2016 Amendments To Rules For Classification of Sea-Going Steel Ships

CHINA CLASSIFICATION SOCIETY
RULES FOR CLASSIFICATION OF

SEA-GOING STEEL SHIPS
AMENDMENTS
2016
Effective from 1st July 2016
Beijing

AMENDMENTS
2016
PART ONE PROVISIONS OF CLASSIFICATION

CONTENTS
CHAPTER 2 SCOPE AND CONDITIONS OF CLASSIFICATION

Section 9 ASSIGNMENT, MAINTENANCE, SUSPENSION, CANCELLATION AND
REINSTATEMENT OF CLASS
Section 11 REGISTER OF SHIPS AND LISTS OF APPROVED MARINE PRODUCTS
Section 12 AVAILABILITY AND CONFIDENTIALITY OF INFORMATION
Appendix 1 LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS
Appendix 2 DIAGRAMS OF MANDATORY SHIP TYPES FOR SHIPS HAVING ESP
NOTATION
CHAPTER 3 INSPECTIONS OF PRODUCTS

Section 1 GENERAL PROVISIONS
Section 2 UNIT/BATCH INSPECTIONS
Section 4 TYPE APPROVAL
Section 5 WORKS APPROVAL
Section 7 APPROVAL OF SERVICE FIRM OF INSPECTION AND TESTING
Section 8 CLASS NOTATIONS FOR PRODUCTS
Appendix 1A LIST OF CERTIFICATION REQUIREMENTS FOR CLASSED MARINE
PRODUCTS
Appendix 1B LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY MARINE
PRODUCTS
PRODUCT PARTS
Appendix 2B LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY MARINE
PRODUCT PARTS
CHAPTER 4 SURVEYS DURING CONSTRUCTION

Section 2 SURVEYS AND TESTS
Section 3 TESTING PROCEDURES OF WATERTIGHT COMPARTMENTS
TIGHTNESS TESTING OF COMPARTMENTS
Appendix 1 HULL SURVEY FOR NEW CONSTRUCTION
CHAPTER 5 SURVEYS AFTER CONSTRUCTION

Section 4 HULL AND EQUIPMENT SURVEYS
Section 5 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT
SURVEYS OF GENERAL DRY CARGO SHIPS
SURVEYS OF OIL TANKERS
SURVEYS OF BULK CARRIERS
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SURVEYS OF CHEMICAL TANKERS
Section 12 SURVEYS OF PROPELLER SHAFTS AND TUBE SHAFTS
Section 14 INITIAL CLASSIFICATION SURVEYS OF SHIPS CONSTRUCTED NOT
UNDER THE SUPERVISION OF CCS
SURVEYS OF LIQUEFIED GAS CARRIERS
Appendix 1 CRITERIA FOR RENEWAL OF HULL STRUCTURAL MEMBERS
Appendix 8 PROCEDURAL REQUIREMENTS FOR SERVICE SUPPLIERS
Appendix 11 ESP SURVEY REPORTING PRINCIPLES
Appendix 13 RECOMMENDED PROCEDURES FOR THICKNESS MEASUREMENTS
OF OIL TANKERS, BULK CARRIERS AND ETC.
Appendix 14 GUIDELINES FOR SCREWSHAFT CONDITION MONITORING
SYSTEM
Appendix 15 GUIDELINES FOR LUBRICATING OIL CONDITION MONITORING
SYSTEM OF DIESEL ENGINES
CHAPTER 6 SURVEYS RELATED TO CLASS NOTATIONS

Section 2 SURVEYS RELATED TO CLASS NOTATIONS FOR SPECIAL DUTIES
Section 5 SURVEYS RELATED TO CLASS NOTATIONS FOR ENVIRONMENTAL
PROTECTION
Section 7 SURVEYS RELATED TO CLASS NOTATIONS FOR EOM
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CHAPTER 2 SCOPE AND CONDITIONS OF CLASSIFICATION
Section 9 ASSIGNMENT, MAINTENANCE, SUSPENSION, CANCELLATION AND

REINSTATEMENT OF CLASS
2.9.1 Assignment and maintenance of class

2.9.1.4 CCS reserves the right to perform unscheduled surveys of the ship when CCS has
reasonable cause to believe that the ship has the possibilities of affecting class maintenance
between two periodical surveys. the requirements of the Rules for various surveys are not being
fully complied with. The notice for arranging an unscheduled survey will be sent in writing by
CCS to the owner who is to promptly arrange the survey and has the obligation to pay the related
expenses.
Section 11 REGISTER OF SHIPS AND LISTS OF APPROVED MARINE PRODUCTS①
2.11.1 Register of Ships

2.11.1.1 CCS will enter main characteristic particulars and details of all ships classed with CCS,
after they are assigned characters of classification and class notations, into the Register of Ships
periodically published by of CCS to provide information for those related to ships, such as
shipbuilders, owners, underwriters, shippers and charterers.
2.11.1.2 Subsequently, in case changes concerning ships or their characteristic particulars are
made, CCS will publish renewed editions of the Register of Ships or supplements thereto in time.
2.11.2 Lists of Approved Marine Products

2.11.2.1 CCS will enter the names, main characteristic particulars and details of related products
as well as detailed information on their manufacturers in respect to those factories and plants and
their marine products approved by CCS into the Lists of Approved Marine Products periodically
published by of CCS to provide information for ship-designing institutes, shipbuilders, owners,
traders and exporters.
2.11.2.2 Subsequently, in case changes concerning performance of the approved products are
made or their scope is extended, CCS will publish renewed Lists of Approved Marine Products or
supplements thereto in time.
Section 12 AVAILABILITY AND CONFIDENTIALITY OF INFORMATION
2.12.2 Disclosure of information

2.12.2.1 CCS will not disclose any information obtained for classification of the ship to any
other party not specified in the contract and Table 2.12.2.2 Tables 2.12.2.2(1) and 2.12.2.2(2),
except in the following cases:
2.12.2.2 The concerned parties who are entitled to have access to such information are given in
Table 2.12.2.2 Tables 2.12.2.2(1) and 2.12.2.2(2).
① CCS Register of ships and Lists of approved marine products may be obtained at CCS website, i.e.
http://www.ccs.org.cn.
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Information Available to Parties Concerned① Table 2.12.2.2(1)
Information available to:
Information in question Flag Port Insurance
Owners Shipyards
State State Company*
1. CCS standing documents:
* Rules & guidelines (class and statutory
1 1 1 1 1
requirements)
* Instructions to Surveyors 1
* Quality Manual 1 1 1 1 1
* Register Book 1 1 1 1 1
2. Ship related information
A. New buildings
* Approved drawings 6 1 7
* Formal approval letters 1 7
* Certificates of important equipment 2 7
B. Ships in operation
* Class services
—Date(month and year) of all class surveys 7 1 1 1
—Expiry date of class certificates 7 7** 1 1
—Certificates/Reports 7 1 6 5
—Overdue surveys 7 7** 1 1
—Text of conditions of class/recommendations 7 1 1 5
—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
—Expiry date of statutory certificates 7 7** 1 1
—Registered statutory recommendations 7 7** 1 5***
—Overdue statutory recommendations 7 7** 1 1***
3. Other information
* Correspondence file with Yard and/or Owner 6 6 5&6
* Audit of CCS QA System 4 4 4 4
* Class transfer reporting 7 7 7 7
* Class withdrawal information 7 7 7 7
Notes:
* = Insurance Company means P&I Clubs and Hull and Machinery Underwriters;
** = if stated in Agreement;
*** = unless prevented by the agreement with the flag State.
1. Available upon request.
2. At delivery of the ship by Shipyard.
3. Available under visit on board.
4. Result of audit available on request.
5. When accepted by Owners – or through special clause in insurance contract.
6. When accepted by Owner (Master) or Shipyard as applicable.
7. Automatically available.
新增表 2.12.2.2(2)，如下：
Information Available to Parties Concerned② Table 2.12.2.2(2)

Information available to:
Information in Question Owners Flag Port Insurance Ship
State State Company* Yards
1. CCS Standing Documents:
① It is applicable to all types of ships with the exception of oil tankers and bulk Carriers subject to SOLAS
Regulation II-1/3-10 (Goal-based ship construction standards for bulk carriers and oil tankers).
② It is applicable to oil tankers and bulk carriers subject to SOLAS Regulation II-1/3-10 (Goal-based ship
construction standards for bulk carriers and oil tankers).
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Rules and Guidelines (Class and statutory 1 1 1 1 1
requirements)
Instructions to Surveyors 1
Quality Manual 1 1 1 1 1
Register Book 1 1 1 1 1
2. Ship Related Information:
A. New buildings
Approved Drawings 1 1 7
Formal Approval Letters 1 1 7
Certificates of Important Equipment 2 1 7
SCF 2 8 7
Formal Review Letters in relation with SCF
2 2 7
B. Ships in Operation:
Class Services
− Date (month and year) of all Class Surveys 7 1 1 1
− Expiry Date of Class Certificate 7 7** 1 1

− Certificates/Reports 7 1 6 5
− Overdue Surveys 7 7** 1 1
Text of Conditions of Class/
− Recommendations 7 1 1 5
Text of Overdue Conditions of Class /
− Recommendations 7 1 1 1
− Executive Hull Summary 7 3 3 3
− Statutory Services
− Due Dates of Statutory Surveys 7 7** 1 1
− Expiry Date of Statutory Certificates 7 7** 1 1
− Registered Statutory Recommendations 7 7** 1 5***
− Overdue Statutory Recommendations 7 7** 1 1***
3. Other Information:
Correspondence File with Yard and/or
Owner 1 1 5&6
Updated modifications to SCF 7**** 8
Audit of Class Societies QA System 4 4 4 4
Class Transfer Reporting 7 7 7 7
Class Withdrawal Information 7 7 7 7
Notes:
* Insurance Company means P&I Clubs and Hull Underwriters;
** If stated in Agreement;
*** Unless prevented by the agreement with the flag State;
**** By Owner or Shipyard.
1. Available upon request.
2. At delivery of the ship by Shipyard.
3. Available under visit on board.
4. Result of audit available on request.
5. When accepted by Owners − or through special clause in insurance contract.
6. When accepted by Owner (Master) or Shipyard as applicable.
7. Automatically available.
8. Available through Owner upon request.
Appendix 1 LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS
★CSA Bulk Carrier; CSR; BC-A; (Holds Nos. 2, 4 & 6 may be Empty); COMPASS (R, D, F);
Grab (20); Ice Class B; Loading Computer (S, I, G); ESP; In-Water Survey
★CSM AUT-0; SCM
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Type Notations Table A
Technical requirements
Class notation Description
to be complied with
Ch. 2 and applicable
Ships designed and constructed specifically for the sections of other chapters,
Livestock Carrier Livestock Carrier
carriage of livestock such as cattle, sheep, etc. Pt. 2 of the Rules
Ch.2, Pt.8 of the Rules
HSC are ships with maximum speed
not less than 3.7▽0.1667 m/s.
For passenger ships as defined in
2.1.3.1(18) of Rules for Construction
and Classification of Sea-Going
High Speed Craft, the service
notation Passenger A is to be added
High speed
after type notation and where such
craft with its
Surface effect ships are fitted with ro-ro spaces or
air cushion
special category spaces, the notation
craft being totally Rules for Construction and
Ro-Ro Passenger A is to be added.
Surface Effect High speed or partially Classification of
For passenger ships as defined in
Ship surface effect craft retained by Sea-Going High Speed
(side wall 2.1.3.1(19) of Rules for Construction Craft
permanently
and Classification of Sea-Going
hovercraft) immersed hard
High Speed Craft, the service
structure
notation Passenger B is to be added
after type notation and where such
ships are fitted with ro-ro spaces or
special category spaces, the notation
Ro-Ro Passenger B is to be added.
For high speed cargo craft, the
notation Cargo is to be added after
type notation
Ships designed and constructed specifically for the
Sand Carrier Sand Carrier Ch.19, Pt.2 of the Rules
carriage of sand
Special Duties Notations Table C

to be complied with
LNG Bunkering LNG Bunkering Rules for LNG bunkering

Ships with the function of LNG bunkering
Ship Ship ships
Special Features Notations Table E

to be complied with
The basic Anti-Cold Climate notation, applicable for ships
ACC (DST) intended to operate in non-polar waters in low air
temperature environments
The polar Anti-Cold Climate notation, applicable for ships
ACC-POLAR
intended to operate in polar waters in low air temperature
(DST)
Ships operating environments
in low air The hull Anti-Cold Climate notation, applicable for
Ch. 23, Pt. 8 of the Rules
H (DST) temperature materials used for hull structures of ships intended to
environments operate in low air temperature environments
The DE-ICE notation, applicable for ships operating
occasionally in low air temperature environments and in
DE-ICE addition, for ships operating in areas and during periods
where more severe ice and snow accretion are likely to
occur
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Special Equipment and System Notations Table G
to be complied with
Guidelines for Survey of

Solar
For ships fitted with solar photovoltaic system, this Solar Photovoltaic System
SPV photovoltaic
notation may be added and Lithium Iron
system
Phosphate Battery System
Special Survey Notations Table H

to be complied with
For oil tankers, oil/bulk carriers, oil/bulk/ore carriers,
chemical tankers, bulk carriers subject to ESP, this
notation is to be added after type notation
This notation is required for oil tankers, oil/bulk carriers,
oil/bulk/ore carriers, chemical tankers, bulk carriers
Enhanced survey
ESP engaged on international voyages. This notation is Ch. 5 of this PART
programme
optional by the owner for oil tankers, oil/bulk carriers,
oil/bulk/ore carriers, chemical tankers, bulk carriers
subject to ESP and engaged on non-international voyages,
with attention being given to the special requirements of
the flag States
Environmental Protection Notations Table I

to be complied with
Fuel tank This notation may be assigned to ships with all fuel tanks
FTP (+)
protection provided with double-hull protection
Sec. 3, Ch. 8, Pt. 8 of the
This notation may be assigned to ships, of which
Anti-fouling Rules
AFS anti-fouling system is not to contain any organotin
system
compounds acting as biocides
0.90 RLV<Attained EEDI≤RLV, RLV being the Reference
Line Value of the ship’s EEDI The ship’s attained EEDI
EEDI(I)
value is equivalent to the requirement for EEDI Phase 0 of
MARPOL Annex VI
0.70 RLV<Attained EEDI ≤ 0.90 RLV, RLV being the
Green ship Reference Ships Line Value of the ship’s EEDI The ship’s
EEDI(II)
Energy attained EEDI value is equivalent to the requirement for Ch. 2 of Rules for Green
efficiency in ship EEDI Phase 1 of MARPOL Annex VI Ships
design The ship’s attained EEDI is equivalent to the requirement
EEDI (II+)
for EEDI Phase 2 of MARPOL Annex VI
Attained EEDI≤0.70 RLV, RLV being the Reference Line
Value of the ship’s EEDI The ship’s attained EEDI value is
EEDI (III)
equivalent to the requirement for EEDI Phase 3 of
MARPOL Annex VI
The IBTS notation may be assigned for ships the
management and discharge arrangements of the bilge water
Integrated Bilge
from machinery spaces complying with the requirements of
IBTS Water Treatment
the integrated bilge water treatment system (IBTS) as
System
specified in MEPC.1/Circ.642, as revised by
Ch. 8, Pt. 8 of the Rules
MEPC.1/Circ.676 and MEPC.1/Circ.760
The EAL notation may be assigned for ships the lubricants
Environmentally
used for the oil/water interfaces complying with the relevant
EAL Acceptable
provisions on environmentally acceptable lubricants as
Lubricants
specified in CCS Guidelines for implementation of the
1-8
to be complied with
survey of the requirements for environmentally acceptable
lubricants by US EPA
The Biofouling-C notation may be assigned for ship having
a biofouling management plan, which is prepared in
Biofouling accordance with 2011 Guidelines for the control and
Biofouling-C
Control management of ships’ biofouling to minimize the transfer of
invasive aquatic species adopted by IMO by resolution
MEPC.207(62) and to be approved by CCS
Other Notations Table K

to be complied with
Capable of monitoring ship’s operation in real time and
Ship’s energy supporting decision on operational energy efficiency
efficiency management and optimization by collecting operational
EOM Sec. 7, Ch. 6, of this PART
real-time on-line parameters of ship’s energy-consuming equipment and
monitoring navigational equipment and synchronizing with shore-based
equipment
Appendix 2 DIAGRAMS OF MANDATORY SHIP TYPES FOR SHIPS HAVING ESP

NOTATION
1 Preamble
1.3 Survey requirements can be found in:
⑥ Section 7, Chapter 5 of this PART for self-unloaders, depending on the structural
configuration.
2 Ship Type and Enhanced Survey Programme (ESP) Notations

2.5 Self-unloaders
The ship type notation “SELF-UNLOADERS", or equivalent, and the notation "ESP" are to be
assigned to sea going self-propelled ships which are constructed generally with single deck,
double bottom, hopper side tanks and topside tanks and with single or double side skin
construction in cargo length area and intended to carry and self-unload dry cargoes in bulk.
Typical midship sections are given in Figure 2.6.
Figure 2.6
2.52.6 Chemical Tanker

The ship type notation “Chemical Tanker”, or equivalent, and the notation “ESP” are to be
assigned to sea-going self-propelled ships which are constructed generally with integral tanks and
intended primarily to carry chemicals in bulk. This type notation is to be assigned to tankers of
1-9
both single or double hull construction, as well as tankers with alternative structural arrangements.
Typical midship sections are given in Figure 2.62.7.
Figure 2.62.7
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CHAPTER 3 INSPECTIONS OF PRODUCTS
3.1.2 Definitions
3.1.2.1 For the purpose of products inspections required by the Rules:
(3) Design approval (DA) means the evaluation process whereby CCS confirms that product
design meets requirements of CCS rules and/or other acceptable standards through drawing
examination and type prototype test.
(15) Unscheduled audit means the audit carried out by CCS in accordance with specific
requirements.
(165) Components mean parts/members forming a piece of equipment and/or a system.
(176) Design means all relevant drawings, documents and calculation reports describing the
performance, installation and manufacturing technologies of products.
(187) Documentation means all necessary written information regarding design, processes,
products or services.
(198) Manufacturer means an organization producing and/or assembling final products and fully
responsible for such products.
(2019) Document means a formal document showing compliance of a design, product, service or
process with specified requirements.
(2120) Manufacturer’s document means statements or certificates issued by the manufacturer as
the result of exercising his inspection duty, showing that the products meet relevant requirements.
(22) Test report means the document issued by manufacturer, showing that the completed
inspection and test of the samples from the existing products has met the requirements for the
products.
(2321) Equivalent document means certificates, reports, etc. issued not in the name of CCS, but
stamped by CCS and endorsed by CCS Surveyor, showing that the products have been
satisfactorily inspected according to CCS requirements.
(2422) Class notations indicate different features of a product in sequence, and will be appended
on approval and/or product certificates. Class notations are optional.
(2523) Approval of class notations means that the manufacturer’s ability of continuously
producing products meeting requirements of CCS additional requirements are confirmed by CCS
through documentation review, approval test and on-site audit. It is optional.
3.1.3 Requirements for manufacturers

3.1.3.7 The manufacturer is to notify CCS promptly when any serious quality problems of
production or products are found.
3.1.4 Basic requirements for products inspections

3.1.4.5 Where the products have been approved in one or more modes, the specified unit/batch
inspection requirements may be replaced with the following:
(2) replacing the Surveyor by the manufacturer in carrying out a part of or complete on-site
inspections; verifying by the Surveyor of production and quality control information provided by
the manufacturer.
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3.1.5 Documents
3.1.5.2 Products documents
(1) A unit/batch inspection of classed or statutory products is to be documented as follows:
① CCS Marine Products Certificate:
② Equivalent document:
A document issued by the manufacturer, stamped by CCS and endorsed by the Surveyor to
show that:
d. the product has been tested in the presence of the Surveyor, or the third-party
independent and recognized inspection and testing organizations accepted by CCS, or in
a specially agreed condition.
(2) The classed and statutory products of which the type approval and/or works approval is
required but the products certificate is not required, are to provide type approval and/or works
approval certificates and may be certified as follows:
① Manufacturer’s document (W) is issued by the manufacturer to show that:
e. the product has been tested and issued in the presence of the department’s representative
authorized by the manufacturer.
(3) An inspection of products other than those specified in rules or statutory requirements is to be
documented as follows:
① Marine Products Inspection certificate:
② Marine Products Test certificate:
3.1.6 Conditions for use of inspection marks

3.1.6.3 The inspection marks are to be affixed by a steel stamp so far as is practicable, generally
on a readily accessible non-working face and/or nameplate of the product. If this is impracticable,
fake-proof CCS marks inspection poster or other marking means agreed by CCS may be used. The
distribution of the steel stamps or other marks is to be controlled.
3.1.8 Invalidation, suspension and cancellation of approval certificate

3.1.8.1 The approval certificate will be automatically invalid in one of the following conditions:
(3) any major change has been made to the design (see 3.1.2.1(1716)) or documentation (see
3.1.2.1(1817)) of products without approval by CCS;
Section 2 UNIT/BATCH INSPECTIONS
3.2.2 General requirements

3.2.2.5 Unit/batch inspections to products without approval which are unnecessary to be
approved are to be carried out unit by unit or batch by batch according to drawings and technical
documents approved by CCS.
3.2.6 Inspections
3.2.6.3 If work certificates (W) or test reports (TR) are found not to fulfil the standards agreed
with CCS during the inspection, the component or product may not be accepted.
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Section 4 TYPE APPROVAL

3.4.1.3 The manufacturer is to have a quality management system certificate based upon ISO
9000 or the equivalent standards and issued by an accredited certification body, the certificate is to
be kept valid.
3.4.1.4 The manufacturer is to have a quality control system, current drawings, rules and
standards that cover the product to be certified.
3.4.1.5 The manufacturer applying for type approval of mode A is to have the quality
management system or the alternative certification scheme which covers the requirements for all
inspections, tests and certification in compliance with CCS Rules. Where associated sub-suppliers
or sub-contractors are needed, the quality management system of the sub-supplier or
sub-contractor is to be included in the control requirements of the manufacturer, or the
sub-supplier or sub-contractor applies separately for type approval of mode A.
3.4.1.6 For the manufacturer applying for type approval of mode A, the required inspection and
testing are permitted in two versions with regard to traceability:
(1) The manufacture describes the relevant inspection, testing and certification additional to the
manufacturer’s standard quality control in order to meet the Rules. The components are to be
stamped with a special stamp supplied by the Society or identified as required by the Society.
(2) The manufacturer has a standard quality control system which covers all required inspection,
testing and certification in compliance with the Rules. The traceability and the required type of
product document for components or products are defined in the system.
3.4.3 Document examination

3.4.3.1 The drawing examination is to be in accordance with Section 6 of this Chapter.
3.4.3.2 The document examination is to be in accordance with 3.5.2, Section 5 of this Chapter.
3.4.3.3 In addition, for the manufacturer applying for type approval of mode A, the following
documents are to be submitted for examination:
(1) The extent of the required inspection and testing, and the extent under which conditions the
manufacturer may perform all or parts of the required inspection and testing without the presence
of a Surveyor, including that of the sub-contracted components;
(2) The alternative certification scheme which covers all required inspection, testing and
certification in compliance with the Rules, including the procedure of the components to be
stamped with a special stamp supplied by the Society or identified as required by the Society;
(3) The standard quality control system which covers all required inspection, testing and
certification in compliance with the Rules, including the procedure of the traceability and the
required type of product document for components or products;
(4) Existing class approvals of the manufacturer’s products as far as required;
(5) Quality control plans relevant to the products and relevant components. Such plans are to
detail the inspections and tests required by the Rules with an indication of which inspections and
tests are delegated to the manufacturer and which are to be done in the presence of a Society’s
representative.
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(6) List of nominated personnel for:
① Marking/stamping of products;
② Tests and Inspection (responsible);
③ Provision of data and information (e.g. declaration of conformity, test reports etc.)
(7) Any other additional documents that CCS may require in order to evaluate the manufacturing
processes and the product quality control.
3.4.5 On-Site audit

3.4.5.1 Check of quality management system in production location of the manufacturer by the
Surveyor is to meet the requirements of Section 9 of this Chapter.
(2) For the manufacturer applying for type approval of mode A, check of quality management
system is to meet the requirements of 3.9.2.1 and 3.9.2.2, Section 9 of this Chapter.
3.4.6 Issue and validity of Type Approval Certificate

3.4.6.1 CCS will issue a Type Approval B Certificate valid for not more than 5 years to a
manufacturer for whom the drawing examination, type test and on-site audit have been completed
according to 3.4.3 to 3.4.5 3.4.3, 3.4.4 and 3.4.5 respectively and who is found to meet following
conditions:
3.4.10 Unscheduled audit

3.4.10.1 CCS may carry out unscheduled audits at the manufacturer and/or subcontractor at its
own discretion.
Section 5 WORKS APPROVAL
3.5.2 Document review

3.5.2.1 The applicant is to submit a signed application for works approval, stating the products
and production locations covered by the works approval, together with the following documents
and information for examination:
(1) technical characteristics of the products, at least including the purpose, type, model and main
characteristic parameters of the products together with the latest versions of all standards used;
(4) lists of suppliers of raw materials, main components and parts, a list of material suppliers with
an indication of their class approval (as far as required by the Rules) and the type of material
certification in each case;
(5) quality assurance system documents, including quality manual, and the procedures relevant to
the quality control and inspections, their methods, frequency and certification, and quality control
procedure, information on main production, inspection and test equipment;

own discretion.
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Section 7 APPROVAL OF SERVICE FIRM OF INSPECTION AND TESTING

own discretion.
Section 8 CLASS NOTATIONS FOR PRODUCTS

3.8.1.4 Class notations applicable to marine products include but not limited to the table 3.8.1.4:
Class Notations for Marine Products Table 3.8.1.4
Class notation Applicable products Description Technical requirements to be complied with
Sound-isolating Sound-isolating structure MSC.337(91) Code on Noise Levels on

structure such as for different area is to meet Board Ships and CCS Guidelines for Control
C-Noise
bulkhead, deck, door requirements for sound- and Measurement of Noises for Ships and
and window isolating index of this area. Marine Products
Marine computer
Safe and reliable
SLC1, SLC2, system (including CCS Guidelines for Safe and Reliable
assessment of the marine
SLC3 programmable Assessment of the Marine Software
software
electronic system)

PRODUCTS
Plan
No. Document Approval mode
Product name approval Remark
C/E W DA TA-B TA-A WA PA
Material
2 Non-metallic material
For ships with the
water-lubricated screwshaft
Wrapping material of
2.9 − X − − − X − condition monitoring (SCM)
the propeller shaft
system applying for the class
notation SCM
Hull
Hull structure
5 X − − − − X X
equipment
Stem, stern post, rudder Applicable to all forgings and
horn and propeller shaft castings integral to hull, and
bracket , propeller shaft carrying out inspection and
5.1 X − − − − − X
bracket, forward stern certification to roughly
tube bearing pedestal machined forgings and
and etc. castings
Side scuttle and
5.3 X − − − − − X
Window
6 Outfitting
Applicable to transfer of
Embarkation ladder, personnel on board ship
6.10 X − − − − − X
ramp constructed after 1 January
2010
1-15
Plan
No. Document Approval mode
Product name approval Remark
10 Machinery equipment
Diesel engine with cylinder
diameter of 300mm and
above. Dual fuel diesel engine
10.3 Diesel engine (single) X − OX OX O − X
and gas fuel diesel engine are
to be in accordance with are
referred to in this requirement
Diesel engine with cylinder
diameter less than 300 mm.
10.4 Diesel engine (in batch) X − X O O − X Dual fuel diesel engine and
gas fuel diesel engine are to
be in accordance with this
For 1) actuation/ emergency
actuation; 2) gas control
system; 3) air compressor as
10.45 Air compressor X − X O O − X
replacement of spare air
charging bottle of fireman’s
outfit
10.56 Oil separator X − X O O − X
10.67 Fuel oil supply unit X − − − − − X
For boiler, main engine,
category A machinery space,
10.78 Fan X − X O O − X
cargo pump tank and other
hazardous zone
When there is class notation
10.89 Refrigerating plant X − − − − − X
of cargo refrigeration
For adjustable pitch propeller

(CPP), steering oar and
10.91
Hydraulic power plant X − − − − − X steering gear, opening and
0
closing hatch cover, driving
cargo pump and etc.
Including compressor for gas
10.10
Cargo compressor X − − − − − X fuel, for use by LNG and LPG
11
carriers
Applicable to supply of fresh
10.11 Sea water desalting water for operation of fresh
X − − − − − X
12 arrangement water cooling system of main
and auxiliary engines
Applicable to external
fire-fighting of fire-fighting
10.12
Monitor, foam monitor X − − X O − X ships applying for class
13
notations of FIFI1~ FIFI3Fire
Fighting Ship N
10.13
Steering gear X − X O O − X
14
10.14
Fin stabilizer X − − − − − X
15
12 Shafting and propeller
Applicable to oil-lubricated
Stern tube sealing
12.5 − X − X − − X and water-lubricated stern
device
shaft
14 Automatic equipment
Including manual valve
Valve remote control
14.5 X − − X O − X remote control system for
system
emergency maneuvering
1-16
Appendix 1B LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY
MARINE PRODUCTS
Plan
Document Approval mode
No. Product name approval Remark
Fire-resisting material,
3 structure and
fire-fighting equipment
Fire-extinguishing
3.33 arrangement for deep-fat X − − X O − X
cooking equipment
7 SOLAS II-1 equipment
Embarkation and
disembarkation of personnel
on board the ships
7.2 Transfer arrangements X − − − − − X constructed after January 1,
2010, to which Part A-1 of
Chapter II-1 of SOLAS
apply
Deep-fat cooking
8.1 O X − X O − X
equipment
9 IBC and IGC Codes
9.1 Cargo hose O X − X O − X

PRODUCT PARTS
Plan
Anchoring and mooring
7
equipment
7.5 Windlass
.10 Main shaft (steel bar) X2 − − − − − X1
If used as an alternative for
Mooring winch and
7.6 windlass, see relevant
capstan
requirements for windlass
.4 Main shaft (forging) X − − − − X X1
Winch or capstan for
7.7
operation
.4 Main shaft (forging) X − − − − X X1
8 Pumps and piping
Flexible hose assembly,
for piping of Classes I
8.19
and II or more than 50
mm in diameter
Pipe end fittings which are
type tested along with hose
.1 Pipe end fittings − X − X − − −
assembly may not apply for
a separate type approval
Flexible hose assembly:
8.20 except for
above-mentioned
1-17
Plan
Pipe end fittings which are
type tested along with hose
.1 Pipe end fittings − X − X − − −
assembly may not apply for
a separate type approval
10 Machinery equipment
10.3 Diesel engine (single)
C/E to be provided for steel
.1 Welding bedplate X − − − − X X1 plate and steel casting
material
Bearing seat (steel C/E to be provided for steel
.2 X − − − − X X1
casting) casting material
.23 Entablature X − − − − X X1 plate and steel casting
/forging material
.4 Welding cylinder block X − − − − X X1 plate and steel casting
/forging material
C/E to be provided for
Block body (iron
.5 − X − − − X X1 casting material (cylinder
casting)
diameter > 300 mm)
.36 Crankcase safety valve − X − X − − X
1 casting/forging material
.47 Piston head X − − − − X X
(cylinder diameter > more
than 400 mm)
−
.58 Cylinder case −X − − − X X1 casting material (cylinder
X
diameter > 300 mm)
.69 Crankshaft X − − − − X X1
casting/forging material
casting/forging material,
.10 Crank X − − − − X X1 applicable to
structure-semi-integrated
crankshaft
Main shaft journal
forging material, applicable
.11 (forging) and shaft X − − − − X X1
to structure-semi-integrated
journal with flange
crankshaft
Crankshaft connecting
.712 bolt coupling flange (not X − − − − X X1
(cylinder diameter more than
integral type) and bolt
400 mm)
.813 Piston rod X − − − − X X1
(cylinder diameter > 400
mm)
Connecting rod
.914 (including bearing X − − − − X X1
forging material
cover)
.1015 Crosshead X − − − − X X1 (cylinder diameter more than
400 mm) (applicable to
crosshead engine)
.1116 Cylinder cover X − − − − X X1 casting/forging material
(cylinder diameter>300 mm)
C/E to be provided for blank
.1217 Tie rod X − − − − X X1 material (applicable to
crosshead engine)
Crosshead connecting C/E to be provided for blank
.13 X − − − − X X1
bolt material
1-18
Plan
Connecting rod upper/ −
.1418 −X − − − X X1 material (cylinder diameter >
lower bolt X
300 mm)
−
.1519 Main bearing bolt −X − − − X X1 material (cylinder diameter >
X
300 mm)
Foundation bolts of
.1620 X − − − − X X1 material (cylinder diameter >
main engines
300 mm)
−
.1721 Cylinder cover bolt −X − − − X X1 material (cylinder diameter >
X
300 mm)
.18 Gear X − − − − X X1
(cylinder diameter more than
400 mm)
.19 Resilient mounting X − − X O − X
Including fuel oil pipe and
High pressure fuel/servo hydraulic oil pipe Also
.2022 X − − X O − X
injection pipe applicable to common rail
pipe
High pressure fuel
.2123 injecting valve Fuel − X − − − − X
injector
Also applicable to hydraulic
High pressure fuel
.2224 X − − − − − X oil high pressure servo oil
injecting pump
pump
Accumulator for fuel oil Applicable to the capacity >
.25 X − − − − X X1
or servo oil system 0.5l
Piping, pump, actuator C/E to be provided for
.26 for hydraulic driven X − − − − X X1 casting/forging material, if
valves applicable
engine-driven pump(oil, Applicable to power >
.27 X − − X O − X1
water, fuel, bilge water) 800kW/cyl
Fuel injection control Applicable to electric control
.23 X − − − − − X1
unit diesel engine
Applicable to electric control
Fuel oil common rail
.24 X − − − − − X1 diesel engine, C/E to be
arrangement
provided for forging material
Hydraulic oil control Applicable to electric control
.25 X − − − − − X1
unit diesel engine
Hydraulic oil common
.26 X − − − − − X1 diesel engine, C/E to be
rail arrangement
provided for forging material
.27.28 Main starting valve X − − − − − X1
.28.29 Start air pipe X2 − − − − X X1
.29.30 Pipe of class III − X − − − X X
.301 X − − X O − X
and II or more than
50mm in diameter
.312 except for − X − X − − X
above-mentioned
Corrugated expansion
.323 − X − X − − X
joint
.334 Engine-driven air bottle X − − − − − X
.34 Emergency blower X − − − − − X
Motors (50 kW and
.35 X − − X O − X
over)
.36 Motors (below 50 kW) − X − X − − X
1-19
Plan
Including lubricating oil
Air cooler Heat cooler, fuel oil cooler,
.37 X − X O O − X
exchanger sea/fresh water cooler and air
cooler
Applicable to its rotating
.38 Supercharger X − X O O − X
parts and case
.39 Oil mist detector − X − X − − X
Applicable to electronic
.40 Speed governor − X − X − − X
speed governor
Control and alarm
Including safety alarm
.41 box/tank of diesel X − − X O − X
system
engine
.42 Electric control system −X − − X O − X
diesel engine
10.4 Diesel engine (in batch)
Diesel engine of a cylinder
10.4.1 Diesel engine (in batch) diameter below 300 mm and
power not less than 300 kW
.1 Engine body X − − − − − X1
plate and casting material
.2 Crankshaft X − − − − − X1
.3 Connecting rod X − − − − − X1
forging material
.4 Cylinder case X − − − − − X1
.5 Fuel injection pipe − X − X − − X
hydraulic oil pipe
Including lubricating oil
.6 Heat exchanger X − X O O − X cooler, fuel oil cooler and air
cooler
Applicable to electronic
.8 Speed governor − X − X − − X
speed governor
Control and alarm box Including safety alarm
.9 X − − X O − X
of diesel engine system
Diesel engine (in batch,
10.4.2
100 ≤ power ≤ 300 kW)
.1 Engine body X − − − − − X1
casting material
.2 Crankshaft X − − − − − X1
.3 Connecting rod X − − − − − X1
forging material
.4 Fuel injection pipe − X − X − − X
hydraulic oil pipe
Control and alarm box Including safety alarm
.6 X − − X O − X
of diesel engine system
Certification requirements
Diesel engine (in batch, for components and parts are
10.4.3
power < 100 kW) based on inspection plan
after approval
10.54 Air compressor
<0.7 MPa & 0.1 ~ 0.25 m3,
WA to be provided for W,
.1 Air bottle O X − − − X X
≥0.7 MPa or ≥0.25 m3, C/E
to be provided
.2 Gas-oil separator X2 − − − − − X1
.3 X − − X O − X
mm in diameter
1-20
Plan
above-mentioned
Motors (50 kW and
.5 X − − X O − X
over)
.7 Diesel engine X − − X O − X
.8 Electrical control box X − − − − − X
10.65 Oil separator
Motors (50 kW and
.1 X − − X O − X
over)
10.76 Fuel oil supply unit
.1 Heat exchanger X − X O O − X Including electric heater
<0.7 MPa & 0.1 ~ 0.25 m3,
.2 Pressure vessel O X − − − X X
≥0.7 MPa or ≥ 0.25 m3, C/E
to be provided
.3 Pump X − − X O − X
Motors (50 kW and
.4 X − − X O − X
over)
10.87 Fan
Motors (50 kW and
.1 X − − X O − X
over)
With class notation of cargo
10.98 Refrigerating plant
refrigeration
Heat exchanger
.1 (evaporator, condenser, X − − − − − X
intercooler)
<0.7 MPa & 0.1 ~ 0.25 m3,
.2 Pressure vessel O X − − − X X
≥0.7 MPa or ≥0.25 m3, C/E
to be provided
Refrigerating
.3 X − − − − − X
compressor
Motors (50 kW and
.4 X − − X O − X
over)
10.10
Hydraulic power plant
9
.1 X − − X O − X
and II or more than
50mm in diameter
above-mentioned
<0.7 MPa & 0.1 ~ 0.25 m3,
.3 Accumulator O X − − − X X
≥0.7 MPa or ≥0.25 m3, C/E
to be provided
1-21
Plan
Applicable to adjustable
pitch propeller, Z propulsion
arrangement, water jet
propulsion arrangement,
.4 Hydraulic pump X − − X O − X
gearbox, steering gear and
windlass, opening and
closing hatch cover, driving
cargo pump and etc.
Motors (50 kW and
.5 X − − X O − X
over)
10.111
Cargo compressor
0
Motors (50 kW and
.1 X − − X O − X
over)
.3 Diesel engine X − − X O − X
10.121 Sea water desalting
1 arrangement
.1 Pump X − − X O − X
Motors (50 kW and
.2 X − − X O − X
over)
10.13
Monitor, foam monitor
12
10.14
Steering gear
13
If the cylinder body is
.1 Hydraulic cylinder X − − − − − X casting, C/E is to be
provided for material
Applicable to casting/forging
.2 Rudder tiller X − − − − X X1
material
Cylinder body, end Applicable to rotating blade
.3 X − − − − X X1
cover, rotor type steering gear
.4 Hydraulic power unit X − − − − − X
.5 X − − X O − X
mm in diameter
above-mentioned
10.15
Fin stabilizer
14
.1 Fin X − − − − − X1
casting and steel plate
.2 Fin shaft X2 − − − − X X1
.3 Crosshead X2 − − − − X X1
Crosshead body steel
.4 X − − − − X X1
casting
.5 Hydraulic cylinder X − − − − − X
.6 Hydraulic power unit X − − − − − X
12 Shafting and propeller
12.10 Side thruster
Refer to the requirements of
.6 Other components CCS Guidelines for survey
of M16 Side Thruster
13 Electrical installations
1-22
Plan
Generating sets (50
13.3
kVA and over)
.4 Elastic coupling − X − X O − X
13.7 Main switchboard
.9 Relay − X − XX4 − − X
.10 Fuse − X − XX4 − − X
13.8 Emergency switchboard
.5 Relay − X − XX4 − − X
.6 Fuse − X − XX 4
− − X
13.9 Group starter panel
.4 Relay − X − XX4 − − X
.5 Fuse − X − XX 4
− − X
Charging and
13.10
discharging panel
.5 Relay − X − XX4 − − X
.6 Fuse − X − XX 4
− − X
Electrical control box
13.11 (associated with
essential equipment)
.4 Relay − X − XX4 − − X
.5 Fuse − X − XX 4
− − X
Distribution panel for
13.20 high voltage shore
power connection
.5 Relay − X − XX4 − − X
.6 Fuse − X − XX 4
− − X
Control panel for high
13.21 voltage shore power
switch in
.3 Relay − X − XX4 − − X
.4 Fuse − X − XX 4
− − X
14 Automatic equipment
Valve remote control
14.5
system
For emergency maneuvering,
or as valve actuator, located
.7 Actuator O X − X3 − − X
in the ballast tank, can not be
locally maneuvered.
Applicable to hardware, type
approval is not necessary to
two equipped computers
14.7 EOM system computer − X − X − − X
which are standby each
other. For ships applying for
EOM notation
For ships applying for EOM
14.8 Shaft power meter − X − X O − X
notation
For ships applying for EOM
14.9 Flowmeter − X − X O − X
notation
Symbols:
6) X4: may be dispensed with if subject to approval by other societies and audited and agreed by CCS.
1-23
Appendix 2B LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY
MARINE PRODUCT PARTS
Plan
2 Pollution prevention at sea
2.13 Crude oil washing machine X − − X O − X
Comminuting and
2.14 X − − X O − X
disinfecting system
Devices for processing and
2.15 X − − X O − X
recording after discharge
Fire-resisting material,
3 structure and fire-fighting
equipment
Fire-extinguishing
3.33 arrangement for deep-fat
cooking equipment
Deep-fat cooking
8.1
equipment
1-24
CHAPTER 4 SURVEYS DURING CONSTRUCTION
Section 2 SURVEYS AND TESTS

4.2.1.2 The shipyard is to prepare, as required by the rules, lists of certified products for the ship
intended to be built, according to Appendices 1 to 3 Appendices 1A to 2C of Chapter 3 of this
PART and submit them to the attending Surveyor for confirmation.
4.2.3 The requirements for tests

4.2.3.3 Inclining test
(1) When construction is finished, each ship is to undergo an inclining test to determine the
elements of its stability, and the information thereon is to be provided to the master of the ship,
which will enable him to promptly assess with ease the stability of his ship in different service
conditions. The conditions and requirements for the inclining test and the assessment of test
results are to comply with the requirements of Chapter 1, PART TWO of the Rules, or the relevant
provisions of IMO or the requirements of the flag State Administration (if any).
The existing Section 3 is replaced by the following:
Section 3 TESTING PROCEDURES OF WATERTIGHT COMPARTMENTS
4.3.1 General
4.3.1.1 These test procedures are to confirm the watertightness of tanks and watertight
boundaries and the structural adequacy of tanks which consist of the watertight subdivisions of
ships. These procedures may also be applied to verify the weathertightness of structures and
shipboard outfitting.
4.3.1.2 The tightness of all tanks and watertight boundaries of ships during new construction and
those relevant to major conversions or major repairs① is to be confirmed by these test procedures
prior to the delivery of the ship.
4.3.2 Application
4.3.2.1 All gravity tanks② and other boundaries required to be watertight or weathertight are to
be tested in accordance with this Procedure and proven to be tight and structurally adequate as
follows:
(1) gravity tanks for their tightness and structural adequacy;
(2) watertight boundaries other than tank boundaries for their watertightness; and
(3) weathertight boundaries for their weathertightness.
4.3.2.2 The testing of cargo containment systems of liquefied gas carriers is to be in accordance
with standards deemed appropriate by the CCS.
4.3.2.3 The testing of structures not listed in Table 1 or 2 is to be specially considered.
① Major repair means a repair affecting structural integrity.

② Gravity tank means a tank that is subject to vapour pressure not greater than 70 kPa.
1-25
4.3.3 Test types and definitions
4.3.3.1 The following two types of tests are specified in this requirement:
(1) Structural Test: A test to verify the structural adequacy of tank construction. This may be a
hydrostatic test or, where the situation warrants, a hydropneumatic test.
(2) Leak Test: A test to verify the tightness of a boundary. Unless a specific test is indicated, this
may be a hydrostatic/hydropneumatic test or an air test. A hose test may be considered an
acceptable form of leak test for certain boundaries, as indicated by Footnote 3 of Table 1.
4.3.3.2 The definition of each test type is as follows:
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 is
(Leak and Structural) partially filled with a liquid and pressurized with air.
Hose Test: A test to verify the tightness of a joint by a jet of water with the joint
(Leak) visible from the opposite side.
A test to verify tightness by means of air pressure differential and
Air Test:
leak indicating solution. It includes tank air test and joint air tests,
(Leak)
such as compressed air fillet weld tests and vacuum box tests.
Compressed Air Fillet
An air test of fillet welded tee joints wherein leak indicating solution
Weld Test:
is applied on fillet welds.
(Leak)
Vacuum Box Test: A box over a joint with leak indicating solution applied on the
(Leak) welds. A vacuum is created inside the box to detect any leaks.
Ultrasonic Test: A test to verify the tightness of the sealing of closing devices such as
(Leak) hatch covers by means of ultrasonic detection techniques.
A test to verify that no visual dye penetrant indications of potential
Penetration Test:
continuous leakages exist in the boundaries of a compartment by
(Leak)
means of low surface tension liquids (i.e. dye penetrant test).
4.3.4 Test procedures

4.3.4.1 General
(1) Tests are to be carried out in the presence of a Surveyor at a stage sufficiently close to the
completion of work with all hatches, doors, windows, etc. installed and all penetrations including
pipe connections fitted, and before any ceiling and cement work is applied over the joints. Specific
test requirements are given in 4.4 and Table 1. For the timing of the application of coating and the
provision of safe access to joints, see 4.3.4.5, 4.3.4.6 and Table 3.
4.3.4.2 Structural test procedures
(1) Type and time of test
Where a structural test is specified in Table 1 or Table 2, a hydrostatic test in accordance with
4.3.4.4(1) will be acceptable. Where practical limitations (strength of building berth, light density
of liquid, etc.) prevent the performance of a hydrostatic test, a hydropneumatic test in accordance
with 4.3.4.4(2) may be accepted instead.
A hydrostatic test or hydropneumatic test for the confirmation of structural adequacy may be
carried out while the vessel is afloat, provided the results of a leak test are confirmed to be
1-26
satisfactory before the vessel is afloat.
(2) Testing schedule for new construction or major structural conversion
① The tank boundaries are to be tested from at least one side. The tanks for structural test are
to be selected so that all representative structural members are tested for the expected
tension and compression.
② Subject to agreement of the flag State Administration, structural tests are to be carried out
for at least one tank of a group of tanks having structural similarity (i.e. same design
conditions, alike structural configurations with only minor localised differences determined
to be acceptable by the attending Surveyor) on each vessel provided all other tanks are
tested for leaks by an air test. The acceptance of leak testing using an air test instead of a
structural test does not apply to cargo space boundaries adjacent to other compartments in
tankers and combination carriers or to the boundaries of tanks for segregated cargoes or
pollutant cargoes in other types of ships. If the structural test founds that the penetration test
does not detect the structural weakness or serious defects, structural tests of all tanks are to
be carried out.
③ Additional tanks may require structural testing if found necessary after the structural testing
of the first tank.
④ Where the structural adequacy of the tanks of a vessel were verified by the structural testing
required in Table 1, subsequent vessels in the series (i.e. sister ships built from the same
plans at the same shipyard) may be exempted from structural testing of tanks, provided that:
a. Water-tightness of boundaries of all tanks is verified by leak tests and thorough
inspections are carried out.
b. Structural testing is carried out for at least one tank of each type among all tanks of each
sister vessel.
c. Additional tanks may require structural testing if found necessary after the structural
testing of the first tank or if deemed necessary by the attending Surveyor.
For cargo space boundaries adjacent to other compartments in tankers and combination carriers or
boundaries of tanks for segregated cargoes or pollutant cargoes in other types of ships, the
provisions of paragraph 4.3.4.2(2)② are to apply in lieu of paragraph 4.3.4.2(2)④b.
⑤ Sister ships built (i.e. keel laid) two years or more after the delivery of the last ship of the
series, may be tested in accordance with 4.3.4.2(2)④ at the discretion of CCS, provided
that:
a. general workmanship has been maintained (i.e. there has been no discontinuity of
shipbuilding or significant changes in the construction methodology or technology at the
yard, shipyard personnel are appropriately qualified and demonstrate an adequate level
of workmanship as determined by CCS) and:
b. an enhanced NDT programme is implemented for the tanks not subject to structural
tests.
⑥ For the watertight boundaries of spaces other than tanks structural testing may be exempted,
provided that the water-tightness of boundaries of exempted spaces is verified by leak tests
and inspections. Structural testing may not be exempt and the requirements for structural
testing of tanks in 4.3.4.2(2)① to 4.3.4.2(2)⑤ are to apply, for ballast holds, chain lockers
and a representative cargo hold if intended for in-port ballasting.
4.3.4.3 Leak test procedures
1-27
(1) For the leak tests specified in Table 1, tank air tests, compressed air fillet weld tests, vacuum
box tests in accordance with 4.3.4.4(4) through 4.3.4.4(6), or their combination, will be acceptable.
Hydrostatic or hydropneumatic tests may also be accepted as leak tests provided that 4.3.4.5,
4.3.4.6 and 4.3.4.7 are complied with. Hose tests will also be acceptable for such locations as
specified in Table 1, Footnote 3, in accordance with 4.3.4.4(3).
(2) Air tests of joints may be carried out in the block stage provided that all work on the block that
may affect the tightness of a joint is completed before the test. See also 4.3.4.5(1) for the
application of final coatings and 4.3.4.6 for the safe access to joints and the summary in Table 3.
4.3.4.4 Test methods
(1) Hydrostatic test
① Unless another liquid is approved, hydrostatic tests are to consist of filling the space with
fresh water or sea water, whichever is appropriate for testing, to the level specified in Table
1 or Table 2.
② In cases where a tank for higher density cargoes is to be tested with fresh water or sea
water, the testing pressure height is to be specially considered.
③ All external surfaces of the tested space are to be examined for structural distortion,
bulging and buckling, other related damage and leaks.
(2) Hydropneumatic test
① Hydropneumatic tests, where approved, are to be such that the test condition, in conjunction
with the approved liquid level and supplemental air pressure, will simulate the actual
loading as far as practicable. The requirements and recommendations for tank air tests in
4.4.3(4) ⑥ will also apply to hydropneumatic tests.
② All external surfaces of the tested space are to be examined for structural distortion, bulging
and buckling, other related damage and leaks.
(3) Hose test
① Hose tests are to be carried out with the pressure in the hose nozzle maintained at least at
2·105 Pa during the test. The nozzle is to have a minimum inside diameter of 12 mm and be
at a perpendicular distance from the joint not exceeding 1.5 m. The water jet is to impinge
directly upon the weld.
② Where a hose test is not practical because of possible damage to machinery, electrical
equipment insulation or outfitting items, it may be replaced by a careful visual examination
of welded connections, supported where necessary by means such as a dye penetrant test or
ultrasonic leak test or the equivalent.
(4) Tank air test
① All boundary welds, erection joints and penetrations, including pipe connections, are to be
examined in accordance with approved procedure and under a stabilized pressure
differential above atmospheric pressure not less than 0.15·105 Pa, with a leak indicating
solution such as soapy water/detergent or a proprietary brand applied.
A U-tube with a height sufficient to hold a head of water corresponding to the required test
pressure is to be arranged. The cross sectional area of the U-tube is not to be less than that of the
pipe supplying air to the tank. Instead of using a U-tube, two calibrated pressure gauges may be
acceptable to verify required test pressure.
A double inspection is to be made of tested welds. The first is to be immediately upon applying
the leak indication solution; the second is to be after approximately four or five minutes in order to
1-28
detect those smaller leaks which may take time to appear.
(5) Compressed air fillet weld test
In this air test, compressed air is injected from one end of a fillet welded joint and the pressure
verified at the other end of the joint by a pressure gauge. Pressure gauges are to be arranged so
that an air pressure of at least 0.15·105 Pa can be verified at each end of all passages within the
portion being tested.
Note: Where a leak test is required for fabrication involving partial penetration welds, a compressed air test is also
to be applied in the same manner as to fillet weld where the root face is large, i.e., 6 − 8 mm.
(6) Vacuum box test
A box (vacuum testing box) with air connections, gauges and an inspection window is placed over
the joint with a leak indicating solution applied to the weld cap vicinity. The air within the box is
removed by an ejector to create a vacuum of 0.20·105 – 0.26·105 Pa inside the box.
(7) Ultrasonic test
An ultrasonic echo transmitter is to be arranged inside of a compartment and a receiver is to be
arranged on the outside. The watertight/weathertight boundaries of the compartment are scanned
with the receiver in order to detect an ultrasonic leak indication. A location where sound is
detectable by the receiver indicates a leakage in the sealing of the compartment.
(8) Penetration test
A test of butt welds or other weld joints uses the application of a low surface tension liquid at one
side of a compartment boundary or structural arrangement. If no liquid is detected on the opposite
sides of the boundaries after the expiration of a defined period of time, this indicates tightness of
the boundaries. In certain cases, a developer solution may be painted or sprayed on the other side
of the weld to aid leak detection.
(9) Other test
Other methods of testing may be considered by CCS upon submission of full particulars prior to
the commencement of testing.
4.3.4.5 Application of coating
(1) Final coating
For butt joints welded by an automatic process, the final coating may be applied any time before
the completion of a leak test of spaces bounded by the joints, provided that the welds have been
carefully inspected visually to the satisfaction of the Surveyor.
Surveyors reserve the right to require a leak test prior to the application of final coating over
automatic erection butt welds.
For all other joints, the final coating is to be applied after the completion of the leak test of the
joint. See also Table 3.
(2) Temporary coating
Any temporary coating which may conceal defects or leaks is to be applied at the time as specified
for the final coating (see 4.3.4.5(1)). This requirement does not apply to shop primer.
4.3.4.6 Safe access to joints
For leak tests, safe access to all joints under examination is to be provided. See also Table 3.
4.3.4.7 Hydrostatic or hydropneumatic tightness test
In cases where the hydrostatic or hydropneumatic tests are applied instead of a specific leak test,
examined boundaries must be dew-free, otherwise small leaks are not visible.
1-29
Test Requirements for Tanks and Boundaries Table 1
Tank or boundary to be
Test type Test head or pressure Remark
tested
The greater of
Leak and
4 - top of the overflow,
1 Double bottom tanks structural1
- to 2.4m above top of tank2, or
- to bulkhead deck
including pump room
double bottom and bunker
2 Double bottom voids5 Leak See 4.3.4.4(4)-(6), as applicable tank protection double hull
required by MARPOL
Annex I
The greater of
Leak and - top of the overflow,
3 Double side tanks
structural1 - to 2.4m above top of tank2, or
- to bulkhead deck
4 Double side voids Leak See 4.3.4.4(4)-(6), as applicable
Deep tanks other than The greater of
Leak and
5 those listed elsewhere in - top of the overflow, or
structural1
this table - to 2.4m above top of tank2
The greater of
- top of the overflow,
Leak and
6 Cargo oil tanks - to 2.4m above top of tank2, or
structural1
- to top of tank2 plus setting of
any pressure relief valve
Leak and
Ballast hold of bulk
7 structural1 Top of cargo hatch coaming
carriers
Leak and The greater of
After peak to be tested after
8 Peak tanks structural1 - top of the overflow, or
installation of stern tube
- to 2.4m above top of tank2
.1 Fore peak spaces with
Leak See 4.3.4.4(3)-(6), as applicable
equipment
Leak and
.2 Fore peak voids To bulkhead deck
structural1, 9
9
.3 Aft peak spaces with
equipment
After peak to be tested after
.4 Aft peak voids Leak See 4.3.4.4(4)-(6), as applicable
installation of stern tube
10 Cofferdams Leak See 4.3.4.4(4)-(6), as applicable
.1 Watertight bulkheads Leak8 See 4.3.4.4(3)-(6), as applicable
11
.2 Superstructure end
bulkheads
Watertight doors below
6,7
12 freeboard or bulkhead Leak See 4.3.4.4(3)-(6), as applicable
deck
Double plate rudder
13 Leak See 4.3.4.4(4)-(6), as applicable
blades
Shaft tunnels clear of 3
deep tanks
3
15 Shell doors Leak See 4.3.4.4(3)-(6), as applicable
Hatch covers closed by
Weathertight hatch covers 3,7
16 Leak See 4.3.4.4(3)-(6), as applicable tarpaulins and battens
and closing appliances
excluded
Dual purpose tanks/dry 3,7 In addition to structural test
cargo hatch covers in item 6 or 7
Leak and
18 Chain lockers Top of chain pipe
structural1
L.O. sump. tanks and
19 other similar tanks/spaces Leak See 4.3.4.4(3)-(6), as applicable
under main engines
1-30
Tank or boundary to be
Test type Test head or pressure Remark
tested
The greater of
Leak and - ballast pump maximum
20 Ballast ducts structural1 pressure, or
- setting of any pressure relief
valve
The greater of
- top of the overflow,
2
Leak and - to 2.4m above top of tank , or
21 Fuel Oil Tanks
structural1 2
- to top of tank plus setting of
any pressure relief valves, or
- to bulkhead deck
Notes:
1 Refer to section 4.3.4.2(2).
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 medium of the test. See 4.3.3.2.
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 As an alternative to the hose testing, other testing methods listed in 4.3.4.4(7) through 4.3.4.4(9) may be
applicable subject to adequacy of such testing methods being verified. See SOLAS regulation II-1/11.1. For
watertight bulkheads (item 11.1) alternatives to the hose testing may only be used where a hose test is not
practicable.
8 A “Leak and structural test”, see 4.3.4.2(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.
9 Structural test may be waived where demonstrated to be impracticable to the satisfaction of CCS.
Additional Test Requirements for Special Service Ships/Tanks Table 2

