduit or pipe
is of non-magnetic material.
Section 4
4.1.1 Location and installation 4.1.2.1 Switchboards are to have roof with
degree of protection IP 22 and are to be of dead
4.1.1.1 Switchboards are to be installed in front type.
accessible and well ventilated dry spaces free
from flammable gases and acid fumes. On systems with voltages above 50 V up to and
including 1000 V, front and rear dead type
4.1.1.2 Switchboards are to be secured to a switchboards are to be used.
solid foundation and protected against shocks
and damage due to leaks and falling objects. 4.1.2.2 All main switchboards are to be guarded
They are to be self-supported, or be braced to by hand rails either made of hardwood or
the bulkhead or the deck above. In case the insulated. Where access is provided behind a
latter method is used, the means of bracing is to main switchboard, the handrails on the rear are
allow normal deflections of the deck without to be horizontal, and so placed that one cannot
buckling the control cell or assembly structure. accidentally fall into the switchboard. Further,
insulated mats or gratings are to be laid on the
4.1.1.3 Pipes should not be installed directly floor of passage-ways in front of and to the rear
above or in front of or behind switchboards. If of switchboards. Instruments and handles or
such piping is unavoidable, suitable protection is push buttons for switchgear are to be placed on
to be provided in these positions. the front of the switchboard (except for isolating
switches, if used). All other parts which require
4.1.1.4 An adequate, unobstructed working operation, are to be accessible and so placed
space is to be left in front of switchboards. At the that the risk of accidental touching of current
rear, a clearance of at least 0.6 m is to be carrying parts, or accidental making of short-
maintained except that this may be reduced to circuits and earthings, is reduced as far as
0.5 m in way of stiffeners or frames. If practicable.
switchboards are enclosed at the rear and are
fully serviceable from the front, clearance at the 4.1.2.3 Section boards (sub-switchboards) and
rear will not be required unless necessary for distribution boards are to be enclosed unless
cooling. they are installed in a cupboard or compartment
to which only authorised personnel have access,
4.1.1.5 The main switchboard is to be so placed in which case the cupboard may serve as an
relative to one main generating station that, as enclosure.
far as practicable, the integrity of the normal
electrical supply may be affected only by a fire 4.1.2.4 Framework, panels and doors of
or other casualty in one space. The main switchboards are generally to be of steel or
switchboard is to be located as close as aluminium alloy, and are to be of rigid
practicable to the main generating station, within construction.
the same machinery space and the same
vertical and horizontal A60 fire boundaries. An 4.1.2.5 All parts of the main switchboard are to
environmental enclosure for main switchboard, be accessible for maintenance work.
such as may be provided by a machinery control
room situated within the main boundaries of the 4.1.2.6 Equipment for each generator and for
space, is not to be considered as separating the different distribution systems are to be placed in
switchboards from the generators. separate cubicles (panels) or are to be
separated from each other by partitions clearly
4.1.1.6 Where essential services for steering marked with the actual voltages.
and propulsion are supplied from section boards
these and any transformers, converters and 4.1.2.7 Doors, behind which equipment requiring
similar appliances constituting an essential part operation is placed, are to be hinged.
of electrical supply system are also to satisfy Arrangement is also to be provided to keep the
4.1.1.5. hinged doors open.
4.1.2.8 Cable entrances are generally to be from adequate clearance and creepage distance, in
below or from the side. Cable entries from the accordance with Section 1, to ensure that there
top may be accepted provided watertight glands is no risk of flash-over under normal service
are used. conditions. Where necessary these distances
may have to be increased to allow for the
4.1.2.9 Where the main source of electrical electro-magnetic forces involved.
power is essential for propulsion of the ship, the
main busbars are to be subdivided into at least 4.1.4.5 Connections from bus-bars and from
two parts which are normally to be connected by generator circuit terminals to all circuit breakers
circuit breakers (with or without tripping and fuses are to be installed "short-circuit proof",
mechanism), disconnecting links or switch by i.e. either bare conductors, or insulated
which busbars can be split and reconnected conductors or single-core cable without metallic
easily and safely. Bolted links (e.g. bolted bus sheath/armour /braid are used and these are
bar sections) are not acceptable. So far is mounted on supports of insulating material and
practicable, the connection of generating sets with adequate distance between the different
and any other duplicated equipment is to be poles (phases) and to earthed parts.
equally divided among the busbar divisions.
Equivalent arrangements to the satisfaction of 4.1.4.6 Horizontally installed bus-bars and bare
IRS may be accepted. conductors are to be protected by screens, if
they are placed so low that it could be a risk,
4.1.3 Marking and labels e.g. by tools falling on them.
4.1.4.1 Busbars and their connections are to be 4.1.6.2 For generators arranged to run in
of copper, all connections being so made as to parallel at least one ammeter for each generator
prevent deterioration of the joint by corrosion or and two voltmeters are to be provided. One of
oxidation. these voltmeters is to be permanently connected
to the busbars and the other is to be provided
4.1.4.2 The sizes of busbars and their with a change-over switch to enable it to be
connections are to be calculated to ensure that connected to any one generator.
their mean temperature rise does not exceed by
more than 45°C from the ambient temperature, 4.1.6.3 For compound wound generators fitted
when running continuously at the normal rating. with equalizer connections, the ammeter is to be
connected to the pole opposite to that connec-
4.1.4.3 Busbars, together with their connections ted to the series winding of the generator.
and supports, are to be capable of withstanding,
without detrimental effect, the mechanical 4.1.7 Instruments for alternating current
stresses which will arise during short-circuits. generators
Further, provision is to be made to allow the
busbars to expand without causing any 4.1.7.1 For alternating current generators not
abnormal stress on their supports. arranged to run in parallel, each generator is to
be provided with at least one voltmeter, one
4.1.4.4 Busbars and other bare conductors are frequency meter, and one ammeter with an
to be mounted on non- deteriorating and non- ammeter switch to enable the current in each
hygroscopic insulating material, maintaining phase to be read or an ammeter in each phase.
Indian Register of Shipping
Rules and Regulations for the Construction and Classification of Steel Ships - 2016
Page 41 of 71
___________________________________________________________________________________
Generators above 50 kVA are to be provided 4.1.9 Instrument transformers
with a wattmeter.
4.1.9.1 The secondary windings of instrument
4.1.7.2 For alternating current generators transformers are to be earthed.
arranged to run in parallel, each generator is to
be provided with a wattmeter, and an ammeter 4.1.10 Circuit-breakers
in each phase conductor or an ammeter with a
selector switch to enable measurement of 4.1.10.1 Circuit-breakers are to comply with IEC
current in each phase. Publication 947-1 and 947-2, "Low Voltage
Distribution Switchgear" or an equivalent
4.1.7.3 For paralleling of the generators, two national standard, amended where necessary
voltmeters, two frequency meters and a for ambient temperature.
synchronising aid comprising either a
synchroscope and lamps, or an equivalent 4.1.10.2 Test reports, based on the
arrangement, are to be provided. One voltmeter requirements of IEC Publication 947-1 and 947-
and one frequency meter are to be connected 2 or an equivalent national standard, are to be
permanently to the busbars, the other voltmeter submitted for consideration when required.
and frequency meter are to be provided with
arrangements to enable the voltage and 4.1.10.3 Circuit-breakers are to be of the trip-
frequency of any generator to be measured. free type i.e. the breaking action initiated by
short-circuit and overcurrent relays, or by
4.1.8 Instrument scales undervoltage coil, when fitted, is to be fulfilled
independently of the position or operation of
4.1.8.1 In general main switchboard instruments manual handle or of other closing devices.
are to be of accuracy class 1.5 and other Further the arrangement is to be such that
switchboard instruments are to be of accuracy automatic repeated breakings/makings by short-
class 2.5. circuits and overcurrents cannot occur.
4.1.8.2 The upper limit of the scale of every 4.1.10.4 Each circuit opening device is to be so
voltmeter is to be approximately 120 per cent of arranged that accidental closing and opening
the normal voltage of the circuit, and the normal does not occur.
voltage is to be clearly indicated.
4.1.10.5 Handles and operating mechanisms
4.1.8.3 The upper limit of the scale of every are to be so arranged that the hand of the
ammeter is to be approximately 130 per cent of operator cannot accidentally touch live metal or
the normal rating of the circuit in which it is be injured through an arc arising from the switch
installed. Normal full load is to be clearly or circuit-breaker, or the rupturing of a fuse. If
indicated. switches are enclosed their handles are not to
operate through unprotected slots.
4.1.8.4 Ammeters for use with direct current
generators, and wattmeters for use with 4.1.11 Fuses
alternating current generators, which may be
operated in parallel, are to be capable of 4.1.11.1 Fuses are to comply with IEC
indicating 15 per cent reverse-current or Publication 269 "Low Voltage Fuse with High
reverse-power respectively. Breaking Capacity" or an equivalent national
standard, amended where necessary for
4.1.8.5 The upper limit of the scale of every ambient temperature.
wattmeter is to be approximately 130 per cent of
the rated full load of the circuit in which it is 4.1.11.2 A report, giving details of test
installed. Rated full load is to be clearly performance, fusing characteristics, temperature
indicated. and insulation tests and details of the
specification to which the fuse has been tested
4.1.8.6 Frequency meters are to be capable of is to be submitted for consideration when
indicating a variation in the frequency from required.
minus 8 per cent to plus 8 per cent of the
nominal frequency of the installation. 4.1.11.3 Fuse-links and fuse-bases are to be
marked with particulars of rated current and
4.1.8.7 Instruments are to have effective rated voltage. Each fuse position is to be
screening, for example, by metal enclosures, in permanently and indelibly labeled with the
order to diminish faulty readings caused by current-carrying capacity of the circuit protected
induction from adjacent current-carrying parts. by it and with the appropriate approved size of
fuse.
Indian Register of Shipping
Chapter 8 Part 4
Page 42 of 71 Electrical Installations
When such parts are placed behind front doors, 4.3.6 Any statutory requirements of the country
the interior front is to comply with enclosure type of registration are to be complied with and, on
IP 20, except that fuses with accessible current- application to IRS, may be accepted as an
carrying parts may be permitted, provided that alternative to the above.
the door is lockable.
4.3.7 The voltage drop between the power
4.2.3 Switchboards, supplied from different supply terminals and load terminals for
supply circuits, are not to be placed in the same navigation lights is to be not more than 2.5 per
enclosure unless these are separated by cent of the rated voltage to ensure required
partitions of flame retardant material. output and colour.
Section 5
5.1.2 For all the rotating machines for essential 5.1.7 Where welding is proposed to be applied
services, manufacturer's test records are to be to shafts of machines for securing armature
provided (See also Sec.1). For other machines arms or spiders, stress relieving is to be carried
they are to be available upon request. out after welding. The proposal is to be
submitted for scrutiny and approval.
5.1.3 Shaft materials for electric propulsion
motors and for main engine driven generators 5.1.8 The construction of alternating machines,
where the shaft is part of the propulsion are to be capable of withstanding a sudden
shafting, is to comply with applicable short circuit at their terminals under any
requirements of Pt.2, and to be certified by IRS. operating condition.
Shaft material for other machines is to be in
accordance with either Pt.2 or recognised 5.1.9 Effective means are to be provided to
international or national standard. prevent the accumulation of moisture and
condensation within the machines when they
5.1.4 The rotating parts are to be so balanced are stopped with a provision that such means
that when running at any speed in the normal are switched on at stand-still and switched off at
working range the vibration level does not starting.
exceed the levels specified in IEC 60034.
5.1.10 Coolers : Water-air heat exchangers of
5.1.5 The lubrication arrangement for bearings rotating machines are to be of the double tube
are to be effective under all operating conditions type. In a normally attended position a visual
including the maximum ship inclinations and audible alarm is to be given to monitor
specified in Ch.1 and there are to be effective water cooler leakage.
means to ensure that lubricant does not reach
Notes:-
1 T = Thermometer method
R = Resistance method
ETD = Embedded Temperature Detector
2 When the commutators, sliprings or bearings of machines provided with water coolers are not in the enclosed air circuits-
cooled by the water cooler, but are cooled by the ambient cooling air, the permissible temperature rise above the ambient
cooling air should be the same as for ventilated machines.
3 When Class F or Class H insulation is employed, the permitted temperature rises are respectively 20°C and 40°C higher than
the values given for Class B insulation.
4 Classes of insulation are to be in accordance with IEC Publication 85 (1957) - "Recommendations for the classification of
material for the insulation of electrical machinery and apparatus in relation to their thermal stability in service".
5.3.4 The limits of temperature rise of electric voltage. The voltage is to recover to rated
slip couplings are to be in accordance with voltage within a time not exceeding 1.5 seconds.
Table 5.3.1, except that when a squirrel cage
element is used the temperature of this element 5.4.4 The transient voltage rise at the terminals
is not to reach an injurious value. The of a generator is not to exceed 20 per cent of
temperature of the field windings is not to rated voltage when rated KVA at a power factor
exceed these limits at all speeds of operation. not greater than 0.8 is thrown off.
Arrangements for reducing the excitation of self
ventilated couplings at low operational speeds 5.4.5 Generators are to be capable of
are permissible. maintaining under steady state short circuit
conditions a current of at least three times the
5.3.5 Alternating current machines of 5000 kVA full load rated current for a duration of at least
output and above and propulsion motors having two seconds or where precise data is available
a total axial core length of 1m or more (including for the duration of any longer time delay which
the ventilating duct), are to have at least three may be provided by a tripping device for
embedded temperature detectors. With discrimination purposes.
multicore machines the total length is to be
taken as the sum of the individual core lengths. 5.4.6 Generators required to run in parallel are
to be stable from no load [kW] up to the total
5.4 Generator control combined full load [kW] of the group, and load
sharing is to be such that the load on any
5.4.1 Each alternating current generator, unless generator does not normally differ from its
of the self-regulating type, is to be provided with proportionate share of the total load by more
automatic means of voltage regulation; voltage than 15 per cent of the rated output [kW] of the
build-up is not to require an external source of largest machine or 25 per cent of the rated
power. output [kW] of the individual machine, whichever
is less.
5.4.2 The voltage regulation of any alternating
current generator with its regulating equipment 5.4.7 When generators are operated in parallel,
is to be such that at all loads, from zero to full the kVA loads of the individual generating sets
load at rated power factor, the rated voltage is are not to differ from the proportionate share of
maintained within ±2.5 per cent under steady the total kVA load by more than 5 per cent of the
conditions. There is to be provision at the rated kVA output of the largest machines.
voltage regulator to adjust the generator no load
voltage. 5.4.8 Generators running in parallel may have a
common neutral connection to earth provided
5.4.3 Generators, and their excitation systems, they are suitably designed to avoid excessive
when operating at rated speed and voltage on circulating currents.
no-load are to be capable of absorbing the This is particularly important if the generators
suddenly switched, balanced, current demand of are of different size and make.
the largest motor or load at a power factor not Generators in which the third harmonic content
greater than 0.4 with a transient voltage dip of the waveform does not exceed 5 per cent
which does not exceed 15 per cent of rated may be considered adequate.
5.6 Brushgear
Note : This would mostly occur with a neutral
bus with a single grounding resistor with the 5.6.1 The final running position of brushgear is
associated neutral switching. Where individual to be clearly and permanently marked.
resistors are used, circulation of the third
harmonic currents between paralleled 5.6.2 Direct current motors and generators are
generators is minimized. to operate with fixed brush setting from no load
to the momentary overload specified without
5.5 Overloads injurious sparking, or damage to the commutator
or brushes. The commutation is to be checked
5.5.1 Machines are generally to be capable of with an excess current of 20 per cent and for a
withstanding, on test, without injury, the period of time sufficient to judge its quality.
following overload conditions :
5.6.3 Alternating current commutator motors are
a) D.C. generators - an excess current of 50 to operate over the specified range of load and
per cent for 15 seconds after attaining the speed without injurious sparking.
temperature rise corresponding to rated
load, the terminal voltage being maintained 5.7 Inspection and testing
as near the rated value as possible. This
requirement does not apply to the overload 5.7.1 On all machines intended for essential
torque capacity of the prime mover. services, tests specified in Table 5.7.1 are to be
carried out. See also Section 1 'Surveys',
b) A.C. generators - an excess current of 50 subsection 1.3. Any other relevant tests required
per cent for 2 minutes, at 0.6 power factor, by the national standards are also to be carried
after attaining the temperature rise out.
corresponding to rated load, the terminal
voltage and frequency being maintained as Type tests are to be carried out on a prototype
near the rated values as possible. This machine or on the first of a batch of machines
requirement does not apply to the overload and routine tests carried out on subsequent
torque capacity of the prime mover. machines.
c) Motors - At rated speed or in the case of a 5.7.2 The high voltage test is to be carried out at
range of speeds, at the highest and lowest 1000 plus twice the rated voltage with a
speeds, under gradual increase of torque, minimum of 2000 V on new machines,
the voltage and frequency being maintained preferably at the conclusion of the temperature
as near to their rated value as possible, the rise test. The test is to be applied between the
appropriate excess torque given below. windings and the frame with the core connected
Synchronous motors and synchronous to the frame and to any windings or sections of
induction motors are required to withstand windings not under test. Where both ends of
the excess torque without falling out of each phase are brought out to accessible
synchronism and without adjustment of the separate terminals, each phase is to be tested
excitation current preset at the value separately. The test is to be made with
corresponding to rated load. alternating voltage at any convenient frequency
between 25 and 100 Hz of approximately sine
d.c. motors 50 per cent for 15 wave form. The test is to be commenced at a
seconds voltage of not more than one half of the full-test
polyphase a.c. 50 per cent for 15 voltage and is to be increased progressively to
synchronous motors seconds full value, the time allowed for the increase of
polyphase a.c. 35 per cent for 15 the voltage from half to full value being not less
synchronous seconds than 10 seconds. The full test voltage is then to
induction motors be maintained for one minute and then reduced
polyphase a.c. 60 per cent for 15 to one half full value before switching off.
induction motors seconds
5.7.3 When additional high voltage tests are
d) Propulsion machines - Overload tests for required on a machine which has already
propulsion machines will be given special passed its tests or on machines after repair, the
consideration for each installation. voltage of such further tests is to be 75 per cent
of the value given in 5.7.2.
(1) For machines of less than 100 kW, type tests on prototype machine is acceptable. For 100 kW or
more, tests on at least the first of each batch of machines are to be carried out.
(2) The report of machines routine tested is to contain the manufacturer's serial number of the machine
which has been type tested and the test results.
(3) Verification of steady short-circuit condition applies to synchronous machines only.
(4) Only applicable for machines of essential services rated above 100 kW. For routine tests,
overcurrent test may be carried out in lieu of overload test.
(5) Not applicable for squirrel cage motors.
Table 5.7.4: Minimum values of test voltages and corresponding insulation resistances
Related Voltage VR (V) Minimum Test Voltage (V) Minimum InsulationResistance (MΩ)
VR ≤ 250 2 x VR 1
250 < VR ≤ 1000 500 1
1000 < VR ≤ 7200 1000 (VR / 1000) + 1
7200 < VR ≤ 15000 5000 (VR / 1000) + 1
Section 6
Converting Equipment
d) Insulation resistance : The insulation 6.2.9 Test and monitoring facilities are to be
resistance of each winding in turn to all the provided to permit identification of control circuit
other windings, core, frame and tank or faults and faulty components.
casing connected together and to earth is to
be measured after the high voltage test and 6.2.10 Protection devices fitted for converter
recorded together with the temperature of equipment protection are to ensure that, under
the transformer at the time of the test. fault conditions, the protective action of circuit
breakers, fuses or control systems is such that
e) Temperature rise : One transformer of each there is no further damage to the convertor or
size and type is to be given a temperature the installation.
rise test. For transformers of rating 100 KVA
and above, it will be accepted that the 6.2.11 Converter equipment, including any
temperature rise test is made on one of associated transformers, reactors, capacitors
several identical transformers manufactured and filters, if provided, is to be so arranged that
and tested at the same time. the harmonic distortion, and voltage spikes,
introduced in to the ships electrical system are
6.2 Semiconductor equipment restricted to a level necessary to ensure that it
causes no malfunction of equipment connected
6.2.1 The requirements of 6.2.2 to 6.2.16 apply to the electrical installation.
to semiconductor equipment rated for 5 [kW]
upwards. 6.2.12 Overvoltage spikes or oscillations caused
by commutation or other phenomena, are not to
6.2.2 Semiconductor equipment is to comply result in the supply voltage waveform deviating
with the requirements of IEC 146: from the superimposed equivalent sine wave by
Semiconductor convertors, or an acceptable and more than 10 percent of the maximum value of
relevant national standard amended where the equivalent sine wave.
necessary for ambient temperature.
6.2.13 When converter equipment is operated in
6.2.3 Semiconductor static power converter parallel, load sharing is to be such that under
equipment is to be rated for the required duty normal operating conditions overloading of any
having regard to peak loads, system transients unit does not occur and the combination of
and overvoltage. parallel equipment is stable throughout the
operating range.
6.2.4 Converter equipment may be air or liquid
cooled and is to be so arranged that it cannot 6.2.14 When converter equipment has parallel
remain loaded unless effective cooling is circuits there is to be provision to ensure that the
maintained. Alternatively the load may be load is disturbed uniformly between the parallel
automatically reduced to a level commensurate paths.
with the cooling available.
6.2.15 Transformers, reactors, and other circuit voltage is to be 900 V; for system
devices associated with convertor equipment voltage over 90 V the test voltage is to
are to be suitable for the distorted voltage and be twice the system voltage plus 1000
current waveforms to which they may be V;
subjected.
- functional tests;
6.2.16 Tests at the manufacturer's works are to
include - temperature rise test; and
- high voltage test for one minute applied - such other agreed tests as are
between terminals and earthed parts at necessary to demonstrate the suitability
a frequency between 25 - 100 Hz. For of the equipment for its intended duty.
system voltage up to 60 V the test Details of tests are to be submitted for
voltage is to be 600 V; for system consideration when required.
voltage between 60 - 90 V the test
Section 7
Miscellaneous Equipment
2)
c) Where vented type batteries replace valve- 7.2 Luminaries - construction and testing
3)
regulated sealed types, it is to be ensured
4)
that there is adequate ventilation and that 7.2.1 General
IRS requirements relevant to the location
and installation of vented types batteries are 7.2.1.1 Lighting which is essential for safety and
complied with. working is to comply with the following
provisions.
d) Details of the schedule and of the
procedures are to be included in the ship’s 7.2.1.2 Lighting fittings installed in engine rooms
safety management system and be or similar spaces where they are exposed to the
integrated into the ship’s operational risk of mechanical damage are to be provided
maintenance routine. with suitable grilled mechanical guards to
protect their lamps and glass globes against
Notes: such damage.
1) Shelf life is the duration of storage under 7.2.1.3 Precautions are to be taken so that a
specified conditions at the end of which a lamp for one voltage cannot be inserted in a
battery retains the ability to give a specified lampholder for another voltage.
performance.
7.2.2 Incandescent lighting
2) A vented battery is one in which the cells
have a cover provided with an opening 7.2.2.1 The voltage of tungsten filament
through which products of electrolysis and lampholders is not to exceed:
evaporation are allowed to escape freely
from the cells to atmosphere. a) Bayonet fitting
7.2.3.2 Fittings, reactors, capacitors and other 7.3.3.1 The temperature rise on the live parts of
auxiliaries are not to be mounted on surfaces socket outlet and plugs is not to exceed 30°C.
which are subject to high temperatures.
7.3.3.2 Socket outlets and plugs are to be so
7.2.3.3 Capacitors of 0.5mF and above are to be constructed that they cannot be readily short-
provided with a means of prompt discharge on circuited whether the plug is in or out, and so
disconnection of the supply. that a pin of the plug cannot be made to earth
either pole of the socket outlet.
7.2.4 Discharge lighting
7.3.3.3 All socket outlets of current rating 16 A
7.2.4.1 Where cold cathode luminous discharge or more are to be provided with a switch so
lamps of normal operating voltage above 250 V interlocked that the plug cannot be inserted or
are used, a warning notice calling attention to withdrawn with the switch in the "ON" position.
the voltage is to be displayed at points of access
to the lamps and where otherwise necessary. 7.3.3.4 Where it is necessary to earth the non-
current-carrying parts of portable or
7.2.4.2 Inductance and high reactance transportable equipment, an effective means of
transformers are to be installed as close as earthing is to be provided at the socket outlet.
practicable to the associated discharge lamp.
7.3.3.5 Where distribution systems with different
7.2.4.3 Every capacitor of 0.5mF or more is to voltages are in use, the socket outlets and plugs
be provided with means for reducing the voltage are to be of such design that a plug for one
of capacitor to less than 55V within one minute voltage cannot be inserted into the socket outlet
after disconnections from supply source. for a different voltage.
7.2.4.4 All live parts of discharge lamp 7.3.3.6 On weather decks, galleys, laundries,
luminaries are to be so designed, placed and machinery spaces and all wet situations socket
installed that they cannot be touched outlets and plugs are to be effectively shielded
accidentally or inadvertently. The creepage against rain and spray and are to be provided
distance along the surface of the glass tube is to with means for maintaining this quality after
be taken into considerations. removal of the plug.
7.2.4.5 All parts of searchlights or arc lamps to 7.4 Heating and cooking equipment
be handled for their operations or adjustment
while in use, are to be so arranged that there is 7.4.1 Heaters are to be so constructed, installed
no risk of shock to the operator. Disconnection and protected that clothing, bedding and other
of every searchlight or arc lamp is to be by a inflammable material cannot come in contact
multi-pole disconnecting switches. with them in such a manner as to cause risk of
fire. There is to be no excessive heating of
If a series resistor is used with an arc lamp, the adjacent bulkheads or decks.
disconnecting switch is to be so placed in the
supply circuit that both the series resistor and 7.4.2 Parts of heaters or cooking appliances
arc lamp are disconnected when the switch is in which must necessarily be handled should not
the "off" position. become heated to a temperature exceeding
55°C for metallic parts and 65°C for nonmetallic
7.3 Accessories - Construction and testing parts; for other parts the temperatures obtained
in service are to be such that the various
7.3.1 Enclosures materials are not subjected in the course of
normal working to any excessive thermal stress.
7.3.1.1 Enclosures are to be of metal or of
flame-retardant insulating materials. 7.4.3 Each separate element rated more than 15
A is considered as a separate consumer, for
7.3.2 Inspection and draw boxes which a separate circuit from a switchboard or
distribution board is required.
7.3.2.1 If metal conduit systems are used,
inspection and draw boxes are to be of metal
Section 8
8.1 General
8.1.5 Cooling water and lubricating oil systems
8.1.1 All electric propelling machinery including are to comply with Ch.3, where applicable.
switchgear, control gear, cables, main and
auxiliary generators, motors, exciters and 8.1.6 Where the arrangements permit a
electro-magnetic coupling, is to comply with the propulsion motor to be connected to a
relevant Chapter/Sections of the Rules and is to generating plant having a continuous rating
be constructed under Special Survey. greater than the motor rating, means are to be
provided to limit the continuous full load torque
8.1.2 Prime movers are to comply with the for which the motor and shafts are approved.
relevant Section(s) of Ch.4.
8.1.7 The torque available for maneuvering is to
8.1.3 Armature shafts and other important steel be greater than the trailing torque of the
forgings and castings are to comply with the propeller and of sufficient magnitude to be
requirements of Pt.2. capable of stopping the propeller and reversing
its direction of rotation (within a reasonable time)
8.1.4 The torsional vibration characteristics of when the vessel is underway at the maximum
the propulsion system are to be submitted as service speed. In alternating current installations
required by Ch.4, as applicable. the power torque is to be sufficiently high to
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ensure that there is no risk of the motor pulling any such device is to be capable of purely
out of step in bad weather or when turning in the manual operation without delay. This latter
case of vessels having several lines of shafting. requirement does not apply to bridge control
equipment.
8.1.8 Motors and generators of 400 [kW] or over
are to be provided with means of heating the 8.3.5 In propulsion installations with two or more
windings to prevent condensation when idle. If generators or two or more motors on one line of
steam pipes are used for this purpose the joints shafting the propulsion circuit is to be so
are not to be within the machine. arranged that any of these machines can be cut
out of the circuit without preventing the others
8.2 Excitation from working.
8.2.1 Systems dependent on the auxiliary 8.3.6 Where steam and oil gauges are mounted
generators for excitation are to be capable of on the main control station, provisions are to be
maneuvering and of maintaining power at all made so that in case of leakage, steam or oil
times with a fall of 10 per cent excitation voltage may not come into contact with the energized
at the busbars. parts.
8.2.2 Where motor driven exciters, boosters, 8.3.7 Alternative arrangements will be specially
balancers or rectifiers are provided for excitation considered.
purposes, provision for an alternative supply of
excitation is to be made. Where two machines 8.4 Cables
are used, each of at least 50 per cent of the
required power, it will be sufficient to provide 8.4.1 Conductors in circuits essential for
one spare machine. maneuvering or maintenance of propelling
power are to be stranded, having not less than
8.2.3 Negative boosters are to be provided with seven strands, and are to have a nominal cross-
2
overspeed protection where necessary. sectional area of not less than 2.5 [mm ].
8.2.4 In direct current constant pressure 8.4.2 Cables which are connected to the slip
systems, arrangements for generator and motor rings of synchronous motors are to be suitably
excitation are to be such that if the motor insulated for the voltage to which they are
excitation circuit is opened by a switch or subjected during maneuvering.
contactor, the generator excitation is
simultaneously interrupted, or the generator 8.4.3 Cable ends are to be fitted with connectors
voltage is immediately reduced to zero. or connecting sockets of appropriate size and in
such a manner as to inhibit corrosion. They are
8.3 Maneuvering controls to be arranged and supported in a manner
suitable for withstanding the electro-mechanical
8.3.1 In addition to the requirements of Ch.7, the forces due to a short circuit.
following provisions are to be complied with.
8.5 Overload and short circuit protection
8.3.2 Where bridge or deck control is employed,
alternative control in the engine room is to be 8.5.1 Provision is to be made for protection
provided. against severe overloads, and electrical faults
likely to result in damage to the plant.
8.3.3 Suitable interlocks, operating preferably by
mechanical means, are to be provided to 8.5.2 The overload protection in excitation
prevent damage to the plant as a result of circuits should not lead to opening of the circuit.
incorrect switching, such as the opening of
switches or contactors not intended to be 8.6 Earth leakage detection
operated while carrying current or such as the
simultaneous closing of the ahead and astern 8.6.1 The main propulsion circuit is to be
circuits. provided with means for detecting earth faults.
For direct current equipments exceeding 500 V
8.3.4 Provision is to be made for the manual and for all alternating current equipments, aural
operation, without undue manual effort, of all and visual alarms are to be automatically
maneuvering contactors, switches, field operated on the occurrence of an earth fault, but
regulators and controllers. Where electric, the operation of such devices is not to interrupt
pneumatic or hydraulic aid is used for normal the power supply. A switch may be provided to
operation, failure of such aid is not to result in switch off the aural devices, but in such cases
interruption of power to the propeller shaft and the visual alarm is to remain switched on to
Indian Register of Shipping
Chapter 8 Part 4
Page 56 of 71 Electrical Installations
indicate that the aural device is switched off. 8.7.3 Shunt resistors which are connected
Alternative arrangements will be specially across the field circuit of synchronous
considered. propulsion motors, when they are functioning as
asynchronous motors, are to be suitably
8.6.2 If an earth connection is used for operating insulated for the voltage induced when
the detector arrangements, then in direct current reversing, and are to be amply rated to allow for
systems the earth circuit is to be automatically inadvertent delay during the reversing operation.
opened in order to stop the circulation of fault
current. In alternating current systems, the fault 8.8 Safety devices
current is to be interrupted or limited to a safe
value. 8.8.1 Where separately driven direct current
generators are connected electrically in series,
8.6.3 Earth leakage devices are to be arranged means are to be provided to prevent reversal of
to function for all earth faults exceeding 5 A. In the direction of rotation of any of them on the
three-phase star connected alternating current failure of the prime movers.
generators and motors with neutral points
earthed, the earth leakage device is to operate 8.8.2 Where, on stopping or reversing the
on the occurrence of an earth fault in the propeller, the regenerated energy transmitted by
windings of the machine, provided that 5 per the propulsion motor is such as to cause a
cent of the coils at the neutral end of each dangerous increase of speed in the prime
phase may be left unprotected by the device. In mover, means are to be provided for suitably
high voltage alternating current systems, where absorbing or limiting such energy.
the capacitive leakage current is high,
consideration will be given to increasing this 8.8.3 Contactors and switches used for
figure of five per cent. reversing the rotation of the propulsion motors
are to be provided with means for forcibly
8.6.4 Excitation circuits are to be provided with opening them if they should in advertently
lamps, voltmeters or other means to indicate remain closed.
continuously the state of the insulation of the
excitation circuits under running conditions. 8.9 Electro-magnetic couplings
Section 9
alarms are to be sounded through the public fault will not cause the loss of more than
address system, for tone signals. one amplifier;
9.3.4 Loudspeakers are to be continuously rated d) there are segregated cable routes to public
for their proportionate share of amplifier output. rooms, alleyways, stairways, and control
stations so arranged that any single
9.3.5 Amplifiers and loudspeakers are to be electrical fault or a fire in any one main
selected and arranged to prevent feedback and vertical fire zone as defined by Pt.6, Ch.3,
other interference. other than the zone in which the public
address control station is located, will not
9.3.6 Where the public address system does not interfere with the sounding of the
form part of the internal communication emergency alarm through the remaining
equipment required in an emergency, provision system;
is to be made, at a position adjacent to the
emergency system control panel, to silence the e) more than one device is provided for
public address system. generating the sound signals for the
emergency alarms;
9.3.7 The public address system may be used
for sounding the general emergency alarm and f) short circuit protection is fitted for individual
the fire alarm provided that in addition to the loudspeakers.
requirements of 9.2.
9.3.8 Where more than one alarm is to be
a) the emergency system is given automatic sounded through the public address system they
priority over any other system input; are to have recognizably different characteristics
and additionally be arranged so that any single
b) there are means to automatically override electrical failure which prevents the sounding of
any volume controls so as to ensure the any one alarm will not affect the sounding of the
specified sound pressure levels are met; remaining alarms.
Section 10
a) Electrical motors, associated circuits and 10.1.11 The central operating console at the
control components, protected to IPX7 navigating bridge is to be provided with a
standard. diagram showing the location of each door, with
visual indicators to show whether each door is
b) Door position indicators and associated open or closed. A red light is to indicate a door
circuit components protected to IPX8 is fully open and a green light, a door fully
standard, where the water pressure testing closed. When the door is closed remotely a red
of the enclosures is to be based on the light is to indicate the intermediate position by
pressure that may occur at the location of flashing. The indicating circuit is to be
the component during flooding for a period independent of the control circuit for each door.
of 36 hours.
10.1.12 The arrangements are to be such that it
c) Door movement warning signals, protected is not possible to remotely open any door from
to IPX6 standard. the central operating console.
10.1.7 Watertight door electrical controls 10.2 Shell doors, loading doors and other
including their electric cables are to be kept as closing appliances
close as is practicable to the bulkhead in which
the doors are fitted and so arranged that the 10.2.1 Where it is required that indicators be
likelihood of them being involved in any damage provided for shell doors, loading doors and other
which the ship may sustain is minimized. closing appliances, which are intended to
ensure the watertight integrity of the ships
10.1.8 An audible alarm, distinct from any other structure in which they are located, the indicator
alarm in the area, is to sound whenever the door system is to be designed on the fail-safe
is closed remotely by power and sound for at principle. The system is to indicate if any of the
least five seconds but no more than ten seconds doors or closing appliances are open or are not
before the door begins to move and is to fully closed or secured.
continue sounding until the door is completely
closed. The audible alarm is to be supplemented 10.2.2 Where such doors and appliances are to
by an intermittent visual signal at the door in be operated at sea, the requirements of 10.1 are
passenger areas and areas where the noise to be complied with as far as is practicable.
level exceeds 85 dB(A).
10.2.3 The electrical power supply for the
10.1.9 A central operating console is to be fitted indicator system is to be independent of any
on the navigating bridge and is to be provided electrical power supply for operating and
with a 'master-mode' switch having : securing the doors.
a) a 'local control' mode for normal use which 10.2.4 For the requirements of side shell doors,
is to allow any door to be locally opened and stern doors and bow doors, also refer to Pt.3,
locally closed after use without automatic Ch.12, Sections 5 and 6.
closure, and;
Section 11
11.1 General
a) equipment such as control panels, protected
11.1.1 The installation of electrical equipment in by purging and pressurisation and capable
areas containing flammable gas or vapour of being verified by inspection as meeting
and/or combustible dust, is to be minimized as the requirements of IEC 60079-2;
far as is consistent with operational necessity
and the provision of lighting, monitoring, alarm b) simple non-energy-storing apparatus having
or control facilities enhancing the overall safety negligible surface temperature rise in
of the ship. normal operation, such as limit switches,
strain gauges, etc., incorporated in
11.1.2 Combustible dust is defined as finely intrinsically-safe circuits;
divided solid particles, 500 µm or less in nominal
size, which may be suspended in air, may settle c) radio aerials having robust construction,
out of the atmosphere under their own weight, meeting the relevant requirements of IEC
may burn or glow in air and may form explosive 60079-15;
mixtures with air at atmospheric pressure and
normal temperatures. (See IEC 60079-0). d) electrical apparatus with type of protection
'n' or 'N' provided it is in a well ventilated
Note : Examples of cargoes that can generate area on open deck and not within 3 [m] of
combustible dust with explosive hazard as per any flammable gas or vapour outlet.
the IMSBC Code are:
11.2.3 Where apparatus is to be installed in
Brown coal briquettes, sulphur UN 1350, iron areas where combustible dusts may be present
oxide-spent or iron sponge-spent UN1376, wood in quantities sufficient to create an explosive
pellets, peat moss, pitch prill etc. atmosphere, it is, when practicable, to be of a
type certified or approved by a competent
11.2 Selection of equipment authority for the dusts and additionally any
explosive gases encountered.
11.2.1 When apparatus is to be installed in
areas where an explosive gas atmosphere may 11.2.4 Electrical equipment for use in
be present, unless permitted otherwise by combustible dust atmospheres is to be so
11.2.2, it is to be of a 'safe type', as listed below, designed and installed as to minimize the
certified or approved by a competent authority accumulation of dust which may interfere with
for the gases encountered. The construction and the safe dissipation of heat from the enclosure.
type testing is to be in accordance with IEC
Publication 79: Electrical Equipment for 11.2.5 Where equipment certified for
Explosive Gas Atmospheres or an acceptable combustible dust, is not available, consideration
and relevant national standard. will be given to the use of apparatus complying
as a minimum, with the following requirements
Intrinsically safe Ex 'i' provided no explosive gases will be present:
11.9.1 The following requirements define the g) through runs of cables, confined to pump
electrical equipment permitted within dangerous room entrances only, installed in heavy
spaces and zones and are in addition to the gauge steel pipes with gas tight joints.
requirements of 11.1 to 11.8.
11.9.8 Spaces under cargo tanks (e.g. duct
11.9.2 The requirements for cargo tanks also keels): Electrical equipment as defined in
apply to cargo slops tanks. 11.9.6(a) and (b) and 11.9.7(c) to (f).
11.9.3 The relevant gas group and temperature 11.9.9 Enclosed or semi-enclosed spaces
class for safe type equipment in the defined immediately above cargo tanks or having
locations are IIA T3. bulkheads immediately above and in line with
cargo tank bulkheads, compartments for cargo
11.9.4 Where intrinsically-safe equipment is hoses, spaces other than cofferdams adjoining
required, consideration will be given to the use and below the top of a cargo tanks, e.g. trunk,
of simple apparatus incorporated in intrinsically- passageways and holds:
safe circuits, as defined in 11.2.2(b).
a) intrinsically-safe equipment, this is to be of
11.9.5 Cargo tanks: intrinsically-safe equipment category 'ia' where the spaces or
of category 'ia': compartments are not mechanically
ventilated;
11.9.6 Cofferdams adjoining cargo tanks
b) safe type lighting fittings;
a) intrinsically-safe equipment of category 'ia';
c) through runs of cable;
b) electric depth-sounding devices hermetically
enclosed, located clear of the cargo tank d) general alarm sounders as defined by
bulkhead, with cables installed in heavy 11.9.7(f).
gauge steel pipes with gastight joints up to
the main deck; 11.9.10 Electrical equipment or cables are not
normally to be installed in hazardous areas.
c) cables for impressed current cathodic Where essential for operational purposes,
protection systems (for external hull electrical equipment may be installed in
protection only) installed in heavy gauge accordance with IEC 60092-502: Electrical
steel pipes with gas tight joints up to the installations in ships - Tankers - Special features
upper deck; as per the following area classification:
d) through runs of cables, installed in heavy 11.9.10.1 Areas on open deck adjoining cargo
gauge steel pipes with gas tight joints. openings (refer Part 5, Chapter 2, Clause
8.1.4.a) permitting flow of small volumes of
11.9.7 Cargo pump rooms: vapour or gas mixtures:
sounding pipe cargo pump room entrance or zone, non-safe equipment is permitted
and ventilation intakes and exhausts) which within the space;
permit the flow of small volumes of vapour
or gas mixtures caused by thermal variation b) where a space opening into a dangerous
as given in IEC 60092-502 para 4.2.2.7. into a dangerous zone or space is provided
with an airlock, is separated from the cargo
b) Zone 2 - Areas within 2 [m] beyond the zone by at least two gastight bulkhead, and is
1 above.(note: 1.5 [m] given in IEC 60092- pressurized in accordance with 11.7, non-
502 para 4.2.3.1). safe type equipment is permitted within the
space.
11.9.10.2 Areas on open deck adjoining cargo
openings (refer Part 5, Chapter 2, Clause 11.9.13 Electrical installations in enclosed or
8.1.4.b) permitting flow of large volumes of semi-enclosed spaces having a direct opening
vapour or gas mixtures: into any dangerous space or zone are to comply
with the requirements for the space or zone to
Zone 1- Areas on open deck, or semi-enclosed which the opening leads.
spaces on open deck, within a vertical cylinder
of unlimited height and 6m radius centered upon 11.10 Requirements for ships for the carriage
the centre of the outlet, and within a hemisphere of liquefied gases in bulk
of 6m radius below the outlet which permit the
flow of large volumes of vapour or gas mixtures 11.10.1 See Pt.5 for relevant Rules for Ships for
during loading/discharging/ballasting as given in Liquefied Gases.
IEC 60092-502 para 4.2.2.8. (e.g.
pressure/vacuum valve, high velocity vents, 11.11 Requirements for ships intended for
mast riser). the carriage in bulk of other flammable liquid
cargoes
a) Zone 2- Areas within 4m beyond the zone 1
above as given in IEC 60092-502 para 11.11.1 See Pt.5 for relevant Rules for Ships for
4.2.3.2. Liquid Chemicals.
11.9.10.3 Areas on open deck over all cargo 11.12 Special requirements for ships with
tanks (including all ballast tanks within the cargo spaces for carrying vehicles with fuel in their
tank area) to the full width of the vessel, plus 3 tanks, for their own propulsion
[m] forward and 3 [m] aft of the cargo tank area
or any spillage barrier installed aft of the cargo 11.12.1 Passenger ships with special category
tanks area, up to a height of 2.4 [m] above the spaces above the bulkhead deck for carrying
deck vehicles:
a) Zone 1- Where structures are restricting the a) electrical equipment fitted within a height of
natural ventilation as given in IEC 60092- 45 [cm] above the vehicle deck, or any
502 para 4.2.2.11. platform on which vehicles are carried, or
within the exhaust ventilation trunking of the
b) Zone 2- Where unrestricted natural special category space, is to be of a safe
ventilation is guaranteed as given in IEC type;
60092-502 para 4.2.3.5.
b) electrical equipment situated elsewhere
11.9.11 Spaces below the level of, and having within the space is to have an enclosure of
direct openings onto, the main deck, but outside ingress protection rating of at least IP55.
the dangerous zone previously described: (See IEC Publication 529: Classification of
Degrees of Protection Provided by
a) safe type equipment; Enclosures), if not of a safe type.
b) all electrical circuits terminating in the cargo 11.13.3 Switches, protective devices, motor
space are to be provided with multi-pole control gear of electrical equipment installed in a
linked isolating switches located outside the paint store are to interrupt all poles or phases
cargo hold. Provision is to be made for and preferably are to be located in non-
locking in the off position. This does not hazardous space.
apply to safety circuits such as those for fire,
smoke or gas detection. 11.13.4 In the areas on open deck within 1 m of
inlet and exhaust ventilation openings or within 3
11.12.4 Cargo ships with spaces for carrying m of exhaust mechanical ventilation outlets, the
vehicles: following electrical equipment may be installed:
a) electrical equipment fitted within a height of - electrical equipment with the type of
45 [cm] above the vehicle deck, or within a protection as permitted in paint stores or
height of 45 [cm] above the vehicle deck, or
within the cargo space's exhaust ventilation - equipment of protection class Ex 'n' or
trunking, and any equipment associated
with safety circuits such as those for fire, - appliances which do not generate arcs
smoke or gas detection, located within the in service and whose surface does not
cargo space, is to be of a safe type; reach unacceptably high temperature or
11.13.2 The minimum requirements for the A watertight door may be considered as being
certified safe type equipment are as follows: gastight.