Type of Structures to be Type of
Test Head or Pressure Remark
Ship/Tank tested Test
Liquefied gas Leak and
1 Integral tanks Refer to UR G1
carriers structural
Hull structure
supporting membrane
or semi-membrane
tanks
Independent tanks
type A
Independent tanks
type B
Independent tanks
Refer to UR G2
type C
The greater of
Edible liquid Leak and
2 Independent tanks - top of the overflow, or
tanks structural
- to 0.9m above top of tank1
Where a cargo
tank is designed
The greater of for the carriage of
Integral or - to 2.4m above top of cargoes with
Leak and
3 Chemical carriers independent cargo tank1, or specific gravities
structural
tanks - to top of tank1 plus setting larger than 1.0, an
of any pressure relief valve appropriate
additional head is
to be considered
Note:
1 Top of tank is deck forming the top of the tank excluding any hatchways.
1-31
Application of Leak Test, Coating and Provision of Safe AccessFor Type of Welded Joints
Table 3
Coating1 Safe Access2
After leak test
Type of welded joints Leak test Before Structural
but before Leak test
leak test test
structural test
Automatic Not required Allowed3 N/A Not required Not required
Butt Manual or
Required Not allowed Allowed Required Not required
Semi-automatic4
Boundary
Fillet including Required Not allowed Allowed Required Not required
penetrations
Notes:
1 Coating refers to internal (tank/hold coating), where applied, and external (shell/deck) painting. It does not refer
to shop primer.
2 Temporary means of access for verification of the leak test.
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
inspections show continuous uniform weld profile shape, free from repairs, and the results of NDE testing show no
significant defects.
Appendix 1 HULL SURVEY FOR NEW CONSTRUCTION
9. Proof of the consistency of surveys

9.2 In addition, CCS is to maintain records of deficiencies found during the patrolling activities
required in Table 1 and described in paragraph 2.1(3). Records are to include the date when
deficiency was found, description of the deficiency and the date the deficiency was cleared.
1-32
Items for Hull Survey Table 1
Statutory
Rules and Documentation Ship
Shipbuilding Survey requirements Survey method required requirements Proposals for
No. IACS① available to Surveyor construction Specific activities
function for classification for classification and relevant the project
requirements during construction file
reference
Welding Sufficient number of Patrol Review and IACS Rec.20 Verify supervision is
1.3c
supervision skilled supervisors patrol and Rec.47 effective
NDE is to be carried Shipbuilder’s and
out by qualified Radiography and recognised standards Identify workstations
Welding – operators capable of ultrasonic testing, and Rules as where NDE is carried
IACS Rec.20
1.5 embedded ensuring that welds review of documents applicable, welding Not required out, e.g. panel line butt
and Rec.47
discontinuities are substantially free and patrol of operator, and NDE plans, NDE welds, castings into
from significant examination of films reports, operator hull structure
indications qualifications
Verify NDE carried
out in accordance with
approved plans where
applicable
Verify suitability of
NDE methods
Verify operators
suitably qualified
particularly where
sub-contractors have
been employed
Verify that records
have been completed
and in accordance with
recoginsed standards,
e.g. IQI and sensitivity
recorded
① IACS Recommendations indicated in this Table are not mandatory requirements, IACS UI are given in the Guidelines for Implementation of Statutory Surveys (Ships Engaged on
International Voyages).
1-33
Verify that reports and
radiographs have been
evaluated correctly by
the shipbuilder.
Systematic review of
radiographs carried out
by the Surveyor
Verify equipment
calibration satisfactory
and in accordance with
manufacturer’s and
recognised standards
requirements
Verify NDENDT is
carried out according
to the acceptable
process
Tightness
testing, Confirm that tank
Patrol of the process Section 3, Reg. II-1/11 of Approved tank testing
including leak Approved tank testing is carried out in
5 Absence of leaks Review and witness of Chapter 4 of SOLAS as plan, shipbuilder’s
and hose testing, testing plan accordance with the
the test this PART amended inspection records
hydropneumatic approved plan
testing
Confirm the methods
used to carry out leak
testing
Confirm that correct
test pressures
maintained for leak,
hose and hydro and
hydropneumatic
testing is satisfactory
Verify that adequate
records of the tank
testing have been
maintained
1-34
Confirm that tank
Section 3, Reg. II-1/11 of Approved tank testing
Structural Structural adequacy Review and witness Approved tank testing is carried out in
6 Chapter 4 of SOLAS as plan, shipbuilder’s
testing of the design testing testing plan accordance with the
this PART amended inspection records
approved plan
Confirm that correct
test pressure
maintained for testing
is satisfactory
Verify that adequate
records of the tank
testing have been
maintained
1-35
CHAPTER 5 SURVEYS AFTER CONSTRUCTION
5.1.9 Procedures for thickness measurements

Figure 5.1.9.3(3)g, figure 5.1.9.3(3)i, figure 5.1.9.3(3)j and figure 5.1.9.3(3)k are replaced as
follows:
Double side bulk carrier

Note: Measurements are to be taken on both port and starboard sides of the selected transverse section
Figure 5.1.9.3(3)g Transverse Section of a Double Skin Bulk Carrier
Figure 5.1.9.3(3)i
Locations of Measurements on Structural Members in Ballast Tanks of Double Skin Bulk
Carriers (Topside or Hopper or Side Tank)
1-36
Note: Measurements to be taken in each shaded area as per views A - A and B - B.
Figure 5.1.9.3(3)j
Locations of Measurements on Cargo Hold Transverse Bulkheads (additional measurements
to internal structure of upper and lower stools to be added, e.g. two points in the upper and
two points in the lower stools to be indicated in section A - A)
1-37
Note: Measurements to be taken in each vertical section as per view A - A.
Figure 5.1.9.3(3)k
Locations of Measurements on Transverse Bulkheads of Topside, Hopper and Double
Bottom Tanks (two additional measurements to internal structure of double bottom tank to
be added at midspan)
5.1.11 Thickness measurements and close-up surveys

5.1.11 .1 In any kind of survey, i.e. special, intermediate, annual or other surveys having the scope
of the foregoing ones, thickness measurements of structures in areas where close-up surveys are
required, are to be carried out simultaneously with close-up surveys.
5.1.11.1 In any kind of survey, i.e. special, intermediate, annual or other surveys having the
scope of the foregoing ones, thickness measurements, when required by Table 5.4.4.2(17)①, Table
5.5.4.5(1), Table 5.6.4.4(1) ① , Table 5.7.4.5(1) ① , Table 5.8.4.4(1)a, Table 5.16.4.5(1), of
structures in areas where close-up surveys are required, are to be carried out simultaneously with
close-up surveys.
For structure built with a material other than steel, alternative thickness measurement
requirements may be developed and applied as deemed necessary by CCS.
1-38
Section 4 HULL AND EQUIPMENT SURVEYS
5.4.2 Annual surveys

5.4.2.2 Scope of the survey for all ships
(1) Hull
⑪ examining the cargo hold water level detector and its audible and visual alarm for single hull,
single-hold cargo ships;
(6) Fire-fighting equipment
⑮ examining, when appropriate, the special arrangements for carrying dangerous goods,
including checking the electrical equipment and wiring, the ventilation, the provision of
protective clothing and portable appliances and the testing of the water supply, bilge
pumping and any water spray system.
5.4.4 Special surveys

5.4.4.1 General requirements
(4) Examination of underwater parts Items for docking survey specified in Section 11 of this
Chapter. However, a docking surveys of the outside of the ship’s bottom and related items
completed within 15 months before the due date of the special survey may be accepted as a survey
carried out at the same time with the special survey.
5.4.4.2 Survey items for all ships

(11) The hatch covers and coamings are to be surveyed as follows:
① A thorough inspection of the items listed in 5.4.2.2(3), including close-up survey of hatch
cover plating and hatch coaming plating, is to be carried out. Subject to cargo hold hatch
covers of approved design which structurally have no access to the internals, close-up
survey is to be done of accessible parts of hatch covers structures:
② checking of the satisfactory operation of all mechanically operated hatch covers is to be
made, including:
a. stowage and securing in open condition;
b. proper fit and efficiency of sealing in closed conditions;
c. operational testing of hydraulic and power components, wires, chains and link drives;
③ checking the effectiveness of sealing arrangements of all hatch covers by hose testing or
equivalent is to be carried out.
Minimum Requirements for Thickness Measurements at Special Surveys

Table 5.4.4.2(17)①
Special Survey No.1 Special Survey No.2 Special Survey No.3 Special Survey No.4 and Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15 Age > 15
(1) Suspect areas (1) Suspect areas (1) Suspect areas
(1) Suspect areas throughout the ship
throughout the ship throughout the ship throughout the ship
(2) One transverse (2) Two transverse
section of deck plating sections within the (2) A minimum of three transverse
in way of a cargo space amidships 0.5L in way sections in way of cargo spaces within
within the amidships of two different cargo the amidships 0.5L
0.5L spaces
(3) All cargo hold hatch
(3) All cargo hold hatch covers and
covers and coamings
coamings (plating and stiffeners)
(plating and stiffeners)
1-39
(4) Internals in forepeak (4) Internals in forepeak and afterpeak
and afterpeak tanks tanks
(5) All exposed main deck plating full
length
(6) Representative exposed
superstructure deck plating (poop,
bridge, and forecastle deck)
(7) Lowest strake and strakes in way
of ‘tween decks of all transverse
bulkheads in cargo spaces together
with internals in way
(8) All wind- and water strakes, port
and starboard, full length
(9) All keel plates full length. Also,
additional bottom plates in way of
cofferdams, machinery space, and aft
end of tanks
(10) Plating of sea chests. Shell
plating in way of overboard discharges
as considered necessary by the
attending Surveyor
Notes: 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.3
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 more than 100 m in length, at special survey No.3, thickness measurements of exposed deck
plating within amidships 0.5L may be required.
5. Subject to cargo hold hatch covers of approved design which structurally have no access to the internals,
thickness measurement is to be done of accessible parts of hatch covers structures.
Section 5 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS

OF GENERAL DRY CARGO SHIPS
5.5.4.3 Hatch covers and coamings

(1) A thorough inspection of the items listed in 5.4.2.2(3) of this Chapter5.5.2.3 of this Section is
to be carried out.
(2) Checking of the satisfactory operation of all mechanically operated hatch covers is to be made,
including:
① stowage and securing in open condition;
② proper fit and efficiency of sealing in closed conditions;
③ operational testing of hydraulic and power components, wires, chains and link drives.
(3) Checking the effectiveness of sealing arrangements of all hatch covers by hose testing or
equivalent is to be carried out.
(4) Close-up survey and thickness measurement① of the hatch cover and coaming plating and
stiffeners is to be carried out as given in Table 5.5.4.4(2) and Table 5.5.4.5(1).
① Subject to cargo hold hatch covers of approved design which structurally have no access to the internals,
close-up survey/thickness measurement shall be done of accessible parts of hatch covers structures.
1-40
Minimum Requirements for Close-up Surveys at Hull Special Surveys of General Dry Cargo
Ships Table 5.5.4.4(2)
Special Survey No.4 and
Special Survey No.1 Special Survey No.2 Special Survey No.3
Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15
Age > 15
(A) Selected shell frames in (A) Selected shell frames in (A) All shell frames in the (A) All shell frames in all
one forward and one aft all cargo holds forward lower cargo hold cargo holds and ’tween-deck
cargo hold and and ’tween-deck spaces. and 25% frames in each of spaces including upper and
associated ’tween-deck (B) One transverse the remaining cargo holds lower end attachments and
spaces. bulkhead in each cargo and ’tween-deck spaces adjacent shell plating.
(B) One selected cargo hold hold. including upper and lower Areas (B) – (F) as for Special
transverse bulkhead. (B) Forward and aft end attachments and
Survey No.3
(D) All cargo hold hatch transverse bulkhead in one adjacent shell plating.
covers and coamings side ballast tank, including (B) All cargo hold
(plating and stiffeners) stiffening system. transverse bulkheads.
(C) One transverse web (B) All transverse
with associated plating and bulkheads in ballast tanks,
framing in two including stiffening system.
representative water ballast (C) All transverse webs
tanks of each type (i.e. with associated plating and
topside, hopper side, side framing in each water
tank or double bottom tank) ballast tank.
(D) All cargo hold hatch (D) All cargo hold hatch
covers and coamings covers and coamings
(plating and stiffeners). (plating and stiffeners).
(E) Selected areas of all (E) All deck plating and
deck plating and underdeck underdeck structure inside
structure inside line of hatch line of hatch openings
openings between cargo between cargo hold hatches.
hold hatches. (F) All areas of inner
(F) Selected areas of inner bottom plating
bottom plating
Notes: (A) Cargo hold transverse frames.
(B) Cargo hold transverse bulkhead plating, stiffeners and girders.
(C) Transverse web frame or watertight transverse bulkhead in water ballast tanks.
(D) Cargo hold hatch covers and coamings. Subject to cargo hold hatch covers of approved design which
structurally have no access to the internals, close-up survey/thickness measurement is to be done of
accessible parts of hatch covers structures.
(E) Deck plating and underdeck structure inside line of hatch openings between cargo hold hatches.
(F) Inner bottom plating.

OF OIL TANKERS
5.6.2 Annual surveys

5.6.2.5 Other equipment
(8) Examining Examination of the emergency lighting in all cargo pump rooms and for of oil
tankers constructed after 1 July 2002, checking interlock between lighting supplied by main power
and ventilation.
5.6.3 Intermediate surveys

(1) The intermediate survey extent is dependent on the age of the ship as specified in 5.6.3.2 to
5.6.3.4 and Table 5.6.3 of this Section.
1-41
Minimum Requirements for Overall and Close-Up Survey and Thickness Measurements at
Intermediate Survey of Double Hull Oil Tankers Table 5.6.3
Age of ship at time of intermediate survey due date
5 < age ≤ 10 10 < age ≤ 15 age > 15
Overall survey of Representative
ballast tanks selected by the attending
surveyor (see 5.6.3.2) The requirements of the previous The requirements of the previous
Suspect areas identified at previous Special Survey (see 5.6.3.3) Special Survey (see 5.6.3.4)
surveys are to be examined (see
5.6.3.2)

5.6.4.5 Extent of tank testing
(1) The minimum requirements for ballast tank testing are given in (3) of this paragraph and Table
5.6.4.5(1); the minimum requirements for cargo tank testing are given in (4) of this paragraph and
Table 5.6.4.5(1). Cargo tank testing carried out by the ship’s crew under the direction of the
Master may be accepted by the Surveyor provided the following conditions are complied with:
① a tank testing procedure, specifying fill heights, tanks being filled and bulkheads being
tested, has been submitted by the Owner and reviewed by CCS prior to the testing being
carried out;
Minimum Requirements for Close-up Surveys at Special Surveys of Double Hull Oil Tankers
Table 5.6.4.3(2)②
Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15
Age > 15
All web frames (1), in a
ballast tank (see Note 1).
The knuckle area and the
One web frame (1), in a All web frames (1), in all
upper part (5 m
ballast tank (see Note 1) ballast tanks
approximately) of one web
frame in each remaining
ballast tank (6)
All web frames (7),
including deck transverse
and cross ties, if fitted, in a
cargo oil tank. As special survey for age
One deck transverse (2), in One deck transverse (2), in from 10 to 15 years.
a cargo oil tank two cargo oil tanks One web frame (7),
including deck transverse Additional transverse areas
and cross ties, if fitted, in as deemed necessary by
each remaining cargo oil CCS
tank
One transverse bulkhead One transverse bulkhead (4),
(4), in a complete ballast in each ballast tank
tank (see Note 1) (see Note 1)
One transverse bulkhead (5) One transverse bulkhead (5), All transverse bulkheads, in
in a cargo oil centre tank in two cargo oil centre tanks all cargo oil (3) and ballast
(4) tanks
One transverse bulkhead One transverse bulkhead (5),
(5), in a cargo oil wing tank in a cargo oil wing tank (see
(see Note 2) Note 2)
1-42
(1), (2), (3), (4), (5), (6) and (7) are areas to be subjected to close-up surveys and thickness measurements (see Figure
5.6.4.3(2)②):
(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 tanks, 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 m 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, up to 2 m from the corners both on the bulkhead and the double bottom.
(7) Web frame in a cargo oil tank means deck transverse, longitudinal bulkhead vertical girder structural elements and cross
ties, where fitted, including adjacent structural members.
Notes: 1 Ballast tank means double bottom tank plus double side tank plus double deck tank, as applicable, even if
these tanks are separate.
2 Where no centre cargo tanks are fitted (as in the case of center longitudinal bulkhead), transverse
bulkheads in wing tanks are to be surveyed.

OF BULK CARRIERS
5.7.3 Intermediate surveys

Minimum Requirements of Overall and Close-Up Survey and Thickness Measurements at
Intermediate Survey of Double Skin Bulk Carriers Table 5.7.3.1(3)
5 < Age ≤ 10 10 < Age ≤ 15 Age > 15
Overall survey of representative ballast tanks selected by the
The requirements of The requirements of
attending Surveyor (the selection is to include fore and aft peak
the previous special the previous special
tanks and a number of other tanks, taking into account the total
survey (See 5.7.3.3) survey (See 5.7.3.4)
number and type of ballast tanks)
Overall and close-up survey of suspect areas identified as
previous (intermediate or special) surveys
Overall survey of all cargo holds
Thickness measurements to an extent sufficient to determine
both general and local corrosion levels at areas subject to
close-up survey at suspect areas identified at previous surveys
5.7.3.3 Bulk carriers 10 to 15 years of age

(3) In application of (1), an underwater survey may be considered in lieu of the requirements of
5.7.4.2. 5.7.4.1(5).

5.7.4.3 Hatch covers and coamings
(4) Close-up survey and thickness measurement① of the hatch cover and coaming plating and
stiffeners is to be carried out for bulk carriers and double skin bulk carriers as given in Table
5.7.4.4(1)②, 5.7.4.4(2)② and Tables 5.7.4.5(1)① and ②.
① Subject to cargo hold hatch covers of approved design which structurally have no access to the internals,
close-up survey/thickness measurement shall be done of accessible parts of hatch covers structures.
1-43
Minimum Requirements for Close-up Survey at Special Hull Survey of Bulk Carriers
Table 5.7.4.4(1)②
Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15
Age > 15
(A) 25% of shell frames in (A) All shell frames in the (A) All shell frames in the (A) All shell frames in all
the forward cargo hold at forward cargo hold and 25% of forward and one other cargo holds including
representative positions. shell frames in each of the selected cargo hold and upper and lower end
(A) Selected frames in remaining cargo holds, including 50% of frames in each of attachments and adjacent
remaining cargo holds. upper and lower end attachments the remaining cargo holds, shell plating.
(B) One transverse web and adjacent shell plating. For including upper and lower Areas (B) to (E) as for
with associated plating and bulk carriers of 100,000 DWT end attachments and special survey No.3
longitudinals in two and above, all shell frames in the adjacent shell plating.
representative water forward cargo hold and 50% of (B) All transverse webs with
ballast tanks of each type shell frames in each of the associated plating and
(i.e. topside, hopper side remaining cargo holds, including longitudinals in each water
tank). upper and lower end attachments ballast tank.
(C) Two selected cargo and adjacent shell plating①. (B) All transverse bulkheads
hold transverse bulkheads, (B) One transverse web with in ballast tanks, including
including internal structure associated plating and stiffening system.
of upper and lower stools, longitudinals in each water Areas (C), (D) and (E) as
where fitted. ballast tank. for Special Survey No.2
(D) All cargo hold hatch (B) Forward and aft transverse
covers and coamings bulkhead in one ballast tank,
(plating and stiffeners) including stiffening system
(C) All cargo hold transverse
bulkheads, including internal
structure of upper and lower
stools, where fitted.
(D) All cargo hold hatch covers
and coamings (plating and
stiffeners).
(E) All deck plating and under
deck structure inside line of
hatch openings between all cargo
hold hatches
Notes: (A), (B), (C), (D) and (E) are areas to be subjected to close-up surveys and thickness measurements (See Figure
5.7.4.4(2)):
(A) Cargo hold transverse frames.
(B) Transverse web frame or watertight transverse bulkhead in water ballast tanks.
(C) Cargo hold transverse bulkhead plating, stiffeners and girders.
(D) Cargo hold hatch covers and coamings. Subject to cargo hold hatch covers of approved design which structurally
have no access to the internals, close-up survey/thickness measurement is to be done of accessible parts of hatch
covers structures.
(E) Deck plating and under deck structure inside line of hatch openings between cargo hold hatches.
Close-up survey of transverse bulkheads are to be carried out at the following levels:
a. Immediately above the inner bottom and immediately above the line of gussets (if fitted) and shedders for ships
without lower stool.
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.
c. About mid-height of the bulkhead.
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.
① This requirement applies to surveys of bulk carriers of 100,000 DWT and above on and after 1 July 2007.
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Minimum Requirements for Close-Up Survey at Special Hull Survey of Double Skin Bulk
Carriers, Excluding Ore Carriers Table 5.7.4.4(2)②
Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15
Age > 15
One transverse web with One transverse web with All transverse webs with All transverse webs with
associated plating and associated plating and associated plating and associated plating and
longitudinals in two longitudinals as applicable in longitudinals as applicable in longitudinals as applicable in
representative ballast each ballast tank (A). each water ballast tank (A). each water ballast tank (A).
tanks of each type (This is Forward and aft transverse All transverse bulkheads All transverse bulkheads
to include the foremost bulkheads including including stiffening system including stiffening system
topside and double side stiffening system in a in each water ballast tank in each water ballast tank.
ballast tanks on either transverse section including (A) (A)
side) (A) topside, hopper side and
double side ballast tanks on
one side of the ship (i.e. port
or starboard) (A)
25% of ordinary transverse 25% of ordinary transverse All ordinary transverse web
web frames for transverse web frames for transverse frames for transverse
framing system or 25% of framing system or 25% of framing system or all of
longitudinals for longitudinal longitudinals for longitudinal longitudinals for longitudinal
framing system on side shell framing system on side shell framing system on side shell
and inner side plating at and inner side plating at and inner side plating at
forward, middle and aft parts, forward, middle and aft forward, middle and aft
in the foremost double side parts, in all double side tanks parts, in all double side tanks
tanks (B) (B) (B)
Two selected cargo hold One transverse bulkhead in All cargo hold transverse Areas (C) to (E) as for age
transverse bulkheads, each cargo hold, including bulkheads, including internal interval 10 to 15 years
including internal internal structure of upper and structure of upper and lower
structure of upper and lower stools, where fitted (C) stools, where fitted (C)
lower stools, where fitted
(C)
All cargo hold hatch All cargo hold hatch covers All cargo hold hatch covers
covers and coamings and coamings (platings and and coamings (platings and
(platings and stiffeners) stiffeners) (D) stiffeners) (D)
(D)
All deck plating and under All deck plating and under
deck structure inside line of deck structure inside line of
hatch openings between all hatch openings between all
cargo hold hatches (E) cargo hold hatches (E)
Note: (A), (B), (C), (D) and (E) are areas to be subjected to close-up surveys and thickness measurements (see Figure
5.7.4.4(2)).
(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 bulkhead plating, stiffeners and girders.
(D) Cargo hold hatch covers and coamings. Subject to cargo hold hatch covers of approved design which structurally
have no access to the internals, close-up survey/thickness measurement is to be done of accessible parts of hatch
covers structures.
(E) Deck plating and under deck structure inside line of hatch openings between cargo hold hatches.
Close-up survey of transverse bulkheads are to be carried out at four levels:

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 (c): About mid-height of the bulkhead.
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
1-45
below the topside tanks.
The existing Figure 5.7.4.4(2) is replaced by the following:
Thickness to be reported on TM3-BC, TM4-BC,TM6-BC and TM7-BC in Appendix 13.4A of this Chapter as
appropriate
Ordinary transverse frame in

Ordinary longitudinal A cargo hold, transverse bulkhead
double skin tank
structure in double skin tank Area C
Area B
Thickness to be reported on TM4-BC in appendix 13.4A of Thickness to be reported on TM5-BC in
1-46
this Chapter appendix 13.4A of this Chapter
Typical areas of deck plating and underdeck structure inside line of hatch openings between cargo hold hatches
Area E
Thickness to be reported on TM6-BC in Appendix 13.4A of this Chapter

Figure 5.7.4.4(2) Close-up survey and thickness measurement areas
Minimum Requirements for Close-Up Survey at Special Hull Survey of Ore Carriers
Table 5.7.4.4(2)③
Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15
Age > 15
One web frame ring All web frame rings All web frame rings As for Special Survey for
complete including complete including adjacent complete including age from 10 to 15 years
adjacent structural structural members in a adjacent structural
members in a ballast wing ballast wing tank (A) members in each ballast
tank (A) One deck transverse tank (A)
One transverse bulkhead including adjacent deck All transverse bulkheads
lower part – including structural members in each complete – including
girder system and remaining ballast tank (A) girder system and
adjacent structural Forward and aft transverse adjacent structural
members - in a ballast bulkheads complete – members - in each ballast
tank (A) including girder system and tank (A)
adjacent structural members One web frame ring
- in a ballast wing tank (A) complete including
One transverse bulkhead adjacent structural
lower part - including girder members in each wing
system and adjacent void space (A)
structural members - in each Additional web frame
remaining ballast tank (A) rings in void spaces as
deemed necessary by CCS
(A)
Two selected cargo hold One transverse bulkhead in All cargo hold transverse Areas (C) to (E) as for age
transverse bulkheads, each cargo hold, including bulkheads, including interval 10 to 15 years
including internal internal structure of upper internal structure of upper
structure of upper and and lower stools, where and lower stools, where
lower stools, where fitted fitted (C) fitted (C)
(C)
All cargo hold hatch All cargo hold hatch covers All cargo hold hatch
covers and coamings and coamings (plating and covers and coamings
(plating and stiffeners) stiffeners) (D) (plating and stiffeners)
(D) (D)
All deck plating and under All deck plating and
deck structure inside line of under deck structure
hatch openings between all inside line of hatch
cargo hold hatches (E) openings between all
cargo hold hatches (E)
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Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15
Age > 15
Note: (A), (C), (D) and (E) are areas to be subjected to close-up surveys and thickness measurements (see Figure
5.7.4.4(2)).
(A): Transverse web frame or watertight transverse bulkhead in ballast wing tanks and void spaces. In fore and
aft peak tanks transverse web frame means a complete transverse web frame ring including adjacent
structural members.
(C): Cargo hold transverse bulkheads plating, stiffeners and girders.
(D): Cargo hold hatch covers and coamings. Subject to cargo hold hatch covers of approved design which
structurally have no access to the internals, close-up survey/thickness measurement is to be done of
accessible parts of hatch covers structures.
(E): Deck plating and under deck structure inside line of hatch openings between cargo hold hatches.
Close-up survey of transverse bulkheads to be carried out at four levels:

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 (c): About mid-height of the bulkhead.
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.
Minimum Requirements for Thickness Measurements at Special Hull Survey of Double Skin
Bulk Carriers Table 5.7.4.5(1)②
Special Survey Special Survey No.4 and
Special Survey No.2 Special Survey No.3
No.1 Subsequent
5 < Age ≤ 10 10 < Age ≤ 15
Age ≤ 5 Age > 15
Suspect areas Suspect areas Suspect areas Suspect areas
Within the cargo length: Within the cargo length: Within the cargo length:
▪Two transverse sections of ▪Each deck plate outside line ▪Each deck plate outside line
deck plating outside line of of cargo hatch openings. of cargo hatch openings.
cargo hatch openings ▪Two transverse sections, one ▪Three transverse sections,
in the amidship area, outside one in the amidship area,
line of cargo hatch openings. outside line of cargo hatch
▪All wind and water strakes openings.
▪Each bottom plate
Wind and water strakes in Selected wind and water All wind and water strakes,
way of the two transverse strakes outside the cargo full length
sections considered above. length area
Selected wind and water
strakes outside the cargo
length area
Measurements, for general Measurements, for general Measurements, for general
assessment and recording of assessment and recording of assessment and recording of
corrosion pattern, of those corrosion pattern, of those corrosion pattern, of those
structural members subject to structural members subject to structural members subject to
close-up survey according to close-up survey according to close-up survey according to
Table 5.7.4.4(2)② or Table Table 5.7.4.4(2) ② or Table Table 5.7.4.4(2) ② or Table
5.7.4.4(2)③, as applicable 5.7.4.4(2)③, as applicable 5.7.4.4(2)③, as applicable

OF CHEMICAL TANKERS
1-48
Minimum Requirements for Close-Up Surveys at Special Survey of Double Skin Chemical
Tankers Table 5.8.4.3(2)②
Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15
Age > 15
(1) One web frame ring (in a (1) All web frame rings (in a (1) All web frame rings As special survey No.3
ballast double hull ballast wing tank or (in all ballast tanks)
tank) (see Note I) ballast double hull tank) Additional transverse
(see Note I) (7) All web frame rings areas as deemed necessary
(2) One deck transverse (in (in a cargo wing tank) by CCS
a cargo tank or on deck) (6) The knuckle area and the (7) One web frame ring
upper part (3 m approx) of (in each remaining
(4) One transverse bulkhead one web frame in each cargo tank)
(in a ballast tank) (see remaining ballast tank
Note I) (3) All transverse
(2) One deck transverse (in bulkheads (in all
(5) One transverse bulkhead two cargo tanks) cargo tanks)
(in a cargo wing tank)
(5) One transverse bulkhead (4) One transverse bulkhead (4) All transverse
(in a cargo centre tank) (in each ballast tank) (see bulkheads (in all
(see Note II) Note I) ballast tanks)
(5) One transverse bulkhead

(in two cargo centre tanks)
(see Note II)
(5) One transverse bulkhead
(in a cargo wing tank)
(1), (2), (3), (4), (5), (6) and (7) are areas to be subjected to close-up surveys and thickness measurements (see
Figures 5.8.4.3(2)②a to c).
(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 m 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, up to 2 m from the corners both on the bulkhead and the double bottom.
(7): Web frame in a cargo tank means deck transverse, longitudinal bulkhead vertical girders 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 centre cargo tanks are fitted (as in the case of centre longitudinal bulkhead), transverse
bulkheads in wing tanks are to be surveyed.
Minimum Requirements for Thickness Measurements at Special Survey of Chemical

Tankers Table 5.8.4.4(1)a
Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15
Age > 15
1. Suspect areas 1. Suspect areas 1. Suspect areas 1. Suspect areas
2. One section of deck 2. Within the cargo area: 2. Within the cargo area: 2. Within the cargo area:
plating for the full beam a) Each deck plate a) Each deck plate a) Each deck plate
of the ship within the b) One transverse section b) Two transverse b) Three transverse
cargo area (in way of a sections(1) sections(1)
ballast tank, if any, or a c) All wind and water c) Each bottom plate
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cargo tank used primarily strakes
for water ballast)
3. Selected wind and water 3. Selected wind and water 3. All wind and water
strakes outside the cargo strakes outside the cargo strakes, full length
area area
4. Measurements, for 4. Measurements, for general 4. Measurements, for general 4. Measurements, for general
general assessment and assessment and recording assessment and recording assessment and recording
recording of corrosion of corrosion pattern, of of corrosion pattern, of of corrosion pattern, of
pattern, of those those structural members those structural members those structural members
structural members subject to close-up survey subject to close-up survey subject to close-up survey
subject to close-up according to Table according to Table according to Table
survey according to Table 5.8.4.3(2)① or ② of this 5.8.4.3(2)① or ② of this 5.8.4.3(2) ① or ② of
5.8.4.3(2) ① or ② of Section, as applicable Section, as applicable this Section, as applicable
this Section, as applicable
Note: (1) At least one section is to include a ballast tank within 0.5L amidships.
5.8.4.5 Extent of tank testing

(1) The minimum requirements for ballast tank testing are given in (3) of this paragraph and Table
5.8.4.5(1); the minimum requirements for cargo tank testing are given in (4) of this paragraph and
Table 5.8.4.5(1). Cargo tank testing carried out by the ship’s crew under the direction of the
Master may be accepted by the Surveyor provided the following conditions are complied with:
① a tank testing procedure, specifying fill heights, tanks being filled and bulkheads being
tested, has been submitted by the Owner and reviewed by CCS prior to the testing being
carried out;
Section 12 SURVEYS OF PROPELLER SHAFTS AND TUBE SHAFTS
5.12.1 General
5.12.1.1 Application
(1) Unless alternative means are provided to assure the condition of the propeller shaft assembly,
these requirements apply to all vessels with conventional shafting fitted with a propeller as
follows:
① from 1 January 2016 for ships delivered on or after 1 January 2016;
② after the first shaft survey scheduled on or after 1 January 2016, for ships delivered before 1
January 2016①.
5.12.1.2 Definitions (see Figure 5.12.1.2)

(1) Shaft: For the purpose of this Section, shaft is a general definition, including:
① propeller shaft;
② tube shaft.
The definition does not include the intermediate shaft(s) which is(are) considered part of the
propulsion shafting inside the vessel.
(2) Propeller shaft: Propeller shaft is the part of the propulsion shaft to which the propeller is fitted.
It may also be called screwshaft or tailshaft.
(3) Tube shaft: Tube shaft is a shaft placed between the intermediate shaft and propeller shaft,
① Upon the completion of the first shaft survey scheduled on or after 1 January 2016, the designation of dates for
the next shaft survey is to be made based upon the requirements of this Section.
1-50
normally arranged within a stern tube or running in open water. It may also be called stern tube
shaft.
Figure 5.12.1.2 Typical Shafting Arrangement
(4) Sterntube: 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 tube shaft or aftermost section of the propeller-shaft.
Sterntube is the housing of the shaft bearings, generally two (one aft and one fore), that sustain the
shaft and allows its rotation with less frictional resistance. The stern tube also accommodates the
shaft sealing arrangement.
(5) Closed loop (system) oil lubricated bearing: Closed loop oil lubricating systems use oil to
lubricate the bearings and are sealed against the environment (seawater) by adequate sealing /
gland devices.
(6) Water lubricated bearing: Water lubricated bearings are bearings cooled / lubricated by water
(fresh or salt).
(7) Closed loop system fresh water lubricated bearing: Closed loop water lubricating systems use
fresh water to lubricate the bearings and are sealed against the environment (such as seawater) by
adequate sealing / gland devices.
(8) Open systems (water): Open water lubricating systems use water to lubricate the bearings and
are exposed to the environment.
(9) Adequate means for protection against corrosion: An adequate means for protection against
corrosion is an approved means for full protection of the core shaft against sea water intrusion and
subsequent corrosion attack. Such means are used for the protection of common steel material
against corrosion particularly in combination with water lubricated bearings. Typical means are for
example:
① continuous metallic, corrosion resistant liners;
② continuous cladding;
③ multiple layer synthetic coating;
④ multiple layer of fiberglass;
⑤ combinations of above mentioned;
⑥ rubber / elastomer covering coating.
The means for protection against corrosion are installed / applied according to CCS approved
procedures.
(10) Corrosion resistant shaft: Corrosion resistant shaft is made in approved corrosion resistant
steel as core material for the shaft.
(11) Sterntube sealing system: Sterntube sealing system is the equipment installed on the inboard
1-51
extremity and, for closed systems, at outboard extremity of the sterntube. Inboard seal is the
device fitted on the fore part of the sterntube that achieve the sealing against the possible leakage
of the lubricant media in to the ship internal. Outboard seal is the device fitted on the aft part of
the sterntube that achieve the sealing against the possible sea water ingress and the leakage of the
lubricant media.
(12) Service records: Service records are regularly recorded data showing in-service conditions of
the shaft(s) and may include, as applicable: lubricating oil temperature, bearing temperature and
oil consumption records (for oil lubricated bearings) or water flow, water temperature, salinity, pH,
make-up water and water pressure (for closed loop fresh water lubricated bearings depending on
design).
(13) Oil sample examination: An oil sample examination is a visual examination of the stern tube
lubricating oil taken in presence of the surveyor with a focus on water contamination.
(14) Lubricating oil analysis: Lubricating oil analysis is to be carried out at regular intervals not
exceeding six (6) months taking into account IACS Rec. 36. The documentation on lubricating oil
analysis is to be available on board. Oil samples, to be submitted for the analysis, should be taken
under service conditions.
(15) Fresh water sample test①: Fresh water sample test should be carried out at regular intervals
not exceeding six (6) months. Samples are to be taken under service conditions and are to be
representative of the water circulating within the sterntube. Analysis results are to be retained on
board and made available to the surveyor. At time of survey the sample for the test has to be taken
at the presence of the surveyor. Fresh water sample test is to include the following parameters:
① chlorides content;
② pH value;
③ presence of bearing particles or other particles (only for laboratory analysis, not required for
tests carried out in presence of the surveyor).
(16) Keyless connection: Keyless connection is the forced coupling Methodology between the
shaft and the propeller without a key achieved through interference fit of the propeller boss on the
shaft tapered end.
(17) Keyed connection: Keyed connection is the forced coupling Methodology between the shaft
and the propeller with a key and keyway achieved through the interference fit of the propeller boss
on the shaft tapered end.
(18) Flanged connection: Flanged connection is the coupling Methodology, between the shaft and
the propeller, achieved by a flange, built in at the shaft aft end, bolted to propeller boss.
(19) Alternative means: Shafting arrangements such as, but not limited to, an approved Condition
Monitoring Scheme and / or other reliable approved means for assessing and monitoring the
condition of the tail shaft, bearings, sealing devices and the stern tube lubricant system capable to
assure the condition of the propeller shaft assembly with an equivalent level of safety as obtained
by survey methods as applicable in this section.
5.12.2 Oil lubricated shafts or closed loop system fresh water lubricated shafts (closed
system)
5.12.2.1 Shaft survey methods
① Fresh water sample procedure, refer to IACS REC.143, Recommended procedure for the determination of
contents of metals and other contaminants in a closed fresh water system lubricated stern tube.
1-52
(1) Method 1
The survey is to consist of:
① Drawing the shaft and examining the entire shaft, seals system and bearings.
② For keyed and keyless connections:
a. removing the propeller to expose the forward end of the taper;
b. performing a non-destructive examination (NDE) by an approved surface
crack-detection method all around the shaft in way of the forward portion of the taper
section, including the keyway (if fitted). For shaft provided with liners the NDE is to be
extended to the after edge of the liner.
③ For flanged connection:
a. whenever the coupling bolts of any type of flange-connected shaft are removed or the
flange radius is made accessible in connection with overhaul, repairs or when deemed
necessary by the Surveyor, the coupling bolts and flange radius are to be examined by
means of an approved surface crack detection method.
④ Checking and recording the bearing clearances.
⑤ Verification that the propeller is free of damages which may cause the propeller to be out of
balance.
⑥ Verification of the satisfactory conditions of inboard and outboard seals during the
re-installation of the shaft and propeller.
⑦ Recording the bearing weardown measurements (after re-installation).
(2) Method 2
① For keyed and keyless connections:
a. removing the propeller to expose the forward end of the taper,
b. performing a non-destructive examination (NDE) by an approved surface
crack-detection Method all around the shaft in way of the forward portion of the taper
section, including the keyway (if fitted).
② For flanged connection:
a. whenever the coupling bolts of any type of flange-connected shaft are removed or the
necessary by the surveyor, the coupling bolts and flange radius are to be examined by
means of a an approved surface crack detection Method.
③ Checking and recording the bearing weardown measurements.
④ Visual Inspection of all accessible parts of the shafting system.
balance.
⑥ Seal liner found to be or placed in a satisfactory condition.
⑦ Verification of the satisfactory re-installation of the propeller including verification of
satisfactory conditions of inboard and outboard seals.
Pre-requisites to satisfactorily verify in order to apply Method 2:
① Review of service records.
② Review of test records of:
a. lubricating oil analysis (for oil lubricated shafts), or
b. fresh water sample test (for closed system fresh water lubricated shafts).
1-53
③ Oil sample Examination (for oil lubricated shafts), or Fresh Water Sample test (for closed
system fresh water lubricated).
④ Verification of no reported repairs by grinding or welding of shaft and/or propeller.
(3) Method 3
① Checking and recording the bearing weardown measurements.
② Visual Inspection of all accessible parts of the shafting system.
③ Verification that the propeller is free of damages which may cause the propeller to be out of
balance.
④ Seal liner found to be or placed in a satisfactory condition.
⑤ Verification of the satisfactory conditions of inboard and outboard seals.
Pre-requisites to satisfactorily verify in order to apply Method 3:
② Review of test records of
③ Oil sample examination (for oil lubricated shafts), or Fresh Water Sample test (for closed
5.12.2.2 Shaft extension surveys - Extension types
(1) Extension up to 2,5 years
① Checking and recording the bearing weardown measurements, as far as practicable.
② Visual Inspection of all accessible parts of the shafting system.
③ Verification that the propeller is free of damages which may cause the propeller to be out of
balance.
④ Verification of the effectiveness of inboard and outboard seals.
Pre-requisites to satisfactorily verify in order to apply extension up to 2.5 years:
② Review of test records of:
③ Oil sample Examination (for oil lubricated shafts), or fresh water sample test (for closed
⑤ Confirmation from the Chief Engineer that the shafting arrangement is in good working
condition.
(2) Extension up to 1 year
① Visual Inspection of all accessible parts of the shafting system.
② Verification that the propeller is free of damages which may cause the propeller to be out of
balance.
③ Verification of the effectiveness of inboard and outboard seals.
Pre-requisites to satisfactorily verify in order to apply extension up to 1 year:
1-54
① Review of the previous weardown and/or clearance recordings.
② Review of service records.
③ Review of test records of
b. Fresh water sample test (for closed system fresh water lubricated shafts).
④ Oil sample examination (for oil lubricated shafts), or fresh water sample test (for closed
⑤ Verification of no reported repairs by grinding or welding of shaft and/or propeller.
⑥ Confirmation from the Chief Engineer that the shafting arrangement is in good working
condition.
(3) Extension up to 3 months
② Verification of the effectiveness of the inboard seal.
Pre-requisites to satisfactorily verify in order to apply extension up to 3 months:
① Review of the previous weardown and/or clearance recordings.
② Review of service records.
③ Review of test records of.
a. Lubricating Oil analysis (for oil lubricated shafts), or
b. Fresh Water Sample test (for closed system fresh water lubricated shafts).
④ Oil sample Examination (for oil lubricated shafts), or Fresh Water Sample test (for closed
⑤ Verification of no reported repairs by grinding or welding of shaft and/or propeller.
⑥ Confirmation from the Chief Engineer that the shafting arrangement is in good working
condition.
5.12.2.3 Oil lubricated shafts
(1) Survey intervals
For surveys completed within 3 months before the shaft survey due date, the next period will start
from the shaft survey due date.
① Flanged propeller connection
The following Methods are applicable:
a. Method 1 every 5 years, or
b. Method 2 every 5 years (pre- requisites have to be fulfilled), or
c. Method 3 every 5 years (pre-requisites have to be fulfilled).
② Keyless propeller connection
b. Method 2 every 5 years (pre-requisites have to be fulfilled), or
c. Method 3 every 5 years (pre-requisites have to be fulfilled). 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.
③ Keyed propeller connection
1-55
b. Method 2 every 5 years (pre-requisites have to be fulfilled).
(2) Survey extensions
For all types of propeller connections, the interval between two consecutive surveys may be
extended after the execution of extension survey as follows:
① Extension up to a maximum of 2.5 years: no more than one extension can be granted. No
further extension, of other type, can be granted.
② Extension up to a maximum of 1 year: no more than two consecutive “one year extensions”
can be granted. In the event an additional extension is requested the requirements of the
“2.5 year extension” are to be carried out and the shaft survey due date, prior to the
previous extension(s), is extended for a maximum of 2.5 years.
③ Extension up to a maximum of 3 months: no more than one “three months extension” can
be granted. In the event an additional extension is requested the requirements of the “one
year extension” or “2.5 years extension” are to be carried out and the shaft survey due date,
prior to the previous extension, is extended for a maximum of one year or 2.5 years.
The extension survey should normally 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 of the extension survey was completed.
5.12.2.4 Closed loop system fresh water lubricated shafts
The maximum interval between two surveys carried out according to Method 1 is not to exceed 15
years. An extension for no more than three months can be granted.
For surveys completed within 3 months before the shaft survey due date, the next period will start
① Flanged propeller connection
② Keyless propeller connection
③ Keyed propeller connection
b. Method 2 every 5 years (pre-requisites have to be fulfilled).
① Extension up to a maximum of 2.5 years, no more than one extension can be granted. No
② Extension up to a maximum of 1 year, no more than two consecutive extensions can be
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granted. In the event an additional extension is requested the requirements of the “2.5 year
extension” are to be carried out and the shaft survey due date, prior to the previous
extension(s), is extended for a maximum of 2.5 years.
③ Extension up to a maximum of 3 months, no more than one “three months extension” can
year extension” or “2.5 years extension” are to be carried out and the shaft survey due date
prior to the previous extension is extended for a maximum of one year or 2.5 years.
The maximum interval between two surveys carried out according to Method 1 is not to exceed 15
5.12.2.5 Table of survey intervals (closed systems)
Survey intervals (closed systems)
Oil lubricated
Flanged propeller coupling Keyless propeller coupling Keyed propeller couplingb
a Method1 or Method 2 or Method1 or Method 2 or
Every five years Method1 or Method 2
Method 3 Method 3c
Extension 2,5 Y Yesd Yesd Yesd
Extension 1 Y Yese Yese Yese
Extension 3 M Yesf Yesf Yesf
Closed loop system fresh water lubricated
Flanged propeller coupling Keyless propeller coupling Keyed propeller couplingb
Method1g or Method 2 or Method1g or Method 2 or
Every five yearsa Method1g or Method 2
Method 3 Method 3
Extension 2,5 Y Yesd Yesd Yesd
e e
Extension 1 Y Yes Yes Yese
Extension 3 M Yesf Yesf Yesf
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 will start from the shaft survey due date.
The extension survey should normally 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 of the extension survey was completed.
Notes:
a: Unless an extension type (Extension 2,5 Y, Extension 1 Y, Extension 3 M) is applied in between.
b: Method 3 not allowed.
c: The maximum interval between two surveys carried out according to Method 1 or Method 2 is not to exceed 15
d: No more than one extension can be granted. No further extension of other type can be granted.
e: No more than two consecutive extensions can be granted. In the event an additional extension is requested the
requirements of the “2.5 year extension” are to be carried out and the shaft survey due date, prior to the previous
extension(s), is extended for a maximum of 2.5 years.
f: No more than one three months extension can be granted. In the event an additional extension is requested the
requirements of the one year extension or “2.5 years extension” are to be carried out and the shaft survey due date
prior to the previous extension is extended for a maximum of one year or 2.5 years.
g: The maximum interval between two surveys carried out according to Method 1 is not to be more than 15 years.
5.12.3 Water lubricated shafts (open systems)

5.12.3.1 Shaft Survey Methods
(1) Method 4
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① Drawing the shaft and examining the entire shaft (including liners, corrosion protection
system and stress reducing features, where provided), inboard seal system and bearings.
② For keyed and keyless connections:
a. removing the propeller to expose the forward end of the taper,
b. performing a non-destructive examination (NDE) by an approved surface crack-
detection Method all around the shaft in way of the forward portion of the taper section,
including the keyway (if fitted). For shaft provided with liners the NDE is to be extended
to the after edge of the liner.
③ For flanged connection:
a. Whenever the coupling bolts of any type of flange-connected shaft are removed or the
necessary by the surveyor, the coupling bolts and flange radius are to be examined by
means of an approved surface crack detection method.
④ Checking and recording the bearing clearances.
balance.
⑥ Verification of the satisfactory conditions of inboard seal during re-installation of the shaft
and propeller.
5.12.3.2 Shaft extension surveys - extension types
(1) Extension up to 1 year
balance.
③ Checking and recording the clearances of bearing.
④ Verification of the effectiveness of the inboard seal.
Pre-requisites to satisfactorily verify in order to apply extension up to 1 year:
① Review of the previous clearance recordings.
② Service records.
③ Verification of no reported repairs by grinding or welding of shaft and/or propeller.
④ Confirmation from the Chief Engineer that the shafting arrangement is in good working
condition.
(2) Extension up to 3 months
balance.
③ Verification of the effectiveness of the inboard seal.
Pre-requisites to satisfactorily verify in order to apply extension up to 3 months:
① Review of the previous clearance recordings.
② Service records.
③ Verification of no reported repairs by grinding or welding of shaft and/or propeller.
④ Confirmation from the Chief Engineer that the shafting arrangement is in good working
condition.
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5.12.3.3 Shaft survey intervals
The following survey intervals between surveys according to Method 4 are applicable to all types
of propeller connections. 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. For surveys completed within 3 months before the
shaft survey due date, the next period will start from the shaft survey due date.
① Configurations allowing 5 year intervals
a. Single shaft operating exclusively in fresh water.
b. Single shaft provided with adequate means of corrosion protection, single corrosion
resistant shaft.
c. All kinds of multiple shafts arrangements.
② Other systems
Shaft not belonging in one of the configurations listed in 3.3.1.1 has to be surveyed according to
Method 4 every 3 years.
① Extension up to a maximum of 1 year: no more than one extension can be granted. No
② Extension up to a maximum of 3 months: no more than one “three months extension” can
year extension” are to be carried out and the shaft survey due date prior to the previous
extension is extended for a maximum of one year.
5.12.3.4 Table of survey intervals (open systems)
Survey intervals (open systems)
- Single shaft operating exclusively in fresh water.
- Single shaft provided with adequate means of corrosion
Other shaft configuration.
protection, Single corrosion resistant shaft.
- All kinds of multiple shafts arrangements.
All kinds of propeller couplingd All kinds of propeller couplingd
Every five yearsa Method 4 Every three yearsa Method 4
Extension 1 Y Yesb Extension 1 Y Yesb
Extension 3 M Yesc Extension 3 M Yesc
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General notes:
For surveys (Method 4) completed within 3 months before the shaft survey due date, the next period will start
The extension survey should normally 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 of the extension survey was
completed.
Notes:
a: Unless an extension type (Extension 1 Y, Extension 3 M) is applied in between.
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
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.
5.12.4 Survey related to notation SCM

5.12.4.1 For ships which are assigned the notation SCM in accordance with Appendix 14
“Guidelines for Screwshaft Condition Monitoring System” of this Chapter, if they are found
satisfactory at a survey of the items specified in 5.12.4.3, 5.12.4.4 and 5.12.5.5, the interval of
drawing the shaft for examination as specified in 5.12.2 or 5.12.3 for the normal survey may be
extended to a maximum period not exceeding 15 years.
5.12.4.2 Notwithstanding the notation SCM, the interval between normal surveys is to comply
with 5.12.2 or 5.12.3.
5.12.4.3 For oil-lubricated propeller shafts, the shaft condition monitoring (SCM) is to be
verified during each annual survey of the ship, covering:
(1) onboard condition monitoring records, including lubricating oil consumption records,
lubricating oil operating temperature records, propeller shaft condition records, etc.;
(2) confirmation that lubricating oil samples have been submitted to an approved analysis
organization at least once every 6 months for analysis and test of water content, chloride content,
content of bearing metal particles and oil aging (resistance to oxidation);
(3) verification that analysis and test records of the analysis organization together with a
conclusion on the condition and suitability of the oil are kept on board;
(4) verification of an oil analysis report from the last 6 months.
5.12.4.4 For water-lubricated propeller shafts, the shaft condition monitoring (SCM) is to be
verified during each annual survey of the ship, covering:
(1) propeller shaft condition records, including alarm records, examination and maintenance
records, lubricating water sampling / testing records and closed cycle lubricating water
consumption records (if applicable);
(2) confirmation that lubricating water samples have been submitted to a laboratory analysis
organization complying with international standards (e.g. ISO 17025) or accepted by CCS
complying with equivalent standards at least once every 6 months for analysis and test of the
samples according to the testing technology and the allowable ranges of sample analysis criteria
provided by the manufacturer, the water quality parameters include:
① size and proportion of suspended particles;
② chloride content, bearing material and metal particles content (closed cycle water system);
(3) verification that water quality analysis report issued by the analysis organization, together with
a qualification certificate of the organization and a conclusion on the condition and suitability of
the water, are kept on board; the Surveyor is to verify a water quality analysis report from the last
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6 months;
(4) examination and confirmation that the lubricating water supply system (including pumping and
water filters/separators), alarm system and shaft starting interlock are in normal condition.
5.12.4.5 In addition to the items of 5.12.4.3 or 5.12.4.4 above, the following are to be confirmed
for all shafts during the normal survey specified in 5.12.2 or 5.12.3:
(1) weardown of the tailshafts;
(2) effectiveness of shaft glands.
5.12.4.6 For shafts with keyed propeller attachment, the propeller is to be removed during the
period of the normal survey specified in 5.12.2 or 5.12.3 for non-destructive examination by an
approved crack-detection method (e.g. magnetic particle or dye penetrant inspection) of exposed
portions of key, keyway and propeller shaft.
5.12.4.7 For ships assigned with the SCM notation, the normal survey may be carried out
without drawing of the shaft, and the above requirements are to be complied with. If the surveyor
deems that the available information is not satisfactory or any doubt exists, the shaft is to be
sufficiently drawn to permit an entire examination.
5.12.5 Surveys of other propulsion arrangements

5.12.5.1 An operational test is to be carried out to the controllable pitch propellers to detect
leakage. The controllable pitch propellers are to be dismantled for examining the working parts
and control gear when considered necessary.
5.12.5.2 Azimuth propulsion arrangements (Z propulsion arrangement, Duck propulsion
arrangement, REX propulsion arrangement and steering oar arrangement) are to be dismantled for
examining propeller, shafts, gearing and control gear.
5.12.5.3 Water jet propulsion arrangements are to be dismantled for examining impeller, casing,
shaft, shaft seal, shaft bearing, inlet and outlet channels, steering nozzles, reversion units and
control gear.
Section 14 INITIAL CLASSIFICATION SURVEYS OF SHIPS CONSTRUCTED NOT

UNDER THE SUPERVISION OF CCS
5.14.3 Initial classification surveys of ships after construction

5.14.3.1 Initial classification surveys of ships which have been surveyed by the Societies
accepted by CCS
(1) Initial classification surveys of ships which have been certified by the Societies accepted by
CCS:
① When applying for an initial classification survey, as the prerequisite for issuance of a
long-term classification certificate by CCS, the owner is to submit at least one copy each of
the plans, calculations and other technical documents to CCS for check, including at least
the following:
i. Document(s) of approval of alternative design and arrangements are to be submitted, if
any.
④ In addition to the items corresponding to ship’s age and losing class status, the extent of
surveys is to include the following:
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a. Hull:
(c) For ships of 10 years of age and above but less than 20 years of age, the survey is to
include an Annual Survey and inspection of a representative number of ballast spaces and
cargo spaces; For gas carriers, in lieu of internal inspection of cargo spaces, the following
applies:
○a inspection of representative spaces surrounding cargo tanks, including external
inspection of the tank and its supporting systems as far as possible;
○b review of cargo log books and operational records to verify the correct functioning of
the cargo containment system.