Section 12
Table 12.5.1
12.8.3 Tests : In addition to the tests normally covered. Shutters are to be clearly marked for
required for rotating machinery, a high incoming and outgoing circuits. This may be
frequency high voltage test in accordance with achieved with the use of colours or labels.
IEC Publication 60034-15 is to be carried out on
the individual coils in order to demonstrate a 12.11.5 Earthing and short-circuiting : For
satisfactory withstand level of the inter-turn maintenance purposes an adequate number of
insulation to steep fronted switching surges. earthing and short-circuiting devices are to be
provided to enable circuits to be worked upon
12.9 Power Transformers with safety.
12.9.1 Dry type transformers have to comply 12.11.6 Internal Arc Classification (IAC) :
with IEC Publication 60726. Liquid cooled Switchgear and control gear assemblies are to
transformers have to comply with IEC be internal arc classified (IAC). Accessibility
Publication 60076. Oil immersed transformers Type A is sufficient (IEC 62271-200; Annex AA;
are to be provided with the following alarms and AA 2.2), where switchgear and control gear are
protections: accessible by authorized personnel only
Accessibility Type B is required if accessible by
- liquid level (Low) - alarm non-authorised personnel.
Installation and location of the switchgear and
- liquid temperature (High) - alarm control gear is to correspond with its internal arc
classification and classified sides (F, L and R).
- liquid level (Low) - trip or load reduction
12.12 Auxiliary systems
- liquid level (High) - trip or load reduction
12.12.1 Source and capacity of supply : If
- gas pressure relay (High) - trip. electrical energy and/or physical energy is
required for the operation of circuit breakers and
12.10 Cables switches, a store supply of such energy is to be
provided for at least two operations of all the
12.10.1 Cables are to be constructed in components.
accordance with the IEC Publication 60092-353 However, the tripping due to overload or short-
and 60092-354 or other equivalent Standard. circuit, and under-voltage is to be independent
of any stored electrical energy sources. This
12.11 Switchgear and controlgear does not preclude shunt tripping provided that
assemblies alarms are activated upon lack of continuity in
the release circuits and power supply failures.
12.11.1 Switchgear and controlgear assemblies
are to be constructed according to the IEC 12.12.2 Number of external supply sources :
Publication 62271-200 and the following When external source of supply is necessary for
additional requirements. auxiliary circuits, at least two external sources of
supply are to be provided and so arranged that
12.11.2 Mechanical construction : Switchgear is a failure or loss of one source will not cause the
to be of metal - enclosed type in accordance loss of more than one generator set and/or set
with IEC Publication 62271-200 or of the of essential services.
insulation - enclosed type in accordance with the
IEC Publication 62271-201. Where necessary one source of supply is to be
from the emergency source of electrical power
12.11.3 Locking facilities : Withdrawable circuit for the start up from dead ship condition.
breakers and switches are to be provided with
mechanical locking facilities in both service and 12.12.3 High voltage test : A power-frequency
disconnected positions. For maintenance voltage test is to be carried out on any
purpose, key locking of withdrawable circuit switchgear and controlgear assemblies.
breakers and switches and fixed disconnectors
is to be possible. Withdrawable circuit breakers The test procedure and voltages are to be
are to be located in the service position so that according to the IEC Publication 62271-200,
there is no relative motion between fixed and Section 7 / Routine Test.
moving portions.
12.13 Installation
12.11.4 Shutters : The fixed contacts of
withdrawable circuit breakers and switches are 12.13.1 Electrical equipment : Where equip-
to be so arranged that in the withdrawable ment is not contained in an enclosure but a
position the live contacts are automatically room forms the enclosure of the equipment, the
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Rules and Regulations for the Construction and Classification of Steel Ships - 2016
Page 69 of 71
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access doors are to be so interlocked that they earth and from each other by substantial
cannot be opened until the supply is isolated barriers of suitable insulating materials.
and the equipment earthed down. At the
entrance of the spaces where high-voltage High voltage cables of the radial field type, i.e.
electrical equipment is installed, a suitable having a conductive layer to control the electric
marking is to be placed which indicates danger field within the insulation, are to have
of high voltage. As regard the high-voltage terminations which provide electric stress
electrical equipment installed out-side above control.
mentioned spaces, the similar marking is to be Terminations are to be of a type compatible with
provided. An adequate, unobstructed working the insulation and jacket material of the cable
space is to be left in the vicinity of high voltage and are to be provided with means to ground all
equipment for preventing potential severe metallic shielding components (i.e. tapes, wires
injuries to personnel performing maintenance etc.)
activities. In addition, the clearance between the
switchboard and the ceiling/ deckhead above is 12.13.2.5 High voltage cables are to be readily
to meet the requirements of the Internal Arc identifiable by suitable marking.
Classification according to IEC 62271-200 (see
12.11.6). 12.13.2.6 Before a new high voltage cable
installation or an addition to an existing
12.13.2 Cables installation is put into service, a voltage
withstand test is to be satisfactorily carried out
12.13.2.1 In accommodation spaces, high on each completed cable and its accessories.
voltage cables are to be run in enclosed cable
transit systems. The test is to be carried out after an insulation
resistance test.
12.13.2.2 High voltage cables are to be
segregated from cables operating at different For cables with rated voltage (U0/U) above 1.8/3
voltage ratings and from each other, in kV (Um=3.6 kV) an a.c. voltage withstand test
particular, they are not to be run in the same may be carried out upon advice from high
cable bunch, nor in the same ducts or pipes, or, voltage cable manufacturer. One of the following
in the same box. Where high voltage cables of test methods are to be used:
different voltage ratings are installed on the
same cable tray, the air clearance between a) test for 5 min with the phase-to-phase voltage
cables is not be less than the minimum air of the system applied between the conductor
clearance for the higher voltage side in 12.6. and the metallic screen/sheath;
However, high voltage cables are not to be
installed on the same cable tray for the cables b) test for 24 h with the normal operating voltage
operating at the nominal system voltage of 1 kV of the system.
and less.
Alternatively, a d.c. test voltage equal to 4 U0
12.13.2.3 High voltage cables, in general, are to may be applied for 15 minutes:
be installed on carrier plating when they are
provided with a continuous metallic sheath or For cables with rated voltage (U0/U) up to 1.8/3
armour which is effectively bonded to earth; kV (Um=3.6 kV) a d.c. voltage equal to 4 U0 is to
otherwise they are to be installed for their entire be applied for 15 minutes.
length in metallic casings effectively bonded to
earth. After completion of the test, the conductors are
to be connected to earth for a sufficient period in
12.13.2.4 Terminations in all conductors of high order to remove any trapped electric charge.
voltage cables are to be, as far as practicable,
effectively covered with suitable insulating An insulation resistance test is then to be
material. In terminal boxes, if conductors are not repeated.
insulated, phases are to be separated from
Section 13
Trials
13.2.3 Internal communication circuits : Circuits 13.4.5 Satisfactory commutation, excitation and
operating at 55 V and above are to have an performance of each generator throughout a run
insulation resistance between conductors and at full rated load.
between each conductor and earth of at least 1
MΩ. Circuits operating at less than 55 V are to 13.4.6 Voltage regulation of every generator
have an insulation resistance of at least 0.33 when full rated load is suddenly thrown off.
MΩ.
13.4.7 For alternating current and direct current
13.2.4 Switchboards, Section boards and generators, satisfactory parallel operation and
distribution boards : The insulation resistance is [kW] load sharing of all generators capable of
to be at least 1 MΩ when measured between being operated in parallel at all loads up to
each busbar and earth and between busbars. normal working load. For alternating current
This test may be made with all circuit-breakers generators satisfactory parallel operation and
and switches open, all fuse links for pilot lamps, kVA load sharing of all generators capable of
earth fault-indicating lamps, voltmeters, etc., being operated in parallel at all loads up to
removed and voltage coils temporarily normal working load.
disconnected, where otherwise damage may
result. 13.4.8 All essential motors and other important
equipment are to be operated under service
13.2.5 Generators and motors : The insulation conditions, though not necessarily at full load or
resistance of generators and motors, in normal simultaneously, for a sufficient length of time to
working condition and with all parts in place, is demonstrate that they are satisfactory.
to be measured and recorded. The test should
End of Chapter
Chapter 10
Contents
Section
1 General
2 Fusion Welded Pressure Vessels
3 Welded Pressure Pipes
Section 1
General
1.1.2 The term 'fusion weld', for the purpose of 1.2.3 The welding plant and equipment are to be
these requirements, is applicable to welded maintained in an efficient working condition.
joints made by manual, semi-automatic or
automatic electric arc welding processes. 1.2.4 The procedures are to include the regular
Special consideration will be given to the systematic supervision of all welding, and the
proposed use of other fusion welding processes. welders are to be subjected by the works'
supervisors to periodic tests for quality of
1.2.General requirements for welding plant workmanship. Records of these tests are to be
and welding quality kept and are to be available for inspection by the
Surveyors.
1.2.1 The welding plant and equipment are to be
installed under cover and so arranged that all 1.2.5 All welding is to be to the satisfaction of
welding is carried out in positions free from the Surveyors.
draughts and adverse weather conditions.
Section 2
2.1 Manufacture of Class 1 and Class 2 equipment and procedures and to arrange for
fusion welded pressure vessels carrying out preliminary tests as stated in 2.3.
2.1.1 Fusion welded pressure vessels 2.1.2 In the case of Class 1 approval,
constructed to Class 1 and Class 2 arrangements are to be made for the survey
requirements will be accepted only if during construction and testing of a full size
manufactured by firms equipped and competent welded pressure vessel.
to undertake high quality welding. In order that
firms may be approved for this purpose, it will be 2.1.3 The welding plant and equipment are to be
necessary for the Surveyors to visit the works suitable for undertaking work of the standard
for the purpose of inspecting the welding plant, required for Class 1 and Class 2.
2.2 Manufacture of Class 3 fusion welded d) Impact - For Class 1 application and for
pressure vessels steels in Groups 2 and 3;
2.2.1 Class 3 pressure vessels will be accepted e) Fatigue - For Class 1 application and for
if constructed by firms whose works are steels in Groups 2 and 3;
equipped to undertake the welding of pressure
vessels of this Class. Preliminary tests would f) Micrographs, at 100 and 300 magnifications,
require to be carried out as stated in 2.4. of weld center, fusion zone and parent plate,
for Class 1 application and for steels in
2.3 Preliminary tests for Class 1 and Class 2 Group 2 and 3;
fusion welded pressure vessels
g) Macrograph of full section weld;
2.3.1 Preliminary tests to demonstrate the
quality of welding are to be carried out by the h) Chemical analysis of deposited weld metal;
firm under supervision of the Surveyors. The
test requirements will be based on the types of i) Chemical analysis of test plates.
steels and on the welding process to be used.
For approval purposes, the types of rolled steel 2.3.5 Where the welding is carried out by an
plates specified in Pt.2, Ch.3 are grouped as established and approved process, the fatigue
follows : tests and micrographs in 2.3.4(e) and (f) will not,
in general, be required. Furthermore, as an
Group 1 : Carbon and carbon-manganese alternative to 2.3.4(i), a guaranteed analysis
steels - specified minimum obtained from the steelmaker will be accepted.
tensile strength not exceeding
2
500 [N/mm ]; 2.3.6 If a firm intends to manufacture pressure
vessels either of a different group of steel or by
Group 2 : Carbon and carbon-manganese means of a different welding process from that
steels - Specified minimum used in the preliminary tests on which the
tensile strength 500-520 original approval was based, further tests will be
[N/mm2]; required to cover the proposed welding
procedure. In such cases full details of the
Group 3 : Alloy steels. material, plate thickness and welding process
proposed are to be submitted for consideration,
when the requirements for further preliminary
tests will be indicated.
2.5.8 The test plates are to be straightened where R is the tensile strength [N/mm2]. In
before being subjected to heat treatment, and addition, this elongation is to be not less than 80
for this purpose the test plates may be heated to per cent of the equivalent minimum elongation
a temperature below that required for the final specified for the plate.
heat treatment.
2.5.11 Specimen no. 2 :- Transverse bend test.
2.5.9 One set of test specimens is to be cut from The following conditions are to be satisfied :
the test plates as shown in Fig.2.5.1. The results
of the tests are to comply with the requirements a) Two bend test specimens of rectangular
detailed in 2.5.10 to 2.5.14. section are to be cut from the test plate
transversely to the weld, one to be bent with
the outer surface of the weld in tension, and
the other with the inner surface in tension;
e) For each specimen the weld reinforcement c) The tensile strength obtained is to be not
is to be removed by grinding or machining less than the minimum specified tensile
so that the outer and inner surfaces of the strength for the plate material.
weld are flush with the surface of the plate;
2.5.13 Specimen no. 4 : Macro-specimen. The
f) The specimen is to be mounted on roller following conditions are to be satisfied :
supports with the centre of the weld midway
between the supports. A former, with its axis a) Macrograph of a complete cross-section of
perpendicular to the specimen, is to bend the weld, including the heat affected zone, is
the specimen by pushing it through the clear to show a satisfactory penetration and
space between the supports. The diameter fusion, and an absence of significant
of the former and the clear space between inclusions or other defects;
the supports will depend upon thickness of
the specimens, and these dimensions are b) Should there be any doubt as to the
shown in the following table in terms of the condition of the weld as shown by macro-
thickness, t, of the specimen; etching, the area concerned is to be
examined by a micrograph.
Minimum
specified 2.5.14 Specimen no. 5 : Charpy V-notch impact
Clear space
tensile Diameter of test - Class 1 pressure vessels only
between
strength of former
supports
plate The following conditions are to be satisfied :
[N/mm2]
< 460 2t 4.2t a) Three Charpy V-notch impact test
specimens are to be cut transversely to the
≥ 460 < 510 3t 5.2t weld, parallel to the plate surface and at
≥ 510 < 620 4t 6.2t mid-plate thickness. The notch is to be cut
at approximately the centre of the weld, and
the axis of the notch is to be perpendicular
g) After bending, there is to be no crack or to the surface of the plate. See Fig.2.5.5;
defect exceeding 1.5 [mm] measured across the
specimen or 3 [mm] measured along the b) The dimensions and tolerances of the
specimen. Premature failure at the edges of the specimens are to be in accordance with Pt.2
specimen will not lead to rejection. Ch.2;
2.5.12 Specimen no. 3 : Tensile test for joint. c) The average energy value obtained from the
The following conditions are to be satisfied : Charpy V-notch test specimen is to be not
less than 27 J when the temperature of the
a) One reduced section tensile test specimen specimen at the time of the test does not
is to be cut transversely to the weld or, in exceed 50°C;
the thick plate, as many tensile test
specimens as may be necessary to d) Where it is proposed to use impact tests
investigate the tensile strength throughout other than the Charpy V-notch type, details
the whole thickness of the joint; are to be submitted for consideration;
The weld reinforcement is to be removed by
grinding or machining so that the outer and e) The foregoing impact test are not applicable
inner surfaces of the weld are flush with the to pressure vessels operating at low metal
surface of the plate. The dimensions of the temperatures, and for such cases the
reduced section tensile test specimens are results of the weld metal impact tests will be
shown in Fig.2.5.4. The width, B, at the specially considered.
reduced section is to be at least 25 [mm];
2.5.15 The test assemblies are to be heat
b) Where the plate thickness exceeds 30 [mm], treated in accordance with 2.10.
the tensile test may be effected on several
reduced section specimens, each with a 2.5.16 If any of the tests fail, further two re-test
thickness of at least 30 [mm] and a width at specimens are to be prepared and tested.
the effective cross-section of at least 25 Should any of these two further re-test also fail,
[mm]; the reasons for the failure are to be investigated
and the results are to be submitted to IRS for
review.
2.7.2.4 Before welding is commenced, it is to be removed and the surface dressed smooth by
ascertained that the plate edges are in grinding prior to radiography.
alignment within the following limits :
2.7.3.1 All consumables intended for use in the 2.7.5 Fitting of tubes to drums and headers
welding of pressure vessels are to be stored in a
dry place and are to be treated in accordance 2.7.5.1 The tube holes in drums or headers are
with the manufacturer's instructions. to be formed in such a way that tubes can be
effectively tightened in them. Where the tube
2.7.3.2 In order to ensure that the quality of ends are not normal to the tube plates, there is
welding consumables is being consistently to be a neck or belt of parallel seating of at least
maintained, they are to be subjected to a regular 13 [mm] in depth, measured in a plane through
system of periodic testing and inspection. the axis of the tube at the holes. Where the
tubes are practically normal to their plates, this
2.7.3.3 Where routine tests are frequently parallel seating is to be not less than 10 [mm] in
carried out in respect of pressure vessels made depth.
in the normal course of production, such tests
may be regarded as meeting the requirements 2.7.5.2 Tubes are to be carefully fitted in the
of 2.7.3.2. tube holes and secured by means of welding,
expanding and bevelling or by other approved
2.7.4 Forming shell sections and end plates methods. The tubes are to project through the
neck or belt of parallel seating by at least 6 [mm]
2.7.4.1 Plates for shell sections and end plates and, where they are secured from drawing out
are to be formed to the required shape by any by means of bellmouthing only, the included
process that will not impair the quality of the angle of belling is to be not less than 30
material. Tests to demonstrate the suitability of a degrees.
process may be required at the discretion of the
Surveyors. 2.7.6 Attachments and fittings
2.7.4.2 Shell plates are to be formed to the 2.7.6.1 All lugs, brackets, branches, manhole
correct contour up to the extreme edges of the frames and reinforcements around openings
plates. and other members are to conform to the shape
of the surface to which they are attached.
2.7.4.3 So far as possible, hot and cold forming
is to be carried out by machine. Forming by 2.7.6.2 Doubling plates with well rounded
hammering, with or without local heating, is not corners are to be fitted in way of attachments
to be employed. such as lifting lugs, supporting brackets and
feet, to minimise load concentrations on
2.7.4.4 All plates which have been hot formed or pressure shells and ends. Compensating plates,
locally heated for forming are to be normalized pads, brackets, and supporting feet are to
on completion of this operation. If, however, hot bedded closely to the surface before being
forming is carried out entirely at a temperature welded, and are to be provided with a 'tell-tale'
within the normalizing range, subsequent heat hole not greater than 9.5 [mm] in diameter, open
treatment will not be required for carbon and to the atmosphere to provide for the release of
carbon- manganese steels. In both instances entrapped air during heat treatment of the
alloy steels may, in addition, be required to be vessel, or as a means of indicating any leakage
tempered. during hydraulic testing and in service
2.7.4.5 All plates which have been cold formed 2.7.6.3 The attachment by welding of such
to an internal radius less than 10 times the plate fittings to the main pressure shell after post-weld
thickness are to be given an appropriate heat heat treatment is not permitted, except where
treatment. the material involved is mild steel, when welding
Indian Register of Shipping
Chapter 10 Part 4
Page 10 of 17 Requirements for Fusion Welding
2.7.6.4 Where the fittings referred to in 2.7.6.3, 2.7.7.2 In assessing the out-of-roundness of
together with flats and other attachments for pressure vessels, the difference between the
supporting internal and external components, maximum and minimum internal diameter
are welded to the main pressure shell, the measured at one cross-section is not to exceed
welding is to be of comparable standard to that the amount given in Table 2.7.7.1.
required for the vessel, and the material used is
to be of compatible composition. 2.7.7.3 The profile, measured on the inside or
outside of the shell by means of a gauge of
2.7.6.5 The finish of all welds attaching pressure designed form of the shell, and having a length
parts and non-pressure parts to the main equal to one-quarter of the internal diameter of
pressure shell is to be such as to allow the vessel, is not to depart from the designed
satisfactory examination of the welds. In the form by more than the amount given in Table
case of Class 1 pressure vessels, these welds 2.7.7.1 This amount corresponds to, x, in
are to be ground smooth, if necessary, to Fig.2.7.7.1.
provide a suitable finish for crack detection
tests, which are to be carried out to the
2.8.1 Radiographic examination 2.8.1.3 Where the surface finish of any weld
which has to be radiographed is such that it will
2.8.1.1 The extent of the radiographic prevent accurate radiographic examination, the
examination of welded seams of Class 1 and surface is to be machined or ground to provide a
Class 2 pressure vessels is to be as follows : smooth contour to the Surveyor's satisfaction.
2.8.1.9 Image quality indicators of the wire type 2.9.2.1 In the case of Class 2 pressure vessels,
are to be placed across the weld, and the when a spot radiograph reveals unacceptable
smallest diameter wire which can be seen in the defects in the welded seam, at least two further
radiograph is to have a diameter not greater radiographs are to be made in the length of weld
than 1.5 per cent of the weld thickness if the represented by the first radiograph, in locations
weld thickness is between 10 [mm] and 50 selected by the Surveyor. If these reveal no
[mm], and not greater than 1.25 per cent of the further unacceptable defects, the defects
weld metal thickness if the thickness is between revealed by the first radiograph are to be
50 and 200 [mm]. repaired and re-radiographed. If the check
radiographs reveal unacceptable defects, then
2.8.1.10 The use of gamma-rays may be either :
permitted in certain circumstances, and details
should be submitted for consideration and a) the whole length of weld represented is to
approval. be cut out and rewelded, then subjected to
spot radiography as if it were a new weld,
2.8.1.11 Radiographs are to be examined by the and the original test plates associated with
Surveyors on the original films using a viewing the weld are to be similarly treated; or
device of suitable illuminating power.
b) the whole length of the weld represented is
to be radiographed. Unacceptable defects
are to be repaired and are to be shown by
radiography to have been eliminated.
2.10.2.5 Where materials other than those ensure the heat treatment of the entire length of
detailed in Table 2.10.2 are used for pressure the longitudinal seam.
vessel construction, full details of the proposed
heat treatment are to be submitted for 2.10.2.7 Where it is proposed to adopt special
consideration. methods of heat treatment, full particulars are to
be submitted for consideration. In such cases it
2.10.2.6 Where pressure vessels are of such may be necessary to carry out tests to show the
dimensions that the whole length cannot be effect of the proposed heat treatment.
accommodated in the furnace at one time, the
pressure vessels may be heated in sections,
provided that sufficient overlap is allowed to
Section 3
3.1.1 Manual or semi-automatic electric arc Slip-on sleeve and socket welded joints are to
welding is to be used for butt and socket welded have sleeves, sockets and weldments of
joints in pipes, for branch pieces and for the adequate dimensions conforming to IRS Rules
attachment of flanges. Oxy-acetylene welding or recognized standard.
may also be used, but, in general, is suitable
only for butt joints in pipes not exceeding 100 Slip-on sleeve and socket welded joints may be
[mm] diameter or 9.5 [mm] thickness. used in Class III piping systems, of any outside
diameter.
3.1.2 Where pressure pipelines are assembled
and butt welded in place, the piping is to be In particular cases, slip-on sleeve and socket
arranged well clear of adjacent structures to welded joints may be allowed by IRS for piping
allow sufficient access for preheating welding, systems of Class I and Class II having outside
heat-treatment and examination of the joints. diameter less than or equal to 88.9 [mm] except
for piping systems conveying toxic media or
Joint preparation, tolerances and edge services where fatigue, severe erosion or
preparation, are to be appropriate to the welding crevice corrosion is expected to occur.
process and in accordance with recognized
standards and/or approved drawings. The 3.1.5 Acceptable methods of flange attachment
preparation of edges is to be carried out by are illustrated in Fig.2.3.1 in Ch.2.
mechanical means and where flame cutting is
used, oxide scales, notches are to be removed 3.1.6 Welding consumables meeting the rule
by grinding or chipping back to sound metal. requirements and, where used, fusible root
inserts, are to be suitable for the materials being
3.1.3 Butt welded joints shall be full penetration joined.
type with details according to the following:
3.1.7 All welds in high pressure and high
a) For class I piping: temperature pipelines are to have a smooth
surface finish and even contour, if necessary
- Double vee groove joint or they are to be made smooth by grinding.
Mn ≥ 20 (2)
C+ ≤ 0.40 100
6
0.3 Mo > 13 (2) 100
1 Cr – 0.5 Mo < 13 100
≥ 13 150
2.25 Cr – 1 Mo and 0.5 Cr – 0.5 Mo – 0.25 V (1) < 13 150
≥ 13 200
Notes :
1. For these materials, preheating may be omitted for thicknesses upto 6 [mm] if the results of
hardness tests carried out on welding procedure qualification are considered acceptable by IRS.
2. For welding in ambient temperature below 0°C, the minimum preheating temperature is required
regardless of the thickness unless specifically approved by IRS.
The values given in the Table 3.1.2 are based examined for defects by the appropriate method
on the use of low hydrogen processes. Higher specified in 3.2.2 to 3.2.4. The test welds are
preheating temperatures may be employed then to be sectioned at positions selected by the
when low hydrogen processes are not used. Surveyor, one surface of each section being
prepared, etched and examined for defects in
3.1.9 The welding procedure proposed for the the weld and heat effected zones.
attachment of flanges, valve chests and other
fittings to pipes, pipes-to-pipes and the 3.1.11 In the case of pipes of branch pieces of
fabrication of branch pieces, whether in carbon alloy steel, mechanical tests and tests to
or alloy steel, is to be approved by the destruction may also be required to demonstrate
Surveyors in the first instance before work is that the joints are of adequate strength.
commenced. For this purpose representative
specimens of such parts will be required for 3.1.12 Check tests of the quality of the welding
examination and testing. are to be carried out periodically at the
discretion of the Surveyors.
Tack welds forming part of the finished weld are
to be made using approved, welding procedure. 3.2 Non-destructive examination of welded
pipes
3.1.10 The assembly for the weld procedure test
and the welding technique should simulate the 3.2.1 In addition to visual examination of pipes
conditions under which the work is to be done welds by the Surveyors, non-destructive
on the installation. Test welds are to be examination of butt and fillet welds is to be
Indian Register of Shipping
Chapter 10 Part 4
Page 16 of 17 Requirements for Fusion Welding
carried out in accordance with 3.2.2 to 3.2.5 to 3.2.2 Butt welds are to be subjected to
the satisfaction of the Surveyors. radiographic examination in accordance with
Table 3.2.1. For radiographic examinations and
Radiographic and ultrasonic examination is to required standards of sensitivity, See 2.8.
be carried out with an appropriate technique by
trained operators using an approved procedure 3.2.3 The use of ultrasonic examination in lieu of
depending on the criticality of the joint. radiographic examination as required by 3.2.2
will be specially considered.
Table 3.2.2 : Magnetic particle or liquid penetrant flaw detection testing of fillet welds
3.2.4 Fillet welds are to be subjected to pieces are to be heat treated on completion of
magnetic particle or liquid penetrant flaw fusion welding.
detection testing in accordance with Table 3.2.2.
3.3.2 Recommended soaking temperatures and
The equipment is to be suitable for flaw periods for post-weld heat treatment are given in
detection and may require calibration against Table 3.3.1.
standard samples. The acceptance criteria for
welds is to be generally in accordance with the 3.3.3 Any proposal to use oxy-acetylene welding
national or international standard. for the fabrication of pipes and branch pieces
will be the subject of special consideration. Due
3.2.5 Defects in welds are to be rectified and re- consideration should be given to the need for
examined by the appropriate test method, all to normalizing and tempering after such welding.
the satisfaction of the Surveyors.
3.4 Heat treatment after forming of pipes
3.2.6 Ultrasonic examination may be required in
special cases in addition to above non- 3.4.1 Heat treatment should preferably be
destructive testing. carried out in a suitable furnace provided with
temperature recording equipment without
3.3 Post-weld heat treatment impairing the specified properties of the
materials. Tests may be carried out if necessary.
3.3.1 Carbon and carbon-manganese steel Localized heat treatment of welded joints
pipes and fabricated branch pieces having a extended sufficiently along the pipe length on
thickness exceeding 30 [mm] are to be heat either side of the joint, carried out with approved
treated on completion of fusion welding. All procedure, can be also accepted.
thicknesses of alloy steel pipes and branch
1. When steels with specified Charpy V notch impact properties at low temperature are used, the
thickness above which postweld heat treatment shall be applied may be increased by special
agreement with IRS.
2. Heat treatment may be omitted for pipes having thickness ≤ 8 [mm], diameter ≤ 100 [mm] and
minimum service temperature 450°C.
3. For C and C-Mn steels, stress relieving heat treatment may be omitted upto 30 [mm] thickness by
special agreement with IRS.
3.4.2 Hot forming should generally be carried for all grades other than carbon and carbon-
out within the normalizing temperature range of manganese steels having UTS 320, 360 and
2
850 – 1000°C for all grades. When carried out 410 [N/mm ].
within this temperature range no subsequent
heat treatment is required for carbon, carbon- 3.4.4 Stress relieving is to be carried out after
manganese and carbon-molybdenum steels. For welding for other than oxy-acetylene welding
Chrome-molybdenum and Carbon-molybdenum- process in accordance with Table 3.3.2.
vanadium steels, a subsequent stress relieving
heat treatment is to be carried out in accordance The stress relieving heat treatment is to consist
with Table 3.3.2. When the hot forming is carried in heating the piping slowly and uniformly to a
out outside the normalizing temperature range, temperature within the range indicated in the
a subsequent heat treatment in accordance with table, soaking at this temperature for a suitable
Table 3.3.1 is required. period, in general one hour per 25 [mm] of
thickness with minimum half an hour, cooling
3.4.3 After cold forming, when bent to a radius slowly and uniformly in the furnace to a
measured at the centerline of the pipe of less temperature not exceeding 400°C and
than four times the outside diameter, heat subsequently cooling in a still atmosphere.
treatment in accordance with Table 3.3.1 is
required. 3.4.5 For oxy-acetylene welding, heat treatment
is to be carried out depending upon the type of
In any case, a stress relieving heat treatment is steel in accordance with Table 3.3.1.
to be carried out in accordance with Table 3.3.2
End of Chapter
Chapter 11
Spare Gear
Contents
Section
1 General Requirements
2 Spare Parts Recommended for Main and Auxiliary Machinery Installations
Section 1
General Requirements
Section 2
2.1 List of minimum required spare parts electric generators for essential
services;
2.1.1 The spare parts recommended for main
and auxiliary machinery installations are shown Table 2.1.5 : Spare parts for main and
in the following Tables:- auxiliary boilers;
Table 2.1.3 : Spare parts for auxiliary steam 2.1.3 Where additional units of adequate
turbines; capacity are fitted, for auxiliary machinery of
each type required for essential services, no
Table 2.1.4 : Spare parts for auxiliary internal spare parts are required.
combustion engines driving
Number required
Sr. Ships for Ships for
Item Spare parts
No. unrestricted restricted
service service
Main bearings or shells for one bearing of each size
1 Main bearings 1 -
and type fitted, complete with shims, bolts and nuts
Pads for one face of Michell type thrust block, or 1 set 1 set
Complete white metal thrust shoe of solid ring type,
1 1
2 Main thrust block or
Inner and outer race with rollers, where roller thrust
1 1
bearings are fitted
Bottom end bearings or shells of each size and type
fitted, complete with shims, bolts and nuts, for one 1 set -
Connecting rod cylinder
3
bearings Top end bearings or shells of each size and type
fitted, complete with shims, bolts and nuts, for one 1 set -
cylinder
4 Cylinder liner Cylinder liner, complete with joint rings and gaskets 1 -
Cylinder cover, complete with valves, joint rings and
gaskets. For engines without covers the respective 1 -
5 Cylinder cover valves for one cylinder unit
Cylinder cover bolts and nuts for one cylinder Half set -
Exhaust valves, complete with casings, seats,
2 sets 1 set
springs and other fittings for one cylinder
Air inlet valves, complete with casings, seats,
1 set 1 set
springs and other fittings for one cylinder
Starting air valve, complete with casing, seat,
6 Cylinder valves 1 1
springs and other fittings
Cylinder overpressure sentinel valve, complete 1 1
1 set
Fuel valves of each size and type fitted complete
see 1/4 set
with all fittings, for one engine
foot note 1
Crosshead type: Piston of each type fitted, complete
with piston rod, stuffing box, skirt, rings, studs and 1 -
nuts
7 Pistons
Trunk piston type: Piston of each type fitted,
complete with skirt, rings, studs, nuts, gudgeon pin 1 -
and connecting rod
8 Piston rings Piston rings, for one cylinder 1 set -
Telescopic cooling pipes and fittings or their
9 Piston cooling 1 set -
equivalent, for one cylinder unit
Lubricator complete, of the largest size, with its
10 Cylinder lubricators 1 -
chain drive or gear wheels
Fuel pump complete, or when replacement at sea is
11 Fuel injection pumps practicable, a complete set of working parts for one 1 -
pump (plunger, sleeve, valves springs etc).
High pressure fuel pipe of each size and shape
12 Fuel injection piping 1 -
fitted, complete with couplings
Scavenge blowers 1 set
Rotors, rotor shafts, bearings, nozzle rings and gear
13 (including see -
wheels or equivalent working parts of other types
turbochargers) foot note 2
Suction and delivery valves for one pump of each
14 Scavenging system 1 set -
type fitted
Table 2.1.1 : Spare parts for main internal combustion engines (Contd.)
Number required
Sr. Ships for Ships for
Item Spare parts
No. unrestrict restricted
ed service service
Complete bearing bush, of each size fitted in the
1 set -
Reduction and/or reverse gear case assembly
15
gear Roller or ball race, of each size fitted in the gear
1 set -
case assembly
Piston rings of each size fitted 1 set -
Main engine driven air
16 Suction and delivery valves complete of each size
compressors Half set -
fitted
Special gaskets and packing of each size and type fitted for cylinder cover and
17 1 set -
cylinder liner for one cylinder
Footnotes :
1 (a) Engines with one or two fuel valves per cylinder: one set of valves, complete.
(b) Engines with 3 or more fuel valves per cylinder : two fuel valves complete per cylinder and a sufficient
number of valve parts, including the body, to form with those fitted in the complete valves, a full engine set.
2 The spare parts may be omitted where it has been demonstrated, at the builder's test bench for one engine of
the type concerned that the engine can be maneuvered satisfactorily with one blower out of action.
The requisite blanking and blocking arrangements for running with the blower out of action are to be available
on board.
Notes
1 The availability of other spare parts, such as gears and chains for camshaft drive, should be specially
considered and decided upon by the Owners.
2 When the spare parts are utilized, new spare parts are to be supplied as soon as possible.
Table 2.1.2 : Spare parts for steam turbines for main propulsion
Number required
Sr. Ships for Ships for
Item Spare parts
No. unrestricted restricted
service service
Bearing bushes, of each size and type fitted for
1 Main bearing the rotor, pinion and gear wheel shafts, for one 1 -
engine
Pads of each size for one face of Michell type
thrust or rings for turbine adjusting block, or each
2 Turbine thrust 1 set 1 set
size fitted for one engine. Assorted liners for 1
block where fitted
Pads for one face of Michell type thrust block, or 1 set 1 set
Complete white metal thrust shoe of solid ring
1 1
3 Main thrust block type, or
Inner and outer race with rollers where roller thrust
1 1
bearings are fitted
Carbon sealing rings, where fitted, with springs for
4 Turbine shaft 1 set 1 set
each size of sealing rings and type of gland
Strainer baskets or inserts for filters of special
5 Oil filters 1 set 1 set
design of each type and size
Notes
1 The availability of other spare parts should be specially considered and decided upon by the Owners.
2 When the spare parts are utilized, new spare parts are to be supplied as soon as possible.
Table 2.1.4 : Spare parts for auxiliary internal combustion engines driving electric
generators for essential services
Number required
Sr. Ships for Ships for
Item Spare parts
No. unrestricted restricted
service service
Main bearings or shells for one bearing of each
1 Main bearings size and type fitted, complete with shims, bolts 1 -
and nuts
Exhaust valves, complete with casings, seats,
2 sets -
springs and other fittings for one cylinder
Air inlet valves, complete with casings, seats,
1 set -
springs and other fittings for one cylinder
2 Cylinder valves Starting air valve, complete with casing, seat,
1 -
springs and other fittings
Cylinder overpressure sentinel valve, complete 1 -
Fuel valves of each size and type fitted complete
Half set -
with all fittings, for one engine
Bottom end bearings or shells of each size and
type fitted, complete with shims, bolts and nuts, for 1 set -
one cylinder
Top end bearings or shells of each size and type
3 Connecting rod bearings
fitted, complete with shims, bolts and nuts, for one 1 set -
cylinder
Trunk piston type : gudgeon pin with bush for one
1 set -
cylinder
4 Piston rings Piston rings, for one cylinder 1 set -
Telescopic cooling pipes and fittings or their
5 Piston cooling 1 set -
equivalent, for one cylinder unit
Fuel pump complete, or when replacement at sea
6 Fuel injection pumps is practicable, a complete set of working parts for 1 -
one pump (plunger, sleeve, valves springs etc).
High pressure fuel pipe of each size and shape
7 Fuel injection piping 1 -
fitted, complete with couplings
Special gaskets and packings of each size and
8 Gaskets and packings 1 set -
type fitted, for cylinder covers and cylinder
Number required
Sr. Ships for Ships for
Item Spare parts
No. unrestricted restricted
service service
Tube stoppers or plugs, of each size used, for
1 Tube stoppers or plugs 20 10
boiler superheater and economiser tubes
2 Fire bars Fire bars for one boiler, where coal fired 1 set Half set
3 Oil fuel burners Oil fuel burners complete, for one boiler 1 set 1 set
2 sets 2 sets
Gauge glasses of round type
per boiler per boiler
4 Gauge glasses 1 set for 1 set for
Gauge glasses of flat type every two every two
boilers boilers
Number required
Sr. Ships for Ships for
Item Spare parts
No. unrestricted restricted
service service
Pumps
1 Reciprocating pumps
1.1 Valves Valve with seats and springs, each size fitted 1 set 1 set
1.2 Piston rings Piston rings, each type and size for one piston 1 set 1 set
2 Centrifugal pumps
Air compressor
1 Piston rings Rings of each size fitted for one piston 1 set 1 set
Notes
1 The availability of other spare parts should be specially considered and decided upon by the Owners.
2 When the spare parts are utilized, new spare parts are to be supplied as soon as possible.
3 When a sufficiently rated standby pump is available, spare part for the pump may be dispensed with.
End of Chapter
Part 5
Special Ship Types
Volume I
July 2016
Indian Register of Shipping
Contents
Volume
Chapter 7 Tugs I
Chapter 10 Dredgers I
Contents
1.1 Application, definitions, class notations and 2.9 Corrugated bulkheads - Construction
documentation
2.10 Corrugated bulkheads - Strength
1.2 Loading guidance information - additional
requirements 2.11 Protective coatings for cargo hold spaces
1.4 Requirements for the fitting of a forecastle 2.13 Hold, ballast and dry space water level
for bulk carriers, ore carriers and combination detectors
carriers
2.14 De-watering of forward spaces
1.5 Arrangements for access in the cargo area
and forward spaces 2.15 Dewatering capacity
1.7 General requirements for double side skin 3.1 Hull arrangement
construction
3.2 Longitudinal strength
2.3 Bottom structure - Scantlings and arran- 3.6 Additional requirements for ore carriers with
gements narrow wing tanks
2.6 Hopper side tank structure 4.2 Load cases and design loads
1.2 Documentation
Section 5 : Direct Strength Calculations
1.3 Materials and material protection
5.1 General
1.4 Definitions
5.2 Load cases and design loads
1.5 Intact stability of tankers during liquid
transfer operations 5.3 Allowable stresses
2.2 Tank arrangement 6.2 Piping systems for bilge, ballast, oil fuel etc.
2.3 Arrangement for access in the cargo area 6.3 Steam connection to cargo tanks
and forward spaces
6.4 Equipment in dangerous spaces
2.4 Technical provisions for means of access for
inspections 6.5 Non-sparking fans
2.5 Equipment in tanks and cofferdams 6.6 Eathing and bonding of cargo tanks and
piping systems for cargo of flash point not
2.6 Chain locker, anchor windlass and exceeding 60°C
emergency fire pump
2.7 Testing of cargo, ballast tanks and other Section 7 : Cargo Handling Systems
spaces in cargo region
7.1 General
2.8 Emergency towing arrangements
7.2 Cargo pumps
2.9 Cargo manifold gutter bars - freeing
arrangements and intact stability 7.3 Cargo piping systems
Introduction
2.9 Survival requirements
Preamble (To the IBC Code)
Section 2 : Ship Survival Capability and 3.7 Bow or stern loading and unloading
Location of Cargo Tanks arrangements
IR5.8 Integrated cargo and ballast system Section 12 : Mechanical Ventilation in the
Cargo Area
13.1 Gauging
Section 8 : Cargo Tank Venting and Gas-
freeing Arrangement 13.2 Vapour detection
8.1 Application
Section 14 : Personnel Protection
8.2 Cargo tank venting
14.1 Protective equipment
8.3 Types of tank venting systems
14.2 Safety equipment
8.4 Venting requirements for individual products
14.3 Emergency equipment
8.5 Cargo tank purging
15.1 General
Section 9 : Environmental Control
15.2 Ammonium nitrate solution (93% or less)
9.1 General
15.3 Carbon disulphide
9.2 Environmental control requirements for
individual products 15.4 Diethyl ether
10.3 Electrical requirements for individual 15.8 Propylene oxide and mixtures of ethylene
products oxide/propylene oxide with an ethylene oxide
content of not more than 30% by mass
15.11 Acids
20.3 Applicability
Section 16 : Operational Requirements
20.4 Permitted shipments
IR 16.1 General
20.5 Documentation
16.1 Maximum allowable quantity of cargo per
tank 20.6 Classification of liquid chemical wastes
16.4 Opening of and entry into cargo tanks Section 21 : Inert Gas Systems
16.6 Cargoes not to be exposed to excessive 21.2 Operation of inert gas systems
heat
Introduction
3.4 Cargo control rooms
IR1.0 General
3.5 Access to spaces in the cargo area
IR2.0 Classification and class notations
3.6 Air-locks
Preamble (To the IGC Code) 3.7 Bilge, ballast and oil fuel arrangements
1.2 Definitions
Section 4 : Cargo Containment
1.3 Equivalents
4.0 Goal
1.4 Surveys and certification
4.1 Definitions
IR 1.6 Plans
4.2 Application
4.21 Type A independent tanks 6.3 General test requirements and specifications
5.0 Goal
Section 7 : Cargo Pressure / Temperature
5.1 General Control
Section 8 : Vent Systems for Cargo Section 12 : Artificial Ventilation in the Cargo
Containment Area
9.2 Atmosphere control within the hold spaces 13.4 Pressure monitoring
(cargo containment systems other than Type C
independent tanks) 13.5 Temperature indicating devices
16.5 Gas fuel plant and related storage tanks 17.22 Carbon dioxide: reclaimed quality
4.8 Requirements for large container ships Section 9 : Container Stowage and Securing
Arrangement
4.9 Direct calculation of shear flow
9.1 General
Chapter 7 : Tugs
Section 1 : General
Section 2 : Hull Arrangement and Strength 3.3 Quick release devices for tow hooks
Section 1 : General
2.7 Miscellaneous openings and their closing
1.1 Application devices
1.2 Documentation
Section 3 : Equipment and Cargo Handling
Arrangement
Section 2 : Hull Arrangement and Strength
3.1 Anchoring, mooring and towing equipment
2.1 General
3.2 Cement and mud handling systems
2.2 Longitudinal strength
Section 1 : General
2.3 Bottom and side shell structure 4.2 Drainage from refrigerated fish hold
Chapter 10 : Dredgers
1.2 Documentation
Section 3 : Pushing, Towing - Devices and
Connecting Elements
Section 2 : Hull Arrangement and Strength
3.1 General
2.1 General
1.2 Documentation
Section 3 : Machinery and Electrical
1.3 Definitions Installations
End of Chapter
Chapter 1
Contents
Section
1 General
2 Bulk Carriers
3 Ore Carriers
4 Direct Strength Calculations
5 Hatch Covers and Hatch Coamings of Cargo Holds
Section 1
General
1.1 Application, definitions, class notations apply to bulk carriers of "single side skin
and documentation construction" and of “double side skin
construction” as defined in 1.1.2.3.
1.1.1 Application
1.1.2 Definitions
1.1.1.1 The requirements of this chapter apply in
general to all bulk carriers as defined in 1.1.2.1 1.1.2.1 Bulk carrier means a ship which is
except for hull structures of those vessels intended primarily to carry dry cargo in bulk,
mentioned in 1.1.1.2 below. The requirements including such types as ore carriers and
are supplementary to those given for the combination carriers.
assignment of main character of class.