OF LIQUEFIED GAS CARRIERS

Minimum Requirements for Close-Up Surveys at Hull Special Surveys of Liquefied Gas
Carriers Table 5.16.4.4(2)
Special Survey No.1 Special Survey No.2
subsequent
(Age ≤ 5) (5 < Age ≤ 10)
(Age > 10)
All web frames in a ballast tank, which
One web frame in a representative
is to be a double hull side tank or a All web frames in all ballast
ballast tank of the topside, hopper
topside tank. If such tanks are not fitted, tanks (1)
side and double hull side type (1)
another ballast tank is to be selected (1)
One transverse bulkhead in a ballast One web frame in each remaining ballast All transverse bulkheads in all
tank (3) tank (1) ballast tanks (2)
One transverse bulkhead in each ballast
tank (2)
(1) Complete transverse web frame including adjacent structural members.
(2) Transverse bulkhead complete, including girder system and adjacent members, and adjacent longitudinal
bulkhead structure.
(3) Transverse bulkhead lower part including girder system and adjacent structural members.
Note 1: Ballast tanks include topside, double hull side, double bottom, hopper side, or any combined arrangement
of the aforementioned, and peak tanks where fitted.
Note 2: For areas in tanks where coatings are found to be in GOOD condition, the extent of close-up surveys may
be specially considered.
Note 3: 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 considered①.
Note 4: The Surveyor may extend the close-up survey as deemed necessary, taking into account the maintenance of
the tanks under survey, the condition of the corrosion prevention system and also in the following cases:
① in particular, in tanks having structural arrangements or details which have suffered defects in similar
tanks, or on similar ships according to available information;
② in tanks having structures approved with reduced scantlings.
Appendix 1
CRITERIA FOR RENEWAL OF HULL STRUCTURAL MEMBERS
1 Criteria for longitudinal strength

1.2 The criteria for longitudinal strength for hull girders of oil tankers of 130 m in length and
upwards are given in Appendix 2 of this Chapter.
① The extent of the close-up survey is to be in accordance with the requirements for close-up survey of general
dry cargo ships and the close-up survey of the saddle and its adjacent compartments.
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The existing Appendix 8 is replaced by the following:
Appendix 8 PROCEDURAL REQUIREMENTS FOR SERVICE SUPPLIERS
1. General requirements
1.1 To approve firms providing services, such as measurements, tests or maintenance of safety
systems and equipment, CCS is to apply procedures in this unified requirement and relevant
Annex 1.
2. Objective
2.1 The objective of this procedure is to set minimum requirements for approval and
certification of service suppliers and is applicable to both initial and renewal audits.
3. Definitions
3.1 Manufacturer: A company that manufactures equipment required to be periodically serviced
and/or maintained.
3.2 Service supplier (A service supplier or category of service supplier may be referred to here
after simply as ‘supplier’): A person or company, not employed by an IACS Member, who at the
request of an equipment manufacturer, shipyard, vessel's owner or other client acts in connection
with inspection work and provides services for a ship or a mobile offshore drilling unit such as
measurements, tests or maintenance of safety systems and equipment, the results of which are
used by surveyors in making decisions affecting classification or statutory certification and
services.
3.3 Agent: A person or company authorised to act for or to represent a manufacturer or
approved/recognized service supplier.
3.4 Subsidiary: A company partly or wholly owned by a manufacturer or approved/recognized
service supplier.
3.5 Subcontractor: A person or company providing services to a manufacturer or approved /
recognized service supplier, with a formal contract defining the assumption of the obligations of
the service supplier.
4. Application
4.1 This procedure applies to the approval of the following categories of service suppliers:
4.1.1 Statutory services
(1) Firms engaged in servicing inflatable liferafts, inflatable lifejackets, hydrostatic release units,
inflatable rescue boats, marine evacuation systems
(2) Firms engaged in inspections and testing of radio communication equipment
(3) Firms engaged in inspections and maintenance of self-contained breathing apparatus
(4) Firms engaged in annual performance testing of voyage data recorders (VDRs) and simplified
voyage data recorders (S-VDRs)
(5) Firms engaged in sound pressure level measurements of public address and general alarm
systems on board ships
(6) Firms engaged in inspections of low location lighting systems using photo luminescent
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materials and evacuation guidance systems used as an alternative to low-location lighting systems
(7) Firms engaged in the servicing and maintenance of lifeboats, launching appliances, on-load
release gear and davit-launched liferaft automatic release hooks.
(8) Firms engaged in inspection, performance testing and maintenance of Automatic Identification
Systems (AIS)
4.1.2 Classification and/or Statutory services
(1) Firms engaged in thickness measurements on ships except:
① non-ESP ships less than 500 gross tonnage, and
② all fishing vessels.
(2) Firms carrying out in-water survey of ships and mobile offshore units
(3) Firms engaged in inspections and maintenance of fire extinguishing equipment and systems
(4) Firms engaged in tightness testing of closing appliances such as hatches, doors etc. with
ultrasonic equipment
(5) Firms engaged in measurements of noise level on board ships
(6) Firms engaged in examination of Ro-Ro ship’s bow, stern, side and inner doors
(7) Firms engaged in testing of coating systems in accordance with IMO resolution MSC.215(82),
as amended, and IACS UI SC223 and/or resolution MSC.288(87), as amended.
(8) Firms engaged in tightness testing of primary and secondary barriers of gas carriers with
membrane cargo containment systems for vessels in service
4.1.3 Where CCS accepts work of a third party (e.g., service supplier) approved by itself, CCS is
to verify the performance of such services. For statutory service, the flag State may increase the
scope of verification to be applied to these services. The process is to be defined within CCS
quality management system. For the purpose of accountability to the flag State, the work
performed by the third party (e.g., service supplier) constitutes the work of CCS and is to be
subject to the requirements incumbent upon CCS under the RO Code, IMO resolutions
MSC.349(92) and MEPC.237(65).
4.2 Where the results of the following service providers are used by a Surveyor of CCS in
making decisions affecting classification services then that service provider must be approved and
verified by CCS.
― Firms engaged in thickness measurements on ships except:
(1) non-ESP ships less than 500 gross tonnage, and
(2) all fishing vessels.
― Firms carrying out in-water survey of ships and mobile offshore units
Firms engaged in tightness testing of closing appliances such as hatches, doors etc.
with ultrasonic equipment
4.3 Where such services are used by Surveyors in making decisions affecting statutory
certification service, the firms are subject to approval and verification by CCS where CCS is so
authorised by the relevant flag State Administration (i.e. the flag of the ship on which the servicing
is to be done or the service equipment is to be used). For such services CCS may accept approvals
done by:
i. the flag State Administration itself,
ii. duly authorized organizations acting on behalf of the flag State Administration, or
iii. other organizations those are acceptable to the flag State Administration (e.g. other
governments, etc.).
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4.4 Use of the approved service suppliers is not mandatory for the following services, unless
instructed otherwise by the flag State Administration with respect to statutory certification:
Firms engaged in inspections of low location lighting systems using photo luminescent
materials and evacuation guidance systems used as an alternative to low-location lighting systems
Firms engaged in sound pressure level measurements of public address and general alarm
systems on board ships
Firms engaged in measurements of noise level onboard ships
Firms engaged in testing of coating systems in accordance with IMO resolution
MSC.215(82), as amended and IACS UI SC223 and/or MSC.288(87), as amended
Firms engaged in examination of Ro-Ro ships bow, stern, side and inner doors
4.5 Detailed requirements specific to the various categories of suppliers are given in Annex 1.
National and/or international requirements may give additional requirements. References to such
national and/or international requirements are given in Annex 1.
5. Procedure for Approval and Certification

5.1 Submission of documents
5.1.1 The following documents are to be submitted to CCS for review. General requirements
concerning suppliers are given in 5.2, and specific requirements as relevant, in Annex 1.
― Outline of company, e.g. organisation and management structure, including subsidiaries
to be included in the approval/certification;
― List of nominated agents, subsidiaries and subcontractors;
― Experience of the company in the specific service area;
― For categories of service suppliers that require authorization from manufacturers,
manufacturer’s documentary evidence that the service supplier has been authorized or
licensed to service the particular makes and models of equipment for which approval is
sought are to be provided;
― List of operators/technicians/inspectors documenting training and experience within the
relevant service area, and qualifications according to recognised national, international or
industry standards, as relevant;
― Description of equipment used for the particular service for which approval is sought;
― A guide for operators of such equipment;
― Training programmes for operators/technicians/inspectors;
― Check lists and record formats for recording results of the services referred to in Annex 1;
― Quality Manual and/or documented procedures covering requirements in 5.5;
― Documented procedures for communication with the crew prior to commencing work, so
that it is safe to decommission the equipment being maintained, and to provide a safe
system of work in place;
― Evidence of approval/acceptance by other bodies, if any;
― Information on the other activities which may present a conflict of interest;
― Record of customer claims and of corrective actions requested by certification bodies.
5.2 General requirements
5.2.1 Extent of approval – The supplier is to demonstrate, as required by 5.2.2 to 5.2.11, that it
has the competence and control needed to perform the services for which approval is sought.
5.2.2 Training of personnel – The supplier is responsible for the qualification and training of its
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personnel to a recognised national, international or industry standard as applicable. Where such
standards do not exist, the supplier is to define standards for the training and qualification of its
personnel relevant to the functions each is authorised to perform. The personnel are also to have
adequate experience and to be familiar with the operation of any necessary equipment.
Operators/technicians/inspectors are to have had a minimum of one year tutored on-the-job
training. Where it is not possible to perform internal training, a program of external training may
be considered as acceptable.
5.2.3 Supervision – The supplier is to provide supervision for all services provided. The
responsible supervisor is to have had a minimum of two years of experience as an
operator/technician/inspector within the activity for which the supplier is approved. For a supplier
consisting of one person, that person is to meet the requirements of a supervisor.
5.2.4 Personnel records – The supplier is to keep records of the approved operators / technicians /
inspectors. The record is to contain information on age, formal education, training and experience
for the services for which they are approved.
5.2.5 Equipment and facilities – The supplier is to have the necessary equipment and facilities
for the service to be supplied. A record of the equipment used is to be kept and available. The
record is to contain information on maintenance and results of calibration and verifications. CCS
is to assess and record the validity of previous measuring results when the equipment is found not
to conform to requirements. CCS is to take appropriate action on the equipment affected.
5.2.6 Control of data:
When computers are used for the acquisition, processing, recording, reporting, storage,
measurement assessment and monitoring of data, the ability of computer software to satisfy the
intended application is to be documented and confirmed by the service supplier. This is to be
undertaken prior to initial use and reconfirmed as necessary.
Note: Commercial off-the-shelf software (e.g. word processing, database and statistical programmes) in general
use within their designed application range may be considered to be sufficiently validated and do not require
any subsequent confirmation.
5.2.7 Where several servicing stations are owned by a given company, each station is to be
assessed and approved except as specified in 5.5.3
5.2.8 Procedures – The supplier is to have documented work procedures covering all services
supplied.
5.2.9 Subcontractors – The supplier is to give information of agreements and arrangements if
any parts of the services provided are subcontracted. Particular emphasis is to be given to quality
management by the supplier in following-up such subcontracts. Subcontractors providing anything
other than equipment are also to meet the requirements of sections 5.2 and 5.5.
5.2.10 Verification – The supplier is to verify that the services provided are carried out in
accordance with approved procedures.
5.2.11 Reporting – The report is to be prepared in a form acceptable to CCS. The report should
detail the results of inspections, measurements, tests, maintenance and/or repairs carried out.
Special guidelines may be given in Annex 1. The report is to include a copy of the certificate of
approval.
5.2.12 Documented procedures and instructions should be available for the recording of
damages and defects found during inspections, servicing and repair work. This documentation is
to be made available upon request.
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5.3 Auditing of the Supplier – Upon reviewing the submitted documents with satisfactory result,
the supplier is audited in order to ascertain that the supplier is duly organised and managed in
accordance with the submitted documents, and that it is considered capable of conducting the
services for which approval/certification is sought.
5.4 Certification is conditional on a practical demonstration of the performance of the specific
service as well as satisfactory reporting being carried out. At renewal audits, evidence of
performance, verified by class surveyor, since the previous audit is sufficient to satisfy this
requirement.
5.5 Quality system
5.5.1 The supplier is to have a documented system covering at least the following:
― code of conduct for the relevant activity;
― maintenance and calibration of equipment;
― training programmes for operators/technicians/inspectors;
― supervision and verification to ensure compliance with operational procedures;
― recording and reporting of information;
― quality management of subsidiaries, agents and subcontractors;
― job preparation;
― periodic review of work process procedures, complaints, corrective actions, and issuance,
maintenance and control of documents.
5.5.2 A documented quality system complying with the most current version of ISO 9000 series
and including the above items, would be considered acceptable.
5.5.3 If a manufacturer of equipment (and/or its service supplier) applies to CCS for inclusion of
its nominated agents and/or subsidiaries in the approval, then it must have implemented a quality
system certified in accordance with the most current version of ISO 9000 series. The quality
system must contain effective controls of the manufacturer’s (and/or service supplier’s) agents
and/or subsidiaries. The nominated agents/subsidiaries must also have in place an equally effective
quality system complying with the most current version of ISO 9000 series. Such approvals are to
be based upon an evaluation of the quality system implemented by the parent company against the
most current version of ISO 9000 series. CCS may require follow-up audits on such agents or
subsidiaries against the most current version of ISO 9000 series to confirm adherence to this
quality system.
5.6 Service suppliers relations with the equipment manufacturer
5.6.1 A company which works as a service station for manufacturer(s) of equipment (and as a
service supplier in this field), is to be assessed by the manufacturer(s) and nominated as their
agent. The manufacturer is to ensure that appropriate instruction manuals, material etc. are
available for the agent as well as proper training of the agent’s technicians. Such suppliers are to
be approved either on a case by case basis, or in accordance with 5.5.3.
6. Certification
6.1 Upon satisfactory completion of both the audit of the supplier and the demonstration test, as
applicable, CCS may issue a certificate of approval stating that the supplier’s service operation
system has been found to be satisfactory and that the results of services performed in accordance
with that system may be accepted and utilised by CCS Surveyors in making decisions affecting
classification or statutory certification, as relevant. The certificate is to clearly state the type and
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scope of services and any limitations or restrictions imposed including type of equipment and/or
names of manufacturers of equipment where this is a limiting restraint. The supplier may also be
included in CCS record of approved service suppliers.
6.2 Renewal or endorsement of the certificate is to be made at intervals not exceeding five (5)
years by verification through audits that approved conditions are maintained or, where applicable,
on expiry of the supplier’s approval received from an equipment manufacturer, whichever comes
first. In the latter case, CCS is to be informed in due course by the service supplier. CCS may
require renewal or endorsement of the certificate at intervals shorter than five (5) years and may
require intermediate audits. For firms engaged in thickness measurements, renewal/endorsement
of the certificate is to be made at intervals not exceeding 3 years by verification that original
conditions are maintained.
7. Information Regarding Alterations to the Certified Service Operating System

7.1 When any alteration to the certified service operating system of the supplier is made, such
alteration is to be immediately informed to CCS. Re-audit may be required when deemed
necessary by CCS.
8. Cancellation of Approval
8.1 CCS reserves the right to cancel the approval and to inform the IACS Members accordingly
(For Firms engaged in thickness measurements refer to PR 23).
8.2 Approval may be cancelled in the following cases:
8.2.1 Where the service was improperly carried out or the results were improperly reported.
8.2.2 Where a Surveyor finds deficiencies in the approval service operating system of the
supplier and appropriate corrective action is not taken.
8.2.3 Where alterations have been made to the company’s quality system relevant to the service
supplier certificates, without written notification to CCS.
8.2.4 Where the intermediate audit, if requested as per 6.2, has not been carried out.
8.2.5 Where wilful acts or omissions are ascertained.
8.2.6 Where any deliberate misrepresentation has been made by the service supplier.
8.3 A supplier whose approval was cancelled, may apply for re-approval provided it has
corrected the non-conformities which resulted in cancellation, and CCS is able to confirm it has
effectively implemented the corrective action.
8.4 Expiration or cancellation of the Supplier’s parent company approval automatically
invalidates approval of all agents and subsidiaries if these are certified according to 5.5.3
9. Existing Approvals
Approvals for the categories of service suppliers granted before the date of implementation of this
Appendix by CCS may remain valid as stated in the respective certificates for a period up to but
not exceeding 3 years. Renewals of such certificates must be carried out in accordance with this
Appendix.
ANNEX 1
Special Requirements for Various Categories of Service Suppliers
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1. Firms engaged in thickness measurements on ships
1.1 Extent of engagement – Thickness measurement of structural material of ships except
(1) non-ESP ships less than 500 gross tonnage, and
(2) all fishing vessels.
1.2 Supervisor – The responsible supervisor is to be qualified according to a recognised national
or international industrial NDT standard (e.g. EN 473 level II as amended or ISO 9712 level II as
amended).
1.3 Operators – The operators carrying out the measurements are to be certified to a recognised
national or international industrial standard (e.g. EN 473 level I as amended or ISO 9712 level I as
amended) and to have adequate knowledge of ship structures sufficient to elect a representative
position for each measurement.
1.4 Equipment – On coated surfaces, instruments using pulsed echo technique (either with
oscilloscope or digital instruments using multiple echoes, single crystal technique) are required.
Single echo instruments may be used on uncoated surfaces, which have been cleaned and ground.
1.5 Procedures – Documented work procedures are at least to contain information on inspection
preparation, selection and identification of test locations, surface preparation, protective coating
preservation, calibration checks, and report preparation and content.
1.6 Reporting – The report is to be based on the guidelines given in UR Z7, UR Z7.1, UR Z7.2,
Z10.1, Z10.2, Z10.3, Z10.4 and Z10.5, as relevant.
1.7 Verification – The supplier must have the Surveyor’s verification of each separate job,
documented in the report by the attending Surveyor(s) signature.
2. Firms engaged in tightness testing of closing appliances such as hatches, doors, etc. with
ultrasonic equipment
2.1 Extent of engagement – Ultrasonic tightness testing of closing appliances such as hatches,
doors, etc.
2.2 Operators – The operator is to have the following qualifications:
― have knowledge of different closing appliances such as hatches, doors etc. including their
design, functioning and sealing features;
― have experience with the operation and maintenance of different closing appliances such as
hatches, doors etc.;
― be able to document theoretical and practical training onboard in using the ultrasonic
equipment specified.
2.3 It is to be demonstrated to the Surveyor that the ultrasonic equipment is fit for the purpose of
detecting leakages in closing appliances.
2.4 Procedures – The supplier is to have documented work procedures which are to include the
manual for the ultrasonic equipment specified, its adjustment, its maintenance, its operation and
approval criteria.
3. Firms carrying out in-water survey of ships and mobile offshore units
3.1 Extent of engagement – In-water survey of ships and mobile offshore units by diver or
remote operated vehicle.
3.2 Training of personnel – The supplier is responsible for the qualification of its divers and the
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diving equipment utilised when carrying out inspection. Knowledge of the following is to be
documented:
― ship’s underwater structure and appendages, tail shaft, propeller, rudder and its bearings,
etc.;
― non-destructive testing in accordance with a recognised national or international industrial
NDT standard. This requirement only applies if an in-water survey company performs
non-destructive testing;
― bearing clearance measurements on rudders and tail shaft;
― under-water video monitoring with TV-monitors on deck, as well as still picture work;
― operation of under-water communication system;
― special equipment and tools, e.g. hull cleaners, grinders, cutters, etc.
3.3 A plan for training of personnel in the reporting system, minimum rules requirements for
relevant ship types, ship’s underwater structure, measuring of bearing clearances, the recognition
of corrosion damage, buckling and deteriorated coatings, etc. is to be included.
3.4 Supervisor – The supervisor is to be qualified according to the supplier’s general
requirements and to have a minimum of two years’ experience as a diver carrying out inspection.
3.5 Divers carrying out inspection – The diver carrying out the inspection is to have had at least
one year’s experience as an assistant diver carrying out inspection (including participation in a
minimum of 10 different assignments).
3.6 Equipment – The following are to be available:
― closed circuit colour television with sufficient illumination equipment;
― two-way communication between diver and surface staff;
― video recording device connected to the closed circuit television;
― still photography camera;
― equipment for carrying out thickness gauging, non-destructive testing and measurements,
e.g. clearances, indents, etc., as relevant to the work to be performed;
― equipment for cleaning of the hull;
― remote operated vehicle, if applicable.
3.7 Procedures and guidelines – The supplier is to have documented operational procedures and
guidelines for how to carry out the inspection and how to handle the equipment. These are to
include:
― two-way communication between diver and surface;
― video recording and closed circuit television operation;
― guidance of the diver along the hull to provide complete coverage of the parts to be
inspected;
― guidance for the operation and maintenance of the remote operated vehicle, if applicable.
documented in the report by the attending Surveyor(s) signature.
4. Firms engaged in inspection and maintenance of fire extinguishing equipment and

systems
4.1 Extent of engagement – Inspections and maintenance of fire-extinguishing equipment and
systems such as fixed fire extinguishing systems, portable fire extinguishers and fire detection and
alarm systems.
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4.2 Extent of approval
― Service suppliers are to have professional knowledge of fire theory, fire-fighting and
fire-extinguishing appliances sufficient to carry out the maintenance and/or inspections,
and to make the necessary evaluations of the condition of the equipment.
― In demonstrating professional knowledge, service suppliers are to have an understanding of
the various types of fires and the extinguishing media to be used on them.
― For fixed fire-extinguishing systems, service suppliers are to demonstrate an understanding
of the principles involved with gas, foam, deluge, sprinkler and water-mist systems, as
relevant for the approval being sought.
4.3 Procedures
― Service suppliers are to have documented procedures and instructions on how to carry out
the servicing of the equipment and/or system. These are to either contain or make reference
to the manufacturer’s servicing manuals, servicing bulletins, instructions and training
manuals, as appropriate, and to international requirements.
― Additionally they are to make reference to any requirements (e.g. what markings should be
appended to the equipment/system)
4.4 Reference documents − The service supplier is to have access to the following documents:
― manufacturer’s servicing manuals, servicing bulletins, instructions and training manuals, as
appropriate;
― type approval certificates showing any conditions that may be appropriate during the
servicing and/or maintenance of fire-extinguishing equipment and systems;
― SOLAS, MSC.1/Circular.1318 (Guidelines for the Maintenance and Inspections of Fixed
Carbon Dioxide Fire-Extinguishing Systems), International Code for Fire Safety Systems
(FSS Code), ISO 6406 (Periodic inspection and testing of seamless steel gas cylinders), and
any documentation specified in the authorisation or license from the equipment
manufacturer;
― MSC/Circ.670 (Guidelines for the Performance and Testing Criteria and Surveys of High
Expansion Foam Concentrates for fixed Fire-Extinguishing Systems);
― MSC/Circ.798 (Guidelines for the Performance and Testing Criteria and Surveys of
Medium Expansion Foam Concentrates for fixed Fire-Extinguishing Systems);
― MSC/Circ.799 ((Guidelines for the Performance and Testing Criteria and Surveys of
Expansion Foam Concentrates for fixed Fire-Extinguishing Systems of Chemical Tankers);
― MSC.1/Circ.1312 (Revised Guidelines for the Performance and Testing Criteria and
Surveys of Foam Concentrates for fixed Fire-Extinguishing Systems as corrected by
MSC/Circ.1312/Corr.1);
― MSC.1/Circ.1432 (Revised Guidelines for the maintenance and Inspection of Fire
Protection Systems and Appliances);
― IMO resolution A. 951(23) – Improved guidelines for marine portable fire extinguishers;
― MSC.1/Circ.1370 – Guidelines for the design, construction and testing of fixed hydrocarbon
gas detection systems;
― Guidelines adopted by IMO for fire extinguishing equipment and systems specifically
intended for service by service suppliers.
4.5 Equipment and facilities
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― If service suppliers undertake shore-based inspecting and maintenance, they should
maintain and implement procedures for workshop cleanliness, ventilation and arrangement,
with due cognisance of the spares and extinguishing media being stored, to ensure safe and
effective working procedures.
― Service suppliers undertaking inspecting and maintenance of equipment and systems
onboard are to provide the appropriate facilities to either complete the work onboard or
remove the necessary items to their workshops
4.5.2 Equipment
Sufficient and appropriate spares and tools are to be available as applicable, which should include:
― various scales to weigh items;
― means to hydrostatically pressure test components/systems/storage bottles;
― liquid/gas, flow meters, as appropriate;
― pressure gauges or manometers;
― in the cases of foam concentrates and portable fire-extinguishers, chemical analysis
equipment and a testing bay, respectively;
― specific equipment/spares as may be specified by manufacturers;
―level measuring equipment for bottles; and
― recharging facilities for pressurized bottles, extinguishers and cartridges.
5. Firms engaged in servicing inflatable liferafts, inflatable lifejackets, hydrostatic release

units, inflatable rescue boats and marine evacuation systems
5.1 Extent of engagement:
― servicing of inflatable liferafts, inflatable lifejackets, hydrostatic release units and/or
inflatable rescue boats;
― servicing of marine evacuation systems.
5.2 Equipment and facilities – IMO resolution. A.761(18) as amended by resolution MSC.55(66)
gives recommendations on conditions for the approval of servicing stations for inflatable liferafts
which are to be observed as relevant. Where inflatable liferafts are subject to extended service
intervals, MSC.1/Circ.1328 should also be followed.
5.3 Procedures and instructions – The supplier is to have documented procedures and instructions
for how to carry out service of equipment. Where inflatable liferafts are subject to extended
service intervals in accordance with the requirements of SOLAS regulation III/20.8.3,
MSC.1/Circ.1328 should be followed in addition to resolution A.761(18) as amended by
resolution MSC.55(66).
5.4 The supplier is to provide evidence that it has been authorised or licensed to service the
particular makes and models of equipment for which approval is sought by the equipment’s
manufacturer.
― IMO resolution A.761(18) − Recommendation on Conditions for the Approval of Servicing
Stations for Inflatable Liferafts (adopted on 4 November 1993), amended by resolution
MSC.55(66);
― IMO resolution MSC.55(66);
― IMO MSC.1/Circ.1328 – Guidelines for the Approval of Inflatable Liferafts Subject to
Extended Service Intervals Not Exceeding 30 Months;
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― Manufacturer’s servicing manuals, servicing bulletins, instructions and training manuals, as
appropriate;
― Type approval certificates, showing any conditions that may be appropriate during the
servicing and/or maintenance of inflatable liferafts, inflatable rescue boats, inflatable
lifejackets, and hydrostatic release units;
― LSA Code, Chapter IV, 1995 SOLAS Conference Resolution 4 regarding marine evacuation
systems.
6. Firms engaged in inspections and testing of radio communication equipment

6.1 Extent of engagement:
― surveys, inspection, testing, and/or measurement of radio equipment aboard ships or mobile
offshore units for compliance with SOLAS regulations;
― annual testing of 406 MHz satellite EPIRBs for compliance with SOLAS regulation
IV/15.9;
― the principles of this section also apply to service suppliers involved in inspection,
performance testing and maintenance of Automatic Identification Systems (AIS). The
service supplier is to be familiar with the equipment with which it will be involved, such as
being a service agent for the equipment manufacturer.
6.2 Reference documents – The supplier is to have access to the following documents:
― SOLAS 1974 as amended;
― IMO resolution A.789(19)− Specification on the survey and certification functions of
recognised organisations acting on behalf of the administration;
― MSC/Circ.1040/Rev.1 – Guidelines on Annual Testing of 406 MHZ Satellite EPIRBs;
― MSC.1/Circ.1252 – Guidelines on Annual Testing of the Automatic Identification System
(AIS);
― SN/Circ.227, SN/Circ.227/Corr.1 and 245 – Guidelines for the Installation of a Shipborne
Automatic Identification System (AIS) and amendments thereto;
― ITU Radio Regulations;
― IMO Performance Standards for the equipment for which the service supplier is approved;
― Flag State Administration requirements;
― Relevant parts, if any, of CCS Rules and Guidelines.
6.3 Supervisor – The supervisor is to have a minimum two years education from a technical
school, experience as inspector, and should preferably hold a general operator’s certificate (GOC)
or a GMDSS radioelectronic certificate (REC), recognised by the ITU, to operate or test radio
transmitters. He should be aware of any local conditions for radio signal propagation, of regional
radio stations and their facilities, and of the GMDSS infrastructure.
6.4 Radio inspector – The inspector carrying out the inspection is to have passed the internal
training of the supplier in radiotelephony, GMDSS, and initial and renewal surveys, as applicable.
The inspector is also to have at least one year’s technical school training or as alternative hold
evidence that he followed a technical course approved by the relevant Administration, at least one
year’s experience as an assistant radio inspector and should preferably hold an appropriate
national radio operators certificate, recognised by the ITU, such as a GMDSS general operator’s
certificate (GOC) or a GMDSS radioelectronic certificate (REC). He should be aware of any local
conditions for radio signal propagation, of regional radio stations and their facilities, and of the
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GMDSS infrastructure.
6.5.1 The supplier is to have the major and auxiliary equipment required for correctly
performing the inspection. A record of the equipment used is to be kept. The record is to contain
information on manufacturer and type of equipment, and a log of maintenance and calibrations.
6.5.2 A standard which is relevant to the radio equipment to be tested is to be available for the
equipment and to be cited in the inspection report.
6.5.3 For equipment employing software in conjunction with the testing/examination, this
software is to be fully described and verified.
6.6 Minimum required instruments:
― equipment for measuring frequency, voltage, current and resistance;
― equipment for measuring output and reflect effect on VHF and MF/HF;
― equipment for measuring modulation on MF/HF and VHF (AM, FM, PM);
― acid tester for checking specific gravity of lead batteries;
― tester for checking of correct output from Free-Float Satellite EPIRB;
― equipment for testing the performance of Automatic Identification Systems (AIS).
6.7 Procedures and instructions – The supplier is to have documented procedures and instructions
for how to carry out testing and examination of radio equipment. Procedures and instructions for
operating each item of the testing/inspection equipment are also to be kept and to be available at
all times.
7. Firms engaged in inspections and maintenance of self-contained breathing apparatus

7.1 Extent of engagement − inspections and maintenance of self-contained breathing apparatus,
emergency escape breathing devices (EEBD)
― The supplier is to document and demonstrate that it has knowledge of the equipment and
systems sufficient to carry out the inspections and testing of self-contained breathing
apparatus to identify standards and to make the necessary evaluation of the condition of the
equipment.
― In demonstrating professional knowledge, service suppliers are to have an understanding of
the operational requirements involved with self-contained breathing apparatus and how
these are to be maintained
― Additionally, service suppliers are to demonstrate the necessary safety requirements
applicable to such equipment
7.3 Procedures
― Service suppliers are to have documented procedures and instructions on how to carry out
the servicing of the equipment and/or system. These are to either contain or make reference
to the manufacturer’s servicing manuals, servicing bulletins, instructions and training
manuals, as appropriate.
― Additionally they are to make reference to any requirements (e.g. what markings should be
appended to the equipment/system) and how they should be applied.
― Manufacturers’ servicing manuals, servicing bulletins, instructions and training manuals, as
appropriate;
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― Type approval certificates showing any conditions which may be appropriate during the
servicing and/or maintenance of self-contained breathing apparatus.
― If service suppliers undertake shore-based inspecting and maintenance, they should
maintain and implement procedures for workshop cleanliness, ventilation and arrangement,
with due cognisance of the spares and pressurised bottles being stored, to ensure safe and
effective working procedures.
― Service suppliers undertaking inspecting and maintenance of equipment and systems
onboard are to provide the appropriate facilities to either complete the work onboard or
remove the necessary items to their workshops.
7.5.2 Equipment
― Sufficient and appropriate spares and tools are to be available for repair, maintenance and
servicing of self-contained breathing apparatus in accordance with the requirements of the
manufacturers.
― These are to include, as required by the self-contained breathing apparatus equipment and /
or systems as follows:
― various scales to weigh items;
― means to hydrostatically pressure test components/systems/storage bottles;
― flow meters;
― pressure gauges or manometers;
― equipment for checking air quality;
― recharging facilities for breathing apparatus.
8. Firms engaged in examination of Ro-Ro ships bow, stern, side and inner doors
8.1 Extent of engagement − inspection of securing and locking devices, hydraulic operating
system, electric control system for the hydraulics, electric indicator systems, and supporting,
securing and locking devices and tightness testing.
8.2 The supplier is to be certified to the most current version of ISO 9000 series.
8.3 Supervision − In addition to 5.2.3, the requirement to have had a minimum of two years
experience as operator/technician/inspector within the activity, a supervisor is to have a minimum
two years related education from a technical school.
8.4 Training of personnel - Operators carrying out Non-Destructive Examination (NDE) are to be
qualified to a recognised National or International Standard for the methods used.
8.5 Reference documents − The supplier is to have access to the following reference documents:
― IMO International Convention on the Safety of Life at Sea (SOLAS 1974), as amended;
― ISO 9002:1994 − Quality systems − Model for quality assurance in production, installation
and servicing;
― UR Z24 − Survey Requirements for Shell and Inner Doors of Ro-Ro ships, or its equivalent,
by CCS.
8.6 Required equipment
8.6.1 For inspection of supporting securing and locking devices, hinges and bearings:
― equipment for measuring clearances (i.e. feeler gauges, vernier calipers, micrometers);
― non-destructive examination (i.e. dye penetrant, magnetic particle inspection).
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8.6.2 For tightness testing:
― ultrasonic leak detector or equivalent.
8.6.3 For inspection of hydraulic operating system:
― pressure gauges;
― particle counter for analysing the quality of hydraulic fluid.
8.6.4 For inspection of electric control system and indication system:
― digital multi-meter;
― earth fault detector.
8.7 Procedures and instructions
8.7.1 The supplier is to have access to drawings and documents, including the operating and
inspection manual.
8.7.2 The supplier is to have access to the service history of the doors.
8.7.3 The supplier should use, complete and sign a checklist which has been found acceptable by
CCS.
9. Firms engaged in annual performance testing of voyage data recorders (VDRs) and
simplified voyage data recorders (S-VDRs)
9.1 Extent of engagement – Testing and servicing of voyage data recorders (VDRs) and
simplified voyage data recorders (S-VDRs) in accordance with SOLAS regulation V/18.8 and
IMO MSC.1/Circular 1222 − Guidelines on Annual Testing of Voyage Data Recorders (VDRs)
and Simplified Voyage Data Recorders (S-VDRs), as applicable.
9.2.1 The supplier is to provide evidence that he has been authorised or licensed by the
equipment’s manufacturer to service the particular makes and models of equipment for which
approval is sought.
9.2.2 Where the service supplier is also the manufacturer of the voyage data recorder (VDR) or
simplified voyage data recorder (S-VDR) and has elected to apply IMO MSC.1/Circular 1222 −
Guidelines on Annual Testing of Voyage Data Recorders (VDRs) and Simplified Voyage Data
Recorders (S-VDRs) in its entirety for the purpose of acting as a service supplier engaged in
annual performance testing, the following are to apply:
― The manufacturer is responsible for appointing manufacturer’s authorised service stations to
carry out annual performance testing.
― The manufacturer is required to be an approved service supplier and is to satisfy the
requirements for service suppliers engaged in annual performance testing of voyage data
recorders (VDRs) and simplified voyage data recorders (S-VDRs), as applicable.
― The manufacturer’s authorised service station is not required to be an approved service
supplier.
― The manufacturer is to demonstrate that IMO MSC.1/Circular 1222 − Guidelines on Annual
Testing of Voyage Data Recorders (VDRs) and Simplified Voyage Data Recorders
(S-VDRs) is applied in its entirety.
9.3 Procedures
9.3.1 The service supplier is to have documented procedures and instructions.
simplified voyage data recorder (S-VDR) and has selected to apply IMO MSC.1/Circular 1222 −
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annual performance testing, the following are to apply:
― The manufacturer is to have documented procedures for the assessment and authorisation of
manufacturer’s authorised service stations who carry out annual performance testing.
― The manufacturer is to have documented procedures for the review of manufacturer’s
authorised service stations annual performance test reports, analysis of the voyage data
recorder (VDR) and simplified voyage data recorder (S-VDR) 12 hour log and the issue of
annual performance test certificates to the owner/operator.
― The manufacturer is to maintain a list of manufacturer’s authorised service stations that can
be accessed (by any available means, e.g. via a nominated contact point or from the
manufacturer’s website) upon request.
9.4 Reference documents
9.4.1 The service supplier is to have access to the following documents:
― IMO International Convention on the Safety of Life at Sea (SOLAS 1974), regulation
V/18.8 – Approval, surveys and performance standards of navigational systems and
equipment and voyage data recorder;
― IMO MSC.1/Circular 1222 − Guidelines on Annual Testing of Voyage Data Recorders
(VDRs) and Simplified Voyage Data Recorders (S-VDRs) (11 December 2006);
― IMO resolution A.861(20) (adopted on 27 November 1997) as amended by IMO resolution
MSC.214(81) and resolution MSC.333(90) − Performance Standards for Shipborne Voyage
Data Recorders (VDRs);
― IMO resolution MSC.163(78) − Performance Standards for Shipborne Simplified Voyage
Data Recorders (S-VDRs) (adopted on 17 May 2004), as amended by IMO resolution
214(81).
9.4.2 The service supplier is to have access to applicable industry performance standards, e.g.:
― IEC 61996 − Maritime navigation and radiocommunication equipment and systems −
Shipborne voyage data recorder (VDR);
― IEC 61996-2 − Maritime navigation and radio communication equipment and systems
–Shipborne voyage data recorder (VDR) – Part 2: Simplified voyage data recorder (S-VDR)
– Performance requirements, method of testing and required test results.
9.4.3 The service supplier is also to have access to any documentation specified in the
authorisation or license from the equipment manufacturer.
9.5 Equipment and facilities − In addition, the service supplier is to have equipment as specified
in the authorisation or license from the equipment manufacturer.
9.6 Reporting − test report
9.6.1 The service supplier is to issue a certificate of compliance as specified in regulation V/18.8
of the International Convention on the Safety of Life at Sea (SOLAS 1974), as amended.
9.6.2 Annual performance test of VDR and S-VDR should be recorded in the form of the model
test report given in the Appendix to MSC.1/Circular 1222, signed and stamped by the service
supplier and attached to the annual performance test certificate.
simplified voyage data recorder (S-VDR) and has selected to apply IMO MSC.1/Circular 1222 −
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annual performance testing, the manufacturer is to make arrangements for the following:
― review of the manufacturer’s authorised service station annual performance test report;
― analysis of the recorder’s 12 hour log;
―checking of the master record/database for the recorder.
9.6.4 Issue of the annual performance test certificate to the owner/operator within 45 days of
completion of the annual performance test.
10. Firms engaged in inspections of low location lighting systems using photo luminescent
materials and evacuation guidance systems used as an alternative to low-location lighting
systems
10.1 Extent of engagement – Luminance measurements on board ships of low location lighting
systems using photo luminescent materials.
― have adequate knowledge of the applicable international requirements (namely SOLAS
regulation II-2/13.3.2.5, IMO resolution A.752(18) − Guidelines for the Evaluation, Testing
and Application of Low-Location Lighting on Passenger Ships, ISO 15370-2010, FSS Code
Chapter 11);
― be able to document theoretical and practical training onboard in using equipment specified.
10.3 Equipment – The measuring instrument is to incorporate a fast-response photometer head
with CIE (International Commission on Illumination) photopic correction and have a
measurement range of at least 10-4 cd/m2 to 10 cd/m2.
preparation, selection and identification of test locations.
10.5 Reporting – The report is to conform to Annex C of ISO 15370-2010.
documented in the report by the attending Surveyor’s signature.
The service supplier is to have access to the following documents:
― IMO International Convention on the Safety of Life at Sea (SOLAS 1974), regulation
II-2/13.3.2.5 – Marking of escape routes;
― IMO Fire Safety Systems (FSS Code), Chapter 11 – Low-location lighting systems;
― IMO resolution A.752(18) − Guidelines for the Evaluation, Testing and Application of
Low-Location Lighting on Passenger Ships (adopted on 4 November 1993);
― ISO 15370:2010 − Ships and marine technology − Low-location lighting on passenger ships
– Arrangement;
― MSC/Circ.1168 – Interim guidelines for the testing, approval and maintenance of
evacuation guidance systems used as an alternative to low-location lighting systems.
11. Firms engaged in sound pressure level measurements of public address and general
alarm systems on board ships
11.1 Extent of engagement – Sound pressure level measurements of public address and general
alarm systems on board ships.
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― have adequate knowledge of the applicable international requirements (SOLAS regulations
III/4 and 6, LSA Code, Chapter VII/7.2, IMO Code on Alarms and Indicators, 1995, as
amended);
― be able to document theoretical and practical training onboard in using equipment specified.
11.3 Equipment – The measuring instrument is to be an integrating sound level meter with
frequency analyser capabilities complying with IEC (International Electrotechnical Commission)
60651 and IEC 61672, type 1 precision class with, at least an A-weighting frequency response
curve and 1/3 octave and 1 octave band filters, complying to IEC 61260, as appropriate for the
measurements to be carried out. In addition microphones are to be of the random incidence type,
complying with IEC 60651.
preparation, calibration, selection and identification of test locations.
11.5 Reporting – The report is to describe, as a minimum, the environmental conditions of the
tests and, for each test location, the ambient noise level or the speech interference level, as
appropriate for the measurements to be carried out. The report is to conform to any other specific
requirement of CCS.
documented in the report by his signature.
The service supplier is to have access to the following documents:
― SOLAS 1974, regulation III/4 – Evaluation, testing and approval of life-saving appliances
and arrangements;
― SOLAS 1974, regulation III/6 – Communications;
― International Life-Saving Appliance (LSA) Code, Chapter VII/7.2 – General alarm and
public address system;
― IMO Code on Alarms and Indicators, 1995, as amended;
― IEC 60651 (2001-10) − Sound level meters;
― IEC 61672 − Electroacoustics − Sound level meters;
― IEC 61260 − Electroacoustics − Octave-band and fractional-octave-band filters.
12. Firms engaged in testing of coating systems in accordance with IMO resolution
MSC.215(82) as amended and IACS UI SC223 and/or resolution MSC.288(87) as amended
12.1 Laboratories
12.1.1 Extent of engagement − Testing of coatings systems according to IMO resolution
MSC.215(82), as corrected by IMO MSC.1/Circ.1381 and amended by IMO resolution 341(91)
and IACS UI SC223 and/or MSC.288(87), as corrected by IMO MSC.1/Circ.1381 and amended
by IMO resolution 341(91).
12.1.2 The laboratory is to provide to CCS the following information:
― A detailed list of the Laboratory test equipment for the coating approval according to the
IMO Resolution MSC.215(82) as amended and/or MSC.288(87) as amended.
― A detailed list of reference documents comprising a minimum those referred to in IMO
Resolution MSC.215(82) as amended and/or MSC.288(87) as amended for the coating
approval.
― Details of test panel preparation, procedure of test panel identification, coating application,
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test procedures and a sample test report.
― Details of exposure method and site for weathering primed test panels.
― A sample daily or weekly log/form for recording test conditions and observations including
unforeseen interruption of the exposure cycle with corrective actions.
― Details of any sub-contracting agreements (if applicable).
― Comparison test report with an approved coating system or laboratory if available.
12.1.3 Reporting – Reference is made to the following IACS Recommendations:
― Rec. 101: IACS Model Report for IMO Resolution MSC.215(82) Annex 1 “Test Procedures
for Coating Qualification”;
― Rec. 102: IACS Model Report for IMO Resolution MSC.215(82) Annex 1 “Test Procedures
for Coating Qualification”, Section 1.7 – Crossover Test
12.1.4 Audit of the test laboratory is to be based on this procedure and the standards listed in the
IMO resolution MSC.215(82) as amended and/or MSC.288(87) as amended for the coating
approval.
13. Firms engaged in the servicing and maintenance of lifeboats, launching appliances,
on-load release gear and davit-launched liferaft automatic release hooks
13.1 Extent of engagement – Servicing and maintenance of lifeboats, launching appliances,
on-load release gear and davit-launched liferaft automatic release hooks.
13.2.1 The contents of this procedure apply equally to manufacturers when they are acting as
service suppliers.
13.2.2 Any service supplier engaged in the thorough examination, operational testing, repair and
overhaul of lifeboats, launching appliances, on-load release gear and davit-launched liferaft
automatic release hooks carried out in accordance with SOLAS regulation III/20 should be
qualified in these operations for each make and type of equipment for which they provide the
service, and provide manufacturers documentary evidence that they have been so authorized or
they are certified in accordance with an established system for training and authorization in
accordance with MSC.1/Circ.1277, as amended.
13.2.3 In cases where an equipment manufacturer is no longer in business or no longer provides
technical support, service suppliers may be authorised for the equipment on the basis of prior
authorization for the equipment and/or long term experience and demonstrated expertise as an
authorized service provider.
13.3 Qualifications and training of personnel
Service suppliers should be trained and qualified in the operations for which they are authorised,
for each make and type of equipment for which they provide the service. Such training and
qualification should include, as a minimum:
13.3.1 Employment and documentation of personnel certified in accordance with a recognized
national, international or industry standard as applicable, or an equipment manufacturer’s
established certification program. In either case, the certification program should be based on the
guidelines in the appendix for each make and type of equipment for which service is to be
provided.
13.3.2 The education and training for initial certification of personnel should be documented and
address, as a minimum:
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― causes of lifeboat accidents;
― relevant rules and regulations, including International Conventions;
― design and construction of lifeboats, including on-load release gear and launching
appliances;
― education and practical training in the procedures specified in annex 1 of
MSC.1/Circ.1206/Rev.1 for which certification is sought;
― detailed procedures for thorough examination, operational testing, repair and overhaul of
lifeboats, launching appliances and on-load release gear, as applicable; and
― procedures for issuing a report of service and statement of fitness for purpose based on
MSC.1/Circ.1206/Rev.1 (annex 1, paragraph 15).
13.3.3 The education and training for the personnel should include practical technical training on
actual inspection and maintenance using the equipment (lifeboats, launching appliances and/or
on-load release gear) for which the personnel are to be certified. The technical training should
include disassembly, reassembly, correct operation and adjustment of the equipment. Classroom
training should be supplemented by field experience in the operations for which certification is
sought, under the supervision of an experienced senior certified person.
13.3.4 At the time of initial certification and at each renewal of certification, the service supplier
is to provide documentation to verify personnel’s satisfactory completion of a competency
assessment using the equipment for which the personnel are certified.
13.3.5 The service supplier is to require refresher training as appropriate to renew the
certification.
13.4 Reference Documents − The service supplier is to have access to the following documents:
― IMO MSC.1/Circ.1206/Rev.1, as amended, Measures to Prevent Accidents with Lifeboats;
― IMO MSC.1/Circ.1277, as amended, Interim Recommendation on Conditions for
Authorization of Service Providers for Lifeboats, Launching Appliances and On-Load
Release Gear;
― IMO resolution A.689(17), recommendation on testing of life-saving appliances and, for
life-saving appliances installed on board on or after 1 July 1999, resolution MSC.81(70),
revised recommendation on testing of life-saving appliances;
― For servicing and repair work involving disassembly or adjustment of on-load release
mechanisms, availability of the equipment manufacturer’s specifications and instructions;
― Type Approval certificate showing any conditions that may be appropriate during the
servicing and/or maintenance of lifeboats, launching appliances and on-load release gear.
13.5 Equipment and facilities − The service supplier is to have access to the following:
― sufficient tools, and in particular any specialized tools specified in the equipment
manufacturer’s instructions, including portable tools as needed for work to be carried out
on board ship;
― access to sufficient materials, spare parts and accessories as specified by the equipment
manufacturer for repairing lifeboats, launching appliances and on-load release gear, as
applicable;
― for servicing and repair work involving disassembly or adjustment of on-load release
mechanisms, availability of genuine replacement parts as specified or supplied by the
equipment manufacturer.
13.6 Reporting − The report should conform to the requirements of MSC.1/Circ.1206/Rev.1
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(annex 1, paragraph 15). When repairs, thorough examinations and annual servicing are completed,
a statement confirming that the lifeboat arrangements remain fit for purpose should be promptly
issued by the service supplier.
14. Firms engaged in measurements of noise level onboard ships

14.1 Extent of engagement
Sound pressure level measurements onboard Ship.
14.2 Supervisor
The supervisor is to have a minimum of 2 years of experience as an operator in sound pressure
level measurements.
14.3 Operators
The operator is to have the following qualifications:
― knowledge in the field of noise, sound measurements and handling of measurement
equipment;
― adequate knowledge of the applicable international requirements (SOLAS regulation
II-1/3-12, as amended, and IMO Code on Noise Levels on Board Ships, as amended);
― at least 1 year’s experience, including participation in a minimum of 5 measurement
campaigns as an assistant operator;
― training concerning the procedures specified in IMO Code on Noise Levels on Board Ships;
― be able to document theoretical and practical training onboard in using a sound level meter.
14.4 Equipment
14.4.1 Sound level meters
Measurement of sound pressure levels is to be carried out using precision integrating sound level
meters. Such meters are to be manufactured to IEC 61672-1(2002-05)1, as amended, type/class1
standard as applicable, or to an equivalent standard acceptable to the Administration2.
1 Recommendation for sound level meters.
2 Sound level meters class/type 1 manufactured according to IEC 651/IEC 804 may be used until 1 July 2016.
14.4.2 Octave filter set
When used alone, or in conjunction with a sound level meter, as appropriate, an octave filter set is
to conform to IEC 61260 (1995)3, as amended, or an equivalent standard acceptable to the
Administration.
3 Octave-band and fractional-octave-band filters.
14.4.3 Sound Calibrator
Sound calibrators are to comply with the standard IEC 60942(2003-01), as amended, and to be
approved by the manufacturer of the sound level meter used.
14.4.4 Calibration
Sound Calibrator and sound level meter are to be verified at least every two years by a national
Standard laboratory or a competent laboratory accredited according to ISO 17025(2005), as
amended. A record with a complete description of the equipment used is to be kept, including a
calibration log.
14.4.5 Microphone wind screen
A microphone wind screen is to be used when taking readings outside, e.g. on navigating bridge
wings or on deck, and below deck where there is any substantial air movement. The wind screen
should not affect the measurement level of similar sounds by more than 0.5 dB(A) in "no wind"
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conditions.
14.5 Procedures and instructions
14.5.1 The supplier is to have documented procedures and instructions to carry out service of the
equipment.
Documented work procedures are at least to contain information on inspection preparation,
selection and identification of sound level measurement locations, calibration checks and report
preparation.
14.5.2 The supplier is to have access to the following documents:
― SOLAS 1988, as amended (Reg.II-1/3-12);
― IMO resolution A.468(XII) and resolution MSC.337(91) Code on Noise Levels on Board
Ships;
― Resolution A.343(IX) Recommendation on methods of measuring noise levels at listening
posts;
― CCS Rules and Guidelines.
14.6 Reporting
A noise inspection report is to be made for each ship. The report is to comprise information on the
noise levels in the various spaces on board. The report is to show the reading at each specified
measuring point. The points are to be marked on a general arrangement plan, or on
accommodation drawings attached to the report, or to otherwise be identified.
The format for noise inspection reports is set out in appendix 1 of IMO Code on Noise Levels on
Board Ships and may conform to any other specific requirement of CCS (refer to IMO resolution
MSC.337(91)).
14.7 Verification
The supplier must have the Surveyor’s verification of each separate job, documented in the report
by his signature.
15. Firms engaged in tightness testing of primary and secondary barriers of gas carriers
with membrane cargo containment systems for vessels in service
15.1 Extent of engagement
Firms carrying out the following:
― global vacuum testing of primary and secondary barriers;
― acoustic emission (AE) testing;
― thermographic testing.
15.2 Requirements for firms engaged in global testing of primary and secondary barriers
15.2.1 Testing Procedures – Testing is to be carried out in accordance with cargo containment
system designer’s procedures as approved by CCS.
15.2.2 Authorization − The supplier is to be authorized by the system designer to carry out the
testing.
15.2.3 Equipment – Equipment is to be maintained and calibrated in accordance with recognized
national or international industrial standards.
15.2.4 Reporting – The report is to contain the following:
― date of testing;
― identity of test personnel;
― vacuum decay data for each tank;
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― summary of test results.
15.3 Requirements for firms engaged in acoustic emission (AE) testing
15.3.1 Testing procedures – The supplier is to have documented procedures based upon
recognized national or international industrial standards to perform ultrasonic leak test using AE
sensors for the secondary barrier of membrane cargo containment systems. The procedures are to
include details of personnel responsibilities and qualification, instrumentation, test preparation,
test method, signal processing, evaluation and reporting.
Note: The differential pressure during testing should not exceed the containment system designer’s limitations.
15.3.2 Supervisor – The responsible supervisor is to be certified to a recognized national or
international industrial standard (e.g. Level II, ISO-9712 as amended or SNT-TC-1A as amended)
and have one year experience at Level II.
15.3.3 Operators – The operators carrying out the acoustic emission (AE) testing are to be
certified to a recognized national or international industrial standard (e.g. Level I, ISO-9712 as
amended or SNT-TC-1A as amended) and to have adequate knowledge of ship structures
sufficient to determine sensor placement.
15.3.4 Equipment – Equipment is to be maintained and calibrated in accordance with recognized
national or international industrial standards or equipment manufacturer’s recommendations.
15.3.5 Evaluation of acoustic emission (AE) testing – Must be carried out by the supervisor or
individuals certified to a recognized national or international industrial standard (e.g. Level II,
ISO-9712 as amended or SNT-TC-1A as amended) and have one year experience at Level II.
― supervisor and operator(s) certifications;
― description of time and pressure of each cycle of test;
― list and sketch detailing location of possible defects.
15.4 Requirements for firms engaged in thermographic testing
15.4.1 Testing Procedures – Testing is to be carried out in accordance with the cargo
containment system designer’s procedures as approved by CCS.
15.4.2 Authorization − The supplier is to be authorized by the system designer to carry out the
testing.
15.4.3 Supervisor – The responsible supervisor is to be certified to a recognised national or
international industrial standard (e.g. Level II, ISO-9712 as amended or SNT-TC-1A as amended)
with additional certification in infrared/thermal testing. Certification by the supplier is not allowed
and must be obtained through an independent certification body.
15.4.4 Operators – The operators carrying out the imaging are to be certified to a recognized
national or international industrial standard (e.g. Level I, ISO-9712 as amended or SNT-TC-1A as
amended) with additional certification in infrared/thermal testing and to have adequate knowledge
of ship structures sufficient to determine position for each identified image, and of the
containment system to understand the basis of the testing. Certification by the supplier is not
allowed and must be obtained through an independent certification body.
15.4.5 Equipment – Thermal cameras and sensors are to be in accordance with the system
designer’s procedures with regards to sensitivity, accuracy and resolution.
Equipment are to be in accordance with recognized standard (IEC, etc.) with regards their safety
characteristics for the use in hazardous areas (in gas explosive atmosphere), maintained and
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calibrated in accordance with the maker’s recommendations.
15.4.6 Evaluation of thermographic images – Must be carried out by the supervisor or
individuals certified to a recognized national or international industrial standard (e.g. Level II,
ISO-9712 as amended or SNT-TC-1A as amended) with additional certification in infrared/thermal
testing. Certification by the supplier is not allowed and must be obtained through an independent
certification body.
― supervisor and operator(s) certifications;
― differential pressures of all phases;
― list and sketch detailing location of thermal indications;
― thermographic images of all phases of testing for thermal indications;
― evaluation of thermal images indicating possible leaks.
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Appendix 11
Evaluation result of longitudinal strength of the hull girder of oil tankers of 130 m in length
and upwards and of over 10 years of age
(Of sections 1, 2 and 3 below, only one applicable section is to be completed)
3 This section applies to ships constructed before 1 July 2002: Section moduli of transverse
section of the ship’s hull girder have been calculated by using the thickness of structural members
measured, renewed or reinforced, as appropriate, during the special survey most recently
conducted after the ship reached 10 years of age in accordance with the provisions of 2.2.1(2) of
Appendix 2 of this Chapter, and found to meet the criteria required by CCS the Society ① and that
Zact is not less than Zmc (defined in note 2 of Table 3) as specified in Annex 2 to Appendix 2 of this
PART, as shown in Table 3. Describe the criteria for acceptance of the minimum section moduli
of the ship’s hull girder for ships in service required by the Society CCS.
① The Society means CCS, and the same below.
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Appendix 13
RECOMMENDED PROCEDURES FOR THICKNESS MEASUREMENTS OF OIL
TANKERS, BULK CARRIERS AND ETC.①
13.4B Recommended Procedures for Thickness Measurements of Double Skin Bulk

Carriers
The existing Sheet 13 is replaced by the following:

Sheet 13
Close-up Survey and Thickness Measurement Areas
Thickness to be reported on TM3-DSBC(CSR), TM4- DSBC(CSR) and TM6- DSBC(CSR) as appropriate
Ordinary transverse frame in

Ordinary longitudinal A cargo hold, transverse bulkhead
double skin tank
structure in double skin tank Area C
Area B
Thickness to be reported on TM4- DSBC(CSR) Thickness to be reported on TM5- DSBC(CSR)
① This Appendix is recommendatory.
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Typical areas of deck plating and underdeck structure inside line of hatch openings between cargo hold hatches
Thickness to be reported on TM6-DSBC(CSR)
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Appendix 14 GUIDELINES FOR SCREWSHAFT CONDITION MONITORING
SYSTEM
1 General Provisions
1.3 Water-lubricated screwshaft condition monitoring system

1.3.2.1 The screwshaft is to either be made of corrosion resistant material or protected with a
corrosion resistant protective liner or coating approved by CCS (i.e. shaft body is covered by paint
between two bearing liners to prevent water corrosion). Where a protective liner or coating is used,
the ship owner must submit measures for condition examination and evaluation (e.g. at stern tube
shaft opening or fitted with endoscope), which are to be approved by CCS.
2 Surveys
2.1 Initial survey

2.1.1 Examination of plans and documentation
2.1.1.4 Initial survey for existing ships
(3) At least the following records of screwshaft condition monitoring (SCM) showing satisfactory
results in the last 3 years are to be submitted:
④ stern bearing clearance and tailshaft weardown measurement records;
3 Oil-lubricated Screwshaft Condition Monitoring Procedures
3.2 Analysis of lubricating oil samples

3.2.1.2 Where the analysis organization is not yet well equipped for a complete analysis, the
spectrum analysis or ferrographic analysis may be carried out at first, but as a minimum, the
physical and chemical analysis is to be made. Where the analysis results are indefinite, the three
analysis methods are to be all used. The analysis organization is to have all instruments and
equipment in place as soon as possible.
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Appendix 15
GUIDELINES FOR LUBRICATING OIL CONDITION MONITORING SYSTEM OF
DIESEL ENGINES
1.1 Scope
1.1.1 These Guidelines apply to lubricating oil condition monitoring systems of diesel engines
on ships classed with CCS. The class notation for such systems is Engine Lub-Oil Condition
Monitoring ECM.
2 Surveys of Lubricating Oil Condition Monitoring System of Diesel Engines

2.1.1 For ships having the class notation Engine Lub-Oil Condition Monitoring ECM, the survey
of diesel engines is to comply with the relevant requirements of Chapter 5 of this PART and unless
required otherwise by 2.1.2 of this section, only an verification examination and a general
examination are to be carried out.
2.1.2 The survey of those items not covered by 2.1.3 of this section is to be in accordance with
the relevant requirements of Chapter 5 of this PART.
2.1.3 Survey items to be included in the lubricating oil analysis: Cylinders, pistons, piston rings,
piston rods, piston pins, crossheads, crosshead pins, guides, crankshafts and all bearings,
connecting rods, piston rod stuffing boxes.
2.2 Initial surveys

2.2.1 The application and documentation submitted by the owner are to be examined to confirm
whether the ship has the service conditions for the class notation Engine Lub-Oil Condition
Monitoring ECM.
2.2.2 For newbuildings, the periodical sampling analyses are to be carried out at the specified
interval from the date of commissioning, as requested by the owner and approved by CCS.
2.2.3 For existing ships, the records and reports of at least three consecutive lubricating oil
sampling analyses are to be submitted together with the application by the owner, and the
following are to be complied with.
(1) All analysis items in 3.2.2.1 are to be included for the oil in the lubricating system, and 3.2.1.3
is to be complied with for the oil in cylinders.
(2) The time period between the latest sampling and the submission of application is not to exceed
an interval between two consecutive samplings, and a verification examination is to be carried out
according to 2.3 of this section.
(3) The class notation Engine Lub-Oil Condition Monitoring ECM will be assigned upon approval,
and then the periodical sampling analyses are to be carried out at the specified interval from the
date of the latest sampling for lubricating oil analysis.
(4) Where the last special survey of diesel engines was carried out 5 years ago, it is recommended
that the engine lubricating oil condition monitoring be implemented after the due special survey.
2.2.4 For class-transferred ships which were originally subject to the survey of the engine
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lubricating oil condition monitoring system, where the owner requests to retain the system, the
class notation Engine Lub-Oil Condition Monitoring ECM will be assigned upon a verification
examination being satisfactorily carried out in accordance with 2.3 of this section. Subsequent
periodical sampling analyses are to be carried out at the originally specified interval.
2.7 Cancellation of the class notation

2.7.1 At the request of the owner or where the lubricating oil sampling analysis is not carried out
on time, the class notation Engine Lub-Oil Condition Monitoring ECM may be canceled and
conventional survey is to be restored at the same time. A general overhaul is to be carried out at
the next intermediate or special survey.
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CHAPTER 6 SURVEYS RELATED TO CLASS NOTATIONS
Section 2 SURVEYS RELATED TO CLASS NOTATIONS FOR SPECIAL DUTIES
6.2.5 Petroleum asphalt carriers

(1) This paragraph applies to petroleum asphalt carriers having one of the following class
notations:
① Petroleum asphalt carriers fitted with independent tanks:
Asphalt Carrier (Independent tank, Maximum Max. cargo temperature ≤ ××× ℃)①, F. P.>
60℃;
Section 5 SURVEYS RELATED TO CLASS NOTATIONS FOR ENVIRONMENTAL

PROTECTION
6.5.1 Clean notation

(1) This paragraph applies to ships which have been assigned one of the following class notations
related to environmental protection:
① Clean － with the following special notations:
a. FTP (Fuel Tank Protection);
FTP(+) (Fuel Tank Protection);
b. GWC (Grey Water Control);
c. NEC(II) (NOx Emission Control);
NEC(III) (NOx Emission Control);
d. SEC(I) (SOx Emission Control);
SEC(II) (SOx Emission Control);
SEC(III) (SOx Emission Control);
e. RSC (Refrigeration System Control);
f. AFS (Anti-Fouling System);
g. GPR (Green Passport for Recycling)②;
②
GPR (EU) ;
h. BWMS (Ballast Water Management System);
i. IBTS (Integrated Bilge Water Treatment System);
j. EAL (Environmentally Acceptable Lubricants);
k. Biofouling-C (Biofouling Control).
Section 7 SURVEYS RELATED TO CLASS NOTATIONS FOR EOM
6.7.1 EOM system function and composition
① ×××℃ in the notation represents highest design temperature for cargo.