1.1.2.2 “Bulk carrier of single side skin
1.1.1.2 The IACS common structural rules construction” means a bulk carrier in which:
(CSR), for bulk carriers are to be applied to hull
structures of seagoing self propelled bulk a) any part of a cargo hold is bounded by the
carriers of unrestricted service and having a side shell; or
length L of 90 [m] and above, which are
constructed generally with single deck, double b) where one or more cargo holds are bounded
bottom, hopper side tanks and topside tanks by a double side skin, the width of which is less
and with single or double skin construction in than 760 [mm] in bulk carriers constructed
cargo area, excluding ore and combination before 1 January, 2000 and less than 1000 [mm]
carriers. The CSR is also applicable to hybrid in bulk carriers constructed on or after 1
bulk carriers, when at least one cargo hold is January, 2000 but before 1 July, 2006, the
constructed with hopper tank and top side tank. distance being measured perpendicular to the
side shell. Such ships include combination
Accordingly the following requirements of this carriers in which any part of a cargo hold is
chapter will not apply to CSR bulk carriers: bounded by the side shell.
Section 1 – Subsections 1.2, 1.3, 1.4 1.1.2.3 “Bulk carriers of double side skin
Section 2 – Subsections 2.1 to 2.11 construction” means a bulk carrier in which all
Section 3 – All subsections (3.1 to 3.6) cargo holds are bounded by a double-side skin,
Section 4 – All subsections (4.1 to 4.3) other than as defined in b) above.
Section 5 – All subsections (5.1 to 5.6).
1.1.2.4 “Double side skin” means a configuration
1.1.1.3 The requirements of SOLAS Chapter XII where each ship side is constructed by the side
- Additional safety measures for bulk carriers, shell and longitudinal bulkhead connecting the
double bottom and the deck. Hopper side tanks when draught in way of the hold is 0.6T or more.
and top-side tanks may, where fitted, be integral It is also implied that no hold will be empty when
parts of the double side skin construction. the draught in way of the hold is greater than
Double side skin construction is to comply with 0.6T.
the requirements of 1.8.
1.1.3.4 The notation "BULK CARRIER",
1.1.3 Class notations "Strengthened for heavy cargoes" implies that
the vessel is designed for heavier bulk cargo
1.1.3.1 When the IACS Common Structural loadings due to uneven distributions among the
Rules (CSR) are applied as mentioned in 1.1.1.2 cargo holds and any hold may be filled up to the
above, the vessel will be eligible to be assigned top of hatch coaming with bulk cargo of density
3
class notation ‘CSR’ and additional notations as at least upto 1.0 [t/m ] when draught in way of
per the Common Structural Rules, as applicable. the hold is 0.8T or more. It is also implied that
no hold will be empty when the draught in way
1.1.3.2 In general, bulk carriers other than those of the hold is greater than 0.8T.
to which CSR is applied built in compliance with
the above requirements, as applicable, will be 1.1.3.5 The notation "BULK CARRIER",
eligible to be assigned one of the following class "Strengthened for heavy cargoes, hold(s) ... (to
notations: be specified) ... may be empty" implies that the
vessel is also designed for heavy bulk cargo
BULK CARRIER, ESP loading in non-homogeneous loading conditions
BULK CARRIER, "Strengthened for heavy with approved arrangement of empty holds at
Cargoes", ESP the fully loaded draught T. Where found
BULK CARRIER, "Strengthened for heavy appropriate, the 'specification' of empty hold(s)
Cargoes, hold(s) ... (to be specified) ... may be may be suitably worded to include the requested
empty", ESP. combinations of empty holds. e.g. "(Any hold
may be empty)" or "(Holds 2, 4, 6 or 3, 5, 7 may
be empty)".
1.1.4 Documentation
1.2 Loading guidance information - h) Maximum allowable load on deck and hatch
additional requirements covers. If the vessel is not approved to carry
load on the deck or hatch covers, this is to
1.2.1 Bulk carriers, ore carriers and combination be clearly stated in the loading manual;
carriers of length 150 [m] and above, are to
comply with the following in addition to the i) The maximum rate of ballast change
general requirements given in Pt.3, Ch.5. together with the advice that a load plan is
to be agreed with the terminal on the basis
i) The loading manual is to contain the of the achievable rates of change of ballast.
additional information as per 1.2.2 and
also include additional loading 1.2.3 The following additional conditions,
conditions given in 1.2.3; and subdivided into departure and arrival conditions
as appropriate, are to be included in the Loading
ii) The computer-based loading instrument Manual:
is to have additional capabilities as per
1.2.4 and its approval is to subjected to a) Alternate light and heavy cargo loading
the additional conditions of approval conditions at maximum draught, where
given in 1.2.5. applicable;
1.2.2 Loading manual shall contain complete b) Homogeneous light and heavy cargo
information with respect to: loading conditions at maximum draught;
a) The loading conditions on which the design c) Ballast conditions. For vessels having
of the ship has been based, including ballast holds adjacent to topside wing,
permissible limits of still water bending hopper and double bottom tanks, it shall be
moments and shear forces; strengthwise acceptable that the ballast
holds are filled when the topside wing,
Indian Register of Shipping
Chapter 1 Part 5
Page 4 of 47 Dry Bulk Cargo Carriers
hopper and double bottom tanks are empty. - The maximum still water bending moment
Partial filling of the peak tanks is not and shear at the end of the step.
acceptable in the design ballast conditions
unless effective means are provided to - The ship's trim and draught at the end of the
prevent accidental overfilling; step.
d) Short voyage conditions where the vessel is 1.2.5 The digital loading instrument shall also be
to be loaded to maximum draught but with capable of ascertaining, as applicable, the
limited amount of bunkers; following:
e) Multiple port loading/unloading conditions; - The mass of cargo and double bottom
contents in way of each hold as a function of
f) Deck cargo conditions, where applicable; the draught at mid-hold position;
ρh = The density of cargo in a heavy bulk cargo Mh = maximum cargo mass [tonnes], to be
loading condition. carried in the hold under consideration when
carrying heavy bulk cargo of density ρh [t/m3].
hc = Height from the load point to be actual
cargo surface corresponding to the required hc = height [m], from the load point to the actual
cargo volume (max. heavy bulk cargo mass/ρh) cargo surface corresponding to the cargo
and the angle of repose of the cargo. volume (Mh/ρh) [m3] in the hold and the angle of
repose.
H = height [m], from the load point to the top of
hatch coaming. δ = angle of repose of bulk cargo in degrees,
generally not to be taken greater than that given
in Table 1.3.1:
where,
α = angle of sloping bulkhead with the horizontal a) For bulk carriers in general
plane, [degrees]
- D [m] for the foremost hold and for the
q = ρf . H [t/m2], or transverse bulkhead between the two
foremost holds
= ρh . hc [t/m2]; whichever is greater. - 0.9D [m] for other holds and for other
transverse bulkheads.
go = 9.81 [m/s2]
b) For bulk carriers which have been assigned
av = vertical acceleration [m/s2] as given in Pt.3, type B-0 freeboard and are of DWT <
Ch.4, Sec.2.3. 50,000 [tonnes]
1.3.3 The design loads for hold-flooded - 0.95D [m] for the foremost hold and for
conditions, when required, are to be taken as the transverse bulkhead between the
per Table 1.3.3 and Fig.1.3.3. two foremost holds
- 0.85D [m] for the other holds and for
In this context, the flooded waterline is to be other transverse bulkheads.
considered at a distance df [m] measured
vertically above the baseline with the ship in 1.3.4 Where the ship is to carry cargoes having
3
upright position. bulk density less than 1.78 [t/m ], in non-
homogeneous condition, the distance df in (a)
and (b) above may be reduced by 0.05D.
h cm − 10 (1 − µ ) h f ] . C .10 −3
II. Flooding of an empty hold 2
pf = 0.01 hf Ff = 0.005 . s . (df - dle)
III. Hold (loaded with bulk For calculation of the resultant loads in flooded conditions in
cargo) adjacent to the homogeneous mode as per 2.10.7
flooded hold
p c = ρ c . g o . h cm . C .10 −3 Fc = 0.5 ρ c . g o . s . C .
(d cm − d le ) 2 . 10 −3
df = as defined in 1.3.3 and where applicable, reduced as per 1.3.4
ρc = density [t/m3] of the bulk cargo in the hold. Unless the ship is designed to carry, in non-homogeneous conditions,
only iron ore or cargo of bulk density equal to or greater than 1.78 [t/m3], the maximum mass of cargo which may be
carried in the hold shall also be considered to fill that hold up to the top of hatch coaming. Also see Table 1.3.1.
hf = distance [m] from the load point to the flooded waterline
hcm = distance [m] from the load point to the mean plane of cargo surface
µ = permeability of the bulk cargo considered, also see Table 1.3.1
dcm = distance of mean plane of cargo surface from base line [m] see Fig.1.3.3
dle = distance of lower end of bulkhead, from base line [m]
= sum of height of the double bottom 'hDB' and the mean height of lower stool 'hLS'
s = corrugation spacing [mm], S1 as indicated in Fig.2.9.1
Note 1 : Most severe combinations of cargo induced loads and flooding loads are to be determined and used.
See 2.10.4.
Fig.1.4.2
1.5 Arrangements for access in the cargo access to the other parts of the tank, at least two
area and forward spaces hatchways and ladders are to be fitted.
1.5.1 The requirements in 1.5 and 1.6 apply to 1.5.6 Each cargo hold is to be provided with at
bulk carriers of single or double side skin least two means of access as far apart as
construction, with double bottom, hopper side practicable. In general, these accesses should
tanks and top side tanks fitted below the upper be arranged diagonally, for example one access
deck, ore carriers and combinations carriers of near the forward bulkhead on the port side, the
20,000 gross tonnage and over. other one near the aft bulkhead on the starboard
side.
1.5.2 Each space is to be provided with a means
of access to enable, throughout the life of the 1.5.7 For access through horizontal openings,
ship, overall and close-up inspections and hatches or manholes, the dimensions are to be
thickness measurements of the ship’s sufficient to allow a person wearing a self-
structures. Such means of access are to comply contained air-breathing apparatus and protective
with the requirements of the Technical equipment to ascend or descend any ladder
provisions for means of access for inspections, without obstruction and also provide a clear
specified in 1.6 opening to facilitate the hoisting of an injured
person from the bottom of the space.
Where a permanent means of access may be
susceptible to damage during normal cargo 1.5.8 A ship’s means of access to carry out
loading and unloading operations or where it is overall and close-up inspections and thickness
impracticable to fit permanent means of access, measurements is to be described in a Ship
the provision of movable or portable means of Structure Access Manual which is to consist of
access, as specified in 1.6 may be considered, two parts.
provided that the means of attaching, rigging,
suspending or supporting the portable means of The first part should include the following for
access forms a permanent part of the ship’s each space:
structure. All portable equipment may be
capable of being readily erected or deployed by a) plans showing the means of access to the
ship’s personnel. space, with appropriate technical
specifications and dimensions;
Each space for which close-up inspection is not
required such as fuel oil tanks and void spaces b) plans showing the means of access within
forward of cargo area, may be provided with a each space to enable an overall inspection
means of a access necessary for overall survey to be carried out, with appropriate technical
intended to report on the overall conditions of specifications and dimensions. The plans
the hull structure. are to indicate from where each area in the
space can be inspected;
1.5.3 The construction and materials of all
means of access and their attachment to the c) plans showing the means of access within
ship’s structure are to be approved by IRS. the space to enable close-up inspection to
be carried out, with appropriate technical
1.5.4 Access to cargo holds, cofferdams, ballast specifications and dimensions. The plans
tanks and other spaces in the cargo area is to are to indicate the positions of critical
be direct from the open deck and such as to structural areas, whether the means of
ensure their complete inspection. Access to access is permanent or portable and from
double bottom spaces or to forward ballast tanks where each area can be inspected. Critical
may be from a pipe tunnel, cargo hold, double structural areas are to be identified by
hull space or similar compartment not intended advanced calculation techniques for
for the carriage of hazardous cargoes. Access to structural strength and fatigue performance,
a double side skin spaces may be from a and service history of similar ships;
topside tank or double bottom tank.
d) instructions for regularly inspecting and
1.5.5 Tanks and subdivisions of tanks, having a maintaining the structural strength of all
length of 35 [m] or more are to be fitted with at means of access and means of attachment,
least two access hatchways and ladders, as far taking into account any corrosive
apart as practicable. Tanks less than 35 [m] in atmosphere that may be within the space;
length is to be served by at least one access
hatchway and ladder. When a tank is subdivided
by one or more swash bulkheads or similar
obstructions which do not allow ready means of
Indian Register of Shipping
Rules and Regulations for the Construction and Classification of Steel Ships - 2016
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For the purpose of ballast tanks of less than
e) instructions for safety guidance when rafting 5 [m] width forming double side spaces, the
is used for close-up inspections and horizontal plating structure is credited as a
thickness measurements; stringer and a longitudinal permanent
means of access, if it provides a continuous
f) instructions for the rigging and use of any passage of 600 [mm] or more in width past
portable means of access in a safe manner; frames or stiffeners on the side shell or
longitudinal bulkhead. Openings in stringer
g) an inventory of all portable means of plating utilized as permanent means of
access; and access are to be arranged with guard rails
or grid covers to provide safe passage on
The second part of the Ship Structure Access the stringer or safe access to each
Manual is to contain a form of record of transverse web.
periodical inspections and maintenance, and
change of inventory of portable equipment due e) Vertical ladder means a ladder of which the
to additions or replacement after construction. inclined angle is 70° and over up to 90°. A
The format of this part is to be approved at the vertical ladder is not to be skewed by more
time of construction of the ship. The manual is than 2°.
to include a re-approval procedure for any
changes to the permanent, portable or movable f) Overhead obstructions mean the deck or
means of access. stringer structure including stiffeners above
the means of access.
The Ship Structure Access Manual is to be
approved by IRS and an updated copy including g) Distance below deck head means the
all revisions / re-approvals is to be kept onboard. distance below the plating.
1.6 Technical provisions for means of access h) Cross deck means the transverse area
for inspections which is located inboard of the line of hatch
openings of the main deck and between
1.6.1 Definitions : For the purpose of these adjacent transverse hatch coamings.
technical provisions, the following definitions
apply: 1.6.2 Structural members subject to the close-up
inspections and thickness measurements of the
a) Rung means the step of vertical ladder or ship’s structure referred to in Pt.1, Ch.2, except
step on the vertical surface. those in double bottom spaces, are to be
provided with a permanent means of access to
b) Tread means the step of inclined ladder, or the extent as specified in Table 1.6.2(a) and
step for the vertical access opening. Table 1.6.2(b), as applicable. For wing ballast
tanks of ore carriers, approved alternative
c) Flight of an inclined ladder means the methods such as rafting may be used in
actual stringer length of an inclined ladder. combination with the fitted permanent means of
For vertical ladders, it is the distance access, provided that the structure allows for its
between the platforms. safe and effective use.
1.1 For each topside tank of which the height is 6 [m] and over, one longitudinal continuous
permanent means of access shall be provided along the side shell webs and installed at a minimum of
1.6 [m] to a maximum of 3 [m] below deck with a vertical access ladder in the vicinity of each access
to that tank.
1.2 If no access holes are provided through the transverse webs within 600 [mm] of the tank base and
the web frame rings have a web height greater than 1 [m] in way of side shell and sloping plating, then
stop rings/grab rails shall be provided to allow safe access over each transverse web frame ring.
1.3 Three permanent means of access, fitted at the end bay and middle bay of each tank, shall be
provided spanning from tank base up to the intersection of the sloping plate with the hatch side girder.
The existing longitudinal structure, if fitted on the sloping plate in the space may be used as part of
this means of access. If the longitudinal structures on the sloping plate are fitted outside of the tank a
means of access is to be provided.
1.4 For topside tanks of which the height is less than 6 [m], alternative means as defined in 1.6.10 of
the technical provisions or a portable means may be utilized in lieu of the permanent means of
access.
1.5 For each bilge hopper tank of which the height is 6 [m] and over, one longitudinal continuous
permanent means of access shall be provided along the side shell webs and installed at a minimum of
1.2 [m] below the top of the clear opening of the web ring with a vertical access ladder in the vicinity of
each access to the tank.
Note: The height of a bilge hopper tank located outside of the parallel part of vessel is to be
taken as the maximum of the clear vertical distance measured from the bottom plating to the
hopper plating of the tank.
1.5.1 An access ladder between the longitudinal continuous permanent means of access and the
bottom of the space shall be provided at each end of the tank.
1.5.2 Alternatively, the longitudinal continuous permanent means of access can be located through
the upper web plating above the clear opening of the web ring, at a minimum of 1.6 [m] below the
deck head, when this arrangement facilitates more suitable inspection of identified structurally critical
areas. An enlarged longitudinal frame of at least 600 [mm] clear width can be used for the purpose of
the walkway.
The foremost and aftermost bilge hopper ballast tanks with raised bottom of which the height is 6 [m]
and over, a combination of transverse and vertical means of access for access to the sloping plate of
hopper tank connection with side shell plating for each transverse web can be accepted in place of the
longitudinal permanent means of access.
1.5.3 For double side skin bulk carriers the longitudinal continuous permanent means of access may
be installed within 6 [m] from the knuckle point of the bilge, if used in combination with alternative
methods to gain access to the knuckle point.
1.6 If no access holes are provided through the transverse ring webs within 600 [mm] of the tank base
and the web frame rings have a web height greater than 1 [m] in way of side shell and tank base, then
step rungs/grab rails are to be provided to allow safe access over each transverse web frame ring.
1.7 For bilge hopper tanks of which the height is less than 6 [m], alternative means as defined in
1.6.10 or a portable means may be utilized in lieu of the permanent means of access. It is to be
demonstrated that such means of access can be deployed and made readily available in the areas
where needed.
1.8 Permanent means of access is to be provided in accordance with the applicable sections of Pt.5,
Ch.2, Table 2.4.2.
1.9 For fore peak tanks with a depth of 6 [m] or more at the centre line of the collision bulkhead, a
suitable means of access shall be provided for access to critical areas such as the underdeck
structure, stringers, collision bulkhead and side shell structure.
1.9.1 Stringers of less than 6 [m] in vertical distance from the deck head or a stringer immediately
above are considered to provide suitable access in combination with portable means of access.
1.9.2 In case the vertical distance between the deck head and stringers, stringers or the lowest
stringer and the tank bottom is 6 [m] or more, alternative means of access as defined in 1.6.10 is to be
provided.
1.1 Permanent means of access is to be fitted to provide access to the overhead structure at both
sides of the cross deck and in the vicinity of the centerline. Each means of access is to be accessible
from the cargo hold access mentioned in 1.5.6 or directly from the main deck and installed at a
minimum of 1.6 [m] to a maximum of 3 [m] below the deck. Means of access is to be provided to the
cross deck structures of the foremost and aftermost part of the cargo hold.
1.2 An athwartship permanent means of access fitted on the transverse bulkhead at a minimum 1.6
[m] to a maximum 3 [m] below the cross-deck head is accepted as equivalent to 1.1
1.3 Access to the permanent means of access to overhead structure of the cross deck may also be
via the upper stool.
1.4 Ships having transverse bulkheads with full upper stools (extending between top side tanks and
upto the hatch end beam) with access from the main deck which allows monitoring of all framing and
plates from inside, do not require permanent means of access of the cross deck.
1.5 Special attention is to be paid to the structural strength where any access opening is provided in
the main deck or cross deck. The requirements for access to cross deck structure are also applicable
to ore carriers.
1.6 Alternatively, movable means of access may be utilized for access to the overhead structure of
cross deck if its vertical distance is 17 [m] or less above the tank top. This movable means of access
need not be necessarily be carried on board the vessel, but is to be made available when required.
1.7 Permanent means of vertical access shall be provided in all cargo holds and built into the structure
to allow for an inspection of a minimum of 25% of the total number of hold frames port and starboard
equally distributed throughout the hold including at each end in way of transverse bulkheads. But in no
circumstance shall this arrangement be less than 3 permanent means of vertical access fitted to each
side (fore and aft ends of hold and mid-span). Permanent means of vertical access fitted between two
adjacent hold frames is counted for an access for the inspection of both hold frames. A means of
portable access may be used to gain access over the sloping plating of lower hopper ballast tanks.
1.8 In addition, portable or movable means of access are to be utilized for access to the remaining
hold frames upto their upper brackets and transverse bulkheads.
1.9 Portable or movable means of access may be utilized for access to hold frames upto their upper
bracket in place of the permanent means required in 1.6. These means of access are to be carried on
board the ship and able to be transported to location in cargo hold and safely erected by ship’s staff.
1.10 The width of vertical ladders for access to hold frames is to be at least 300 [mm], measured
between stringers.
1.11 A single vertical ladder over 6 [m] in length is acceptable for the inspection of the hold side
frames in a single skin construction.
1.12 For double side skin construction no vertical ladders for the inspection of the cargo hold surfaces
are required. Inspection of this structure should be provided from within the double hull space.
Fig.1.6.4
1.6.9 No free-standing portable ladder is to be The opening of 600 [mm] x 800 [mm] may have
more than 5 [m] long. Mechanical devices such corner radii of 300 [mm]. An opening of 600
as hooks for securing the upper end of a ladder [mm] in height x 800 [mm] in width may be
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Rules and Regulations for the Construction and Classification of Steel Ships - 2016
Page 15 of 47
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accepted as access opening in vertical series of staggered vertical ladders, which
structures where it is not desirable to make large should comprise of one or more ladders
opening considering structural strength aspects, linking platforms spaced not more than 6 [m]
such as in girders and floors in double bottom apart vertically and displaced to one side of
tanks. the ladder. Adjacent sections of ladder
should be laterally offset from each other by
Subject to verification of easy evacuation of at least the width of the ladder. The
injured person on a stretcher, a vertical opening uppermost entrance section of the ladder
850[mm] x 620 [mm] as shown in Fig.1.6.12 is directly exposed to a cargo hold should be
considered as an acceptable alternative to the vertical for a distance of 2.5 [m] measured
opening of 600 [mm] width x 800 [mm] height clear of overhead obstructions and
with corner radii of 300 [mm]. connected to a ladder-linking platform.
f) A spiral ladder is considered acceptable as so that the following provisions are complied
an alternative for inclined ladders. In this with:
case the spiral ladder may be continued in
the uppermost 2.5 [m] and the change over a) The minimum “lateral offset” , between
to vertical ladder is not required. two adjacent sections of vertical ladder,
is the distance between the sections,
1.6.14 The uppermost entrance section from upper and lower, so that the sdjecent
weather deck of the vertical ladder providing stringers are spaced of at least 200 mm,
access to a tank is to be vertical for a distance measured from half thickness of each
of 2.5 [m] measured clear of the overhead stringer.
obstructions and comprise a ladder linking
platform, displaced to one side of a vertical b) Adjacent section is vertically
ladder. The vertical ladder can be between 1.6 overlapped, in respect to the lower end
[m] and 3 [m] below weather deck structure if it of the upper section, to a height of 1500
lands on a longitudinal or athwartship mm in order to permit a safe transfer
permanent means of access fitted within that between ladders.
range.
c) no section of the access ladder is to be
1.6.15 With respect to 1.6.13 b) and e), adjecent terminated directly or partly above an
sections of vertical ladder need to be installed access opening.
Figure “A”
Vertical Ladder – Ladder through the linking platform
≥A
≥A
≥ B (mm)
Dimension
Horizontal separation between two
A ≥ 200 mm
vertical ladders, stringer to stringer
Stringer height above landing or
B ≥ 1500* mm
intermediate platform
Figure “B”
Vertical Ladder – Side mount
≥A
≥ B (mm)
Dimension
Horizontal separation between two
A ≥ 200 mm
vertical ladders, stringer to stringer
Stringer height above landing or
B intermediate platform ≥ 1500* mm
a) Primary stiffening structures of the double iii) Where the inner and/or outer skins
side skin shall not be placed inside the cargo are transversely framed, the minimum
hold space. clearance between the inner surfaces of
the frames shall not be less than 600
b) Subject to the provisions below, the distance [mm].
between the outer shell and the inner shell at
any transverse section shall not be less than iv) Where the inner and outer skins are
1000 [mm]. This distance is to be measured longitudinally framed, the minimum
perpendicular to the outer shell from the top of clearance between the inner surfaces of
the double bottom to the main deck, as indicated the frames shall not be less than 800
in Fig.1.7.1. The distance is to be maintained [mm]. Outside the parallel part of the
throughout the whole double-side skin cargo hold length, this clearance may
construction. be reduced where necessitated by the
structural configuration but in no case
The double side skin construction shall be such shall be less than 600 [mm].
as to allow access for inspection as provided in
regulation 1.6 and 1.7: i) The minimum clearance referred to
above shall be the shortest distance
i) The clearances below need not be measured between assumed lines
maintained in way of cross ties, upper connecting the inner surfaces of the
and lower end brackets of transverse frames on the inner and outer skins.
framing or end brackets of longitudinal
framing.
Fig.1.7.1 : Distance between inner and outer shell in way of double-side skin
Section 2
Bulk Carriers
a) Single side skin bulk carriers of length - Maximum stillwater bending moment and
equal to or more than 150 [m] and shear force values in flooded conditions, at
designed to carry bulk cargoes having a the section under consideration.
3
density of 1000 [kg/m ] and above.
- The wave bending moment and wave shear
b) Double side skin bulk carriers of length force values for the flooded condition are to
equal to or more than 150 [m] in which be assumed equal to 80% of the most
any part of the longitudinal bulkhead is probable maximum lifetime values given in
located within B/5 or 11.5 [m] whichever Pt.3, Ch.5, Sec.2.2.
is less, inboard from the ship’s side at
right angle to the centre line at the - The structure is assumed to remain fully
assigned summer load line, designed to effective in resisting the applied loading.
carry bulk cargoes having a density of
1000 [kg/m3] and above. 2.2.7 The buckling strength of the structure
participating in longitudinal strength is to comply
2.2.3 The longitudinal strength calculations in the requirements given in Pt.3, Ch.3.
the flooded conditions are to be investigated for
each of the seagoing cargo and ballast loading 2.3 Bottom structure - Scantlings and arran-
conditions and the still water bending moment gements
and shear forces determined. Intermediate
conditions of loading encountered during ballast 2.3.1 The scantlings and arrangements are, in
water exchange need not be considered. Each general, to be as per Pt.3, Ch.7, except as given
cargo hold is to be considered individually below.
flooded upto the equilibrium waterline.
2.3.2 For bulk carriers with notation
2.2.4 For intact and flooded conditions featuring “Strengthened for heavy cargo” (with or without
uneven distribution of cargo loading (e.g. the additional empty hold notation) and for all
loading conditions with empty holds or ballast ships in way of cargo hold(s) designated for
Indian Register of Shipping
Chapter 1 Part 5
Page 22 of 47 Dry Bulk Cargo Carriers
2.3.3 The inner bottom plating is to be based on = 80 [N/mm2], for ore loaded holds between
the design loads given in section 1.3.2 for intact adjacent empty holds.
conditions and 1.3.3 for hold flooded conditions.
The permissible stress for hold flooded The requirements for section modulus of inner
conditions is to be as per Pt.3, Ch.7, Table 4.2.1 bottom longitudinals for hold flooded conditions
using the value of fB based on still water bending is to be similarly calculated. However, the
moment and wave bending moment in flooded permissible stress is to be obtained using the
conditions as given in 2.2.6. value of fB based on SWBM and WBM in
flooded conditions as per 2.2.6.
For bulk carriers with notation “Strengthened for
heavy cargo” (with or without the additional 2.3.5 Structural details in way of double bottom
empty hold notation) or the thickness of inner tank and hopper tank knuckle is to be given
bottom plating between the hopper or side tanks special attention during design/fabrication.
is not to be less than:
In all dry holds where the double bottom tank
t = (9.0 + 0.03L) √k + tc [mm] and hopper tank knuckle is of radiused
construction and the floor spacing is 2.5 [m] or
where, L need not be taken as greater than 200 greater, brackets as shown in Fig.2.3.5 are to be
[m]. arranged mid-length between floors in way of
the intersection. The brackets are to be attached
2.3.4 The section modulus of inner bottom to the adjacent inner bottom and hopper
longitudinals is to be based on the design loads longitudinals. The thickness of the brackets is to
given in 1.4.2 for intact conditions and 1.4.3 for be in accordance with Pt.3, Ch.7, Sec. 6.3.3 but
hold flooded conditions. For bulk carriers with need not exceed 15 [mm].
notation “Strengthened for heavy cargo” (with or
without the additional empty hold notation) the In way of floodable holds, two intermediate
section modulus of both the bottom and inner brackets as shown in Fig.2.3.5, are to be
bottom longitudinals (except in hopper side provided in all cases where the hopper to double
tanks) for intact conditions is to be obtained as bottom knuckle is radiused and one such
per Pt.3, Ch.7, Sec.6.3 using permissible intermediate bracket is to be provided where the
bending stress 'σ' value given below: double bottom tank and hopper tank knuckle is
of welded construction.
For bottom longitudinals in way of empty holds
where,
τa
S f2 = A fh . .10 −3 [kN]
η2
where,
t
0.8
σy
= 162 .σ y .
0.6
or ;
s 3
whichever is lesser.
Where, in the end holds, girders or floors run out For floors adjacent to the stools or transverse
and are not directly attached to the boundary σy
stool or hopper girder, their strength is to be bulkheads, τa may be taken as .
evaluated for the one end only. 3
It may be noted that the floors and girders to be σy = minimum upper yield stress [N/mm2], of the
considered are those inside the hold boundaries material;
formed by the hoppers and stools (or transverse
bulkheads if no stool is fitted). The hopper side s = spacing of stiffening members [mm], of
girders and the floors directly below the panel under consideration;
connection of the bulkhead stools (or transverse
bulkheads if no stool is fitted) to the inner bottom η1 = 1.10
are not to be included.
η2 = 1.20
When the geometry and/or the structural
arrangement of the double bottom are such as η2 may be reduced to 1.10 where
to make the above assumptions inadequate, the adequate reinforcements are fitted in
shear capacity C of double bottom will be way of the openings in floors.
specially considered.
2.4.5 The girder shear strength in way of the
In calculating the shear strength, the net girder panel adjacent to stools (or transverse
thickness of floors and girders is to be used. bulkheads, if no stool is fitted), Sg1 and the
girder shear strength in way of the largest
The net thickness, tnet = t - 2.5 [mm] opening in the outmost bay (i.e. that bay which
is closer to stool, or transverse bulkhead, if no
where, stool is fitted) Sg2 are given by:
t = thickness [mm], of floors and girders.
V = volume, [m3], of the hold under Si = mean spacing of ith floor [m]
consideration upto a level, h1 measured
vertically above the inner bottom
BDB,i = (BDB – sl) - for floors whose shear
strength is given by Sf1 i.e. floors without
X
h1 = [m] openings in the outmost bay
ρ c .g o
= BDB,h - for floors whose shear strength is
X = the lesser of X1 and X2 for bulk cargoes given by Sf2 i.e. floors with openings in the
outmost bay
= X1 for steel products
BDB = breadth of double bottom, [m], between The frame face plate is to be curved (not
hoppers (See Fig.2.4.6) knuckled) at the connection with the end
brackets. The radius of curvature, 'r', is not to be
BDB,h = distance [m] between the two openings less than :
considered (See Fig.2.4.6)
0.4 b f2
r= [mm]
Out most bay tf
B DB,h where,
where, L need not be taken as greater than 200 2.5.6 The scantlings of hold side frames
[m]. immediately adjacent to the collision bulkhead
are to be suitably increased in order to prevent
In foremost hold, the frame web thickness is to excessive deformation imposed on the shell
be at least 15% greater than that given above. plating. As an alternative, at least two supporting
structures are to be fitted which align with
The thickness of the main frame lower bracket is forepeak stringers or flats as shown in Fig.2.5.6.
to be 2 [mm] greater than the minimum frame
web thickness. In no case the thickness of the 2.5.7 The dimensions of the lower and upper
main frame lower brackets and upper brackets brackets are not to be smaller than those shown
is to be less than that provided for main frame in Fig.2.5.7.
web.
The section modulus of the frame and bracket or
2.5.4 Frames are to be fabricated symmetrical integral bracket and associated shell plating, at
sections with integral upper and lower brackets the locations marked 'Zb' in Fig.2.5.7, is not to
and are to be arranged with soft toes. be less than twice the section modulus required
for the frame in midspan area.
In all cases, the section moduli of the side 2.9.1 Where bulkheads are of corrugated
longitudinals and sloping bulkhead longitudinals construction, the angle of corrugation (i.e. of
which are connected to the supporting brackets webs with the plane of bulkheads) is not to be
are to be determined using the spacing 's' as less than 55, See Fig.2.9.1.
shown in Fig.2.5.9 and span taken between
transverses.
Fig. 2.9.3
Corrugation
tf
Corrugation
e
tf
tf
Stool Top
e
Stool Top
Fig.2.9.4 Permitted distance, e, from edge of stool top plate to surface of corrugation flange
2.10 Corrugated bulkheads - Strength 2.10.2 In way of ballast holds, the scantlings of
bulkhead are not to be less than those required
2.10.1 The scantlings of bulkheads are to be as for a deep tank.
per Pt.3, Ch.10, taking into account the dry bulk
cargo loading given in 1.3.2 and, where 2.10.3 The following requirements apply to
applicable as per 2.10.3, the loading in cargo vertically corrugated transverse watertight
hold flooded condition as given in 1.3.3. bulkheads bounding those cargo holds which
are required to be considered flooded for the
The most severe combinations of cargo induced Unless the ship is intended to carry, in non-
loads and flooding loads are to be used for the homogeneous conditions, only iron ore or cargo
check of the scantlings of each bulkheads, having bulk density equal or greater than 1.78
3
depending on the loading conditions [t/m ], the maximum mass of cargo which may
(homogeneous and non-homogeneous included be carried in the hold shall also be considered to
in the loading manual). fill that hold upto the upper deck level at
centreline.
Individual flooding of both loaded and empty
holds is to be considered. 2.10.7 At each point of the bulkhead structure,
the resultant pressure p and the resultant force
Non homogeneous part loading conditions F, to be considered for the scantlings of the
associated with multiport loading and unloading bulkhead, is given in Table 2.10.7:
operations for homogeneous loading conditions
need not be considered.
where, pressures pc,f, pc, pf and forces Fc,f, Fc - are attached to the corrugations and the top
and Ff are given in Table 1.3.3 and Fig.1.3.3. of the lower stool by one side penetration
welds or equivalent;
2.10.8 The design bending moment M, [kN-m], - have with a minimum slope of 45 and their
for the bulkhead corrugations is given by: lower edge is in line with the stool side
plating;
F.l - have thicknesses not less than 75% of that
M= of the corrugation flange;
8 - material properties are at least equal to that
of the corrugation flanges.
where,
2.10.10 For the purpose of the calculations,
F = resultant force, [kN], as per 2.10.7. gusset plates can be considered effective
provided they:
l = span of the corrugation, [m], See Fig.2.10.8
(a), (b) and (c). - act together with effective shedder plates
- have a height not less than half of the flange
The shear force Q, [kN], at the lower end of the width
bulkhead corrugations is given by: - are fitted in line with the stool side plating
- are generally welded to the top of the lower
Q = 0.8.F stool by full penetration welds, and to the
corrugations and shedder plates by one side
2.10.9 For the purpose of the calculations, the penetration welds or equivalent
shedder plates can be considered effective
provided they: - have thickness and material properties at
least equal to those of the flanges.
- are not knuckled;
2.10.14 The section modulus of the lower end of hg = height of gusset plate [m]; but not to be
corrugation is to be calculated using the net 10
plate thicknesses and with the compression taken greater than . s gu .
flange having an effective flange width, bef [m] 7
not larger than: See Fig.2.10.11c, d and e.
p = resultant pressure, [N/mm2], as defined in 2.12.1 Bulk carriers of single side skin
2.10.7, at the bottom of each strake of plating. construction as defined in 1.1.2.2 and of length
150 [m] and above designed to carry solid bulk
σy = minimum upper yield stress [N/mm2], of the cargoes having a density of 1.0 tonnes per cubic
material. metre and above, the keels of which are laid or
are at a similar stage of construction on or after
In all cases, the net thickness of the lowest 1 July, 1999 shall, when loaded to the summer
strake is to be determined using the resultant load line, be able to withstand flooding of any
pressure at the top of the lower stool, or at the one cargo hold in all loading conditions and
inner bottom, if no lower stool is fitted or at the remain afloat in a satisfactory condition of
top of shedders, if shedder or gusset/shedder equilibrium, as specified in 2.12.4.
plates are fitted.
2.12.2 Bulk carriers of single side skin
For built-up corrugation bulkheads, when the construction as defined in 1.1.4, in the foremost
thicknesses of the flange and web are different, cargo hold and of length 150 [m] and above
the net thickness requirements are to be carrying solid bulk cargoes having a density of
calculated as per the above formula using the 1.78 tonnes per cubic metre and above, the
respective width of web or flange. In addition the keels of which are laid or are at a similar stage
net thickness of the wider plating is to be not of construction before 1 July 1999 shall, when
less than: loaded to the summer loadline, be able to
withstand flooding of the foremost cargo hold in
all loading conditions and remain afloat in a
s2p
t= 0.462 − t a2 [mm] satisfactory condition of equilibrium, as specified
σy in 2.12.4. This requirement shall be complied
with in accordance with the schedule given in
Pt.1, Ch.2, Sec.2.4.12 for compliance with IMO
where, standards for scantlings of transverse bulkhead
between the two foremost cargo holds and
ta = net thickness of the adjacent plating [mm]. allowable hold loading for the foremost cargo
hold.
2.10.18 The design of local details is to be
adequate for the purpose of transferring the 2.12.3 Bulk carriers of double side skin
corrugated bulkhead forces and moments to the construction as defined in 1.1.2.3 and of length
boundary structures, in particular, the double 150 [m] and above in which any part of the
bottom and cross-deck structures. longitudinal bulkhead is located within B/5 or
11.5 [m], whichever is less, inboard from the
The thickness and stiffening of effective gusset ship’s side at right angle to the centerline at the
and shedder plates, are to be based on loads as assigned summer load line, designed to carry
per 2.10.4, see also 2.10.5 and 2.10.6. solid bulk cargoes having a density of 1000
3
[kg/m ] and above, shall be able to withstand
when loaded to the summer load line, flooding of
any one cargo hold in all loading conditions and
Indian Register of Shipping
Rules and Regulations for the Construction and Classification of Steel Ships - 2016
Page 37 of 47
___________________________________________________________________________________
remain afloat in a satisfactory condition of If bulk carriers are exempted by the
equilibrium as specified in 2.12.4. Administration from the compliance of
SOLAS Chapter XII Reg.4.2 and 6
2.12.4 Subject to the provisions of 2.12.7 below, according to the provisions of SOLAS
the condition of equilibrium after flooding shall Chapter XII Reg.9, then only one alarm at a
satisfy the condition of equilibrium laid down in water level of not less than 15% of the depth
the annex to resolution A.320(IX) - Regulation of the cargo hold but not more than 2 [m]
equivalent to Regulation 27 of the International needs to be provided.
Convention on Load Lines, 1966, as amended
by Resolution A.514(13). The assumed flooding The water level detectors are to be fitted in
need only take into account flooding of the cargo the aft end of the cargo holds.
hold space. The permeability of a loaded hold
shall be assumed as 0.9 and the permeability of For cargo holds which are used for water
an empty hold shall be assumed as 0.95, unless ballast, an alarm overriding device is to be
a permeability relevant to a particular cargo is installed.
assumed for the volume of a flooded hold
occupied by cargo and a permeability of 0.95 is The visual alarms are to clearly discriminate
assumed for the remaining empty volume of the between the two different water levels
hold. detected in each hold.
2.12.5 Bulk carriers contracted before 1 July, b) In any ballast tank forward of the collision
1998 which have been assigned a reduced bulkhead giving an audible and visual alarm
freeboard in compliance with regulation 27(7) of when the liquid in the tank reaches a level
the International Convention on Load Lines, not exceeding 10% of the tank capacity. An
1966, may be considered as complying with the alarm overriding device is to be installed for
requirements of 2.12.2. activation when the tank is in use; and
2.12.6 Bulk carriers which have been assigned a c) In any dry or void space other than a chain
reduced freeboard in compliance with the cable locker, any part of which extends
provisions of paragraph (8) of the regulation forward of the foremost cargo hold, giving
equivalent to regulation 27 of the International an audible and visual alarm at a water level
Convention on Load Lines, 1966, adopted by of 0.1 [m] above the deck. Such alarms
resolution A.320(IX), as amended by resolution need not be provided in enclosed spaces if
A.514(13), may be considered as complying the volume of the space does not exceed
with the requirements of 2.12.1, 2.12.2 or 0.1% of the ship’s maximum displacement
2.12.3, as appropriate. volume.
2.12.7 On bulk carriers which have been The audible and visual alarms described in a),
assigned reduced freeboard in compliance with b) and c) above are to be located on the
the provisions of regulation 27(8) set out in navigation bridge.
Annex B of the Protocol of 1988 relating to the
International Convention on Load Lines, 1966, Note : The water level detectors are to be of
the condition of equilibrium after flooding shall approved type. For further details regarding
satisfy the relevant provisions of that Protocol. performance tests, sensor locations, installation
and other testing requirements refer
2.13 Hold, ballast and dry space water level classification notes: “Type approval, installation
detectors and testing of water level detectors on bulk
carriers and Single Hold Cargo Ships other than
2.13.1 All bulk carriers are to be fitted with water Bulk Carriers”.
level detectors as indicated in a), b) and c)
below: 2.14 De-watering of forward spaces
a) In each cargo hold, giving audible and visual 2.14.1 On bulk carriers, the means for draining
alarms, one when the water level above the and pumping ballast tanks forward of the
inner bottom in any hold reaches a height of collision bulkhead and bilges of dry spaces any
0.5 [m] and another at a height not less than part of which extends forward of the foremost
15% of the depth of the cargo hold but not cargo hold, is to be capable of being brought
more than 2 [m]. into operation from a readily accessible
enclosed space, the location of which is
accessible from the navigation bridge or
propulsion machinery control position without
traversing exposed freeboard or superstructure systems are to remain available and ready for
decks. immediate use. The systems for normal
operation of electric power supplies, propulsion
In this context, an enclosed space accessible and steering should not be affected by the
via an under deck passage, a pipe trunk or other operation of the dewatering systems. It must
similar means of access is not considered as a also be possible to immediately start fire pumps
“readily accessible enclosed space”. and have a ready available supply of fire-fighting
water and to be able to configure and use bilge
2.14.2 Where pipes serving tanks or bilges system for any compartment when the
pierce the collision bulkhead, valve operation by dewatering system is in operation.
means of remotely operated actuators may be
accepted, as an alternative to the valve control 2.14.8 Bilge wells are to be provided with
specified in Pt.4, Ch.3, 2.4.4 and IR2.4.4, gratings or strainers that will prevent blockage of
provided that the location of such valve controls the dewatering system with debris.
complies with 2.14.1.
2.14.9 The enclosures of electrical equipment
2.14.3 Where the piping arrangements for for the dewatering system installed in any of the
dewatering closed dry spaces are connected to forward dry spaces are to provide protection to
the piping arrangements for the drainage of IPX8 standard as defined in IEC Publication
water ballast tanks, two non-return valves 60529 for a water head equal to the height of
located in accessible positions, are to be the space in which the electrical equipment is
provided to prevent the ingress of water into dry installed for a time duration of at least 24 hours.
spaces from those intended for the carriage of
water ballast. One of these non-return valves is 2.14.10 The requirements given in 2.14.1 to
to be fitted with shut-off isolation arrangement 2.14.9 are not applicable to the enclosed spaces
capable of being controlled from the same whose volume does not exceed 0.1% of the
readily accessible enclosed space specified in ship’s maximum displacement volume and to
2.14.1. the chain locker.
2.14.4 The failure of either control system power 2.15 Dewatering capacity
or actuator power is not to alter the valve
position. 2.15.1 The dewatering system for ballast tanks
located forward of the collision bulkhead and for
2.14.5 Positive indication is to be provided at the bilges of dry spaces any part of which extends
remote control station to show that the valve is forward of the foremost cargo hold is to be
fully open or closed. designed to remove water from the forward
3
spaces at a rate of not less than 320A [m /h],
2
2.14.6 The dewatering arrangements are to be where A is the cross-sectional area in [m ] of the
such that any accumulated water can be drained largest air pipe or ventilator pipe connected from
directly by a pump or educator. the exposed deck to a closed forward space that
is required to be dewatered by these
2.14.7 When the dewatering arrangements are arrangements.
in operation, other systems essential for the
safety of the ship including fire-fighting and bilge
Section 3
Ore Carriers
3.3.2 Spacing of floors in the double bottom in 3.5.1 The arrangement and scantlings of deck
centre hold is not to exceed 2.5 [m] or 0.01L plating inside line of ore hatchways are to be in
whichever is greater. Additional side girders are accordance with the requirements for bulk
to be provided below the centre hold so that the carriers given in Sec.2.8.
spacing of longitudinal girders generally does
not exceed 3.6 [m]. 3.5.2 When the hatch coamings are situated
inboard of the longitudinal bulkhead, the portion
3.3.3 The spacing of bottom transverses in the of the deck between the two is to be suitably
wing tanks is not to exceed the greater of 0.02L supported by longitudinals.
or 3.6 [m].