② Refer to Guidelines for Development and Survey of the Inventory of Hazardous Materials of Ships.
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EOM (Online Comprehensive monitoring of Ship Energy Efficiency) system is a computerized
system for ship’s energy efficiency real-time on-line monitoring, which is capable of automatic
acquisition of energy consumption and operating condition of ship’s energy-consuming equipment
such as main engine, generator engine, boiler, etc., as well as operating parameters of navigational
equipment such as shaft power meter, GPS, anemorumbometer, speed log, electronic clinometer
(if such equipment has signal access to EOM software system) and echo-sounder (if such
equipment has signal access to EOM software system), and capable of data synchronization with
the shore-based system at regular time, for the purpose of realizing on-line monitoring of
operating condition of ship’s energy-consuming equipment and consumption of energy as well as
realizing the function of ship equipment monitoring, energy management and energy efficiency
management by means of analysis of collected data.
6.7.2 Examination of plans

6.7.2.1 The following plans and documents are to be submitted to the plan approval center for
approval:
(1) electrical system of EOM system (including system power supply, system input and output
signal circuit and list of parameters);
(2) electrical system and arrangement of shaft power meter;
(3) fuel oil supply piping of main engine, generator engine and boiler.
6.7.2.2 After the above plans are approved by the plan approval center, any non-principled
revision may be reviewed and approved by the site Surveyor.
6.7.2.3 Mooring test and sea trial program of EOM system are to be reviewed and approved by
the site Surveyor.
6.7.3 Product certification requirements and on-site check

6.7.3.1 Certification requirements for related hardware equipment are given in Appendix 1A,
Chapter 3 of this PART.
6.7.3.2 For flowmeters and shaft power meters which are installed on ships applying for EOM
notation and delivered before 31 December 2015, the existing type test report or other equivalent
documents may be accepted by CCS.
6.7.4 Requirements for on-site survey

6.7.4.1 Equipment installation and system testing of EOM system are to be carried out in
accordance with approved plans and equipment installation techniques approved by CCS (where
applicable), and functional tests are to be carried out during mooring test and sea trial. Upon
inspection and confirmation of peripheral hardware of EOM system and signal access to such
system, the site Surveyor is to confirm relevant functions of modules related to ship equipment
monitoring, energy management and energy efficiency management in EOM software system in
accordance with approved test program.
6.7.4.2 Installation and survey of relevant signal acquisition equipment
For the following equipment within the statutory and class scope, in addition to complying with
statutory and class inspection requirements for such equipment, they are also to be inspected in
accordance with the following requirements:
(1) Shaft power meter:
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a) Installation survey is to be carried out in accordance with approved plans and manufacturer’s
instructions.
b) Taking into account the effect of ship deformation and local vibration on the performance of
shaft power meter, the stator mounting base of shaft power meter is to be welded firmly,
generally on ship’s strength members and it is not permitted to be welded on the shell plating.
c) Witnessing calibration process and result of shaft power meter.
(2) Flowmeter:
a) Checking the verification report of flowmeter.
b) Installation survey is to be carried out in accordance with approved plans and manufacturer’s
instructions. Flowmeter is also to be installed by satisfying the requirements of Appendix 1.
(3) Electronic clinometer (if such equipment has signal access to EOM software system):
instructions.
b) The electronic clinometer is to be calibrated during the performance test, confirming the
output results of 0°and other angles of inclination.
(4) Anemorumbometer:
instructions.
b) Survey of the performance test.
(5) Echo-sounder (if such equipment has signal access to EOM software system):
instructions.
(6) Global Position System (GPS):
instructions.
(7) Speed log:
instructions.
(8) Engine room monitoring and alarm system:
a) Installation survey is to be carried out in accordance with approved plans.
c) Checking that the range of signal output to EOM system satisfies the minimum requirements
for ship condition monitoring parameters in Appendix 2.
(9) Tank liquid level measuring system:
instructions.
(10) Ship’s draft measuring system (if such equipment has signal access to EOM software
system):
instructions.
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6.7.4.3 Checking signal input and output of signal acquisition equipment:
(1) Checking the integrity of range of parameter input into EOM system (see Appendix 2).
(2) Checking the consistency between the parameter data of receiving end of EOM software
system and that of sending end of signal acquisition equipment.
6.7.4.4 Verification of function of EOM software
To verify the following functions of the modules such as equipment monitoring, energy
management and energy efficiency management in EOM software system:
(1) Equipment monitoring: to verify the real-time acquisition of the following parameter data
within acquisition cycle by software system:
a) power, pressure, temperature of energy-consuming equipment such as main engine, generator
engine and boiler (see the parameters required to be selected in Appendix 2);
b) flow of the fuel oil flowmeter of energy-consuming equipment such as main engine,
generator engine and boiler;
c) shaft revolution, torque, power of shaft power meter of the main engine;
d) wind direction, wind forcer of anemorumbometer;
e) position, course, speed of the Global Position System (GPS);
f) water-tracing speed of the speed log;
g) angle of heel of electrical clinometer (if such equipment has signal access to EOM software
system);
h) depth value of echo-sounder (if such equipment has signal access to EOM software system);
i) ship’s draft of ship’s draft measuring system (if such equipment has signal access to EOM
software system).
(2) Energy management: to verify the indication of the following energy consumption indexes by
the software system:
a) fuel consumption per hour;
b) daily fuel consumption.
(3) Energy efficiency management: to verify the calculation of the following main energy
efficiency indexes by software system:
a) EEOI;
b) fuel consumption per mile;
c) fuel consumption per transport work;
d) CO2 emissions per mile;
e) CO2 emissions per transport work unit.
(4) The verification of software function above may be carried out by examining function of
software system or outputting the report.
(5) Ship-shore communication: to verify the data transmission smoothly between ship side and
shore side of EOM software system.
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Appendix 1 REQUIREMENTS FOR INSTALLATION OF FLOWMETER
1 Requirements for installation position of flowmeters of fuel oil system of main/generator

engines
1.1 The installation position of flowmeter is to satisfy the requirements for onboard
arrangement.
1.2 Inlet flowmeter: where the signal of existing oil supply unit is available, the flow signal
supplied by such unit may be used. Where the signal of existing oil supply unit is unavailable, an
additional flowmeter may be fitted near the flowmeter of existing oil supply unit, generally
positioned after fuel oil supply pump and before fuel oil circulation pump in order to avoid
calculation of fuel oil circulation.
1.3 Outlet flowmeter: in the conventional arrangement of fuel oil system, after passing through a
three-way valve, one way of return flow of main engine is returned to the air separator and such
amount of oil is not included in repetitive calculation; another way is returned to the service tank.
It is recommended to fit the flowmeter of return flow on the pipe returning to the service tank.
2 Requirements for installation position of a set of flowmeters of fuel oil system shared by main
engines and generator engines
2.1 Reference may be made to plan 1 for installation position of flowmeter. In order to calculate
the oil consumption of generator engine, separate flowmeters are to be fitted on the inlet and outlet
main pipes of fuel oil system of generator engine. Although some fuel oil participates in the
circulation, the calculated circulation data is not large due to low oil consumption of generator
engine.
3 Requirements for installation position and number of flowmeters of fuel oil system of boiler
3.1 Reference may be made to installation plan of flowmeter of main engine. In case of no return
flow or return flow is only returned to the air separator, the installation of return flow flowmeter is
not necessary.
4 Requirements for installation of flowmeters
4.1 The flowmeter is to be provided with a by-pass device so that normal supply of fuel oil can
be ensured in case of failure of the flowmeter.
4.2 With regard to the pressure requirement of the flowmeter, the operating pressure in way of
instrument is at least to be greater than medium flash pressure + 3 times pressure loss of
instrument itself, where the operating pressure means the operating pressure in way of instrument
instead of the operating pressure supplied by the upstream source (see Figure 2).
𝑃out = outlet pressure

𝑃dp = pressure loss in way of instrument
Pvp = medium flash pressure
𝑃out ≥ (3 × 𝑃dp ) + Pvp
Figure 2 Pressure of Flowmeter
1-96
The flowmeter in general generates pressure loss of approximately 0.2 bar, not including pressure
loss caused by other parts of the pipeline, e.g. bend, necking etc. Where the circulating medium
has a low viscosity, the pressure loss can be calculated accurately. But where the HFO used has a
high viscosity, the pressure loss within pipeline and instrument cannot be controlled satisfactorily,
which will give rise to flow fluctuation or even no circulation during practical application. For the
use of HFO medium, the operating pressure is to be supplied by pump in order to ensure that the
pipeline is unblocked and the flow is steady.
4.3 The flowmeter is to be installed to avoid siphon and air pocket. During installation, the
vertical down or inclined down direction is to be avoided, because a flowmeter installed in such a
way may give rise to siphon. Additionally, where the outlet of a flowmeter installed horizontally is
provided with a long pipeline in the vertical down direction, air pocket may occur (see Figure 3
for specific installation examples).
Figure 3 Installation of Flowmeters
4.4 In addition to the above requirements for installation of flowmeters, the requirements of the
manufacturer may be accepted.
1-97
Appendix 2 SUMMARY OF PARAMETERS OF ENERGY EFFICIENCY EQUIPMENT
1 Alarm systems
The normal monitoring parameters of the operating conditions of ship’s energy-consuming
equipment such as main engine, generator engine and boiler may be selected from the summary of
parameters below; the parameters with “*” are those required to be selected for EOM software
system and others are optional monitoring parameters; a slight difference is permitted based on
different design of ships. “#X” is the multi-equipment number and the corresponding parameters
may be increased taking into account the number of equipment.
No. English name of switch-in parameters Unit Remark
Parameters of main engine
1 M/E JACKET C F W INLET PRESS.* MPa
2 M/E C W IN AIR COOLER PRESS. MPa
3 M/E EXHAUST VALVE SPRING AIR INLET PRESS. MPa
4 M/E CONTROL AIR INLET PRESS. MPa
5 M/E JACKET C F W IN TEMP.* ℃
6 M/E #X CYL C F W OUTLET TEMP.* ℃
7 M/E C F W IN AIR COOLER TEMP. ℃
8 L T F W PRESS. MPa
9 L T F W TEMP. ℃
10 COOLING S W TEMP. ℃
11 COOLING S W PRESS. MPa
12 M/E MAIN & THRUST BRG L O INLET PRESS.* MPa
13 M/E MAIN BRG L O INLET PRESS.* MPa The monitoring points may be in
14 M/E THRUST BRG L O INLET PRESS.* MPa common use or be substituted for
15 M/E L O &P C O INLET PRESS.* MPa each other based on design
16 M/E P C O INLET PRESS. MPa
17 M/E T/C L O INLET PRESS. MPa
18 M/E #X T/C L O INLET PRESS. MPa
19 M/E T/C L O OUTLET TEMP. ℃
20 M/E #X T/C L O OUTLET TEMP. ℃
21 M/E MAIN BRG L O IN TEMP.* ℃
22 M/E THRUST BEARING PAD TEMP.* ℃ The monitoring points may be in
common use or be substituted for
23 M/E L O & P C O IN TEMP.* ℃ each other based on design
24 M/E P C O IN TEMP.* ℃
25 M/E #X PISTON COOL O OUTLET TEMP.* ℃
26 M/E F O INLET PRESS.* MPa
27 M/E F O IN TEMP.* ℃
28 FO VISCOSITY cSt
29 M/E T/C REVOLUTION rpm
30 M/E #X T/C REVOLUTION rpm
31 SHAFT REVOLTION COUNT 10R
32 SHAFT REVOLUTION* rpm
33 FO IN SERVICE
34 MDO IN SERVICE
35 M/E SCAV AIR PRESS.* MPa
36 M/E #X SCAV AIR BOX TEMP.* ℃
37 M/E SCAV AIR TEMP. BEFORE AIR COOLER ℃
38 M/E SCAV AIR TEMP. AFTER AIR COOLER ℃
1-98
39 M/E SCAV AIR RECEIVER TEMP.* ℃
40 M/E #X CYL EXH GAS OUTLET TEMP.* ℃
41 M/E T/C IN EXH GAS TEMP.* ℃
42 M/E #X T/C IN EXH GAS TEMP.* ℃
43 M/E T/C OUT EXH GAS TEMP.* ℃
44 M/E #X T/C OUT EXH GAS TEMP.* ℃
Parameters of shafting
45 INTERMED SHAFT BRG TEMP. ℃
46 S/T FORE BRG TEMP. ℃
47 S/T AFT BRG TEMP. ℃
48 S/T AFT BRG(P) TEMP. ℃
49 S/T AFT BRG(S) TEMP. ℃
Parameters of boiler
50 COMP BLR STEAM PRESS.* MPa
51 COMP BLR F O TEMP. ℃
52 BOILER F O PRESS. MPa
53 COMP FO IN SERVICE
54 COMP MDO IN SERVICE
Parameters of generator engine
An oil supply unit may be shared
with main engine and substituted
55 G/E F O IN TEMP.* ℃
with main engine temperature
based on design.
56 #X G/E CONTROL AIR INLET PRESS. MPa
57 #X G/E CHARGE AIR PRESS. MPa
58 #X G/E L O INLET PRESS.* MPa
59 #X G/E F O INLET PRESS.* MPa
60 #X G/E H/T F W INLET PRESS.* MPa
61 #X G/E H/T F W IN TEMP. ℃
62 #X G/E L O IN TEMP.* ℃
63 #X G/E H/T F W OUTLET TEMP.* ℃
64 #X G/E #X CYL EXH GAS OUTLET TEMP.* ℃ To be determined based on the
65 #X G/E #1,2,3 EXH G T/C IN TEMP.* ℃ number of cylinders, the form of
grouping may be selected or
66 #X G/E #4,5,6 EXH G T/C IN TEMP.* ℃ substituted by temperature of
67 #X G/E EXH G T/C IN TEMP.* ℃ exhaust manifold
68 #X G/E L/T F W A/C INLET PRESS. MPa
69 #X G/E L/T F W A/C IN TEMP. ℃
70 #X G/E EXH G T/C OUTLET TEMP. ℃
71 #X G/E CHARGE AIR IN TEMP. ℃
72 #X G/E BEARING TEMP.* ℃
73 #X G/E FORE BEARING TEMP.* ℃ May be substituted for each other
based on design.
74 #X G/E AFT BEARING TEMP.* ℃
75 #X G/E POWER* kW
76 G/E FO IN SERVICE
77 G/E MDO IN SERVICE
Parameters of fuel oil tank
78 #X HFO SERV TK TEMP. ℃
79 #X HFO SETT TK TEMP. ℃
80 #X L S HFO SERV TK TEMP. ℃
81 #X L S HFO SETT TK TEMP. ℃
1-99
82 #X MDO /MGO SERV TK TEMP. ℃
83 #X MDO /MGO SETT TK TEMP. ℃
84 #X L S MDO /MGO SERV TK TEMP. ℃
85 #X L S MDO /MGO SETT TK TEMP. ℃
86 #X MDO/MGO TK （P/C/S）TEMP. ℃
87 #X L S MDO /MGO TK（P/C/S）TEMP. ℃
88 #X HFO TK（P/C/S）TEMP. ℃
89 #X L S HFO（P/C/S） TK TEMP. ℃
90 #X HFO SERV TK LEVEL cm/m3
91 #X HFO SETT TK LEVEL cm/m3
92 #X L S HFO SERV TK LEVEL cm/m3
93 #X L S HFO SETT TK LEVEL cm/m3
94 #X MDO /MGO SERV TK LEVEL cm/m3
95 #X MDO /MGO SETT TK LEVEL cm/m3
96 #X L S MDO /MGO SERV TK LEVEL cm/m3
97 #X L S MDO /MGO SETT TK LEVEL cm/m3
98 #X MDO/MGO TK （P/C/S）LEVEL cm/m3
99 #X L S MDO /MGO TK（P/C/S）LEVEL cm/m3
100 #X HFO TK（P/C/S）LEVEL cm/m3
101 #X L S HFO（P/C/S） TK LEVEL cm/m3
102 F O OVERFLOW TK LEVEL cm/m3
Parameters of ship’s draft
103 SHIP'S DRAFT (FORE) m
104 SHIP'S DRAFT (PORT) m
105 SHIP'S DRAFT (STARBOARD) m
106 SHIP'S DRAFT (STERN) m
Fuel oil flowmeter
107 M/E F O FLOW* L
108 M/E F.O.FLOW COUNTER L/h
109 M/E & D/G COMM FO FLOW* L
If the main engines and generator
engines share the inlet flow
counter, the parameter may also
110 M/E F O RETURN FLOW* L
indicate that the main engines and
generator engines share the return
oil.
111 G/E F O FLOW* L
112 G/E F O RETURN FLOW* L
113 COMP BLR H F O FLOW* L
114 COMP BLR D F O FLOW L
115 COMP BLR FO RETURN FLOW* L
2 Anemorumbometer
1 WIND SPEED* kts
2 WIND DIRECTION* ゜
3 WIND SPEED UNIT If any
4 T/R FLAG
Remark
1-100
3 Electronic clinometer
1 X* ゜
2 Y* ゜
The calibration for the installation of electronic clinometer is to be carried out to ensure that the
Remark
electronic clinometer output the inclining conditions of the ship accurately
4 Shaft power meter

1 SHAFT REVOLUTION* rpm
2 SHAFT TORQUE* kNm
3 SHAFT POWER* kW
4 SHAFT THRUST kN If any
The data may be accessible in the navigation bridge as an independent signal or together with the main
Remark
signal of the engine room
5 Global Position System

1 LATITUDE*
2 N/S
3 LONGITUDE*
4 E/W
5 SPEED OVER GROUND*
6 COURSE OVER GROUND*
7 UTC*
Remark
6 Speed log
1 LONGITUDIAL WATER-TRACING SPEED* knots
2 TRANSERSE WATER-TRACING SPEED knots If any
3 LONGTITUDIAL GROUND-TRACING SPEED knots If any
4 TRANSVERSE GROUND-TRACING SPEED knots If any
5 STERN TRANSVERSE WATER-TRACING SPEED knots If any
6 STERN TRANSVERSE GROUND-TRACING SPEED knots If any
7 TOTAL CUMULATIVE WATER DISTANCE NM
8 WATER DISTANCE SINCE RESET NM
9 TOTAL CUMULATIVE GROUND DISTANCE NM
10 GROUND DISTANCE SINCE RESET NM
Note 1 The number of parameters is determined according to the number of cylinders of the ship’s main
Remark
engine, #X is the number of cylinder
7 Echo-sounder
1 WATER DEPTH RELATIVE TO TRANSDUCER* m
2 OFFSET FROM TRANSDUCER m
3 MAXIMUM RANGE SCALE IN USE m
Remark
1-101
Appendix 3 CHECKLIST OF SYSTEM FUNCTIONS OF EOM SOFTWARE
To verify the following functions of the modules such as data acquisition and monitoring, energy
management and energy efficiency management in EOM software system:
1 Data acquisition and monitoring: to verify the real-time acquisition of the following parameter
data within acquisition cycle by software system:
No. Items to be surveyed Result
Power, pressure, temperature of energy-consuming equipment such as main
1
engine, generator engine and boiler
Flow of the fuel oil flowmeter of energy-consuming equipment such as main
2
engine, generator engine and boiler
3 Shaft revolution, torque, power of shaft power meter of the main engine
4 Wind direction, wind force of anemorumbometer
5 Position, course, speed of Global Position System (GPS)
6 Water-tracing speed of speed log
Angle of heel of electronic clinometer (if such equipment has signal access to
7
EOM software system)
Depth value of echo-sounder (if such equipment has signal access to EOM
8
software system)
Ship’s draft of ship’s draft measuring system (if such equipment has signal access
9
to EOM software system)
2 Energy management: to verify the indication of the following energy consumption indexes by
the software system:
1 Fuel consumption per hour
2 Daily fuel consumption
3 Energy efficiency management: to verify the calculation of the following main energy
efficiency indexes by software system:
1 EEOI
2 Fuel consumption per mile
3 Fuel consumption per transport work
4 CO2 emissions per mile
5 CO2 emissions per transport work unit
Place of survey: Attending surveyor:

Date of survey:
1-102

AMENDMENTS
2016
PART TWO HULL

CONTENTS
CHAPTER 1 GENERAL
Section 3 MATERIALS
Section 7 FORE DECK FITTINGS
Section 8 SHIPS NAVIGATING IN RESTRICTED SERVICE
Section 12 STRUCTURAL ARRANGEMENT
CHAPTER 2 HULL STRUCTURES

Section 2 LONGITUDINAL STRENGTH
Section 6 DOUBLE BOTTOMS
Section 12 WATERTIGHT BULKHEADS
Section 13 DEEP TANKS
Section 14 STEMS, STERN FRAMES, BULBOUS BOWS, PROPELLER SHAFT
BRACKETS AND RUDDER HORNS
Section 15 STRENGTHENING AT ENDS OF SHIP
Section 20 HATCHWAYS AND HATCH COVERS
Appendix 4 SLAMMING STRENGTH ASSESSMENT OF BOW BOTTOM
STRUCTURES
CHAPTER 3 EQUIPMENT AND OUTFITS

Section 1 RUDDERS
Section 2 ANCHORING AND MOORING EQUIPMENT
Appendix 1 GUIDELINES FOR CALCULATION OF BENDING MOMENT AND
SHEAR FORCE DISTRIBUTION
CHAPTER 5 DOUBLE HULL OIL TANKERS

Appendix 1 DIRECT STRENGTH CALCULATION OF DOUBLE HULL OIL
TANKERS
CHAPTER 6 SINGLE HULL OIL TANKERS

CHAPRTER 7 CONTAINER SHIPS

Section 9 ADDITIONAL REQUIREMENTS FOR LARGE CONTAINER SHIPS
Section 10 LONGITUDINAL STRENGTH OF COMBINED BENDING AND
TORSIONAL MOMENTS FOR SHIPS WITH LARGE OPENINGS
Appendix 2 DIRECT STRENGTH CALCULATION OF CONTAINER SHIPS
Appendix 3 CALCULATION OF SHEARING FLOW
Appendix 4 BUCKLING CAPABILITY
Appendix 5 HULL GIRDER ULTIMATE BENDING CAPABILITY
CHAPTER 8 BULK CARRIERS
2-2
Section 12 HARMONIZED NOTATIONS AND CORRESPONDING DESIGN
LOADING CONDITIONS FOR BULK CARRIERS
Appendix 1 DIRECT STRENGTH CALCULATION OF BULK CARRIERS
CHAPTER 9 ROLL ON-ROLL OFF SHIPS, PASSENGER SHIPS, RO-RO

PASSENGER SHIPS AND FERRIES
Section 7 DIRECT CALCULATIONS
CHAPTER 14 DREDGERS
Section 10 MISCELLANEOUS
CHAPTER 16 ORE CARRIERS

CHAPTER 19 SAND CARRIERS

Section 2 SPECIAL REQUIREMENTS FOR STURCTURES WITHIN SAND CARGO
HOLD REGION
2-3
CHAPTER 1 GENERAL
1.1.2.27 V is the maximum service speed, in knots, which the ship is designed to maintain at the
summer load line draught and at the propeller RPM corresponding to MCR (Maximum
Continuous Rating).
Section 3 MATERIALS
1.3.4.2 Grades of hull structural steel above the lowest ballast waterline (BWL) exposed to low
air temperatures are not to be lower than those as given in Table 1.3.4.2. Non-exposed hull
structural steel above BWL (except for ⑤ as indicated in Table 1.3.4.2 ) and hull structural steel
below BWL are to be in compliance with the requirements in 1.3.2 of this Section.
Material Classes at Low Air Temperatures Table 1.3.4.2

Material class
Structural member
Structural member Within 0.4L Outside 0.4L
category
amidships amidships
Deck plating exposed to weather in general, side plating
Secondary ⑤ I I
above BWL, transverse bulkheads above BWL
①
Strength deck plating
Continuous longitudinal members above strength deck,
Primary excluding longitudinal hatch coamings II I
⑤
Longitudinal bulkhead above BWL
⑤
Top wing tank bulkhead above BWL
Sheer strake at strength deck, including rounded gunwale②
Stringer plate in strength deck②
Special III II
Deck strake at longitudinal bulkhead③
Continuous longitudinal hatch coamings④
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 0.4 L 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.
⑤ Applicable to plating attached to hull envelope plating exposed to low air temperature. At least one
strake is to be considered in the same way as exposed plating and the strake width is to be at least 600
mm.
1.3.4.6 The design temperature tD is to be taken as the lowest mean daily average air temperature
in the area of operation, where:
mean: statistical mean over observation period (at least 20 years);
average: average during one day and night;
lowest: lowest during year.
For seasonally restricted service the lowest value within the period of operation applies.
Figure 1.3.4.6 illustrates the temperature definition.
For the purpose of issuing a Polar Ship Certificate in accordance with the Polar Code, the design
temperature tD is to be no more than 13℃ higher than the Polar Service Temperature (PST) of the
ship.
In the Polar Regions, the statistical mean over observation period is to be determined for a period
of at least 10 years.
2-4
Figure 1.3.4.6 General Temperature Definitions
Section 7 FORE DECK FITTINGS
1.7.1.8 For other configurations, loads according to 1.7.1.3 and 1.7.1.4 of this Section are to be
applied, and means of support determined in order to comply with the requirements of 1.7.1.76 of
this Section. Brackets, where fitted, are to be of suitable thickness and length according to their
height. Pipe thickness is not to be taken less than as indicated in Table 1.7.1.7. Pipe thickness is
not to be taken less than as indicated in IACS UI LL36.
Section 8 SHIPS NAVIGATING IN RESTRICTED SERVICE
2-5
1.8.3.2 For the check of longitudinal strength of ships in accordance with the requirements of
Section 2, Chapter 2 and Section 2, Section 10 of Chapter 7 of this PART, the wave bending
moment and wave shear force may be reduced by:
(1) 10% for ships intended for service category 1;
(2) 15% for ships intended for service category 2;
(3) 20% for ships intended for service category 3.
Section 12 STRUCTURAL ARRANGEMENT
1.12.12.5 For oil tankers carrying oil having a flash point not exceeding 60℃, the separation of
cargo tanks is to comply with the following requirements: Cargo pump-rooms, cargo tanks, slop
tanks and cofferdams are to be positioned forward of machinery spaces. Main cargo control
stations, control stations, accommodation and service spaces are to be positioned aft of cargo tanks,
slop tanks, and spaces which isolate cargo or slop tanks from machinery spaces, but not
necessarily aft of fuel oil tanks and ballast tanks.
2-6
CHAPTER 2 HULL STRUCTURES
2.2.1.1 For ships of 65 m and over in length, their longitudinal strength is to be checked in
accordance with the requirements of this Section. For ships of unusual type or special loading and
less than 65 m in length, their longitudinal strength may also be checked in accordance with the
requirements of this Section.
For container ships of 90 m and over in length or ships dedicated primarily to carry their load in
containers, their longitudinal strength is to comply with the requirements of Section 2, Chapter 7
of this PART and of 2.2.5.1 of this Section.
2.2.1.2
(2) For ships having large deck openings, the longitudinal strength at combined bending and
torque is to be checked according to the requirements in Section 210, Chapter 7 of this PART.
Section 6 DOUBLE BOTTOMS
2.6.1.2 Where the double bottom is interrupted, the continuity of bottom longitudinal members
is to be maintained. The centre and side keelsons within the single bottom in way of the break are
to be the direct continuation of the centre and side girders of the double bottom. The inner bottom
plating is to extend beyond the break of the double bottom and to be gradually tapered for a length
of not less than three frame spaces to form the face plate of the keelsons, and the breadth of the
face plate at the break of the double bottom is not to be less than half the spacing of side keelsons.
The margin plate is also to extend not less than three frame spaces beyond the break of the double
bottom. Where the margin plate is inclined, the extension portion is to have a face plate or flange,
and the width of the margin plate may be reduced gradually. Within the single bottom, side
keelsons, which are not the direct continuation of the girders in the double bottom, are to be
extended into the double bottom and to be gradually tapered off over a length of not less than three
frame spaces with their free edges flanged.
2.6.1.6 The minimum thickness of floors and girders of double bottoms is 6 mm.
2.6.4.1 The thickness of side girders is not to be less than that obtained from the following formula:
may be decreased by 3 mm from that of centre girders required in 2.6.2.2 of this Section. The
thickness of watertight side girders is to be increased by 2 mm above that of the side girders.
However, the thickness of side girders is not to be less than that of the plate floors in way.
t = (0.0077h0+1) K mm
where: h0 — considered height of double bottom, in mm.

K — material factor.
The thickness of watertight side girders is to be increased by 1 mm above that obtained from the
above formula. Where the double bottom tanks are interconnected with side tanks or cofferdams,
2-7
the thickness of side girders is to be as required for deep tanks.
Section 12 WATERTIGHT BULKHEADS
2.12.4.5 The minimum web depth of stiffeners is to meet the requirements of 2.11.1.4 of this
Chapter, and the thickness t of the web is to meet the following requirements:
For rolled or combined stiffeners with flange or face plate: t ≥ d w mm
60 K
For flat bar stiffeners: t ≥ d w mm

18 K
where: dw ― depth of stiffener webs, in mm;
K ― material factor. In the case of higher tensile steel where the material factor for a
lower strength level can still satisfy the requirements for plate buckling check
(see also 1.5.9, Chapter 1 of this PART) in direct calculation, the value of K for
a lower strength level may be taken.
Section 13 DEEP TANKS
2.13.7.2 The section modulus W of the web frames supporting the side longitudinals is not to be
less than that obtained from the following formula:
W =11.7sρhl2K cm3
where: s — spacing of web frames, in m;
h — vertical distance, in m, measured from the mid-span of web frame to the top of the
deep tank, or half the distance to the top of overflow, whichever is the greater;
ρ — density of liquid, in t/m3, to be taken not less than 1.025;
l — span of web frame, in m, distance measured from the upper edge of floor or inner
bottom to the deck;
K — material factor.
Section 14 STEMS, STERN FRAMES, BULBOUS BOWS, PROPELLER SHAFT

BRACKETS AND RUDDER HORNS
2.14.7 Rudder horns

2.14.7.1 Rudder horns supporting semi-spade type rudders may be cast or fabricated, and their
horizontal sectional shape may be referred to the section of propeller posts. Rudder horns are to be
efficiently integrated into the reinforced main hull structure. The horn plating is to be suitably
radiused into the shell plating and the radius at the shell connection is not to be less than 0.8L +
150 mm (L being the length of ship, in m).
2.14.7.2 The bending moment Mb, shear force Q and torsional moment MT of rudder horns (as
shown in Figure 2.14.7.2) at any horizontal section are to be determined according to the
following formulae:
M b =PZ N ·m
2-8
Q=P N
M T =Pe N ·m
where: Z, e ― see Figure 2.14.7.2, in m, e is the distance between the center of rudder pintle hole
and calculated section neutral axis;
P ― supporting force of rudder horns, in N, to be calculated according to 3.1.4.6 of this
PART.
Figure 2.14.7.2
2.14.7.3 The section modulus W of rudder horns around the x-axis at any horizontal section is
not to be less than that obtained from the following formula:
K
W= cm3
Mb
67
where: Mb ― bending moment at the section under consideration, in N·m, to be calculated
according to 2.14.7.2 of this Section;
K — material factor, required in 1.3.1.7 of this PART for fabricated rudder horns, and
required in 3.1.1.5 of this PART for cast rudder horns.
2.14.7.4 The shear stress  of rudder horns due to shear force at any horizontal section is not to
be less than that obtained from the following formula:
48
τ  N/mm 2
K
where: K — see 2.14.7.3 of this Section.
2.14.7.5 The equivalent stress σe of rudder horns at any horizontal section is not to be greater
than 120/K, in N/mm2 (for coefficient K, see 2.14.7.3 of this Section). The equivalent stress σe is to
be determined according to the following formula:

σe =  2  3  2   t2  N/mm2
Mb
where: σ = , in N/mm², where: Mb — see 2.14.7.2 of this Section, W being section
W
modulus of the considered section around x-axis, in cm³;
τ = P , in N/mm², where: P — see 2.14.7.2 of this Section, Ay being effective shear
Ay
area of the considered section in y-axis direction, in mm²;

τ = M T  103 , in N/mm², where: MT — see 2.14.7.2 of this Section, AT being area at
2 AT t
the considered section enclosed by the rudder horn, in mm², t being plate thickness of rudder horn,
in mm.
Section 15 STRENGTHENING AT ENDS OF SHIP
2-9
2.15.3.6 Where the minimum forward draught of a ship is less than 0.01L, the forward bottom
strengthening is to be determined by direct calculation and detailed calculation information is to
be submitted by the designer. The forward bottom strengthening is to be verified by direct
calculation assessment as specified in Appendix 4 of this Chapter if any of the following
conditions applies:
(1) where the minimum forward draught of a ship is less than 0.01L;
(2) where the arrangements of primary members do not comply with the requirements of 2.15.3 of
this Section.
Section 20 HATCHWAYS AND HATCH COVERS

(1) These requirements apply to all ships, other than bulk carriers, ore carriers and combination
carriers as defined in Appendix 2, Chapter 2 of PART ONE of the Rules, and are for all cargo
hatch covers and coamings on exposed decks.
(2) The strength requirements are applicable to hatch covers and hatch coamings of stiffened plate
construction and their closing arrangements.
(3) These requirements are applicable to hatch covers and coamings made of steel. The materials
of hatch covers and hatch coamings are to meet the relevant requirements of Section 3, Chapter 1
of this PART. The material class I is to be applied for top plate, bottom plate and primary
supporting members of hatch covers. Equivalent materials and novel designs subject to approval
by CCS.
(4) Primary supporting members and secondary stiffeners of hatch covers are to be continuous
over the breadth and length of hatch covers, as far as practical. When this is impractical, sniped
end connections are not to be used and appropriate arrangements are to be adopted to provide
sufficient load carrying capacity.
The spacing of primary supporting members parallel to the direction of secondary stiffeners is not
to exceed 1/3 of the span of primary supporting member. When strength calculation is carried out
by FE analysis using plane strain or shell elements, this requirement may be relaxed appropriately.
Secondary stiffeners of hatch coamings are to be continuous over the breadth and length of hatch
coamings.
(5) Unless specified otherwise, the thickness t in these requirements is net thickness.
The net thicknesses are the member thicknesses necessary to obtain the minimum net scantlings
required by 2.20.2.3 to 2.20.2.6 and 2.20.2.8 of this Section.
The required gross thickness is obtained by adding the corrosion addition ts, given in 2.20.2.10 of
this Section, to the net thickness ts.
Strength calculations using beam theory, grillage analysis or FEM are to be performed with net
scantlings.
2.20.2.2 Hatch cover and coaming load model
The structural strength evaluation of hatch covers and hatch coamings is to be carried out using
the design loads defined as follows:
Definitions:
L = length of ship, in m;
2-10
LL = load line length, in m;
x = longitudinal distance measured from midpoint of structural member to the aft end of L
or LL;
TfbDmin= draught, in m, corresponding to the assigned summer load line the least moulded
depth, in m, as defined in ICLL Annex I Regulation 3;
hN = standard superstructure height, in m, to be calculated as follows:
hN  1.05  0.01LL , and 1.8  hN  2.3 .
(1) Vertical weather design load

The pressure pH, in kN/m², on the hatch cover panel is given by ICLL. This may be taken from
Table 2.20.2.2(1). The vertical weather design load is not to be combined with cargo loads in
2.20.2.2(3) and (4).
For Position 1 and Position 2, see Figure 2.20.2.2(1).
Where an increased freeboard is assigned, the design load for hatch covers on the actual freeboard
deck may be as required for a superstructure deck, provided that the summer freeboard is such that
the resulting draught will not be greater than that corresponding to the minimum freeboard
calculated from an assumed freeboard deck situated at a distance at least equal to the standard
superstructure height hN below the actual freeboard deck, see Figure 2.20.2.2(2).
Vertical Design Load pH of Weather Deck Hatches Table 2.20.2.2(1)

Vertical design load p H , kN/m2
Position x x
 0.75 0.75   1.0
LL LL
For 24m  LL  100m
 
On freeboard deck: 9.81 (4.28LL  28) x  1.71LL  95
9.81
76  LL 
(1.5LL  116)
76 Upon exposed superstructure decks located at least one superstructure standard
height above the freeboard deck: 9.81 (1.5LL  116)
76
For LL>100 m
On freeboard deck for type B ships according to ICLL:
1  x 
9.81(0.0296 L1  3.04)  0.0222 L1  1.22
 L L 
On freeboard deck for ships with less freeboard than type B according to ICLL:
9.81 3.5  x 
9.81(0.1452 L1  8.52)  0.1089 L1  9.89
 L L 
L1=LL, but not more than 340 m
Upon exposed superstructure decks located at least one superstructure standard

height above the freeboard deck: 9.81 3.5
For 24 m  LL  100 m
9.81
(1.1LL  87.6)
76
2 For LL >100 m
9.81 2.6
Upon exposed superstructure decks located at least one superstructure standard height above the lowest
Position 2 deck: 9.81 2.1
2-11
* — 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.
Figure 2.20.2.2(1) Positions 1 and 2
2-12
* — 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.
Figure 2.20.2.2(2) Positions 1 and 2 for an Increased Freeboard
(2) Horizontal weather design load

The horizontal weather design load pA, in kN/m2, for determining the scantlings of outer edge
girders (skirt plates) of weather deck hatch covers and of hatch coamings is to be calculated by the
following formula:
p A  ac(bfcL  z ) kN/m
2
L
where: f   4.1 , for L< 90 m;
25
1.5
 300  L 
f  10.75    , for 90m  L  300m ;
 100 
f  10.75 , for 300m  L  350m ;
1.5
 L  350 
f  10.75    , for 350m  L  500m ;
 150 
L
cL  , for L < 90 m;
90
cL  1 , for L  90m ;
L1
a  20  , for unprotected front coamings and hatch cover skirt plates;
12
L1
a  10  , for unprotected front coamings and hatch cover skirt plates, where the
12
distance from the actual freeboard deck to the summer load line exceeds the
minimum non-corrected tabular freeboard according to ICLL by at least one
standard superstructure height;
L1
a 5 , for side and protected front coamings and hatch cover skirt plates;
15
L1 8 x
a 7  , for aft ends of coamings and aft hatch cover skirt plates abaft amidships;
100 L
2-13
L1 4 x
a 5  , for aft ends of coamings and aft hatch cover skirt plates forward of
100 L
amidships;
L1=L, but need not be taken as greater than 300 m;
2
 x 
  0.45  
b  1.0   L  , for x  0.45 ;
 Cb  0.2  L
 
 
 x
2

  0.45 
b  1.0  1.5 L  , for x  0.45 ;
 Cb  0.2  L
 
 
Cb — block coefficient, 0.6  Cb  0.8 , when determining scantlings of aft ends of

coamings and aft hatch cover skirt plates forward of amidships, Cb need not be
taken less than 0.8;
x  — distance in m, between the transverse coaming or hatch cover skirt plate considered
and aft end of the length L . For side coamings or side hatch cover skirt plates, the
side is to be subdivided into parts of approximately equal length, not exceeding
0.15 L each, and “x” is to be taken as the distance between aft end of the length L
and the centre of each part considered;
z — vertical distance, in m, from the summer load line to the midpoint of stiffener span,
or to the middle of the plate field;
b 
c  0.3  0.7 , the b is not to be less than 0.25;
B B
b — breadth of coaming, in m, at the position considered;
B —actual maximum breadth of ship, in m, on the exposed weather deck at the position
considered.
The horizontal design load is not to be taken less than the minimum values given in Table
2.20.2.2(2).
Minimum Horizontal Design Load PAmin Table 2.20.2.2(2)
PAmin kN/m²
L
Unprotected fronts elsewhere
 50m 30 15
 50m L L
25  12.5 
 250m 10 20
 250m 50 25
Note: The horizontal weather design load need not be included in the direct strength calculation of the hatch cover,
unless it is utilized for the design of substructures of horizontal support according to 2.20.2.9(2)③.
(3) Cargo loads

① Distributed loads
The uniform cargo load on hatch covers due to cargo loads pL, resulting from heave and
pitch (i.e. ship in upright condition) is to be determined according to the following formula:
pL  pC 1  aV  kN/m
2
2
where: pC — uniform cargo load, in kN/m ;
aV — vertical acceleration addition as follows:
2-14
aV Fm ;
0.11 0
F ;
L
m  m0  5m0  1
x x
for 0   0.2 ;
L L
x
m  1.0 for 0.2   0.7 ;
L
m 1  x  x
m  1 0   0.7  for 0.7   1.0 ;
0.3  L  L
m0  1.5  F ;
 0 — maximum speed at summer load line draught, is not to be taken less than L ,
in kn.
② Point loads
The load P, in kN, due to a concentrated force PS, in kN, except for container load,
resulting from heave and pitch (i.e. ship in upright condition) (e.g. in case of containers)
is to be determined as follows:
P  PS 1  aV  kN
where: PS,— single force, in kN.
(4)
① The loads defined in ② and ④ are to be applied where containers are stowed on the hatch
cover.
② The load P, in kN, applied at each corner of a container stack, and resulting from heave and
pitch (i.e. ship in upright condition) is to be determined as follows:
P9.81 1aV  kN
M
4
where:
aV ― vertical acceleration addition according to (3)①;
M ― maximum designed mass of container stack, in t.
③ The loads, in kN, applied at each corner of a container stack, and resulting from heave, pitch
and the ship’s rolling motion (i.e. ship in heel condition) are to be determined as follows:
(see Figure 2.20.2.2(34)
 h 
Az 9.81M2 1aV  0.450.42 m  kN
 b 
 h 
Bz 9.81M2 1aV  0.450.42 m  kN
 b 
B y 2.4 M kN
where: aV — acceleration addition according to 2.20.2.2(3);

M — maximum designed mass of container stack, in t;
hm — designed height of centre of gravity of stack above hatch cover supports top, in m,
may be calculated as weighted mean value of the stack, where the centre of gravity
of each tier is assumed to be located at the centre of each container, = zi Wi /M ;
z — distance from hatch cover top to the centre of ith container in m;
i
W — weight of ith container in t;
i
b— distance between midpoints of foot points, in m;
Az, Bz — support forces in z-direction at the forward and aft stack corners;
2-15
By — support of force in y-direction at the forward and aft stack corners.
Note:
For M and hm, it is recommended to apply those values, which are used for the calculations of cargo securing
(container lashing). If different assumptions are made for M and hm, the designer has to verify that, in the
calculation model, the hatch cover structure is not loaded less than by those values recommended. When strength
of the hatch cover structure is checked by FE analysis according to 2.20.2.4 using shell or plane strain elements, hm
may be taken as the designed height of centre of gravity of stack above the hatch cover top plate.
When strength of the hatch cover structure is assessed by grillage analysis according to 2.20.2.4,
hm and zi need to be taken above the hatch cover supports. Forces By need not be considered in this
case.
Values of M Az and hm Bz applied for the hatch cover strength evaluation are to be shown in the
drawings of the hatch covers.
Note:
It is recommended that container loads as calculated above are considered as limit for foot point loads of container
stacks in the calculations of cargo securing (container lashing).
In case of container stacks secured to lashing bridges or carried in cell guides, the forces acting on
the hatch cover may be specially considered.
Alternatively, container loads may be applied based on accelerations calculated by an individual
acceleration analysis for the used lashing system. The formulae of ship motions and loads for
container securing arrangements in Appendix 1 of Chapter 7 may also be used.
Figure 2.20.2.2(34)
④ Load cases with partial loading

(5) The load cases in ②(3) and ③(4) are also to be considered for partial non-homogeneous
loading which may occur in practice, e.g. where specified container stack places are empty.
For each hatch cover, the heel directions, as shown in Table 2.20.2.2.(4), are to be
considered. The load case of partial loading of container hatch covers may be evaluated
using a simplified approach, where the hatch cover is loaded without the outermost stacks,
see Figure 2.20.2.2(4). that are located completely on the hatch cover. If there are additional
stacks that are supported partially by the hatch cover and partially by container stanchions
then the loads from these stacks are also to be neglected, refer to Table 2.20.2.2(4). Partial
loading of container hatch covers.
In addition, the case where only the stack places supported partially by the hatch cover and
partially by container stanchions are left empty is to be assessed in order to consider the
maximum loads in the vertical hatch cover supports.
2-16
Figure 2.20.2.2(4) Partial Loading of a Container Hatch Cover
It may be necessary to also consider partial load cases where more or different container
stack places are left empty. Therefore, CCS may require that additional partial load cases
other than those in Table 2.20.2.2(4) be considered.
Partial loading of container hatch covers Table 2.20.2.2(4)

Heel direction
Hatch covers supported by

the longitudinal hatch
coaming with all container
stacks located completely on
the hatch cover
Hatch covers supported by

the longitudinal hatch
coaming with the outermost
container stack supported
partially by the hatch cover
and partially by container
stanchions
Hatch covers not supported

by the longitudinal hatch
coaming (center hatch
covers)
⑤ Mixed stowage of 20’ and 40’ containers on hatch cover

In the case of mixed stowage (20'+40' container combined stack), the foot point forces at
the fore and aft end of the hatch cover are not to be higher than resulting from the design
stack weight for 40’ containers, and the foot point forces at the middle of the cover are not
to be higher than resulting from the design stack weight for 20’ containers.
(65) Hatch covers, which in addition to the loads according to (21) to (54) above are loaded in the
ship’s transverse direction by forces due to elastic deformations of the ship’s hull, are to be
2-17
designed such that the sum of stresses does not exceed the allowable value given in 2.20.2.5.
2.20.2.3 The net structural scantling of weathertight steel hatch covers is to be in compliance
with the following requirements:
(1) Local net plate thickness
The local net plate thickness of the hatch cover top plating is not to be less than that obtained from
the following formulae, and not less than 6 mm:
p mm
t  15.8Fp s
0.95ReH
t  10s mm
where: Fp — factor for combined membrane and bending response, calculated as follows:
Fp  1.5 in general;
 for   0.8 for the attached plate flange of primary supporting members;
Fp  1.9
a a
s — stiffener spacing, in m;
p — pressure pH and pL , calculated according to 2.20.2.2 of this Section, in kN/m2;
σ — maximum normal stress of hatch cover top plating, in N/mm2, determined according
to Figure 2.20.2.3;
2
 a  0.8ReH , in N/mm ;
ReH — yield stress of materials, in N/mm2.

For flange plates under compression, the buckling strength requirements of 2.20.2.6 of this
Section are to be complied with.
Note:
The normal stress of the hatch cover plating may be determined: 1 t to be less thas/2 from the web of an adjacent
primary supporting member parallel to secondary stiffeners or 2 ore and aft end s from webs of adjacent primary
supporting members perpendicular to secondary stiffeners, whichever is the greater, see Figure 2.20.2.3. For the
distribution of normal stress between two parallel girders, refer to 2.20.2.6 of this Section.
2-18
Figure 2.20.2.3
① The local net plate thickness of hatch covers for wheel loading is also to meet the
relevant requirements of Section 21 of this Chapter.
② The local net plate thickness of lower plating of double skin hatch covers and box
girders are to comply with the following requirements:
The thickness to fulfill the strength requirements is to be obtained from the calculation
according to 2.20.2.4 under consideration of allowable stresses according to 2.20.2.5 of
this Section. When the lower plating is taken into account as a strength member of the
hatch cover, the net thickness, in mm, of lower plating is to be taken not less than 5 mm.
When project cargo is intended to be carried on a hatch cover, the net thickness is not to
be less than:
The net thickness is not to be less than the larger of the following values when the lower
plating is taken into account as a strength member of the hatch cover:
t  6.5s mm
t=5 mm
where: s — stiffener spacing, in m.
When the lower plating is not considered as a strength member of the hatch cover, the
thickness of the lower plating is not to be less than 5 mm.
Note:
Project cargo means especially large or bulky cargo lashed to the hatch cover. Examples are parts of
cranes or wind power stations, turbines, etc. Cargoes that can be considered as uniformly distributed
over the hatch cover, e.g., timber, pipes or steel coils need not to be considered as project cargo.
(2) The stiffeners of hatch covers are to comply with the following requirements:
The net section modulus W and net shear area As of uniformly loaded hatch cover stiffeners
constrained at both ends are not to be less than:
104
W spl 2 cm³
ReH
10 cm2
As  spl
ReH
104 2
W spl cm³
, for design load according to 2.20.2.2(1);
ReH
2-19
93
W spl 2 cm³,for design loads according to 2.20.2.2(3)①;
ReH
10.8
As  spl cm²
, for design load according to 2.20.2.2(1);
ReH
9.6 2
As  spl cm , for design loads according to 2.20.2.2(3)①
ReH
where: l — secondary stiffener span, in m, to be taken as the spacing of primary supporting

members or the distance between a primary supporting member and the edge support,
as applicable;
s — spacing of stiffeners, in m;
p — pH and pL, to be calculated according to 2.20.2.2 of this Section, in kN/m2;
ReH — yield stress of materials, in N/mm2.
For secondary stiffeners of lower plating of double skin hatch covers, requirements mentioned
above are not applied due to the absence of lateral loads.
The net thickness, in mm, of the stiffener (except U-beams/trapeze stiffeners) web is not to be less
than 4 mm.
The net section modulus of secondary stiffeners is to be determined based on an attached plate
width assumed equal to the stiffener spacing.
For flat bar secondary stiffeners and buckling stiffeners, the ratio of h/tw is to be not greater than
15k0.5, where h is height of the stiffener, tw is net thickness of the stiffener, k= 235/ ReH.
Stiffeners parallel to primary supporting members and arranged within the effective breadth
according to 2.20.2.4 of this Section are to be continuous at crossing primary supporting members,
and may be considered for calculations regarding cross-sectional properties of primary members.
It is to be verified that the combined stress of those stiffeners induced by the bending of primary
supporting members and lateral pressures does not exceed the allowable stresses according to
2.20.2.5 of this Section. The requirements of this paragraph are not applied to stiffeners of lower
plating of double skin hatch covers if the lower plating is not considered as strength member.
For hatch cover stiffeners under compression, sufficient safety against lateral and torsional
buckling according to 2.20.2.6 of this Section is to be verified.
For hatch covers subject to wheel loading, stiffener scantlings are to be determined by direct
calculations under consideration of the allowable stresses according to 2.20.2.5 of this Section or
are to comply with the relevant requirements of Section 21 of this Chapter. For hatch covers
subject to wheel loading, the relevant requirements of Section 21 of this Chapter are to be
complied with. For hatch covers subject to point loads, stiffener scantlings are to be determined by
direct calculations under consideration of the allowable stresses according to 2.20.2.5 of this
Section.
(3) The net scantlings of primary supporting members are to comply with the following
requirements:
① Scantlings of primary supporting members are to be obtained from direct calculations
according to 2.20.2.4 under consideration of allowable stresses according to 2.20.2.5 of
this Section.
For all components of primary supporting members sufficient safety against buckling is to
be verified according to 2.20.2.6 of this Section. For biaxially compressed flange plates,
the buckling strength is to be verified within the effective width according to 2.20.2.6(3)②
2-20
of this Section.
The net thickness, in mm, of webs of primary supporting members is not to be less than:
t  6.5s mm
t=5 mm
where: s — spacing of stiffeners, in m.
② The net scantlings of edge girders are to comply with the following requirements:
Scantlings of edge girders are to be verified according to 2.20.2.4 under consideration of
allowable stresses according to 2.20.2.5 of this Section.
The net thickness of the outer edge girders exposed to wash of seawater is not to be less
than the largest of the following values:
pA
t  15.8s mm
0.95ReH
t  8.5s mm
t 6 mm
where: S — spacing of stiffeners, in mm;
PA — horizontal weather design pressure, calculated according to 2.20.2.2 of
this Section, in kN/m2;
ReH — yield stress of material, in N/mm2.
The stiffness of edge girders is to be sufficient to maintain adequate packing line pressure
between securing devices. The moment of inertia of edge girders is not to be less than:
I  6qsSD
4
cm4
where: q — packing line pressure, in N/mm, taken as minimum of 5 N/mm;

sSD— spacing of securing devices, in m.
2.20.2.4 Strength calculation
Strength calculation for hatch covers may be carried out by using beam theory, grillage analysis or
FEM. Double skin hatch covers or hatch covers with box girders are to be assessed using FEM,
refer to (2) below.
(1) Effective cross-sectional properties for calculation by beam theory or grillage analysis
Cross-sectional properties are to be determined considering the effective breadth. Cross-sectional
areas of secondary stiffeners parallel to the primary supporting member under consideration
within the effective breadth are to be taken into account, as shown in Figure 2.20.2.6(2) of this
Section.
The effective breadth em of plating of primary supporting members is to be determined according
to Table 2.20.2.4(1), considering the type of loading. Special calculations may be required for
determining the effective breadth of one-sided or non-symmetrical flanges.
The effective cross-sectional area of plates is not to be less than that of the face plate.
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 2.20.2.6(3)② of
this Section.
Effective Breadth em of Plating of Primary Supporting Members Table 2.20.2.4(1)
l/e 0 1 2 3 4 5 6 7 ≥8
em1/e 0 0.36 0.64 0.82 0.91 0.96 0.98 1.00 1.00
em2/e 0 0.20 0.37 0.52 0.65 0.75 0.84 0.89 0.90
2-21
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 constrained;
where l0 is the unsupported length of the primary supporting members.
e : width of plating supported, measured from centre to centre of the adjacent unsupported fields.
(2) General requirements for FEM calculations

For strength calculations of hatch covers by means of finite elements, the cover geometry is to be
idealized as realistically as possible. Element size is to be appropriate to account for effective
breadth. In no case element width is to be larger than stiffener spacing. In way of force transfer
points and cutouts the mesh has to be refined where applicable. The ratio of element length to
width is not to exceed 4.
The element height of webs of primary supporting members is not to exceed one-third of the web
height. Stiffeners and supporting plates against pressure loads have to be included in the
idealization. Stiffeners may be modelled by using shell elements, plane stress elements or beam
elements. Buckling stiffeners may be disregarded for the stress calculation.
① A right-handed coordinate system is to be used with:
the x-axis measured in the longitudinal direction, positive forward;
the y-axis measured in the transverse direction, positive to port from the centerline;
the z-axis measured in the vertical direction, position upward.
② The FEM is to be performed with net scantlings.
③ The finite element model is to be limited as follows:
(a) for symmetry of the hatch cover girders or loads about only the x-axis or y-axis, it may
be limited to a half of the hatch cover for check;
(b) for non-symmetry of hatch cover girders or loads about any of the axes, the whole hatch
cover may be taken for strength evaluation, see Figure 2.20.2.4(1).
Figure 2.20.2.4(1) Finite Element Hatch Cover Model
2-22
④ The model element is to comply with the following requirements:
(a) all plating, including girders and stiffeners, is to be represented by the finite element
model;
(b) all plating, such as top plates, bottom plates, brackets, and girder webs, face plates of
primary supporting members is to modeled using plate elements, triangular elements are
to be avoided where possible;
(c) all stiffeners are to be modeled using beam, rod or plate elements.
⑤ The element mesh size is to be controlled as follows:
(a) the mesh size is not to be greater than the spacing of stiffeners;
(b) the girders are to be represented by at least 3 elements in the depth;
(c) triangular and distorted quadrilateral elements with corner angles less than 60 degrees
and greater than 120 degrees are to be avoided.
⑥ Boundary conditions are to be determined as follows:
(a) for symmetry of the hatch cover girders and loads about the x-axis, the longitudinal
displacement of nodes in the symmetric plane and the rotations about the y and z axes
are to be taken as 0 respectively, i.e.  x   y   z  0 , as shown in Figure 2.20.2.4(2);
(b) for symmetry of the hatch cover girders and loads about the y-axis, the transverse
displacement of nodes in the symmetric plane and rotation about the x and z axes are to
be taken as 0 respectively i.e.  y   x   z  0 , as shown in Figure 2.20.2.4(2);
(c) boundary nodes in way of bearing pads on the hatch coamings are to be fixed against
displacement in the z direction, i.e.  z  0 ;
(d) lifting stoppers are to be fixed against displacements in the direction determined by the
stoppers;
(e) hinges in folding type hatch covers are to be represented as rigid links which tie
together displacements in the z direction.
Figure 2.20.2.4(2) Boundary Conditions of Hatch Cover Model
2.20.2.5 Yield strength and deflection criteria of hatch cover structures