3.6 Additional requirements for ore carriers
3.3.4 The thickness of inner bottom plating in with narrow wing tanks
cargo holds is to be based on the design loads
given in Sec.1.3, however not to be less than: 3.6.1 For ore carriers of 150 [m] in length and
above, in which any part of longitudinal
t = (9 + 0.012s) √k + tc [mm]. bulkhead is located within B/5 or 11.5 [m],
whichever less, inboard from ship side at right
3.4 Wing tank structure angle to the centerline at the assigned summer
load line, are to comply with the following
3.4.1 In wing tanks, primary bottom structure is additional requirements given in 3.6.2 to 3.6.6.
to be so arranged as to maintain structural
continuity of the hold double bottom structure in 3.6.2 The longitudinal strength in the hold
the transverse direction. flooded condition is to comply with the
requirements given in 2.2.3 to 2.2.7.
3.4.2 The inner bottom plating is to be extended
into the wing tank in the form of a horizontal 3.6.3 The thickness of the inner bottom plating
gusset plate. The gusset plates are to be of and the section modulus of inner bottom
sufficient width to provide effective scarfing of longitudinals are to comply with the
the inner bottom into the wing tank structure. requirements given in 2.3.3 and 2.3.4
respectively.
3.4.3 At locations where bottom transverses are
not provided in line with plate floors in the hold 3.6.4 The shear capacity of the double bottom is
double bottom, substantial brackets are to be to comply with the requirements of 2.4.3 to
arranged in line with such plate floors. These 2.4.5.
brackets are to extend transversely over at least
three longitudinal spaces and vertically well 3.6.5 The thickness longitudinal bulkhead
above the inner bottom level. plating and stiffeners are to be in accordance
with Pt.3, Ch.10 using the design loads in hold
3.4.4 In the wing tanks, bulkheads are to be flooded conditions given in Pt.3, Ch.10 section 5
arranged in line with the centre hold bulkheads using fs based on SWBM and WBM in hold
so that continuity of transverse strength is flooded conditions.
maintained.
3.6.6 The construction and strength of
3.4.5 All watertight and non-watertight transverse corrugated bulkheads is to be as per
bulkheads in wing tanks are to be suitably 2.9 and 2.10 respectively.
reinforced in way of double bottom scarfing
Section 4
4.1.4 For deep girders, bulkhead panels, bracket c) Heavy ore cargo in hold, hold considered
zones etc. FEM or equivalent methods are to be flooded with adjacent hold empty - with
applied. For systems consisting of slender respect to double bottom of the loaded and
girders, calculations may be based on beam adjacent empty holds and transverse
theory. bulkhead in between.
In case of corrugated bulkheads, the dimension d) Maximum cargo in the hold filled upto the
of the elements used to model the corrugations top of hatch coaming, hold considered
may be the width of the flange, the first row of flooded - with respect of transverse
elements from the top of the stool is to have an bulkhead structure.
aspect ratio equal to 1 and for the other
elements, the aspect ratio is not to exceed 3; e) Specified cargo on deck and external sea
pressure on deck (in particular forward
4.1.5 The calculations are to reflect the holds) with respect to deck and top wing
structural response of 2 or 3-dimensional tank structure.
structure considered, with due attention to the
boundary conditions. The minimum longitudinal 4.2.3 Normally, harbour conditions need not be
extent of the model is to be half the hold length considered provided the minimum draught in
on either side of the transverse bulkhead and harbour with cargo hold filled, is not less than
transversely, the model is to extend over a two thirds of the draught in the associated
minimum of half the ship breadth. approved seagoing condition.
4.1.6 The calculations are to be carried out 4.2.4 The internal pressures on transverse
using net thicknesses obtained after deduction bulkheads and inner bottom are to be taken as
of applicable corrosion additions specified in per Sec.1.4. The external sea pressures are to
2.4.3 and 2.10.13 and those in Pt.3, Ch.3. be taken as per Pt.3.Ch.4 based on the draught
at midhold.
4.2 Load cases and design loads
4.3 Allowable stresses
4.2.1 The calculations are to be carried out for
realistic intact and flooded conditions which 4.3.1 The values of allowable stresses given
cause most severe loading on double bottom, below are subject to satisfactory buckling
bulkhead and top side structures. strength as per Pt.3, Ch.3 and Pt.3, Ch.10 for
bulkhead corrugations.
Section 5
The secondary stiffeners of the hatch coamings Material for the hatch covers and coamings is to
are to be continuous over the breadth and be steel according to the requirements for ship’s
length of the hatch coamings. hull.
The net minimum scantlings of hatch covers are 5.2 Hatch cover load model
to fulfill the strength criteria given in:
The pressure p, [N/mm2], on the hatch covers
- 5.3.3, for plating, panels is given by:
pFP = pressure at the forward perpendicular 5.3.2 Effective cross-sectional area of panel
= [49.1 + (L-100)a] . 10-3 flanges for primary supporting members
2
a = 0.0726 for type B freeboard ships The effective flange area Af, [cm ], of the
0.356 for ships with reduced freeboard attached plating, to be considered for the
yielding and buckling checks of primary
LL = Freeboard length, [m], as defined in Pt.3, supporting members, when calculated by means
Ch.1, Sec.2 to be taken not greater than 340 [m] of a beam or grillage model, is obtained as the
sum of the effective flange areas of each side of
x = distance, [m], of the mid length of the hatch the girder web as appropriate:
cover under examination from the forward end
of L A F = ∑ (10b ef t)
nf
Where a position 1 hatchway is located at least
one superstructure standard height higher than where:
the freeboard deck, the pressure “p” may be
34.3 x 10-3 [N/mm2]. nf = 2 if attached plate flange extends on both
sides of girder web
For ships less than 100 [m] in length
= 1 if attached plate flange extends on one
side of girder web only
L 5 x x −3
p = 15.8 + L 1 − . − 3.6 .10
3 3 LL LL t = net thickness of considered attached plate,
[mm]
σa = 0.8 σF p .10 -3
t = Fp 15.8s
τa = 0.46 σF 0.95 σ F
σF being the minimum upper yield stress, but to be not less than 1% of the spacing of the
[N/mm2], of the material. stiffener or 6 [mm] if that be greater.
The critical compressive buckling stress and the 5.3.4.2 Stiffeners are to be connected to
ideal elastic buckling stress are to be supporting primary members or cover edges by
determined as given in 6.1.2 and 6.2.1 double continuous fillet weld of area not less
respectively of Chapter 3. than:
b) Where the primary supporting member is Connection of the web plate of stiffeners or
perpendicular to the direction of secondary primary members to the attached plating and
stiffeners, ‘K’ value corresponding to plating flanges is to be by means of double continuous
with stiffeners in the direction perpendicular fillet welds within 150 [mm] from ends and also
to the compressive stress is to be in way of other areas of high shear stresses.
considered. The throat thickness in these areas is not to be
less than 0.4 web plate thickness.
5.3.3.3 Biaxial compressive stress in hatch
cover panels, when calculated by means of FEM For covers above cargo and ballast tanks, chain
shell element model, will be specially or staggered fillet welds on the tank side are not
considered. acceptable.
5.3.4 Net scantlings of secondary stiffeners 5.3.4.3 The compressive stress σc in the top
flange of secondary stiffeners, induced by the
5.3.4.1 The required minimum section modulus, bending of primary supporting members parallel
3
Z, [cm ], of secondary stiffeners of the hatch to the direction of secondary stiffeners, is not to
cover top plate, based on stiffener net member exceed 0.8 times the critical buckling stress σcr.
thickness, are given by: for the stiffener.
- σE for lateral buckling mode as given in 5.4 Hatch coamings and local details
6.2.3 of Ch.3, or
5.4.1 Load model
- σE for the torsional buckling mode as given 2
in 6.2.4 of Ch.3. The pressure pcoam, [N/mm ], on the No. 1
forward transverse hatch coaming is given by:
whichever is the lower.
pcoam = 220 . 10-3, [N/mm2], when a forecastle is
5.3.4.5 For flat bar secondary stiffeners and fitted in accordance with 1.4
stiffeners used solely to prevent buckling, the
ratio hw/tw is to be not greater than : = 290 . 10-3, [N/mm2], in the other cases
0.5
The pressure pcoam, [N/mm2], on the other
235 coamings is given by:
15
σF pcoam = 220 . 10-3, [N/mm2].
where;
hw, tw are the height and net thickness of the 5.4.2 Local net plate thickness
stiffener respectively
The local net plate thickness t, [mm], of the
σF = minimum upper yield stress [N/mm2] of the hatch coaming plating is given by:
material.
p coam .10 3
5.3.5 Net scantlings of primary supporting t = 14.9s S coam
members σ a,coam
5.3.5.1 The section modulus and web thickness
where:
of primary supporting members, based on
member net thickness, are to be such that the
s = secondary stiffener spacing, [m]
normal stress σ in both flanges and the shear
stress τ, in the web, do not exceed the allowable pcoam = pressure, [N/mm2], as defined in 5.4.1
values σa and τa, respectively, defined in 5.3.1.
Scoam = safety factor to be taken equal to 1.15
The breadth of the primary supporting member
flange is to be not less than 40% of their depth σa,coam = 0.95 σF
for laterally unsupported spans greater than 3.0
[m]. Tripping brackets attached to the flange The local net plate thickness is to be not less
may be considered as a lateral support for than 9.5 [mm].
primary supporting members.
5.4.3 Net scantlings of longitudinal and
The flange outstand is not to exceed 15 times transverse secondary stiffeners
the flange thickness.
The required section modulus Z, [cm3], of the
5.3.6 Deflection limit and connections longitudinal or transverse secondary stiffeners of
between hatch cover panels the hatch coamings, based on net member
thickness, is given by:
Load bearing connections between the hatch
cover panels are to be fitted with the purpose of
1000S coam 2 sp coam .10 3
restricting the relative vertical displacements. Z=
mc p σ a.coam
The vertical deflection of primary supporting
members is to be not more than 0.0056ℓ, where
where:
ℓ is the greatest span of primary supporting
members.
m = 16 in general
ℓ = span, [m], of secondary stiffeners The design of local details is to be suitable for
the purpose of transferring the pressures on the
s = spacing, [m], of secondary stiffeners hatch covers to the hatch coamings and,
through them, to the deck structures below.
pcoam = pressure [N/mm2] as defined in 5.4.1 Hatch coamings and supporting structures are
to be adequately stiffened to accommodate the
cp = ratio of the plastic section modulus to the loading from hatch covers, in longitudinal,
elastic section modulus of the secondary transverse and vertical directions.
stiffeners with an attached plate breadth, [mm],
equal to 40 t, where t is the plate net thickness Underdeck structures are to be checked against
the load transmitted by the stays, adopting the
= 1.16 in the absence of more precise same allowable stresses specified in 5.4.4.
evaluation
Unless otherwise stated, weld connections and
σa,coam = 0.95 σF. materials are to be dimensioned and selected in
accordance with the rule requirements.
5.4.4 Net scantlings of coaming stays
Double continuous welding is to be adopted for
The required minimum section modulus, Z, the connections of stay webs with deck plating
[cm3], and web thickness, tw, [mm] of coamings and the weld throat is to be not less than 0.44
stays designed as beams with flange connected tW, where tW is the gross thickness of the stay
to the deck or sniped and fitted with a bracket web.
(see Figures a) and b)) at their connection with
the deck, based on member net thickness, are Toes of stay webs are to be connected to the
given by: deck plating with deep penetration double bevel
welds extending over a distance not less than
1000H C2 sp coam 15% of the stay width.
Z= .10 3
2σ a.coam 5.5 Closing arrangements
For calculating the section modulus of coaming The net sectional area of each securing device
stays, their face plate area is to be taken into is not to be less than:
account only when it is welded with full 2
penetration welds to the deck plating and A = 1.4 a / f [cm ]
adequate underdeck structure is fitted to support
the stresses transmitted by it. where:
For other designs of coaming stays, such as, for a = spacing [m] of securing devices, not being
examples, those shown in Figures c) and d), the taken less than 2 [m]
σY = specified minimum upper yield stress Hatch covers are to be effectively secured, by
[N/mm2] of the steel used for fabrication, not to means of stoppers, against the transverse
2
be taken greater than 70% of the ultimate tensile forces arising from a pressure of 175 [kN/m ].
strength.
With the exclusion of No.1 hatch cover, hatch
e = 0.75 for σY > 235 covers are to be effectively secured, by means
of stoppers, against the longitudinal forces
= 1.0 for σY ≤ 235 acting on the forward end arising from a
pressure of 175 [kN/m2].
Rods or bolts are to have a net diameter not
less than 19 [mm] for hatchways exceeding 5 No. 1 hatch cover is to be effectively secured, by
[m2] in area. means of stoppers, against the longitudinal
forces acting on the forward end arising from a
Between cover and coaming and at cross-joints, pressure of 230 [kN/m2].
a packing line pressure sufficient to obtain
weathertightness is to be maintained by the This pressure may be reduced to 175 [kN/m2]
securing devices. when a forecastle is fitted in accordance with
1.4.
For packing line pressures exceeding 5 [N/mm],
the cross section area is to be increased in The equivalent stress:
direct proportion. The packing line pressure is to
be specified. i) in stoppers and their supporting structures,
and
The cover edge stiffness is to be sufficient to
maintain adequate sealing pressure between ii) calculated in the throat of the stopper welds
securing devices. The moment of inertia, I, of
edge elements is not to be less than: is not to exceed the allowable value of 0.8 σY.
4 4
I = 6pa [cm ] 5.5.3 Materials and welding
End of Chapter
Chapter 2
Oil Tankers
Contents
Section
1 General
2 Ship Arrangement
3 Longitudinal Strength
4 Hull Structure
5 Direct Strength Calculations
6 Pumping and Piping Systems
7 Cargo Handling Systems
8 Gas Freeing and Venting of Cargo Tank
9 Cargo Tank Level Measurement
10 Cargo Heating Arrangements
11 Inert Gas Systems
12 Ships for Carriage of Oil or Dry Cargo in Bulk
13 Requirements Concerning use of Crude Oil or Slops as Fuel for Tanker Boilers
Section 1
General
- Compliance with intact and damage stability All other tankers to which the MARPOL, Annex
requirements of the statutory authorities. I, Reg.27 does not apply are to comply with the
requirements given in 1.5.2 during liquid transfer
1.3 Materials and material protection operations which include cargo loading and
unloading, lightering, ballasting and
1.3.1 Materials used for the construction of hull, deballasting, ballast water exchange, and tank
piping and fittings are to be compatible with the cleaning operations. Alternatively, requirements
liquids and their vapours. Hatch packing of MARPOL Annex I, Reg.27 could be applied
materials should be resistant to the liquids and as a matter of equivalence.
their vapours. Synthetic materials for
components and piping are to be approved in 1.5.2 For any operating draught reflecting
each separate case. actual, partial or full load conditions, including
the intermediate stages of liquid transfer
1.3.2 Materials used in the inert gas system are operations the following intact stability criteria is
to be suitable for their intended purpose. to be complied with:
1.3.3 Impressed current systems and a) In port (see note below), the initial
magnesium or magnesium alloy anodes are not metacentric height GMo is not to be less
permitted in oil cargo tanks and in tanks than 0.15 [m]. Positive intact stability is to
adjacent to oil cargo tanks. Where aluminium extend from the initial equilibrium position at
anodes are fitted in oil cargo tanks and in tanks which GMo is calculated over a range of at
adjacent to oil cargo tanks, the installations are least 20 degrees to port and to starboard.
to satisfy the requirements of Pt.3, Ch.2,
Sec.3.4. b) At sea, the intact stability criteria contained
in paragraphs Chapter 3 of IMO Resolution
1.3.4 Aluminium coatings containing greater A.749(18), the Intact Stability Code, or the
than 10 percent aluminium by weight in the dry criteria contained in the national
film are not to be applied in cargo tanks, cargo requirements of the flag administration if the
tank deck area, in pump rooms, cofferdams or national stability requirements provide at
any other spaces where flammable cargo least an equivalent degree of safety are to
vapour may accumulate. be complied with.
1.3.5 Aluminised pipes may be permitted in Note : At some port locations where the
ballast tanks, in inerted cargo tanks and, environmental conditions are similar to those at
provided the pipes are protected from accidental sea, the requirements given in para (b) are to be
impact, in hazardous areas on open deck. applied.
Section 2
Ship Arrangement
2.1 Location and separation of spaces This protection may however be obtained by an
angle bar or a diagonal plate across the corner.
2.1.1 Location and separation of cargo spaces Such cofferdams, if accessible, is to be
from machinery, accommodation, service ventilated and if not accessible, is to be filled
spaces, control stations etc. are to be in with a suitable and compatible compound.
accordance with Pt.6, Ch.2, Sec.1.5.
2.1.6 A cofferdam between the forward cargo
2.1.2 All dry spaces and tanks intended for tank and the forepeak may be dispensed with, if:
water ballast which can remain empty in loaded
condition are to be so arranged that they cannot - direct access is provided to the forepeak
be used for any other purpose. from the open deck,
2.1.3 Slop tanks are to be designed for efficient - the air and sounding pipes to the forepeak
decantation. Positions of inlets, outlets, baffles space are led to the open deck, and
and weirs where fitted, are to be located to
ensure minimum turbulence and entrainment of - portable means are provided for gas
oil or emulsion with water. detection and inerting the forepeak
compartment.
2.1.4 Cargo tanks are to be segregated from
machinery spaces, accommodation spaces and 2.2 Tank arrangement
other spaces of electrical hazard by means of
cofferdams at least 760 [mm] in length and 2.2.1 The disposition of transverse bulkheads
covering the whole area of the end bulkheads of should in general comply with the requirements
cargo tanks. A pump room, oil fuel bunker or of Pt.3, Ch.10, as applicable to ships with
water-ballast tank will be accepted in lieu of a machinery aft.
cofferdam. Oil engines or electrical equipment of
potential fire hazard are not to be sited in these 2.2.2 The arrangement of the spaces within the
pump rooms or cofferdams. cargo region with respect to the following
features are to be in accordance with the
2.1.5 Where a corner-to-corner situation occurs MARPOL 73/78 (as amended), Annex I.
between a safe space and a cargo tank, the
safe space is to be protected by a cofferdam.
Feature Regulation
a) Protection of cargo tank region with double bottom and wing ballast
19
tank/spaces
b) Segregated ballast tank (SBT) 18
c) Protective location of SBT 18
d) Crude oil washing (COW) (Crude carriers only), 33
e) Segregation of fuel oil/ballast water 16
f) Slop tanks and oil/water interface detectors 29
g) Sludge tank for fuel oil 12
h) Minimization of retention of oil on board 30(4) & (5)
i) Tank size limitation / Accidental oil outflow performance 23
j) Subdivision and damage stability Reg.19, Reg.24
and Reg.28
k) Intact stability 27
l) Pump room bottom protection
22
2.2.3 The aggregate capacity of wing tanks, attaching, rigging, suspending or supporting the
double bottom tanks, forepeak tanks and aft portable means of access forms a permanent
peak tanks intended to carry water ballast is not part of the ship’s structure. All portable
to be less than the capacity of segregated equipment is to be capable of being readily
ballast tanks necessary to meet the erected or deployed by ship’s personnel.
requirements of MARPOL Annex I, Regulation
18. 2.3.3 The construction and materials of all
means of access and their attachment to the
2.2.4 Small tankers with single hull ship’s structure are to be approved by IRS.
arrangements will be specially considered.
2.3.4 Access to cofferdams, ballast tanks, cargo
2.3 Arrangement for access in the cargo area tanks and other spaces in the cargo area are to
and forward spaces be direct from the open deck and such as to
ensure their complete inspection. (For typical
2.3.1 Each space is to be provided with a means arrangement See Fig.2.3.4(a) and Fig.2.3.4(b)).
of access to enable, throughout the life of a ship, Access to double bottom or to forward ballast
overall and close-up inspections and thickness spaces may be through a pump room, deep
measurements of the ship’s structures. Such cofferdam, pipe tunnel, double hull space or
means of access are to comply with the similar compartment not intended for the
requirements of the technical provisions for carriage of oil or hazardous cargoes.
means of access for inspections, specified in
2.4. Every double bottom space is to be provided
with separate access without having to pass
The technical provisions do not apply to cargo through other neighbouring double bottom
tanks of combined chemical/ oil tankers space.
complying with Part 5 Ch.3. However, they are
to be applied to ballast tanks in such vessels. The wording “not intended for the carriage of oil
or hazardous cargoes” applies only to “similar
Each space for which close-up inspection is not compartments” i.e. safe access can be through
required such as fuel oil tanks and void spaces a pump-room, deep cofferdam, pipe tunnel,
forward of cargo area, may be provided with a cargo hold or double hull space.
means of a access necessary for overall survey
intended to report on the overall conditions of 2.3.5 Where a duct keel or pipe tunnel is fitted
the hull structure. and access is normally required for operational
purposes, access is to be provided at each end
2.3.2 Where it is impracticable to fit permanent and at least one other location at approximately
means of access, the provision of movable or mid-length. Access is to be directly from the
portable means of access, as specified in 2.4 exposed deck. There is to be no connection to
may be considered, provided that the means of engine room. Where an after access is to be
The second part of the Ship Structure Access g) Distance below deck head means the
Manual is to contain a form of record of distance below the plating.
periodical inspections and maintenance, and
change of inventory of portable equipment due 2.4.2 Structural members subject to the close-up
to additions or replacement after construction. inspections and thickness measurements of the
The format of this part is to be approved at the ship’s structure referred to in Pt.1, Ch.2, except
time of construction of the ship. The manual is to those in double bottom spaces are to be
include a re-approval procedure for any changes provided with a permanent means of access to
to the permanent, portable or movable means of the extent as specified in Table 2.4.2a and
access. Table 2.4.2b, as applicable. Approved
alternative methods such as rafting may be used
The Ship Structure Access Manual is to be in combination with the fitted permanent means
approved by IRS and an updated copy including of access, provided that the structure allows for
all revisions / re-approvals is to be kept onboard. its safe and effective use.
2.4 Technical provisions for means of access 2.4.3 Permanent means of access should as far
for inspections as possible be integral to the structure of the
ships, thus ensuring that they are robust and at
2.4.1 Definitions : For the purpose of these the same time contributing to the overall
technical provisions the following definitions strength of the structure of the ship.
apply:
2.4.4 Elevated passageways forming sections of
a) Rung means the step of a vertical ladder or a permanent means of access, where fitted are
step on the vertical surface. to have a minimum clear width of 600 [mm],
except for going around vertical web where the
b) Tread means the step of an inclined ladder minimum clear width may be reduced to 450
or step for the vertical access opening. [mm] and have guard rails over the open side of
their entire length. Sloping structures providing
c) Flight of an inclined ladder means the part of the access that are sloped 5 degrees or
actual stringer length of an inclined ladder. more from the horizontal plane are to be of a
For vertical ladders, it is the distance non-skid construction. Non-skid construction is
between the platforms. to be such that the surface on which the
personnel walks provides sufficient friction to the
d) Stringer means: sole of boots even when the surface is wet and
covered with thin sediment.
i) the frame of a ladder; or
Guard rails are to be atleast 1000 [mm] in height
ii) the stiffened horizontal plating structure fitted and consist of a rail and an intermediate rail.
on the side shell, transverse bulkheads and/or Guard rails are to be fitted on the open side. For
longitudinal bulkheads in the space. For the stand alone passageways guard rails are to be
purpose of ballast tanks of less than 5 [m] width fitted on both sides of these structures.
forming double side spaces, the horizontal Guardrail stanchions are to be attached to the
plating structure is credited as a stringer and a permanent means of access. The distance
longitudinal permanent means of access, if it between the passageway and the intermediate
provides a continuous passage of 600 [mm] or rail and the distance between intermediate rail
more in width past frames or stiffeners on the and the top rail shall not be more than 500 [mm].
side shell or longitudinal bulkhead. Openings in They are to be of substantial construction
stringer plating utilized as permanent means of ensuring adequate design strength as well as
access are to be arranged with guard rails or residual strength during service life. Stanchions
Table 2.4.2a : Means of access for ballast and cargo tanks of oil tankers
Access to the underdeck and vertical structure
Water ballast wing tanks of less than 5 [m] width forming double side spaces and their bilge
hopper sections
Double side spaces above hopper side tank
1. For double side spaces above the upper knuckle point of the bilge hopper sections, permanent
means of access are to be provided in accordance with 1.1 to 1.3:
1.1 where the vertical distance between horizontal uppermost stringer and deck head is 6 [m] or
more, one continuous longitudinal permanent means of access is to be provided for the full length of
the tank with a means to allow passing through transverse webs installed at a minimum of 1.6 [m] to
a maximum of 3 [m] below the deck head with a vertical access ladder at each end of the tank;
1.2 continuous longitudinal permanent means of access, which are integrated in the structure, at a
vertical distance not exceeding 6 [m] apart; (when the permanent means of access is integral with the
structure, the allowable vertical distance may be increased by 10%) and
1.3 plated stringers are as far as possible, be in alignment with horizontal girders of transverse
bulkheads.
Notes:
a) 1.1 above is for access to under deck structures, whereas 1.2 is for access for inspection of
vertical structures (transverse webs) on longitudinal bulkheads.
b) 1.1 to 1.3 above are also applicable to wing tanks designed as void spaces
c) For a tank where the vertical distance between horizontal upper stringer and deck head varies at
different sections item 1.1 is to be applied to such sections which fall under the criteria.
d) The continuous permanent means of access may be a wide longitudinal, which provides access
to critical details on the opposite side by means of platforms as necessary on web frames. In
case the vertical opening of the web frame is located in way of the open part between the wide
longitudinal and the longitudinal on the opposite side, platforms shall be provided on both sides
of the web frames to allow safe passage through the web frame.
e) Where two access hatches are required by clause 2.3.6, access ladders at each end of the tank
are to be led to the deck.
2. For bilge hopper sections of which the vertical distance from the tank bottom to the upper knuckle
point is 6 [m] and over, one longitudinal permanent means of access is to be provided for the full
length of the tank. It is to be accessible by vertical permanent means of access at each end of the
tank.
Notes:
b) The height of a bilge hopper tank located outside of the parallel part of vessel is to be
taken as the maximum of the clear vertical distance measured from the bottom plating to
the hopper plating of the tank.
c) The foremost and aftmost bilge hopper ballast tanks with raised bottom, of which the
height is 6 [m] and over, a combination of transverse and vertical means of access to the
upper knuckle point for each transverse web may be accepted in place of the longitudinal
permanent means of access.
2.1 The longitudinal continuous permanent means of access may be installed at a minimum 1.6 [m] to
maximum 3 [m] from the top of the bilge hopper section. In this case, a platform extending the
longitudinal continuous permanent means of access in way of the web frame may be used to access
the identified structural critical areas.
2.2 Alternatively, the continuous longitudinal permanent means of access may be installed at a
minimum of 1.2 [m] below the top of the clear opening of the web ring allowing a use of portable
means of access to reach identified structural critical areas.
3. Where the vertical distance referred to in 2 is less than 6 [m], alternative means as defined in 2.4.10
or portable means of access may be utilized in lieu of the permanent means of access. To facilitate
the operation of the alternative means of access, in-line openings in horizontal stringers are to be
provided. The openings are to be of an adequate diameter and are to have suitable protective railings.
Table 2.4.2b : Means of access for ballast and cargo tanks of oil tankers
Access to the underdeck and vertical structure
Water ballast tanks, except those specified in Table 2.4.2a and cargo oil tanks
1. For tanks of which the height is 6 [m] and over containing internal structures, permanent means
of access is to be provided in accordance with 1.1 to 1.6:
1.1 continuous athwartship permanent access arranged at each transverse bulkhead on the stiffened
surface, at a minimum of 1.6 [m] to a maximum of 3 [m] below the deck head;
1.2 at least one continuous longitudinal permanent means of access at each side of the tank. One of
these accesses is to be at a minimum of 1.6 [m] to a maximum of 6 [m] below the deck head and the
other is to be at a minimum of 1.6 [m] to a maximum of 3 [m] below the deck head;
(1.2 is applicable also when the deck longitudinals and deck transverses are fitted on deck but the
supporting brackets are fitted under the deck)
1.3 access between the arrangements specified in 1.1 and 1.2 and from the main deck to either 1.1 or
1.2;
1.4 continuous longitudinal permanent means of access which are integrated in the structural member
on the stiffened surface of a longitudinal bulkhead, in alignment, where possible, with horizontal
girders of transverse bulkheads, are to be provided for access to the transverse webs unless
permanent fittings are installed at the upper most platform for use of alternative means, as defined in
2.4.10 for inspection at intermediate heights; (rafting is not acceptable for this purpose)
For water ballast tanks of 5 [m] or more in width, such as on an ore or oil carrier, side shell plating
shall be considered in the same way as “longitudinal bulkhead”.
1.5 for ships having cross-ties which are 6 [m] or more above tank bottom, a transverse permanent
means of access on the cross-ties providing inspection of the tie flaring brackets at both sides of the
tank, with access from one of the longitudinal permanent means of access in 1.4;
1.6 alternative means as defined in 2.4.10 may be provided for small ships as an alternative to 1.4 for
cargo oil tanks of which the height is less than 17 [m].
Notes:
a) 1.1, 1.2 and 1.3 above are for access to underdeck structure, uppermost sections of
transverse webs and connection between these structures
b) 1.4, 1.5 and 1.6 above are meant for access to vertical structures only and are linked to the
presence of transverse webs on longitudinal bulkheads.
c) If there are no underdeck structures (deck longitudinals and deck transverses) but there
are vertical structures in the cargo tank supporting transverse and longitudinal bulkheads,
access in accordance with 1.1 to 1.6 is to be provided for inspection of the upper parts of
vertical structure on transverse and longitudinal bulkheads.
d) If there are no stiffening structures inside the cargo tank, 1.1 to 1.6 are not applicable.
e) The requirements in 1.1 to 1.6 are also to be applied to void spaces of comparable volume in
the cargo area.
f) The vertical distance below the overhead structure is to be measured from the underside of
the main deck plating to the top of the platform of the means of access at a given location
g) The height of the tank is to be measured at each tank. For a tank where the height varies at
different bays, the requirements are to be applied to only such bays of a tank that have height
6 [m] and over.
2. For tanks of which the height is less than 6 [m], alternative means as defined in 2.4.10 or portable
means may be utilized in lieu of the permanent means of access.
3. For fore peak tanks with a depth of 6 [m] or more at the centre line of the collision bulkhead, a
suitable means of access is to be provided for access to critical areas such as the underdeck
structure, stringers, collision bulkhead and side shell structure.
3.1 Stringers of less than 6 [m] in vertical distance from the deck head or a stringer immediately above
are considered to provide suitable access in combination with portable means of access.
3.2 In case the vertical distance between the deck head and stringers, stringers or the lowest stringer
and the tank bottom is 6 [m] or more, alternative means of access as defined in 2.4.10 is to be
provided.
Fig.2.4.4
the passage unless gratings or other foot holds an inclined ladder. However, the vertical
are provided. distance of the upper most section of the vertical
ladder may be reduced to 1.6 [m], if the ladder
The opening of 600 [mm] x 800 [mm] may have lands on a longitudinal or athwartship
corner radii of 300 [mm]. An opening of 600 permanent means of access fitted within that
[mm] in height x 800 [mm] in width may be range. The flights of the inclined ladders are
accepted as access opening in vertical normally to be not more than 6 [m] in vertical
structures where it is not desirable to make large height. The lowermost section of the ladders
opening considering structural strength aspects, may be vertical for a distance not exceeding 2.5
such as in girders and floors in double bottom [m].
tanks.
b) Where vertical ladders are used for access
0
31
620
deck of the vertical ladder providing access to a
850
2.8.2 The arrangements, at all times are to be d) The common link is to be of stud link type
capable of rapid deployment in the absence of grade 2 or 3.
main power on the ship to be towed and easy
connection to the towing ship. At least one of the e) The chafing chain is to be able to withstand a
emergency towing arrangements are to be pre- breaking load not less than twice the SWL. For
rigged, ready for rapid deployment. each type of ETA, the nominal diameter of
common link for chafing chains is to comply with
2.8.3 Towing pennant, chafing gear, fairleads the value indicated in the following table:
and strong points on the ship are to have a
minimum working strength as follows:
2.9 Cargo manifold gutter bars - freeing accordance with Pt.3, Ch.11, Sec.5.4 and
arrangements and intact stability effective closures provided for use during
loading and discharge operations. Attached
2.9.1 Where gutter bars are installed on the closures are to be arranged in such a way that
weather decks of tankers in way of cargo jamming cannot occur while at sea, ensuring
manifolds and are extended aft as far as the that the freeing ports will remain fully effective.
after house front for the purpose of containing
cargo spills on deck during loading and 2.9.3 On ships without deck camber, or where
discharge operations the free surface effects the height of the installed gutter bars exceeds
caused by containment of a cargo spill during the camber, and for tankers having cargo tanks
liquid transfer operations or of boarding seas exceeding 60% of the vessel's maximum beam
while underway require consideration with at midships regardless of gutter bar height, an
respect to the vessel's available margin of assessment of the initial stability (GMo) for
positive initial stability (GMo). compliance with the relevant intact stability
requirement taking into account the free surface
2.9.2 Where the gutter bars installed are greater effect caused by liquids contained by the gutter
than 300 [mm] in height, they are to be treated bars will be required if gutter bars are provided.
as bulwarks according to the Load Line
Convention, with freeing ports arranged in
Section 3
Longitudinal Strength
Section 4
Hull Structure
4.1.2 Inner hull and longitudinal bulkheads are 4.1.4 The minimum thickness requirement of all
to extend beyond the cargo tank region as far structural parts in the cargo tank region is
forward and aft as practicable and are to be
effectively scarfed into the adjoining structure. t = (5.0 + 0.02L) √k + tc [mm]
4.1.3 Primary members are to be so arranged where, k and tc are to be obtained from Pt.3,
as to ensure effective continuity of strength Ch.2.
throughout the tank structure. Abrupt changes in
depth of sections are to be avoided. Vertical 4.1.5 The arrangement and scantlings of all tank
webs on structure are to be arranged in line with boundary panels are to be capable of
the double bottom floors, deck transverses and withstanding the dynamic loads from the liquids
vertical transverses at the longitudinal inside the tanks. Where tanks are intended to be
bulkheads to ensure continuity of transverse partially filled, the scantling calculations together
structure. with the predicted dynamic loadings are to be
submitted.
4.2.3 Longitudinal girders are to be provided at 4.3.4 Brackets are to be provided at the ends of
the crossties to connect to the transverses or
- centreline (or duct keel) girders. Transverses and vertical webs are to be
- under longitudinal bulkhead (or sloping fitted with tripping brackets at the junctions with
plates of bulkhead stool in case of vertically cross ties. Where the width of the face plate of
corrugated longitudinal bulkheads) the cross ties exceeds 150 [mm] on any one
- under sloping plate of hopper side tank side of the web, additional tripping brackets are
where fitted. to be provided to support the face plate.
4.2.4 In way of vertically corrugated transverse 4.3.5 End connections of cross-ties are to
bulkheads supported by stools, additional ensure adequate area of connection and may
longitudinal girders are to be arranged extending require additional bracket thickness. Full
at least to the first plate floor adjacent to the penetration welding may be required particularly
bulkhead stool sloping plates on each side. in way of toes of the end brackets.
These girders are to be spaced not more than
3.6 [m] apart. 4.4 Deck structure
4.2.5 Plate floors are to be arranged in way of 4.4.1 Where small diameter threaded openings
transverse bulkheads and sloping plates of are arranged on the upper decks for staging
bulkhead stools. wires, these are to be located clear of the other
openings and similar areas of stress
4.2.6 The inner bottom plating thickness and concentration. Care is to be taken to ensure a
longitudinals are also to comply with the gradual transition at the thread ends and the
requirements for cargo tank boundaries as given edges of the holes are to be ground smooth.
in Pt.3, Ch.10. The closing arrangements are to be as per
2.3.8.
4.2.7 Transverse continuity of inner bottom is to
be maintained outboard of inner hull. 4.4.2 The scantlings of deck transverses and
girders are to be determined by means of direct
4.3 Side structure calculations.
4.3.1 Where a hopper side tank is fitted, a 4.4.3 A trunk deck, if fitted is to extend over the
transverse is to be arranged in the hopper tank full length of the cargo tanks and is to be
in line with each double bottom plate floor. effectively scarfed into the main hull structure.
Scarfing brackets are to be fitted in the hopper The trunk deck and the sides are to be
in line with the inner bottom on both sides of longitudinally framed and the transverse primary
each transverse to ensure continuity of the inner members are to be aligned with the outboard
bottom plating into the hopper side tank. deck transverses.
Longitudinal knuckles in the hopper tank plating
are to be adequately supported. A horizontal 4.4.4 Where external stiffening is carried in way
girder is to be arranged at the top of the hopper of the trunk deck, appropriate tripping brackets
space and is to be located close to the knuckle are to be fitted in way of the underdeck
between the hopper and the inner hull. Where supporting structure. The arrangement and
additional longitudinal girders are provided to details of the external girders will be specially
satisfy access requirements as per 2.3.7, these considered.
are to be arranged in line with horizontal girders
on the transverse bulkhead and wing tank cross 4.4.5 The thickness of the trunk top and side
ties where fitted. plating as well as the scantlings of the stiffeners
and girders are to be obtained as per Pt.3, Ch.8
& 9 respectively.
4.5.3 Particular attention is to be paid to the 4.6.1 The members are to have adequate end
through thickness properties at the connection fixity, lateral support and web stiffening, and the
to the deck and inner bottom. structure is to be arranged to minimize hard
spots or other sources of stress concentration.
4.5.4 Where longitudinal bulkheads are Openings are to have well rounded corners and
corrugated horizontally, the corrugations are to smooth edges and are to be located having
be aligned, and stiffening arrangements on regard to the stress distribution and buckling
plane members are to be arranged to provide strength of the plate panel.
adequate support in way of flanges of abutting
corrugations. Where both the longitudinal and 4.6.2 To maintain continuity of strength,
transverse bulkheads are horizontally substantial horizontal and vertical brackets are
corrugated, the ends are to be connected to to be fitted to transverses or stringers at the
ensure continuity. ends of the cross ties. Horizontal brackets are to
be aligned with the cross tie face plates, and
4.5.5 Bulkhead stools in way of vertically vertical end brackets are to be aligned with the
corrugated bulkheads where fitted are to be cross tie web.
generally as per Pt.5, Ch.1, Sec.2.9. An efficient
system of reinforcement is to be arranged in line 4.6.3 In a ring system where the end bracket is
with the tank transverse bulkheads or bulkhead integral with the webs of the members, and the
stools at the intersection with the sloped plating face plate is carried continuously along the
of double bottom hopper tanks and topside edges of the members and the bracket, the full
tanks. area of the largest face plate is to be maintained
upto the mid-point of the bracket and then
4.5.6 The arrangement of stools and adjacent gradually tapered to the smaller face plates.
structure common to the cargo tank is to be Butts in face plates are to be kept well clear of
designed to avoid pockets in which gas could the toes of brackets.
collect.
4.6.4 The thickness of separate end brackets is
4.5.7 Non-oil tight wash bulkheads are generally generally to be not less than that of the thicker
to be of plane construction having an area of of the primary member webs being connected,
perforation between 5 to 10 percent of the total but may be required to be locally increased at
area of the bulkhead. Large perforations should the toes. The bracket is to extend to adjacent
not be provided on the top and bottom strakes of tripping brackets, stiffeners or other support
longitudinal bulkheads. The stiffening points. Bracket toes are to be well radiused.
arrangement and the perforations are to be Where the bracket is attached to a corrugated
arranged so as not to impair strength of the bulkhead, the plating at the bracket toe is to be
bulkhead and provide adequate support to the suitably reinforced.
loads from the end connections. Where tanks
are intended to be partially filled, the scantlings 4.6.5 Tripping brackets are generally to be fitted
and arrangement are to be capable of close to the toes of end brackets, in way of
withstanding the dynamic loads. cross ties and generally at every fourth stiffener
elsewhere. Arrangements should also be made
to prevent tripping at the intersection with other 4.6.8 Longitudinals within the range of cargo
primary members. tanks are not permitted to have closely spaced
scallops except in way of ballast pipe suctions.
4.6.6 In way of cross ties and their end Reinforcement in these areas will be specially
connections lightening holes are not to be cut in considered. Small air and drain holes, cut-outs
side and longitudinal bulkhead stringers. at erection butts and similar widely spaced
Lightening holes are also to be avoided on openings are, in general not to be less than 200
vertical webs on longitudinal bulkheads and in [mm] clear of the toes of end brackets,
wing ballast tanks. intersections with primary supporting members
and other areas of high stress. All openings are
4.6.7 Holes cut in primary longitudinal members to be well rounded with smooth edges.
within 0.1D of deck and bottom are, in general to
be reinforced. Where holes are cut in primary 4.6.9 Where holes are cut for heating coils, the
longitudinal members in areas of high stress and lower edge of the hole is to be not less than 100
where primary members are of higher tensile [mm] from the inner bottom. Where large
steel, they are to be elliptical, or equivalent, to notches are cut in the transverses for the
minimise stress concentration. passage of longitudinal framing, adjacent to
openings for heating coils, the notches for
longitudinals are to be collared.
Section 5
5.1.1 Direct strength calculations are required in 5.2.1 The calculations are to be carried out for
cases where simplified formulations are not able the realistic condition which cause most severe
to take into account special stress distributions, loading on the various parts of cargo tank
boundary conditions or structural arrangements structures.
with sufficient accuracy.
5.2.2 For transverse and longitudinal girders in
5.1.2 For those girder systems where such the cargo region following conditions are to be
direct strength calculations are mentioned in the considered:
preceeding sections of this Chapter, scantlings
obtained from simplified formulae may have to - Sea-going conditions:
be increased based on the results obtained. - any cargo tank empty with adjacent
cargo tanks full and the ship on full
5.1.3 The computer programs used are to take draught
into account the effects of bending, shear, axial - any cargo tank filled with adjacent cargo
and torsional deformations. tanks full and the ship at the minimum
sea-going draught
For deep girders, bulkhead panels, bracket - all cargo tanks within a transverse
zones etc. FEM or equivalent methods are to be section of the ship filled, with adjoining
applied. For systems consisting of slender cargo tanks forward and aft empty and
girders, calculations may be based on beam the ship at the minimum sea-going
theory. draught
- In case of tanks of breadth > 0.6B, full
The calculations are to reflect the structural tank with adjacent tanks empty, ship at
response of 2 or 3-dimensional structure the minimum sea-going draught and
considered, with due attention to the boundary heeled at an angle of φ/2 (φ = roll angle
conditions. as per Pt.3, Ch.4, Sec.2).
Section 6
room lower platform and is to be provided with a 6.2.5 Cofferdams, which are required to be
damper capable of being opened or closed from provided at the fore and aft ends of the cargo
the weather deck and lower platform level. An spaces, are to be fitted with suitable drainage
arrangement involving a specific ratio of areas of arrangements, generally, in accordance with
upper emergency and lower main ventilation following:
openings, which can be shown to result in at
least the required number of air changes 6.2.5.1 Where deep cofferdams can be filled up
through the lower inlets, can be accepted with water ballast, a ballast pump in the main
without the use of dampers. When the lower engine room may be used for emptying the after
inlets are sealed off owing to the flooding of the cofferdam. Where fitted, a ballast pump in a
bilges, then at least 75 per cent of the required forward pump room may be used for draining
number of air changes is to be obtainable the forward cofferdam. In each case, the
through the upper inlets. Means are to be suctions are to be led direct to the pump and not
provided to ensure the free flow of gases to a pipe system.
through the upper platform to the duct intakes.
6.2.5.2 Where intended to be dry compartments,
6.1.8 The arrangements and materials of after cofferdam adjacent to the pump room may
mechanical ventilator components are to be be drained as provided in 6.2.4. Forward
designed to prevent the risk of incendive cofferdam may be drained by a bilge/ballast
sparking. Where non-metallic materials are used pump in a forward pump room. Alternatively,
they are to have anti-static properties. cofferdams may be drained by bilge ejectors.
6.1.9 Renewable flame screens are to be 6.2.6 Cofferdams are to have no direct
provided in ventilation ducts, and ventilation connections to cargo tanks or cargo lines.
intakes are to be so arranged as to minimise the
possibility of re-cycling hazardous vapours from 6.2.7 Ballast tanks and void spaces within the
any ventilation discharge openings. Vent exits cargo area are not to be connected to cargo
are to be arranged to discharge upwards. pumps or have any connections to the cargo
system. A separate ballast/bilge pump is to be
6.1.10 Vent exits from pump rooms are to provided for dealing with the contents of these
discharge at least 3 [m] above the deck and spaces. This pump is to be located in the cargo
from the nearest air intakes or openings to pump room or other suitable space within the
accommodation and enclosed working spaces cargo area.
and from possible sources of ignition.