(1) Allowable stresses
The equivalent stress σV in steel hatch cover structures related to the net thickness is not to exceed
2-23
0.8ReH, where ReH is the minimum yield stress, in N/mm2, of the material. For design loads
according to 2.20.2.2(2) to (6) of this Section, the equivalent stress σV related to the net thickness
is not to exceed 0.9 ReH when the stresses are analysed by means of FEM. using plane strain or
shell elements.
For steels with a yield stress of 390 N/mm2, it is taken as 368 N/mm2 for calculation.
For beam element calculations and grillage analysis, the equivalent stress may be taken as follows:
 V   2  3 2 N/mm2
where:  — normal stress, in N/mm2;

 — shear stress, in N/mm2.
For FEM calculations, the equivalent stress may be taken as follows:
 V   x 2   x   y   y 2  3 2 N/mm2
where: x — normal stress, in N/mm2, in x-direction;

y — normal stress, in N/mm2, in y-direction;
 — shear stress, in N/mm2, in the x-y plane.
In case of FEM calculations using shell or plane strain elements, the stresses are to be read from
the centre of the individual element. It is to be observed that, in particular, at flanges of
unsymmetrical girders, the evaluation of stress from element centre may lead to non-conservative
results. Thus, a sufficiently fine mesh is to be applied in these cases or, the stress at the element
edges is not to exceed the allowable stress. Where shell elements are used, the stresses are to be
evaluated at the mid plane of the element.
Stress concentrations are to be evaluated according to the actual conditions.
(2) Deflection
The vertical deflection of primary supporting members due to the load stipulated in 2.20.2.2 of
this Section is to be not more than 0.0056 lg, where lg is the greatest span of primary supporting
member.
Note: Where containers are arranged on hatch covers and mixed stowage is allowed, i.e., a 40’-container stowed
on top of two 20’-containers, particular attention is to be paid to the deflections of hatch covers. Further the
possible contact of deflected hatch covers with cargo in hold has to be considered.
2.20.2.6 Buckling strength of hatch cover structures

For hatch cover structures, sufficient buckling strength is to be demonstrated.
The buckling strength evaluation of hatch coamings and top plate of hatch coaming is to be carried
out in accordance with this paragraph.
Definitions:
a — length of the longer side of a single plate field, in mm (in x-direction);
b — breadth of the shorter side of a single plate field, in mm (in y-direction);
 — aspect ratio of single plate field, taken as:
a;

b
n — number of single plate field breadths within the partial or total plate field;
t — net plate thickness, in mm;
σx — membrane stress, in N/mm2, in x-direction;
2-24
— membrane stress, in N/mm2, in y-direction;
σy
— shear stress, in N/mm2, in the x-y plane;
τ
— modulus of elasticity, in N/mm2, of the material;
E
E = 2.06 × 105 N/mm2 for steel;
ReH — the minimum yield stress, in N/mm2, of the material.
Compressive and shear stresses are to be taken positive, tension stresses are to be taken negative.
Longitudinal: stiffener in the direction of the length a

Transverse: stiffener in the direction of the breadth b
Figure 2.20.2.6(1) General Arrangement of Panel
Note: If stresses in the x- and y-directions already contain the Poisson-effect (calculated using FEM), the following
modified stress values may be used. Both stresses  x and  y are to be compressive stresses, in order to apply
the stress reduction according to the following formulae:
 x  ( x  0.3 y ) 0.91
 y  ( y  0.3 x ) 0.91
where:  x ,  y : stresses containing the Poisson-effect
where compressive stress fulfils the condition  y  0.3 x , then  y  0 and  x   x ;

where compressive stress fulfils the condition  x  0.3 y , then  x  0 and  y   y .
Correction factor F1 for boundary condition at the longitudinal stiffeners according to Table
2.20.2.6(1).
Correction Factor F1 Table 2.20.2.6(1)
Stiffeners snipped at both ends 1.00
1.05 for flat bars
(1) 1.10 for bulb sections
Guidance values where both ends are effectively
connected to adjacent structures 1.20 for angles and tee-sections
1.30 for U-type sections(2) and girders of high rigidity
An average value of F1 is to be used for plate panels having different edge stiffeners
(1) Exact values may be determined by direct calculations.
(2) Higher value may be taken if it is verified by a buckling strength evaluation of the partial plate field using
non-linear FEA and deemed appropriate by CCS but not greater than 2.0
 e — reference stress, taken equal to:
2
t
 e  0.9 E   ;
b
Ψ — edge stress ratio taken equal to:
   2 1
2-25
where: σ1: maximum compressive stress;
σ2: minimum compressive stress or tension stress;
S — safety factor (based on net scantling approach), taken equal to:
= 1.25 for hatch covers when subjected to the vertical wave load according to
2.20.2.2(1);
= 1.10 for hatch covers when subjected to loads according to 2.20.2.2(2) to (6);
λ — reference degree of slenderness, taken equal to:
ReH ;

K e
K — buckling factor according to 2.20.2.6(3).
(1) Proof of top and lower hatch cover plating
Proof is to be provided that the following conditions is complied with for the single plate field:
e2
   y S   2 
e3
 
  B  x y S     S 3   1.0
e1
 x S
  
 R   R   ReH   ReH 
2 
 x eH   y eH     
In addition, the first two terms and the last term of the above condition are not to exceed 1.0.
The reduction factors  x ,  y and   are given in 2.20.2.6(3).
• where  x  0 (tension stress),  x  1.0 ;

• where  y  0 (tension stress),  y  1.0 .
The exponents e1, e2, e3 and factor B are defined as in Table 2.20.2.6(2).
Coefficients e1, e2, e3 and B Table 2.20.2.6(2)
Exponents e1-e3 and factor B Plate panel
e1 1   x4
e2 1   y4
e3 1   x y2
B
( x  y )5
σx and σy positive (compressive stress)
B
1
σx or σy negative (tension stress)
Buckling and Reduction Factors for Plane Elementary Plate Panels Table 2.20.2.6(3)
Edge stress Aspect ratio
Buckling load case   ab Buckling factor K Reduction factor k
ratio ψ
8.4  x  1 for   c
1 1   0 K
  1.1  1 0.22 
 x  c  2  for   c
0    1 K  7.63  6.26  10    
 1 c  1.25  0.12   1.25
  1 K  1    5.975 c 0.88 
2
c  1  1  
2 c 
1 R  F 2 H  R  
 1 
2  y  c  
2 1   0  1 K  F1 1  2 
2.1   2 
     1.1
c  1.25  0.12   1.25
 
 1  2.11  
2 R   1   for   c
K  F1 1  2   c
0    1 1    1.5    1.1 R  0.22 for   c

 
 2 13.9  10 
 
2-26
Edge stress Aspect ratio
Buckling load case   ab Buckling factor K Reduction factor k
ratio ψ
c 0.88 
 1  2.11   c  1  1  
2
K  F1 1  2  2 c 
   1.1
 K 
  1.5   1 
 (5.87  1.87 2 F  1  0.912 c1  0
2  p 
 
8.6   
 2  10 )
   p 2  2  0.5 for 1   p  3
2
1   F 
 1  
2
c1  1  1   0
31   K  F1    5.975   
  
4 2
H  R
 1   2 c T  T 2  4 
  1 K  F1    3.9675  
    14 1
31   T  
 1   15 3
4
4  0.5375 
  
 1.87
 1 
4 0.425  2 
3 1   0   
K
3  1
 0
 1 
K  4 0.425  2 1  
0    1     x  1 for   0.7
 5 1  3.42  1
x  for   0.7
4 2  0.51
 1  3 
1    1  0 K   0.425  2 
   2
5 K  K  3
 1  4   1 for   0.84
K  5.34  2 
===    0.84 for   0.84
 
0  1  5.34  
K  4  2 
  
Explanations for boundary conditions - - - - - plate edge free
─── plate edge simply supported
(2) Webs and flanges of primary supporting members

For non-stiffened webs and flanges of primary supporting members, sufficient buckling strength
as for the hatch cover top and lower plating is to be demonstrated according to 2.20.2.6(1).
(3) Proof of partial and total fields of hatch covers
① Longitudinal and transverse secondary stiffeners
The continuous longitudinal and transverse stiffeners of partial and total plate fields are to
comply with the requirements in 2.20.2.6(3)③ and 2.20.2.6(3)④.
For U-type stiffeners, the proof of torsional buckling strength according to 2.20.2.6(3)④
can be omitted.
Single-side welding is not permitted to use for secondary stiffeners except for u-stiffeners.
② Effective width of top and lower hatch cover plating
For demonstration of buckling strength according to 2.20.2.6(3)③ and 2.20.2.6(3)④, the
effective width of plating may be determined by the following formulae, see Figure
2-27
2.20.2.6(2).
bm   xb for longitudinal stiffeners
am   x a for transverse stiffeners
The effective width of plating is not to be taken as greater than the value obtained from
2.20.2.4(1).
The effective width e'm of stiffened flange plates of primary supporting members may be
determined as follows:
(a) For stiffening parallel to web of primary supporting member, see Figure 2.20.2.6(2).
Figure 2.20.2.6(2) Stiffening Parallel to Web of Primary Supporting Member
b < em;
e' = nbm;
m
n — integer number of stiffener spacing b inside the effective breadth em according to
2.20.2.4(1);
= int ( em ) .
b
(b) For stiffening perpendicular to web of primary supporting member, see Figure
2.20.2.6(3).
2-28
Figure 2.20.2.6(3) Stiffening Perpendicular to Web of Primary Supporting Member
a ≥ em;
e'm = nam  em ;
n = 2.7 em  1 ;
a
e — width of plating supported, in mm, according to 2.20.2.4(1).
For b  em or a  em , b and a have to be exchanged respectively.
am and bm for flange plates are in general to be determined for  = 1.

Note: Scantlings of plates and stiffeners are in general to be determined according to the maximum stresses x (y)
at webs of primary supporting member and stiffeners, respectively. For stiffeners with spacing b under
compression arranged parallel to primary support members, no value less than 0.25ReH is to be inserted forx
(y=b).
The stress distribution between two adjacent primary supporting members is to be obtained by the following
formula:
 y 
 x ( y)   x1 1  3  c1  4c2  2 1  c1  2c2  
y
 e e 
where: c1=  x 2 0  c1  1 ;
 x1
c2= 1.5 (e''  e '' )  0.5 ;

m1 m2
e
e"m1 — proportionate effective breadth em1 or proportionate effective width e’m1 of primary supporting
member 1 within the distance e, as appropriate, in m;
e"m2 — proportionate effective breadth em2or proportionate effective width e’m2 of primary supporting
member 2 within the distance e, as appropriate, in m;
x1
— normal stresses in flange plates of primary supporting member 1, based on cross-sectional
properties considering the effective breadth em1 or effective width e’m1, as appropriate;
x2
— normal stresses in flange plates of primary supporting member 2, based on cross-sectional
properties considering the effective breadth em2 or effective width e’m2, as appropriate within
the distance e;
y — distance of considered location from primary supporting member 1, in m;
e — spacing of adjacent primary supporting members, in m.
Shear stress distribution in the flange plates may be assumed linearly.
③ Lateral buckling of secondary stiffeners
 a b
S 1
ReH
2
 a — uniformly distributed compressive stress, in N/mm , in the direction of the stiffener
axis;
 a = x for longitudinal stiffeners;
2-29
 a = y for transverse stiffeners;
σb — bending stress in N/mm2 , in the stiffener;
σb = M 0  M 1 ;
Wst 103
M0 — bending moment, in N·mm, due to the deformation w of stiffener, taken equal to:
p z w with c  p   0 ;
M 0  FKi f z
c f  pz
M1 — bending moment, in N·mm, due to the lateral load p, taken equal to:
pba 2
M1  for longitudinal stiffeners;
24  103
pa(nb) 2 for transverse stiffeners;
M1 
cs  8  103
n is to be taken equal to 1 for ordinary transverse stiffeners;
p — lateral load, in kN/m2;
Fki — ideal buckling force, in N, of the stiffener:
2
FKix  2 EI x 10 4 for longitudinal stiffeners;
a
2
FKiy  EI y 104 for transverse stiffeners;
(nb) 2
Ix, Iy — net moment of inertia, in cm4, of the longitudinal or transverse stiffener including
effective width of attached plating according to 2.20.2.6(3)②. Ix and Iy are to
comply with the following criteria:
bt 3 ;
Ix 
1210 4
at 3 ;
Iy 
1210 4
pz — nominal lateral load, in N/mm2, of the stiffener due to σx, σy and τ:
t   b  
2
p zx    xl    2c y y  2 1  for longitudinal stiffeners;

b   a  

t  a   Ay  
2
pzy   2cx xl   y   1    2 1  for transverse stiffeners;

a   nb   at  

 Ax  ;
 xl   x 1  
 bt 
cx, cy— factor taking into account the stresses perpendicular to the stiffener’s axis and
distributed variable along the stiffener’s length:
= 0.5(1  ) for 0    1 ;
= 0 . 5 for   0 ;
1 
Ax, Ay— net sectional area, in mm2, of the longitudinal or transverse stiffener, respectively,
without attached plating;
  m1 m2  
 1    t ReH E   2   0 ;
a b  
2

m1, m2 — factors, to be taken as:

for longitudinal stiffeners:
2-30
a
 2.0 : m1  1.47 m2  0.49 ;
b
a
 2.0 : m1  1.96 m2  0.37 ;
b
for transverse stiffeners:
a 1.96
 0.5 : m1  0.37 m2  ;
nb n2
a 1.47
 0.5 : m1  0.49 m2  ;
nb n2
w  w0  w1 ;
w0 — assumed imperfection, in mm, to be taken as:
 a b  for longitudinal stiffeners;
w0 x  min  , ,10 
 250 250 
 a nb  for transverse stiffeners;
w0 y  min  , ,10 
 250 250 
Note: For stiffeners sniped at both ends, w0 is not to be taken less than the distance from the midpoint of
plating to the neutral axis of the profile including effective width of plating.
w1— deformation of stiffener, in mm, at midpoint of stiffener span due to lateral load p. In case of
uniformly distributed load the following values for w1 may be used:
pba 4
w1  for longitudinal stiffeners;
384107 EI x
5ap(nb) 4 for transverse stiffeners;
w1 
384 107 EI y cs2
cf — elastic support provided by the stiffener, in N/mm2:
(a) For longitudinal stiffeners:
2
c fx  FKix
a2
1  c ;px
1
c px 
 12 10 4 I x 
0.91  1 ;
 t 3b 
1
cxa
2
 a 2b  for a  2b ;
c xa    
 2b a 
2
  a 2  for a  2b ;
c xa  1    
  2b  
(b) For transverse stiffeners:
2
c fy  cs FKiy ; 1  c 
nb2 py
1
c py 
 12 10 4 I y 
0.91  1 ;
 t 3a 
1
c ya
2
 nb 2a  for nb  2a ;
c ya    
 2a nb 
2
  nb  2  for nb  2a ;
c ya  1    
  2a  
cS — factor accounting for the boundary conditions of the transverse stiffener:
2-31
cS = 1.0 for simply supported stiffeners;
cS = 2.0 for partially constraint stiffeners;
Wst— net section modulus of stiffener (longitudinal or transverse) in cm3, including effective
width of plating according to 2.20.2.6(3)②.
If no lateral load is acting, the bending stress σb is to be calculated at the midpoint of the
stiffener span for that fibre which results in the largest stress value. If a lateral load is
acting, 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 plating side).
④ Torsional buckling of secondary stiffeners
(a) Longitudinal secondary stiffeners
The longitudinal stiffeners are to comply with the following criteria:
 xS
 1.0
 T ReH
 T — coefficient, to be taken as:
 T  1.0 for T  0.2 ;
1
T  for T  0.2 ;
   2  T2
  0.5(1  0.21(T  0.2)  T2 ) ;
λT — reference degree of slenderness taken equal to:
ReH
T 
 KiT ;
E   2 I  102  2
 KiT   2
  0.385IT  , in N/mm ;
IP  a 
For Ip, IT, Iω, see Figure 2.20.2.6(4) and Table 2.20.2.6(4).
Figure 2.20.2.6(4) Scantling of Stiffeners
Ip — net polar moment of inertia of the stiffener, in cm4, related to the point C in Figure
2.20.2.6(4);
IT — net St. Venant’s moment of inertia of the stiffener, in cm4;
Iw — net sectional moment of inertia of the stiffener, in cm6, related to the point C in Figure
2.20.2.6(4);
ε — degree of fixation taken equal to:
a4
  1  10 3
3 4 b ;
 I   3  4hw 3 
4  t 3t w 
hw — web height, in mm;

tw — net web thickness, in mm;
2-32
bf — flange (face plate) breadth, in mm;
tf — net flange (face plate) thickness, in mm;
Aw — net web area equal to: Aw  hwt w ;
Af — net flange area equal to: Af  b f t f ;
tf
e f  hw  , in mm.
2
Moment of Inertia Table 2.20.2.6(4)

Section Ip IT I
ht3
ht 
3
t  hw3 t w3
w w w w
1  0.63 w 
3 104 
Flat bar
3 10 4 hw  36106
For bulb and angle
sections:
ht 
3
t 
w w
1  0.63 w  + A f e 2f b 2f  A f  2.6 AW 
Sections  Aw hw2  3 104  hw   
with bulb or   Af e 2f  10 4 12 106  A f  AW 

 3  b f t 3f  t 
flange 1  0.63 f  For tee-sections:
3 10 4  bf 
 b 3f t f e 2f
12106
(b) Transverse secondary stiffeners

For transverse secondary stiffeners subjected to compressive stresses and not supported
by longitudinal stiffeners, compliance with the requirements of 2.20.2.6(3)④(a) is to be
demonstrated approximately.
2.20.2.8 Hatch coamings are to comply with the following requirements:

(1) The net thickness of weather deck hatch coamings is not to be less than the larger of the
following values:
pA
t  14.2s mm
0.95ReH
L1
t  6 mm
100
where: s — stiffener spacing, in m;
PA — horizontal weather design load, in kN/m2, to be calculated according to 2.20.2.2(2)
of this Section;
ReH — yield stress of material, in N/mm2;
L1 = L, but need not be taken as greater than 300 m.
The continuous longitudinal hatch coamings within 0.4L amidships are also to comply with the
relevant requirements of Section 2 of this Chapter.
(2) The stiffeners on hatch coamings are to meet the following requirements:
The stiffeners are to be continuous at the coaming stays.
For stiffeners with both ends constrained, the net section modulus W and net shear area As ,
calculated on the basis of net thickness, are not to be less than:
83sl 2 p A cm3
W
ReH
10sl p A cm2
As 
ReH
where: l — stiffener span, in m, to be taken as the spacing of coaming stays;
2-33
s — stiffener spacing, in m;
PA — horizontal weather design load, in kN/m2, to be calculated according to 2.20.2.2(2)
of this Section;
ReH — yield stress of material, in N/mm2.
For sniped stiffeners at of coaming at hatch corners, section modulus and shear area at the fixed
support have to be increased by 35%. The gross thickness of the coaming plate at the sniped
stiffener end is not to be less than:
p A sl  0.5s 
t  19.6 mm
ReH
The horizontal stiffeners of continuous longitudinal hatch coamings within 0.4L amidships are
also to comply with the relevant requirements of Section 2 of this Chapter.
(3) Coaming stays are to be designed for the loads transmitted through them and are to comply
with the following requirements, in addition to the allowable stresses stipulated in 2.20.2.5 of this
Section.
① The net section modulus of coaming stays with a height of hs < 1.6 m, and which are to be
designed for the load pA, is not to be less than:
Coaming stay section modulus and web thickness
At the connection with deck, the net section modulus W, in cm3, and the gross thickness tw,
in mm, of the coaming stays designed as beams with flange (examples 1 and 2 are shown in
Figure 2.20.2.8(3)) are to be taken not less than:
526ehs2 p A cm3
W
ReH
2 ehs  p A
tw   ts mm
ReH hW
where: e — spacing of coaming stays, in m;

hs — height of coaming stays, in m;
hw — web height of coaming stay at its lower end, in m;
ts — corrosion addition, in mm, according to 2.20.2.10 of this Section;
PA — horizontal weather design load, in kN/m2, to be calculated according to
2.20.2.2(2) of this Section.
Coaming stays having a height of 1.6m and more are to be designed using direct
calculations under consideration of the allowable stresses according to 2.20.2.5 of this
Section. The effective breadth of the coaming plate is not to be larger than the effective
plate breadth stipulated in 2.20.2.4(1) of this Section.
For other designs of coaming stays, such as those shown in Figure 2.20.2.8(3), examples 3
and 4, the stresses are to be determined through a grillage analysis or FEM. The calculated
stresses are to comply with the permissible stresses according to 2.20.2.5 of this Section.
Coaming stays are to be supported by appropriate substructures. Face plates may only be
included in the calculation of section modulus of coaming stays if an appropriate
substructure is provided and welding provides an adequate joint.
Webs are to be connected to the deck by fillet welds on both sides with a throat thickness
of not less than 0.44tw. The size of welding for toes of webs at the lower end of coaming
stays is to be comply with the relevant requirements of Chapter 1 of this PART.
2-34
Example 1 Example 2
Example 3 Example 4
Figure 2.20.2.8(3) Examples of coaming stays
② The gross thickness of the web of coaming stays at the root point is not to be less than the
following:
2 ehs p A
tw   tS
ReH hw
where: hw— web height of coaming stay at its lower end, in m;

ts— corrosion addition, in mm, taken according to 2.20.2.10 of this Section.
Webs are to be connected to the deck by fillet welds on both sides with a throat thickness
of α not less than 0.44 tw. The size of welding for toes of webs at the lower end of
coaming stays is to be comply with the relevant requirements of Chapter 1 of this PART.
③② For coaming stays, which transfer friction forces at hatch cover supports, sufficient
fatigue strength is to be verified considered.
(4) The hatch coaming is also to comply with the following requirements:
① Hatch coamings which are part of the longitudinal hull structure are to be designed
according to the relevant requirements of Section 2 of this Chapter.
② For structural members welded to coamings and for cutouts in the top of coamings,
sufficient fatigue strength is to be verified.
③ Longitudinal hatch coamings with a length exceeding 0.1L are to be provided with tapered
2-35
brackets or equivalent transitions and a corresponding substructure at both ends. At the end
of the brackets, they are to be connected to the deck by full penetration welds of minimum
300 mm in length.
④ The local details are to be designed to transfer the loads on the hatch covers to the hatch
coamings, and, through them, to the deck structures below. Hatch coamings and supporting
structures are to be adequately stiffened to accommodate the loading from hatch covers, in
longitudinal, transverse and vertical directions. Structures under deck are to be checked
against the load transmitted by the stays. Unless otherwise stated, welding and material are
to comply with the relevant requirements of CCS.
⑤ On ships carrying cargo on deck, such as timber, coal or coke, the stays are to be spaced not
more than 1.5 m apart.
⑥ Coaming plates are to extend to the lower edge of the deck beams, they or hatch side
girders are to be fitted that extend to the lower edge of the deck beams. Extended coaming
plates and hatch side girders are to be flanged or fitted with face bars or half-round bars.
See Figure 2.20.2.8(4).
Figure 2.20.2.8(4) Example for the Extension of Coaming Plates

⑦ Drainage arrangement at the coaming is to comply with the following requirements:
If drain channels are provided inside the line of gasket by means of a gutter bar or vertical
extension of the hatch side and end coaming, drain openings are to be provided at
appropriate positions of the drain channels.
Drain openings in hatch coamings are to be arranged with sufficient distance to areas of
stress concentration (e.g. hatch covers, transitions to crane posts).
Drain openings are to be arranged at the ends of drain channels and are to be provided with
non-return valves to prevent ingress of water from outside. It is unacceptable to connect
fire hoses to the drain openings for this purpose.
If a continuous outer steel contact between cover and ship structure is arranged, drainage
from the space between the steel contact and the gasket is also to be provided.
2.20.2.9 Closing arrangements of weathertight steel hatch covers
(1) Securing arrangements
① General requirements
Securing devices between cover and coaming and at cross-joints are to be installed to
provide weathertightness. Sufficient packing line pressure is to be maintained. Securing
devices are to be appropriate to bridge displacements between cover and coaming due to
2-36
hull deformations.
Securing devices are to be of reliable construction and effectively attached to the hatchway
coamings, decks or covers. Individual securing devices on each cover are to have
approximately the same stiffness characteristics. According to the requirements of
2.20.2.3(3)② of this Section, a sufficient number of securing devices is to be provided at
each side of the hatch cover, including that consisting of several parts.
The materials of stoppers, securing devices and their welding are to comply with the
relevant requirements of CCS Rules for Materials and Welding. Specifications of the
materials are to be shown in the drawings of the hatch covers.
② Rod cleats
Where rod cleats are fitted, resilient washers or cushions are to be incorporated.
③ Hydraulic cleats
Where hydraulic cleating is adopted, a positive means is to be provided so that it remains
mechanically locked in the closed position in the event of failure of the hydraulic system.
④ Cross-sectional area of the securing devices
The gross cross-sectional area of the securing devices is not to be less than:
A  0.28qS SDkl cm2
where: q —packing line pressure, in N/mm, minimum 5 N/mm;
SSD — spacing between securing devices, in m, not to be taken less than 2 m;
235 e ;
kl  ( )
ReH
ReH — the minimum yield stress of material, in N/mm2, but not to be taken
greater than 0.7 Rm ;
Rm — tensile strength of material, in N/mm2;
e =0.75 for ReH  235 N/mm2;
e =1.00 for ReH  235 N/mm2.
Rods or bolts are to have a gross diameter not less than 19 mm for hatchways exceeding
5m2 in area.
Securing devices of special design in which significant bending or shear stresses occur
may be designed as anti-lifting devices according to 2.20.2.9(1)⑤. The design load is
taken as the packing line pressure q multiplied by the spacing SSD between securing
devices.
⑤ Anti-lifting devices
The securing devices of hatch covers, on which cargo is to be lashed, are to be designed
for the lifting forces resulting from loads according to 2.20.2.2(4) of this Section, refer to
Figure 2.20.2.9(1). Unsymmetrical loadings, which may occur in practice, are to be
considered. Under these loadings the equivalent stress in the securing devices is not to
exceed:
150 N/mm2
V 
kl
where: kl — as in ④ above.
Note: The partial load cases given in Table 2.20.2.2(4) may not cover all unsymmetrical loadings, critical
for hatch cover lifting.
2-37
Figure 2.20.2.9(1) Lifting Forces at a Hatch Cover
The anti-lifting devices may be dispensed with according to the following requirements:
In the absence of hatch cover lifting under loads arising from the ship’s rolling motion,
securing devices for hatch covers may be omitted. In such cases, it is to be proven by means
of grillage or finite element analysis that an equilibrium condition is achieved using
compression only boundary elements for the vertical hatch cover supports. If securing
devices are omitted, transverse cover guides are to be effective up to a height hE, as shown
in Figure 2.20.2.9(2), where hE is not to be less than:
hE  1.75(2se  d 2 )0.5  0.75d mm
hE m i n height of the cover edge plate + 150 mm
where: e — largest distance from the inner edge of the transverse cover guide to the end of
the cover edge plate, in mm;
s — total clearance within the transverse cover guide, with 10  s  40, in mm;
d — distance between upper edge of transverse stopper and hatch cover support, in mm.
Figure 2.20.2.9(2) Height of Transverse Cover Guide
The transverse cover guides and their substructure are to be dimensioned in accordance
with the transverse loads acting at a height hE.
(2) Hatch cover supports, stoppers and supporting structures
① Horizontal mass forces
For the design of the securing devices against shifting hatch cover supports, the horizontal
mass force is to be taken as follows:
Fh  ma
where: Fh— horizontal mass force;
a X  0.2 g in longitudinal direction;
aY  0.5g in transverse direction;
m— sum of mass of cargo lashed on the hatch cover and mass of hatch cover.
The accelerations in longitudinal direction and in transverse direction need not be
2-38
considered as acting simultaneously.
② Hatch cover supports
For the transmission of the support forces resulting from the load cases specified in
2.20.2.2 of this Section and of the horizontal mass forces specified in (2)①, supports are to
be provided which are to be designed such that the nominal surface pressures in general do
not exceed the values obtained from the following formula:
pn max  dpn N/mm2
where: d = 3.75− 0.015L;

d max  3.0 ;
d min  1.0 , in general;
d min  2.0 , for partial loading conditions, see 2.20.2.2(5);
Pn — allowable nominal surface pressure, see Table 2.20.2.9(2).
Allowable Nominal Surface Pressure Pn Table 2.20.2.9(2)

Pn (N/mm2) when loaded by
Support material
Vertical force Horizontal force (on stoppers)
Hull structural steel 25 40
Hardened steel 35 50
Plastic materials on steel 50 —
For metallic supporting surfaces not subjected to relative displacements, the following
nominal surface pressure applies:
pn max  3 pn N/mm2
Note: When the maker of vertical hatch cover support material can provide proof that the material is
sufficient for the increased surface pressure, not only statically but under dynamic conditions including
relative motion for adequate number of cycles, permissible nominal surface pressure may be relaxed at
the discretion of CCS. However, realistic long term distribution of spectra for vertical loads and relative
horizontal motion should be assumed and agreed with CCS.
Drawings of the supports are to be submitted. In the drawings of supports, the permitted
maximum pressure given by the material manufacturer in relation to long-term stresses is
to be indicated.
Where large relative displacements of the supporting surfaces are to be expected, the use of
material having low friction properties is recommended.
If necessary, sufficient abrasive strength may be shown by tests demonstrating an abrasion
of support surfaces of not more than 0.3 mm per year in service at a total distance of
shifting of 15,000 m/year.
The substructures of the supports are to be of such a design that a uniform pressure
distribution is achieved.
Irrespective of the arrangement of stoppers, the supports are to be able to transmit the
following force Ph in the longitudinal and transverse direction:
PV
Ph   
d
where: Pv — vertical supporting force;
 — frictional coefficient;
 = 0.5 steel to steel.
2-39
For non-metallic, low-friction support materials on steel, the friction coefficient  may be
reduced but not to be less than 0.35 and it is to be submitted to CCS for approval.
Supports as well as the adjacent structures and substructures are to be designed such that
the allowable stresses in 2.20.2.5 of this Section are not exceeded.
For substructures and adjacent structures of supports subjected to horizontal forces Ph, a
fatigue strength analysis is to be carried out considered.
③ Hatch cover stoppers
Hatch covers are to be sufficiently secured against horizontal shifting. Stoppers are to be
provided for hatch covers on which cargo is carried.
The greater of the loads resulting from 2.20.2.2(2) of this Section and 2.20.2.9(2)① is to
be applied for the dimensioning of the stoppers and their substructures.
The allowable stress in stoppers and their substructures, in the cover, and of the coamings
is to be determined according to 2.20.2.5 of this Section and in addition, the requirements
in 2.20.2.9(2)② are to be taken into consideration.
2.20.2.10 Corrosion addition and steel renewal
(1) Corrosion addition for hatch covers and hatch coamings
For scantlings of hatch cover components, the general corrosion additions tS, as shown in Table
2.20.2.10, is required.
Corrosion Addition tS for Hatch Covers and Hatch Coamings Table 2.20.2.10
Application Structure tS [mm]
Hatch covers 1.0
Weather deck hatches of container 1.5 for t  10
ships, car carriers, paper carriers 0.1t
and passenger vessels Hatch coamings  0.5 , but not greater than 3,
K
for t  10
Hatch covers in general 2.0
Weather exposed plating and bottom
1.5
plating of double skin hatch covers
Internal structure of double skin hatch
1.0
covers and closed box girders
Weather deck hatches of all other Hatch coamings not part of the 1.5
ships longitudinal hull structure
1.5 for t  10
Hatch coamings part of the longitudinal 0.1t
 0.5 but not greater than 3,
,
hull structure K
for t  10
Coaming stays and stiffeners 1.5
Notes:
t: net thickness of hatch coaming required by the Rules.
K: material factor.
(2) Steel renewal

Steel renewal is required where the gauged thickness is less than tnet + 0.5 mm for
• single skin hatch covers,
• the plating of double skin hatch covers, and
• coaming structures the corrosion additions tS of which are given in Table 2.20.2.10.
For plating of double skin hatch covers, single skin hatch covers, hatch coamings, coaming stays
and stiffeners, steel renewal is to be required where the gauged thickness is less than tnet+0.5 mm.
2-40
Where the gauged thickness is within the range tnet+0.5 mm and tnet+1.0 mm, coating or annual
gauging may be adopted as an alternative to steel renewal. Coating is to be maintained in GOOD
condition, as defined in 5.1.5.1(16), Chapter 5 of PART ONE of the Rules.
For internal structure of double skin hatch covers, thickness gauging is required when hatch cover
top or bottom plating renewal is to be carried out or when it is deemed necessary by CCS surveyor,
on the basis of the plating corrosion or deformation. In these cases, steel renewal for the internal
structures is to be required where the gauged thickness is less than tnet.
For corrosion addition tS = 1.0 mm, the thickness for steel renewal is tnet and coating or annual
gauging may be used for substitution of renewal when gauged thickness is between tnet and tnet +
0.5 mm.
For coaming structures, the corrosion additions tS of which are not given in Table 2.20.2.10, steel
renewal and coating or annual gauging are to be in accordance with the relevant requirements of
CCS.
2-41
Appendix 4 SLAMMING STRENGTH ASSESSMENT OF BOW BOTTOM
STRUCTURES
1 GENERAL
1.1 This Appendix applies to strength assessment of bow bottom structures against slamming for
mono-hull ships.
1.2 The strength assessment against bottom slamming in this Appendix is based on Ochi-Mottor
theory to predict the extreme value of slamming pressures and anti-plastic failure method to
evaluate the slamming strength of shell plating, longitudinals and bottom grillage.
1.3 The relative motion results required by the procedure to calculate the slamming pressures are
to be given by solving three-dimensional linear sea-keeping program.
2 SLAMMING PRESSURE
2.1 Extent of hull structure to be evaluated

2.1.1 The longitudinal extent for the direct calculation of bow bottom slamming pressures is to
be consistent with that specified in 2.15.3 of Chapter 2 of this PART and the results are to be the
extreme value of slamming pressure at transverse section of each station.
2.2 Loading conditions
2.2.1 For the direct strength assessment against bow bottom slamming, the loading condition
with a minimum draught forward in navigation is to be identified from the Loading Manual.
2.3 Wave environments, speeds and headings
2.3.1 Two-parameter P-M spectrum is adopted to model the wave power spectrum density
function S(), which is given by the following formula:
124 H S2 5 496
S ( )   exp(  4  4 )
TZ4 TZ
where: Hs — significant wave height, in m;
Tz — mean zero-crossing period, in s;
 — angular frequency of wave components, in rad/s.
2.3.2 The extreme value of slamming pressures is to be determined by short-term prediction
approach and the significant wave height Hs is obtained from the following formulae:
  300 L 
1.5
80.6  ,L300 m
  100 
H S 
 L300 
1.5

80.6  ,L300 m
  100 
Mean zero-crossing period Tz and calculated navigation time tn are to be selected in accordance
with Table 2.3.2 and the intermediate values are to be obtained by interpolation.
Selection of sea wave conditions Table 2.3.2

Significant wave height HS (m) 6.0 7.0 8.0 9.0
Mean zero-crossing period TZ (s) 8.703 9.400 9.990 10.503
Calculated navigation time tn (h) 41 35 35 35
2-42
2.3.3 The speed is to be taken as 0.75V, where V is defined as in 1.1.2.27 of Chapter 1 of this
PART.
2.3.4 The head sea is to be considered.
2.3.5 The range of wave frequencies is to include 0.2 rad/s to 1.8 rad/s in increments taken as
0.05 rad/s.
2.4 Extreme value of slamming pressures

2.4.1 The extreme value of slamming pressures PB is to be obtained from the following formula:

2

 2 ρk1 V0 2 Ev ln 1( 1α) 
1

1 /n
kPa, where b1 /d 1 5
PB ( α ) 

2

 1 ρk1 V01.4 1.625Ev0 .7 ln 1( 1α)1 /n  kPa, where b1 /d 1 5
where: d1— d/10 draught, in m, where d is defined as in 1.1.2.4 of Chapter 1;

b1 — half breadth of the waterline for the transverse section concerned under draught d1, in m;
3
 — density of seawater, in t/m , taken as 1.025;
k1 — slamming coefficient, obtained from the following formula:
k1  exp 1.377  2.419a1  0.873a3  9.624a5 
where: a1, a2, a3 —the coefficient of three-parameter conformal mapping for the transverse section
under draught d1 to unit circle as follows;
a a a
Z 0  U (  1  3  5 )
  
Z 0 — section coordinate, i.e. Z 0  x  iy ;
 — circle coordinate, i.e.     i ;
U — scale ratio;
V0 — critical slamming speed, in m/s, obtained from the following formulae:
0.0925 L , for container ship
V0 
0.07 L， for other ship
Ev— variance of vertical relative velocities for the transverse section concerned,
determined according to the spectrum analysis results of 2.3 of this Appendix;
 — assurance rate, taken as 0.01;
n — number of impacts, replaced by the mean number of impacts N within the
calculated navigation time tn, obtained from the following formula:
tn Ev 
 T
2
V 2 
N  3600 exp   f  0 
2   
Er   rE E v 
where: Er — variance of vertical relative motions for the transverse section concerned, determined
according to the spectrum analysis results of 2.3 of this Appendix;
Tf — draught forward in assessment condition, in m.
3 STRENGTH ASSESSMENT
2-43
3.1 Slamming strength of shell plating
3.1.1 The pressure Pcp related to the ultimate capacity of shell plating is to be obtained from the
following formula:
12R eH t12 MPa
Pcp 
 2
a 2 3  2
 
 1  3  1
2
where: ReH — yield stress of material, in N/mm2;

t1— net thickness of plate panel, in mm;
a — length of the shorter side of the plate panel, in mm;
b — length of the longer side of the plate panel, in mm;
 — ratio between the sides,  b/a .
3.1.2 When the relationship of the ultimate capacity Pcp and the extreme value of slamming
pressures PB is satisfied as below, the shell plating is considered to be with sufficient capacity
against slamming:
Pcp
1000  0.75
PB
where: PB — extreme value of slamming pressures, in kPa, see 2.4.1 of this Appendix.
3.2 Slamming strength of shell longitudinals

3.2.1 The pressure Pcl related to the ultimate capacity of shell longitudinals is to be obtained
from the following formula:
16 ReH WT MPa
Pcl 
al 2
where: ReH — yield stress of material, in N/mm2;
a — spacing of longitudinals, in mm;
l — span of longitudinals, in mm;
WT — section modulus of longitudinals, including plate flange, in mm3.
3.2.2 When the relationship of the ultimate capacity pressure Pcl and the extreme value of
slamming pressures PB is satisfied as below, the shell longitudinals are considered to be with
sufficient capacity against slamming:
Pcl
1000  0.75
PB
where: PB — extreme value of slamming pressures, in kPa, see 2.4.1 of this Appendix.
3.3 Slamming strength of bottom grillage

3.3.1 Structural FE model
(1) The longitudinal extent of the model is to include the calculation range as specified in 2.1.1 of
this Appendix and at least extend to one web frame distance forward and aft. The transverse extent
is to be selected as possible as to reduce the effect of boundary constraints on the response of
bottom grillage. For example, the scope between the knuckle to the mid-line of the inner bottom
2-44
may be selected for oil tankers and similar selection is applicable for other ships.
(2) Selection and meshing of elements are to comply with the requirements of Section 5, Chapter
1 of this PART.
(3) Strength evaluation is to be carried out for all primary members within the extent of
strengthening of bottom forward.
(4) When the stress distribution or stiffness of members is affected by the openings on primary
members, the methods may be adopted in accordance with the requirements of Section 5, Chapter
1 of this PART.
3.3.2 Boundary constraints
Floors and girders at the boundary of model are to be rigidly fixed.
3.3.3 Loads
According to the principle of slamming, the slamming pressure acts on the floor at the centre
girder, the affected area is a square. The length of a side of this square S1 is obtained from the
following formula:
S1  1.1Cb LB 103 m
The extreme value of slamming pressure at each station of bow bottom will not occur at the same
time, therefore the extreme value acting at each station is to be calculated respectively and the
maximum pressure of the bottom grillage is obtained. The distribution of slamming pressures on
the floor is to be determined according to the following three situations:
(1) S1S :
The slamming pressure only acts on one floor, see Figure 3.3.3(1), the force Q acting on the floor
in per unit length is to be calculated by the following formula:
Q  PB S1 kN/m
where: S — spacing of floors, in m;

PB — extreme value of slamming pressures, in kPa, see 2.4.1 of this Appendix.
(2) SS12S :
The slamming pressure acts on two floors, see Figure 3.3.3(2), the force Q acting on the floor in
per unit length is to be calculated by the following formula:
Q  0.5PB S1 kN/m
(3) S1 2S :
The slamming pressure acts on three floors, the force Qc acting on the intermediate floor in per
unit length is to be calculated by the following formula:
QC  PB S kN/m
The force Qs acting on the side floor in per unit length is to be calculated by the following
formula:
QS  0.5PB ( S1  S ) kN/m
2-45
(1) (2)
Figure 3.3.3
3.3.4 Acceptance criteria

Permissible stress of direct calculation of slamming strength for bow bottom grillage is to be
determined in accordance with Table 3.3.4.
Table 3.3.4
Positive stress of Positive stress of Equivalent stress
Shear stress
Member inner bottom plating outer bottom plating 2
 (N/mm2)  e (N/mm )
 (N/mm2)  (N/mm2)
Girder 122/K 112/K 108/K 180/K
Floor 132/K 132/K 98/K 196/K
2-46
CHAPTER 3 EQUIPMENT AND OUTFITS
Section 1 RUDDERS

3.1.1.1 Basic assumptions
(1) This section applies to ordinary profile rudders, and to some enhanced profile rudders with
special arrangements for increasing the rudder force. Rudders not conforming to the profile types
included in this Section will be subject to special consideration.
(2) This section applies to rudders made of steel. Rudders made of material different from steel
will be subject to special consideration.
3.1.1.2 Design considerations
(1) Effective means are to be provided for supporting the weight of the rudder without excessive
bearing pressure, e.g. by a rudder carrier attached to the upper part of the rudder stock. The hull
structure in way of the rudder carrier is to be suitably strengthened.
(2) Suitable arrangements are to be provided to prevent the rudder from lifting.
(3) In rudder trunks which are open to the sea, a seal or stuffing box is to be fitted above the
deepest load waterline, to prevent water from entering the steering gear compartment and the
lubricant from being washed away from the rudder carrier. If the top of the rudder trunk is below
the deepest waterline, two separate stuffing boxes are to be provided.
3.1.1.3 Materials
(1) Welded parts of rudders are to be made of materials complying with relevant requirements for
hull structural steel in CCS Rules for Materials and Welding.
(2) Material factor k for normal and high tensile steel plating may be taken into account when
specified in each individual rule requirement. The material factor k is to be taken as defined in
Section 3, Chapter 1 of this PART, unless otherwise specified.
(3) Steel grade of plating materials for rudders and rudder horns are to be in accordance with
Section 3, Chapter 1 of this PART.
(4) Rudder stocks, pintles, coupling bolts, keys and cast parts of rudders are to be made of rolled,
forged or cast carbon manganese steel in accordance with CCS Rules for Materials and Welding.
(5) For rudder stocks, pintles, keys and bolts the minimum yield stress is not to be less than 200
N/mm2. The requirements of this UR are based on a material's yield stress of 235 N/mm2. If
material is used having a yield stress differing from 235 N/mm2 the material factor K is to be
determined as follows:
e
 235 
K  
 ReH 
where: e = 0.75 for ReH > 235 N/mm2;

e = 1.00 for ReH ≤ 235N/mm2;
ReH — yield stress (N/mm2) of material used, and is not to be taken greater than 0.7Rm or 450
N/mm2, whichever is the smaller value;
Rm — tensile strength (N/mm2) of material used.
2-47
3.1.1.4 Welding and design details
(1) Slot-welding is to be limited as far as possible. Slot welding is not to be used in areas with
large in-plane stresses transversely to the slots or in way of cut-out areas of semi-spade rudders.
When slot welding is applied, the length of slots is to be minimum 75 mm with breadth of 2t,
where t is the rudder plate thickness, in mm. The distance between ends of slots is not to be more
than 125 mm. The slots are to be fillet welded around the edges and filled with a suitable
compound, e.g. epoxy putty. Slots are not to be filled with weld.
Continuous slot welds are to be used in lieu of slot welds. When continuous slot welding is
applied, the root gap is to be between 6-10 mm. The bevel angle is to be at least 15°.
(2) In way of the rudder horn recess of semi-spade rudders, the radii in the rudder plating are not
to be less than 5 times the plate thickness, but in no case less than 100 mm. Welding in side plate
is to be avoided in or at the end of the radii. Edges of side plate and weld adjacent to radii are to be
ground smooth.
(3) Welds between plates and heavy pieces (solid parts in forged or cast steel or very thick plating)
are to be made as full penetration welds. In way of highly stressed areas e.g. cut-out of semi-spade
rudder and upper part of spade rudder, cast or welding on ribs is to be arranged. Two sided full
penetration welding is normally to be arranged. Where back welding is impossible welding is to
be performed against ceramic backing bars or equivalent. Steel backing bars may be used and are
to be continuously welded on one side to the heavy piece.
(4) Requirements for welding and design details of rudder trunks are described in 3.1.9.3 of this
Section.
(5) Requirements for welding and design details when the rudder stock is connected to the rudder
by horizontal flange coupling are described in 3.1.6.1(4) of this Section.
(6) Requirements for welding and design details of rudder horns are described in 3.1.9.2(3).
3.1.1.5 Equivalence
(1) CCS may accept alternatives to requirements given in this Section, provided they are deemed
to be equivalent.
(2) Direct analyses adopted to justify an alternative design are to take into consideration all
relevant modes of failure, on a case by case basis. These failure modes may include, amongst
others: yielding, fatigue, buckling and fracture. Possible damages caused by cavitation are also to
be considered.
(3) Where deemed necessary by CCS, lab tests, or full scale tests may be requested to validate the
alternative design approach.
3.1.2 Rudder force and rudder torque

3.1.2.1 Rudder blades without cut-outs
(1) The rudder force CR upon which the rudder scantlings are to be based is to be determined from
the following formula:
CR 132 K1K 2 K3 AV 2 N
where: CR — rudder force, in N;

A — area of rudder blade, in m2;
V — maximum service speed (knots) with the ship on summer load waterline. When the
speed is less than 10 knots, V is to be replaced by the following:
2-48
Vmin = (V + 20) / 3
For the astern condition the maximum astern speed is to be used, however, in no
case less than:
Vastern = 0.5 V;
K1 — factor depending on the aspect ratio λ of the rudder area;
K1 = (λ + 2) / 3, with λ not to be taken greater than 2;
λ=b2 / At;
b — mean height of the rudder area, in m. Mean breadth and mean height of rudder are
calculated according to the coordinate system in Figure 3.1.2.1;
At — sum of rudder blade area A and area of rudder post or rudder horn, if any, within
the height b, in m2;
K2 — coefficient depending on the type of the rudder and the rudder profile according to
Table 3.1.2.1; data may be provided by tests with approval of CCS;
K3 = 0.8 for rudders outside the propeller jet;
= 1.15 for rudders behind a fixed propeller nozzle;
= 1.0 otherwise;
Figure 3.1.2.1
Factor K2 Table 3.1.2.1

K2
Profile Type
Ahead condition Astern condition
NACA-00
1.1 0.80
series Göttingen
Flat side 1.1 0.90
Hollow 1.35 0.90
to be specially
High lift rudders 1.7 considered; if not
known: 1.30
Fish tail 1.4 0.8
2-49
K2
Profile Type
Ahead condition Astern condition
Single plate 1.0 1.0
Mixed profiles
1.21 0.9
（e.g. HSVA）
(2) The rudder torque is to be calculated for both the ahead and astern condition according to the
formula:
QR  CR r Nm
where: r = c (α-k), in m;
c — mean breadth of rudder area. in m, see Figure 3.1.2.1;
α — coefficient, taken as 0.33 for ahead condition and 0.66 for astern condition; special
consideration may be given for high lift rudders, and taken as 0.40 for ahead
condition and 0.66 for astern condition if no test data may be provided;
k= Af
A
Af — portion of the rudder blade area situated ahead of the centre line of the rudder stock,
in m2;
rmin=0.1c, in m, for ahead condition.
3.1.2.2 Rudder blades with cut-outs (semi-spade rudders)
The total rudder force CR is to be calculated according to 3.1.2.1(1) of this Section. The pressure
distribution over the rudder area, upon which the determination of rudder torque and rudder blade
strength is to be based, is to be derived as follows:
The rudder area may be divided into two rectangular or trapezoidal parts with areas A1 and A2, so
that A = A1 + A2 (see Figure 3.1.2.2).
Figure 3.1.2.2 Areas A1 and A2

The levers r1 and r2 are to be determined as follows:
r1= c1 (α-k1), m;
r2= c2 (α-k2), m;
where: c1, c2 — mean breadth of partial areas A1, A2 determined, where applicable, in accordance
with Figure 3.1.2.1;
k1 
A1f ;
A1
2-50
A2f
k2  ;
A2
A1f — portion of A1 situated ahead of the centre line of the rudder stock, in m2;
A2f — portion of A2 situated ahead of the centre line of the rudder stock, in m2;
α = 0.33 for ahead condition;
α = 0.66 for astern condition;
For parts of a rudder behind a fixed structure such as the rudder horn:
α = 0.25 for ahead condition;
α = 0.55 for astern condition;
The resulting force of each part may be taken as:
A
C R1 C R 1 N
A
A2
C R 2 C R N
A
The resulting torque of each part may be taken as:
QR1 CR1r1 Nm
QR 2 CR 2 r2 Nm
The total rudder torque is to be calculated for both the ahead and astern condition according to the
formula:
QR= QR1 + QR2 Nm
For ahead condition QR is not to be taken less than:
QRmin= 0.1 CR A1c1  A2c2 Nm
A
3.1.3 Rudder strength calculation

3.1.3.1 The rudder force and resulting rudder torque as given in 3.1.2 of this Section causes
bending moments and shear forces in the rudder body, bending moments and torques in the rudder
stock, supporting forces in pintle bearings and rudder stock bearings and bending moments, shear
forces and torques in rudder horns and heel pieces. The rudder body is to be stiffened by
horizontal and vertical webs enabling it to act as a bending girder.
3.1.3.2 The bending moments, shear forces and torques as well as the reaction forces are to be
determined by a direct calculation or by an approximate simplified method considered appropriate
by CCS. For rudders supported by sole pieces or rudder horns these structures are to be included
in the calculation model in order to account for the elastic support of the rudder body. Guidelines
for calculation of bending moment and shear force distribution are given in appendix 1 to this
Chapter.
3.1.4 Rudder stock scantlings

3.1.4.1 The rudder stock diameter required for the transmission of the rudder torque is to be
dimensioned such that the torsional stress τt is not exceeding the following value:
τt = 68 / K N/mm2
The rudder stock diameter for the transmission of the rudder torque dt is therefore not to be less
2-51
than:
d t 4.23 QR K mm
where: QR — total rudder torque [Nm] as calculated in 3.1.2.1(2) and 3.1.2.2 of this Section;
K — material factor for the rudder stock as given in 3.1.1.3(5) of this Section.
3.1.4.2 Rudder stock scantlings due to combined loads
If the rudder stock is subjected to combined torque and bending, the equivalent stress in the rudder
stock is not to exceed 118 / k N/mm2.
K — material factor for the rudder stock as given in 3.1.1.3(5).
The equivalent stress σc is to be determined by the formula:
σc =  b 3 t
2 2
N/mm2
where: Bending stress:  b 10.2 M 103 N/mm2;

3
dc
Torsional stress:  t  5.1QR 103 N/mm2.

d c3
The rudder stock diameter dc is therefore not to be less than:
d c d t 6 14/3M QR 
2
mm
where: M — bending moment, in Nm, at the station of the rudder stock considered.
3.1.4.3 Before significant reductions in rudder stock diameter due to the application of steels
with yield stresses exceeding 235 N/mm2 are granted, CCS may require the evaluation of the
rudder stock deformations. Large deformations of the rudder stock are to be avoided in order to
avoid excessive edge pressures in way of bearings.
3.1.5 Rudder blade

3.1.5.1 Permissible stresses
The section modulus and the web area of a horizontal section of the rudder blade are to be such
that the following stresses will not be exceeded:
(1) In general
① bending stress σb 110/k N/mm2
② shear stress τ 50/k N/mm2
③ equivalent stress  e   b2 3 2 120/k N/mm2
K — material factor for the rudder plating as given in 3.1.1.3(2).