Consideration will be given to connecting double
6.2 Piping systems for bilge, ballast, oil fuel bottom and/or wing tanks, which are in the cargo
etc. area, to pumps in the machinery spaces where
the tanks are completely separated from the
6.2.1 There is to be no connection between cargo tanks by cofferdams, heating ducts, or
piping systems in the cargo area and the piping containment spaces, etc.
systems in the remainder of the vessel, unless
explicitly specified herein. The forepeak tank can be ballasted with the
system serving ballast tanks within the cargo
6.2.2 The oil fuel bunkering system is to be area, provided:
entirely separate from the cargo handling
system. - the forepeak tank is considered as
hazardous area;
6.2.3 The pumping arrangements in the
machinery space and forward end of the ship - the vent pipe openings are located on open
are to comply with the requirements for general deck at an appropriate distance from
cargo ships, in so far as they are applicable. sources of ignition. In this respect, the
hazardous zones distances are to be
6.2.4 Cargo pump rooms are to have a drainage defined in accordance to IEC 60092-502:
system connected to pumps or bilge ejectors. Electrical installations in ships - Tankers –
The cargo pumps may be used for this purpose Special features;
provided each bilge suction pipe is fitted with a
screw-down non-return valve and an additional - means are provided, on the open deck, to
valve/cock is fitted to the pipe connection allow measurement of flammable gas
between the pump and the non-return valve. concentrations within the forepeak tank by a
Pump room suctions are not to enter the engine suitable portable instrument;
room.
b) In case the enclosed space has a 6.2.10 So far as practicable, the air and
common boundary with the cargo tanks sounding pipes required by 6.2.9 are not to pass
and is therefore a hazardous area, the through cargo tanks. Where this cannot be
enclosed space can be well ventilated. avoided e.g. on oil tankers of deadweight less
than 5000 tonnes, where wing ballast tanks or
The hazardous area classification for above is in spaces need not be provided, the sounding and
accordance to IEC 60092-502: Electrical air pipes may pass through the cargo tanks.
installations in ships - Tankers - Special However, the pipes are to be of steel having a
features. wall thickness of not less than 12.5 [mm] and
they are to be in continuous lengths or with
6.2.8 Ballast piping is not to pass through cargo welded joints.
tanks as far as possible and is not to be
connected to cargo oil piping. Provision may, 6.2.11 The requirements for integrated cargo
however, be made for emergency discharge of and ballast systems are given in Sec.7.6.
water ballast by means of a portable spool
connection to a cargo oil pump and where this is 6.3 Steam connection to cargo tanks
arranged, a non-return valve is to be fitted in the
ballast suction to the cargo oil pump. The 6.3.1 Where steaming out and/or fire
portable spool piece is to be mounted in a extinguishing connections are provided for cargo
conspicuous position in the pump room and a tanks or cargo pipe lines, they are to be fitted
permanent notice restricting its use is to be with valves of the screw-down non-return type.
prominently displayed adjacent to it. Shut-off The main supply to these connections is to be
valves shall be provided to shut-off the cargo fitted with a master valve placed in a readily
and ballast lines before the spool piece is accessible position clear of the cargo tanks.
removed.
6.4 Equipment in dangerous spaces
Ballast piping passing through cargo tanks and
cargo oil pipes passing through segregated 6.4.1 Oil engines, or, any other equipment which
ballast tanks, as permitted by MARPOL Annex I could constitute a possible source of ignition,
Reg. 19, are to be of heavy gauge steel of are not to be situated within cargo tanks, pump
minimum wall thickness according to the table rooms, cofferdams or other spaces liable to
hereunder with welded or heavy flanged joints contain explosive vapours or in spaces
the number of which is to be kept to a minimum. immediately adjacent to cargo oil or slop tanks.
Only expansion bends (not glands) are The temperature of steam or other fluid, in pipes
permitted in these lines within cargo tanks for (or heating coils) in these spaces is not to
serving the ballast tanks and within the ballast exceed 220°C.
tanks for serving the cargo tanks.
c) Bulkhead penetrations of sample pipes 6.5.3 Protection screens of not more than 13
between safe and dangerous areas are to [mm] square mesh are to be fitted in the inlet
be of approved type and have same fire and outlet ventilation openings on the open deck
integrity as the division penetrated. A to prevent the entrance of objects into the fan
manual isolating valve is to be fitted in each housing.
of the sampling lines at the bulkhead on the
gas safe side. 6.5.4 The impeller and the housing in way of the
impeller are to be made of alloys which are
approved as being spark proof by appropriate
test.
6.5.7 The following impellers and housings are d) Wafer-style valves with non-conductive
considered as sparking and are not permitted: (e.g. PTFE) gaskets or seals.
a) impellers of an aluminium alloy or 6.6.3 Where bonding straps are required, they
magnesium alloy and a ferrous housing, are to be:
regardless of tip clearance,
a) Clearly visible so that any shortcomings
b) housing made of an aluminium alloy or a can be clearly detected;
magnesium alloy and a ferrous impeller,
regardless of tip clearance, b) Designed and sited so that they are
protected against mechanical damage
c) any combination of ferrous impeller and and that they are not affected by high
housing with less than 13 [mm] design tip resistivity contamination e.g. corrosive
clearance. products or paint;
6.5.8 Type tests on the finished product are to c) Easy to install and replace.
be carried out in accordance with the
Section 7
7.1.4 Cargo tank access hatches and all other 7.2.7 In general, cargo oil pumps are to be
openings to cargo tanks, such as ullage and driven by steam where the prime movers are
tank cleaning openings, sighting ports and installed in the pump rooms. Where the prime
restricted sounding devices, are to be located on movers are not driven by steam, details are to
the weather deck and are not to be arranged in be submitted for special approval.
enclosed compartments.
7.3 Cargo piping systems
7.2 Cargo pumps
7.3.1 The complete cargo piping system is to be
7.2.1 Cargo oil pumps are to be designed so as located within the cargo tank area.
to minimise the risk of sparking and oil leakage
at the stuffing box. 7.3.2 Expansion joints of approved type or
bends are to be provided, where necessary, in
7.2.2 Where cargo pumps are driven by shafting the cargo pipe lines.
which passes through a pump room bulkhead,
shafting is to be provided with flexible couplings 7.3.3 Means for drainage of cargo lines are to
and gastight stuffing boxes are to be fitted to the be provided. Drain lines may be led to a cargo
shaft at the pump room bulkhead. The glands tank or to a separate tank for this purpose.
are to be efficiently lubricated from outside the
pumproom and constructed so as to reduce the 7.3.4 The cargo piping system is not to have any
risk of overheating. The bulkhead shaft glands, connection to permanent ballast tanks.
bearings and pump casings are to be provided
with temperature sensing devices. Alarms are to 7.3.5 Filling lines to cargo tanks are to be so
be initiated in the cargo control room or the arranged that the formation of static electricity is
pump control station. reduced. When cargo is loaded directly into
tanks, the loading pipes are to be led as low as
Parts, which may come in contact, if the seals practicable in the tank.
are misaligned or bearings are damaged, are to
be of materials which will not spark. Where 7.3.6 Terminal pipes, valves and other fittings in
bellows are incorporated in the design, these the cargo loading and discharge lines to which
are to be hydraulically tested to 3.4 bar before shore installation hoses are directly connected,
fitting. are to be of steel or approved ductile material.
They are to be strongly supported. A manually
7.2.3 A stop valve and a relief valve of adequate operated shut-off valve is to be fitted to each
capacity are to be fitted on the delivery side of shore loading/discharging connection.
each pump. Relief valves are to be fitted in
close- circuit, i.e. discharging to the suction side 7.3.7 Where a cargo hose connection is
of the pumps. Relief valve may be omitted in arranged outside the cargo area, the pipe
case of centrifugal pumps, which are so leading to such connection is to be provided with
designed that the discharge pressure cannot means of segregation such as a spectacle
exceed the design pressure. flange or removable spool piece or equivalent
(see MSC Circ.474) located within cargo area.
7.2.4 A pressure gauge is to be fitted on the The space within 3 [m] of the cargo hose
delivery side of each pump. Where the pump is connection flange is to be considered as a
driven by a prime mover, which is installed in a dangerous area with regard to electrical or
space other than the pump room, an additional incendiary equipment.
pressure gauge is to be fitted at a suitable
position visible from the controlling position of 7.3.8 Isolation of piping systems which serve
the prime mover. tanks containing incompatible cargoes are to be
made by means of removable pipe lengths and
7.2.5 Where cargo pumps are driven by blank flanges. Isolating shut off valves, single or
hydraulic motors which are located inside cargo double, or spectacle flanges are not acceptable
tanks, the design is to be such that the as equivalent arrangement.
contamination of the operating media and cargo
oil cannot take place under normal operating 7.3.9 Cargo piping is not to be led through any
conditions. tank containing a cargo which is incompatible
with that contained in the tank served by such
7.2.6 Means are to be provided for stopping the piping, unless it is encased in a pipe tunnel.
cargo oil pumps from a position outside the
pump rooms, as well as at the pumps. 7.3.10 Where cargo suction and/or filling lines
are led through cargo tanks, or through other
spaces situated below the weather deck, the
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connection to each tank is to be provided with a valve actuators in the event of damage to the
valve situated inside the tank, and capable of main hydraulic circuits on deck. In the case of
being operated from the deck. In the case of valves located inside cargo tanks, this could be
cargo tanks which are located adjacent to achieved by ensuring that the supply lines to
below-deck pump rooms, or pipe tunnels, the actuators are led vertically inside the tank from
deck operated valve may be located in these deck, and that connections with necessary
spaces at the bulkhead. In any case, not less isolating valves, are provided on deck for
than two isolating shut off valves are to be coupling to a portable pump carried on board.
provided in the pipelines between the tanks and
cargo pumps. 7.5 Cargo handling controls
7.4.3 All actuators are to be of a type which will 7.5.4 The cargo handling controls and
prevent the valves from opening inadvertently in instrumentation are, so far as possible, to be
the event of the loss of pressure in the operating separate from the propulsion and auxiliary
medium. Indication is to be provided at the machinery controls and instrumentation.
remote control station showing whether the
valve is open or shut. 7.6 Integrated cargo and ballast systems on
tankers
7.4.4 Compressed air is not to be used for
operating actuators inside cargo tanks. The 7.6.1 The following requirements apply to
actuator operating medium in hydraulic systems integrated cargo and ballast systems meaning
is to have a flash point of 60°C or above (Closed any integrated hydraulic and/or electric system
Cup Test) and is to be compatible with the used to drive both cargo and ballast pumps
intended cargoes. (including active control and safety systems, but
excluding passive components, e.g. piping).
7.4.5 The design of the actuator is to be such
that contamination of the operating medium with 7.6.2 Adequate measures are to be taken to
cargo liquid cannot take place under normal prevent cargo and ballast pumps becoming
operating conditions. inoperative simultaneously due to a single
failure in the integrated cargo and ballast
7.4.6 Where the operating medium is oil or other system, including its control and safety systems
fluid, the supply tank is to be located as high as in order to ensure that these systems are
practicable above the level of the top of the available for use even in emergency condition
cargo tanks, and all actuator supply lines are to whilst at sea
enter the tanks through the highest part of the
tanks. Furthermore the supply tank is to be of 7.6.3 The following features are to be ensured:
the closed type with an air pipe led to a safe
space on the open deck and fitted with a - The emergency stop circuits of the cargo
flameproof wire gauge diaphragm at it's open and ballast systems are to be independent
end. This tank is also to be fitted with a high and from the circuits for the control systems. A
low level audible and visual alarm. The single failure in the control system circuits or
requirements of this paragraph need not be the emergency stop circuits are not to
complied with if the actuators and piping are render the integrated cargo and ballast
located external to the cargo tanks. system inoperative;
7.4.7 It is recommended that for remote control - Manual emergency stops of the cargo
valves not arranged for manual operation, pumps are to be arranged in such a way
emergency means be provided for operating the
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Chapter 2 Part 5
Page 28 of 39 Oil Tankers
Section 8
8.1.8 Pressure/vacuum valves are to be set at a 8.1.13 Vent outlets and pressure/vacuum valve
positive pressure of not more than 0.2 bar above outlets, if used during loading, are to be
atmospheric and a negative pressure of not arranged to discharge the vapour in an upward
more than 0.07 bar below atmospheric unless vertical direction. All outlets are to be arranged
the tank scantlings are specially considered. to prevent the entrance of water into the cargo
tanks.
8.1.9 In no case are shut-off valves to be fitted
either above or in the pipe leading to a 8.1.14 Openings for pressure release required
pressure/vacuum valve. However, bypass by 8.1.4(a) are to :
valves may be fitted or provision may be made
to enable the tank pressure/vacuum valves to be a) have as great a height as is practicable
held in an open position. The arrangements are above the cargo tank deck to obtain
Indian Register of Shipping
Chapter 2 Part 5
Page 30 of 39 Oil Tankers
8.1.15 Vent outlets for cargo loading, 8.2 Cargo tank purging and/or gas freeing
discharging and ballasting required by 8.1.4(b)
are to : 8.2.1 Arrangements for purging/and or gas
freeing are to be such as to minimise the
a) permit the free flow of vapour mixtures or hazards due to the dispersal of flammable
alternatively, permit the throttling of the vapours in the atmosphere and to flammable
discharge of the vapour mixtures to achieve mixtures in cargo tank.
a velocity of not less than 30
metres/second. 8.2.2 When the ship is provided with an inert
gas system the cargo tanks are first to be
b) be so arranged that the vapour mixture is purged until the concentration of hydrocarbon
discharged vertically upwards. vapours has been reduced to less than 2 per
cent by volume. Thereafter gas freeing may take
c) where the method is by free flow of vapour place at the cargo tank deck level.
mixtures, be such that the outlet is not less
than 6 [m] above the cargo tank deck or fore 8.2.3 The arrangements for inerting, purging or
and aft gangway if situated within 4 [m] of gas-freeing of empty tanks as required in 8.2.2
gangway and located not less than 10 [m] are to be to the satisfaction of IRS and are to be
measured horizontally from the nearest air such that the accumulation of hydrocarbon
intakes and openings to enclosed spaces vapours in pockets formed by the internal
containing a source of ignition and from structural members in a tank is minimized and
deck machinery, which may include anchor that:
windlass and chain locker openings and
equipment which may constitute an ignition .1 on individual cargo tanks, the gas outlet pipe,
hazard. if fitted, shall be positioned as far as practicable
from the inert gas/air inlet and in accordance
IR-c) Electrical equipment fitted in compliance with 8.1 and Pt.6 Ch.3, 5.6. The inlet of such
with IEC Publication 60092 – “Electrical outlet pipes may be located either at deck level
installations in ships – Part 502 : Tankers or at not more than 1 m above the bottom of the
– Special features” is not considered a tank;
source of ignition or ignition hazard (refer
Pt 4, Ch. 8, Clause 12.9.10.2 for area .2 the cross-sectional area of such gas outlet
classification for electrical equipment pipe referred to in 8.2.3.1 is to be such that an
installation). exit velocity of at least 20 [m/s] can be
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maintained when any three tanks are being a) through the vent outlets as specified in
simultaneously supplied with inert gas. Their 8.1.15; or
outlets shall extend not less than 2 m above
deck level; and b) through outlets at least 2 [m] above the
cargo tank deck level with a vertical efflux
.3 each gas outlet referred to in paragraph velocity of at least 30 metres/second
8.2.3.2 is to be fitted with suitable blanking maintained during gas freeing operation; or
arrangements.
c) through outlets at least 2 [m] above the
.4 if a connection is fitted between the inert gas cargo tank deck level with a vertical efflux
supply mains and the cargo piping system, velocity of at least 20 metres/second and
arrangements are to be made to ensure an which are protected by suitable devices to
effective isolation having regard to the large prevent the passage of flame.
pressure difference which may exist between
the systems. This is to consist of two shut-off 8.2.6 When the flammable vapour concentration
valves with an arrangement to vent the space at the outlet has been reduced to 30 per cent of
between the valves in a safe manner or an the lower flammable limit, gas freeing may
arrangement consisting of a spool-piece with thereafter be continued at the cargo tank deck
associated blanks. The valve separating the level.
inert gas supply main from the cargo main and
which is on the cargo main side is to be a non- 8.2.7 At least two oxygen sensors are to be
return valve with a positive means of closure. positioned at appropriate locations in the space
or spaces containing the inert gas system. Also
IR.4 as a guide, the effective isolation required refer Pt. 6, Ch. 8, Sec.15, Cl.15.2.2.4.5.4,
by .4 above may be achieved by the two regarding measurements in inert atmosphere.
arrangements shown in Fig. 8.2.3.4. Suitable means are to be provided for the
calibration of such instruments.
8.3.4 Where the atmosphere in double hull a) “cargo tanks” in the phrase “spaces
spaces cannot be reliably measured using adjacent to the cargo tanks” includes
flexible gas sampling hoses, such spaces are to slop tanks except those arranged for the
be fitted with permanent gas sampling lines. The storage of oily water only.
configuration of such line systems are to be b) “spaces” in the phrase “spaces under
adapted to the design of such spaces. the bulkhead deck adjacent to cargo
tanks” includes dry compartments such
8.3.5 The materials of construction and the as ballast pump-rooms and bow thruster
dimensions of gas sampling lines are to be such rooms and any tanks such as
as to prevent restriction. Where plastic materials freshwater tanks, but excludes fuel oil
are used, they should be electrically conductive. tanks.
c) “adjacent” in the phrase “adjacent to the
8.3.6 Arrangements for fixed hydrocarbon gas cargo tanks” includes ballast tanks, void
detection systems in double-hull and double- spaces, other tanks or compartments
bottom spaces of oil tankers located below the bulkhead deck
located adjacent to cargo tanks and
8.3.6.1 In addition to the requirements in 8.3.3 to includes any spaces or tanks located
8.3.5 above, oil tankers of 20,000 tonnes below the bulkhead deck which form a
deadweight and above, constructed on or after 1 cruciform (corner to corner) contact with
January 2012, are to be provided with a fixed the cargo tanks.
hydrocarbon gas detection system complying
with Pt.6, Ch.8 for measuring hydrocarbon gas 8.3.6.2 Oil tankers provided with constant
concentrations in all ballast tanks and void operative inerting systems for such spaces need
spaces of double-hull and double-bottom spaces not be equipped with fixed hydrocarbon gas
adjacent to the cargo tanks, including the detection equipment.
forepeak tank and any other tanks and spaces
under the bulkhead deck adjacent to cargo 8.3.6.3 Notwithstanding the above, cargo pump-
tanks. The terms used in this requirement are to rooms complying with the provisions of 6.4.2 to
be interpreted as follows: 6.4.5 and IR6.4.5 need not comply with the
requirements of this paragraph (i.e. 8.3.6).
Section 9
Section 10
10.1.4 The heating medium supply and return 10.1.9 Means are to be provided for measuring
lines are not to penetrate the cargo tank plating, the cargo temperature.
other than at the top of the tank, and the main
Section 11
Section 12
12.1 General
12.2.4 Suitable arrangements are to be provided
12.1.1 Ships intended to carry either oil in bulk for gas freeing the double bottom, double hull,
with flash point not exceeding 60°C (closed cup hopper, side and topside tanks. Similar
test) or alternatively dry bulk cargo are to arrangements are to be provided for cargo oil
comply with the additional requirements of this ducts which are used as pipe tunnels when the
section. ship is carrying dry cargo.
12.1.4 Attention is drawn to the requirements of 12.4.1 These requirements are applicable to
Pt.6, Ch.2, 1.5.4.2 regarding ventilation and gas combination carriers where oil residues are
freeing of enclosed spaces in combination retained in the slop tanks and the ship is
carriers which are to be complied with. In way of otherwise gasfree.
cargo holds for oil, enclosed spaces in which
explosive gases may accumulate are to be 12.4.2 The slop tanks are to be surrounded by
avoided. cofferdams except where the boundaries are the
hull, main cargo deck, cargo pump-room
12.2 Structural arrangement bulkhead or oil fuel bunker tank. These
cofferdams are not to be open to a double
12.2.1 Cargo tanks are to facilitate efficient bottom, pipe tunnel, pump room or other
cleaning. Tank boundaries are to have plane enclosed spaces nor they are to be used for
surface, corrugated surface or vertical stiffeners cargo or ballast and are not to be connected to
as far as practicable. Horizontal primary piping systems serving oil cargo or ballast.
members are to be avoided inside tanks; where Means are to be provided for filling the
primary structural members are unavoidable, cofferdams with water and draining them. Where
attention is to be paid to the cleaning facilities. the boundary of a slop tank is the cargo pump
room bulkhead, the pump room should not be
12.2.2 Openings which may be used for cargo open to the double bottom, pipe tunnel or other
operations, for example in the bottom of topside enclosed spaces except when they are closed
tanks, are not permitted in bulkheads and decks gastight by bolted plates.
separating oil cargo spaces from other spaces
not designed and equipped for the carriage of oil 12.4.3 Means are to be provided for isolating the
cargoes unless they are equipped with piping connecting the pump room with the slop
alternative approved means to ensure tanks. The means of isolation is to consist of a
equivalent integrity. valve followed by a spectacle flange or a spool
piece with appropriate blank flanges. This
12.2.3 Where transverse bulkheads in wing arrangement is to be located adjacent to the
tanks have different structural arrangement than slop tanks, but where this is unreasonable or
in way of the holds, arrangements are to be impracticable it may be located within the pump
made to ensure continuity of transverse strength room directly after the piping penetrates the
across the longitudinal bulkheads. bulkhead. A separate pumping and piping
arrangement is to be provided for discharging
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the contents of the slop tanks directly over the
open deck when the ship is in the dry cargo 12.4.8 Warning notices are to be erected at
mode. When the transfer system is used for slop suitable points detailing the precautions to be
transfer in the dry cargo mode, it is to have no observed prior to the ship loading or unloading,
connection to other systems. Separation from or when the ship is carrying dry cargo with liquid
other systems by means of removal of spool in the slop tanks.
pieces may be accepted.
12.4.9 Attention is drawn to the requirements of
12.4.4 Hatches and tank cleaning openings to certain Flag state/ Port state Authorities
slop tanks are to be provided only on the open whereby an inert gas system is to be provided
deck and are to be fitted with closing for blanketting the slop tank contents.
arrangements. Except when they are closed
watertight by bolted plates, these closing 12.5 Cargo piping
arrangements are to be provided with locking
arrangements, under the control of a 12.5.1 Where cargo wing tanks are provided,
responsible ship's officer. cargo oil lines below deck are to be installed
inside these tanks. However, IRS may permit
12.4.5 Slop tanks are to be provided with an cargo oil lines to be placed in special ducts
approved independent venting system, generally provided these are capable of being adequately
in accordance with Sec.8.2. cleaned and ventilated to the satisfaction of IRS.
Where cargo wing tanks are not provided, cargo
12.4.6 At least two portable instruments are to oil lines below deck are to be placed in special
be available on board for gas detection. ducts.
Section 13
13.1 In tankers crude oil or slops may be used should be led to a separate observation tank
as fuel for main or auxiliary boilers according to installed together with above mentioned
the following requirements. For this purpose all components. This closed tank is to be fitted with
arrangement drawings of a crude oil installation a venting pipe led to the atmosphere in a safe
with pipeline layout and safety equipment are to position according to the rules for tankers and
be submitted for approval in each case. with the outlet fitted with a suitable flame proof
wire gauze of corrosion resistant material which
13.2 Crude oil or slops may be taken directly is to be easily removable for cleaning.
from cargo tanks or from slop tanks or from
other suitable tanks. These tanks are to be fitted 13.4 Electric, internal combustion and steam
in the cargo tank area and are to be separated (when the steam temperature is higher than
from non-gas-dangerous areas by means of 220°C) prime movers of pumps, of separators (if
cofferdams with gas-tight bulkheads. any), etc., shall be fitted in the engine room or in
another non-dangerous room. Where drive
13.3 The construction and workmanship of the shafts pass through pump room bulkhead or
boilers and burners are to be proved to be deck plating, gas-tight glands are to be fitted.
satisfactory in operation with crude oil. The The glands are to be efficiently lubricated from
whole surface of the boilers shall be gas-tight outside the pump room.
separated from the engine room. The boilers
themselves are to be tested for gas-tightness 13.5 Pumps shall be fitted with a pressure relief
before being used. The whole system of pumps, bypass from delivery to suction side and it shall
strainers, separators and heaters, if any, shall be possible to stop them by a remote control
be fitted in the cargo pump room or in another placed in a position near the boiler fronts or
room, to be considered as dangerous and machinery control room and from outside the
separated from engine and boiler room by gas- engine room.
tight bulkheads. When crude oil is heated by
steam or hot water the outlet of the heating coils
13.6 When it is necessary to preheat crude oil or exhaust fans (defined in 13.10) to ensure that
slops, their temperature is to be automatically whenever crude oil is circulating the fans are
controlled and a high temperature alarm is to be running.
fitted.
13.9 Boilers shall be fitted with a tray or gutter
13.7 The piping for crude oil or slops and the way of acceptable height and be placed in such
draining pipes for the tray defined in 13.9 are to a way as to collect any possible oil leakage from
have a thickness as follows: burners, valves and connections.
External diameter of pipes, de thickness, t Such a tray or gutter way shall be fitted with a
suitable flame proof wire gauze, made of
OD [mm] Thickness [mm] corrosion resistant material and easily
dismountable for cleaning. Delivery and return
82.5 6.3
oil pipes shall pass through the tray or gutterway
88.9 - 108 7.1 by means of a tight penetration and shall then
114.3 > 139.7 8.0 be connected to the oil supply manifolds.
152.4 8.8 A quick closing master valve is to be fitted on
the oil supply to each boiler manifold. The tray
Their connections (to be reduced to a minimum) or gutterway shall be fitted with a draining pipe
are to be of the heavy flange type. Within the discharging into a collecting tank in pump room.
engine room and boiler room these pipes are to This tank is to be fitted with a venting pipe led to
be fitted within a metal duct, which is to be gas- the open in a safe position and with the outlet
tight and tightly connected to the fore bulkhead fitted with wire gauze made of corrosion
separating the pump room and to the tray. This resistant material and easily dismountable for
duct (and the enclosed piping) is to be fitted at a cleaning. The draining pipe is to be fitted with
distance from the ship's side of at least 20% of arrangements to prevent the return of gas to the
the vessel's beam amidships and be at an boiler or engine room.
inclination rising towards the boiler so that the oil
naturally returns towards the pump room in the 13.10 Boilers shall be fitted with a suitable hood
case of leakage or failure in delivery pressure. It placed in such a way as to enclose as much as
is to be fitted with inspection openings with gas- possible of the burners, valves and oil pipes,
tight doors in way of connections of pipes within without preventing, on the other side, air inlet to
it, with an automatic closing drain-trap placed on burner register. The hood, if necessary, is to be
the pump room side, set in such a way as to fitted with suitable doors placed in such a way
discharge leakage of crude oil into the pump as to enable inspection of and access to oil
room. In order to detect leakages, level position pipes and valves placed behind it. It is to be
indicators with relevant alarms are to be fitted on fitted with a duct leading to the open in a safe
the drainage tank defined in 13.9. Also a vent position, the outlet of which is to be fitted with a
pipe is to be fitted at the highest part of the duct suitable flame wire gauze, easily dismountable
and is to be led to the open in a safe position. for cleaning. At least two mechanically driven
The outlet is to be fitted with a suitable flame exhaust fans having spark proof impellers are to
proof wire gauze of corrosion resistant material be fitted so that the pressure inside the hood is
which is to be easily removable for cleaning. less than that in the boiler room. The exhaust
fans are to be connected with automatic change
The duct is to be permanently connected to an over in case of stoppage or failure of the one in
approved inert gas system or steam supply in operation. The exhaust fan prime movers shall
order to make possible: be placed outside the duct and a gas-tight
bulkhead penetration shall be provided for shaft.
- injection of inert gas or steam in the duct in
case of fire or leakage Electrical equipment installed in gas dangerous
areas or in areas which may become dangerous
- purging of the duct before carrying out work (i.e. in the hood or duct in which crude-oil piping
on the piping in case of leakage. is placed) is to be of certified safe type.
13.8 In way of the bulkhead to which the duct 13.11 When using fuel oil for delivery to and
defined in 13.7 is connected, delivery and return return from boilers fuel oil burning units in
oil pipes are to be fitted on the pump room side, accordance with the Rules shall be fitted in the
with shut-off valves remotely controlled from a boiler room. Fuel oil delivery to, and returns
position near the boiler fronts or from the from, burners shall be effected by means of
machinery control room. The remote control suitable mechanical interlocking devices so that
valves should be interlocked with the hood
Appendix A
List of oils*
Asphalt solutions
Gasoline blending stocks
Blending stocks
Roofers flux Alkylates - fuel
Straight run residue Reformaters
Polymer - fuel
Oils
Gasolines
Clarified
Crude oil Casinghead (natural)
Mixtures containing crude oil Automotive
Diesel oil Aviation
Fuel oil no.4 Straight run
Fuel oil no.5 Fuel oil no.1 (kerosene)
Fuel oil no.6 Fuel oil no.1-D
Residual fuel oil Fuel oil no.2
Road oil Fuel oil no.2-D
Transformer oil
Aromatic oil (excluding vegetable oil) Jet fuels
Lubricating oils and blending stocks
Mineral oil JP-1 (kerosene)
Motor oil JP-3
Penetrating oil JP-4
Spindle oil JP-5 (kerosene, heavy)
Turbine oil Turbo fuel
Kerosene
Distillates Mineral spirit
Appendix B
List of cargoes other than oils which can be carried on oil tankers
Note 2 : Some liquid substances are identified as falling into Pollution Category Z and therefore,
subject to certain requirements of Annex II of MARPOL 73/78.
End of Chapter
Chapter 3
Chemical Carriers
Contents
Section
Introduction
Preamble
1 General
2 Ship Survival Capability and Location of Cargo Tanks
3 Ship Arrangements
4 Cargo Containment
5 Cargo Transfer
6 Materials of Construction, Protective Linings and Coatings
7 Cargo Temperature Control
8 Cargo Tank Venting and Gas-freeing Arrangement
9 Environmental Control
10 Electrical Installations
11 Fire Protection and Extinction
12 Mechanical Ventilation in the Cargo Area
13 Instrumentation
14 Personnel Protection
15 Special Requirements
16 Operational Requirements
17 Summary of Minimum Requirements
18 List of Chemicals to which this Chapter does not Apply
19 Index of Products Carried in Bulk
20 Transport of Liquid Chemical Wastes
21 Inert Gas Systems
Introduction
IR 1.3 The Rules incorporate the final text of the IR 2.0 Ship operational requirements
IBC Code in full. For purpose of classification
with Indian Register of Shipping and assignment IR 2.1 The IBC Code contains requirements in
of the notations provided for in IR 4.0, chemical respect of operational matters which are not
tankers are required to comply with these Rules within the scope of classification as defined in
and the relevant provisions of IRS Rules and the Rules for Ships, but are the responsibility of
Regulations for the Classification of Ships. The the National Authority or Administration
paragraphs which are not included in the IMO responsible for issuing the Certificate of Fitness.
code, but have been included in these Rules for
the purpose of classification have been prefixed IR 2.2 Similarly, operational requirements which
with the letters "IR". appear in the IBC Code will not be dealt with by
IRS for classification purposes.
IR 1.4 Ships built prior to the coming-into-force
date of these Rules where the provisions of IR 2.3 Those paragraphs which are considered
these Rules have not been applied will continue to be operational are indicated in Sec.16.
to be dealt with for classification purposes on
the basis of the Rules for Chemical Tankers to IR 3.0 Chemicals to which the Code does not
which these vessels were built. In considering apply
new or additional chemical cargoes for inclusion
in the cargo lists of these ships individual IR 3.1 Sec.18 contains a list of chemicals to
consideration, taking account of the ships' which the IBC Code does not apply. For
arrangements and the nature of the proposed classification purposes the carriage of these
cargoes, will be given. listed products is therefore not restricted to
Chemical Tankers constructed in accordance
with these Rules.
Fig. IR 4.2
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IR 4.4 The assignment of Ship Type will not IR 4.5.4 Chemical tankers will not generally be
imply that the ship is suitable for all cargoes eligible for a reduction of cargo tank scantlings
listed in Sec.17 as requiring that Ship Type. in association with a corrosion control notation.
Those cargoes from Sec.17 and 18 for the
carriage of which the ship has been approved IR 5.0 List of defined Cargoes
will be named on a list of Defined Cargoes
which will be attached to the Classification IR 5.1 The tanks for which each cargo has been
Certificate. approved will be indicated on the list of Defined
Cargoes attached to the Classification
IR 4.5 Additional notations Certificate as provided for in IR 4.4 together with
any specific conditions of carriage.
IR 4.5.1 Additional notations may be given for
the following features:- IR 5.2 Where Chemical Cargoes which are dealt
with in these Rules but which are not on the list
a) Independent tanks, when fitted; of Defined Cargoes for classification purposes
are to be carried, it will be Owner's responsibility
b) Maximum permissible specific gravity for to ensure that particulars are forwarded to IRS
which the scantlings have been approved, for consideration of the classification aspects
where greater than 1.025, e.g. "SG 2.0"; prior to carriage.
11. As from the date of entry into force of the to the Code, whether from the point of view
1983 amendments to the 1974 SOLAS of safety or of marine pollution, must be
Convention (i.e. 1 July 1987) and the date of adopted and brought into force in
implementation of Annex II of MARPOL accordance with the procedures laid down
73/78 (i.e. 6 April 1987), this Code became in Article VIII of SOLAS 74 and Article 16 of
subject to mandatory requirements under MARPOL 73/78 respectively.
these Conventions. Any future amendment
Section 1
General
1.1 Application
IR 1.1.6 Products covered in 1.1.6 will be
IR 1.1.1 The requirements of this Chapter are in specially considered by IRS.
addition to the requirements of Pt.1 to 4 of the
Rules as applicable. 1.1.7 Unless expressly provided otherwise the
Chapter applies to ships the keels of which are
1.1.1 This Chapter applies to ships regardless of at a stage at which:
size, including those of less than 500 tons gross
tonnage, engaged in the carriage of bulk .1 construction identifiable with the ship begins;
cargoes of dangerous or noxious liquid chemical and
substances, other than petroleum or similar
flammable products as follows: .2 assembly has commenced comprising at
least 50 tonnes or 1% of the estimated mass of
.1 products having significant fire hazards in all structural material, whichever is less;
excess of those of petroleum products and
similar flammable products; on or after 1 July 1986.
.2 products having significant hazards in IR 1.1.7 For classification purposes these Rules
addition to or other than flammability. may, but need not be, applied to ships for which
the midship section is approved prior to 1 July
1.1.2 Products that have been reviewed and 1986.
determined not to present safety and pollution
hazards to such an extent as to warrant the 1.1.8 A ship, irrespective of the date of
application of the Code are found in Sec.18. construction, which is converted to a chemical
tanker on or after 1 July 1986, is to be treated as
1.1.3 Liquids covered by the Chapter are those a chemical tanker constructed on the date on
having a vapour pressure not exceeding 0.28 which such conversion commences. This
MPa at a temperature of 37.8°C. conversion provision does not apply to the
modification of a ship referred to in regulation
1.1.4 For the purpose of the 1974 SOLAS 1(12) of Annex II of MARPOL 73/78.
Convention, the Chapter applies to ships which
are engaged in the carriage of products included 1.1.9 Where reference is made in the Chapter to
in Sec.17 on the basis of their safety a paragraph, all the provisions of the
characteristics and identified as such by an subparagraphs of that designation will apply.
entry of S or S/P in column d.
1.2 Hazards
1.1.5 For the purposes of MARPOL 73/78, the
Code applies only to NLS tankers, as defined in Hazards of products covered by this Chapter
regulation 1.16.2 of Annex II thereof, which are include:
engaged in the carriage of Noxious Liquid
Substances identified as such by an entry of X, 1.2.1 Fire hazard defined by flashpoint, boiling
Y or Z in column c of Section 17. point, flammability limits and auto-ignition
temperature of the chemical.
1.1.6 For a product proposed for carriage in
bulk, but not listed in Sec.17 or 18, the 1.2.2 Health hazard defined by:
Administration and port Administrations involved
in such carriage should prescribe the preliminary .1 corrosive effects on the skin in the liquid
suitable conditions for the carriage, having state; or
regard to the criteria for hazard evaluation of
bulk chemicals. The Organization should be .2 acute toxic effect, taking into account
notified of the conditions for consideration for values of
inclusion of the product in the Code. For the
evaluation of the pollution hazard of such a LD50 (oral): a dose which is lethal to
product and assignment of its pollution category, 50% of the test subjects
the procedure specified in regulation 6.3 of when administered orally;
Annex II of MARPOL 73/78 must be followed.
1.3.1 Accommodation spaces are those 1.3.10 Cofferdam is the isolating space
spaces used for public spaces, corridors, between two adjacent steel bulkheads or decks.
lavatories, cabins, offices, hospitals, cinemas, This space may be a void space or a ballast
games and hobbies rooms, barber shops, space.
pantries containing no cooking appliances and
similar spaces. Public spaces are those portions 1.3.11 Control stations are those spaces in
of the accommodation spaces which are used which ship's radio or main navigating equipment
for halls, dining rooms, lounges and similar or the emergency source of power is located or
permanently enclosed spaces. where the fire-recording or fire-control
equipment is centralized. This does not include
1.3.2.1 Administration means the Government special fire-control equipment which can be
of the State whose flag the ship is entitled to fly. most practically located in the cargo area.
1.3.2.2 Port administration means the 1.3.12 Dangerous chemicals means any liquid
appropriate authority of the country in the port chemicals designated as presenting a safety
which the ship is loading or unloading. hazard, based on the safety criteria for
assigning products to chapter 17.
1.3.3 Boiling point is the temperature at which
a product exhibits a vapour pressure equal to 1.3.13 Density is the ratio of the mass to the
the atmospheric pressure. volume of a product, expressed in terms of
kilograms per cubic metre. This applies to ventilation and air-conditioning machinery, and
liquids, gases and vapours. similar spaces, and trunks to such spaces.
IR 1.4.1 The construction, equipment, etc. which .1 require repairs to a ship; and
do not comply with the provisions of these Rules
but are considered to be equivalent to these .2 carry out surveys if requested by the port
Rules would be specially considered by IRS. State authority concerned.
1.4.1 Where the Chapter requires that a The Administration should notify the
particular fitting, material, appliance, apparatus, Organization of the specific responsibilities and
item of equipment or type thereof is to be fitted condition of the authority delegated to
or carried in a ship, or that any particular
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nominated surveyors or recognized organization arrangements and material comply with the
for circulation to the Contracting Governments. applicable provisions of the Code.
1.5.1.4 In every case, the Administration should IR.3 Those items which are additional to the
guarantee the completeness and efficiency of requirements of Annual Survey may be
the survey, and should undertake to ensure the examined between the second or third
necessary arrangements to satisfy this annual survey.
obligation.
.4 A mandatory annual survey within 3
1.5.2 Survey requirements months before or after the anniversary of the
International Certificate of Fitness for the
IR 1.5.2.1 The Classification Regulations for Carriage of Dangerous Chemicals in Bulk
New Construction Surveys, the classification of which should include a general examination
ships not built under Survey and Periodical to ensure that the structure, equipment,
Survey Regulations are given in Pt.1 of the fittings, arrangements and materials remain
Rules. The following requirements are also to be in all respects satisfactory for the service for
complied with. which the ship is intended. Such a survey
should be endorsed in the International
1.5.2.1 The structure, equipment, fittings, Certificate of Fitness for the Carriage of
arrangements and material (other than items in Dangerous Chemicals in bulk.
respect of which a Cargo Ship Safety
Construction Certificate, Cargo Ship Safety .5 An additional survey, either general or
Equipment Certificate and Cargo Ship Safety partial according to the circumstances,
Radiotelegraphy Certificate or Cargo Ship should be made when required after an
Safety Radiotelephony Certificate are issued) of investigation prescribed in 1.5.3.3 or
a chemical tanker should be subjected to the whenever any important repairs or renewals
following surveys: are made. Such a survey should ensure that
the necessary repairs or renewals have been
.1 An initial survey before the ship is put in effectively made, that the material and
service or before the International Certificate workmanship of such repairs or renewals are
of Fitness for the Carriage of Dangerous satisfactory; and that the ship is fit to proceed
Chemical in Bulk is issued for the first time, to sea without danger to the ship or persons
which should include a complete examination on board or without presenting unreasonable
of its structure, equipment, fittings, threat of harm to the marine environment.
arrangements and material in so far as the
ship is covered by the Code. This survey 1.5.3 Maintenance of conditions after survey
should be such as to ensure that the
structure, equipment, fittings, arrangements 1.5.3.1 The condition of the ship and its
and material fully comply with the applicable equipment should be maintained to confirm with
provisions of the Code. the provisions of the Code to ensure that the
ship will remain fit to proceed to sea without
.2 A periodical survey at intervals specified danger to the ship or persons on board or
by the Administration, but not exceeding 5 without presenting an unreasonable threat of
years which should be such as to ensure that harm to the marine environment.
the structure, equipment, fittings,
1.5.6.6 A certificate, issued to a ship engaged State whose flag the ship was formerly
on short voyages which has not been extended entitled to fly shall, as soon as possible
under the foregoing provisions of this section, transmit to the Administration copies of the
may be extended by the Administration for a certificates carried by the ship before the
period of grace of up to one month from the date transfer and, if available, copies of the
of expiry stated on it. When the renewal survey relevant survey reports.
is completed, the new certificate shall be valid to
a date not exceeding 5 years from the date of IR 1.6 Plans and particulars
expiry of the existing certificate before the
extension was granted. IR 1.6.1 A general arrangement is to be
submitted for approval giving location of:
1.5.6.7 In special circumstances, as determined
by the Administration, a new certificate need not - cargo hatches, tank cleaning hatches and
be dated from the date of expiry of the existing any other openings to the cargo tanks.
certificate as required by 1.5.6.2.2, 1.5.6.5 or
1.5.6.6. In these special circumstances, the new - doors, hatches and any other openings to
certificate shall be valid to a date not exceeding pump rooms and other gas-dangerous
5 years from the date of completion of the spaces.
renewal survey.
- ventilating pipes and openings for cargo
1.5.6.8 If an annual or intermediate survey is tanks, pump rooms and other gas-
completed before the period specified in 1.5.2, dangerous spaces.
then:
- doors, air locks, hatches, ventilating pipes
.1 the anniversary date shown on the certificate and openings, hinged scuttles which can be
shall be amended by endorsement to a date opened, and other openings to gas safe
which shall not be more than 3 months later spaces adjacent to the cargo area including
than the date on which the survey was spaces in and below the forecastle.
completed;
- cargo pipes and gas return pipes over the
.2 the subsequent annual or intermediate survey deck with shore-connections including stern
required by 1.5.2 shall be completed at the pipes for cargo discharge or gas-freeing of
intervals prescribed by that section using the cargo tanks.
new anniversary date; and
- deckplan showing location and type of all
.3 the expiry date may remain unchanged monitoring equipment for cargo handling
provided one or more annual or intermediate such as, level gauging, overflow control,
surveys, as appropriate, are carried out so that temperature read out etc.
the maximum intervals between the surveys
prescribed by 1.5.2 are not exceeded. IR 1.6.2 Plans with the following particulars for
the tanks are to be submitted for approval:
1.5.6.9 The certificate issued under 1.5.4 or
1.5.5 should cease to be valid in any of the - drawings of cargo tanks including
following cases: information on non-destructive testing of
welds and strength and tightness testing of
.1 if the relevant surveys are not completed tanks.
within the periods specified under 1.5.2;
- drawings of support and staying of
.2 if the Certificate is not endorsed in independent cargo tanks.
accordance with 1.5.2.1.3 or 1.5.2.1.4;
- a complete stress analysis is to be
.3 upon transfer of the ship to the flag of submitted for pressure tanks.
another State. A new certificate should only
be issued when the Government issuing the - damage stability calculations.
new certificate is fully satisfied that the ship
is in compliance with the requirements of IR 1.6.3 Plans of the following pumping and
1.5.3.1 and 1.5.3.2. In the case of a transfer piping arrangements with accessories are to be
between Governments that are both a submitted for approval:
Contacting Government to the 1974 SOLAS
Convention and a party to MARPOL 73/78, if - diagrams of the cargo piping system
requested within 3 months after the transfer including details such as expansion
has taken place, the Government of the elements and flange connections.
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- arrangements for cargo tank stripping and - arrangement of cargo cooling systems.
drainage/stripping of cargo lines.
- arrangement of possible thermal insulation
- diagram of tank washing. and specification of insulation materials.
Section 2
.3 A Type 3 ship is a chemical tanker loads resulting from bottom damage are not
intended to transport products listed in directly transmitted to the cargo tank structure.
Sec.17 with sufficiently severe environmental
and safety hazards which require a moderate 2.2.5 The master of the ship is to be supplied
degree of containment to increase survival with a loading and stability information booklet.
capability in a damaged condition. This booklet is to contain details of typical
service and ballast conditions, provisions for
Thus a Type 1 ship is a chemical tanker evaluating other conditions of loading and a
intended for the transportation of products summary of the ship's survival capabilities. In
considered to present the greatest overall addition, the booklet is to contain sufficient
hazard and Type 2 and Type 3 for products of information to enable the master to load and
progressively lesser hazards. Accordingly, a operate the ship in a safe and seaworthy
Type 1 ship is to survive the most severe manner.
standard of damage and its cargo tanks are to
be located at the maximum prescribed distance 2.2.6 All ships, subject to the requirements of
inboard from the shell plating. this Chapter, are to be fitted with a stability
instrument, capable of verifying compliance with
2.1.3 The ship type required for individual intact and damage stability requirements,
products is indicated in column "e" in the Table approved by the Administration/ IRS, having
17.1.1. regard to the recommended performance
standards
2.1.4 If a ship is intended to carry more than one
product listed in Sec.17, the standard of damage (Refer to Part B, Chapter 4, of the International
is to correspond to that product having the most Code on Intact Stability, 2008 (2008 IS Code),
stringent ship type requirement. The as amended; the Guidelines for the Approval of
requirements for the location of individual cargo Stability Instruments (MSC.1/Circ.1229), Annex,
tanks, however, are those for ship types related Section 4, as amended; and the technical
to the respective products intended to be standards defined in Part 1 of the Guidelines for
carried. verification of damage stability requirements for
tankers (MSC.1/Circ.1461)
2.2 Freeboard and stability
.1 ships constructed before 1 January 2016 are
2.2.1 Ships subject to this Chapter may be to comply with this requirement at the first
assigned the minimum freeboard permitted by scheduled renewal survey of the ship on or after
the International Convention on Load Lines in 1 January 2016 but not later than 1 January
force. However, the draught associated with the 2021;
assignment is not to be greater than the
maximum draught otherwise permitted by this .2 notwithstanding the requirements of 2.2.6.1, a
Chapter. stability instrument fitted on a ship constructed
before 1 January 2016 need not be replaced
2.2.2 The stability of the ship in all seagoing provided it is capable of verifying compliance
conditions is to be to a standard which is with intact and damage stability, to the
acceptable to the Administration. satisfaction of the Administration/ IRS; and
2.2.3 When calculating the effect of free .3 for the purposes of control under regulation
surfaces of consumable liquids for loading 16 of MARPOL Annex II, the Administration/ IRS
conditions it is to be assumed that, for each type may issue a document of approval for the
of liquid, at least one transverse pair or a single stability instrument.
centre tank has a free surface and the tank or
combination of tanks to be taken in to account is 2.2.7 The Administration may waive the
to be that where the effect of the free surfaces is requirements of 2.2.6 for the following ships
the greatest. The free surface effect in provided the procedures employed for intact and
undamaged compartments is to be calculated by damage stability verification maintain the same
a method acceptable to the Administration. degree of safety, as being loaded in accordance
with the approved conditions (Refer to
2.2.4 Solid ballast is not normally to be used in operational guidance provided in Part 2 of the
double bottom spaces in the cargo area. Where, guidelines for verification of damage stability
however, because of stability considerations, the requirements for tankers (MSC.1/Circ.1461).
fitting of solid ballast in such spaces becomes Any such waiver would be duly noted on the
unavoidable, then its disposition is to be International Certificate of Fitness referred to in
governed by the need to ensure that the impact 1.5.4:
2.3.1 The provision and control of valves fitted to 2.4.1 Damage survival capability is to be
discharges led through the shell from spaces investigated on the basis of the loading
below the freeboard deck or from within the information submitted to IRS for all anticipated
superstructures and deckhouses on the conditions of loading and variations in draught
freeboard deck fitted with weathertight doors are and trim. Ballast conditions where the chemical
to comply with the requirements of the relevant tanker is not carrying products covered by this
regulation of the International Convention on Chapter, or is carrying only residues of such
Load Lines in force, except that the choice of products, need not be considered.
valves is to be limited to:
2.5 Damage assumptions
.1 one automatic nonreturn valve with a
positive means of closing from above the 2.5.1 The assumed maximum extent of damage
freeboard deck; or is to be :
Side damage
1 2/3
Longitudinal extent 3
L or 14.5 [m], whichever is less
B/5 or 11.5 [m], whichever is less (measured inboard from the ship's side at
Transverse extent
the right angles to the centreline at the level of the summer load line)
upwards without limit (from the moulded line of the bottom shell plating at
Vertical extent
centreline)
Bottom damage
For 0.3L from the forward
Any other part of the ship
perpendicular of the ship
Longitudi-nal extent 1
3
L2/3 or 14.5 [m], whichever is less 1
3
L2/3 or 5 [m], whichever is less
Transver-se extent B/6 or 10 [m], whichever is less B/6 or 5 [m], whichever is less
B/15 or 6 [m], whichever is less. B/15 or 6 [m], whichever is less.
(measured from the moulded line of (measured from the moulded line of
Vertical extent
the bottom shell plating at centreline the bottom shell plating at centreline
(see 2.6.2)) (see 2.6.2))
Section 3
Ship Arrangements
.1 unrestricted passage at all times from any 3.4.3 For access through vertical openings, or
ladder platform and from the floor; and manholes providing passage through the length
and breadth of the space, the minimum clear
.2 unrestricted access to all valves necessary opening is to be not less than 600 [mm] by 800
for cargo handling for a person wearing the [mm] at a height of not more than 600 [mm] from
required personnel protective equipment. the bottom shell plating unless gratings or other
footholds are provided.
3.3.2 Permanent arrangements are to be made
for hoisting an injured person with a rescue line 3.4.4 Smaller dimensions may be approved by
while avoiding any projecting obstacles. IRS in special circumstances, if the ability to
traverse such openings or to remove an injured
3.3.3 Guard railings are to be installed on all person can be proved to the satisfaction of IRS.
ladders and platforms.
3.5 Bilge and ballast arrangements
3.3.4 Normal access ladders are not to be fitted
vertical and are to incorporate platforms at 3.5.1 Pumps, ballast lines, vent lines and other
suitable intervals. similar equipment serving permanent ballast
tanks are to be independent of similar
3.3.5 Means are to be provided to deal with equipment serving cargo tanks and of cargo
drainage and any possible leakage from cargo tanks themselves. Discharge arrangements for
pumps and valves in cargo pump-rooms. The permanent ballast tanks sited immediately
bilge system serving the cargo pump-room is to adjacent to cargo tanks are to be outside
be operable from outside the cargo pump-room. machinery spaces and accommodation spaces.
One or more slop tanks for storage of Filling arrangements may be in the machinery
contaminated bilge water or tank washings are spaces provided that such arrangements ensure
to be provided. A shore-connection with a filling from tank deck level and non-return valves
standard coupling or other facilities are to be are fitted.
provided for transferring contaminated liquids to
on-shore reception facilities. 3.5.2 Filling of ballast in cargo tanks may be
arranged from deck level by pumps serving
3.3.6 Pump discharge pressure gauges are to permanent ballast tanks, provided that the filling
be provided outside the cargo pump-room. line has no permanent connection to cargo
tanks or piping and that non-return valves are
3.3.7 Where machinery is driven by shafting fitted.
passing through a bulkhead or deck, gastight
seals with efficient lubrication or other means of 3.5.3 Bilge pumping arrangements for cargo
ensuring the permanence of the gas seal are to pump-rooms, pump-rooms, void spaces, slop
be fitted in way of the bulkhead or deck. tanks, double bottom tanks and similar spaces
are to be situated entirely within the cargo area
3.4 Access to spaces in the cargo area except for void spaces, double bottom tanks and
ballast tanks where such spaces are separated
3.4.1 Access to cofferdams, ballast tanks, cargo from tanks containing cargo or residues of cargo
tanks and other spaces in the cargo area is to by a double bulkhead.
be direct from the open deck and such as to
ensure their complete inspection. Access to 3.6 Pump and pipeline identification
double bottom spaces may be through a cargo
pump-room, pump-room, deep cofferdam, pipe 3.6.1 Provisions are to be made for the
tunnel or similar compartments, subject to distinctive marking of pumps, valves and
consideration of ventilation aspects. pipelines to identify the service and tanks which
they serve.
3.7 Bow or stern loading and unloading to be located on the outboard side of the
arrangements superstructure or deckhouse at a distance of at
least 4% of the length of the ship but not less
3.7.1 Cargo piping may be fitted to permit bow than 3 [m] from the end of the house facing the
or stern loading and unloading. Portable cargo shore-connection location of the bow or
arrangements are not permitted. stern loading and unloading arrangements. This
distance, however, need not exceed 5 [m].
3.7.2 Bow or stern loading and unloading lines Sidescuttles facing the shore-connection
are not to be used for the transfer of products location and on the sides of the superstructure
required to be carried in type 1 ships. Bow and or deckhouse within the distance mentioned
stern loading and unloading lines are not to be above are to be of the fixed (non-opening) type.
used for the transfer of cargoes emitting toxic In addition, during the use of the bow or stern
vapours required to comply with 15.12.1, unless loading and unloading arrangements, all doors,
specifically approved by IRS. ports and other openings on the corresponding
superstructure or deck-house side should be
3.7.3 In addition to the requirements of 5.1 the closed. Where, in the case of small ships,
following provisions apply : compliance with 3.2.3 and this paragraph is not
possible, IRS may approve relaxations from the
.1 The piping outside the cargo area is to be above requirements.
fitted at least 760 [mm] inboard on the open
deck. Such piping is to be clearly identified 3.7.5 Air pipes and other openings to enclosed
and fitted with a shutoff valve at its spaces not listed in 3.7.4 are to be shielded from
connection to the cargo piping system within any spray which may come from a burst hose or
the cargo area. At this location, it is also to connection.
be capable of being separated by means of a
removable spool piece and blank flanges 3.7.6 Escape routes are not to terminate within
when not in use. the coamings required by 3.7.7 or within a
distance of 3 [m] beyond the coamings.
.2 The shore-connection is to be fitted with a
shutoff valve and a blank flange. 3.7.7 Continuous coamings of suitable height
are to be fitted to keep any spills on deck and
.3 The piping is to be full penetration butt away from the accommodation and service
welded, and fully radiographed. Flange areas.
connections in the piping are only to be
permitted within the cargo area and at the 3.7.8 Electrical equipment within the coamings
shore-connection. required by 3.7.6 or within a distance of 3 [m]
beyond the coamings is to be in accordance
.4 Spray shields are to be provided at the with the requirements of Sec.10.
connections specified in .1 as well as
collecting trays of sufficient capacity with 3.7.9 Fire-fighting arrangements for the bow or
means for the disposal of drainage. stern loading and unloading areas are to be in
accordance with 11.3.16.
.5 The piping is to be self-draining to the
cargo area and preferably into a cargo tank. 3.7.10 Means of communication between the
Alternative arrangements for draining the cargo control station and the cargo shore-
piping may be accepted by IRS. connection location are to be provided and
certified safe, if necessary. Provision is to be
.6 Arrangements are to be made to allow made for the remote shutdown of cargo pumps
such piping to be purged after use and from the cargo shore-connection location.
maintained gas-safe when not in use. The
vent pipes connected with the purge are to IR3.8 Emergency towing arrangement (ETA)
be located in the cargo area. The relevant
connections to the piping are to be provided IR3.8.1 All chemical carriers of deadweight
with shutoff valve and blank flange. 20,000 tonnes and above are to be provided
with emergency towing arrangements at both
3.7.4 Entrances, air inlets and openings to forward and aft ends. Emergency towing
accommodation, service and machinery spaces arrangements are to be as per Pt.5, Ch.2,
and control stations are not to face the cargo Sec.2.
shore-connection location of bow or stern
loading and unloading arrangements. They are
Section 4
Cargo Containment
Section 5
Cargo Transfer
5.1.4 The design pressure is not to be less than 5.2.2 Cargo piping is to be joined by welding
1 [MPa] gauge except for open-ended lines except:
where it is to be not less than 0.5 [MPa] gauge.
.1 for approved connections to shutoff valves
5.1.5 For pipes, the allowable stress to be and expansion joints; and
considered in the formula for to in 5.1.1 is the
lower of the following values: .2 for other exceptional cases specifically
approved by IRS.
Rm R
or e 5.2.3 The following direct connections of pipe
A B lengths, without flanges may be considered:
5.5.1 Cargo piping is not to be installed under 5.6 Cargo transfer control systems
deck between the outboard side of the cargo-
containment spaces and the skin of the ship 5.6.1 For the purpose of adequately controlling
unless clearances required for damage the cargo, cargo transfer systems are to be
protection (see 2.6) are maintained; but such provided with:
distances may be reduced where damage to the
pipe would not cause release of cargo provided .1 one stop valve capable of being manually
that the clearance required for inspection operated on each tank filling and discharge
purposes is maintained. line, located near the tank penetration; if an
individual deepwell pump is used to
5.5.2 Cargo piping, located below the main discharge the contents of a cargo tank, a
deck, may run from the tank it serves and stop valve is not required on the discharge
penetrate tank bulkheads or boundaries line of that tank;
common to longitudinally or transversally
adjacent cargo tanks, ballast tanks, empty .2 one stop valve at each cargo hose
tanks, pump-rooms or cargo pump-rooms connection;
provided that inside the tank it serves, it is fitted
with a stop valve operable from the weather .3 remote shutdown devices for all cargo
deck and provided cargo compatibility is pumps and similar equipment.
assured in the event of piping failure. As an
exception, where a cargo tank is adjacent to a
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5.6.2 The controls necessary during transfer or maximum working pressure. After this cycle
transport of cargoes covered by this Chapter pressure test has been carried out, the
other than in cargo pump-rooms which have prototype test is to demonstrate a bursting
been dealt with elsewhere in this Chapter are pressure not less than 5 times its specified
not to be located below the weather deck. maximum working pressure at the intended
extreme service temperature. Hoses used for
5.6.3 For certain products additional cargo prototype testing are not to be used for cargo
transfer control requirements are shown in service. Thereafter, before being placed in
column "o" in Sec.17, Table 17.1.1. service, each new length of cargo hose
produced is to be hydrostatically tested at
5.7 Ship's cargo hoses ambient temperature to a pressure not less than
1.5 times its specified maximum working
5.7.1 Liquid and vapour hoses used for cargo pressure but not more than two-fifths of its
transfer are to be compatible with the cargo and bursting pressure. The hose is to be stenciled or
suitable for the cargo temperature. otherwise marked with its specified maximum
working pressure and, if used in other than
5.7.2 Hoses subject to tank pressure or the ambient temperature services, its maximum and
discharge pressure of pumps are to be designed minimum service temperature, as applicable.
for a bursting pressure not less than 5 times the The specified maximum working pressure is not
maximum pressure the hose will be subjected to to be less than 1 [MPa] gauge.
during cargo transfer.
IR5.8 Integrated cargo and ballast system
5.7.3 Each new type of cargo hose, complete
with end fittings, is to be prototype-tested at a IR5.8.1 The requirements given in Pt.5, Ch.2,
normal ambient temperature with 200 pressure Sec.7.6 are to be applied.
cycles from zero to at least twice the specified
Section 6
.1 notch ductility at the operating IR 6.5 For use of aluminium coatings onboard
temperature; chemical tankers also see 1.3.4 & 1.3.5 of Ch.2.
Section 7
7.1.4 In any heating or cooling system, means .2 which is external to the tank carrying toxic
are to be provided to ensure that, when in any products; or
condition other than empty, a higher pressure
can be maintained within the system than the .3 where the medium is sampled to check for
maximum pressure head that could be exerted the presence of cargo before it is recirculated
by the cargo-tank contents on the system. to other services of the ship or into the
machinery space. The sampling equipment is
7.1.5 Means are to be provided for measuring to be located within the cargo area and be
the cargo temperature as under: capable of detecting the presence of any
toxic cargo being heated or cooled. Where
.1 The means for measuring the cargo this method is used, the coil return is to be
temperature are to be of restricted or closed tested not only at the commencement of
type, respectively, when a restricted or heating or cooling or a toxic product, but also
closed gauging device is required for on the first occasion the coil is used
individual substances as shown in column "j" subsequent to having carried an unheated or
in Sec.17, Table 17.1.1. uncooled toxic cargo.
Section 8
8.1.5 For ships to which the Chapter applies, the 8.2.4 Tank venting systems are to be designed
requirements of this Section should apply in lieu and operated so as to ensure that neither
of SOLAS regulations II-2/4.5.3, 4.5.6 and pressure nor vacuum created in the cargo tanks
16.3.2. during loading or unloading exceeds tank design
parameters. The main factors to be considered
8.1.6 Ships constructed on or after 1 July 1986, in the sizing of a tank venting system are as
but before 1 July 2002 are to comply with the follows:
requirements of paragraph 8.3.3 by the date of
the first scheduled dry-docking after 1 July 2002, .1 design loading and unloading rate;
but not later than 1 July 2005. However, IRS
may approve relaxation of paragraph 8.3.3 for .2 gas evolution during loading; this should
ships of less than 500 gross tonnage which be taken account of by multiplying the
were constructed on or after 1 July 1986, but maximum loading rate by a factor of at least
before 1 July 2002. 1.25;
8.2.1 All cargo tanks are to be provided with a .4 pressure less in vent piping and across
venting system appropriate to the cargo being valves and fittings;
carried and these systems are to be
independent of the air pipes and venting .5 pressure/vacuum settings of relief devices.
systems of all other compartments of the ship.
Tank venting systems are to be designed so as 8.2.5 Tank vent piping connected to cargo tanks
to minimize the possibility of cargo vapour of corrosion-resistant material, or to tanks which
accumulating about the decks, entering are lined or coated to handle special cargoes, as
accommodation, service and machinery spaces required by this Chapter, is to be similarly lined
and control stations and in the case of or coated, or constructed of corrosion-resistant
flammable vapours entering or collecting in material.
spaces or areas containing sources of ignition.
Tank venting systems are to be arranged to 8.2.6 The master is to be provided with the
prevent entrance of water into the cargo tanks maximum permissible loading and unloading
and at the same time, vent outlets should direct
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rates for each tank or group of tanks consistent
with design of the venting systems. .1 at a height of not less than 6 [m] above the
weather deck or above a raised walkway if
8.3 Types of tank venting systems fitted within 4 [m] of the raised walkway;
maintained when any three tanks are being When the flammable vapour concentration at
simultaneously supplied with inert gas. The the outlets has been reduced to 30% of the
outlets are to extend not less than 2 [m] above lower flammable limit and in the case of a toxic
the deck level. Purging is to continue until the product the vapour concentration does not
concentration of hydrocarbon or other present a significant health hazard, gas freeing
flammable vapours in the cargo tanks has been may thereafter be continued at cargo tank deck
reduced to less than 2% by volume. level.
8.6 Cargo tank gas-freeing 8.6.2 The outlets referred to in 8.6.1.2 and
8.6.1.3 may be fixed or portable pipes.
8.6.1 The arrangements for gas-freeing cargo
tanks used for cargoes other than those for 8.6.3 In designing a gas-freeing system in
which open venting is permitted are to be such conformity with 8.6.1 particularly in order to
as to minimize the hazards due to the dispersal achieve the required exit velocities of 8.6.1.2
of flammable or toxic vapours in the atmosphere and 8.6.1.3, due consideration are to be given to
and to flammable or toxic vapour mixtures in a the following:
cargo tank. Accordingly, gas-freeing operations
are to be carried out such that vapour is initially .1 materials of construction of system;
discharged:
.2 time to gas-free;
.1 through the vent outlets specified in 8.3.4
and 8.3.5; or .3 flow characteristics of fans to be used;
.2 through outlets at least 2 [m] above the .4 the pressure losses created by ducting,
cargo tank deck level with a vertical efflux piping, cargo tank inlets and outlets;
velocity of at least 30 [m/s] maintained during
the gas freeing operation; or .5 the pressure achievable in the fan driving
medium (e.g. water or compressed air);
.3 through outlets at least 2 [m] above the
cargo tank deck level with a vertical efflux .6 the densities of the cargo vapour/air
velocity of at least 20 [m/s] which are mixtures for the range of cargoes to be
protected by suitable devices to prevent the carried.
passage of flame.
Section 9
Environmental Control
9.1.1 Vapour spaces within cargo tanks and, in .3 Drying by filling the cargo tank and
some cases, spaces surrounding cargo tanks associated piping systems with moisture-free
may require to have specially controlled gas or vapour with a dewpoint of -40°C or
atmospheres. below at atmospheric pressure, and
maintaining that condition.
9.1.2 There are four different types of control for
cargo tanks, as follows: .4 Ventilation forced or natural.
.1 Inerting by filling the cargo tank and 9.1.3 Where inerting or padding of cargo tanks
associated piping systems and, where is required by this Chapter in column ‘h’ of
specified in Sec.15, the spaces surrounding Section 17:
the cargo tanks, with a gas or vapour which
will not support combustion and which will .1 An adequate supply of inert gas for use in
not react with the cargo, and maintaining that filling and discharging the cargo tanks is to
condition. be carried or is to be manufactured on board
unless a shore supply is available. In
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addition, sufficient inert gas is to be available .5 Inerting or padding arrangements or both,
on the ship to compensate for normal losses where used with flammable cargoes, are to
during transportation. be such as to minimize the creation of static
electricity during the admission of the inerting
.2 The inert gas system on board the ship is medium.
to be able to maintain a pressure of at least
0.07 bar gauge within the containment 9.1.4 Where drying is used and dry nitrogen is
system at all times. In addition, the inert gas used as the medium, similar arrangements for
system is not to raise the cargo tank supply of the drying agent are to be made to
pressure to more than the tank's relief valve those required in 9.1.3. Where drying agents are
setting. used as the drying medium on all air inlets to the
tank, sufficient medium is to be carried for the
.3 Where padding is used, similar duration of the voyage, taking into consideration
arrangements for supply of the padding the diurnal temperature range and the expected
medium is to be made as required for inert humidity.
gas in .1 and .2.
9.2 Environmental control requirements for
.4 Means are to be provided for monitoring individual products
ullage spaces containing a gas blanket to
ensure that the correct atmosphere is being 9.2.1 The required types of environmental
maintained. control for certain products are shown in column
"h" in Sec.17, Table 17.1.1.
Section 10
Electrical Installations
Section 11
Section 12
12.0 For ships to which the Code applies, the accumulation of toxic or flammable vapours or
requirements of this Section replace the both (taking into account their vapour densities)
requirements of SOLAS regulation II-2/4.5.2.6 and to ensure sufficient oxygen to provide a safe
and 4.5.4. However, for products addressed working environment, but in no case is the
under paragraphs 11.1.2 and 11.1.3, except ventilation system to have a capacity of less
acids and products for which paragraph 15.16 than 30 changes of air per hour based upon the
apply, SOLAS regulation II-2/4.5.2.6 and 4.5.4 total volume of the space. For certain products,
may apply in lieu of the provisions of this increased ventilation rates for cargo pump-
Section. rooms are prescribed in 15.17.
12.1 Spaces normally entered during cargo 12.1.4 Ventilation systems are to be permanent
handling operation and are normally to be of the extraction type.
Extraction from above and below the floor plates
12.1.1 Cargo pump-rooms and other enclosed is to be possible. In rooms housing motors
spaces which contain cargo handling equipment driving cargo pumps, the ventilation is to be of
and similar spaces in which work is performed the positive pressure type.
on the cargo are to be fitted with mechanical
ventilation systems, capable of being controlled 12.1.5 Ventilation exhaust ducts from spaces
from outside such spaces. within the cargo area is to discharge upwards in
locations at least 10 [m] in the horizontal
12.1.2 Provision is to be made to ventilate such direction from ventilation intakes and openings
spaces prior to entering the compartment and to accommodation, service and machinery
operating the equipment and a warning notice spaces and control stations and other spaces
requiring the use of such ventilation is to be outside the cargo area.
placed outside the compartment.
12.1.6 Ventilation intakes are to be so arranged
12.1.3 Mechanical ventilation inlets and outlets as to minimize the possibility of recycling
are to be arranged to ensure sufficient air hazardous vapours from any ventilation
movement through the space to avoid the discharge opening.
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the requirements of 12.1.3, except that the
12.1.7 Ventilation ducts are not to be led capacity is not to be less than 20 changes of air
through accommodation, service and machinery per hour, based upon the total volume of the
spaces or other similar spaces. space. Provision is to be made to ventilate such
spaces prior to entering.
12.1.8 Electric motors driving fans are to be
placed outside the ventilation ducts if the 12.3 Spaces not normally entered
carriage of flammable products is intended.
Ventilation fans and fan ducts, in way of fans Double bottoms, cofferdams, duct keels, pipe
only, for hazardous locations referred to in tunnels, hold spaces and other spaces where
Sec.10 are to be of non-sparking construction cargo may accumulate, are to be capable of
whose details are given in Pt.5, Ch.2, Sec.6.5 of being ventilated to ensure a safe environment
these Rules. when entry into the spaces is necessary. Where
a permanent ventilation system is not provided
12.1.9 Sufficient spare parts are to be carried for for such spaces, approved means of portable
each type of fan on board, required by this mechanical ventilation are to be provided.
Section. Where necessary, owing to the arrangement of
spaces, for instance hold spaces, essential
12.2 Pump-rooms and other enclosed spaces ducting for such ventilation is to be permanently
normally entered installed. For permanent installations, the
capacity of eight air changes per hour is to be
Pump-rooms and other enclosed spaces provided and for portable systems the capacity
normally entered, which are not covered by of 16 air changes per hour. Fans or blowers are
12.1.1, are to be fitted with mechanical to be clear of personnel access openings, and
ventilation systems, capable of being controlled are to comply with 12.1.8.
from outside such spaces and complying with
Section 13
Instrumentation
.2 Restricted device which penetrates the .1 open venting is allowed by this Chapter; or
tank and which, when in use, permits a small
quantity of cargo vapour or liquid to be .2 means are provided for relieving tank
exposed to the atmosphere. When not in pressure before the gauge is operated.
use, the device is completely closed. The
design is to ensure that no dangerous 13.1.4 Types of gauging for individual products
escape of tank contents (liquid or spray) can are shown in column "j" in Sec.17, Table 17.1.1.
take place in opening the device.
IR13.1.5 Openings for open and restricted
IR.2 A restricted device could be a sounding devices are to be located on the weather deck
pipe with vapour tight cover. and are not to be arranged in enclosed
compartments.
.3 Closed device which penetrates the tank,
but which is part of a closed system and 13.2 Vapour detection
keeps tank contents from being released.
Examples are the float-type systems, 13.2.1 Ships carrying toxic or flammable
electronic probe, magnetic probe and products or both are to be equipped with at least
protected sight glass. Alternatively an indirect two instruments designed and calibrated for
device which does not penetrate the tank testing for the specific vapours in question. If
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such instruments are not capable of testing for from the requirement, provided an appropriate
both toxic concentrations and flammable entry is made in the International Certificate of
concentrations, then two separate sets of Fitness for the Carriage of Dangerous
instruments are to be provided. Chemicals in Bulk. When granting such an
exemption, the Administration should recognize
13.2.2 Vapour detection instruments may be the necessity for additional breathing-air supply
portable or fixed. If a fixed system is installed, at and an entry should be made on the
least one portable instrument is to be provided. International Certificate of Fitness for the
Carriage of Dangerous Chemicals in Bulk
The installation requirements for analysing units drawing attention to the provisions of 14.2.4 and
are given in Pt.5, Ch.2, Sec.6, Cl.6.4.4 of these 16.4.2.2.
Rules.
13.2.4 Vapour detection requirements for
13.2.3 When toxic-vapour detection equipment individual products are shown in column "k" in
is not available for some products which require Sec.17, Table 17.1.1.
such detection, as indicated in column "l" in
Sec.17, Table 17.1.1. IRS may exempt the ship
Section 14
Personnel Protection
14.2.1 Ships carrying cargoes for which 15.12, .4 fully charged spare air bottles with a total
15.12.1 or 15.12.3 is listed in column "o" in free air capacity of at least 6,000 l for each
Sec.17, Table 17.1.1 are to have on board breathing apparatus on board in excess of
sufficient but not less than three complete sets
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the requirements of SOLAS Regulation II- provided with suitable respiratory and eye
2/10.10. protection sufficient for every person on board
for emergency escape purposes, subject to the
14.2.4 A cargo pump-room on ships carrying following:
cargoes which are subject to the requirements
of 15.18 or cargoes for which in column "k" in .1 filter-type respiratory protection is
Sec.17, Table 17.1.1 toxic vapour detection unacceptable;
equipment is required but is not available is to
have either: .2 self-contained breathing apparatus is
normally to have at least a duration of
.1 a low-pressure line system with hose service of 15 min;
connections suitable for use with the
breathing apparatus required by 14.2.1. This .3 emergency escape respiratory protection
system is to provide sufficient high-pressure is not to be used for fire-fighting or cargo
air capacity to supply, through pressure handling purposes and is to be marked to
reduction devices, enough low-pressure air that effect.
to enable two men to work in a gas-
dangerous space for at least 1 hour without Individual cargoes to which the provisions of this
using the air bottles of the breathing paragraph apply are indicated in column "n" in
apparatus. Means should be provided for Sec.17, Table 17.1.1.
recharging the fixed air bottles and breathing
apparatus air bottles from a special air 14.3.2 The ship is to have on board medical
compressor suitable for the supply of high- first-aid equipment including oxygen
pressure air of the required purity; or resuscitation equipment and antidotes for
cargoes carried, based on the guidelines
.2 an equivalent quantity of spare bottled air developed by the Organisation.
in lieu of the low-pressure air line.
Reference is made to the Medical First Aid
14.2.5 At least one set of safety equipment as Guide for Use in Accidents Involving Dangerous
required by 14.2.2 is to be kept in a suitable Goods (MFAG), which provides advice on the
clearly marked locker in a readily accessible treatment of casualties in accordance with the
place near the cargo pump-room. The other sets symptoms exhibited as well as equipment and
of safety equipment are also to be kept in antidotes that may be appropriate for treating
suitable, clearly marked, easily accessible, the casualty.
places.
14.3.3 A stretcher which is suitable for hoisting
14.2.6 The breathing apparatus is to be an injured person up from spaces such as the
inspected at least once a month by a cargo pump-room is to be placed in a readily
responsible officer, and the inspection recorded accessible location.
in the ship's log-book. The equipment is to be
inspected and tested by an expert at least once 14.3.4 Suitably marked decontamination
a year. showers and an eyewash are to be available on
deck in convenient locations. The showers and
14.3 Emergency equipment eyewash are to be operation in all ambient
conditions.
14.3.1 Ships carrying cargoes, for which ‘Yes’ is
indicated in column ‘n’ of Table 17.1.1 are to be
Section 15
Special Requirements
15.2.4 The temperature of the heat exchanging 15.3.1 Provision is to be made to maintain a
medium in the tank heating system is not to water pad in the cargo tank during loading,
exceed 160°C. The heating system is to be unloading and transit. In addition, a suitable inert
provided with a control system to keep the cargo gas pad is to be maintained in the ullage space
at a bulk mean temperature of 140°C. High- during transit.
temperature alarms at 145°C and 150°C and a
low-temperature alarm at 125°C are to be 15.3.2 All openings are to be in the top of the
provided. Where the temperature of the heat tank, above the deck.
exchanging medium exceeds 160°C an alarm is
also to be given. Temperature alarms and 15.3.3 Loading lines are to terminate near the
controls are to be located on the navigating bottom of the tank.
bridge.
15.3.4 A standard ullage opening is to be
15.2.5 If the bulk mean cargo temperature provided for emergency sounding.
reaches 145°C, a cargo sample is to be diluted
with ten parts of distilled or demineralized water 15.3.5 Cargo piping and vent lines are to be
to one part of cargo by weight and the acidity independent of piping and vent lines used for
(pH) is to be determined by means of a narrow other cargo.
Carriage under suitable inert gas pad 15.3.20 No other cargo handling, tank cleaning
or deballasting is to take place concurrent with
15.3.11 Carbon disulphide is to be carried in loading or discharge of carbon disulphide.
independent tanks with a design pressure of not
less than 0.06 MPa gauge 15.3.21 A water spray system of sufficient
capacity is to be provided to blanket effectively
15.3.12 All openings are to be located on the top the area surrounding the loading manifold, the
of the tank, above the deck. exposed deck piping associated with product
handling and the tank domes. The arrangement
15.3.13 Gaskets used in the containment of piping and nozzles is to be such as to give a
2
system are to be of a material which does not uniform distribution rate of 10 l/m /min. Remote
react with, or dissolve in, carbon disulphide. manual operation is to be arranged such that
remote starting of pumps supplying the water-
15.3.14 Threaded joints are not permitted in the spray system and remote operation of any
cargo containment system, including the vapour normally closed valves in the system can be
lines. carried out from a suitable location outside the
cargo area adjacent to the accommodation
15.3.15 Prior to loading, the tank(s) is to be spaces and readily accessible and operable in
inerted with suitable inert gas until the oxygen the event of fire in the areas protected. The
level is 2% by volume or lower. Means are to be water-spray system is to be capable of both
provided to automatically maintain a positive local and remote manual operation and the
pressure in the tank using suitable inert gas arrangement is to ensure that any spilled cargo
during loading, transport and discharge. The is washed away. Additionally, a water hose with
system is to be able to maintain this positive pressure to the nozzle when atmospheric
pressure between 0.01 and 0.02 MPa and is to temperature permits is to be connected ready
be remotely monitored and fitted with for immediate use during loading and unloading
over/under-pressure alarms. operations.
15.3.16 Hold spaces surrounding an 15.3.22 No cargo tanks are to be more than
independent tank carrying carbon disulphide is 98% liquid-full at the reference temperature (R).
to be inerted by a suitable inert gas until the
oxygen level is 2% or less. Means are to be 15.3.23 The maximum volume (VL) of cargo to
provided to monitor and maintain this condition be loaded in a tank is to be:
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ρR = relative density of cargo at the reference 15.4.4 In view of the fire hazard, provision is to
temperature (R) be made to avoid any ignition source or heat
generation or both in the cargo area.
ρL = relative density of cargo at the loading
temperature 15.4.5 Pumps may be used for discharging
cargo, provided that they are of a type designed
R = reference temperature. to avoid liquid pressure against the shaft gland
or are of a hydraulically operated submerged
15.3.24 The maximum allowable tank filling type and are suitable for use with the cargo.
limits for each cargo tank is to be indicated for
each loading temperature which may be applied 15.4.6 Provisions are to be made to maintain the
and for the applicable maximum reference inert-gas pad in the cargo tank during loading,
temperature, on a list approved by the unloading and transit.
Administration. A copy of the list is to be
permanently kept on board by the master. 15.5 Hydrogen peroxide solutions
15.3.25 Zones on open deck, or semi-enclosed 15.5.1 Hydrogen peroxide solutions over 60%
spaces on open deck within three metres of a but not over 70%.
tank outlet, gas or vapour outlet, cargo pipe
flange or cargo valve of a tank certified to carry 15.5.1.1 Hydrogen peroxide solutions over 60%
carbon disulphide, are to comply with the but not over 70% is to be carried in dedicated
electrical equipment requirements specified for ships only and no other cargoes are to be
carbon disulphide in column "i", of Section 17. carried.
Also, within the specified zone, no other heat
sources, like steam piping with surface 15.5.1.2 Cargo tanks and associated equipment
temperatures in excess of 80°C is to be allowed. are to be either pure aluminium (99.5%) or solid
stainless steel (304L, 316, 316L or 316Ti), and
15.3.26 Means are to be provided to ullage and passivated in accordance with approved
sample the cargo without opening the tank or procedures. Aluminium is not to be used for
disturbing the positive suitable inert gas blanket. piping on deck. All nonmetallic materials of
construction for the containment system are
15.3.27 The product is to be transported only in neither to be attacked by hydrogen peroxide nor
accordance with a cargo handling plan that has contribute to its decomposition.
been approved by the Administration. Cargo
handling plans are to show the entire cargo 15.5.1.3 Pump-rooms are not to be used for
piping system. A copy of the approved cargo cargo transfer operations.
handling plan is to be made available on board.
The International Certificate of Fitness for the 15.5.1.4 Cargo tanks are to be separated by
Carriage of Dangerous Chemicals in Bulk is to cofferdams from oil fuel tanks or any other
be endorsed to include reference to the space containing flammable or combustible
approved cargo handling plan. materials.
15.5.2.5 Temperature sensors are to be stop flow of the cargo in the event of tank
installed at the top and bottom of the tank. overfill or a piping/hose failure, and the time
Remote temperature readouts and continuous necessary to begin application of dilution
monitoring are to be located on the navigating water with actuation at the cargo control
bridge. If the temperature in the tank rises above location or on the navigating bridge.
35°C, visible and audible alarms are to activate
on the navigating bridge. 15.5.2.10 Only those hydrogen peroxide
solutions which have maximum decomposition
15.5.2.6 Fixed oxygen monitors (or gas rate of 1% per year at 25°C are to be carried.
sampling lines) are to be provided in void Certification from the shipper that the product
spaces adjacent to tanks to detect leakage of meets this standards is to be presented to the
the cargo into these spaces. The enhancement master and kept on board. A technical
of flammability by oxygen enrichments is to be representative of the manufacturer is to be on
recognized. Remote readouts, continuous board to monitor the transfer operations and
monitoring (if gas sampling lines are used, have the capability to test the stability of the
intermittent sampling is satisfactory) and visible hydrogen peroxide. He is to certify to the master
and audible alarms similar to those for the that the cargo has been loaded in a stable
temperature sensors are also to be located on condition.
the navigating bridge. The visible and audible
alarms are to activate if the oxygen 15.5.2.11 Protective clothing that is resistant to
concentration in these void spaces exceeds hydrogen peroxide is to be provided for each
30% by volume. Two portable oxygen monitors crew member involved in cargo-transfer
are also to be available as back-up systems. operations. Protective clothing is to include
coveralls that are nonflammable, suitable
15.5.2.7 As a safeguard against uncontrolled gloves, boots and eye protection.
decomposition, a cargo jettisoning system is to
be installed to discharge the cargo overboard. 15.5.2.12 During transfer of hydrogen peroxide
The cargo is to be jettisoned if the temperature the related piping system is to be separated
rise of the cargo exceeds a rate of 2°C per hour from all other systems. Cargo hoses used for
over a 5 hour period or when the temperature in transfer of hydrogen peroxide are to be marked
the tank exceeds 40°C. "For Hydrogen Peroxide Transfer only".
15.5.2.8 Cargo-tank venting systems with 15.5.3 Procedures for inspection, cleaning,
filtration are to have pressure vacuum-relief passivation and loading of tanks for the
valves for normal controlled venting, and a carriage of hydrogen peroxide solutions over
device for emergency venting, if tank pressure 8% but not over 60% by mass, which have
rises rapidly as a result of an uncontrolled contained other cargoes, or for the carriage
decomposition rate, as stipulated in 15.5.20. of other cargoes after the carriage of
These venting systems are to be designed in hydrogen peroxide
such a manner that there is no introduction of
seawater into the cargo tank even under heavy 15.5.3.1 Tanks having contained cargoes other
sea conditions. Emergency venting is to be than hydrogen peroxide are to be inspected,
sized on the basis of tank design pressure and cleaned and passivated before re-use for the
tank size. transport of hydrogen peroxide solutions. The
procedures for inspection and cleaning, as given
15.5.2.9 A fixed water-spray system is to be in paragraphs 15.5.3.2 to 15.5.3.8 below, apply
provided for diluting and washing away any to both stainless steel and pure aluminium tanks
concentrated solution spilled on deck. The areas (see paragraph 15.5.3.2). Procedures for
covered by the water-spray are to include the passivation are given in paragraph 15.5.3.9 for
manifold/hose connections and the tank tops of stainless steel and 15.5.3.10 for aluminium.
those tanks designated for the carriage of Unless otherwise specified, all steps apply to the
hydrogen peroxide solutions. The minimum tanks and to all associated equipment having
application rate is to satisfy the following criteria: been in contact with the other cargo.
.1 The product is to be diluted from the 15.5.3.2 After unloading the previous cargo the
original concentration to 35% by weight tank should be rendered safe and inspected for
within 5 minutes of the spill. any residues, scale and rust.
.2 The rate of estimated size of the spill is to 15.5.3.3 Tanks and associated equipment shall
be based upon maximum anticipated loading be washed with clean filtered water. The water
and discharge rates, the time required to to be used shall at least have the quality of
potable water with a low chlorine content.
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process shall continue for 8 to 24 h,
15.5.3.4 Trace residues and vapours of the depending upon the concentration of
previous cargo shall be removed by steaming of acid, the ambient temperature and other
tank and equipment. factors. During this time a continuous
contact between the surfaces to be
15.5.3.5 Tanks and equipment are washed passivated and the nitric acid shall be
again with clean water (quality as above) and ensured. In the case of large surfaces
dried, using filtered, oil-free air. this may be achieved by recirculating
the acid. Hydrogen gas may be evolved
15.5.3.6 The atmosphere in the tanks shall be in the passivation process, leading to
sampled and investigated for the presence of the presence of an explosive
organic vapours and oxygen concentration. atmosphere in the tanks. Therefore,
appropriate measures must be taken to
15.5.3.7 The tank shall be checked again by avoid the build-up or the ignition of such
visual inspection for residues of the previous an atmosphere.
cargo, scale and rust as well as for any smell of
the previous cargo. .6 After passivation the surfaces shall
be thoroughly washed with clean filtered
15.5.3.8 If inspection or measurements indicate water. The washing process shall be
the presence of residues of the previous cargo repeated until the effluent water has the
or its vapours, actions described in paragraphs same pH value as the incoming water.
15.5.3.3 to 15.5.3.5 shall be repeated.
.7 Surfaces treated according to the
15.5.3.9 Tanks and equipment made from above steps may cause some
stainless steel have contained other cargoes decomposition when coming into
than hydrogen peroxide or which have been contact with hydrogen peroxide for the
under repair shall be cleaned and passivated, first time. This decomposition will cease
regardless of any previous passivation, after a short time (usually within two or
according to the following procedure: three days). Therefore an additional
flushing with hydrogen peroxide for a
.1 New welds and other repaired parts period of at least two days is
shall be cleaned and finished using recommended.
stainless steel wire brush, chisel,
sandpaper or buff. Rough surfaces shall .8 Only degreasing agents and acid
be given a smooth finish. A final cleaning agents which have been
polishing is necessary. recommended for this purpose by the
manufacturer of the hydrogen peroxide
.2 Fatty and oily residues shall be shall be used in the process.
removed by the use of appropriate
organic solvents or detergent solutions 15.5.3.10 Tanks and equipment made from
in water. The use of chlorine-containing aluminium and which have contained cargoes
compounds shall be avoided as they other than hydrogen peroxide, or which have
can seriously interfere with passivation. been under repair, shall be cleaned and
passivated. The following is an example of a
.3 The residues of the degreasing agent recommended procedure:
shall be removed, followed by a
washing with water. .1 The tank shall be washed with a solution
of a sulphonated detergent in hot water,
.4 In the next step, scale and rust shall followed by a washing with water.
be removed by the application of acid
(e.g. a mixture of nitric and hydrofluoric .2 The surface shall then be treated for 15 to
acids), followed again by a washing with 20 min with a solution of sodium hydroxide
clean water. of a concentration of 7% by mass or treated
for a longer period with a less concentrated
.5 All the metal surfaces which can solution (e.g. for 12 h with 0.4 to 0.5%
come into contact with hydrogen sodium hydroxide). To prevent excessive
peroxide shall be passivated by the corrosion at the bottom of the tank when
application of nitric acid of a treating with more concentrated solutions of
concentration between 10 and 35% by sodium hydroxide, water shall be added
mass. The nitric acid must be free from continuously to dilute the sodium hydroxide
heavy metals, other oxidizing agents or solution which collects there.
hydrogen fluoride. The passivation
Indian Register of Shipping
Chapter 3 Part 5
Page 42 of 84 Chemical Carriers
.3 The tank shall be thoroughly washed with apply to the tanks and to all associated
clean, filtered water. As soon as possible equipment having been in contact with hydrogen
after washing, the surface shall be peroxide):
passivated by the application of nitric acid of
a concentration between 30 and 35% by .1 Hydrogen peroxide cargo residue shall be
mass. The passivation process shall drained as completely as possible from
continue for 16 to 24 h. During this time a tanks and equipment.
continuous contact between the surfaces to
be passivated and the nitric acid shall be .2 Tanks and equipment shall be rinsed with
ensured. clean water, and subsequently thoroughly
washed with clean water.
.4 After passivation the surfaces shall be
thoroughly washed with clean, filtered water. .3 The interior of the tanks hall be dried and
The washing process shall be repeated until inspected for any residues.
the effluent water has the same pH value as
the incoming water. Steps .1 to .3, in 15.5.3.16 shall be carried out
under the supervision of the master or the
.5 A visual inspection shall be made to shipper. Step .3) in paragraph 15.5.3.16 shall be
ensure that all surfaces have been treated. carried out by a person familiar with the safety-
It is recommended that an additional relevant properties of the chemical to be
flushing is carried out for a minimum of 24 h transported and of hydrogen peroxide.
with dilute hydrogen peroxide solution of a
concentration approximately 3% by mass. SPECIAL CAUTIONS :
15.5.3.11 The concentration and stability of the 1) Hydrogen peroxide decomposition may
hydrogen peroxide solution to be loaded shall be enrich the atmosphere with oxygen and
determined. appropriate precautions shall be
observed.