(2) In way of the recess for the rudder horn pintle on semi-spade rudders
① bending stress σb 75 N/mm2
② shear stressτ 50 N/mm2
③ equivalent stress  e   b2 3 2 100 N/mm2
Note: The stresses in (2) apply equally to high tensile and ordinary steels.
3.1.5.2 Rudder plating
The thickness t of the rudder side, top and bottom plating is not to be less than:
2-52
t5.5s K d CR 10-4 A2.5 mm
where: d — summer loadline draught, in m;

CR — rudder force, in N, according to 3.1.2.1 of this Section;
A — rudder area, in m2;
s
  1.10.5( ) 2 max. 1.00 if b ≥ 2.5;
b s
s — smallest unsupported width of plating, in m;

b — greatest unsupported width of plating, in m;
K — material factor for the rudder plating as given in 3.1.1.3(2).
The thickness of the nose plate of rudder blades is not to be less than 1.2 times that of rudder side
plating, but need not be greater than 22 mm. The thickness of web plates is not to be less than the
greater of 70% of the rudder side plating thickness and 8 mm.
The rudder plating in way of the solid part is to be of increased thickness per 3.1.5.3(4).
3.1.5.3 Connections of rudder blade structure with solid parts
(1) Solid parts in forged or cast steel, which house the rudder stock or the pintle, are normally to
be provided with protrusions.
These protrusions are not required when the web plate thickness is less than:
-10 mm for web plates welded to the solid part on which the lower pintle of a semi-spade rudder
is housed and for vertical web plates welded to the solid part of the rudder stock coupling of
spade rudders;
-20 mm for other web plates.
(2) The solid parts are in general to be connected to the rudder structure by means of two
horizontal web plates and two vertical web plates.
(3) Minimum section modulus of the connection with the rudder stock housing.
The section modulus of the cross-section of the structure of the rudder blade WS, in cm3, formed
by vertical web plates and rudder plating, which is connected with the solid part where the rudder
stock is housed is to be not less than:
 H H X  K 4 cm3
WS c s d c3  E  10
 HE Ks
where: cs — coefficient, to be taken equal to:

= 1.0 if there is no opening in the rudder plating or if such openings are closed by a
full penetration welded plate;
= 1.5 if there is an opening in the considered cross-section of the rudder;
dc — diameter of rudder stock in way of lower bearing, in mm, calculated according to
3.1.4 of this Section;
HE — vertical distance between the lower edge of the rudder blade and the upper edge of
the solid part, in m;
HX — vertical distance between the considered cross-section and the upper edge of the
solid part, in m;
K — material factor for the rudder blade plating as given in 3.1.1.3(2);
Ks — material factor for the rudder stock as given in 3.1.1.3(5).
2-53
The actual section modulus of the cross-section of the structure of the rudder blade is to be
calculated with respect to the symmetrical axis of the rudder.The breadth of the rudder plating, in
m, to be considered for the calculation of section modulus is to be not greater than:
b =sV+ 2 Hx / 3 m
where: sV — spacing between the two vertical webs, in m (see Figure 3.1.5.3).
Where openings for access to the rudder stock nut are not closed by a full penetration welded plate,
they are to be deducted.
Figure 3.1.5.3 Cross-section of the connection between rudder blade structure and rudder
stock housing
The thickness of the horizontal web plates connected to the solid parts, in mm, as well as that of
the rudder blade plating between these webs, is to be not less than the greater of the following
values:
tH = 1.2 t mm
tH = 0.045 dS2 /SH mm
where: t— defined in 3.1.5.2 of this Section;
dS — diameter, in mm, to be taken equal to:
= dc, as per 3.1.4.2 of this Section, for the solid part housing the rudder stock;
=dp, as per 3.1.7.1 of this Section, for the solid part housing the pintle;
SH — spacing between the two horizontal web plates, in mm.
The increased thickness of the horizontal webs is to extend fore and aft of the solid part at least to
the next vertical web.
(5) The thickness of the vertical web plates welded to the solid part where the rudder stock is
housed as well as the thickness of the rudder side plating under this solid part is to be not less than
the values obtained, in mm, from Table 3.1.5.3.
2-54
Thickness of side plating and vertical web plates Table 3.1.5.3
Thickness of vertical web plates, in mm Thickness of rudder plating, in mm
Type of rudder Rudder blade Rudder blade Rudder blade Area with
without opening with opening without opening opening
Rudder supported by sole piece 1.2 t 1.6 t 1.2 t 1.4 t
Semi-spade and spade rudders 1.4 t 2.0 t 1.3 t 1.6 t
where: t = thickness of the rudder plating, in mm, as defined in 3.1.5.2 of this Section.
The increased thickness is to extend below the solid piece at least to the next horizontal web.
3.1.5.4 Single plate rudders
(1) Mainpiece diameter
The mainpiece diameter is calculated according to 3.1.4.1 and 3.1.4.2 of this Section respectively.
For spade rudders the lower third may taper down to 0.75 times stock diameter.
(2) Blade thickness
The blade thickness t is not to be less than:
tb 1.5sV K 2.5 mm
where: s — spacing of stiffening arms, in m not to exceed 1 m;

V — speed in knots, see 3.1.2.1(1) of this Section;
K — material factor for the rudder plating as given in 3.1.1.3(2) of this Section.
(3) Arms
The thickness of the arms ta is not to be less than the blade thickness:
ta=tb mm
The section modulus W is not to be less than:
W= 0.5 s C12 V2 K cm3
where: C1 — horizontal distance from the aft edge of the rudder to the centreline of the rudder
stock, in m;
K — material factor as given in 3.1.1.3(2) or 3.1.1.3 (5) of this Section respectively.
3.1.6 Rudder stock couplings

3.1.6.1 Horizontal flange couplings
(1) The diameter of the coupling bolts db is not to be less than:
d b 0.62 d s3 K b nem K s mm
where: ds — stock diameter, taken equal to the greater of the diameters dt or dc according to
3.1.4.1 and 3.1.4.2, in mm;
n — total number of bolts, which is not to be less than 6;
em — mean distance, in mm, of the bolt axes from the centre of the bolt system;
Ks — material factor for the stock as given in 3.1.1.3(5) of this Section;
Kb — material factor for the bolts as given in 3.1.1.3(5) of this Section.
(2) The thickness of the coupling flanges tf, in mm, is not to be less than the greater of the
following formulae:
t f d b K f Kb mm
t f 0.9d b mm
where: Kf — material factor for flange as given in 3.1.1.3(5) of this Section;
2-55
Kb — material factor for the bolts as given in 3.1.1.3(5) of this Section;
db — bolt diameter, in mm, calculated for a number of bolts not exceeding 8.
(3) The width of material between the perimeter of the bolt holes and the perimeter of the flange is
not to be less than 0.67 db.
(4) The welded joint between the rudder stock and the flange is to be made in accordance with
Figure 3.1.6.1 or equivalent.
Figure 3.1.6.1 Welded joint between rudder stock and coupling flange
(5) Coupling bolts are to be fitted bolts and their nuts are to be locked effectively.
3.1.6.2 Vertical flange couplings of rudder stock and rudder blades
(1) The diameter of the coupling bolts db, in mm, is not to be less than:
d b 0.81d s n  Kb K s mm
where: ds — stock diameter [in mm] in way of coupling flange;

n — total number of bolts, which is not to be less than 8;
Kb — material factor for bolts as given in 3.1.1.3(5) of this Section;
Ks — material factor for stock as given in 3.1.1.3(5) of this Section.
(2) The first moment of area of the bolts about the centre of the coupling, m, is to be not less than:
m = 0.00043 ds3 cm3
(3) The thickness of the coupling flanges is to be not less than the bolt diameter, and the width of
the flange material between the perimeter of the bolt holes and the perimeter of the flange is to be
not less than 0.67 db.
(4) Coupling bolts are to be fitted bolts and their nuts are to be locked effectively.
3.1.6.3 Cone couplings with key
(1) Tapering and coupling length
Cone couplings without hydraulic arrangements for mounting and dismounting the coupling are to
have a taper c on diameter of 1:8 - 1:12.
where: c = (d0-du) / l, see Figure 3.1.6.3.
The cone coupling is to be secured by a slugging nut. The nut is to be secured, e.g. by a securing
plate as shown in Figure 3.1.6.3.
The cone shapes are to fit exactly. The coupling length l is to be, in general, not less than 1.5d0.
2-56
Figure 3.1.6.3 Cone coupling with key
(2) Dimensions of key

For couplings between stock and rudder a key is to be provided, the shear area a s of which, in
cm2, is not to be less than:
17.55QF cm2
as 
d k ReH 1
where:
QF — design yield moment of rudder stock, in Nm;
QF = 0.02664dt3/K Nm
Where the actual diameter dta is greater than the calculated diameter dt, the diameter dta is to be
used. However, dta applied to the above formula need not be taken greater than 1.145 dt.
dt — stock diameter, in mm, according to 3.1.4.1 of this Section;
K — material factor for stock as given in 3.1.1.3(5) of this Section;
dk — mean diameter of the conical part of the rudder stock, in mm, at the key;
ReH1 — minimum yield stress of the key material, in N/mm2.
The effective surface area a k , in cm2, of the key (without rounded edges) between key and rudder
stock or cone coupling is not to be less than:
5QF
ak 
d k ReH 2
where: ReH2 — minimum yield stress of the key, stock or coupling material, in N/mm2.
(3) The dimensions of the slugging nut are to be as follows (see Figure 3.1.6.3(1)):
external thread diameter: dg ≥ 0.65 do,
height: hn≥ 0.6dg,
outer diameter: dn ≥ 1.2 du or 1.5 dg, whichever is the greater.
(4) It is to be proved that 50% of the design yield moment is solely transmitted by friction in the
cone couplings. This can be done by calculating the required push-up pressure and push-up length
according to 3.1.6.4(2) for a torsional moment Q'F = 0.5QF.
(5) Notwithstanding the requirements in 3.1.6.3(2) and 3.1.6.3(4), where a key is fitted to the
coupling between stock and rudder and it is considered that the entire rudder torque is transmitted
by the key at the couplings, the scantlings of the key as well as the push-up force and push-up
length are to be subject to special consideration.
3.1.6.4 Cone couplings with special arrangements for mounting and dismounting the couplings
2-57
(1) Where the stock diameter exceeds 200 mm, the press fit is recommended to be effected by a
hydraulic pressure connection. In such cases the cone is to be more slender, c ≈1:12 to ≈1:20.
In case of hydraulic pressure connections the nut is to be effectively secured against the rudder
stock or the pintle.
For the safe transmission of the torsional moment by the coupling between rudder stock and
rudder body the push-up pressure and the push-up length are to be determined according to
3.1.6.4(2) and 3.1.6.4(3) respectively.
Figure 3.1.6.4 Cone couplings with special arrangements for mounting and dismounting
the couplings
(2) Push-up pressure

The push-up pressure is not to be less than the greater of the two following values:
2QF 103 N/mm2

preq1 
d m l 0
2
6 M b 103 N/mm2
preq2 
l 2d m
where: QF — design yield moment of rudder stock, as defined in 3.6.3.2 of this Section, in Nm;
dm — mean cone diameter, in mm, see Figure 3.6.3.1;
l — cone length, in mm;
µ0 — frictional coefficient, equal to 0.15;
Mb — bending moment in the cone coupling (e.g. in case of spade rudders), in Nm.
It has to be proved by the designer that the push-up pressure does not exceed the permissible
surface pressure in the cone. The permissible surface pressure, in N/mm², is to be determined by
the following formula:
0.8ReH (1 2 )
p perm  N/mm2
3 4
where: ReH — minimum yield stress of the material of the gudgeon, in N/mm2;
dm
 ;
da
dm — diameter, in mm, see Figure 3.1.6.3;
da — outer diameter of the gudgeon to be not less than 1.5 dm, in mm, see Figure 3.1.6.3.
(3) Push-up length
The push-up length l , in mm, is to comply with the following formula:
2-58
l1  l  l2
where: l  preq d m 0.8Rtm

 mm
 1 
1 2
c
E  c
 2 
1.6ReH d m 0.8Rtm
l2   mm
Ec 3 4 c
Rtm — mean roughness, in mm, taken equal to 0.01;

c — taper on diameter according to 3.1.6.4(1) of this Section, in mm;
Notwithstanding the above, the push up length is not to be less than 2 mm.
Note: In case of hydraulic pressure connections the required push-up force Pe, in N, for the cone
may be determined by the following formula:
c 
Pe  preq d ml  0.02 
 2 
The value 0.02 is a reference for the friction coefficient using oil pressure. It varies and depends
on the mechanical treatment and roughness of the details to be fixed. Where due to the fitting
procedure a partial push-up effect caused by the rudder weight is given, this may be taken into
account when fixing the required push-up length, subject to approval by CCS.
3.1.7 Pintles
3.1.7.1 Scantlings
The pintle diameter dp, in mm, is not to be less than:
d p 0.35 BK p mm
where: B — relevant bearing force, in N;

kp — material factor for pintle as given in 1.1.3.5 of this Section.
3.1.7.2 Couplings
(1) Tapering
Pintles are to have a conical attachment to the gudgeons with a taper on diameter not greater than:
1:8 to 1:12 for keyed and other manually assembled pintles applying locking by slugging nut,
1:12 to 1:20 on diameter for pintles mounted with oil injection and hydraulic nut.
(2) Push-up pressure for pintle bearings
The required push-up pressure for pintle bearings preq, in N/mm², is to be determined by the
following formula:
Bd N/mm2
preq 0.4 12 0
d ml
where: B1 — Supporting force in the pintle bearing, in N;
d0 — Pintle diameter, in mm, see Figure 3.1.6.3.
The push up length is to be calculated similarly as in 3.1.6.4(3) of this Section, using required
push-up pressure and properties for the pintle bearing.
2-59
3.1.7.3 The minimum dimensions of threads and nuts are to be determined according to
3.1.6.3(3).
3.1.7.4 Pintle housing
The length of the pintle housing in the gudgeon is not to be less than the pintle diameter dp. dp is to
be measured on the outside of liners.
The thickness of the pintle housing is not to be less than 0.25 dp.
3.1.8 Rudder stock bearing, rudder shaft bearing and pintle bearing
3.1.8.1 Liners and bushes
(1) Rudder stock bearing
Liners and bushes are to be fitted in way of bearings. The minimum thickness of liners and bushes
tmin is to be equal to:
• tmin = 8 mm for metallic materials and synthetic material;
• tmin = 22 mm for lignum material.
(2) Pintle bearing
The thickness of any liner or bush t, in mm, is not to be less than the minimum thickness defined
in 3.1.8.1(1) and the following value:
t0.01 P
where: P — relevant bearing force, in N.
3.1.8.2 Minimum bearing surface
An adequate lubrication is to be provided.
The bearing surface Ab (defined as the projected area: length × outer diameter of liner) is not to be
less than:
P
Ab  mm2
qa
where: P — reaction force, in N, in bearing as determined in 3.1.3.2 of this Section;
qa — allowable surface pressure according to Table 3.1.8.2.
The maximum surface pressure qa for the various combinations is to be taken as reported in the
table below. Higher values than given in Table 3.1.8.2 may be taken in accordance with makers’
specifications if they are verified by tests:
Maximum surface pressure qa Table 3.1.8.2

2
Bearing material qa (N/mm )
Lignum vitae 2.5
White metal, oil lubricated 4.5
① ②
Synthetic material with hardness between 60 and 70 Shore D 5.5
③
Steel and bronze and hot-pressed bronze-graphite materials 7.0
Notes:
① Indentation hardness test at 23°C and with 50% moisture, are to be carried out according to a recognized
standard. Synthetic bearing materials are to be of an approved type.
② Surface pressures exceeding 5.5 N/mm2 may be accepted in accordance with bearing manufacturer's
specification and tests, but in no case more than 10 N/mm2.
③ Stainless and wear-resistant steel in an approved combination with stock liner.
3.1.8.3 Bearing dimensions

The length/diameter ratio of the bearing surface is not to be greater than 1.2.
2-60
The bearing length Lp of the pintle is to be such that DP≤ LP ≤1.2 DP
where: Dp — Actual pintle diameter measured on the outside of liners.
3.1.8.4 Bearing clearances
With metal bearings, clearances should not be less than db / 1000 + 1.0 mm on the diameter. If
non-metallic bearing material is applied, the bearing clearance is to be specially determined
considering the material’s swelling and thermal expansion properties. This clearance is not to be
taken less than 1.5 mm on bearing diameter unless a smaller clearance is supported by the
manufacturer’s recommendation and there is documented evidence of satisfactory service history
with a reduced clearance.
3.1.9 Strength of rudder horns and rudder trunk

3.1.9.1 Rudder horns
Rudder horns supporting semi-spade type rudders may be cast or fabricated, and their horizontal
sectional shape may be referred to the section of propeller posts. When the connection between the
rudder horn and the hull structure is designed as a curved transition into the hull plating, special
consideration is to be given to the effectiveness of the rudder horn plate in bending and to the
stresses in the transverse web plates. The radius at the shell connection is not to be less than 0.8L
+ 150 mm, L being the length of ship, in m.
The bending moments and shear forces are to be determined by a direct calculation or in line with
the guidelines given in 2.4 and 2.5 of Appendix 1 for semi spade rudder with one elastic support
and semi spade rudder with 2-conjugate elastic support respectively.
The section modulus around the horizontal x-axis W is not to be less than:
W= MbK / 67 cm3
where: Mb — bending moment at the section considered, in Nm.
The shear stress  is not to be larger than:
 48/K N/mm2
where: K — material factor as given in 3.1.1.3(2) or 3.1.1.3(5) of this Section.
(1) Equivalent stress
At no section within the height of the rudder horn is the equivalent stress to exceed 120/K N/mm2.
The equivalent stress σv is to be calculated by the following formula:
 v   b2 3 2  T2  N/mm2
where: σb=Mb / Zx, in N/mm2;

 B1 / Ah , in N/mm ;
2
B1 — supporting force in the pintle bearing, in N;

Ah — effective shear area of rudder horn in y-direction, in mm2;
 T M T 103 /2 AT th , in N/mm2;
MT — torsional moment, in Nm;

AT — area in the horizontal section enclosed by the rudder horn, in mm2;
th — plate thickness of rudder horn, in mm;
(2) Rudder horn plating
The thickness of the rudder horn side plating t is not to be less than:
2-61
t2.4 LK mm
where: L — length of the ship, in m;
K — material factor as given in 3.1.1.3(2) of this Section.
(3) Welding and connection to hull structure
The rudder horn plating is to be effectively connected to the aft ship structure, e.g. by connecting
the plating to side shell and transverse/ longitudinal girders, in order to achieve a proper
transmission of forces, see Figure 3.1.9.1.
Brackets or stringer are to be fitted internally in horn, in line with outside shell plate, as shown in
Figure 3.1.9.1.
Figure 3.1.9.1 Connection of rudder horn to aft ship structure
Transverse webs of the rudder horn are to be led into the hull up to the next platform deck in a
sufficient number.
Strengthened plate floors are to be fitted in line with the transverse webs in order to achieve a
sufficient connection with the hull.
The centre line bulkhead (wash-bulkhead) in the after peak is to be connected to the rudder horn.
Scallops are to be avoided in way of the connection between transverse webs and shell plating.
The weld at the connection between the rudder horn plating and the side shell is to be full
penetration. The welding radius is to be as large as practicable and may be obtained by grinding.
3.1.9.2 Rudder trunk
(1) Materials, welding and connection to hull
This requirement applies to both trunk configurations (extending or not below stern frame).
The steel used for the rudder trunk is to be of weldable quality, with a carbon content not
exceeding 0.23% on ladle analysis and a carbon equivalent CEQ not exceeding 0.41%.
Plating materials for rudder trunks are in general not to be of lower grades than corresponding to
class II as defined in Section 3, Chapter 1 of this PART.
The weld at the connection between the rudder trunk and the shell or the bottom of the skeg is to
be full penetration.
The fillet shoulder radius r, in mm (see Figure 3.1.9.2) is to be as large as practicable and to
comply with the following formulae:
r =60 when σ ≥ 40 K N/mm2
r =0.1dc, and not less than 30 mm when σ <40/ K N/mm2
where: dc — rudder stock diameter axis as defined in 3.1.4.2;
σ — bending stress in the rudder trunk, in N/mm2;
K — material factor as given in 3.1.1.3(2) or 3.1.1.3(5) of this Section.
2-62
The radius may be obtained by grinding. If disk grinding is carried out, score marks are to be
avoided in the direction of the weld. The radius is to be checked with a template for accuracy.
Four profiles at least are to be checked. A report is to be submitted to the Surveyor.
Rudder trunks comprising of materials other than steel are to be specially considered by CCS.
Figure 3.9.2.1
(2) Scantlings
Where the rudder stock is arranged in a trunk in such a way that the trunk is stressed by forces due
to rudder action, the scantlings of the trunk are to be such that: the equivalent stress due to
bending and shear does not exceed 0.35 ReH.
The bending stress on welded rudder trunk σ is to be in compliance with the following formula:
σ ≤ 80/ K N/mm2
σ — bending stress in the rudder trunk, as defined in 3.1.9.3(1);
K — material factor for the rudder trunk as given in 3.1.1.3(2) or 3.1.1.3(5) of this
Section, not to be taken as less than 0.7;
ReH — yield stress , in N/mm2, of the material used.
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.
3.1.10 Others
3.1.10.1 Quadrants and tillers
(1) The section modulus W of the tiller at any section from the centre of the rudder stock about the
vertical axis is not to be less than that obtained from the following formula:
D
W 0.14(1 s ) Dt3 mm3
R
where: Ds — distance from the section under consideration to the centerline of the stock on the
tiller, not greater than the bore diameter of the pin, in mm, see Figure 3.1.10.1;
Dt — stock diameter, in mm, at the tiller, calculated according to 3.1.4.1 of this Section;
R — radius of quadrant or length of tiller, in mm.
For quadrants having more than one arm, the combined section modulus of the arms is not to be
less than that required in the above formula.
For tillers of rectangular section, the breadth to depth ratio is not to be more than 2.
(2) Depth of boss of the quadrant or tiller h≥1.0Dt, and its outside diameter D0 ≥ 1.8Dt, see Figure
2-63
3.1.10.1. Where the depth of boss of the tiller h is greater than Dt, the required outer diameter D0
can be reduced accordingly. It is to be ensured that h×D02 ≥1.8Dt3, and D0 cannot be less than
1.6Dt in any case. The definition of Dt is the same as in (1) above.
Figure 3.1.10.1
(3) Where the boss of a tiller (quadrant) is composed of two half pieces, at least one key is to be
fitted and each end of the key is to be secured by at least 2 bolts. The bolts are to be pretightened
and the prestressing force on each bolt is to correspond to 70% of the permissible stress of bolt
material. Where double keys are used, the prestressing force can be reduced appropriately. The
total cross-sectional area Ab of all bolts is not to be less that obtained by the following formula:
3
Dt mm2
Ab 0.2
b
where: Dt — diameter of the rudder stock, in mm, at the tiller, calculated according to 3.1.4.1 of
this Section;
b — distance from the centerline of the bolt to that of the stock, in mm.
(4) The cross-sectional area Ar and moment of inertia Ir of the rod connecting the tiller (quadrant)
to the tiller are not to be less than those obtained from the following formulas:
3
Dt mm2
Ar 0.12
R
3
Dt I 2 mm4
I r 6.6
R
where: Dt — diameter of the rudder stock, in mm, at the tiller of a passive rudder, calculated
l — length of the connecting rod, in mm;
R — length of the tiller of the passive rudder, in mm.
(5) For a rotary vane type steering gear, the rotor and blades of the gear are to comply with the
requirements of 3.1.10.1(1) and 3.1.10.1(2) for boss of the tiller and the tiller.
3.1.10.2 Connection of rudder tiller to stock
The connection of the rudder tiller to stock is to be such that mechanical forces are transmitted
from the steering gear to the rudder stock in any operational condition. The torque Td transmitted
by such connection is not to be less than twice the design torque of the steering gear, but need not
be greater than the design yield torque QF of the stock calculated according to 3.1.6.3(2) of this
2-64
Section. The design torque of the steering gear is corresponding to the design pressure in 13.1.6.5
of Chapter 13, PART THREE of the Rules.
(2) For torque transmission by friction, the average surface pressure pr for the connection of tiller
to stock is not to be less than that obtained from the following formula:
2T fr
pr  103 N/ mm2
Dm lf
2
where: Tfr — torque transmitted by friction, in N·m;

= Td, for keyless connection;
= 0.5Td, for keyed connection;
Td — torque transmitted through connection of tiller to stock, in N·m, determined
Dm — diameter of the rudder stock or mean diameter of the taper, in mm;
l — length of the effectively connected portion of the tiller, in mm;
f — coefficient of friction, taken as 0.15 for hydraulic fit or 0.18 for dry fit.
(3) For conical connection, nuts are to be used for securing against axial displacement. The size of
nuts is to comply with the requirements of 3.1.6.3(3) of this Section.
(4) Where the tiller is connected to the stock by means of several expansion sleeves or conical
sleeves, as indicated in Figure 3.1.10.2, the influence of axial forces is also to be taken into
account. In this case, the torque Td1 transmitted by the connection of tiller to stock is not to be less
than that obtained from the following formula:
Td 1  Td2 (2W Dm ) 2 104 Nm
where: Td — torque, in N·m, determined according to 3.1.10.2(1) of this Section;

W — weight of rudder and rudder stock, in kg;
Dm — diameter of rudder stock, in mm.
(a) Expansion sleeve (b) Conical sleeve

Figure 3.1.10.2
(5) The taper of cone on diameter is to be not greater than 1:15 for keyless conical connection and
not greater than 1:10 for keyed conical connection.
(6) For keyed connection, the shear area As of the key is not to be less than that obtained from the
following formula:
2-65
70Td k key T fr 
As  cm2
Dk ReH
where: Td — torque transmitted through connection of tiller to stock, in N·m, calculated according
to 3.1.10.2 of this Section;
kkey — coefficient, determined as follows:
= 0.7 where boss of tiller is composed of two half pieces and secured by bolts;
= 0.9 for hydraulic fitting of tiller to stock;
= 1.0 in other cases.
Tfr — torque transmitted by friction, in N·m, calculated according to the following formula:
p D 2 lf
T fr  r m 103
2
where: pr — average surface pressure for the connection of tiller to stock, in N/mm2, determined
according to 3.1.10.2(1) of this Section. Where hydraulic fitting or shrinkage fit is
adopted for the conical connection, the average push-up surface pressure is to be
taken;
Dm, l, f — same as in 3.1.10.2(2) of this Section;
Dk — mean diameter, in mm, of rudder stock cone in way of the position where the key is
fitted;
ReH — yield stress, in N/mm2, of key material.
(7) For keyed connections, the compressed area Ak of keys (round edge portion not included) is
not to be less than that obtained from the following formula:
22Td k key T fr 
Ak  cm2
Dk ReH
where: Td , kkey, Tfr , Dk — same as in 3.1.10.2(7) of this Section;
ReH — yield stress, in N/mm2, of key material.
(8) Where two keys are fitted, the shear area As and compressed area Ak of each key can be taken
as 2/3 of the value obtained for one key.
(9) The keyway is to have an adequately rounded end. The radius of curvature is usually not to be
less than 5% of the thickness of the key. The compressive stress on the stock/tiller keyway is not
to exceed 90% of the yield stress of the material used.
(10) Where the hydraulic fitting or shrinkage fit is adopted for the conical connection, the push-up
length and the average push-up surface pressure are to be determined in accordance with the
following requirements:
① The push-up length S is to meet the following:
S1SS2
2
The minimum push-up length S1  1 [ 2 pr Dm k 2 0.02] mm
k1 E ( k 2 1)
2
The maximum push-up length S 2  1 [1.4 ReH Dm k 22

0.02] mm
k1 E 3k 24 1
where: pr — average surface pressure for the connection of tiller to stock, in N/mm2,
determined according to 3.1.10.2(2) of this Section;
k1 — taper of cone on diameter;
2-66
k2 = (Dm + 2ta) / Dm;
Dm — mean diameter of cone, in mm;
ta — mean thickness of boss of tiller, in mm;
ReH — yield stress of material of boss of tiller or rudder stock, whichever is less, in N/ mm2;
E — elastic modulus, to be taken as 2.06 × 105, in N/mm2.
② The average push-up surface pressure P is to be calculated by the following formula:
SE ( k 22 1)k1
P N/ mm2
2 Dm k 22
where: k1, k2, Dm and E — same as in (1) above;

S — the push-up length determined in accordance with (1) above, in mm.
3.1.10.3 Strengthening for navigation in ice
(1) For ships with Ice Class notations the scantlings and arrangement of the rudder structures are
to comply with the relevant requirements of Chapter 4 of this PART.
Section 2 ANCHORING AND MOORING EQUIPMENT
Equipment Required Table 3.2.1.1(1)

Ship type Required equipment
Cargo ships, bulk carriers, oil tankers, trailing
Using N
suction dredgers, ferries, etc.
Using N. Towlines are to be adequate for tug’s maximum
Tugs
bollard pull with factor of safety ≥ N
Using N, but the chain cables are to be selected 2 grades above
Offshore supply ships
N
Manned barges Using N
Using N, but only one bower anchor is required, and 0.5 times
Unmanned barges
the length of chain cables required for N may be provided
Using N, but side projections of the crane, pile driver, etc. are to
be considered for N. If the anchors used comply with the
requirements of this Table, they may be used in lieu of bower
anchors. Where wires are substituted for chain cables, the length
of the wires is not to be less than 1.5 times that of the required
Floating cranes, floating pile drivers or other chain cables and the breaking strength of the wires is to be
similar workboats equal to that of the required chain cables. A short length of
chain cables is to be fitted between the anchor and the wire,
having a length of 12.5 m or equal to the distance from the
anchor in the stowed position to the winch, whichever is the
lesser, and a swivel is to be fitted at the connection between the
wire and the chain cable
2-67
Appendix 1 GUIDELINES FOR CALCULATION OF BENDING MOMENT AND
SHEAR FORCE DISTRIBUTION
1 GENERAL
1.1 Applications
1.1.1 The evaluation of bending moments, shear forces and support forces for the system rudder–
rudder stock may be carried out for some basic rudder types as outlined in 2.1 to 2.5 of this
Appendix.
2 THE FORCES ON RUDDER– RUDDER STOCK
2.1 Spade rudder

Data for the analysis
l10 − l30 = lengths of the individual girders of the system, in m;
I10 – I30 = moments of inertia of these girders, in cm4.
Load of rudder body PR:
PR = CR / (ℓ10 103) kN/m
Moments and forces
The moments and forces may be determined by the following formulae:
Mb = CR (ℓ20 + (ℓ10 (2 c1 + c2) / 3 (c1 + c2)) Nm
Mb
B3  N
l30
B2 = C R + B3 N
Figure 2.1 Spade rudder

where: CR ― rudder force, in N.
2.2 Spade rudder with trunk

2-68
PR= CR / ((ℓ10 + ℓ20)103) kN/m
Moments and forces
For spade rudders with rudders trunks the moments, in Nm, and forces, in N, may be determined
by the following formulae:
MR is the greatest of the following values:
MR = CR2 (l10 − CG2Z) Nm
MR = CR1 (CG1Z − l10) Nm
where: CR1: rudder force over the rudder blade area A1;
CR2: rudder force over the rudder blade area A2;
CG1Z: vertical position of the centre of gravity of the rudder blade area A1;
CG2Z: vertical position of the centre of gravity of the rudder blade area A2;
MB = CR2(l10-CG2Z) Nm
B3 = (MB+ MCR1)/(l20+l30) N
B2＝CR + B3 N
Figure 2.2 Spade rudder with trunk
2.3 Rudder supported by sole piece

For rudders supported by a sole piece the length l20 is the distance between lower edge of rudder
body and centre of sole piece and I20 the moment of inertia of the pintle in the sole piece.
I50 = moment of inertia of sole piece around the z-axis, in cm4;
l50 = effective length of sole piece, in m;
PR = CR / (ℓ10 103) kN/m
Z — spring constant of support in the sole piece;
Z = 6.18 × I50/ ℓ503 kN/m
where: CR ― rudder force, in N.
Moments and forces
Moments and shear forces are indicated in Figure 2.3.
2-69
Figure 2.3 Rudder supported by sole piece
2.4 Semi spade rudder with one elastic support

Z — spring constant of support in the rudder horn:
Z 1/( f b  f t ) kN/m, for the support in the rudder horn (see Figure 2.4.1);
fb — unit displacement of rudder horn, in m, due to a unit force of 1 kN acting in the centre of
support:
1.3d 3
fb  m/kN (guidance value);
6.18 I n
In — moment of inertia of horizontal section of rudder horn around the x-axis, in cm4 (see also
Figure 2.4.1);
ft — unit displacement due to torsion, in m/kN;
de 2 ui /ti
ft  m/kN
3.14108 FT2
FT — mean sectional area of rudder horn, in m2;

ui — breadth in [mm] of the individual plates forming the mean horn sectional area;
ti — thickness within the individual breadth ui, in mm;
h — Height of the rudder horn, in m, defined in Figure 2.4.1. This value is measured downwards
from the upper rudder horn end, at the point of curvature transition, to the mid-line of the
lower rudder horn pintle;
e — distance as defined in Figure 2.4.2, in m, measured to h/2 of the height of the rudder horn;
Load of rudder body:
CR 2
pR10  kN/m
l10103
2-70
C R1
pR 20  kN/m
l20103
where: CR, CR1, CR2, see 2.2 of this Appendix.
Moments and forces
Moments and shear forces are indicated in Figure 2.4.1.
Rudder horn
The loads on the rudder horn are as follows:
Mb — bending moment = B1 z, in Nm;
Mbmax= B1h, in Nm;
Q — shear force = B1, in N;
MT(z) — torsional moment = B1 e (z), in Nm.
An estimate for B1 is:
B1= CRb/ (l20 + l30), in N.
Figure 2.4.1 Semi spade rudder with one elastic support
Figure 2.4.2 Rudder horn of semi spade rudder with one elastic support
2.5 Semi spade rudder with 2-conjugate elastic support

K11, K22, K12: Rudder horn compliance constants calculated for rudder horn with 2-conjugate
elastic supports (Figure 2.5.1).The 2-conjugate elastic supports are defined in terms of horizontal
displacements, yi, by the following equations:
at the lower rudder horn bearing:
2-71
y1= −K12B2−K22B1
at the upper rudder horn bearing:
y2= −K11B2−K12B1
where: y1, y2 — horizontal displacements, in m, at the lower and upper rudder horn bearings,
respectively;
B1, B2 — horizontal support forces, in kN, at the lower and upper rudder horn bearings,
respectively;
K11, K22, K12 — obtained, in m/kN, from the following formulae:
3 e 2
K111.3 
3EJ 1h GJ th
 3 2 h  e 2 
K 22 1.3  
 3EJ 1h 2 EJ 1h  GJ th
 3 2 d    h 2 h 3  e 2 h
K12 1.3    
 3EJ 1h EJ 1h EJ 1h 3EJ 2 h  GJ th
where: h — height of the rudder horn, in m, defined in Figure 2.5.1. This value is measured
downwards from the upper rudder horn end, at the point of curvature transition, to
the mid-line of the lower rudder horn pintle;
λ— length, in m, as defined in Figure 2.5.2. This length is measured downwards from the
upper rudder horn end, at the point of curvature transition, to the mid-line of the
upper rudder horn bearing. For λ = 0, the above formulae converge to those of spring
constant Z for a rudder horn with 1-elastic support, and assuming a hollow cross
section for this part;
e — rudder-horn torsion lever, in m, as defined in Figure 2.5.1 (value taken at z = h/2);
J1h — moment of inertia of rudder horn about the x axis, in m4, for the region above the
upper rudder horn bearing. Note that J1h is an average value over the length λ (see
Figure 2.5.1;
J2h — moment of inertia of rudder horn about the x axis, in m4, for the region between the
upper and lower rudder horn bearings. Note that J2h is an average value over the
length h - λ (see Figure 2.5.1);
Jth — torsional stiffness factor of the rudder horn, in m4. For any thin wall closed section:
4FT2 m4
J th 
ui
i t
i
FT — mean of areas enclosed by outer and inner boundaries of the thin walled section of
rudder horn, in m2;
ui — length, in mm, of the individual plates forming the mean horn sectional area;
ti — thickness, in mm, of the individual plates mentioned above.
Note that the Jth value is taken as an average value, valid over the rudder horn height.
Load of rudder body:
CR 2
pR10  kN/m
l10103
2-72
C R1
pR 20  kN/m
l20103
where: CR, CR1, CR2, see 2.2 of this Appendix.

Moments and forces
Moments and shear forces are indicated in Figure 2.5.1.
Rudder horn bending moment
The bending moment acting on the generic section of the rudder horn is to be obtained, in Nm,
from the following formulae:
between the lower and upper supports provided by the rudder horn:
MH = FA1z Nm
above the rudder horn upper-support:
MH = FA1z+ FA2 (z - dlu) Nm
where:
FA1 — support force at the rudder horn lower-support, in N, to be obtained according to Figure
2.5.1, and taken equal to B1;
FA2 — support force at the rudder horn upper-support, in N, to be obtained according to Figure
2.5.1, and taken equal to B2;
z — distance, in m, defined in Figure 2.5.2, to be taken less than the distance h, in m, defined in
the same figure;
dlu — distance, in m, between the rudder-horn lower and upper bearings (according to Figure 2.5.1,
dlu = h - λ ).
Rudder horn shear force
The shear force QH acting on the generic section of the rudder horn is to be obtained, in N, from
the following formulae:
between the lower and upper rudder horn bearings:
QH = FA1 N
above the rudder horn upper-bearing:
QH = FA1+ FA2 N
where: FA1, FA2 — support forces, in N.
The torque acting on the generic section of the rudder horn is to be obtained, in Nm, from the
following formulae:
between the lower and upper rudder horn bearings:
MT = FA1e(Z) Nm
above the rudder horn upper-bearing:
MT = FA1e(Z)+ FA2e(Z) Nm
where: FA1, FA2 — support forces, in N;
e(z) — torsion lever, in m, defined in Figure 2.5.2.
Rudder horn shear stress calculation
For a generic section of the rudder horn, located between its lower and upper bearings, the
following stresses are to be calculated:
τS — shear stress, in N/mm2, to be obtained from the following formula:
F
 s  A1 N/mm2
AH
2-73
τT — torsional stress, in N/mm2, to be obtained for hollow rudder horn from the following
formula:
M 10 3 N/mm2
T  T
2 FT t H
For solid rudder horn, τT is to be considered by CCS on a case by case basis.
For a generic section of the rudder horn, located in the region above its upper bearing, the
following stresses are to be calculated:
τS — shear stress, in N/mm2, to be obtained from the following formula:
FA1 FA2
s N/mm2
AH
τT — torsional stress, in N/mm2, to be obtained for hollow rudder horn from the following
formula:
M 10 3 N/mm2
T  T
2 FT t H
For solid rudder horn, τT is to be considered by CCS on a case by case basis.
where:
FA1, FA2 — support forces, in N;
AH — effective shear sectional area of the rudder horn, in mm2, in y-direction;
MT — torque, in Nm;
FT — mean of areas enclosed by outer and inner boundaries of the thin walled section of
rudder horn, in m2;
tH — Plate thickness of rudder horn, in mm. For a given cross section of the rudder horn,
the maximum value of τT is obtained at the minimum value of tH.
Rudder horn bending stress calculation
For the generic section of the rudder horn within the length h, the following stresses are to be
calculated:
σB — bending stress, in N/mm2, to be obtained from the following formula:
M
σB H N/mm2
W
where: MH — bending moment at the section considered, in Nm;
W — section modulus, in cm3, around the x-axis (see Figure 2.5.2).
Figure 2.5.1
2-74
Figure 2.5.2
2-75
CHAPTER 5 DOUBLE HULL OIL TANKERS
Appendix 1 DIRECT STRENGTH CALCULATION OF DOUBLE HULL OIL TANKERS
5 YIELD STRENGTH EVALUATION
5.1.1 The strength check is to be carried out after the stresses due to local load case and global
load case are combined. Strength evaluation is to be carried out for all primary members in the
cargo tanks amidships (including bulkheads) within the longitudinal extent. The evaluation is to be
based on the combined stress, which are derived from local load case and global load case in
accordance with 1.5.1.9(2) of Chapter 1 of this PART.
2-76
CHAPTER 6 SINGLE HULL OIL TANKERS
6.1.1.1 This Chapter applies to the structures of cargo tanks and adjacent pump rooms, ballast
tanks and cofferdams (excluding bulkheads not adjacent to cargo tanks) of oil tankers with single
hull and single bottom or with single hull and double bottom as provided in Section 12, Chapter 1
of this PART.
2-77
CHAPTER 7 CONTAINER SHIPS

7.2.1.1 Application
(1) Application
This Section applies to container ships of 90 m and over in length and ships dedicated primarily to
carry their loads in containers. For container ships up to or greater than 65 m but less than 90 m in
length, the requirements of longitudinal strength are referred to in Section 2 of Chapter 2 of this
PART.
(2) Load limitations
The wave loads as given in 7.2.2.3 of this Section apply to ships meeting the following criteria:
Length 90 m ≤ L ≤ 500 m;
Proportion 5 ≤ L/B ≤ 9; 2 ≤ B/d ≤ 6;
Block coefficient at scantling draught 0.55 ≤ Cb ≤ 0.9.
For ships that do not meet all of the aforementioned criteria, special considerations such as direct
calculations of wave induced loads may be required by CCS.
(3) Longitudinal extent of strength assessment
The stiffness, yield strength, buckling strength and hull girder ultimate strength assessment are to
be carried out in way of 0.2L to 0.75L with due consideration given to locations where there are
significant changes in hull cross section, e.g. changing of framing system and the fore and aft end
of the forward bridge block in case of two-island designs.
In addition, strength assessments are to be carried out outside this area. As a minimum
assessments are to be carried out at forward end of the foremost cargo hold and the aft end of the
aft most cargo hold. Yield strength assessment is to be carried out in compliance with the
requirements of 7.2.3.3(4).
(4) For container ships of 90 m and over in length and ships dedicated primarily to carry their
loads in containers, the minimum section moduls W0 at amidship of hull girder is to comply with
the requirements of Section 2, Chapter 2 of this PART.
7.2.1.2 Symbols and definitions
(1) Symbols
L length of ship, in m, see 1.1.2 of Chapter 1;
B moulded breadth of ship, in m, see 1.1.2 of Chapter 1;
C wave parameter, see 7.2.2.3(1);
d draught, in m, see 1.1.2 of Chapter 1;
Cb block coefficient at scantling draught, see 1.1.2 of Chapter 1;
Cw waterplane coefficient at at scantling draught d, to be taken as:
𝐶𝑊 = 𝐴𝑊 ⁄(𝐿𝐵);
Aw waterplane area at at scantling draught d, in m2;
ReH minimum yield stress of material, in N/mm²;
K material factor;
E Young’s modulus, in N/mm².to be taken as E = 2.06*105 N/mm²for steel;
MS vertical still water bending moment in seagoing condition, in kNm, at the cross section
under consideration;
MSmax, MSmin permissible maximum and minimum vertical still water bending moments in
seagoing condition, in kNm, at the cross section under consideration, see
7.2.2.2(2);
MW vertical wave induced bending moment, in kNm, at the cross section consideration;
FS vertical still water shear force in seagoing condition, in kN, at the cross section under
consideration;
FSmax, FSmin permissible maximum and minimum vertical still water shearing forces in
seagoing condition, in kN, at the cross section under consideration, see 7.2.2.2(2);
FW vertical wave induced shearing force, in kN, at the cross section under consideration;
qv shear flow along the cross section under consideration, to be calculated according to
2-1
Appendix 3 of this Chapter;
fNL-Hog non-linear correction factor for hogging, see 7.2.2.3(2);
fNL-Sag non-linear correction factor for sagging, see 7.2.2.3(2);
fR factor related to the operational profile, see 7.2.2.3(2);
tnet net thickness, in mm, see 7.2.1.3(1);
tres reserve thickness, to be taken as 0.5 mm;
Inet net vertical hull girder moment of inertia at the cross section under consideration, to be
determined using net scantlings as defined in 7.2.1.3, in m4;
σHG hull girder bending stress, in N/mm²,as defined in 7.2.2.5;
τHG hull girder shearing stress, in N/mm²,as defined in 7.2.2.5;
X longitudinal coordinate of a location under consideration, in m;
z vertical coordinate of a location under consideration, in m;
zn distance from the baseline to the horizontal neutral axis, in m.
(2) Fore end and aft end
The fore end (FE) of the rule length of ship (L), see Figure 7.2.1.2(1), is the perpendicular to the
scantling draught waterline at the forward side of the stem.
The aft end (AE) of the rule length of ship (L), see Figure 7.2.1.2(1), is the perpendicular to the
scantling draught waterline at a distance L aft of the fore end (FE).
Figure 7.2.1.2(1) Ends of lenth of ship (L)
(3) Reference coordinate system

The ships geometry, loads and load effects are defined with respect to the following righthand
coordinate system (see Figure 2):
Origin: At the intersection of the longitudinal plane of symmetry of ship, the aft end of L and the
baseline.
x axis: longitudinal axis, positive forwards.
y axis: transverse axis, positive towards portside.
z axis: vertical axis, positive upwards.
Figure 7.2.1.2(2) Reference coordinate system
7.2.1.3 Corrosion margin and net thickness

(1) Net scantling definition
2-2
The strength is to be assessed using the net thickness approach on all scantlings.
The net thickness, tnet, for the plates, webs and flanges is obtained by subtracting the voluntary
addition tvol_add and the factored corrosion addition tc from the as built thickness tas_built, as follows:
𝑡𝑛𝑒𝑡 = 𝑡𝑎𝑠_𝑏𝑢𝑖𝑙𝑡 − 𝑡𝑣𝑜𝑙_𝑎𝑑𝑑 − 𝛼𝑡𝑐
where α is a corrosion addition factor whose values are defined in Table 7.2.1.3(1).
The voluntary addition, if being used, is to be clearly indicated on the drawings.
Vlaues of corrosion addition factor Table 7.2.1.3(1)

Structural requirement Property/analysis type 
Strength assessment
Section property 0.5
(7.2.3)
Buckling strength Section property (stress determination) 0.5
(7.2.4) Buckling capability 1.0
Hull girder ultimate strength Section property 0.5
(7.2.5) Buckling/collapse capacity 0.5
(2) Determination of corrosion addition

The corrosion addition for each of the two sides of a structural member, tc1 or tc2 is specified in
Table 7.2.1.3(2). The total corrosion addition, tc, in mm, for both sides of the structural member is
obtained by the following formula:
𝑡𝑐 = (𝑡c1 + 𝑡c2 ) + 𝑡𝑟𝑒𝑠
For an internal member within a given compartment, the total corrosion addition, tc is obtained
from the following formula:
𝑡𝑐 = (2𝑡c1) + 𝑡𝑟𝑒𝑠
The corrosion addition of a stiffener is to be determined according to the location of its connection
to the attached plating.
Corrosion addition for one side of structural member Table 7.2.1.3(2)

One side corrosion addition tc1 or tc2
Compartment type
(mm)
Exposed to sea water 1.0
Exposed to atmosphere 1.0
Ballast water tank 1.0
Void and dry spaces 0.5
Fresh water, fuel oil and lube oil tank 0.5
Accommodation spaces 0.0
Container holds 1.0
Compartment types not mentioned above 0.5
(3) Determination of net section properties

The net section modulus, moment of inertia and shear area properties of a supporting member are
to be calculated using the net dimensions of the attached plate, web and flange, as defined in
Figure 7.2.1.3. The net cross-sectional area, the moment of inertia about the axis parallel to the
attached plate and the associated neutral axis position are to be determined through applying a
corrosion magnitude of 0.5 αtc deducted from the surface of the profile cross-section.
2-3
Figure 7.2.1.3 Net sectional properties of supporting members
7.2.2 Loads
7.2.2.1 Sign convention for hull girder loads
The sign conventions of vertical bending moments and vertical shear forces at any ship transverse
section are as shown in Figure 7.2.2.1, namely:
• The vertical bending moments MS and MW are positive when they induce tensile stresses in the
strength deck (hogging bending moment) and negative when they induce tensile stresses in the
bottom (sagging bending moment).
• The vertical shear forces FS, FW are positive in the case of downward resulting forces acting aft
of the transverse section and upward resulting forces acting forward of the transverse section
under consideration. The shear forces in the directions opposite to above are negative.
Bending
moments:
Shear forces:
Figure 7.2.2.1 Sign conventions of bending moments and shear forces
7.2.2.2 Still water bending moments and shear forces

(1) General requirements
Still water bending moments, MS in kNm, and still water shear forces, FS in kN, are to be
2-4
calculated at each section along the ship length for design loading conditions as specified in
7.2.2.2(2).
(2) Design loading conditions
In general, the design cargo and ballast loading conditions, based on amount of bunker, fresh
water and stores at departure and arrival, are to be considered for the MS and FS calculations.
Where the amount and disposition of consumables at any intermediate stage of the voyage are
considered more severe, calculations for such intermediate conditions are to be submitted in
addition to those for departure and arrival conditions. Also, where any ballasting and/or
de-ballasting is intended during voyage, calculations of the intermediate condition just before and
just after ballasting and/or de-ballasting any ballast tank are to be submitted and where approved
included in the loading manual for guidance.
The permissible vertical still water bending moments MSmax and MSmin and the permissible vertical
still water shear forces FSmax and FSmin in seagoing conditions at any longitudinal position are to
envelop:
• the maximum and minimum still water bending moments and shear forces for the seagoing
loading conditions defined in the Loading Manual;
• the maximum and minimum still water bending moments and shear forces specified by the
designer.
The Loading Manual is to include the relevant loading conditions, which envelop the still water
hull girder loads for seagoing conditions, including those specified in 2.2.2.3 of Section 2, Chapter
2 of this PART.
7.2.2.3 Wave loads
(1) Wave parameter
The wave parameter is defined as follows:
2.2
𝐿
𝐶 = 1 − 1.50 (1 − √𝐿 ) for L ≤ Lref
𝑟𝑒𝑓
1.7
𝐿
𝐶 = 1 − 0.45 (√ − 1) for L > Lref
𝐿𝑟𝑒𝑓
where: Lref — reference length of ship, in m, taken as:
−1.3
𝐿𝑟𝑒𝑓 = 315𝐶𝑊 for the determination of vertical wave bending moments
according to 7.2.2.3(2);
−1.3
𝐿𝑟𝑒𝑓 = 330𝐶𝑊 for the determination of vertical wave shear forces according to
7.2.2.3(3).
(2) Vertical wave bending moments
The distribution of the vertical wave induced bending moments, MW in kNm, along the ship length
is given in Figure 7.2.2.3(2), where:
𝐵 0.8
𝑀𝑊−𝐻𝑜𝑔 = +1.5 𝑓𝑅 𝐿3 𝐶 𝐶𝑊 ( ) 𝑓𝑁𝐿−𝐻𝑜𝑔
𝐿
0.8
3
𝐵
𝑀𝑊−𝑆𝑎𝑔 = −1.5 𝑓𝑅 𝐿 𝐶 𝐶𝑊 ( ) 𝑓𝑁𝐿−𝑆𝑎𝑔
𝐿
where: fR —factor related to the operational profile, to be taken as:
fR = 0.85;
fNL-Hog — non-linear corrosion for hogging, to be taken as:
𝐶
𝑓𝑁𝐿−𝐻𝑜𝑔 = 0.3 𝐶 𝐵 √𝑑, and not more than 1.1;
𝑊
fNL-Sag — non-linear corrosion for sagging, to be taken as:
1+0.2𝑓𝐵𝑜𝑤
𝑓𝑁𝐿−𝑆𝑎𝑔 = 4.5 0.3
, and not less than 1.0;
𝐶𝑊 √𝐶𝐵 𝐿
fBow —bow flare shape coefficient, to be taken as:
𝐴𝐷𝐾 −𝐴𝑊𝐿
𝑓𝐵𝑜𝑤 = 0.2 𝐿𝑧
;
𝑓
ADK — projected area in horizontal plane of uppermost deck, in m2, including the forecastle
deck, if any, extending from 0.8L forward (see Figure 7.2.2.3(1)). Any other
structures, e.g. plated bulwark, are to be excluded;
AWL —waterplane area, in m2, at draught T, extending from 0.8L forward;
zf — vertical distance, in m, from the waterline at draught d to the uppermost deck (or
forecastle deck), measured at FE (see Figure 7.2.2.3(1)). Any other structures, e.g.
2-5
plated bulwark, are to be excluded.
Figure 7.2.2.3(1) Projected area ADK and vertical distance zf
Figure 7.2.2.3(2) Distribution of vertical wave bending moment MW along the ship length
(3) Vertical wave shear force

The distribution of the vertical wave induced shear forces, FW in kN, along the ship length is given
in Figure 7.2.2.3(3), where,
𝐴𝑓𝑡 𝐵 0.8
𝐹𝑤𝐻𝑜𝑔 = +5.2𝑓𝑅 𝐿2 𝐶 𝐶𝑊 ( ) (0.3 + 0.7𝑓𝑁𝐿−𝐻𝑜𝑔 )
𝐿
𝐹𝑜𝑟𝑒 2
𝐵 0.8
𝐹𝑤𝐻𝑜𝑔 = −5.7𝑓𝑅 𝐿 𝐶 𝐶𝑊 ( ) 𝑓𝑁𝐿−𝐻𝑜𝑔
𝐿
0.8
𝐴𝑓𝑡 𝐵
𝐹𝑤𝑆𝑎𝑔 = −5.2 𝑓𝑅 𝐿2 𝐶 𝐶𝑊 ( ) (0.3 + 0.7𝑓𝑁𝐿−𝑆𝑎𝑔 )
𝐿
2-6
𝐹𝑜𝑟𝑒
𝐵 0.8
𝐹𝑤𝑆𝑎𝑔 = +5.7𝑓𝑅 𝐿2 𝐶 𝐶𝑊 ( ) (0.25 + 0.75𝑓𝑁𝐿−𝑆𝑎𝑔 )
𝐿
𝐵 0.8
𝐹𝑤𝑀𝑖𝑑 = +4.0𝑓𝑅 𝐿2 𝐶 𝐶𝑊 ( )
𝐿
Figure 7.2.2.3(3) Distribution of vertical wave shear force FW along the ship length
7.2.2.4 Load cases

For the strength assessment, the maximum hogging and sagging load cases given in Table 7.2.2.4
are to be checked. For each load case the still water condition at each section as defined in 7.2.2.2
is to be combined with the wave condition as defined in 7.2.2.3, refer also to Figure 7.2.2.4.
Combination of still water and wave bending moments and shear forces Table 7.2.2.4
Bendign moment Shear force
Load case
MS MW FS FW
FSmax for x≤0.5L FWmax for x≤0.5L
Hogging MSmax MWH
FSmin for x > 0.5L FWmin for x > 0.5L
FSmin for x≤0.5L FWmin for x≤0.5L
Sagging MSmin MWS
FSmax for x > 0.5L FWmax for x > 0.5L
MWH: Wave bending moment in hogging at the cross section under consideration, to be taken as the positive value
of MW as defined in Figure 7.2.2.3(2).
MWS: Wave bending moment in sagging at the cross section under consideration, to be taken as the negative value
of MW as defined Figure 7.2.2.3(2).
FWmax: Maximum value of the wave shear force at the cross section under consideration, to be taken as the positive
value of FW as defined Figure 7.2.2.3(3).
FWmin: Minimum value of the wave shear force at the cross section under consideration, to be taken as the negative
value of FW as defined Figure 7.2.2.3(3).
2-7
Figure 7.2.2.4 Load combination to determine the maximum hogging and sagging load
cases as given in Table 7.2.2.4
7.2.2.5 Hull girder stress

The hull girder stresses, in N/mm2, are to be determined at the load calculation point under
consideration, for the “hogging” and “sagging” load cases defined in 7.2.2.4 as follows:
Bending stress:
𝛾𝑆 𝑀𝑆 + 𝛾𝑊 𝑀𝑊
𝜎𝐻𝐺 = (𝑧 − 𝑧𝑛 )10−3
𝐼𝑛𝑒𝑡
Shear stress:
𝛾𝑆 𝐹𝑆 + 𝛾𝑊 𝐹𝑊 3
𝜏𝐻𝐺 = 10
𝑡𝑛𝑒𝑡 ⁄𝑞𝑣
where: γS, γW — partical safety factor, to be taken as:
γS = 1.0
γW = 1.0
7.2.3 Strength assessment

Continuity of structure is to be maintained throughout the length of the ship. Where significant
changes in structural arrangement occur adequate transitional structure is to be provided.
7.2.3.2 Stiffness criterion
The two load cases “hogging” and “sagging” as listed in 7.2.2.4 are to be checked.
The net moment of inertia, 𝐼𝑛𝑒𝑡 , in m4, is not to be less than:
𝐼𝑛𝑒𝑡 ≥ 1.55𝐿|𝑀𝑆 + 𝑀𝑊 |10−7
7.2.3.3 Yield strength assessment
(1) General acceptance criteria
The yield strength assessment is to check, for each of the load cases “hogging” and “sagging” as
defined in 7.2.2.4, that the equivalent hull girder stress σeq, in N/mm2, is less than the permissible
stress σ perm, in N/mm2, as follows:
𝜎𝑒𝑞 < 𝜎𝑝𝑒𝑟𝑚
where: 𝜎𝑒𝑞 = √𝜎𝑥2 + 3𝜏 2
𝑅𝑒𝐻
𝜎𝑝𝑒𝑟𝑚 =
𝛾1 𝛾2
𝑅𝑒𝐻
γ1 — partial safety factor for material, to be taken as 𝛾1 = 𝐾 235
γ2 — partial safety factor for load combinations and permissible stress, to be taken as:
 𝛾2 = 1.24, for bending strength assessment according to 7.2.3.3(2);
 𝛾2 = 1.13, for shear stress assessment according to 7.2.3.3(3).
(2) Bending strength assessment
The assessment of the bending stresses is to be carried out according to 7.2.3.3(1) at the following
locations of the cross section:
• at bottom;
2-8
• at deck;
• at top of hatch coaming;
• at any point where there is a change of steel yield strength.
The following combination of hull girder stress as defined in 7.2.2.5 is to be considered:
𝜎𝑥 = 𝜎𝐻𝐺
𝜏=0
(3) Shear strength assessment
The assessment of shear stress is to be carried out according to 7.2.3.3(1) for all structural
elements that contribute to the shear strength capability.
The following combination of hull girder stress as defined in 7.2.2.5 is to be considered:
𝜎𝑥 = 0
𝜏 = 𝜏𝐻𝐺
(4) Permissible stresses at bow and stern
Where the yield strength is checked beyond the range of 0.2L to 0.75L, the permissible stress is to
be taken as:
𝑅𝑒𝐻
𝜎𝑝𝑒𝑟𝑚 =
𝛾1 𝛾2 𝛾3
where: 𝛾1 𝛾2 — see (1) above,
𝛾3 — factor, to be taken as:
 1.0, in way of 0.2L to 0.75L;
 1.36 in way of 0-0.1L to 0.9L-L;
 Linear interpolation within the above-mentioned range.
7.2.4 Buckling strength

7.2.4.1 Application
These requirements apply to plate panels and longitudinal stiffeners subject to hull girder positive
bending and shear stresses. For the positive stress acted on plate panels and longitudinal stiffeners
induced by hull girder bending, the buckling strength is to be taken into account only when the
positive stress is the compression stress.
Definitions of symbols are given in Appendix 4 “Buckling Capacity”.
7.2.4.2 Buckling criteria
The acceptance criterion for the buckling assessment is defined as follows:
𝜂𝑎𝑐𝑡 ≤ 1
where: ηact — maximum utilisation factor as defined in 7.2.4.3.
7.2.4.3 Buckling utilisation factor
The utilisation factor, ηact , is defined as the inverse of the stress multiplication factor at failure γc,
see Figure 7.2.4.3.
1
 act 
c
Failure limit states are defined in:
• Appendix 4 of this Chapter, 2 for elementary plate panels;
• Appendix 4 of this Chapter, 3 for overall stiffened panels;
• Appendix 4 of this Chapter, 4 for longitudinal stiffeners.
Each failure limit state is defined by an equation, and γc is to be determined such that it satisfies
the equation.
Figure 7.2.4.3 illustrates how the stress multiplication factor at failure γc , of a structural member
is determined for any combination of longitudinal and shear stress. where:
σx, τ — applied stress combination for buckling given in 7.2.4.4(1)
σc, τc— critical buckling stresses to be obtained according to Appendix 4 of this Chapter for
the stress combination for buckling σx and τ.
2-9
Figure 7.2.4.3 Example of failure limit state curve and stress multiplication factor at
failure
7.2.4.4 Stress determination

(1) Stress combinations for buckling assessment
The following two stress combinations are to be considered for each of the load cases “hogging”
and “sagging” as defined in 7.2.2.4. The stresses are to be derived at the load calculation points
defined in 7.2.4.4(2).
(a) Longitudinal stiffening arrangement:
Stress combination 1 with:
𝜎𝑥 = −𝜎𝐻𝐺
𝜎𝑦 = 0
𝜏 = 0.7𝜏𝐻𝐺
𝜎𝑥 = −0.7𝜎𝐻𝐺
𝜎𝑦 = 0
𝜏 = 𝜏𝐻𝐺
(b) Transverse stiffening arrangement:
𝜎𝑥 = 0
𝜎𝑦 = −𝜎𝐻𝐺
𝜏 = 0.7𝜏𝐻𝐺
𝜎𝑥 = 0
𝜎𝑦 = −0.7𝜎𝐻𝐺
𝜏 = 𝜏𝐻𝐺
(2) Load calculation points
The hull girder stresses for elementary plate panels (EPP) are to be calculated at the load
calculation points defined in Table 7.2.4.4.
Load calculation points (LCP) coordinates for plate buckling assessment

Table7.2.4.4
LCP Hull girder bending stress
Hull girder shear stress
coordinates Non hrizontal plating Horizontal plating
x ordinate Middle length of the EPP
Both upper and lower ends of EPP Outboard and inboard ends of Middle point of EPP
y coordinate (points A1 and A2 in Figure EPP (points A1 and A2 in (point B in Figure
7.2.4.4) Figure 7.2.4.4) 7.2.4.4)
z coordinate Corresponding to x and y values
2-10
Figure 7.2.4.4 LCP for plate buckling assessment (PSM stands for primary supporting
members)
The hull girder stresses for longitudinal stiffeners are to be calculated at the following load
calculation point:
• at the mid length of the considered stiffener;
• at the intersection point between the stiffener and its attached plate.
7.2.5 Hull girder ultimate strength

The hull girder ultimate strength is to be assessed for ships with length L equal to or greater than
150 m.
The acceptance criteria, given in 7.2.5.4 are applicable to intact ship structures.
The hull girder ultimate bending capacity is to be checked for the load cases “hogging” and
“sagging” as defined in 7.2.2.4.
7.2.5.2 Hull girder ultimate bending moments
The vertical hull girder bending moment, M in hogging and sagging conditions, to be considered
in the ultimate strength check is to be taken as:
𝑀 = 𝛾𝑆 𝑀𝑆 + 𝛾𝑊 𝑀𝑊
where: Ms — permissible still water bending moment, in kNm, defined in 7.2.2.2;
Mw — vertical wave bending moment, in kNm, defined in 7.2.2.3;
S — partial safety factor for the still water bending moment, to be taken as: S = 1.0;
W — partial safety factor for the vertical wave bending moment, to be taken as: W = 1.2.
7.2.5.3 Hull girder ultimate bending capacity
(1) General requirements
The hull girder ultimate bending moment capacity, MU is defined as the maximum bending
moment capacity of the hull girder beyond which the hull structure collapses.
(2) Determination of hull girder ultimate bending moment capacity
The ultimate bending moment capacities of a hull girder transverse section, in hogging and
sagging conditions, are defined as the maximum values of the curve of bending moment M versus
the curvature χ of the transverse section considered (MUH for hogging condition and MUS for
sagging condition, see Figure 7.2.5.3). The curvature χ is positive for hogging condition and
negative for sagging condition.
2-11
Figure 7.2.5.3 Bending moment M versus curvature χ
The hull girder ultimate bending moment capacity MU is to be calculated using the
incremental-iterative method as given in Appendix 5 of this Chapter or using an alternative
method as indicated in Appendix 5.
7.2.5.4 Acceptance criteria
The hull girder ultimate bending capacity at any hull transverse section is to satisfy the following
criteria:
𝑀𝑈
𝑀≤
𝛾𝑀 𝛾𝐷𝐵
where: M — vertical bending moment, in kNm, to be obtained as specified in 7.2.5.2
MU — hull girder ultimate bending capacity, in kNm, to be obtained as specified in 7.2.5.3;
𝛾𝑀 — partial safety factor for the hull girder ultimate bending capacity, covering material,
geometric and strength prediction uncertainties, to be taken as: 𝛾𝑀 = 1.05;
DB — partial safety factor for the hull girder ultimate bending moment capacity, covering
the effect of double bottom bending, to be taken as:
• for hogging condition: 𝛾𝐷𝐵 = 1.15;
• for sagging condition: 𝛾𝐷𝐵 = 1.0
For cross sections where the double bottom breadth of the inner bottom is less than that at
amidships or where the double bottom structure differs from that at amidships (e.g. engine room
sections), the factor γDB for hogging condition may be reduced based upon agreement with CCS.
7.2.6 Additional requirements for large container ships

The requirements of 7.2.6.2 and 7.2.6.3 are applicable, in addition to requirements of 7.2.3 to 7.2.5,
to container ships with a breadth B greater than 32.26 m.
7.2.6.2 Yielding and buckling assessment
The longitudinal strength of combined bending and torsional moments is to be checked in
accordance with the requirements of Section 10 of this Chapter.
Yielding strength and buckling strength are to be checked in accordance with the requirements of
2 in Appendix 2 of this Chapter.
7.2.6.3 Whipping
Hull girder ultimate strength assessment is to take into consideration the whipping contribution to
the vertical bending moment.
Section 9 ADDITIONAL REQUIREMENTS FOR LARGE CONTAINER SHIPS
7.9.2 Global Longitudinal strength

7.9.2.1 The global strength of hull under combined bending and torsional moment is to be verified
by direct calculations. The longitudinal strength is to comply with the requirements of Section 2 of
this Chapter.
7.9.2.2 The longitudinal strength of hull girder is to comply with the requirements of Section 2,
7.9.2.3 The moment of inertia of midship section about the horizontal neutral axis I, in addition to
complying with the requirements of Section 2, Chapter 2 of this PART, is not to be less than that
obtained from the following formula:
2-12
3Ms  Mw L
I  103 cm 4
175
where: L — length of ship, in m;
Ms— permissible still water bending moment, see Section 2, Chapter 2 of this PART;
Mw — wave bending moment, see Section 2, Chapter 2 of this PART.
7.9.2.4 The reduction factor of scantlings of local members is to be determined in accordance
with the following requirements:
(1) Where the maximum longitudinal bending stresses at deck and plate keel are less than the
permissible bending stress [ζ], the scantlings of local members within 0.4 L amidships may be
reduced. The reduction factors Fd and Fb at calculation points are to be calculated by the following
formulae:
max K d d，K c cu 
Fd 
175
max Kb b，K c cl 
Fb 
175
where: d — longitudinal bending stress at strength deck, in N/mm2;
b — longitudinal bending stress at plate keel, in N/mm2;
 cu — for calculation points above the neutral axis, maximum longitudinal bending
stress of the same material area where they are located, in N/mm2;
 cl — for calculation points below the neutral axis, maximum longitudinal bending
stress of the same material area where they are located, in N/mm2;
Kd — material factor at strength deck;
Kb — material factor at bottom;
Kc — material factor at calculation point.
(2) For shell plating and deck, reduction factors Fd and Fb are not to be less than 0.7.
(3) For framing, reduction factors Fd and Fb are not to be less than 0.8.
7.9.7.4 Where higher tensile steels are used in areas other than those determined in accordance
with 2.2.5.7, Section 2, Chapter 2 of this PART, the material factor K may be taken as 1 for the
calculation of shell plating thickness t1 in accordance with Section 3, Chapter 2 of this PART.
7.9.12.1 Except where otherwise stated, the design verification is not to lower the requirements
for hull structures of this Section. The design verification of hull structures includes:
(1) direct calculation of strength assessment;
(2) fatigue strength assessment;.
(3) assessment of ultimate strength of hull girder.
7.9.12.4 The assessment of hull girder ultimate bending capacity is to be carried out to the
complete hull structure within 0.4L amidships during navigation, in addition to complying with the
(1) The vertical ultimate bending capacity of hull girder is to comply with the following criteria:
M
 s M s   wM w  U
R
where: Ms — permissible still water bending moment, in kN·m;
Mw — wave bending moment, in kN·m;
MU — vertical ultimate bending moment of hull girder, in kN·m;
γs, γw, γR — partial safety factors, to be taken as
γs=1.0
γw=1.2
γR=1.1
(2) Curve M-χ
The ultimate bending moment capacities of a hull girder transverse section, in hogging and
sagging conditions, are defined as the maximum values of the curve of bending moment capacity
M versus the curvature χ of the transverse section considered (see Figure 7.9.12.4).
The curvature χ is positive for hogging condition and negative for sagging condition.
2-13
The curve M-χ is to be obtained by means of an incremental-iterative approach in accordance
with Appendix 1, Chapter 5, PART TEN.
Fig. 7.9.12.4 Curve bending moment capacity m versus curvature χ
(3) The hull girder transverse sections are constituted by the elements contributing to the hull
girder longitudinal strength, and the standard diminution thickness given in Table 7.9.12.4 is to be
deducted in calculation.
Standard Diminution Thickness Table 7.9.12.4
Structures Standard diminution
thickness, in mm
Side shell plating above freeboard deck 1
Side shell plating below freeboard deck 1.5
Bilge strake, bottom plating and keel plate 1.25
Strength deck 1.25
Freeboard deck (2nd tier deck) 1
Hatch coaming and sheer strake 1
Inner skin longitudinal bulkhead plating not in way of tanks (including 0.75
steps in container holds)
Inner skin longitudinal bulkhead plating in way of tanks (including 1
steps in container holds)
Inner bottom plating 1
Deck or platform in ballast tanks of double side skin 1.5
Deck or platform in fuel oil tanks of double side skin 1
Deck or platform in void spaces of double side skin 0.5
Girder in double bottom 1.5
Girder in double bottom (one side in pipe casing) 1.25
Girder in double bottom (in pipe casing) 0.5
Structural members in tanks 1.5
Structural members in dry spaces 0.5
Others 0.5
Section 10 LONGITUDINAL STRENGTH OF COMBINED BENDING AND

TORSIONAL MOMENTS FOR SHIPS WITH LARGE OPENINGS

7.10.1.1 For ships with large openings on deck, the longitudinal strength of combined bending
and torsional moments is to be checked by the following:
(1) for length L ≤ 250 m, the method defined in this Section or the method defined in (2);
(2) for length L > 250 m, the direct strength calculation of whole ship defined in Appendix 2;
7.10.1.2 Stresses are to be calculated for at least seven transverse sections in the cargo area as
follows:
(1) at the forward end of the engine room;
(2) at the forward end of the opening length, opening length being the distance from the aft end of
the cargo hatch before the engine room to the forward end of the foremost cargo hatch;
(3) at five intermediate sections within the opening length, at least three of which are to be within
0.4L amidships. The intermediate sections are to be arranged as far as possible in way of abrupt
2-14
changes of longitudinal structures.
7.2.1.3 In addition, the stresses at transverse sections in way of abrupt changes of any other
longitudinal structures beyond the requirements of 7.10.1.2 of this Section are to be calculated.
7.10.2 Wave bending moment

7.10.2.1 The vertical wave bending moment MV is to be calculated by the following formula:
M v =9.81MKFL2B( Cb +0.7)×10-2 　 kN·m
where: L — length of ship, in m;
B — breadth of ship, in m;
M — distribution factor of bending moment, see 2.2.3.1 of Section 2, Chapter 2 of this
PART;
Cb — block coefficient, taken as 0.6 for actual Cb less than 0.6;
2
K=4.47  L  0.230  +0.817
 1000 
F—factor, obtained from the following formulae:
32
F=9.4−0.95  300  L  , for L≤300 m;
 100 
F=9.4, for 300<L<350 m;
3 2
F=9.4−0.45  L  350  , for 350≤L≤500 m.
 100 
7.10.2.2 The midship horizontal wave bending moment MH is to be calculated by the following
formula:
M H =0.431L2B 　 kN·m
where: L, B — see 7.10.2.1 of this Section.
MH is equal to zero at ends, and the distribution of MH along the length of the ship is to follow a
straight line.
7.10.3 Torque
7.10.3.1 The hydrodynamic torque MT(x) at any cross section along the length of the ship is to be
calculated by the following formula:
M T  x  =9.81 e 0.00295 L LB CT 1.75  1.5  1 cos 2 x  kN·m
3
20000  D  L 
where: e — base of natural logarithms;
L — length of ship, in m;
B — breadth of ship, in m;
D — moulded depth, in m;
CT =13.2 − 43.4Cw + 78.9Cw²
where: Cw — the water plane area coefficient, need not be greater than 0.165 + 0.95Cb;
ε — the distance measured from the shear centre below the baseline of the ship to the
baseline, in m;
x — distance from any one cross-section to A.P., in m;
Cb — block coefficient, see 7.10.2.1 of this Section.
7.10.3.2 Cargo torque is caused by the uneven transverse distribution of cargoes, consumables or
ballast. Unless any other loading case is specified, the cargo torque MTC amidships is to be
calculated by the following formula:
MTC =15.7B nB nt kN·m
where: B — breadth of ship, in m;
nB — number of stacks of containers in cargo holds amidships along the breadth of ship;
nt — number of tiers of containers in cargo holds amidships, excluding the containers on
deck and on hatch covers.
MTC is equal to zero at ends and the distribution of MTC along the length of the ship is to follow a
straight line.
2-15
7.10.4 Stress calculation and criteria
7.10.4.1 The still water bending stresses σs is to be calculated by the following formula:
σs = M s ×103 N/mm2
MV
where: M s — still water bending moment, in kN ·m;
WV — vertical bending section modulus at deck or bottom, in cm³, to be calculated in
accordance with the relevant requirements of Section 2 of Chapter 2 of this PART.
The permissible still water bending stress [σs] at strength deck and keel is 88/K, in N/mm², where
K is material factor.
7.10.4.2 The combined vertical bending stress σc for ships under the heading wave condition is
to be calculated by the following formula:
σc = M s  M V ×103 N/mm2
WV
where: Ms, Wv — same as defined in 7.10.4.1 of this Section;

MV — vertical wave bending moment, in kN ·m, see 7.10.2.1 of this Section.
The permissible combined vertical bending stress [σc] is 157/K at the strength deck, in N/mm²and
150/K at the keel, in N/mm²,where K is referred to 7.10.4.1.
7.10.4.3 The combined stress for ships under the oblique sea condition is to be the sum of the
following stresses:
(1) The combined vertical bending stress σc is to be determined by the following formula:
σc = M s  0.6M V ×103 N/mm2
WV
where: Ms, Wv — same as defined in 7.10.4.1 of this Section;
MV — see 7.10.2.1 of this Section.
(2) The horizontal bending stress σH is to be determined by the following formula:
σH = yM H ×105 N/mm2
IH
where: MH — horizontal wave bending moment, in kN ·m, see 7.10.2.2 of this Section;
y — horizontal distance from the point under consideration to centreline of the transverse
section, in m;
IH — horizontal moment of inertia, in cm4.
(3) The warping stress due to the hydrodynamic torque MT and cargo torque MTC.
The permissible combined stresses at strength deck and bottom is 157/K, in N/mm², where K is
referred to 7.10.4.1.
2-16
Appendix 2 DIRECT STRENGTH CALCULATION OF CONTAINER SHIPS
2 DIRECT CALCULATIONS OF STRENGTH OF PRIMARY STRUCTURES OF

CARGO AREA
2.1.1 The direct strength calculations for cargo holds are applicable to the evaluation of the
strength of the following primary structures within cargo area in typical loading conditions:
(1) double bottom structure;
(2) transverse (transverse bulkhead, transverse web frame) structure;
(3) side (longitudinal bulkhead) structure.;
(4) deck and deck between hatchways.
2.2.2 Unless specified otherwise in this Appendix, the still water bending moment in the global
load condition is to be taken as the allowable hogging moment M s provided by the designer; the
wave bending moment Mw is to be calculated according to 1.5.6.1(2) of Section 5, Chapter 1 of
this PART Section 2 of this Chapter.
2.2.4 Determination of load due to containers on hatch cover:

(1) The longitudinal forces from containers on each hatch cover are to be calculated at mid-height
of the stack. The moment about stack base caused by longitudinal forces may be ignored.
(2) The number of tiers of containers is the maximum one of loaded containers, and the maximum
stack weight and the number of tiers are to be those permitted in the loading manual or the cargo
handling manual.
(3) The longitudinal forces from containers sited between the ship’s side and the longitudinal
hatch coamings may be ignored.
(4) 15% of the total longitudinal force acting on hatch covers is to be distributed on nodes at top of
longitudinal and transverse hatch coamings to simulate the friction force to which the bearing pads
at hatch coamings are subjected due to longitudinal motion.
(5) The remaining 85% of the longitudinal forces on hatch covers are to act on nodes
corresponding to the longitudinal stop positions at one end of the hatch cover (top of the
transverse hatch coaming). If the stop positions are unknown, they are assumed to be located at the
mid-breadth of the aft end of the hatch cover. Three covers are to be assumed if the number of
hatch covers is unknown.
2.2.5 In addition to the loads above, the mass of hull structure and inertial forces of the
containers are to be taken into consideration.
2.3.1 The applicable loading conditions are to be checked according to Table 2.3.1. For more
severe loading conditions in the loading manual not covered by the Table, direct strength
calculation is to be carried out.
Loading Conditions Table 2.3.1

External load Cargo (container) load
Condition Type of
Condition Still
identification Wave boundary
description water Within hold On hatch cover
No. load conditions
load
Hatch covers
Condition 1 Empty
－ above empty －
(LC1) bays
d PW holds Symmetric
Condition 1G Other Other hatch
40 ft 40 ft
One empty (LC1G) bays covers
middle hold Hatch covers
Condition 2 Empty
with 40 ft － above empty 40 ft
(LC2) bays
container d PW holds Symmetric
locations Condition 2G Other Other hatch
40 ft 40 ft
(LC2G) bays covers
Hatch covers
Condition 3 Empty
d PW － above empty 20 ft Symmetric
(LC3) bays
holds
2-17
Condition 3G Other Other hatch
20 ft 20 ft
(LC3G) bays covers
One empty Hatch covers
Empty
middle hold － above empty －
bays
with 40 ft holds
Condition 4
container d － Asymmetric
(LC4)
locations Other Other hatch
40 ft 40 ft
during bays covers
heeling
Heeling of Condition 5
d － All holds 20 ft All hatch covers 20 ft Asymmetric
ship (LC5)
40 ft containers
loaded in all holds, 40 ft containers loaded
Surging of Condition 6 with longitudinal on all hatch covers, with
－－ Symmetric
ship (LC6) load due to longitudinal load due to
longitudinal longitudinal acceleration
acceleration
Sagging of Condition 7G All hatch
0.9d PW All holds 20 ft 20 ft Symmetric
ship (LC7G) covers
Light Condition 8G All hatch

d PW All holds 40 ft 40 ft Symmetric
containers (LC8G) covers
Full Condition 9G All hatch

d PW All holds 40 ft 40 ft Symmetric
containers (LC9G) covers
Notes:
(1) d — draught, in m;
(2) PW — external hydrodynamic water pressure, to be calculated according to Section 5, Chapter 1 of this PART;
(3) heeling angle to be taken as equal to 30°or tan 1  2  D  d  B  , whichever is the lesser, under heeling conditions
(LC4 and LC5), to be calculated according to Section 5, Chapter 1 of this PART. Where the direct calculation of
wave load is available, the heeling angle predicted by direct calculation may be accepted;
(4) for load (20 ft or 40 ft) within hold, the mass of single container is to be taken as maximum allowable container
weight permissible stacking weight divided by the maximum number of tiers;
(5) weight of container (20 ft or 40 ft) on hatch cover to be taken as permissible stacking weight;
(6) for condition 6, load within hold and on hatch cover to be determined as specified in 2.2.3 and 2.2.4 of this
Appendix;
(7) conditions 1G, 2G, and 3G, 7G, 8G and 9G are those in which the global load is considered;
(8) for condition 8G, load within hold is to be taken as 55% of the mass of single container specified in (4) above,
and load on hatch cover is to be taken as 90% of the permissible stacking weight divided by the maximum number
of tiers or 17 tons, whichever is the lesser;
(9) where a hold consists of two or more bays for 40 ft, then each bay is to be considered as entirely empty.
2.3.2 For checking the local strength of bottom plating, inner bottom plating, side shell plating,
longitudinal bulkheads and double bottom girders under loading conditions 1, 2 and 3,
consideration is to be given to the stress composition resulting from the stress due to the overall
longitudinal bending moment acting on hull girders and the stress along ship‘s length due to local
loads. The stress response under the hull girder longitudinal bending moment is to be calculated
by means of the FE model as specified in 2.4, and the boundary conditions for the global load are
given in 2.5.3 of this Appendix. For checking the local strength of deck plating, bottom plating,
inner bottom plating, side shell plating, longitudinal bulkheads and double bottom girders under
loading conditions 1, 2, 3, 4, 5 and 6, consideration is to be given to the stress composition
resulting from the stress due to the overall longitudinal bending moment acting on hull girders and
the stress along ship’s length due to local loads (conditions 1G, 2G, 3G, 7G, 8G and 9G), the
assessment criteria are given in 2.6.2 and 2.6.1 respectively. The stress response under the hull
girder longitudinal bending moment is to be calculated by means of the FE model as specified in
2.4, and the boundary conditions for the global load are given in 2.5.3 of this Appendix.
2.3.5 In the case of condition 6, load on hatch cover is to be calculated as follows:

(1) 15% of the total longitudinal force acting on hatch covers is to be distributed on nodes at top of
longitudinal and transverse hatch coamings to simulate the friction force to which the bearing pads
at hatch coamings are subjected due to longitudinal motion.
2-18
(2) The remaining 85% of the longitudinal forces on hatch covers are to act on nodes
corresponding to the longitudinal stop positions at one end of the hatch cover (top of the
transverse hatch coaming). If the stop positions are unknown, they are assumed to be located at the
mid-breadth of the aft end of the hatch cover. Three covers are to be assumed if the number of
hatch covers is unknown.
2.5.1.1 For symmetrical structural configuration and design load cases (e.g. conditions 1, 2, 3
and 6), where half-breadth model is used, the displacements in transverse direction of nodes on the
longitudinal centerline section and the rotations around the two coordinate axes on the longitudinal
centerline section are restrained, i.e.:  y   x   z  0 .
2.5.1.2 For symmetrical structural configuration and design load cases (e.g. conditions 1, 2, 3
and 6), where full-breadth model is used, the displacement in transverse direction of intersection J
of the longitudinal centerline section in way of forward and aft bulkheads of midship cargo holds
and bottom plating are restrained, i.e.:  y  0 .
2.5.2 Boundary conditions for local loads (see Table 2.5.2)

Boundary Conditions of Local Loads Table 2.5.2
Displacement constraint Rotation constraint
Position
x y z x y z
Longitudinal centerline section
− Constraint − Constraint − Constraint
(half-breadth model)
Node J (full-breadth model) − Constraint − − − −
End planes A and B Constraint − − − Constraint Constraint
Intersection lines EG and FH − − Spring − − −
2.6.1 The allowable stresses of primary members under the conditions 1G, 2G and 3G 1G, 2G,
3G, 7G, 8G and 9G are given in Table 2.6.1.
Allowable Stresses Table 2.6.1

Allowable stress (N/mm2)
Structural member  e   
Deck plating 235/K —
Bottom plating , inner bottom plating 235/K —
Side shell plating, longitudinal bulkhead 235/K 115/K
Bottom girder 235/K 115/K
Note: K— material factor.
2.7.2 The safety factor  against plate panel buckling is not to be less than the minimum one in
Table 2.7.2.
Minimum Buckling Safety Factor Table 2.7.2
Structure Loading condition Minimum buckling safety factor
Bottom shell plating, inner bottom plating LC1G, 2G, 3G, 7G, 8G, 9G 0.8
Side shell plating, longitudinal bulkhead LC1G, 2G, 3G, 7G, 8G, 9G 0.8
Double bottom girder LC1G, 2G, 3G, 7G, 8G, 9G 1.0
Double bottom floor, transverse web frame LC1, 2, 3, 4, 5 1.0
Longitudinal stringer in wing space LC1G, 2G, 3G, 7G, 8G, 9G 1.0
Transverse bulkhead LC1, 2, 3 0.8
Transverse bulkhead girder LC1, 2, 3 1.0
Cross-deck torsion box LC4, 5 1.0
3.1.1 Direct strength calculation of whole ship is to be used to evaluate the global strength of
2-19
primary hull members under combined bending and torsional moments. In calculation, the
following two methods may be used:
Method 1: Analysis where hull girder loads (vertical bending moment, horizontal bending moment
and torsional moment) are directly applied to the full ship finite element model.
Method 2: Analysis where direct loads transferred from wave load analysis are applied to the full
ship finite element model.
3.2.2.3 The dominant load parameters for direct calculation of wave loads include vertical wave
bending moment, horizontal wave bending moment and torsional moment. The prediction of the
maximum wave load likely to be experienced during the service life covers mainly sea conditions
to be encountered during navigation in sea areas around the world, expressed in the probability of
waves occurring in various periods and heights. It is suggested that the wave scatter diagram
recommended by IACS be adopted. The probability level of dominant load parameters is generally
taken as 10-8, and that of the prediction value of maximum vertical wave bending moment
corresponding to the value as required in Section 2, Chapter 2 of this PART Chapter may also be
taken.
3.5 Buckling strength evaluation for global finite element structure of ship
3.5.1 The buckling strength evaluation for global finite element structure of ship is to be checked
in accordance with 2.7 of this Appendix.
4 FATIGUE STRENGTH EVALUATION FOR DECK HATCH CORNERS
4.3.6.1 The boundary conditions for the global three-dimensional coarse mesh FE model are
given in 3.3.53.3.4 of this Appendix.
2-20
Appendix 3 CALCULATION OF SHEAR FLOW
1 General requirements
This Appendix describes the procedures of direct calculation of shear flow around a ship’s cross
section due to hull girder vertical shear force. The shear flow qv at each location in the cross
section, is calculated by considering the cross section is subjected to a unit vertical shear force of 1
N in the direction of Z coordinate.
The unit shear flow per mm, qv, in N/mm, is to be taken as:
qv  qD  ql
where: qD — determinate shear flow, as defined in 2;
ql — indeterminate shear flow which circulates around the closed cells, as defined in 3.
In the calculation of the unit shear flow, qv, the longitudinal stiffeners are to be taken into account.
2 Determinate shear flow
The determinate shear flow, qD , in N/mm at each location in the cross section is to be obtained
from the following line integration:
𝑠
1
𝑞𝐷 (𝑠) = − ∫ (𝑧 − 𝑧𝑛 )𝑡𝑛𝑒𝑡 𝑑𝑠
106 𝐼𝑦−𝑛𝑒𝑡 0
where: s — coordinate value of running coordinate along the cross section, in m;
Iy-net — net moment of inertia of the cross section, in m4;
tnet — net thickness of plating, in mm;
zn — Z coordinate of horizontal neutral axis from baseline, in m.
It is assumed that the cross section is composed of line segments as shown in Figure 1: where each
line segment has a constant plate net thickness. The determinate shear flow is obtained by the
following equation.
𝑡𝑛𝑒𝑡 ℓ
𝑞𝐷𝑘 = − (𝑧 + 𝑧𝑖 − 2𝑧𝑛 ) + 𝑞𝐷𝑖
2 ∙ 106 𝐼𝑌−𝑛𝑒𝑡 𝑘
where: qDk , qDi — determinate shear flow at node k and node i respectively , in N/mm;
l — length of line segments, in m;
yk, yi — Y coordinate of the end points k and i of line segment, in m, as defined in
Figure 1;
zk , zi — Z coordinate of the end points k and i of line segment, in m, as defined in Figure
1.
Where the cross section includes closed cells, the closed cells are to be cut with virtual slits, as
shown in Figure 2, in order to obtain the determinate shear flow.
These virtual slits must not be located in walls which form part of another closed cell.
Determinate shear flow at bifurcation points is to be calculated by water flow calculations, or
similar, as shown in Figure 2.
2-21
Figure 1 Definition of line segment
Figure 2 Calculation of determinate shear flow at bifurcation points
3 Indeterminate shear flow
The indeterminate shear flow around closed cells of a cross section is considered as a constant
value within the same closed cell. The following system of equation for determination of
indeterminate shear flows can be developed. In the equations, contour integrations of several
parameters around all closed cells are performed.
𝑁𝑤
1 1 𝑞𝐷
𝑞𝐼𝑐 ∮ 𝑑𝑠 − ∑ (𝑞𝐼𝑚 ∮ 𝑑𝑠) = − ∮ 𝑑𝑠
𝑐 𝑡𝑛𝑒𝑡 𝑡
𝑐&𝑚 𝑛𝑒𝑡 𝑐 𝑡𝑛𝑒𝑡
𝑚=1
where: 𝑁𝑤 — number of common walls shared by cell c and all other cells;
𝑐 & 𝑚 — common wall shared by cells c and m;
𝑞𝐼𝑐 , 𝑞𝐼𝑚 — indeterminate shear flow around the closed cell c and m respectively, in
N/mm.
Under the assumption of the assembly of line segments shown in Figure 1 and constant plate
thickness of each line segment, the above equation can be expressed as follows:
𝑁𝑐 𝑁𝑤 𝑁𝑚 𝑁𝑐
ℓ ℓ
𝑞𝐼𝑐 ∑ ( ) − ∑ {𝑞𝐼𝑚 [∑ ( ) ] } = − ∑ 𝜙𝑗
𝑡𝑛𝑒𝑡 𝑗 𝑡𝑛𝑒𝑡 𝑗
𝑗=1 𝑚=1 𝑗=1 𝑗=1
𝑚
ℓ2 ℓ
𝜙𝑗 = [− (𝑧𝑘 + 2𝑧𝑖 − 3𝑧𝑛 ) + 𝑞 ]
3
6 ∙ 10 𝐼𝑌−𝑛𝑒𝑡 𝑡𝑛𝑒𝑡 𝐷𝑖 𝑗
where: 𝑁𝑐 — number of line segments in cell c;

𝑁𝑚 — number of line segments on the common wall shared by cells c and m;
2-22
𝑞𝐷𝑖 — determinate shear flow, in N/mm, calculated according to 2.
The difference in the directions of running coordinates specified in 2 and in this section has to be
considered.
Figure 3 Closed cells and common wall
4 Computation of sectional properties
Properties of the cross section are to be obtained by the following formulae where the cross
section is assumed as the assembly of line segments:
  yk  yi 2  zk  zi 2
𝑎𝑛𝑒𝑡 = 10−3 ℓ𝑡𝑛𝑒𝑡 𝐴𝑛𝑒𝑡 = ∑ 𝑎𝑛𝑒𝑡
𝑎
𝑠𝑦−𝑛𝑒𝑡 = 𝑛𝑒𝑡 (𝑧𝑘 + 𝑧𝑖 ) 𝑆𝑦−𝑛𝑒𝑡 = ∑ 𝑠𝑦−𝑛𝑒𝑡
2
𝑎
𝑖𝑦0−𝑛𝑒𝑡 = 𝑛𝑒𝑡3
(𝑧𝑘2 + 𝑧𝑘 𝑧𝑖 + 𝑧𝑖2 ) 𝐼𝑦0−𝑛𝑒𝑡 = ∑ 𝑖𝑦0−𝑛𝑒𝑡
where: anet, Anet — area of the line segment and the cross section respectively, in m2;
sy-net, Sy-net — first moment of the line segment and the cross section about the baseline,
in m3;
iy0-net, Iy0-net — moment of inertia of the line segment and the cross section about the
baseline, in m4.
The height of horizontal neutral axis, zn, in m, is to be obtained as follows:
𝑆𝑦−𝑛𝑒𝑡
𝑧𝑛 =
𝐴𝑛𝑒𝑡
Inertia moment about the horizontal neutral axis, in m4, is to be obtained as follows:
𝐼𝑦−𝑛𝑒𝑡 = 𝐼𝑦0−𝑛𝑒𝑡 − 𝑧𝑛2 𝐴𝑛𝑒𝑡
2-23
Appendix 4 BUCKLING CAPACITY
Symbols
x axis : local axis of a rectangular buckling panel parallel to its long edge;
y axis : local axis of a rectangular buckling panel perpendicular to its long edge;
σx : membrane stress applied in x direction, in N/mm2;
σy : membrane stress applied in y direction, in N/mm2;
τ : membrane shear stress applied in xy plane, in N/mm2;
σa : axial stress in the stiffener, in N/mm²;
σb : bending stress in the stiffener, in N/mm²;
σw : warping stress in the stiffener, in N/mm²;
σcx,σcy,τc: critical stress, in N/mm2, defined in 2.1.1 of this Appendix for plates;
ReH_S : specified minimum yield stress of the stiffener, in N/mm²;
ReH_P : specified minimum yield stress of the plate, in N/mm²;
a : length of the longer side of the plate panel as shown in Table 2, in mm;
b : length of the shorter side of the plate panel as shown in Table 2, in mm;
d : length of the side parallel to the axis of the cylinder corresponding to the curved plate panel as
shown in Table 3, in mm;
σE : elastic buckling reference stress, in N/mm2, to be taken as:
(1) for the application of plate limit state according to 2.1.2 of this Appendix:
2
 2E  tp  ;
E   
12(1   2 )  b 
(2) for the application of curved plate panels according to 2.2 of this Appendix:
2
 2E  tp  ;
E   
12(1  2 )  d 
ν : Poisson’s ratio to be taken equal to 0.3;
tp: net thickness of plate panel, in mm;
tw: net stiffener web thickness, in mm;
tf: net flange thickness, in mm;
bf: breadth of the stiffener flange, in mm;
hw: stiffener web height, in mm;
ef : Distance from attached plating to centre of flange, in mm, to be taken as:
(1) ef = hw for flat bar profile;
(2) ef = hw – 0.5 tf for bulb profile;
(3) ef = hw + 0.5 tf for angle and Tee profiles;
α: aspect ratio of the plate panel, to be taken as:
a

b
β: coefficient, to be taken as:
1


ѱ: edge stress ratio, to be taken as:

 2
1
𝜎1 : maximum stress, in N/mm²;
𝜎2 : minimum stress, in N/mm²;
R : radius of curved plate panel, in mm;
ℓ : span, in mm, of stiffener equal to the spacing between primary supporting members;
S : spacing of stiffener, in mm;
ω: factor, to be taken as ω = min(3; α).
1 Elementary Plate Panel (EPP)
2-24
1.1 Definition
An Elementary Plate Panel (EPP) is the unstiffened part of the plating between stiffeners and/or
primary supporting members.
All the edges of the elementary plate panel are forced to remain straight (but free to move in the
in-plane directions) due to the surrounding structure/neighbouring plates (usually longitudinal
stiffened panels in deck, bottom and inner-bottom plating, shell and longitudinal bulkheads).
1.2 EPP with different thicknesses

1.2.1 Longitudinally stiffened EPP with different thicknesses
In longitudinal stiffening arrangement, when the plate thickness varies over the width, b, in mm,
of a plate panel, the buckling capacity is calculated on an equivalent plate panel width, having a
thickness equal to the smaller plate thickness, t1. The width of this equivalent plate panel, beq, in
mm, is defined by the following formula:
1.5
t 
beq  1  2  1 
 t2 
where:
ℓ1 : width of the part of the plate panel with the smaller plate thickness, t1, in mm, as defined in
Figure 1;
ℓ2 : width of the part of the plate panel with the greater plate thickness, t2, in mm, as defined in
Figure 1.
Where a panel is consisted of different materials, the minimum yield strength is to be used in
buckling assessment.
Figure 1 Plate thickness change over the width
1.2.2 Transversally stiffened EPP with different thicknesses

In transverse stiffening arrangement, when an EPP is made of different thicknesses, the buckling
check of the plate and stiffeners is to be made for each thickness considered constant on the EPP.
The applied stress and lateral pressure is to be measured from the load calculation point of the
plate panel.
2 Buckling capacity of plates
2.1 Plate panel

2.1.1 Plate limit state
The plate limit state is based on the following interaction formulae. Buckling check under normal
stress is for the compression stress, when the normal stress (𝜎𝑥 , 𝜎𝑦 ) is less than zero, the
corresponding item is to be deleted and pure shear buckling is to be checked:
(a) longitudinal stiffening arrangement:
0.25 2⁄𝛽𝑝0.25
𝛾𝐶 𝜎𝑥 2⁄𝛽𝑝 𝛾𝐶 |𝜏|
( ) +( ) =1
𝜎𝑐𝑥 𝜏𝑐
(b) transverse stiffening arrangement:
2⁄𝛽𝑝0.25 2⁄𝛽𝑝0.25
𝛾𝐶 𝜎𝑦 𝛾𝐶 |𝜏|
( ) +( ) =1
𝜎𝑐𝑦 𝜏𝑐
where:
2-25
 x , y — applied normal stress to the plate panel, in N/mm², as defined in 7.2.4.4 of this
Chapter;
 — applied shear stress to the plate panel, in N/mm²,as defined in 7.2.4.4 of this Chapter;
 cx — ultimate buckling stress, in N/mm , in direction parallel to the longer edge of
2
buckling panel as defined in 2.1.3 of this Appendix;

 cy — ultimate buckling stress, in N/mm , in direction parallel to the shorter edge of
2
buckling panel as defined in 2.1.3 of this Appendix;

c — ultimate buckling shear stress, in N/mm2, as defined in 2.1.3 of this Appendix;
p — plate slenderness parameter, to be taken as:
b ReH _ P
p 
tp E
2.1.2 Reference degree of slenderness

The reference degree of slenderness is to be taken as:
R eH _ P
 
K E
where:
K ― buckling factor, as defined in Table 2 and Table 3.
2.1.3 Ultimate buckling stresses

The ultimate buckling stress of plate panels, in N/mm²,is to be taken as:
 cx  C x ReH _ P
 cy  C y ReH _ P
The ultimate buckling stress of plate panels subject to shear, in N/mm²,is to be taken as:
ReH _P
 c C
3
where:
Cx ,C y ,C ― reduction factors, as defined in Table 2.
The boundary conditions for plates are to be considered as simply supported (see cases 1, 2 and 15
of Table 2). If the boundary conditions differ significantly from simple support, a more
appropriate boundary condition can be applied according to the different cases of Table 2 subject
to the agreement of CCS.
2.1.4 Correction factor Flong

The correction factor Flong depending on the edge stiffener types on the longer side of the buckling
panel is defined in Table 1. An average value of Flong is to be used for plate panels having different
edge stiffeners. For stiffener types other than those mentioned in Table 1, the value of c is to be
agreed by CCS. In such a case, value of c higher than those mentioned in Table 1 can be used,
provided it is verified by buckling strength check of panel using non-linear FE analysis and
deemed appropriate by CCS.
Correction factor Flong Table 1
Structural element types Flong c
Unstiffened Panel 1.0 N/A
Stiffener not fixed at both ends 1.0 N/A
Flat bar (1) Flongc1 for tw 1 0.1
Bulb profile tp 0.3
Angle profile 3 0.4
Stiffened Stiffener t  t
Flong c w  1 for w 1
panel fixed at T profile t  tp 0.3
both ends  p 
Girder of high
rigidity (e.g. 1.4 N/A
bottom
2-26
transverse)
Note: (1) tw is the net web thickness, in mm, without the correction defined in 4.3.5 of this Appendix.
Buckling factor and reduction factor for plane plate panels Table 2
Stress Aspect
Case Buckling factor K Reduction factor C
ratio ψ ratio α
1 Cx  1 for
1≥ψ≥0
K x  Flong
8.4   c
x x   1.1
 1 0.22 
Cx  c   2 
tp b    for
  c
0 > ψ > -1
·x ·x
a K x  Flong 7.63  (6.26  10 )
where:
c  (1.25  0.12 )  1.25
c  0.88 
c  1 1
ψ ≤ -1
K x  Flong 5.975(1   )  2
 2  c 
 1 
2
 1 R  F 2 ( H  R) 
21  2  C y  c   

Ky      2 
1  
1    2.4  6.9 f  where:
100   2
1
 c  (1.25  0.12 )  1.25
1≥ψ≥0
α≤6 f1  1    1 R   (1   / c)
for
  c
 6  14 
f1  0.61     R  0.22 for   c
   
2 α>6 but not greater than 
c  0.5 c 1  1  0.88 / c 
0.35
14.5 
2   K  
F  1    1 / 2p c1  0
 
   
0.91
y ·y 2
200 1   2
Ky 
b

1  f 3  100  2.4 2  6.9 f1  23 f 2  2p  2  0.5
for
tp
1  1  2p  3
·y f1  0.6  14 
α > 6(1- ψ)
y     1
c1  1    0
but not greater than  
0 > ψ ≥ 1-4α/3
a 14.5-0.35β2 2λ
f2 = f3 = 0 H  λ R
c(T  T 2  4 )
3(1- ψ)≤α ≤
1
f1  1 14 1
6(1- ψ)
T  
 15 3
f2 = f 3 = 0
1.5(1- ψ)≤α
2 
 2     9  1   
1
f1 
< 3(1- ψ)
 3 
f2 = f 3 = 0
2-27
Stress Aspect
ratio ψ ratio α
For α > 1.5:
1     1
4

f1  2  161     1
  3    
 
1- ψ ≤ α < 1.5(1- ψ)
f2 = 3β – 2
f3 = 0
For α ≤ 1.5:
 1.5  1 
f1  2  1  1
 1    
 1  16 f 42 
f2 
1
f3 = 0
f4 = (1.5-Min(1.5;α))2
0.75(1- ψ) ≤ α < 1- ψ f1 = 0
4 
f 2  1  2.31  1  48    f 42
3 
 f  1
f3  3 f 4   1 4  
 1.81 1.31 
f4 = (1.5-Min(1.5;α))2
2
K y  5.972
1  f3
ψ < 1-4α/3
where:
 f 1  3 
f3  f5  5  
 1.81 5.24 
f5  1  Max 1; 
9 2
16
3
1≥ψ≥0
4(0.425  1 /  2 )
Kx 
x x 3  1
b
tp
0 > ψ ≥ -1
·x ·x K x  4 (0.425  1 /  2 ) (1   )

a 5 (1  3.42 )
4
Cx  1 for   0.7
·x ·x
1 ≥ ψ ≥ -1
 1  3  1
tp Kx   0.425  2  Cx  2
b    2   0.51 for
x x   0.7
a
5
α ≥ 1.64
Kx = 1.28
x x
tp b
α < 1.64
1
Kx   0.56  0.13 2
x
2
a
2-28
Stress Aspect
ratio ψ ratio α
6
1≥ψ≥0
4(0.425 + 𝛼 2 )
𝐾𝑦 =
(3𝜓 + 1)𝛼 2
0 > ψ ≥ -1
𝐾𝑦 = 4(0.425 + 𝛼 2 )(1 + 𝜓)
𝛼2
1
−5𝜓(1 − 3.42𝜓)
𝛼2
7
𝐶𝑦 = 1 for 𝜆 ≤ 0.7
1 ≥ ψ ≥ -1
(3 − 𝜓) 1
𝐾𝑦 = (0.425 + 𝛼 2 ) 𝐶𝑦 = 2 for 𝜆
2𝛼 2 𝜆 + 0.51
> 0.7
0.56 0.13
− 𝐾𝑦 = 1 + + 4
𝛼2 𝛼
9
x x
tp b − K x  6.97
a
10
Cx  1 for   0.83
2.07 0.67
− Ky  4    1 0.22 
 2
4 C x  1,13  2 
   for
  0.83
11   4 Kx = 4
x x
tp b −  4  
4
α<4 K x  4  2.74 
x
 3 
a
12  For α < 2:
Cy = Cy2
 For α ≥ 2:
 1 
C y  1.06  C y 2
− Ky determined as per case 2  10 
where:
Cy2= Cy (determined as per
case 2)
2-29
Stress Aspect
ratio ψ ratio α
13  4 Kx = 6.97 Cx  1 for   0.83
x x
−  1 0.22 
 4  
4
tp b C x  1,13  2 
α<4 K x  6.97  3.1     for
 3 
x   0.83
a
14
𝐶𝑦 = 1 for 𝜆 ≤ 0.83
6.97 3.1 4 − 1⁄𝛼
4 𝐶𝑦
− 𝐾𝑦 = + 2[ ] 1 0.22
𝛼2 𝛼 3 = 1.13 ( − 2 ) for 𝜆
𝜆 𝜆
> 0.83
15

tp b 4
− 𝐾𝜏 = √3 [5.34 + ]
𝛼2

a
16
  4 7.15  
− K  3 5.34  Max  2 ; 2.5  
     C  1 for   0.84
0.84
C 
 for   0.84
17
da
K = K’r
 K’ = K according to case 15
r = opening reduction factor taken as:
− 𝑑𝑎 𝑑𝑏
db b 𝑟 = (1 − ) (1 − )
𝑎 𝑏
tp with
𝑑𝑎 𝑑
≤ 0.7 and 𝑏 ≤ 0.7
 𝑎 𝑏
a
18
− 𝐾𝜏 = 30.5 (0.6 + 4⁄𝛼 2 )
C  1 for   0.84
19 0.84
C 
 for   0.84
− 𝐾𝜏 = 8
Edge boundary conditions:

--------- Plate edge free
 Plate edge simply supported
▬▬▬▬▬ Plate edge clamped.
2-30
Stress Aspect
ratio ψ ratio α
Note:
(1) Cases listed are general cases. Each stress component (σx, σy) is to be understood in local coordinates.
2.2 Curved plate panels

This requirement for curved plate limit state is applicable when R/tp ≤ 2500. Otherwise, the
requirement for plate limit state given in 2.1.1 of this Appendix is applicable.
The curved plate limit state is based on the following interaction formula:
1.25 2
𝛾𝑐 𝜎𝑎𝑥 𝛾𝑐 𝜏√3
( ) +( ) = 1.0
𝐶𝑎𝑥 𝑅𝑒𝐻_𝑃 𝐶𝜏 𝑅𝑒𝐻_𝑃
where:
σax — applied axial stress to the cylinder corresponding to the curved plate panel, in
N/mm².In case of tensile axial stresses, σax= 0.
Cax, Cτ — buckling reduction factor of the curved plate panel, as defined in Table 3.
The stress multiplier factor γ c of the curved plate panel needs not be taken less than the stress
multiplier factor γ c for the expanded plane panel according to 2.1.1 of this Appendix.
Buckling Factor and reduction factor for curved plate panel with R/tp ≤ 2500 Table 3
Case Aspect ratio Buckling factor K Reduction factor C
d R 2 d2 For general application:

 0.5 K 1
R tp 3 Rt p Cax = 1 for   0.25
1
Cax = 1.233-0.933 for 0.25<1
d2  d tp  Cax = 0.3/³ for 1<1.5
K  0.267 3   Cax = 0.2/² for >1.5
d R Rt p  R R 
 0.5 For curved single fields, e.g. bilge
R tp
d2 strake, which are bounded by plane
 0.4 panels:
Rt p
Cax = 0.65/²1.0
2 d R 0.67d 3
 8.7 K  3 28.3 
R tp R1.5t1p.5 C = 1 for   0.4
C = 1.274 – 0.686
d R 0.28d 2 for 0.4 <   1.2
 8.7 K 3
R tp R Rt p C = 0.65/² for  > 1.2
Explanations for boundary conditions:

──── Plate edge simply supported.
3 Buckling capacity of overall stiffened panel
The elastic stiffened panel limit state is based on the following interaction formula:
PZ
1
cf
where: Pz and cf are defined in 4.4.3 of this Appendix.
4 Buckling capacity of longitudinal stiffeners
4.1 Stiffeners limit states

The buckling capacity of longitudinal stiffeners is to be checked for the following limit states:
(1) stiffener induced failure (SI);
2-31
(2) associated plate induced failure (PI).
4.2 Lateral pressure

The lateral pressure is to be considered as constant in the buckling strength assessment of
longitudinal stiffeners.
4.3 Stiffener idealization

4.3.1 Effective length of the stiffener ℓeff
The effective length of the stiffener ℓeff, in mm, is to be taken equal to:
(1)    for stiffener fixed at both ends;
eff
3
(2)  eff 0.75 for stiffener simply supported at one end and fixed at the other;
(3)  eff  for stiffener simply supported at both ends.
4.3.2 Effective width of the attached plating beff1
The effective width of the attached plating of a stiffener beff1, in mm, without the shear lag effect is
to be taken equal to:
𝐶𝑥1 𝑏1 + 𝐶𝑥2 𝑏2
𝑏𝑒𝑓𝑓1 =
2
where:
Cx1, Cx2 — reduction factor defined in Table 2 calculated for each side of the considered
stiffener according to case 1;
b1, b2 — width of plate panel on each side of the considered stiffener, in mm.
4.3.3 Effective width of attached plating beff
The effective width of attached plating of stiffeners, beff, in mm, is to be taken as:
𝑏𝑒𝑓𝑓 = 𝑚𝑖𝑛(𝑏𝑒𝑓𝑓1, 𝜒𝑠 𝑠)
where:
χs — effective width coefficient to be taken as:
1.12 ℓ𝑒𝑓𝑓
• 𝜒𝑠 = 𝑚𝑖𝑛 1.75 ;1 for ≥1
1+ 𝑠
ℓ𝑒𝑓𝑓 1.6
[ ( 𝑠 )
]
ℓ𝑒𝑓𝑓 ℓ𝑒𝑓𝑓
• 𝜒𝑠 = 0.407 for <1
𝑠 𝑠
4.3.4 Net thickness of attached plating tp
The net thickness of plate tp, in mm, is to be taken as the mean thickness of the two attached
plating panels.
4.3.5 Effective web thickness of flat bar
For accounting the decrease of stiffness due to local lateral deformation, the effective web
thickness of flat bar stiffener, in mm, is to be used for the calculation of the net sectional area, As,
the net section modulus, Z, and the moment of inertia, I, of the stiffener and is taken as:
 2 ² hw  2  beff 1  
tw _ red  tw 1    1  

 3  s   s  
4.3.6 Net section modulus Z of a stiffener
The net section modulus Z of a stiffener, in cm3, including effective width of plating beff is to be
taken equal to:
(1) the section modulus calculated at the top of stiffener flange for stiffener induced failure (SI).
(2) the section modulus calculated at the attached plating for plate induced failure (PI).
4.3.7 Net moment of inertia I of a stiffener
The net moment of inertia I, in cm4, of a stiffener including effective width of attached plating beff
is to comply with the following requirement:
3
s tp
I .
12104
4.3.8 Idealisation of bulb profile
Bulb profiles may be considered as equivalent angle profiles. The net dimensions of the equivalent
2-32
built-up section are to be obtained, in mm, from the following formulae:
hw
hw  hw  2
9.2
 h 
b f    t w  w  2 
 6.7 
hw
tf 
2
9.2
t w  t w
where: h’w, t’w — net height and thickness of a bulb section, in mm, as shown in Figure 2;
α — coefficient equal to:
  1.1 
120  hw 2 for hw  120
3000
  1.0 for hw  120
Figure 2 Idealisation of bulb stiffener
4.4 Ultimate buckling capacity

4.4.1 Longitudinal stiffener limit state
When  a   b   w  0 , the ultimate buckling capacity for stiffeners is to be checked
according to the following interaction formula:
 c  a  b  w
1
ReH
where:
— effective axial stress, in N/mm², at mid-span of the stiffener, defined in 4.4.2 of
σa
this Appendix;
b — bending stress in the stiffener, in N/mm2, defined in 4.4.3 of this Appendix;
σw — stress due to torsional deformation, in N/mm2, defined in 4.4.4 of this Appendix;
ReH — specified minimum yield stress of the material, in N/mm2:
(1) R eH  R eH _ S for stiffener induced failure (SI);
(2) R eH  R eH _ P for plate induced failure (PI).
4.4.2 Effective axial stress σa
The effective axial stress σa, in N/mm², at mid-span of the stiffener, acting on the stiffener with its
attached plating is to be taken equal to:
s t p  As
a  x
beff 1 t p  As
where:
x — nominal axial stress, in N/mm2, acting on the stiffener with its attached plating,
calculated according to 7.2.4.4.1 a) of this Chapter;
2-33
As — net sectional area, in mm2, of the considered stiffener.
4.4.3 Bending stress σb
The bending stress in the stiffener σb, in N/mm²,is to be taken equal to:
M M 1
b o
1000 Z
where:
M1 — bending moment, in Nmm, due to the lateral load P:
(1) M 1 Ci P s for continuous stiffener;
2
3
2410
(2) M 1 Ci P s for sniped stiffener;

2
3
810
P — lateral load, in kN/m2, to be equal to the static pressure at the load calculation
point of the stiffener;
Ci — pressure coefficient;
(1) Ci CSI for stiffener induced failure (SI);
(2) Ci C PI for plate induced failure (PI);
C PI — plate induced failure pressure coefficient:
(1) CPI 1 if the lateral pressure is applied on the side opposite to the stiffener;
(2) CPI 1 if the lateral pressure is applied on the same side as the stiffener;
CSI — stiffener induced failure pressure coefficient:
(1) CSI 1 if the lateral pressure is applied on the side opposite to the stiffener;
(2) C SI 1 if the lateral pressure is applied on the same side as the stiffener;
M0 — bending moment, in Nmm, due to the lateral deformation w of stiffener:
 Pw 
M 0  FE  z  , with c f  Pz  0 ;
c P 
 f z 
FE — ideal elastic buckling force of the stiffener, in N:

 
2
FE   EI 10 4 ;

Pz — normal lateral load, in N/mm2, acting on stiffeners due to stresses σx, σy and τ, in
the attached plating in way of stiffener mid span:
tp  s 
2

Pz    xl    21  ;
s    

𝐴𝑠
𝜎𝑥ℓ = 𝛾𝑐 𝜎𝑥 (1 + ), but not less than 0;
𝑠𝑡𝑝
m m 
 1   t p
ReH _ P E  21  22  , but not less than 0;
a b 
m1 , m2 — coefficients, taken equal to:
(1) m1  1.47 , m2  0.49 for  2 ;
(2) m1  1.96 , m2  0.37 for  2 ;
w — deformation of stiffener, in mm, taken equal to:
w  w0  w1
;
w0 — assumed imperfection, in mm, taken equal to:
(1) w0 /1000 in general;
(2) w0  wna for stiffeners sniped at both ends, considering stiffener induced failure
(SI);
2-34
(3) w0 wna for stiffeners sniped at both ends, considering plate induced failure (PI);
wna — distance, in mm, from the mid-point of attached plating to the neutral axis of the
stiffener calculated with the effective width of the attached plating;
w1 — deformation of stiffener at midpoint of stiffener span due to lateral load P, in mm.
In case of uniformly distributed load, w1 is to be taken as:
(1) w C P s 4 in general;
1 i
384107 E I
(2) w C 5 P s 
4
for stiffener sniped at both ends;
38410 E I
1 i 7
cf — elastic support provided by the stiffener, in N/mm2, to be taken equal to:

 
2
c f FE   (1c p ) ;

cp — coefficient, to be taken as:
1
cp 
0.91 12I 4 

1 10 1
c xa  st p 3 

cxa — coefficient, to be taken as:
2
(1) c xa    2 s  for 2s ;
 2 s  
2
(2) c 1   
2
for 2s .
xa
  2 s  
4.4.4 Stress due to torsional deformation σw

The stress due to torsional deformation σw , in N/mm2, is to be taken equal to:
 
2 
(1) t f     1  for stiffener induced failure (SI);
w  Ey w   hw  0     1
 2 
   1  0.4R eH

_S

  ET 
(2)  w  0 for plate induced failure (PI).
where:
yw — distance, in mm, from centroid of stiffener cross-section to the free edge of stiffener
flange, to be taken as:
(1) y w  t w for flat bar;
2
(2) y b  hwtw t f b f for angle and bulb profiles;
2 2
w f
2 As
bf
(3) yw  for Tee profile;
2
0 — coefficient, to be taken as:

  10 3 ;
0
hw
σ ET — reference stress for torsional buckling, in N/mm2:
E    2 I  102 
 ET   0.385I T 
Ip  2

Ip — net polar moment of inertia of the stiffener about point C as shown in Figure 3, as
defined in Table 4, in cm4;
IT — net St. Venant’s moment of inertia of the stiffener, as defined in Table 4, in cm4;
2-35
I — net sectional moment of inertia of the stiffener about point C as shown in Figure 3,
as defined in Table 4, in cm6;
 — degree of fixation, to be taken as:
2
   3
   10
 1  
 0.75s ef  0.5tf 
I   3
 

 tp tw3 .
Moments of inertia Table 4

Characteristics of
Flat bars Bulb, angle and Tee profiles
cross section
hw3 t w  Aw ( e f 0.5t f ) 2 
IP   A f e 2f 10 4
 3 
310 4  
(e f  0.5t f )t w3  tw 
1  0.63 
3 10 4  e  0.5t f 
 f 
hw t w3  t 
IT 1  0.63 w  
3 10 4  hw 
b f t 3f  t 
1  0.63 f 
3 10 4  bf 

A f e 2f b 2f  A f  2.6 Aw 
3 3  
I
h tw w 12 106  Af  Aw 
for bulb and angle profiles
36 106
b 3f t f e 2f
12  106 for Tee profiles
2
Aw: net web area, in mm ;
Af : net flange area, in mm2.
Figure 3 Stiffener cross sections
2-36
Appendix 5 HULL GIRDER ULTIMATE BENDING CAPACITY
Symbols
Iy-net: Net moment of inertia, in m4, of the hull transverse section around its horizontal
neutral axis.
ZB-net, ZD-net: Section moduli, in m3, at bottom and deck, respectively.
ReH_S: Minimum yield stress, in N/mm2, of the material of the considered stiffener.
ReH_P: Minimum yield stress, in N/mm2, of the material of the considered plate.
As-net: Net sectional area, in cm2, of stiffener, without attached plating.
Ap-net: Net sectional area, in cm2, of attached plating.
1 General assumptions
1.1 The method for calculating the ultimate hull girder capacity is to identify the critical failure
modes of all main longitudinal structural elements.
1.2 Structures compressed beyond their buckling limit have reduced load carrying capacity. All
relevant failure modes for individual structural elements, such as plate buckling, torsional stiffener
buckling, stiffener web buckling, lateral or global stiffener buckling and their interactions, are to
be considered in order to identify the weakest inter-frame failure mode.
2 Incremental-iterative method
2.1 Assumptions
In applying the incremental-iterative method, the following assumptions are generally to be made:
• The ultimate strength is calculated at hull transverse sections between two adjacent transverse
webs.
• The hull girder transverse section remains plane during each curvature increment.
• The hull material has an elasto-plastic behaviour.
• The hull girder transverse section is divided into a set of elements, see 2.2.2 of this Appendix,
which are considered to act independently.
According to the iterative procedure, the bending moment Mi acting on the transverse section at
each curvature value χi is obtained by summing the contribution given by the stress σ acting on
each element. The stress σ corresponding to the element strain, ε is to be obtained for each
curvature increment from the non-linear load-end shortening curves σ-ε of the element.
These curves are to be calculated, for the failure mechanisms of the element, from the formulae
specified in 2.3. The stress σ is selected as the lowest among the values obtained from each of the
considered load-end shortening curves σ-ε.
The procedure is to be repeated until the value of the imposed curvature reaches the value χF, in
m-1, in hogging and sagging conditions, obtained from the following formula:
𝑀𝑦
𝜒𝐹 = ±0.003
𝐸𝐼𝑦−𝑛𝑒𝑡
where: MY — lesser of the values MY1 and MY2, in kNm.;
MY1 = 103 ReH ZB-net.
MY2 =103 ReH ZD-net.
If the value χF is not sufficient to evaluate the peaks of the curve M-χ, the procedure is to be
repeated until the value of the imposed curvature permits the calculation of the maximum bending
moments of the curve.
2.2 Procedure
2.2.1 General
The curve M-χ is to be obtained by means of an incremental-iterative approach, summarized in the
flow chart in Figure 1.
2-37
In this procedure, the ultimate hull girder bending moment capacity, MU is defined as the peak
value of the curve with vertical bending moment M versus the curvature χ of the ship cross section
as shown in Figure 1. The curve is to be obtained through an incrementaliterative approach.
Each step of the incremental procedure is represented by the calculation of the bending moment
Mi which acts on the hull transverse section as the effect of an imposed curvature χi .
For each step, the value χi is to be obtained by summing an increment of curvature, Δχ to the value
relevant to the previous step χ i-1. This increment of curvature corresponds to an increment of the
rotation angle of the hull girder transverse section around its horizontal neutral axis.
This rotation increment induces axial strains ε in each hull structural element, whose value
depends on the position of the element. In hogging condition, the structural elements above the
neutral axis are lengthened, while the elements below the neutral axis are shortened, and
vice-versa in sagging condition.
The stress σ induced in each structural element by the strain ε is to be obtained from the load-end
shortening curve σ-ε of the element, which takes into account the behaviour of the element in the
non-linear elasto-plastic domain.
The distribution of the stresses induced in all the elements composing the hull transverse section
determines, for each step, a variation of the neutral axis position due to the nonlinear σ-ε,
relationship. The new position of the neutral axis relevant to the step considered is to be obtained
by means of an iterative process, imposing the equilibrium among the stresses acting in all the hull
elements on the transverse section.
Once the position of the neutral axis is known and the relevant element stress distribution in the
section is obtained, the bending moment of the section Mi around the new position of the neutral
axis, which corresponds to the curvature χi imposed in the step considered, is to be obtained by
summing the contribution given by each element stress.
The main steps of the incremental-iterative approach described above are summarised as follows
(see also Figure 1):
Step 1: Divide the transverse section of hull into stiffened plate elements.
Step 2: Define stress-strain relationships for all elements as shown in Table 1.
Step 3: Initialise curvature χ1 and neutral axis for the first incremental step with the value of
incremental curvature (i.e. curvature that induces a stress equal to 1% of yield
strength in strength deck) as:
ReH 1
1 =  0.01
E z D  zn
where: zD — Z coordinate, in m, of strength deck at side;
zn — Z coordinate, in m, of horizontal neutral axis of the hull transverse
section with respect to the reference coordinate system defined
in 1.2.3 of IACS URS11A.
Step 4: Calculate for each element the corresponding strain, εi=χ(zi-zn) and the corresponding
stress σi.
Step 5: Determine the neutral axis zNA_cur at each incremental step by establishing force
equilibrium over the whole transverse section as:
Ai-net i = Aj-net j (i-th element is under compression, j-th element under tension).
Step 6: Calculate the corresponding moment by summing the contributions of all elements as:
𝑀𝑈 = ∑ 𝜎𝑈𝑖 𝐴𝑖−𝑛𝑒𝑡 |(𝑧𝑖 − 𝑧𝑁𝐴_𝑐𝑢𝑟 )|.
Step 7: Compare the moment in the current incremental step with the moment in the
previous incremental step. If the slope in M-χ relationship is less than a negative
fixed value, terminate the process and define the peak value MU. Otherwise,
increase the curvature by the amount of Δχ and go to Step 4.
2-38
Figure 1 Flow chart of the procedure for the evaluation of the curve M-χ
2.2.2 Modelling of the hull girder cross section