15.5.3.12 The hydrogen peroxide is loaded
under intermittent visual supervision of the 2) Hydrogen gas may be evolved in the
interior of the tank from an appropriate opening. passivation processes described in
paragraphs 15.5.3.9, 15.5.3.10 .2) and
15.5.3.13 If substantial bubbling is observed 15.5.3.10 .4), leading to the presence of
which does not disappear within 15 min after the an explosive atmosphere in the tank.
completion of loading, the contents of the tank Therefore, appropriate measures must
shall be unloaded and disposed of in an be taken to avoid the build-up or the
environmentally safe manner. The tank and ignition of such an atmosphere.
equipment shall then be repassivated as
described above. 15.6 Motor fuel anti-knock compounds
(containing lead alkyls)
15.5.3.14 The concentration and stability of the
hydrogen peroxide solution shall be determined 15.6.1 Tanks used for these cargoes are not to
again. If the same values are obtained within the be used for the transportation of any other cargo
limits of error as in paragraph 15.5.3.10, the except those commodities to be used in the
tank is considered to be properly passivated and manufacture of motor fuel anti-knock
the cargo ready for shipment. compounds containing lead alkyls.
15.7.5 All openings are to be at the top of cargo .2 carboxylic acids and anhydrides (e.g.
tanks, and fittings and joints attached thereto formic, acetic);
are to be materials resistant to phosphorus
pentoxide. .3 halogenated carboxylic acids (e.g.
chloroacetic);
15.7.6 Phosphorus is to be loaded at a
temperature not exceeding 60°C. .4 sulphonic acids (e.g. benzene sulphonic);
15.7.7 Tank heating arrangements are to be .5 caustic alkalies (e.g. sodium hydroxide,
external to tanks and have a suitable method of potassium hydroxide);
temperature control to ensure that the
temperature of the phosphorus does not exceed .6 ammonia and ammonia solutions;
60°C. A high-temperature alarm is to be fitted.
.7 amines and amine solutions;
15.7.8 A water drench system acceptable to IRS
is to be installed in all void spaces surrounding .8 oxidizing substances.
the tanks. The system is to operate
automatically in the event of an escape of 15.8.3 Before loading, tanks are to thoroughly
phosphorus. and effectively cleaned, to remove all traces of
previous cargoes from tanks and associated
15.7.9 Void spaces referred to in 15.7.8 are to pipework, except where the immediately prior
be provided with effective means of mechanical cargo has been propylene oxide or ethylene
ventilation which is to be capable of being oxide/propylene oxide mixtures. Particular care
sealed off quickly in an emergency. is to be taken in the case of ammonia in tanks
made of steel other than stainless steel.
15.7.10 Loading and discharge of phosphorus is
to be governed by a central system on the ship 15.8.4 In all cases, the effectiveness of cleaning
which, in addition to incorporating high-level procedures for tanks and associated pipework is
alarms, is to ensure that no overflow of tanks is to checked by suitable testing or inspection, to
possible and that such operations can be ascertain that no traces of acidic or alkaline
materials remain that might create a hazardous
situation in the presence of these products.
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Chapter 3 Part 5
Page 44 of 84 Chemical Carriers
15.8.9 Gaskets are to be constructed of 15.8.16 Tanks carrying these products are to be
materials which do not react with, dissolve in, or vented independently of tanks carrying other
lower the autoignition temperature of, these products. Facilities are to be provided for
products and which are fire-resistant and sampling the tank contents without opening the
possess adequate mechanical behaviour. The tank to atmosphere.
surface presented to the cargo is to be
polytetrafluoroethylene (PTFE), or materials 15.8.17 Cargo hoses used for transfer of these
giving a similar degree of safety by their products are to be marked "FOR ALKYLENE
inertness. Spirally- wound stainless steel, with a OXIDE TRANSFER ONLY".
filler of PTFE or similar fluorinated polymer, may
be accepted. 15.8.18 Cargo tanks, void spaces and other
enclosed spaces, adjacent to an integral gravity
15.8.10 Insulation and packing, if used, is to be cargo tank carrying propylene oxide, are to
of a material which does not react with, dissolve either contain a compatible cargo (those
in, or lower the autoignition temperature of, cargoes specified in 15.8.2 are examples of
these products. substances considered incompatible) or be
inerted by injection of a suitable inert gas. Any
15.8.11 The following materials are generally hold space in which an independent cargo tank
found unsatisfactory for gaskets, packing and is located is to be inerted. Such inerted spaces
similar uses in containment systems for these and tanks are to be monitored for these
products and would require testing before being products and oxygen. The oxygen content of
approved by IRS: these spaces is to be maintained below 2
percent. Portable sampling equipment is
.1 Neoprene or natural rubber, if it comes satisfactory.
into contact with the products.
15.8.19 In no case is air to be allowed to enter
.2 Asbestos, or binders used with asbestos. the cargo pump or piping system while these
products are contained within the system.
.3 Materials containing oxides of magnesium,
such as mineral wools. 15.8.20 Prior to disconnecting shore-lines, the
pressure in liquid and vapour lines are to be
15.8.12 Threaded joints are not permitted in the relieved through suitable valves installed at the
cargo liquid and vapour lines. loading header. Liquid and vapour from these
lines are not to be discharged to atmosphere.
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0.53 MPa gauge for the carriage of propylene
15.8.21 Propylene oxide may be carried in oxide/ethylene oxide mixtures.
pressure tanks or in independent or integral
gravity tanks. Ethylene oxide/propylene oxide 15.8.25.1 The piping system for tanks to be
mixtures are to be carried in independent gravity loaded with these products are to be separated
tanks or pressure tanks. Tanks are to be (as defined in 3.1.4) from piping systems for all
designed for the maximum pressure expected to other tanks, including empty tanks. If the piping
be encountered during loading, conveying and system for the tanks to be loaded is not
discharging cargo. independent (as defined in 1.3.15), the required
piping separation is to be accomplished by the
15.8.22.1 Tanks for the carriage of propylene removal of spool pieces, valves, or other pipe
oxide with a design pressure less than 0.6 bar section, and the installation of blank flanges at
gauge and tanks for the carriage of ethylene these locations. The required separation applies
oxide/propylene oxide mixtures with a design to all liquid and vapour piping, liquid and vapour
pressure less than 0.12 [MPa] gauge are to vent lines and any other possible connections,
have a cooling system to maintain the cargo such as common inert gas supply lines.
below the reference temperature. (See 1.3.3.1).
15.8.25.2 These products may be transported
15.8.22.2 The refrigeration requirement for tanks only in accordance with cargo handling plans
with a design pressure less than 0.6 bar gauge that have been approved by IRS. Each intended
may be waived by IRS for ships operating in loading arrangement is to be shown on a
restricted areas or on voyages of restricted separate cargo-handling plan. Cargo-handling
duration, and account may be taken in such plans are to show the entire cargo piping system
cases of any insulation of the tanks. The area and the locations for installation of blank flanges
and times of year for which such carriage would needed to meet the above piping separation
be permitted would be included in the conditions requirements. A copy of each approved cargo-
of carriage of the International Certificate of handling plan is to be maintained on board the
Fitness for the Carriage of Dangerous ship. The International Certificate of Fitness for
Chemicals in Bulk. the Carriage of Dangerous Chemicals in Bulk is
to be endorsed to include reference to the
15.8.23.1 Any cooling system is to maintain the approved cargo- handling plans.
liquid temperature below the boiling temperature
at the containment pressure. At least two 15.8.25.3 Before each initial loading of these
complete cooling plants automatically regulated products and before every subsequent return to
by variations within the tanks are to be provided. such service, certification verifying that the
Each cooling plant is to be complete with the required piping separation has been achieved is
necessary auxiliaries for proper operation. The to be obtained from a responsible person
control system is also to be capable of being acceptable to the Port Administration and
manually operated. An alarm is to be provided to carried on board the ship. Each connection
indicate malfunctioning of the temperature between a blank flange and a pipeline flange is
controls. The capacity of each cooling system is to be fitted with a wire and seal by the
to be sufficient to maintain the temperature of responsible person to ensure that inadvertent
the liquid cargo below the reference temperature removal of the blank flange is impossible.
(see 1.3.3.1) of the system.
15.8.26.1 No cargo tanks are to be more than
15.8.23.2 An alternative arrangement may 98% liquid full at the reference temperature.
consist of three cooling plants, any two of which (see 1.3.3.1).
are to be sufficient to maintain the liquid
temperatures below the reference temperature 15.8.26.2 The maximum volume to which a
(see 1.3.3.1). cargo tank is to be loaded is:
ρL = density of cargo at the loading temperature 15.9 Sodium chlorate solution (50% or less
and pressure. by mass)
15.8.26.3 The maximum allowable tank filling 15.9.1 Tanks and associated equipment which
limits for each cargo tank is to be indicated for have contained this product may be used for
each loading temperature which may be applied, other cargoes after thorough cleaning by
and for the applicable maximum reference washing or purging.
temperature, on a list to be approved by IRS. A
copy of the list is to be permanently kept on 15.9.2 In the event of spillage of this product, all
board by the master. spilled liquid is to be thoroughly washed away
without delay. To minimize fire risk, spillage is
15.8.27 The cargo is to be carried under a not to be allowed to dry out.
suitable protective padding of nitrogen gas. An
automatic nitrogen make-up system is to be 15.10 Sulphur liquid (molten)
installed to prevent the tank pressure falling
below 0.07 bar gauge in the event of product 15.10.1 Cargo tank ventilation is to be provided
temperature fall due to ambient conditions or to maintain the concentration of hydrogen
maloperation of refrigeration systems. Sufficient sulphide below one half of its lower explosive
nitrogen is to be available on board to satisfy the limit throughout the cargo-tank vapour space for
demand of the automatic pressure control. all conditions of carriage, i.e. below 1.85% by
Nitrogen of commercially pure quality (99.9% by volume.
volume) is to be used for padding. A battery of
nitrogen bottles connected to the cargo tanks 15.10.2 Where mechanical ventilation systems
through a pressure reduction valve satisfies the are used for maintaining low gas concentrations
intention of the expression "automatic" in this in cargo tanks, an alarm system is to be
context. provided to give warning if the system fails.
15.8.28 The cargo tank vapour space is to be 15.10.3 Ventilation systems are to be so
tested prior to and after loading to ensure that designed and arranged as to preclude
the oxygen content is 2% by volume or less. depositing of sulphur within the system.
IR15.11.2 “Lining” (refer clause 15.11.2 above) 15.12.2 Tank venting systems are to be
is an acid-resistant material that is applied to the provided with a connection for a vapour return
tank or piping system in a solid state with a line to the shore installation.
defined elasticity property.
IR15.12.2 Tank venting systems are to be
15.11.3 Unless constructed wholly of corrosion- provided with a stop valve for vapour return to
resistant materials or fitted with an approved shore.
lining, the plating thickness is to take into
account the corrosivity of the cargo. 15.12.3 Products are:
15.11.4 Flanges of the loading and discharge .1 not be to stowed adjacent to oil fuel tanks;
manifold connections are to be provided with
shields, which may be portable, to guard against .2 to have separate piping systems; and
the danger of the cargo being sprayed; and in
addition, drip trays are also to be provided to .3 to have tank vent systems separate from
guard against leakage on to the deck. tanks containing nontoxic products.
15.11.5 Because of the danger of evolution of 15.12.4 Cargo tank relief valve settings are to be
hydrogen when these substances are being a minimum of 0.02 MPa gauge.
carried, the electrical arrangements are to
comply with 10.1.4. The certified safe type 15.13 Cargoes protected by additives
equipment is to be suitable for use in hydrogen-
air mixtures. Other sources of ignition are not to 15.13.1 Certain cargoes, with a reference in
be permitted in such spaces. column "o" in Sec.17, Table 17.1.1, by the
nature of their chemical make-up, tend, to under
15.11.6 Substances subjected to the certain conditions of temperature, exposure to
requirements of this clause are to be segregated air or contact with a catalyst, to undergo
from oil fuel tanks, in addition to the segregation polymerization, decomposition, oxidation or
requirements in 3.1.1. other chemical changes. Mitigation of this
tendency is carried out by introducing small
15.11.7 Provision is to be made for suitable amounts of chemical inhibitors into the liquid
apparatus to detect leakage of cargo into cargo or controlling the cargo-tank environment.
adjacent spaces.
15.13.2 Ships carrying these cargoes are to be
15.11.8 The cargo pump-room bilge pumping so designed as to eliminate from the cargo tanks
and drainage arrangements are to be of and cargo-handling system any material of
corrosion-resistant materials. construction or contaminants which could act as
a catalyst or destroy the inhibitor.
15.12 Toxic products
15.13.3 Care is to be taken to ensure that these
15.12.1 Exhaust openings of tank vent systems cargoes are sufficiently protected to prevent
are to be located: deleterious chemical change at all times during
the voyage. Ships carrying such cargoes are to
.1 at a height of B/3 or 6 m, whichever is be provided with a certificate of protection from
greater, above the weather deck or, in the the manufacturer, and kept during the voyage,
case of a deck tank, the access gangway; specifying:
.2 not less than 6 [m] above the fore-and-aft .1 the name and amount of additive present;
gangway, if fitted with 6 [m] of the gangway;
and .2 whether the additive is oxygen
dependent*;
.3 15 [m] from any opening or air intake to
any accommodation and service spaces; (*Refer to MSC-MEPC.2/Circ.14 on products
requiring oxygen-dependent inhibitors)
.4 the vent height may be reduced to 3 [m]
above the deck or fore-and-aft gangway, as .3 date additive was put in the product and
applicable, provided high-velocity vent valves duration of effectiveness;
of an approved type, directing the vapour-air
mixture upwards in an unimpeded jet with
Indian Register of Shipping
Chapter 3 Part 5
Page 48 of 84 Chemical Carriers
.4 any temperature limitations qualifying the 15.14 Cargoes with a vapour pressure
additives' effective lifetime; and greater than 0.1013 MPa absolute at 37.8°C
.5 the action to be taken should the length of 15.14.1 For a cargo referenced in column "o" in
the voyage exceed the effective lifetime of Sec.17, Table 17.1.1 to this clause, a
the additives. mechanical refrigeration system is to be
provided unless the cargo system is designed to
15.13.4 Ships using the exclusion of air as the withstand the vapour pressure of the cargo at
method of preventing oxidation of the cargo are 45°C. Where the cargo system is designed to
to comply with 9.1.3. withstand the vapour-pressure of the cargo at
45°C, and no refrigeration system is provided, a
15.13.5 When a product containing an oxygen- notation would be made in the conditions of
dependent inhibitor is to be carried: carriage on the International Certificate of
Fitness for the Carriage of Dangerous
.1 in a ship for which inerting is required Chemicals in Bulk to indicate the required relief
under SOLAS regulation II-2/4.5.5 (Pt.6, valve setting for the tanks.
Ch.2, 1.5.5), as amended, the
application of inert gas not to take place 15.14.2 A mechanical refrigeration system is to
before loading or during the voyage, but maintain the liquid temperature below the boiling
is to be applied before commencement temperature at the cargo-tank design pressure.
of unloading*;
15.14.3 When ships operate in restricted areas
.2 in a ship to which SOLAS regulation and at restricted times of the year, or on
II-2/4.5.5 (Pt.6, Ch.2, 1.5.5), as voyages of limited duration, IRS may agree to
amended, does not apply, the product waive requirements for a refrigeration system. A
may be carried without inertion (in tanks notation of any such agreement, listing
3
of a size not greater than 3000 m ). If geographic area restrictions and times of the
inertion is to be applied on such a ship, year, or voyage duration limitations, would be
then the application of inert gas is not to included in the conditions of carriage on the
take place before loading or during the International Certificate of Fitness for the
voyage, but is to be applied before Carriage of Dangerous Chemicals in Bulk.
commencement of unloading*.
15.14.4 Connections are to be provided for
(*Refer to MSC-MEPC.2/Circ.14 on products returning expelled gases to shore during
requiring oxygen-dependent inhibitors) loading.
15.13.6 Venting systems are to be of a design IR15.14.4 Tank venting systems are to be
that eliminates blockage from polymer build-up. provided with a stop valve for vapour return to
Venting equipment is to be of a type that can be shore.
checked periodically for adequacy of operation.
15.14.5 Each tank is to be provided with a
15.13.7 Crystallization or solidification of pressure gauge which indicates the pressure in
cargoes normally carried in the molten state can the vapour space above the cargo.
lead to depletion of inhibitor in parts of the tank
contents. Subsequent remelting can thus yield 15.14.6 Where the cargo needs to be cooled,
pockets of uninhibited liquid, with the thermometers are to be provided at the top and
accompanying risk of dangerous polymerization. bottom of each tank.
To prevent this, care is to be taken to ensure
that at no time are such cargoes allowed to 15.14.7.1 No cargo tanks is to be more than
crystallize or solidify, either wholly or partially, in 98% liquid-full at the reference temperature (R).
any part of the tank. Any required heating
arrangements are to be such as to ensure that 15.14.7.2 The maximum volume (VL) of cargo to
in no part of the tank does cargo become be loaded in a tank is to be:
overheated to such an extent that any
dangerous polymerization can be initiated. If the ρR
temperature from steam coils would induce VL = 0.98V
overheating, an indirect low-temperature heating ρL
system is to be used.
approval has been obtained from IRS and 15.19 Alkyl (C7-C9) nitrates, all isomers
the Port State Authority concerned.
15.19.1 The carriage temperature of the cargo
15.18.8 The loading rate (LR) of the tank is not should be maintained below 100°C to prevent
to exceed: the occurrence of self- sustaining, exothermic
decomposition reaction.
3600 U
LR = [m 3 /h ] 15.19.2 The cargo may not be carried in
t independent pressure vessels permanently
where, affixed to the vessel's deck unless:
3
U = ullage volume [m ] at operating signal level; .1 the ranks are sufficiently insulated from
fire; and
t = time[s] needed from the initiating signal to
fully stopping the cargo flow into the tank, being .2 the vessel has a water deluge system for
the sum of times needed for each step in the tanks such that the cargo temperature is
sequential operations such as operator's maintained below 100°C and the
responses to signals, stopping pumps and temperature rise in the tanks does not
closing valves;
exceed 1.5°C/hr for a fire of 650°C (1200°F).
and is to also take into account the pipeline 15.20 Temperature sensors
system design pressure.
Temperature sensors should be used to monitor
the cargo pump temperature to detect
overheating due to pump failures.
Section 16
Operational Requirements
IR 16.1 General
16.2.2 Any cargo offered for bulk shipment is to
IR 16.1.1 The requirements of this Section are be indicated in the shipping documents by the
not the conditions or maintenance of class but product name, under which it is listed in Section
are for the guidance of the master and the 17 and 18 of this chapter or the latest edition of
Owners of the vessel. MEPC.2/Circ. or under which it has been
provisionally assessed. Where the cargo is a
16.1 Maximum allowable quantity of cargo mixture, an analysis indicating the dangerous
per tank components contributing significantly to the total
hazard of the product are to be provided, or a
16.1.1 The quantity of a cargo required to be complete analysis if this is available. Such an
carried in a type 1 ship is not to exceed 1,250 analysis is to be certified by the manufacturer or
3
m in any one tank. by an independent expert acceptable to the
National Authority.
16.1.2 The quantity of cargo required to be
carried in a type 2 ship is not to exceed 3,000 16.2.3 Information is to be on board, and
3
m in any one tank. available to all concerned, giving the necessary
data for the safe carriage of the cargo. Such
16.1.3 Tanks carrying liquids at ambient information is to include a cargo stowage plan to
temperatures are to be so loaded as to avoid the be kept in an accessible place, indicating all
tank becoming liquid-full during the voyage, cargo on board, including each dangerous
having due regard to the highest temperature chemical carried:
which the cargo may reach.
.1 full description of the physical and
16.2 Cargo information chemical properties, including reactivity
necessary for the safe containment of the
16.2.1 A copy of this Chapter is to be available cargo;
on board every ship covered by this Chapter.
.5 procedures for cargo transfer, tank 16.4 Opening of and entry into cargo tanks
cleaning, gas-freeing and ballasting;
16.4.1 During handling and carriage of cargoes
.6 for those cargoes required to be stabilized producing flammable or toxic vapours, or both,
or inhibited, the cargo is to be refused if the or when ballasting after the discharge of such
certificate required by these paragraphs is cargo, or when loading or unloading cargo,
not supplied. cargo tank lids are always to be kept closed.
With any hazardous cargo, cargo tank lids,
16.2.4 If sufficient information necessary for the ullage and sighting ports and tank washing
safe transportation of the cargo is not available, access covers are to be open only when
the cargo is to be refused. necessary.
16.2.5 Cargoes which evolve highly toxic 16.4.2 Personnel are not to enter cargo tanks,
imperceptible vapours is not to be transported void spaces around such tanks, cargo handling
unless perceptible additives are introduced into spaces or other enclosed spaces unless:
the cargo.
.1 the compartment is free of toxic vapours
16.2.6 Where column "o" in Sec.17, Table and not deficient in oxygen; or
17.1.1 refers to this paragraph, the cargo's
viscosity at 20°C is to be specified on shipping .2 personnel wear breathing apparatus and
document and if the cargo's viscosity exceeds other necessary protective equipment, and
50 mPa.s at 20°C, the temperature at which the the entire operation is under the close
cargo has a viscosity of 25 mPa.s is to be supervision of a responsible officer.
specified in the shipping document.
16.4.3 Personnel are not to enter such spaces
16.2.7 Where column "o" in Sec.17, Table when the only hazard is of a purely flammable
17.1.1 refers to this paragraph, the cargo's nature, except under the close supervision of a
melting point is to be indicated in the shipping responsible officer.
document.
16.5 Stowage of cargo samples
16.3 Personnel training
16.5.1 Samples which have to be kept on board
16.3.1 All personnel are to be adequately are to be stowed in a designated spaces
trained in the use of protective equipment and situated in the cargo area or, exceptionally,
have basic training in the procedures elsewhere, subject to the approval of IRS.
appropriate to their duties, necessary under
emergency conditions. 16.5.2 The stowage space is to be:
16.3.2 Personnel involved in cargo operations .1 cell-divided in order to avoid shifting of the
are to be adequately trained in handling bottles at sea;
procedures. .2 made of material fully resistant to the
different liquids intended to be stowed; and
16.3.3 Officers are to be trained in emergency .3 equipped with adequate ventilation
procedure to deal with conditions of leakage, arrangements.
spillage or fire involving the cargo based on the
guidelines developed by the Organisation* and a 16.5.3 Samples which react with each other
sufficient number of them are to be instructed dangerously are not to be stowed close to each
and trained in essential first aid for cargoes other.
carried.
16.5.4 Samples are not to be retained on board
longer than necessary.
Section 17
15.11.2 to 15.11.4,
Acetic anhydride Z S/P 2 2G Cont. No T2 IIA No R F-T A Yes 15.11.6 to 15.11.8,
15.18.6
15.18.6, 16.2.6,
Acetochlor X P 2 2G Open No Yes O No A No
16.2.7
15.13, 15.12,
Acetone cyanohydrin Y S/P 2 2G Cont. No T1 IIA Yes C T A Yes 15.16 to 15.18,
16.6.1 to 16.6.3
15.12.3, 15.13,
Acrylamide solution (50%
Y S/P 2 2G Open No NF C No No No 15.18.6, 16.6.1,
or less)
16.2.7
15.13, 15.18.6,
Acrylic acid Y S/P 2 2G Cont. No T2 IIA No R F-T A No
16.6.1, 16.2.7
15.12, 15.13,
Acrylonitrile Y S/P 2 2G Cont. No T1 IIB No C F-T A Yes
15.16, 15.18
Acrylonitrile Styrene
copolymer dispersion in Y P 3 2G Open No Yes O No AB No 15.18.6, 16.2.6
polyether polyol
15.19.6, 16.2.6,
Alcohols (C12+) Y S/P 2 2G Open No - - Yes O No AB No
16.2.9
Alcohols (C12-C13),
AB 15.18.6, 16.2.6,
primary, linear and Y S/P 2 2G Open No - - Yes O No No
C 16.2.7
essentially linear
Alcohols (C14-C18),
AB
primary, linear and Y S/P 2 2G Open No - - Yes O No No 15.18.6, 16.2.6
C
essentially linear
a c d e f g h i’ i’’ i’’’ j k l n o
Iso and cyclo-alkanes
Y P 3 2G Cont. No T3 IIA No R F A No
(C12+)
Alkanes(C10-C26), linear
AB
and branched, (flashpoint Y S/P 3 2G Open No - - Yes O No No 15.19.6
C
>60°C)
15.18.6, 16.2.6,
Alkenyl (C11+) amide X P 2 2G Open No - - Yes O No A No
16.2.7
Alkyl acrylate-vinylpyridine
Y P 2 2G Cont. No T4 IIB No R F A No 15.20.6, 16.2.9
copolymer in toluene
Alkylaryl phosphate
mixtures (more than 40%
AB 15.12, 15.16,
Diphenyl tolyl phosphate, X S/P 1 2G Cont. No T1 IIA Yes C T No
C 15.18
less than 0.02% ortho-
isomers)
Alkybenzene, alkylindane,
alkylidine mixture (each Z P 3 2G Open No Yes O No A No 15.18.6
C12-C17)
Alkylbenzene mixtures
AB 15.12, 15.17,
(containing at least 50% of Y S/P 3 2G Cont. No T1 IIA No C F-T No
C 15.19.6
toluence)
BC 15.12, 15.16,
Alkyl(C12+) dimethylamine X S/P 1 2G Cont. No - - Yes C T Yes
D 15.18
Alkyldithiothiadiazole (C6-
Y P 3 2G Open No Yes O No A No 15.18.6, 16.2.6
C24)
15.18.6, 15.19,
Alkyl (C7-C9) nitrates Y S/P 2 2G Open No Yes O No AB No 16.6.1, 16.6.2,
16.6.3
a c d e f g h i’ i’’ i’’’ j k l n o
Alkyl (C8-C9) phenylamine
Y P 2 2G Cont. No No R F A No 15.18.6
in aromatic solvents
Alkyl (C12-C14)
polyglucoside solution Y P 3 2G Open No Yes O No No No 15.18.6, 16.2.7
(55% or less)
Alkyl (C8-C10)
polyglucoside solution Y P 3 2G Open No Yes O No No No 16.2.6
(65% or less)
AB
Alkyl (C18+) toluenes Y S/P 2 2G Open No - - Yes O No No 15.19.6, 16.2.9
C
15.11.2, 15.11.3,
15.11.4, 15.11.6,
Alkyl(C18- AB
Y S/P 2 2G Cont No - - Yes C T Yes 15.11.7, 15.11.8,
C28)toluenesulfonic acid C
15.12 15.18 15.19
16.2.6 16.2.9
Alkyl(C18-C28)
AB 15.12, 15.18,
toluenesulfonic Y S/P 3 2G Cont No - - Yes C T Yes
C 15.19, 16.2.6
acid,calcium salts, borated
Alkyl (C18-C28)
toluenesulphonic acid, AB 15.12, 15.18,
Y S/P 3 2G Cont No - - Yes C T Yes
calcium salts, high C 15.19, 16.2.6
overbase
Alkyl (C18-C28)
toluenesulphonic acid, AB 15.12, 15.18,
Y S/P 2 2G Cont No - - Yes C T Yes
calcium salts, low C 15.19, 16.2.6
overbase
15.12, 15.16,
Allyl alcohol Y S/P 2 2G Cont. No T2 IIB No C F-T A Yes
15.18
15.12, 15.16,
Allyl chloride Y S/P 2 2G Cont. No T2 IIA No C F-T A Yes
15.18
Aluminium
15.11 15.12 15.18
chloride/Hydrogen chloride Y S/P 2 2G Cont No - - NF C T No Yes
15.19
solution
Aluminium sulphate
Y P 2 2G Open No Yes O No A No 15.18.6
solution
Aminoethyldiethanolamine/
Aminoethy lethanolamine Z P 3 2G Open No - - Yes O No A No 16.2.7
solution
2-Amino-2-methyl-1-
Z P 3 2G Open No Yes O No A No
propanol
Ammonium chloride
Z S/P 3 2G Open No - - NF O No No No
solution (less than 25%)
Ammonium hydrogen
Z P 3 2G Open No Yes O No A No
phosphate solution
a c d e f g h i’ i’’ i’’’ j k l n o
Ammonium
Z P 3 2G Open No - - Yes O No A No 16.2.7
lignosulphonate solutions
15.2, 15.11.4,
Ammonium nitrate solution
Z S/P 2 1G Open No NF O No No No 15.11.6, 15.17,
(93% or less)
15.18.6, 16.2.7
Ammonium polyphosphate
Z P 3 2G Open No Yes O No A No
solution
Ammonium sulphate
Z P 3 2G Open No Yes O No A No
solution
15.12, 15.16,
Ammonium sulphide
Y S/P 2 2G Cont. No No C F-T A Yes 15.18, 16.6.1,
solution (45% or less)
16.6.2, 16.6.3
Ammonium thiosulphate
Z P 3 2G Open No NF O No No No 16.2.7
solution (60% or less)
15.12, 15.16,
Aniline Y S/P 2 2G Cont. No T1 IIA Yes C T A No
15.18
15.18.6, 16.2.6,
Aryl polyolefins (C11-C50) Y P 2 2G Open No Yes O No AB No
16.2.7
Benzene sulphonyl
Z S/P 3 2G Cont. No Yes R T AD No 15.18.6, 16.2.7
chloride
Benzenetricarboxylic acid,
Y P 2 2G Open No Yes O No AB No 15.18.6, 16.2.6
triotyl ester
15.12, 15.13,
Benzyl chloride Y S/P 2 2G Cont. No T1 IIA Yes C T AB Yes
15.16, 15.18
Bio-fuel blends of
Diesel/gas oil and Alkanes
(C10-C26), linear and AB 15.12 15.17
X S/P 2 2G Cont No - - Yes C T No
branched with a flashpoint C 15.19.6
>60°C (>25% but <99% by
volume)
Bio-fuel blends of
Diesel/gas oil and Alkanes
(C10-C26), linear and AB 15.12 15.17
X S/P 2 2G Cont No T3 IIA No C F-T No
branched with a flashpoint C 15.19.6
≦60°C (>25% but <99%
by volume)
Bio-fuel blends of
Diesel/gas oil and FAME AB 15.12 15.17
X S/P 2 2G Cont No - - Yes C T No
(>25% but <99% by C 15.19.6
volume)
Bio-fuel blends of
Diesel/gas oil and AB 15.12 15.17
X S/P 2 2G Cont No - - Yes C T No
vegetable oil (>25% but C 15.19.6
<99% by volume)
a c d e f g h i’ i’’ i’’’ j k l n o
Bio-fuel blends of Gasoline
15.12 15.17
and Ethyl alcohol (>25% X S/P 2 2G Cont No T3 IIA No C F-T A No
15.19.6
but <99% by volume)
15.13, 15.18.6,
Butyl acrylate (all isomers) Y S/P 2 2G Cont. No T2 IIB No R F-T A No
16.6.1, 16.6.2
F- 15.12, 15.17,
Butylamine (all isomers) Y S/P 2 2G Cont. No T2 IIA No R A Yes
T 15.19.6
Butylbenzenes (all
X P 2 2G Cont. No T4 IIA No R F A No 15.19.6
isomers)
15.8.1 to 15.8.7,
15.8.12, 15.8.13,
15.8.16, 15.8.17,
Ine
1,2-Butylene oxide Y S/P 3 2G Cont. T2 IIB No R F AC No 15.8.18, 15.8.19,
rt
15.8.21, 15.8.25,
15.8.27, 15.8.29,
15.18.6
15.13, 15.19.6,
Butyl methacrylate Z S/P 3 2G Cont. No T1 IIA No R F-T AD No
16.6.1, 16.6.2
Butyraldehyde (all
Y S/P 3 2G Cont. No T3 IIA No R F-T A No 15.18.6
isomers)
15.11.2 to 15.11.4,
Butyric acid Y S/P 3 2G Cont. No Yes R No A No 15.11.6 to 15.11.8,
15.18.6
Calcium hypochlorite
Y S/P 2 2G Cont. No NF R No No No 15.18.6
solution (15% or less)
Calcium hypochlorite
X S/P 1 2G Cont. No NF R No No No 15.18, 16.2.7
solution (more than 15%)
Calcium lignosulphonate
Z P 3 2G Open No - - Yes O No A No 16.2.7
solutions
a c d e f g h i’ i’’ i’’’ j k l n o
Calcium long-chain alkyl AB
Y S/P 2 2G Open No Yes O No No 15.19.6, 16.2.6
phenate sulphide (C8-C40) C
Calcium nitrate/
Magnesium nitrate/
Z P 3 2G Open No - - Yes O No A No 16.2.7
Potassium chloride
solution
epsilon-Caprolactam
(molten or aqueous Z P 3 2G Open No Yes O No A No
solutions)
15.12, 15.18.6,
Carbolic oil Y S/P 2 2G Cont. No Yes C F-T A No
16.2.7
Pa
d+
Carbon disulphide Y S/P 2 1G Cont. T6 IIC No C F-T C Yes 15.3, 15.12, 15.18
Ine
rt
15.12, 15.16,
Carbon tetrachloride Y S/P 2 2G Cont. No NF C T No Yes
15.18.6
2 AB 15.18.6, 16.2.6,
Castor oil Y P 2G Open No - - Yes O No No
(k) C 16.2.7
15.13, 16.6.1,
Cetyl/Eicosyl methacrylate
Y S/P 2 2G Open No Yes O No AD No 16.6.2, 15.18.6,
mixture
16.2.7
15.11.2, 15.11.4,
Chloroacetic acid (80% or 15.11.6, 15.11.7,
Y S/P 2 2G Cont. No NF C No No No
less) 15.11.8, 15.12.3,
15.18, 16.2.7
4-Chloro-2-
methylphenoxyacetic acid,
Y P 2 2G Open No NF O No No No 15.18.6, 16.2.7
dimethylamine salt
solution
15.12, 15.16,
AB
o-Chloronitrobenzene Y S/P 2 2G Cont. No Yes C T No 15.17, 15.18,
D
16.2.6, 16.2.7
15.11.2 to 15.11.4,
2-or3-Chloro-propionic
Z S/P 3 2G Open No Yes O No A No 15.11.6 to 15.11.8,
acid
16.2.7
15.11.2 to 15.11.8,
Chlorosulphonic acid Y S/P 1 2G Cont. No NF C T No Yes 15.12, 15.15.1,
15.18
a c d e f g h i’ i’’ i’’’ j k l n o
p-Chlorotoluene Y S/P 2 2G Cont. No T1 IIA No R F-T AB No 15.19.6, 16.2.9
Chlorotoluenes (mixed
Y S/P 2 2G Cont. No No R F-T AB No 15.18.6
isomers)
15.18.6, 16.2.6,
Coal tar X S/P 2 2G Cont. No T2 IIA Yes R No BD No
16.2.7
Coal tar naphtha solvent Y S/P 2 2G Cont. No T3 IIA No R F-T AD No 15.18.6, 16.2.7
15.18.6, 16.2.6,
Coal tar pitch (molten) X S/P 2 1G Cont. No T2 IIA Yes R No BD No
16.2.7
2 AB 15.19.6, 16.2.6,
Cocoa butter Y S/P 2G Open No - - Yes O No No
(k) C 16.2.7
2 AB 15.18.6, 16.2.6,
Coconut oil Y S/P 2G Open No - - Yes O No No
(k) C 16.2.7
AB 15.18.6, 16.2.6,
Coconut oil fatty acid Y S/P 2 2G Open No - - Yes O No No
C 16.2.7
2 AB 15.18.6, 16.2.6,
Corn Oil Y S/P 2G Open No - - Yes O No No
(k) C 16.2.7
2 AB 15.18.6, 16.2.6,
Cotton seed Oil Y S/P 2G Open No - - Yes O No No
(k) C 16.2.7
15.12.3, 15.12.4,
Creosote (coal tar) X S/P 2 2G Cont. No T2 IIA Yes R T AD No 15.18.6, 16.2.6,
16.2.7
Cresylic acid,
Y S/P 2 2G Open No Yes O No AB No 15.18.6
dephenolized
15.12, 15.17,
Crotonaldehyde Y S/P 2 2G Open No T3 IIB No R F-T A Yes
15.18.6
15.13, 15.18,
1,5,9-Cyclododecatriene X S/P 1 2G Cont. No Yes R T A No
16.6.1, 16.6.2
Cyclohexanone,
Y S/P 3 2G Cont. No Yes R F-T A No 15.18.6
Cyclohexanol mixture
a c d e f g h i’ i’’ i’’’ j k l n o
AC 15.13, 15.18,
Decyl acrylate X S/P 1 2G Open No T3 IIA Yes O No No
D 16.6.1, 16.6.2
Decyloxytetrahydrothio-
X S/P 2 2G Cont. No Yes R T A No 15.18.6, 16.2.7
phene dioxide
Dialkykl (C8-C9)
Z P 3 2G Open No Yes O No AB No
diphenylamines
AC
Dibutylamine Y S/P 3 2G Cont. No T2 IIA No R F-T No 15.18.6
D
Dibutyl hydrogen
Y P 3 2G Open No Yes O No A No 15.18.6, 16.2.7
phosphonate
AB
2,6-Di-tert-butylphenol X P 1 2G Open No - - Yes O No No 15.19, 16.2.7
CD
Dichlorobenzenes (all AB
X S/P 2 2G Cont. No T1 IIA Yes R T No 15.18.6
isomers) D
AB
Dialkyl (C9-C10) phthalates Y S/P 2 2G Open No Yes O No No 15.19.6 16.2.6
C
AB
Dibutyl terephthalate Y P 2 2G Open No - - Yes O No No 15.19.6 16.2.9
C
F- AB 15.12.3, 15.17,
3-4 Dichloro-1-butene Y S/P 2 2G Cont. No T1 IIA No C Yes
T C 15.19.6
F-
1-1-Dichloroethane Z S/P 3 2G Cont. No T2 IIA No R A Yes 15.18.6
T
F-
Dichloroethyl ether Y S/P 2 2G Cont. No T2 IIA No R A No 15.18.6
T
15.18.6, 16.2.6,
2,4-Dichlorophenol Y S/P 2 2G Cont. Dry Yes R T A No
16.2.7
2,4-Dichlorophenoxyacetic
acid, diethanolamine salt Y S/P 3 2G Open No NF O No No No 15.18.6, 16.2.7
solution
2,4-Dichlorophenoxyacetic
acid, diethanolamine salt Y S/P 3 2G Open No NF O No No No 15.18.6, 16.2.7
solution (70% or less)
2,4-Dichlorophenoxyacetic
15.18.6, 16.2.6,
acid, triisopropanolamine Y S/P 3 2G Open No NF O No No No
16.2.7
salt solution
F-
1,1-Dichloropropane Y S/P 2 2G Cont. No T4 IIA No R AB No 15.12, 15.19.6
T
F-
1,2-Dichloropropane Y S/P 2 2G Cont. No T1 IIA No R AB No 15.12, 15.18.6
T
F- 15.12, 15.16,
1,3-Dichloropropene X S/P 2 2G Cont. No T2 IIA No C AB Yes
T 15.17, 15.18
A,
Dichloropropene / F- 15.12, 15.17,
X S/P 2 2G Cont. No T2 IIA No C B, Yes
Dichloropropane mixtures T 15.18, 15.19
D
a c d e f g h i’ i’’ i’’’ j k l n o
15.11.2,
15.11.4,
15.11.6,
2,2-Dichloropropionic acid Y S/P 3 2G Cont. Dry Yes R No A No
15.11.7,
15.11.8,
15.19.6, 16.2.7
F-
Diethylamine Y S/P 3 2G Cont. No T2 IIA No R A Yes 15.12, 15.18.6
T
F-
Diethylamino-ethanol Y S/P 2 2G Cont. No T2 IIA No R AC No 15.18.6
T
BC
2,6-Diethy laniline Y S/P 3 2G Open No Yes O No No 15.18.6, 16.2.7
D
Diethylene glycol
Y P 3 2G Open No - - Yes O No A No 15.18.6, 16.2.6
phthalate
Diethylenetriaminepentaa
cetic acid, pentasodium Z P 3 2G Open No - - Yes O No A No
salt solution
Di-(2-ethylhexyl)
Y S/P 2 2G Open No Yes O No AD No 15.18.6
phosphoric acid
Diglycidyl ether of
Y P 2 2G Open No Yes O No A No 15.18.6, 16.2.6
bisphenol F
F- AC
Diisobutylamine Y S/P 2 2G Cont. No T4 IIB No R No 15.12.3, 15.19.6
T D
F-
Diisopropylamine Y S/P 2 2G Cont. No T2 IIA No C A Yes 15.12, 15.18
T
Diisopropylbenzene (all
X P 2 2G Open No Yes O No A No 15.18.6
isomers)
a c d e f g h i’ i’’ i’’’ j k l n o
AC
N,N-Dimethylacetamide Z S/P 3 2G Cont. No - - Yes C T No 15.12, 15.16
D
N,N-Dimethylacetamide
Z S/P 3 2G Cont. No Yes R T B No 15.12.1, 15.16
solution (40% or less)
Dimethylamine solution F- AC
Y S/P 3 2G Cont. No T2 IIA No R No 15.12, 15.18.6
(45% or less) T D
Dimethylamine solution
F- AC 15.12, 15.17,
(greater than 45% but not Y S/P 2 2G Cont. No T2 IIB No C Yes
T D 15.19
greater than 55%)
Dimethylamine solution
F- AC 15.12, 15.14,
(greater than 55% but not Y S/P 2 2G Cont. No T2 IIB No C Yes
T D 15.17, 15.19
greater than 65%)
F- 15.12.3,
Dimethyl disulphide Y S/P 2 2G Cont. No T3 IIA No R B No
T 15.12.4, 15.19.6
F-
Dimethylethanolamine Y S/P 3 2G Cont. No T3 IIA No R AD No 15.18.6
T
F-
Dimethylformamide Y S/P 3 2G Cont. No T2 IIA No R AD No 15.18.6
T
Dimethyl hydrogen
Y S/P 3 2G Cont. No Yes R T AD No 15.12.1, 15.18.6
phosphite
15.18.6, 16.2.6,
Dimethyl octanoic acid Y P 2 2G Open No Yes O No A No
16.2.7
2,2-Dimethylpropane-1,3-
Z P 3 2G Open No Yes O No AB No 16.2.7
diol (molten or solution)
15.12, 15.16,
15.18, 15.20,
Dinitrololuene (molten) X S/P 2 2G Cont. No Yes C T A No
16.2.6, 16.2.7,
16.6.4
15.12, 15.18,
1,4-Dioxane Y S/P 2 2G Cont. No T2 IIB No C F-T A No
16.2.7
15.18.6, 16.2.6,
Diphenyl X P 2 2G Open No Yes O No B No
16.2.7
15.18.6, 16.2.6,
Diphenylamine (molten) Y P 2 2G Open No - - Yes O No BD No
16.2.7
Diphenylamine, reaction
product with 2,2,4- Y S/P 1 2G Open No Yes O No A No 15.18, 16.2.6
Trimethylpentene
15.18.6, 16.2.6,
Diphenylamines, alkylated Y P 2 2G Open No Yes O No A No
16.2.7
Diphenyl/Diphenyl ether
X P 2 2G Open No Yes O No B No 15.18.6, 16.2.7
mixtures
Diphenyl ether
X P 2 2G Open No Yes O No A No 15.18.6, 16.2.7
a c d e f g h i’ i’’ i’’’ j k l n o
Diphenyl ether/Diphenyl
X P 2 2G Open No Yes O No A No 15.18.6, 16.2.7
phenyl ether mixture
AB
15.12, 15.15.2,
Diphenylmethane Dr Yes T C
Y S/P 2 2G Cont. - - C No 15.16, 15.18.6,
diisocyanate y (a) (a) (b)
16.2.6, 16.2.7
D
AB 15.12, 15.16,
Resin oil, distilled Y S/P 2 2G Cont. No T1 II A No C F-T No
C 15.18.6
Dithiocarbamate ester
X P 2 2G Open No Yes O No AD No 15.18.6, 16.2.7
(C7-C35)
15.18.6, 16.2.6,
Diundecyl phthalate Y P 2 2G Open No Yes O No AB No
16.2.7
AB 15.12, 15.16,
tert-Dodecanethiol X S/P 1 2G Cont. No - - Yes C T Yes
D 15.18
Dodecylamine/Tetradecyl
Y S/P 2 2G Cont. No Yes R T AD No 15.18.6, 16.2.7
amine mixture
Dodecyl hydroxypropyl
X P 2 2G Open No Yes O No A No 15.18.6
sulphide
15.13, 15.18.6,
Dodecyl/Octadecyl
Y S/P 3 2G Open No Yes O No A No 16.2.6, 16.6.1,
methacrylate (mixture)
16.6.2
15.12, 15.17,
Epichlorohydrin Y S/P 2 2G Cont. No T2 IIB No C F-T A Yes
15.19
15.12 15.17
Ethoxylated tallow amine Ine AB
X S/P 2 2G Cont - - Yes C T Yes 15.19 16.2.6
(> 95%) rt C
16.2.9
a c d e f g h i’ i’’ i’’’ j k l n o
Ethyl acetoacetate Z P 3 2G Open No Yes O No A No
15.13, 15.18.6,
Ethyl acrylate Y S/P 2 2G Cont. No T2 IIB No R F-T A Yes
16.6.1, 16.6.2
15.12, 15.14,
Ethylamine Y S/P 2 1G Cont. No T2 IIA No C F-T CD Yes
15.18.6
S-Ethyl
Y P 2 2G Open No Yes O No A No 16.2.7
dipropylthiocarbamate
15.12, 15.16,
Ethylene chlorohydrin Y S/P 2 2G Cont. No T2 IIA No C F-T AD Yes
15.18
Ethylenediaminetetraaceti
c acid, tetrasodium salt Y S/P 3 2G Open No - - Yes O No A No 15.18.6
solution
15.12, 15.18.6,
Ethylene dibromide Y S/P 2 2G Cont. No NF C T No Yes
16.2.7
Ethylene oxide/Propylene
oxide mixture with an
Ine 15.8, 15.12,
ethylene oxide content of Y S/P 2 1G Cont. T2 IIB No C F-T AC No
rt 15.14, 15.18
not more than 30% by
mass
15.13, 15.18.6,
2-Ethylhexyl acrylate Y S/P 3 2G Open No T3 IIB Yes O No A No
16.6.1, 16.6.2
a c d e f g h i’ i’’ i’’’ j k l n o
2-Ethyl-2
(hydroxymethyl) 15.18.6, 16.2.6,
Y P 2 2G Open No Yes O No AB No
propane-1,3-diol, C8-C10 16.2.7
ester
15.13, 15.18.6,
Ethyl methacrylate Y S/P 3 2G Cont. No T2 IIA No R F-T AD No
16.6.1, 16.6.2
Ye 15.12.3, 15.16,
N-Ethylmethylallylame Y S/P 2 2G Cont. No T2 IIB No C F AC
s 15.18
15.12.3,
Fatty acid methyl esters AB 15.12.4,
Y S/P 2 2G Cont. No - - Yes R T No
(m) C 15.18.6, 16.2.6,
16.2.7
15.2.3, 15.12.4,
AB
Fatty acids, 12+ Y S/P 2 2G Cont. No - - Yes R T No 15.18.6, 16.2.6,
C
16.2.7
15.12.3,
AB
Fatty acids, C8-C10 Y S/P 2 2G Cont. No - - Yes R T No 15.12.4, 15.18,
C
16.2.6, 16.2.7
AB
Fatty acids, C16+ Y P 2 2G Open No - - Yes O No No 15.18.6, 16.2.6
C
15.11, 15.18.6,
Ferric chloride solutions Y S/P 3 2G Open No NF O No No No
16.2.7
2 AB 15.18.6, 16.2.6,
Fish oil Y S/P 2G Open No - - Yes O No No
(k) C 16.2.7
Formaldehyde solutions Ye
Y S/P 3 2G Cont. No T2 IIB No R F-T A 15.18.6, 16.2.7
(45% or less) s
15.11.2 to
T Ye 15.11.4, 15.11.6
Formic acid Y S/P 3 2G Cont. No T1 IIA No R A
(g) s to 15.11.8,
15.18.6, 16.2.7
15.11.2 to
15.11.4, 15.11.6
Formic acid (85% or less T Ye to 15.11.8,
Y S/P 3 2G Cont. No Yes R A
acid) (g) s 15.12.3,
15.12.4,
15.19.6, 16.2.9
15.11.2 to
F- 15.11.4, 15.11.6
Ye
Formic acid (over 85%) Y S/P 3 2G Cont No T1 IIA No R T(g A to 15.11.8,
s
) 15.12.3, 15.12.4
15.19.6, 16.2.9
15.11.2 15.11.3
Formic acid mixture
15.11.4 15.11.6
(containing up to 18% T(g
Z S/P 3 2G Cont No Yes R AC No 15.11.7 15.11.8
propionic acid and up to )
15.12.3 15.12.4
25%sodium formate)
15.19.6
a c d e f g h i’ i’’ i’’’ j k l n o
Furfuryl alcohol Y P 3 2G Open No Yes O No A No 15.18.6
Glucitol/glycerol blend
AB 15.12.3,
propoxylated (containing Z S/P 3 2G Cont. No - - Yes R T No
C 15.12.4, 15.18.6
less than 10% amines)
Glutaraldehyde solutions
Y S/P 3 2G Open No NF O No No No 15.18.6
(50% or less)
15.18.6, 16.2.6,
Glycerol monooleate Y P 2 2G Open No - - Yes O No A No
16.2.7
AB 15.12.3,
Glycerol propoxylated Z S/P 3 2G Cont. No - - Yes R T No
C 15.12.4, 15.18.6
Glycerol, propoxylated AB
Z P 3 2G Open No - - Yes O No No
and ethoxylated C
Glycerol/sucrose blend
AB
propoxylated and Z P 3 2G Open No - - Yes O No No
C
ethoxylated
15.11.2, 15.11.3
15.11.4,
15.11.6,
Glyoxylic acid solution AC 15.11.7,
Y S/P 3 2G Open No - - Yes O No No
(50% or less) D 15.11.8,
15.18.6, 16.2.7,
16.6.1, 16.6.2,
16.6.3
2 AB 15.18.6, 16.2.6,
Groundnut oil Y P 2G Open No - - Yes O No No
(k) C 16.2.7
1-Hexadecylnaphthalene
/ 1,4-
Y P 2 2G Open No Yes O No AB No 15.18.6, 16.2.6
bis(hexadecyl)naphthale
ne mixture
Hexamethylenediamine
Z P 3 2G Open No Yes O No A No
adipate (50% in water)
15.12, 15.17,
Hexamethylenediamine A, Ye
Y S/P 2 2G Cont. No - - Yes C T 15.18, 15.19.6,
(molten) C s
16.2.9
Hexamethylenediamine
Y S/P 3 2G Cont. No Yes R T A No 15.18.6
solution
AC 15.12, 15.16,
Hexamethylene Ye
Y S/P 2 1G Cont. Dry T1 IIB Yes C T (b) 15.15.1, 15.17,
diisocyanate s
D 15.18
a c d e f g h i’ i’’ i’’’ j k l n o
15,12,3,
1,6-Hexanediol,
Y P 3 2G Open No - - Yes O No A No 15.12.4,
distillation overheads
15.18.6, 16.2.7
Ye
Hydrochloric acid Z S/P 3 1G Cont. No NF R T No 15.11
s
Hydrogen peroxide
solutions (over 60% but Y S/P 2 2G Cont. No NF C No No No 15.5.1, 15.18.6
not over 70% by mass)
Hydrogen peroxide
15.5.2, 15.18,
solutions (over 8% but Y S/P 3 2G Cont. No NF C No No No
15.18.6
not over 60% by mass)
15.12, 15.13,
2-Hydroxyethyl acrylate Y S/P 2 2G Cont. No Yes C T A No 15.18.6, 16.6.1,
16.6.2
N-(Hydroxyethyl)
ethylenediaminetriacetic
Y P 3 2G Open No Yes O No A No 15.18.6
acid, trisodium salt
solution
2-Hydroxy-4-(methylthio)
Z P 3 2G Open No Yes O No A No
butanoic acid
2 AB 15.18.6, 16.2.6,
Illipe oil Y P 2G Open No - - Yes O No No
(k) C 16.2.7
15.12, 15.13,
Isobutyl methacrylate Z P 3 2G Cont. No T2 IIA No R F A No 15.17, 15.19,
16.6.1, 16.6.2
AB 15.12, 15.15.1,
Isophorone diisocyanate X S/P 2 2G Cont. Dry Yes C T No
D 15.16, 15.18.6
15.13, 15.14,
Isoprene Y S/P 3 2G Cont. No T3 IIB No R F B No 15.18.6, 16.6.1,
16.6.2
16.2.7, 15.18.6,
Isopropanolamine Y S/P 3 2G Open No T2 IIA Yes O F-T A No
16.2.6
Ye 15.12, 15.14,
Isopropylamine Y S/P 2 2G Cont. No T2 IIA No C F-T CD
s 15.18
AB
Jatropha Oil Y P 2(k) 3G Open No - - Yes O No No 15.19.6 16.2.6
C
15.1, 15.12,
Lactonitrile solution (80% AC Ye 15.16 15.17,
Y S/P 2 1G Cont. No Yes C T
or less) D s 15.18, 16.6.1,
16.6.2, 16.6.3
a c d e f g h i’ i’’ i’’’ j k l n o
2 AB 15.18.6, 16.2.6,
Lard Y S/P 2G Open No - - Yes O No No
(k) C 16.2.7
Latex: Carboxylated
styrene-Butadiene
Z P 3 2G Open No - - -Yes O No A No 16.2.7
copolymer; Styrene-
Butadiene rubber
15.18.6, 16.2.6,
Lauric acid X P 2 2G Open No Yes O No A No
16.2.7
Ligninsulphonic acid,
Z P 3 2G Open No Yes O No AC No
magnesium salt solution
Ligninsulphonic acid,
Z P 3 2G Open No - - -Yes O No A No 16.2.7
sodium salt solution
2 AB 15.18.6, 16.2.6,
Linseed oil Y S/P 2G Open No - - Yes O No No
(k) C 16.2.7
Ye 15.12, 15.18.6,
Liquid chemical wastes X S/P 2 2G Cont. No No C F-T A
s 20.5.1
Long-chain alkaryl
Y P 2 2G Open No - - Yes O No A No 15.18.6, 16.2.7
sulphonic acid (C16-C60)
Long-chain
15.18.6, 16.2.6,
alkylphenate/Phenol Y P 2 2G Open No - - Yes O No A No
16.2.7
sulphide mixture
Magnesium chloride
Z P 3 2G Open No Yes O No A No
solution
Magnesium long-chain
15.18.6, 16.2.6,
alkaryl sulphonate (C11- Y P 2 2G Open No - - Yes O No A No
16.2.7
C50)
AC
Maleic anhydride Y S/P 3 2G Cont. No Yes R No No 16.2.7
(f)
2 AB 15.18.6, 16.2.6,
Mango kernel oil Y P 2G Open No - - Yes O No No
(k) C 16.2.7
Mercaptobenzothiazol,
X S/P 2 2G Open No NF O No No No 15.18.6, 16.2.7
sodium salt solution
Ye 15.12, 15.17,
Metam sodium solution X S/P 1 2G Cont. No - - NF C T No
s 15.19
Methacryclic acid –
alkoxypoly (alkylene
oxide) methacrylate
Z S/P 3 2G Open No - - NF O No AC No 16.2.7
copolymer, sodium salt
aqueous solution (45%
or less)
15.13, 16.6.1,
Methacrylic acid Y S/P 3 2G Cont. No Yes R T A No
15.18.6, 16.2.7
Methacrylic resin in
Y S/P 2 2G Cont. No T2 IIA No R F-T AB No 15.18, 16.2.7
ethylene dichloride
Ye 15.12, 15.14,
Methacrylonitrile Y S/P 2 2G Cont. No T1 IIA No C F-T A
s 15.17, 15.19
N-(2-Methoxy-1-methyl
ethyl)-2-ethyl-6-methyl X P 1 2G Open No Yes O No A No 15.18, 16.2.6
chloroacetanilide
a c d e f g h i’ i’’ i’’’ j k l n o
Methyl acetate Z P 3 2G Cont. No T1 IIA No R F A No
Ye 15.13, 15.18.6,
Methyl acrylate Y S/P 2 2G Cont. No T1 IIB No R F-T A
s 16.6.1, 16.6.2
AB 15.12.3 15.12.4
N-Methylaniline Y S/P 2 2G Cont No - - Yes R T No
C 15.19.6
Alpha-methylbenzyl
15.12 15.19
alcohol with AB Ye
Y S/P 2 2G Cont. No - - Yes C T 15.19 16.2.6
acetophenone (15% or C s
16.2.9
less
Methylcyclopentadiene
Y P 2 2G Cont. No T4 IIB No R F B No 15.19.6
dimer
Ye 15.12, 15.14,
Methyl formate Z S/P 2 2G Cont. No T1 IIA No R F-T A
s 15.19
2-Methylglutaronitrile
AB Ye 15.12 15.17
with 2-Ethylsuccinonitrile Z S 2 2G Cont No - - Yes C T
C s 15.19
(12% or less)
2-Methyl-2-hydroxy-3- AB
Z S/P 3 2G Cont. No T3 IIA No R F-T No 15.19.6, 16.2.9
butyne D
15.13, 15.18.6,
Methyl methacrylate Y S/P 2 2G Cont. No T2 IIA No R F-T A No
16.6.1, 16.6.2
3-Methyl-3-
Z P 3 2G Open No Yes O No A No
methoxybutanol
Methylnaphthalene
X S/P 2 2G Cont. No Yes R No AD No 15.18.6
(molten)
15.12.3, 15.19,
4-Methylpyridine Z S/P 2 2G Cont. No T1 IIA No C F-T A No
16.2.9
AD 15.13, 15.18.6,
alpha- Methylstyrene Y S/P 2 2G Cont. No T1 IIB No R F-T No
(j) 16.6.1, 16.6.2
a c d e f g h i’ i’’ i’’’ j k l n o
3-(methylthio) Ye 15.12, 15.16,
Y S/P 2 2G Cont. No T3 IIA No C F-T BC
propionaldehyde s 15.18
Molybdenum Polysulfide
15.12, 15.17,
Long Chain Alkyl AB Ye
Y S/P 2 2G Cont. No - - Yes C T 15.18, 16.2.6,
Dithiocarbamide C s
16.2.7
Complex
Naphthalenesulphonic
acid-Formaldehyde
Z P 3 2G Open No - - Yes O No A No 16.2.7
copolymer, sodium salt
solution
Nitrilotriacetic acid,
Y P 3 2G Open No Yes O No A No 15.18.6
trisodium salt solution
15.12, 15.16,
Nitrobenzene Y S/P 2 2G Cont. No T1 IIA Yes C T AD No 15.17, 15.18,
16.2.7
A 15.19.6, 16.6.1,
Nitroethane Y S/P 3 2G Cont. No T2 IIB No R F-T No
(f) 16.6.2, 16.6.4
Nitroethane
A 15.19.6, 16.6.1
(80%)/Nitropro-pane Y S/P 3 2G Cont. No T2 IIB No R F-T No
(f) to 16.6.3
(20%)
15.12, 15.18.6,
o-Nitrophenol (molten) Y S/P 2 2G Cont. No Yes C T AD No
16.2.6, 16.2.7
Nitropropane
A
(60%)/Nitroethane (40%) Y S/P 3 2G Cont. No T4 IIB No R F-T No 15.19.6
(f)
mixture
15.12, 15.17,
o- or p-Nitrotoluenes Y S/P 2 2G Cont. No IIB Yes C T AB No
15.18.6
Nonyl methacrylate
Y P 2 2G Open No Yes O No AB No 15.18.6, 16.2.7
monomer
15.18, 16.2.6,
Nonylphenol X P 1 2G Open No Yes O No A No
16.2.7
Nonylphenol
Y P 2 2G Open No - - Yes O No A No 15.18.6, 16.2.6
poly(4+)ethoxylate
a c d e f g h i’ i’’ i’’’ j k l n o
Noxious liquid, F, (2)
n.o.s. (trade name..., X P 1 2G Cont. No T3 IIA No R F A No 15.18, 16.2.6
contains...) S.T.1, Cat.X
Octamethylcyclotetrasilo
Y P 2 2G Cont No T2 IIA No R F AC No 15.19.6 16.2.7
xane
Olefin-Alkyl ester
15.18.6, 16.2.6,
copolymer (molecular Y P 2 2G Open No Yes O No AB No
16.2.7
weight 2000+)
Alpha-Olefins (C6-C18)
X P 2 2G Cont. No T4 IIA No R F A No 15.19.6, 16.2.9
mixtures
15.11.2 to
15.11.8,
Ye
Oleum Y S/P 2 2G Cont. No NF C T No 15.12.1,
s
15.16.2, 15.16,
15.18, 16.2.6
2 AB 15.18.6, 16.2.6,
Olive oil Y S/P 2G Open No - - Yes O No No
(k) C 16.2.7
a c d e f g h i’ i’’ i’’’ j k l n o
Oxygenated aliphatic AB
Z S/P 3 2G Open No - - Yes O No No
hydrocarbon mixtures C
AB 15.18.6, 16.2.6,
Palm acid oil Y S/P 2 2G Open No - - Yes O No No
C 16.2.7
AB 15.18.6, 16.2.6,
Palm fatty acid distillate Y S/P 2 2G Open No - - Yes O No No
C 16.2.7
AB 16.2.7, 15.19.6,
Palm kernel acid oil Y S/P 2 2G Open No Yes O No No
C 16.2.6
2 AB 15.18.6, 16.2.6,
Palm kernel oil Y S/P 2G Open No T3 IIB Yes O No No
(k) C 16.2.7
2 AB 15.19.6, 16.2.6,
Palm kernel olein Y P 2G Open No - - Yes O No No
(k) C 16.2.7
2 AB 15.19.6, 16.2.6,
Palm kernel stearin Y P 2G Open No - - Yes O No No
(k) C 16.2.7
2 AB 15.19.6, 16.2.6,
Palm mid fraction Y P 2G Open No - - Yes O No No
(k) C 16.2.7
2 AB 15.18.6, 16.2.6,
Palm oil Y S/P 2G Open No - - Yes O No No
(k) C 16.2.7
15.12.3,
Non-edible industrial AB 15.12.4,
Y S/P 2 2G Cont. No - - Yes R No No
grade palm oil C 15.19.6, 16.2.6,
16.2.7
2 AB 15.18.6, 16.2.6,
Palmolein Y P 2G Open No - - Yes O No No
(k) C 16.2.7
2 AB 15.18.6, 16.2.6,
Palm stearin Y P 2G Open No - - Yes O No No
(k) C 16.2.7
15.18.6, 16.2.6,
Paraffin wax Y P 2 2G Open No Yes O No AB No
16.2.7
Paraldehyde-ammonia
Y S/P 2 2G Cont. No T4 IIB No C F-T A No 15.12.3, 15.19
reaction product
15.12, 15.16,
Pentachloroethane Y S/P 2 2G Cont. No NF R T No No
15.18.6
15.13, 15.19.6,
1,3-Pentadiene Y S/P 3 2G Cont. No T1 IIA No R F-T AB No
16.6.1 to 16.6.3
1,3-Pentadiene (greater
Iner AB Ye 15.12 15.13
than 50%),cyclopentene Y S/P 2 2G Cont T3 IIB No C F-T
t C s 15.17 15.19
and isomers, mixtures
Ye Ye
Pentaethylenehexamine X S/P 2 2G Open No Yes O No B 15.19
s s
15.11.2,
n-Pentanoic acid 15.11.3,
(64%)/2-Methyl butyric Y S/P 2 2G Open No T2 Yes C No AD No 15.11.4, 15.11.6
acid (36%) mixture to 15.11.8,
16.12.3, 15.18
15.12.1,
Perchloroethylene Y S/P 2 2G Cont. No NF R T No No
15.12.2, 15.18.6
15.18.6, 16.2.6,
Petrolatum Y P 2 2G Open No - - Yes O No A No
16.2.7
a c d e f g h i’ i’’ i’’’ j k l n o
15.12, 15.18,
Phenol Y S/P 2 2G Cont. No T1 IIA Yes C T A No
16.2.7
15.11.1 to
15.11.4, 15.11.6
Phosphoric acid Z S/P 3 2G Open No NF O No No No
to 15.11.8,
16.2.7
Pad
+
Phosphorus, yellow or (Ven No Ye 15.7, 15.18,
X S/P 1 1G Cont. C No C
white t or (c) s 16.2.7
Inert
)
Polyalkylalkenaminesucci
AB
nimide, molybdenum oxy Y P 2 2G Open No - - Yes O No No 15.19.6 16.2.6
C
sulphide
Poly(ethylene glycol)
methylbutenyl Z P 3 2G Open No - - Yes O No AC No 16.2.9
ether(MW>1000)
Poly(2-8)alkylene glycol
Z P 3 2G Open No - - Yes O No A No
monoalkyl (C1-C6) ether
Poly(2-8)alkylene glycol
monoalkyl (C1-C6) ether Y P 2 2G Open No - - Yes O No A No 15.19.6
acetate
Polyalkyl (C10-C18)
methacrylate/ethylene- 15.18.6, 16.2.6,
Y P 2 2G Open No Yes O No AB No
propylene copolymer 16.2.7
mixture
15.19.6, 16.2.6,
Polybutenyl succinimide Y P 2 2G Open No - - Yes O No A No
16.2.7
15.18, 16.2.6,
Poly(2+)cyclic aromatics X P 1 2G Cont. No Yes R No AD No
16.2.7
Polyether (molecular
Y P 2 2G Open No - - Yes O No A No 15.19.6, 16.2.6
weight 1350+)
Polyethylene glycol
Z P 3 2G Open No Yes O No A No
dimethyl ether
Polyethylene
polyamines(more than Y S/P 2 2G Open No Yes O No A No 16.2.7, 15.19.6
50% C5-C20 paraffin oil)
Polyferric sulphate
Y S/P 3 2G Open No NF O No No No 15.18.6
solution
a c d e f g h i’ i’’ i’’’ j k l n o
Poly(imioethylene)-graft-
N-poly(ethyleneoxy) Z S/P 3 2G Open No - - NF O No AC No 16.2.7
solution (90% or less)
Polyisobutenamine in
Y P 3 2G Open No T3 IIA Yes O No A No 15.18.6
aliphatic (C10-C14) solvent
Polyisobutenyl anhydride
Z P 3 2G Open No Yes O No AB No
adduct
Polyolefin amide
Y P 2 2G Open No Yes O No AB No 15.18.6, 16.2.6
alkeneamine (C17+)
Polyolefin amide
15.18.6, 16.2.6,
alkeneamine borate (C28- Y P 2 2G Open No Yes O No AB No
16.2.7
C250)
Polyolefinamine (C28-
Y P 2 2G Open No Yes O No A No 15.18.6, 16.2.7
C250)
Polyolefinamine in 15.19.6,16.2.6,
Y P 2 2G Cont. No T4 IIB No R F A No
aromatic solvent 16.2.9
Polyolefin aminoester
15.18.6, 16.2.6,
salts (molecular weight Y P 2 2G Open No - - Yes O No A No
16.2.7
2000+)
15.18.6, 16.2.6,
Polyolefin anhydride Y P 2 2G Open No Yes O No AB No
16.2.7
15.18.6, 16.2.6,
Polyolefin ester (C28-C250) Y P 2 2G Open No Yes O No AB No
16.2.7
Polyolefin
phosphorosulphide, 15.18.6, 16.2.6,
Y P 2 2G Open No Yes O No AB No
barium derivative (C28- 16.2.7
C250)
AB
Polypropylene glycol Z S/P 3 2G Cont. No Yes O No No 15.18.6
C
Potassium chloride
Z S/P 3 2G Open No - - NF O No A No 16.2.7
solution
Potassium hydroxide
Y S/P 3 2G Open No NF O No No No 15.18.6
solution
15.18.6, 16.2.6,
Potassium oleate Y P 2 2G Open No Yes O No A No
16.2.7
Potassium thiosulphate
Y P 3 2G Open No NF O No No No 15.18.6, 16.2.7
(50% or less)
2-Propene-1-aminium,
N,N-dimethyl-N-2-
Y S/P 3 2G Open No - - NF O No No No 15.19.6
propenyl-, chloride,
homopolymer solution
F-
Propionaldehyde Y S/P 3 2G Cont. No T4 IIB No R A Yes 15.17, 15.19.6
T
a c d e f g h i’ i’’ i’’’ j k l n o
15.11.2 to
15.11.4,
Propionic acid Y S/P 3 2G Cont. No T1 IIA No R F A Yes 15.11.6 to
15.11.8,
15.18.6
15.12, 15.16 to
Propionitrile Y S/P 2 1G Cont. No T1 IIB No C F-T AD Yes
15.18
Propylbenzene (all
Y P 3 2G Cont. No T2 IIA No R F A No 15.19.6
isomers)
Propylene glycol
Z P 3 2G Cont. No T3 IIA No R F AB No
monoalkyl either
15.8, 15.12.1,
Propylene oxide Y S/P 2 2G Cont. Inert T2 IIB No C F-T AC No
15.14, 15.18
2 AB 15.18.6,
Rapeseed oil Y S/P 2G Open No - - Yes O No No
(k) C 16.2.6, 16.2.7
2 AB 15.18.6,
Rice bran oil Y S/P 2G Open No - - Yes O No No
(k) C 16.2.6, 16.2.7
15.18.6,
Rosin Y P 2 2G Open No Yes O No A No
16.2.6, 16.2.7
2 AB 15.18.6,
Safflower oil Y S/P 2G Open No - - Yes O No No
(k) C 16.2.6, 16.2.7
2 AB 15.18.6,
Shea butter Y S/P 2G Open No - - Yes O No No
(k) C 16.2.6, 16.2.7
Sodium aluminosilicate
Z P 3 2G Open No Yes O No AB No
slurry
Sodium borohydride
15.18.6,
(15% or less)/Sodium Y S/P 3 2G Open No NF O No No No
16.2.6, 16.2.7
hydroxide solution
Sodium carbonate
Z P 3 2G Open No Yes O No A No
solution
Sodium dichromate
Y S/P 2 2G Open No NF C No No No 15.12.3, 15.18
solution (70% or less)
a c d e f g h i’ i’’ i’’’ j k l n o
Sodium hydrogen
sulphide (6% or
Z P 3 2G Open No NF O No No No 15.18.6, 16.2.7
less)/Sodium carbonate
(3% or less) solution
Sodium hydrogen
sulphite solution (45% or Z S/P 3 2G Open No NF O No No No 16.2.7
less)
15.12, 15.14,
Sodium
F- 15.17, 15.19,
hydrosulphide/Ammoniu Y S/P 2 2G Cont. No T4 IIB No C A Yes
T 16.6.1, 16.6.2,
m sulphide solution
16.6.3
Ve
nt
Sodium hydrosulphide or
Z S/P 3 2G Cont. NF R T No No 15.18.6, 16.2.7
solution (45% or less) pad
(ga
s)
Sodium hypochlorite
Y S/P 2 2G Cont. No NF R No No No 15.18.6
solution (15% or less)
15.12, 15.17,
Sodium methylate 21- F- 15.19,
Y S/P 2 2G Cont No T1 IIA No C AC Yes
30% in methanol T 16.2.6(only if
>28%), 16.2.9
15.12.3.1,
Sodium nitrite solution Y S/P 2 2G Open No NF O No No No 15.12.3.2,
15.18, 16.2.7
Sodium petroleum
Y S/P 2 2G Open No Yes O No A No 15.18.6, 16.2.6
sulphonate
Sodium thiocyanate
Y P 3 2G Open No Yes O No No No 15.18.6, 16.2.7
solution (56% or less)
2 AB
Soyabean oil Y S/P 2G Open No - - Yes O No No 15.18.6, 16.2.6
(k) C
15.13, 15.19.6,
Styrene monomer Y S/P 3 2G Cont. No T1 IIA No R F AB No
16.6.1, 16.6.2
Ve
nt
or F-
Sulphur (molten) Z S 3 1G Open T3 Yes O No No 15.10, 16.2.7
pad T
(ga
s)
15.11, 15.15.1,
Sulphuric acid Y S/P 3 2G Open No NF O No No No
15.18.6
15.11, 15.15.1,
Sulphuric acid, spent Y S/P 3 2G Open No NF O No No No
15.18.6
Sulphurized
polyolefinamide alkene Z P 3 2G Open No - - Yes O No A No
(C28-C250) amine
a c d e f g h i’ i’’ i’’’ j k l n o
2 AB 15.19.6,
Sunflower seed oil Y S/P 2G Open No - - Yes O No No
(k) C 16.2.6, 16.2.9
AB
Tall oil, crude Y S/P 2 2G Open No - - Yes O No Yes 15.19.6, 16.2.6
C
AB
Tall oil, distilled Y P 2 2G Open No - - Yes O No No 15.18.6, 16.2.6
C
AB
Tall oil pitch Y S/P 2 2G Open No - - Yes O No No 15.19.6, 16.2.6
C
2 AB 15.18.6,
Tallow Y P 2G Open No - - Yes O No No
(k) C 16.2.6, 16.2.7
15.18.6,
Tallow fatty acid Y P 2 2G Open No - - Yes O No A No
16.2.6, 16.2.7
15.12, 15.16,
Tetrachloroethane Y S/P 2 2G Cont. No NF R T No No
15.18.6
F-
Tetrahydrofuran Z S 3 2G Cont. No T3 IIB No R A No 15.18.6
T
Tetramethylbenzene (all
X P 2 2G Open No Yes O No A No 15.18.6, 16.2.7
isomers)
15.12, 15.16,
Toluenediamine Y S/P 2 2G Cont. No Yes C T AD Yes 15.18, 16.2.6,
16.2.7
AC 15.12, 15.15.1,
F-
Toluene diisocyanate Y S/P 2 2G Cont. Dry T1 IIA Yes C (b) Yes 15.16, 15.18,
T
D 16.2.7
15.12, 15.16,
o-Toluidine Y S/P 2 2G Cont. No Yes C T A No
15.18
15.12.1,
Tributyl phosphate Y P 3 2G Open No T3 IIA Yes O No A No
15.19.6, 16.2.9
15.12, 15.16,
1,2,3-Trichlorobenzene AC
X S/P 1 2G Cont. No Yes C T Yes 15.18, 16.2.7,
(molten) D
16.2.6
15.12.1,
1,1,2-Trichloroethane Y S/P 3 2G Cont. No NF R T No No
15.18.6
15.12, 15.16,
Trichloroethylene Y S/P 2 2G Cont. No T2 IIA Yes R T No No
15.18.6
AB 15.12, 15.16,
1,2,3-Trichloropropane Y S/P 2 2G Cont. No Yes C T No
D 15.18
1,1,2-Trichloro-1,2,2-
Y P 2 2G Open No NF O No No No 15.18.6
Trifluoroethane
Tricresyl phosphate
15.12.3, 15.18,
(containing l% or more Y S/P 1 2G Cont. No T2 IIA Yes C No AB No
16.2.6
ortho-isomer)
Tricresyl phosphate
(containing less than 1% Y S/P 2 2G Open No Yes O No A No 15.19.6, 16.2.6
ortho-isomer)
15.18.6,
Tridecanoic acid Y P 2 2G Open No Yes O No A No
16.2.6, 16.2.7
a c d e f g h i’ i’’ i’’’ j k l n o
Tridecyl acetate Y P 3 2G Open No Yes O No A No 15.18.6
F-
Triethylamine Y S/P 2 2G Cont. No T2 IIA No R AC Yes 15.12, 15.18.6
T
F- 15.12.1,
Triethyl phosphite Z S/P 3 2G Cont. No No R AB No
T 15.18.6, 16.2.7
Triisopropylated phenyl
X P 2 2G Open No Yes O No A No 15.18.6, 16.2.6
phosphates
15.11.2 to
15.11.8,
Trimethylacetic acid Y S/P 3 2G Cont. No Yes R No A No
15.18.6,
16.2.6, 16.2.7
Trimethylbenzenes (all
X P 2 2G Cont. No T1 IIA No R F A No 15.19.6
isomers)
Trimethylol propane AB
Z S/P 3 2G Open No - - Yes O No No
propoxylated C
2,2,4-Trimethyl-1,3-
Z P 3 2G Open No Yes O No AB No
pentanediol diisobutyrate
2,2,4-Trimethyl-1,3-
Y P 2 2G Open No Yes O No A No 15.18.6
petanediol-1-isobutyrate
2 AB 15.18.6,
Tung oil Y S/P 2G Open No - - Yes O No No
(k) C 16.2.6, 16.2.7
Urea/Ammonium nitrate
Z P 3 2G Open No Yes O No A No
solution
Urea/Ammonium nitrate
solution (containing less Z S/P 3 2G Cont. No NF R T A No 16.2.7
than 1% free ammonia)
Urea/Ammonium
Y P 2 2G Open No Yes O No A No 15.18.6
phosphate solution
AB 15.18.6,
Vegetable acid oils (m) Y S/P 2 2G Open No - - -Yes O No No
C 16.2.6, 16.2.7
15.13, 15.18.6,
Vinyl acetate Y S/P 3 2G Cont. No T2 IIA No R F A No
16.16.1, 16.6.2
15.4, 15.13,
Ine F-
Vinyl ethyl ether Z S/P 2 1G Cont. T3 IIB No C A Yes 15.14, 15.18,
rt T
16.6.1, 16.6.2
a c d e f g h i’ i’’ i’’’ j k l n o
15.13, 15.14,
Ine F-
Vinylidene chloride Y S/P 2 2G Cont. T2 IIA No R B Yes 15.18.6,
rt T
16.6.1, 16.6.2
15.13, 15.18.6,
Vinyl neodecanoate Y S/P 2 2G Open No Yes O No AB No
16.6.1, 16.6.2
15.13, 15.19.6,
Vinyltoluene Y S/P 2 2G Cont No T1 IIA No R F AB No
16.6.1, 16.6.2
15.18.6,
Waxes Y P 2 2G Open No Yes O No AB No
16.2.6, 16.2.7
15.19.6, 16.2.9
Xylenes Y P 2 2G Cont. No T1 IIA No R F A No
(h)
Xylenes/ethylbenzene
Y P 2 2G Cont. No T2 IIA No R F A No 15.19.6
(10% or more) mixture
Zinc alkyl
Y P 2 2G Open No Yes O No AB No 15.18.6, 16.2.6
dithiophosphate (C3-C14)
Notes:
a If the product to be carried contains flammable solvents such that the flashpoint does not exceed 60°C then special
electrical systems and a flammable-vapour detector should be provided.
b Although water is suitable for extinguishing open-air fires involving chemicals to which this footnote applies, water should
not be allowed to contaminate closed tanks containing these chemicals because of the risk of hazardous gas generation.
c Phosphorus, yellow or white is carried above its auto-ignition temperature and therefore flashpoint is not appropriate.
Electrical equipment requirements may be similar to those for substances with a flashpoint above 60°C.
d Requirements are based on those isomers having a flashpoint of 60°C, or less; some isomers have a flashpoint greater
than 60°C, and therefore the requirements based on flammability would not apply to such isomers.
g Confined spaces are to be tested for both formic acid vapours and carbon monoxide gas, a decomposition product.
i For mixtures containing no other components with safety hazards and where the pollution category is Y or less.
k Requirements for Ship Type identified in column e might be subject to regulation 4.1.3 of Annex II of MARPOL 73/78.
Section 18
18.1 The following are chemicals which have to certain operational requirements of Annex II
been reviewed for their safety and pollution of MARPOL 73/78.
hazards and determined not to present hazards
to such an extent as to warrant application of 18.4 Liquid mixtures which are assessed or
this Chapter. provisionally assessed under regulation 6.3 of
Annex II of MARPOL as falling into pollution
18.2 Although the chemicals listed in this category Z or OS and which do not present
Section fall outside the scope of the Chapter, it safety hazards, may be carried under the
is to be noted that some safety precautions may appropriate entry in this Section for “Noxious or
be needed for their safe transportation. Non-Noxious Liquid Substances, not otherwise
Accordingly, IRS would prescribe appropriate specified (n.o.s.)”.
safety requirements.
18.5 Explanatory notes to Table 18.1.1 are
18.3 Some chemicals are identified as falling given below:
into pollution category Z and therefore, subject
Product name The product name is to be used in the shipping document for any cargo offered for
bulk shipments. Any additional name may be included in brackets after the product
name. In some cases, the product names are not identical with the names given in
previous issues of the Code.
Pollution The letter Z means the pollution category assigned to each product under Annex II
category of MARPOL 73/78. OS means the product was evaluated and found to fall outside
the categories X, Y or Z.
Table 18.1.1
Product Name Pollution Category
Acetone Z
Alcoholic beverages, n.o.s. Z
Apple juice OS
n-Butyl alcohol Z
sec-Butyl alcohol Z
Calcium Carbonate Slurry OS
Calcium nitrate solutions (50% or less) Z
Clay slurry OS
Coal slurry OS
Diethylene glycol Z
Ethyl alcohol Z
Ethylene carbonate Z
Glucose solution OS
Glycerine Z
Glycerol ethoxylated OS
Hexamethylenetetramine solutions Z
Hexylene glycol Z
Hydrogenated starch hydrolysate OS
Isopropyl alcohol Z
Kaolin slurry OS
Lecithin OS
Magnesium hydroxide slurry Z
Maltitol solution OS
N-Methylglucamine solution (70% or less) Z
Methyl propyl ketone Z
Microsilica Slurry OS
Molasses OS
Noxious liquid, (11) n.o.s. (trade name …, contains …) Cat.Z Z
Non-noxious liquid, (12) n.o.s. (trade name …, contains …) OS
Cat OS
Orange Juice (Concentrated/Non-Concentrated) OS
Polyaluminium chloride solution Z
Polyglycerin, sodium salt solution (containing less than 3% Z
sodium hydroxide)
Potassium Chloride Solution (<26%) OS
Potassium formate solutions Z
Propylene carbonate Z
Propylene glycol Z
Sodium acetate solutions Z
Sodium Bicarbonate Solution (<10%) OS
Sodium sulphate solutions Z
Sorbitol solution OS
Sulphonated polyacrylate solution Z
Tetraethyl silicate monomer/oligomer (20% in ethanol) Z
Triethylene glycol Z
Vegetable protein solution (hydrolysed) OS
Water OS
Section 19
Section 20
20.2.1 "Liquid chemical wastes" are substances, .1 notification has been sent by the
solutions or mixtures, offered for shipment, competent authority of the country of origin,
containing or contaminated with one or more or by the generator or exporter through the
constituents which are subject to the channel of the competent authority of the
requirements of this Chapter and for which no country of origin, to the country of final
direct use is envisaged but which are carried for destination; and
dumping, incineration or other methods of
disposal other than at sea. .2 the competent authority of the country of
origin, having received the written consent of
20.2.2 "Transboundary movement" means the country of final destination stating that
maritime transport of wastes from an area under the wastes will be safely incinerated or
the national jurisdiction of one country to or treated by other methods of disposal, has
through an area under the national jurisdiction of given authorization to the movement.
another country, or to or through an area not
under the national jurisdiction of any country, 20.5 Documentation
provided at least two countries are concerned by
the movement. 20.5.1 In addition to the documentation specified
in 16.2 of this Chapter, ships engaged in
20.3 Applicability transboundary movement of liquid chemical
wastes are to carry on board a waste movement
20.3.1 The requirements of this Section are document issued by the competent authority of
applicable to the transboundary movement of the country of origin.
liquid chemical wastes in bulk by seagoing ships
and are to be considered in conjunction with all
other requirements of this Chapter.
20.6 Classification of liquid chemical wastes minimum requirements for liquid chemical
wastes specified in Sec.17, unless there are
20.6.1 For the purpose of the protection of the clear grounds indicating that the hazards of the
marine environment, all liquid chemical wastes wastes would warrant:
transported in bulk are to be treated as Category
A noxious liquid substances, irrespective of the .1 carriage in accordance with the ship type 1
actual evaluated category. requirements; or
20.7 Carriage and handling of liquid chemical .2 any additional requirements of this
wastes Chapter applicable to the substance or, in
case of a mixture, its constituent presenting
20.7.1 Liquid chemical wastes are to be carried the predominant hazard.
in ships and cargo tanks in accordance with the
Section 21
IR21.1 Application
The operation of the valve is to be automatically
IR21.1.1 Chemical tankers of deadweight in executed. Signal(s) for opening / closing is (are)
excess of 20,000 tons having individual cargo to be taken from the process directly, e.g. inert
3
tank capacity exceeding 3000 m or cargo tanks gas flow or differential pressure.
fitted with washing machine with a nozzle
3
capacity exceeding 17.5 m /hr or a total through Alarm for faulty operation of the valves is to be
3
put per tank of 110 m /hr and intended for provided, e.g. the operation status of "Blower
carriage of chemicals with flash point less than stop" and "supply valve(s) open" is an alarm
60°C are to be fitted with an inert gas system condition.
complying with requirements given in part 5,
Ch.2, Sec 11. (Also refer Pt.6, Ch.2, 1.5.5.2). 21.2 Operation of inert gas systems
IR21.1.2 As an alternative to water seal in the 21.2.1 The inert gas systems for all tankers are
inert gas line on deck, as required by Pt.5, Ch.2, to be operated in accordance with requirements
Sec.11.6.5, an arrangement consisting of laid down in Pt. 6, Ch.5, 3.3.3. In applying Pt. 6,
automatically operated double shut off valves in Ch.5, 3.3.3, the requirements of Pt.6, Ch. 8,
series with a venting valve in between may be 15.2.2.1.4 are also to be complied with.
accepted (double block and bleed type), subject
to the following conditions:
End of Chapter
Chapter 4
Contents
Section
Introduction
Preamble
1 General
2 Ship Survival Capability and Location of Cargo Tanks
3 Ship Arrangements
4 Cargo Containment
5 Process Pressure Vessels and Liquid, Vapour and Pressure Piping Systems
6 Materials of Construction and Quality Control
7 Cargo Pressure/Temperature Control
8 Vent Systems for Cargo Containment
9 Cargo Containment System Atmosphere Control
10 Electrical Installations
11 Fire Protection and Extinction
12 Artificial Ventilation in the Cargo Area
13 Instrumentation and Automation Systems
14 Personnel Protection
15 Filling Limits for Cargo Tanks
16 Use of Cargo as Fuel
17 Special Requirements
18 Operating Requirements
19 Summary of Minimum Requirements
Introduction
IR1.3 These Rules are considered to IR2.1 The regulations for classification and the
incorporate the final text of the IGC code in full. assignment of class notations are given in Pt.1
The number of various clauses in these Rules of the Rules, to which reference is to be made.
are the same as those appearing in the IMO In general, the class notation to be assigned
code. The numbering of paragraphs which are would be "SUL Liquefied gas carrier" where
not there in the IMO code, but have been the vessel is designed and constructed primarily
included in these Rules for the purpose of for the carriage of liquefied gases in bulk in
classification have been prefixed by the letters integral, membrane or independent tanks.
'IR'.
IR2.2 Additional class notation in respect of
IR1.4 The IGC code contains requirements for following items will be assigned as appropriate:
operational matters which are not within the
scope of classification requirements and IRS - Ship Type, i.e. 1G, 2G, 2PG or 3G;
does not require these to be investigated for the
purpose of classification. However, these - Type of Tanks;
matters are the responsibility of the National
Authority or Administration responsible for - Name(s) of gas(es);
issuing the International Certificate of Fitness.
- Maximum vapour pressure (at sea and
IR1.5 For the purpose for classification the in harbor); minimum and (where
following words in the construction rules of the necessary) maximum cargo
IMO code (not in the survey regulations) have temperature;
been changed as appropriate:
- Design ambient temperatures (when the
'Organization' to 'IRS' ship is suitable for continuous service in
high and/or low temperature climatic
'should be' to 'is to be' or 'are to be' conditions).
1. The purpose of this Code is to provide an of the International Convention for the
international standard for the safe carriage Safety of Life at Sea, 1974.
by sea in bulk, of liquefied gases and certain
other substances listed that are listed in 6. The Code primarily deals with ship design
chapter 19 (Section 19 of this Chapter). and equipment. To ensure the safe
Through consideration of the products transport of the products the total system
carried, it prescribes the design and must, however, be appraised. Other
construction standards of the ships involved important facets of the safe transport of the
and the equipment they should carry to products, such as training, operation, traffic
minimize the risk to the ship, its crew and control and handling in port, are being or will
the environment. be examined further by the Organization.
2. The basic philosophy is one of ship types 7. The development of the Code has been
related to the hazards of the products greatly assisted by a number of
covered by the Code. Each of the products organizations in consultative status, such as
may have one or more hazard properties Society of International Gas Tanker and
which include flammability, toxicity, Terminal Operators Limited (SIGTTO) and
corrosivity and reactivity. A further possible other organizations, such as members of
hazard may arise where products are the International Association of
transported under cryogenic or pressure Classification Societies (IACS)
conditions.
8. Chapter.18 (Section 18 of this chapter) of
3. Severe collisions or strandings could lead to the Code dealing with operation of liquefied
cargo tank damage and result in gas carriers highlights the regulations in
uncontrolled release of the product. Such a other chapters (Sections of this chapter) that
release could result in evaporation and are operational in nature and mentions
dispersion of the product and, in some those other important safety features that
cases, could cause brittle fracture of the are peculiar to gas carrier operation.
ship's hull. The requirements in the Code
are intended to minimize this risk as far as 9. The layout of the Code is in line with the
practicable, based upon present knowledge International Code for the Construction and
and technology. Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code) adopted by
4. Throughout the development of the Code, it th