Hull girder transverse sections are to be considered as being constituted by the members
contributing to the hull girder ultimate strength.
Sniped stiffeners are also to be modelled, taking account that they do not contribute to the hull
girder strength.
The structural members are categorised into a stiffener element, a stiffened plate element or a hard
corner element.
2-39
The plate panel including web plate of girder or side stringer is idealised into a stiffened plate
element, an attached plate of a stiffener element or a hard corner element.
The plate panel is categorised into the following two kinds:
― longitudinally stiffened panel of which the longer side is in ship’s longitudinal direction, and
― transversely stiffened panel of which the longer side is in the perpendicular direction to
ship’s longitudinal direction.
• Hard corner element:
Hard corner elements are sturdier elements composing the hull girder transverse section, which
collapse mainly according to an elasto-plastic mode of failure (material yielding); they are
generally constituted by two plates not lying in the same plane.
The extent of a hard corner element from the point of intersection of the plates is to be taken equal
to 20 tnet on a transversely stiffened panel and to 0.5 s on a longitudinally stiffened panel, see
Figure 2.
where:
tnet — net thickness of plate, in mm;
s — spacing of the adjacent longitudinal stiffener, in m.
Bilge, sheer strake-deck stringer elements, girder-deck connections and face plate-web
connections on large girders are typical hard corners.
• Stiffener element:
The stiffener constitutes a stiffener element together with the attached plate.
The attached plate width is in principle:
— equal to the mean spacing of the stiffener when the panels on both sides of the stiffener are
longitudinally stiffened, or
— equal to the width of the longitudinally stiffened panel when the panel on one side of the
stiffener is longitudinally stiffened and the other panel is of the transversely stiffened, see
Figure 2.
• Stiffened plate element:
The plate between stiffener elements, between a stiffener element and a hard corner element or
between hard corner elements is to be treated as a stiffened plate element, see Figure 2.
Figure 2 Extension of the breadth of the attached plating and hard corner element
The typical examples of modelling of hull girder section are illustrated in Figure 3.
Notwithstanding the foregoing principle, these figures are to be applied to the modelling in the
vicinity of upper deck, sheer strake and hatch coaming.
2-40
Figure 3 Examples of the configuration of stiffened plate elements, stiffener elements
and hard corner elements on a hull section
Notes:
(1) In case of the knuckle point as shown in Figure 4, the plating area adjacent to knuckles in the plating with an
angle greater than 30 degrees is defined as a hard corner. The extent of one side of the corner is taken equal to 20
tnet on transversely framed panels and to 0.5 s on longitudinally framed panels from the knuckle point.
(2) Where the plate members are stiffened by non-continuous longitudinal stiffeners, the non- continuous stiffeners
are considered only as dividing a plate into various elementary plate panels.
(3) Where the opening is provided in the stiffened plate element, the openings are to be considered in accordance
with the requirements of Figure 2.2.4.7 of Section 2, Chapter 2 of this PART.
(4) Where attached plating is made of steels having different thicknesses and/or yield stresses, an average
thickness and/or average yield stress obtained from the following formula are to be used for the calculation:
𝑡 𝑠 +𝑡 𝑠 𝑅 𝑡 𝑠 +𝑅 𝑡 𝑠
𝑡𝑛𝑒𝑡 = 1−𝑛𝑒𝑡 1 2−𝑛𝑒𝑡 2 𝑅𝑒𝐻_𝑃 = 𝑒𝐻_𝑃1 1−𝑛𝑒𝑡 1 𝑒𝐻_𝑃2 2−𝑛𝑒𝑡 2
𝑠 𝑡𝑛𝑒𝑡𝑠
where: ReH_p1, ReH_p2, t1-net, t2-net, s1, s2 and s are shown in Figure 5.
Figure 4 Plating with knuckle point
2-41
Figure 5 Element with different thickness and yield strength
2.3 Load-end shortening curves

2.3.1 Stiffened plate element and stiffener element
Stiffened plate element and stiffener element composing the hull girder transverse sections may
collapse following one of the modes of failure specified in Table 1.
 Where the plate members are stiffened by non-continuous longitudinal stiffeners, the stress
of the element is to be obtained in accordance with 2.3.2 to 2.3.7 of this Appendix, taking
into account the non-continuous longitudinal stiffener.
In calculating the total forces for checking the hull girder ultimate strength, the area of
non-continuous longitudinal stiffener is to be assumed as zero.
 Where the opening is provided in the stiffened plate element, the considered area of the
stiffened plate element is to be obtained by deducting the opening area from the plating in
calculating the total forces for checking the hull girder ultimate strength.
 For stiffened plate element, the effective width of plate for the load shortening portion of
the stress-strain curve is to be taken as full plate width, i.e. to the intersection of other plate
or longitudinal stiffener – neither from the end of the hard corner element nor from the
attached plating of stiffener element, if any. In calculating the total forces for checking the
hull girder ultimate strength, the area of the stiffened plate element is to be taken between
the hard corner element and the stiffener element or between the hard corner elements, as
applicable.
Modes of failure of stiffened plate element and stiffener element Table 1

Element Mode of failure Curve σ-ε defined in
Lengthened stiffened plate element or
Elasto-plastic collapse 2.3.2 of this Appendix
stiffener element
Beam column buckling 2.3.3 of this Appendix
Torsional buckling 2.3.4 of this Appendix
Shortened stiffener element
Web local buckling of flanged profiles 2.3.5 of this Appendix
Web local buckling of flat bars 2.3.6 of this Appendix
Shortened stiffened plate element Plate buckling 2.3.7 of this Appendix
2.3.2 Elasto-plastic collapse of structural elements (Hard corner element)

The equation describing the load-end shortening curve σ-ε for the elasto-plastic collapse of
structural elements composing the hull girder transverse section is to be obtained from the
following formula.
  ReHA
where: ReHA — equivalent minimum yield stress, in N/mm2, of the considered element, obtained
by the following formula:
𝑅𝑒𝐻_𝑃 𝐴𝑝−𝑛𝑒𝑡 +𝑅𝑒𝐻_𝑆 𝐴𝑠−𝑛𝑒𝑡
𝑅𝑒𝐻𝐴 = 𝐴 +𝐴
;
𝑝−𝑛𝑒𝑡 𝑠−𝑛𝑒𝑡
Φ — edge function, equal to:
  1 for   1 ;
  for 1    1 ;
 1 for   1 ;
2-42
ε — relative strain, equal to:

 E;
Y
E — element strain;
Y— strain at yield stress in the element, equal to:
ReHA
Y  .
E
2.3.3 Beam column buckling

The positive strain portion of the average stress – average strain curve σCR1 - ε based on beam
column buckling of plate-stiffener combinations is described according to the following:
𝐴𝑠−𝑛𝑒𝑡 + 𝐴𝑝𝐸−𝑛𝑒𝑡
𝜎𝐶𝑅1 = Φ𝜎𝐶1
𝐴𝑠−𝑛𝑒𝑡 + 𝐴𝑝−𝑛𝑒𝑡
where: Φ — edge function, as defined in 2.3.2 of this Appendix;
σC1— critical stress, in N/mm2, equal to:
 for  E1  ReHB  ;
 C 1  E1
 2
 R  for  E1  ReHB  ;
 C1  ReHB 1  eHB 
 4 E1  2
ReHB — equivalent minimum yield stress, in N/mm2, of the considered element, obtained
by the following formula:
𝑅𝑒𝐻_𝑃 𝐴𝑝𝐸𝐼−𝑛𝑒𝑡 ℓ𝑝𝐸 +𝑅𝑒𝐻_𝑆 𝐴𝑠−𝑛𝑒𝑡 ℓ𝑠𝐸
𝑅𝑒𝐻𝐵 = 𝐴𝑝𝐸𝐼−𝑛𝑒𝑡 ℓ𝑝𝐸 +𝐴𝑠−𝑛𝑒𝑡 ℓ𝑠𝐸
;
2
ApEI-net — effective area, in cm , equal to:
𝐴𝑝𝐸𝐼−𝑛𝑒𝑡 = 10𝑏𝐸1 𝑡𝑛𝑒𝑡 ;
lpE — distance, in mm, measured from the neutral axis of the stiffener with attached plate
of width bE1 to the bottom of the attached plate;
lsE — distance, in mm, measured from the neutral axis of the stiffener with attached plate
of width bE1 to the top of the stiffener;
ε — relative strain, as defined in 2.3.2 of this Appendix;
𝜎𝐸1 — Euler column buckling stress, in N/mm2, equal to:
𝐼
𝜎𝐸1 = 𝜋 2 𝐸 𝐴 𝐸−𝑛𝑒𝑡ℓ2 10−4;
𝐸−𝑛𝑒𝑡
IE-net — net moment of inertia of stiffeners, in cm4, with attached plate of width bE1;
AE-net — net area, in cm2, of stiffeners with attached plating of width bE1;
bE1 — effective width corrected for relative strain, in m, of the attached plating, equal to:
s
bE1  for  E  1.0 ;
E
bE1  s for  E  1.0 ;
 ReHp
βE ―  E  103 s ;
tn50 E
ApE-net — net area, in cm2, of attached plating of width bE, equal to:
𝐴𝑝𝐸−𝑛𝑒𝑡 = 10𝑏𝐸 𝑡𝑛𝑒𝑡 ;
bE — effective width, in m, of the attached plating, equal to:
 2.25 1.25  for  E  1.25 ;
bE    2 s
 E E 
bE  s for  E  1.25 .
2.3.4 Torsional buckling

The load-end shortening curve σCR2-ε for the flexural-torsional buckling of stiffeners composing
the hull girder transverse section is to be obtained according to the following formula:
2-43
𝐴𝑠−𝑛𝑒𝑡 𝜎𝐶2 + 𝐴𝑝−𝑛𝑒𝑡 𝜎𝐶𝑝
𝜎𝐶𝑅2 = Φ
𝐴𝑠−𝑛𝑒𝑡 + 𝐴𝑝−𝑛𝑒𝑡
σC2 — critical stress, in N/mm2, equal to:
𝜎 𝑅
𝜎𝐶2 = 𝜀𝐸2 for 𝜎𝐸2 ≤ 𝑒𝐻_𝑆
2
𝜀 ;
𝑅𝑒𝐻_𝑆 𝜀 𝑅𝑒𝐻_𝑆
𝜎𝐶2 = 𝑅𝑒𝐻_𝑆 (1 − 4𝜎𝐸2
) for 𝜎𝐸2 > 2
𝜀 ;
ε— relative strain, as defined in 2.3.2 of this Appendix;
σE2— Euler column buckling stress, in N/mm2, taken as σET defined in 4.4.4 of Appendix
4 of this Chapter;
σCP— buckling stress of the attached plating, in N/mm2, equal to:
2.25 1.25
𝜎𝐶𝑃 = ( 𝛽 − 𝛽2 ) 𝑅𝑒𝐻_𝑃 for  E  1.25
𝐸 𝐸
𝜎𝐶𝑃 = 𝑅𝑒𝐻_𝑃 for  E  1.25
βE— coefficient, as defined in 2.3.3 of this Appendix.
2.3.5 Web local buckling of stiffeners made of flanged profiles

The load-end shortening curve σCR3 - ε for the web local buckling of flanged stiffeners composing
the hull girder transverse section is to be obtained from the following formula:
103𝑏𝐸 𝑡𝑛𝑒𝑡 𝑅𝑒𝐻_𝑃 + (ℎ𝑤𝑒 𝑡𝑤−𝑛𝑒𝑡 + 𝑏𝑓 𝑡𝑓−𝑛𝑒𝑡 )𝑅𝑒𝐻_𝑆
𝜎𝐶𝑅3 = Φ
103 𝑠𝑡𝑛𝑒𝑡 + ℎ𝑤 𝑡𝑤−𝑛𝑒𝑡 + 𝑏𝑓 𝑡𝑓−𝑛𝑒𝑡
bE — effective width, in m, of the attached plating, as defined in 2.3.3 of this Appendix;
hwe — effective height, in mm, of the web, equal to:
 2.25 1.25 
hwe    2  hw for  w  1.25 ;
 w w 
hwe  hw for  w  1.25 ;
ℎ𝑤 𝜀𝑅𝑒𝐻_𝑆
βw — 𝛽𝑤 = 𝑡 √
𝑤−𝑛𝑒𝑡 𝐸
ε— relative strain, as defined in 2.3.2 of this Appendix.
2.3.6 Web local buckling of stiffeners made of flat bars

The load-end shortening curve σCR4-ε for the web local buckling of flat bar stiffeners composing
𝐴𝑝−𝑛𝑒𝑡 𝜎𝐶𝑃 + 𝐴𝑠−𝑛𝑒𝑡 𝜎𝐶4
𝜎𝐶𝑅4 = Φ
𝐴𝑝−𝑛𝑒𝑡 + 𝐴𝑠−𝑛𝑒𝑡
σCP — buckling stress of the attached plating, in N/mm2, as defined in 2.3.4 of this
Appendix;
σC4 — critical stress, in N/mm2, equal to:
𝜎 𝑅
𝜎𝐶4 = 𝐸4 for 𝜎𝐸4 ≤ 𝑒𝐻_𝑆 𝜀;
𝜀 2
𝑅𝑒𝐻_𝑆 𝜀 𝑅𝑒𝐻_𝑆
𝜎𝐶4 = 𝑅𝑒𝐻_𝑆 (1 − ) for 𝜎𝐸4 > 𝜀;
4𝜎𝐸4 2
2
σE4 — local Euler buckling stress, in N/mm , equal to:
𝑡𝑤−𝑛𝑒𝑡 2
𝜎𝐸4 = 160000 ( ℎ𝑤
) ;
ε— relative strain, as defined in 2.3.2 of this Appendix.
2.3.7 Plate buckling

The load-end shortening curve σ CR5-ε for the buckling of transversely stiffened panels composing
𝑅𝑒𝐻_𝑃 Φ
2
𝜎𝐶𝑅5 = 𝑚𝑖𝑛 { 𝑠 2.25 1.25 𝑠 1
Φ𝑅𝑒𝐻_𝑃 [ ( − 2 ) + 0.1 (1 − ) (1 + 2 ) ]
ℓ 𝛽𝐸 𝛽𝐸 ℓ 𝛽𝐸
2-44
βE — coefficient as defined in 2.3.3 of this Appendix;
s — plate breadth, in m, taken as the spacing between the stiffeners;
l— longer side of the plate, in m.
3 Alternative methods
3.1 General
3.1.1 Application of alternative methods is to be agreed by CCS prior to commencement.
Documentation of the analysis methodology and detailed comparison of its results are to be
submitted for review and acceptance. The use of such methods may require the partial safety
factors to be recalibrated.
3.1.2 The bending moment-curvature relationship, M-χ, may be established by alternative
methods. Such models are to consider all the relevant effects important to the non-linear response
with due considerations of:
(a) non-linear geometrical behavior;
(b) inelastic material behavior;
(c) geometrical imperfections and residual stresses (geometrical out-of-flatness of plate and
stiffeners);
(d) simultaneously acting loads:
• bi-axial compression;
• bi-axial tension;
• shear and lateral pressure;
(e) boundary conditions;
(f) interactions between buckling modes;
(g) interactions between structural elements such as plates, stiffeners, girders, etc.;
(h) post-buckling capacity;
(i) overstressed elements on the compression side of hull girder cross section possibly leading to
local permanent sets/buckle damages in plating, stiffeners, etc. (double bottom effects or
similar).
3.2 Non-linear finite element analysis

3.2.1 Advanced non-linear finite element analyses models may be used for the assessment of the
hull girder ultimate capacity. Such models are to consider the relevant effects important to the
non-linear responses with due consideration of the items listed in 3.1.2.
3.2.2 Particular attention is to be given to modelling the shape and size of geometrical
imperfections. It is to be ensured that the shape and size of geometrical imperfections trigger the
most critical failure modes.
2-45
CHAPTER 8 BULK CARRIERS
Section 12 HARMONIZED NOTATIONS AND CORRESPONDING DESIGN LOADING

CONDITIONS FOR BULK CARRIERS
8.12.4.3 Harmonized notation BC–A is to cover:

The condition as required by 8.12.4.1 and 8.12.4.2, plus: at least one cargo loaded condition with
specified holds empty, with cargo density 3.0 t/m3, and the same filling rate in all loaded cargo
holds at maximum draught with all ballast tanks empty.
The combination of specified empty holds is to be indicated with the annotation in 8.12.3.2(3)
(holds a, b, ... may be empty). In such cases where the design cargo density applied is less than 3.0
t/m3, the maximum density of the cargo that the vessel is allowed to carry is to be indicated within
the annotation, e.g. (maximum cargo density x.y t/m3, holds a, b, ... may be empty).
Appendix 1 DIRECT STRENGTH CALCULATION OF BULK CARRIERS
5 YIELD STRENGTH EVALUATION
5.1.1 The strength check is to be carried out after the stresses due to local load case and global
load case are combined. Strength evaluation is to be carried out for all primary members in the
cargo holds amidships (including bulkheads) within the longitudinal extent. The stress evaluated is
to be the combined one due to local load case and global load case in accordance with 1.5.1.9(2)
of Chapter 1 of this PART.
2-46
CHAPTER 9 ROLL ON-ROLL OFF SHIPS, PASSENGER SHIPS, RO-RO PASSENGER
SHIPS AND FERRIES
Section 7 DIRECT CALCULATIONS
9.7.4.1 A two- or three-dimensional beam or plate/beam model may be used for direct transverse
strength calculations, and the extent of the model is usually based on the following principles:
Primary members of the deck and their supporting structures (e.g. pillars, bulkheads, side
structures and transverse webs) are to be taken as main objects of analysis, covering at least in the
vertical direction all tiers of decks and their supporting structures starting from the midpoint
between baseline and bulkhead deck to the uppermost deck, in the transverse direction the entire
breadth of the ship, and in the longitudinal direction at least the length of 5 strength frame rings or
one design length of a vehicle amidships, whichever is the greater.
9.7.4.2 To minimize the effects of boundary constraints on the results of transverse strength
calculations, the boundary conditions are preferably to be applied at a sufficient distance below
bulkhead deck (generally at the midpoint between baseline and bulkhead deck). For the fore and
aft end planes of the model, the displacement in the longitudinal direction and the rotation about
the coordinate axis perpendicular to the longitudinal direction are to be taken as zero. For
intersections A, B, C, D of inner bottom plating and side shell plating within fore and aft end
planes, the displacement in vertical direction is to be taken as zero; for intersections A and B of
inner bottom plating and side shell plating at portside, the displacement in transverse direction is
to be taken as zero (see Figure 9.7.4.2).
Figure 9.7.4.2
2-47
CHAPTER 14 DREDGERS
Section 10 MISCELLANEOUS
14.10.6 Supporting structures and seats of operating equipment

14.10.6.1 The local supporting structures connected with equipment members and foundations,
as well as the seats of operating equipment are to be locally strengthened as necessary, and the
strength is to be checked.
14.10.6.2 Where direct calculation for check is applied, the model and strength criteria may refer
to 3.7.2.5 and 3.7.2.6 of Chapter 3 of this PART. The loads are to be applied based on the working
loads of equipment (e.g. working supporting loads of hydraulic winch), and the strength criteria
may refer to Table 3.7.4.12 of Chapter 3 of this PART.
2-48
CHAPTER 16 ORE CARRIERS
16.1.4.1 For ore carriers of 150 m in length and above, direct strength calculation in respect to
primary members within the cargo region is to be carried out and the calculation results are to be
submitted to CCS. direct strength calculation is respect to primary members within the cargo
region is to be carried out in accordance with the requirements of CCS Guidelines for Direct
Strength Analysis of Hull Structure of Ore Carriers, and the calculation results are to be submitted
to CCS.
16.2.2 Ultimate strength of hull girder

16.2.2.1 The ultimate bending capacity of any transverse section of hull girder during navigation
is to comply with the following requirements.
(1) The vertical ultimate bending capacity of hull girder is to comply with the following criteria:
MU
 s M s   wM w 
R
where: Ms — permissible still water bending moment, in kN·m;

Mw — wave bending moment, in kN·m;
MU — vertical ultimate bending capacity of hull girder, in kN·m;
γs, γw, γR — partial safety factors, to be taken as:
γs = 1.0;
γw = 1.2;
γR = γM·γDB;
where:
γM ― partial safety factor, covering material, geometric and strength
prediction uncertainties, to be taken as: γM = 1.05;
γDB― partial safety factor, covering the effect of double bottom bending,
to be taken as:
γDB = 1.10 for hogging condition;
γDB = 1.0 for sagging condition.
(2) Curve M-χ

The ultimate bending capacities of a hull girder transverse section MU, in hogging and sagging
conditions, are defined as the maximum values of the curve of bending moment capacity M versus
the curvature χ of the transverse section considered.
The curvature χ is positive for hogging condition and negative for sagging condition.
The curve M-χ is to be obtained by means of an incremental-iterative approach in accordance with
Appendix 3, Chapter 7 of this PART.
(3) The hull girder transverse sections are constituted by the elements contributing to the hull
girder longitudinal strength, and the standard diminution thickness given in Table 16.2.2.1 is to be
2-49
deducted in calculation.
Standard thickness deduction Table 16.2.2.1
Position Standard thickness deduction (mm)
One side connected to ballast water 1.0
Within 1.5 m below weather deck
Two sides connected to ballast water 2.0
Elsewhere 1.0
16.2.2.2 For ore carriers of 250 m in length and above, special consideration is to be given to the
effects of whipping on hull girder ultimate strength.
2-50
CHAPTER 19 SAND CARRIERS
19.1.1 Application
19.1.1.1 This Chapter applies to self-discharging sand carriers (hereinafter referred to as sand
carriers), with the transverse section of typical sand carriers given in Figures 19.1.1.1(1) and
19.1.1.1(2).
Figure 19.1.1.1(1) Figure 1 9.1.1.1(2)
19.1.1.2 This Chapter applies to the sand carriers with the main dimensions of B/D ≤ 3.5.
19.1.1.3 For those not covered in this Chapter, the relevant requirements of Chapter 14 and
Chapter 2 of this PART, as applicable, are also to be complied with.
19.1.2 Class notation

19.1.2.1 Ships complying with the requirements of this Chapter may be assigned with the class
notation “Sand Carrier”.
Section 2 SPECIAL REQUIREMENTS FOR STURCTURES WITHIN SAND CARGO

HOLD REGION
19.2.1 Sloping plate and its supporting structure

19.2.1.1 One bulkhead is to be provided under each sloping plate (at port and starboard),
respectively for cargo hold fitted with sloping plates complying with the requirements of
watertight bulkhead. The sloping structure of cargo hold is to be in compliance with the
requirements for hopper tanks in Chapter 8 of this PART.
19.2.1.2 The sectional area of bulkhead stiffeners or vertical webs with attached plating
(bulkhead plating) is to comply with the requirements for pillars in Section 10, Chapter 2 of this
2-51
PART. In calculation of the load P supported by pillars, P0 is to be taken as the mud volumetric
weight acting on sloping plate above within the loaded area a ×b.
19.2.1.3 For strength check of pillar under sloping plate, the mud volumetric weight acting on its
above or the mud volumetric weight on hatch coamings and sloping plate supported by stiffeners
is to be considered.
19.2.2 Bottom floors

19.2.2.1 For cargo hold structures in 19.2.1.1 above, the strength of bottom floors may be
checked in accordance with the requirements of 14.5.2.1 of Section 5, Chapter 14 of this PART.
19.2.2.2 Vertical stiffeners are to be provided on web of solid floors for supporting pillars under
sand hold sloping plate between side longitudinal bulkheads and centerline, with the same
thickness as that of the floor and 100 mm in width, both ends are to be snipped, see Figure
19.2.2.2.
Figure 19.2.2.2 Stiffeners provided on web of floors
2-52

AMENDMENTS
2016
PART THREE MACHINERY INSTALLATIONS
3-1
CONTENTS
CHAPTER 2 PUMPING AND PIPING SYSTEMS
Section 3 COPPER AND COPPER ALLOYS
Section 6 PUMPS, VALVES AND FITTINGS
Section 8 ARRANGEMENT
Appendix 1 PRODUCTION AND APPLICATION OF PLASTIC PIPES ON SHIPS
Appendix 2 FLEXIBLE HOSES
CHAPTER 4 MACHINERY PIPING SYSTEMS

Section 2 OIL FUEL SYSTEMS
CHAPTER 6 BOILERS AND PRESSURE VESSELS

Section 3 BOILER MOUNTINGS AND FITTINGS
CHAPTER 9 DIESEL ENGINES

Section 2 INSPECTION, TEST AND CERTIFICATION OF DIESEL ENGINE PARTS
Section 3 DESIGN AND CONSTRUCTION
Section 6 SCAVENGING AND SUPERCHARGING ARRANGEMENTS
Section 7 FITTINGS
Section 10 TYPE TEST, WORKS ACCEPTANCE TEST AND SHIPBOARD TRIALS
Appendix 2 GUIDELINES FOR ELECTRICALLY CONTROLLED DIESEL ENGINES
Appendix 4 TYPE TEST OF DIESEL ENGINES
Appendix 5 APPROVAL AND CERTIFICATION OF DIESEL ENGINES
Appendix 6 WORKS ACCEPTANCE TEST AND SHIPBOARD TRIALS OF DIESEL
ENGINES
Appendix 8 TYPE TESTING PROCEDURE FOR CRANKCASE OIL MIST DETECTION
AND ALARM EQUIPMENT
Appendix 9 PROCEDURE FOR INSPECTION OF MASS PRODUCTION OF DIESEL
ENGINES
Appendix 10 PROCEDURE FOR INSPECTION OF MASS PRODUCED EXHAUST
DRIVEN TURBOBLOWERS
CHAPTER 10 TRANSMISSION GEARING

Appendix 1 APPRAISAL OF GEAR STRENGTH
CHAPTER 11 SHAFTING AND PROPELLERS

Section 2 SHAFTING
CHAPTER 12 SHAFT VIBRATION AND ALIGNMENT

Section 2 TORSIONAL VIBRATION
CHAPTER 13 STEERING GEAR AND WINDLASSES

Section 1 STEERING GEAR
3-2
CHAPTER 2 PUMPING AND PIPING SYSTEMS
Section 3 COPPER AND COPPER ALLOYS
2.3.2 Calculation of wall thickness

2.3.2.2 The basic wall thickness of copper and copper alloy pipes is to be determined by the
following formula:
pD pD
δ0 = δ0  mm
2[σ ]  p 2 [σ e]  p
where: p – design pressure, in MPa, see 2.1.3 of this Chapter;

D – outside diameter of pipes, in mm;
[] – permissible stress, in N/mm2, obtained from Table 2.3.2.2;
e – efficiency factor, e = 1 for seamless copper pipes and for welded copper pipes delivered
by manufacturers approved for making welded copper pipes which are considered an
equivalent to seamless copper pipes. For copper pipes made by other methods, e will
be specially considered.
Section 6 PUMPS, VALVES AND FITTINGS
2.6.4 Charge air coolers

2.6.4.1 Materials are to be supplied with work certificates. Welding procedures and qualification
of welders are to be subject to approval of CCS.
2.6.4.2 Hydraulic tests on charge air cooler water side at 1.5 times the maximum working
pressure (but not less than 0.4 MPa) is required.
Section 8 ARRANGEMENT
2.8.1.3 The pipe piercing the collision bulkhead below the freeboard deck (bulkhead deck for
passenger ships) is to be fitted with a screw-down valve, unless the use of other valves are agreed
by the Administration, capable of being operated from above the freeboard deck (bulkhead deck
for passenger ships), and the valve chest is to be secured at the bulkhead inside the forepeak and
means being provided for indicating whether the valve is open or shut.
The above-mentioned valve may be fitted on the after side of the collision bulkhead provided that
the valves are readily accessible under all service conditions and the space in which they are
located is not a cargo space, and it is not necessary to fit an operating device above the freeboard
deck.
All valves are to be of steel, bronze or other approved ductile material. Valves of ordinary cast iron
or similar material are not acceptable.
2.8.9.5 Sea inlet and overboard discharge valves and cocks are in all cases to be fitted in easily
3-3
accessible positions and, so far as practicable, are to be readily visible. Indicators are to be
provided local to the valves and cocks, showing whether they are open or shut. The operating
position of hand wheel or manual operating device of main sea inlet valve is to be situated not less
than 450 mm above the lower platform.
If an inlet or outlet pipeline passes through wing tank, the above-mentioned ship-side valve may
be installed on inner bulkhead of wing tank. The wall thickness of pipes between inner bulkhead
and shell plate of wing tank is to comply with the requirements in Table 5.3.4.2 of this PART, or
may be same as that of the shell plating in way of its penetration into the pipes.
①
Appendix 1 PRODUCTION AND APPLICATION OF PLASTIC PIPES ON SHIPS
1.1 Terms and Definitions

1.1.1 “Plastic(s)” means both thermoplastic and thermosetting plastic materials with or without
reinforcement, such as PVC and fiber reinforced plastics - FRP. Plastic includes synthetic rubber
and materials of similar thermos/mechanical properties.
1.4 Requirements for Pipes/Piping Systems Depending on Service and/or Locations

1.4.1 Fire Endurance
(1) Pipes and their associated fittings whose integrity is essential to the safety of ships are required
to meet the minimum fire endurance requirements of Appendix 1 or 2, as applicable, of IMO
resolution A.753(18).
(2) Depending on the capability of a piping system to maintain its strength and integrity, there
exist three five different levels of fire endurance for piping systems.
① Level 1: Piping having passed the fire endurance test specified in Appendix 1 of IMO
resolution A.753(18) for duration of a minimum of one hour without loss of integrity in
the dry condition is considered to meet level 1 fire endurance standard (L1).
② Level 1W: Piping systems similar to level 1 systems except these systems do not carry
flammable fluid or any gas and a maximum 5% flow loss in the system after exposure is
②
acceptable , which is considered to meet level 1W fire endurance standard (L1W).
②③ Level 2: Piping having passed the fire endurance test specified in Appendix 1 of IMO
resolution A.753(18) for a duration of a minimum of 30 min in the dry condition is
considered to meet level 2 fire endurance standard (L2).
④ Level 2W: Piping systems similar to level 2 systems except a maximum 5% flow loss in
②
the system after exposure is acceptable , which is considered to meet level 2W fire
endurance standard (L2W).
③⑤ Level 3: Piping having passed the fire endurance test specified in Appendix 2 of IMO
resolution A.753(18) for a duration of a minimum of 30 min in the wet condition is
considered to meet level 3 fire endurance standard (L3).
(3) Permitted use of piping depending on fire endurance, location and piping system is given in
Table 1.4.1.
① It is addressed by IACS according to the provisions of IMO resolution A.753(18) and its amendments.
② The flow loss must be taken into account when dimensioning the system.
3-4
Fire-resistance Requirements Table 1.4.1
Parts
A B C D E F G H I J K
Other machinery space
Accommodation and
Cargo pump room
Ro-ro cargo hold
Cofferdam, void,
Machinery space
Other cargo hold
tunnel and duct

and pump tank
service spaces,
Cargo oil tank
of category A
control room
Fuel oil tank
Open deck
Ballast tank
N piping system
1 2 3 4 5 6 7 8 9 10 11 12 13
①
Sea water
14 foam system L1W L1W L1W NA NA NA NA NA O L1W L1W
15 automatic jet system L1W L1W L3 × NA NA NA O O L3 L3
16 ballast system L3 L3 L3 L3 × O⑩ O O O L2W L2W
17 essential services of
L3 L3 NA NA NA NA NA O O NA L2W
cooling water
Sanitary/drainage/discharge
23 deck drainage (inside) L1W④ L1W④ NA L1W④ O NA O O O O O
Miscellaneous
31 auxiliary low pressure
L2W L2W O⑨ O⑨ O⑨ O O O O O⑨ O⑨
steam pipe (≤ 0.7 MPa)
32 central vacuum NA NA NA O NA NA NA NA O O O
Notes:
L1―Fire endurance test (Annex 1 of IMO resolution A.753(18)) in dry conditions, 60 min;
L2―Fire endurance test (Annex 1 of IMO resolution A.753(18)) in dry conditions, 30 min;
L3―Fire endurance test (Annex 2 of IMO resolution A.753(18)) in wet conditions, 30 min;
L1W―Fire endurance test (Annex 1 of IMO resolution A.753(18)) in dry conditions, 60 min, a maximum 5% flow
loss in the system;
L2W―Fire endurance test (Annex 1 of IMO resolution A.753(18)) in dry conditions, 30 min, a maximum 5% flow
loss in the system;
O ― No fire endurance test required;
NA―Not applicable;
× ― Metallic materials having a melting point greater than 925℃.
① Where non-metallic piping is used, remotely controlled valves to be provided at ship’s side (valve is to be
controlled from outside space).
② Remote closing valves to be provided at the cargo tanks.
③ When cargo tanks contain flammable liquids with f.p. > 60℃, “O” may replace “NA” or “×”.
④ For drains serving only the space concerned, “O” may replace “L1L1W”.
⑤ When controlling functions are not required in statutory requirements or guidelines, “O” may replace “L1”.
⑥ For pipe between machinery space and deck water seal, “O” may replace “L1”.
⑦ For passenger vessels, “×” is to replace “L1”.
⑧ Scuppers serving open decks in positions 1 and 2, as defined in regulation 13 of the International Convention
on Load Lines, 1966, should be “×” throughout unless fitted at the upper end with the means of closing capable
of being operated from a position above the freeboard deck in order to prevent down-flooding.
⑨ For essential services, such as fuel oil tank heating and ship’s whistle, “×” is to replace “O”.
⑩ For tankers where compliance with paragraph 3(f)3.6 of regulation 13F19 of MARPOL Annex I is required,
“NA” is to replace “O”.
Location Definition:
①
A ―Machinery spaces of category A: Machinery spaces of category A as defined in SOLAS regulation II-2/3.19
II-2/3.31.
B―Other machinery spaces and pump rooms: Spaces, other than category A machinery spaces and cargo pump
rooms, containing propulsion machinery, boilers, fuel oil units, steam and internal combustion engines,
generators and major electrical machinery, pumps, oil filling stations, refrigerating, stabilizing, ventilation and
air-conditioning machinery, and similar spaces, and trunks to such spaces.
C―Cargo pump rooms: Spaces containing cargo pumps and entrances and trunks to such spaces.
① SOLAS 1974, as amended by the 19781988 SOLAS Protocol and the 1981 and 1983 amendments thereto
(consolidated text).
3-5
D―Ro-ro cargo holds: Ro-ro cargo holds are ro-ro cargo spaces and special category spaces as defined in
SOLAS① regulation II-2/3.1441 and 3.1846.
E―Other dry cargo holds: All spaces other than ro-ro cargo holds used for non-liquid cargo and trunks to such
spaces.
F―Cargo tanks: All spaces used for liquid cargo and trunks to such spaces.
G―Fuel oil tanks: All spaces used for fuel oil (excluding cargo tanks) and trunks to such spaces.
H―Ballast water tanks: All spaces used for ballast water and trunks to such spaces.
I― Cofferdams, voids, etc.: Cofferdams and voids are those empty spaces between two bulkheads separating two
adjacent compartments.
J―Accommodation and service spaces: Accommodation spaces, service spaces and control stations as defined in
SOLAS① regulation II-2/3.10, 3.12, 3.22 II-2/3.1, 3.45, 3.18.
K―Open decks: Open deck spaces as defined in SOLAS① regulation II-2/26.2.2(5) II-2/9.2.2.3.2(5).
1.4.2 Flame Spread

(1) All pipes, except those fitted on open decks and within tanks, cofferdams, pipe tunnels and
ducts, if separated from accommodation, permanent manned areas and escape ways by means of
an A class bulkhead, are to have low surface flame spread characteristics not exceeding average
values listed in IMO resolution A.653(16) Appendix 3 of IMO resolution A.753(18).
(2) Surface flame spread characteristics are to be determined using the procedure given in IMO
resolution A.653(16) Appendix 3 of IMO resolution A.753(18) with regard to the modifications
due to the curvilinear pipe surfaces as listed in Appendix 3 of IMO resolution A.753(18).
(3) Surface flame spread characteristics may also be determined using the text procedures given in
ASTM D635, or in other national equivalent standards.
1.6 Installation
1.6.1 Supports
(1) Selection and spacing of pipe supports in shipboard systems are to be determined as a function
of allowable stresses and maximum deflection criteria. Support spacing is not to be greater than
the pipe manufacturer’s recommended spacing. The selection and spacing of pipe supports are to
take into account pipe dimensions, pipe length, mechanical and physical properties of the pipe
material, mass of pipe and contained fluid, external pressure, operating temperature, thermal
expansion effects, loads due to external forces, thrust forces, water hammer, vibrations, maximum
accelerations to which the system may be subjected. Combination of loads is to be considered.
1.6.7 Penetration of Divisions

(1) Where plastic pipes pass through A or B class divisions, arrangements are to be made to ensure
that the fire endurance is not impaired. These arrangements are to be tested in accordance with
recommendations on fire resistance test procedures for A, B and CF class divisions (resolution
A.754(18), as amended).
(2) When plastic pipes pass through watertight bulkheads or decks, the watertight integrity of the
bulkhead or deck is to be maintained.
(3) If the bulkhead or deck is also a fire division and destruction by fire of plastic pipes may cause
the inflow of liquid from tanks, a metallic shut-off valve operable from above the freeboard deck
should be fitted at the bulkhead or deck.
Appendix 2 FLEXIBLE HOSES
3-6
1.3.2 Flexible hoses are to be complete with approved end fittings in accordance with
manufacturer’s specification, and the end fittings are to comply with the requirements of this
Appendix and approved by CCS. The end connections that do not have a flange are to comply
with the requirements of 2.5.3 of this Chapter as applicable and each type of hose/fitting
combination is to be subject to prototype testing to the same standard as that required by the hose
with particular reference to pressure and impulse tests.
3-7
CHAPTER 4 MACHINERY PIPING SYSTEMS
Section 2 OIL FUEL SYSTEMS
4.2.3.9 The redundancy requirements for fuel oil and hydraulic oil systems and electronic
control system of electronically controlled diesel engine are to comply with relevant requirements
of paragraphs 2.1.3 and 2.2.3, Appendix 2, Chapter 9 of this PART.
3-8
CHAPTER 6 BOILERS AND PRESSURE VESSELS
Section 3 BOILER MOUNTINGS AND FITTINGS
6.3.12 Fittings of shell type exhaust gas heated economizer

6.3.12.1 All shell type exhaust gas heated economizers that may be isolated from the steam plant
system in a flooded condition are to comply with the requirements 6.2.1.4, 6.2.12.1 and 6.3.12.2 to
6.3.12.6.
6.3.12.2 Where a shell type economizer is capable of being isolated from the steam plant system,
it is to be provided with at least one safety valve, and when it has a total heating surface of 50 m2
or more, it is to be provided with at least two safety valves. Such safety valves for shell type
exhaust gas heated economizers are to incorporate features that will ensure pressure relief even
with solid mater deposits on the valve and guide, or features that will prevent the accumulation of
solid mater in way of the valve and in the clearance between the valve spindle and guide.
6.3.12.3 Where no safety valves incorporating the features described in 6.3.12.2 are fitted, a
bursting disc discharging to suitable waste steam pipe is to be fitted in addition to the valve. The
alternative arrangements for ensuring pressure relief in the event of solid matter on the valve and
guide are to function at a pressure not exceeding 1.25 times the economizer approved design
pressure and are to have sufficient capacity to prevent damage to the economizer when operating
at its design heat input level.
6.3.12.3 To avoid the accumulation of solid mater deposits condensate water on the outlet side
of safety valves and bursting discs, the discharge pipes and/or safety valve/bursting disk housings
are to be fitted with drainage arrangements from the lowest part, directed with continuous fall to a
position clear of the economizer where it will not pose threats to either personnel or machinery.
No valves or cocks are to be fitted in the drainage arrangements.
6.3.12.4 Every shell type economizer is to be provided with a means of indicating the internal
pressure. A means of indicating the internal pressure is to be located so that the pressure can be
easily read from any position from which the pressure may be controlled.
6.3.12.5 Every economizer is to be provided with arrangements for pre-heating and de-aeration,
addition of water treatment or combination thereof to control the quality of feed water to within
the manufacturer’s recommendations.
6.3.12.6 The manufacturer is to provide operating instructions for each economizer which is to
include reference to:
(1) feed water treatment and sampling arrangements;
(2) operating temperatures – exhaust gas and feed water temperatures;
(3) operating pressure;
(4) inspection and cleaning procedures;
(5) records of maintenance and inspection;
(6) the need to maintain adequate water flow through the economizer under all operating conditions;
(7) periodical operational checks of the safety devices to be carried out by the operating personnel
and to be documented accordingly;
(8) procedures for using the exhaust gas economizer in the dry condition;
(9) procedures for maintenance and overhaul of safety valves.
3-9
CHAPTER 9 DIESEL ENGINES
9.1.2 Definitions
9.1.2.1 Definitions used in this Chapter are as follows:
(1) A type of engine is defined by:
① bore and stroke;
② injection method (direct or indirect);
③ valve and injection operation (by cams or electronically controlled);
④ kind of fuel (liquid, dual-fuel, gaseous);
⑤ working cycle (4-stroke, 2-stroke);
⑥ turbo-charging system (pulsating or constant pressure);
⑦ the charging air cooling system (e.g. with or without intercooler);
①
⑧ cylinder arrangement (in-line or V) ;
②
⑨ cylinder power, speed and cylinder pressures ;
Notes:
① Requirements for type test of diesel engines with different cylinder arrangement are given in 9.10.2.3.
② Relevant provisions for cylinder power, speed and cylinder pressures are given in 9.10.2.4 and 9.10.2.5.
(2) Low-Speed Engines mean diesel engines having a rated speed of less than 300 rpm.
(3) Medium-Speed Engines mean diesel engines having a rated speed of 300 rpm and above, but
less than 1400 rpm.
(4) High-Speed Engines mean diesel engines having a rated speed of 1400 rpm and above.
9.1.4 Minimum steady speed

9.1.4.1 Main engines are to have good performance at low speeds. In general, the minimum
steady speed of diesel engines is to satisfy the following provisions:
(1) for low-speed engines, not more than 30% rated speed;
(2) for medium-speed engines: not more than 40% rated speed;
(3) for high-speed engines: not more than 45% rated speed.
9.1.11 Turbochargers①
9.1.11.1 The turbochargers are to be designed to operate under conditions given in 1.2.1,
Chapter 1 of this PART. The component lifetime and the alarm level for speed are to be based on
45℃ air inlet temperature.
9.1.11.2 Turbochargers are categorized in three groups depending on served power by cylinder
groups (e.g. for a V-engine with one turbocharger for each bank, the size is half of the total engine
rated power) with:
(1) Category A: ≤ 1000 kW;
①
(1) The requirements of 9.1.11, 9.1.12.3, 9.6.2, 9.6.6.2, 9.6.10 and 9.6.11 apply to turbochargers with the date of an
application for certification of the new turbocharger type on or after 1 July 2016. The requirements of 9.6.12
apply to turbochargers with the date of application for certification of an individual turbocharger on or after 1
July 2016.
(2) The “date of application for certification” is the date of whatever document CCS requires/accepts as an
application or request for certification of a turbocharger.
3-10
(2) Category B: > 1000 kW and ≤ 2500 kW;
(3) Category C: > 2500 kW.
9.1.11.3 The requirements for turbochargers with regard to design, approval, type testing and
certification escalate with the size of the turbochargers. For details, see Section 6 of this Chapter.
9.1.11.4 Turbochargers are to be type approved, either separately or as a part of an engine.
9.1.11.5 The requirements relating to turbochargers in this Chapter are written for exhaust gas
driven turbochargers, but apply in principle also for engine driven chargers.
9.1.1012 Plans and documents

9.1.12.1 The following engine plans and documents are to be submitted for approval:
No. Item
1 Bedplate and crankcase of welded design, with welding details and welding instructions 1,2
2 Thrust bearing bedplate of welded design, with welding details and welding instructions1
3 Bedplate/oil sump welding drawings1
4 Frame/framebox/gearbox of welded design, with welding details and instructions 1,2
5 Frame/framebox/gearbox, with welding drawings1,2
6 Crankshaft, details, each cylinder No.
7 Crankshaft, assembly, each cylinder No.
8 Crankshaft calculations (for each cylinder configuration) according to Appendix 3 of this Chapter
9 Thrust shaft or intermediate shaft (if integral with engine)
10 Shaft coupling bolts
Material specifications of main parts (see Table 9.2.2.1) with information on non-destructive material
11
tests and pressure tests3
Schematic layout or other equivalent documents on the engine of starting air system, fuel oil system,
12 lubricating oil system, cooling water system, hydraulic system (including hydraulic system for valve lift),
control and safety system
13 Shielding of high pressure fuel pipes, assembly4
14 Construction and strength of common rail (accumulators) (for electronically controlled engine)
15 Arrangement and details of the crankcase explosion relief valve (see 9.7.4)5
16 Calculation results for crankcase explosion relief valves (see 9.7.4)
17 Details of the type test program and the type test report)7
18 High pressure parts for fuel oil injection system6
19 Oil mist detection and/or alternative alarm arrangements (see 9.7.6 and 9.7.7)
20 Details of mechanical joints of piping systems (see 2.5.3, Chapter 2 of this PART)
21 Documentation verifying compliance with inclination limits (see 1.2.1, Chapter 1 of this PART)
22 Documents as required in 1.1.3.2, Chapter 1, PART SEVEN of the Rules, as applicable
Notes:
1. For approval of materials and weld procedure specifications. The weld procedure specification is to include
details of pre and post weld heat treatment, weld consumables and fit-up conditions.
2. For each cylinder for which dimensions and details differ.
3. For comparison with Society requirements for material, NDT and pressure testing as applicable.
4. All engines.
5. Only for engines of a cylinder diameter of 200 mm or more or a crankcase volume of 0.6 m3 or more.
6. The documentation to contain specifications for pressures, pipe dimensions and materials.
7. The type test program is to be submitted before the type test, and the type test report may be submitted after
the conclusion of the type test.
9.1.1012.2 The following engine plans and documents are to be submitted for information:
No. Item
1 Engine particulars (e.g. Data sheet with general engine information (see Annex 3 of Appendix 5 of this
Chapter), Project Guide, Marine Installation Manual)
2 Engine cross section
3 Engine longitudinal section
4 Bedplate and crankcase of cast design
5 Thrust bearing assembly1
6 Frame/framebox/gearbox of cast design2
7 Tie rod
8 Connecting rod
9 Connecting rod, assembly3
3-11
10 Crosshead, assembly3
11 Piston rod, assembly3
12 Piston, assembly3
13 Cylinder jacket/ block of cast design2
14 Cylinder cover, assembly3
15 Cylinder liner
16 Counterweights (if not integral with crankshaft), including fastening
17 Camshaft drive, assembly3
18 Flywheel
19 Fuel oil injection pump
20 Shielding and insulation of exhaust pipes and other parts of high temperature which may be impinged as a
result of a fuel system failure, assembly
21 For electronically controlled engines, construction and arrangement of control valves, high-pressure
pumps and drive for high pressure pumps
22 Operation and service manuals4
23 FMEA (for engine control system)5
24 Production specifications for castings and welding (sequence)
25 Evidence of quality control system for engine design and in service maintenance
26 Quality requirements for engine production
27 Type approval certification for environmental tests, control components of electrical system6
28 Fatigue analysis of high pressure fuel oil piping and hydraulic oil piping (where applicable)
29 Other plans and documents as deemed necessary by CCS
Notes:
1. If integral with engine and not integrated in the bedplate.
2. Only for one cylinder or one cylinder configuration.
3. Including identification (e.g. drawing number) of components.
4. Operation and service manuals are to contain maintenance requirements (servicing and repair) including
details of any special tools and gauges that are to be used with their fitting/settings together with any test
requirements on completion of maintenance.
5. Where engines rely on hydraulic, pneumatic or electronic control of fuel injection and/or valves, a failure
mode and effects analysis (FMEA) is to be submitted to demonstrate that failure of the control system will
not result in the operation of the engine being degraded beyond acceptable performance criteria for the
engine. The FMEA reports required will not be explicitly approved by the Classification Society.
6. Tests are to demonstrate the ability of the control, protection and safety equipment to function as intended
under the specified testing conditions per CCS Guidelines for Type Approval Test of Electric and Electronic
Products.
9.1.12.3 For turbochargers, the following plans and documents are to be submitted for approval:
(1) Category A:
① Containment test report;
② Cross sectional drawing with principal dimensions and names of components;
③ Test program.
(2) Category B and C:
① Cross sectional drawing with principal dimensions and materials of housing components
for containment evaluation;
② Documentation of containment in the event of disc fracture (see 9.6.10);
③ Operational data and limitations, including maximum permissible operating speed (rpm),
alarm level for over-speed, maximum permissible exhaust gas temperature before turbine,
alarm level for exhaust gas temperature before turbine, minimum lubrication oil inlet
pressure, lubrication oil inlet pressure low alarm set point, maximum lubrication oil outlet
temperature, lubrication oil outlet temperature high alarm set point, maximum
permissible vibration levels (i.e. self- and externally generated vibration);
Note: Alarm levels may be equal to permissible limits but are not to be reached when operating the
engine at 110% power or at any approved intermittent overload beyond the 110%.
④ Arrangement of lubrication system, all variants within a range;
⑤ Type test reports;
3-12
⑥ Test program.
(3) In addition to the provisions of (2) above, the following plans and documents for category C
turbochargers are to be submitted:
① Drawings of the housing and rotating parts including details of blade fixing;
② Material specifications (chemical composition and mechanical properties) of all parts
mentioned above;
③ Welding details and welding procedure of above mentioned parts, if applicable;
④ Documentation* of safe torque transmission when the disc is connected to the shaft by an
interference fit, see 9.6.6.2;
⑤ Information on expected lifespan, considering creep, low cycle fatigue and high cycle
fatigue;
⑥ Operation and maintenance manuals*.
Note: * Applicable to two sizes in a generic range of turbochargers.
Section 2 INSPECTION, TEST AND CERTIFICATION OF DIESEL ENGINE PARTS

9.2.1.1 The engine manufacturer is to have a quality control system that is suitable for the actual
engine types. The quality control system is also to apply to any sub-suppliers. CCS reserves the
right to review the system or parts thereof.
9.2.1.2 Materials and components are to be produced in compliance with all the applicable
production and quality instructions specified by the engine manufacturer.
9.2.1.3 Certain parts are to be verified and documented by means of CCS Marine Product
Certificate (C), Manufacturer’s document (W) or Test Report (TR). For the definitions of CCS
Marine Product Certificate (C), Manufacturer’s document (W) or Test Report (TR), see Chapter 3,
PART ONE of the Rules.
9.2.1.4 The documents above are used for product documentation as well as for documentation
of single inspections such as crack detection, dimensional check, etc. If agreed to by CCS, the
documentation of single tests and inspections may also be arranged by filling in results on a
control sheet following the component through the production.
9.2.1.5 The TR and W issued by the manufacturer are to be submitted to CCS for review to
ensure compliance with the agreed or approved specifications. CCS Marine Product certificate (C)
means that the Surveyor also witnesses the testing, batch or individual, unless CCS Type approval
A provides other arrangements.
9.2.1.6 The manufacturer is not exempted from responsibility for any relevant tests and
inspections of those parts for which documentation is not explicitly requested by CCS.
Manufacturing works is to be equipped in such a way that all materials and components can be
consistently produced to the required standard. This includes production and assembly lines,
machining units, special tools and devices, assembly and testing rigs as well as all lifting and
transportation devices.
9.2.1.7 The extent of parts to be documented depends on the type of engine, engine size and
criticality of the part. Requirements for inspection, test and documentation of diesel engine parts
are listed in Table 9.2.2.1.
3-13
9.2.1.8 For components and materials not specified in Table 9.2.2.1, consideration will be given
by CCS upon full details being submitted and reviewed.
9.2.1.9 Symbols used are listed in Table 9.2.2.1.
Symbol Description
CC Chemical composition
CH Crosshead engines
D Cylinder bore diameter (mm)
M Mechanical properties
MT Magnetic particle testing
PT Dye penetration testing
UT Ultrasonic testing
VT Visual examination of accessible surfaces by the Surveyor
9.2.2 Inspection, test and certification

9.2.2.1 Diesel engine parts are to be subject to material test, NDT, hydraulic test, dimensional
inspection and visual examination as given in Table 9.2.2.1.
9.2.2.2 Turbochargers are to be subject to inspection, test and certification in accordance with
the relevant requirements of Section 6 of this Chapter.
9.2.2.3 Crankcase explosion relief valves are to be subject to inspection, test and certification in
accordance with the requirements of 9.7.4 of this Chapter.
9.2.2.4 Oil mist detection system is to be subject to inspection, test and certification in
accordance with the requirements of 9.7.6 and 9.7.7 of this Chapter.
9.2.2.5 Speed governor and overspeed protection device are to be subject to inspection and test
in accordance with the requirements of 9.7.8, 9.7.9 and 9.7.10 of this Chapter.
9.2.2.6 Diesel engine control, alarm and safety protection system (including computer system)
are to be subject to inspection and test in accordance with the relevant requirements of PART
SEVEN of the Rules.
9.2.2.7 Material test and non-destructive testing are to be carried out in accordance with the
relevant requirements of CCS Rules for Materials and Welding.
9.2.2.8 Hydraulic testing is applied on the water/oil side of the component. Items are to be tested
by hydraulic pressure at the pressure equal to 1.5 times the maximum working pressure. High
pressure parts of the fuel injection system are to be tested by hydraulic pressure at the pressure
equal to 1.5 times the maximum working pressure or maximum working pressure plus 300 bar,
whichever is the less. Where design or testing features may require modification of these test
requirements, relevant documents are to be submitted for confirmation.
Summary of inspection, test and certification of diesel engine parts Table 9.2.2.1
Non- Dimensional
Material Visual
destructive Hydraulic inspection Applicable
Parts properties inspection
1)5) examination testing5) (including surface to engines
2)5) (surveyor)
condition)
VT(fit-up and
Welded bedplate CC+M UT+MT/PT All
post-welding)
Bearing transverse
CC+M UT+MT/PT VT All
girders (cast steel)
VT(fit-up and
Welded frame box CC+M UT+MT/PT All
post-welding)
3-14
Non- Dimensional
Material Visual
2)5) (surveyor)
condition)
Cylinder block (cast
X4) CH
iron)
Welded cylinder VT(fit-up and
CC+M UT+MT/PT CH
frames post-welding)
Engine block (grey >400
X4)
cast iron) kW/cyl
Engine block
>400
(nodular graphite M X4)
kW/cyl
cast iron)
Cylinder liner CC+M X4) D>300mm
Cylinder head (cast
X D>300mm
iron)
Cylinder head (cast
CC+M UT+MT/PT X VT D>300mm
steel)
Forged cylinder
CC+M UT+MT/PT X VT D>300mm
head
Piston crown (cast
CC+M UT+MT/PT VT D>400mm
steel)
Forged piston
CC+M UT+MT/PT VT D>400mm
crown
VT (random,
Crankshaft: made in
CC+M UT+MT/PT X of fillets and All
one piece
oil bores)
Semi-built See
See below See below See below
crankshaft below
VT (random,
Crank throw CC+M UT+MT/PT X of fillets and All
shrink fittings)
Forged main VT (random,
journal and journals CC+M UT+MT/PT X of shrink
with flange fittings)
Exhaust gas valve
X CH
cage
UT+MT/PT
(MT/PT again
Piston rod, if
CC+M after final VT (random) D>400mm
applicable
machining
(grinding))
UT+MT/PT
(MT/PT again
Cross head CC+M after final VT (random) CH
machining
(grinding))
VT (random,
of all surfaces,
Connecting rod
CC+M UT+MT/PT X in particular All
with cap
those shot
peened)
VT (random,
Coupling bolts for
CC+M UT+MT/PT X of interference All
crankshaft
fit)
Bolts and studs for
main bearings and CC+M UT+MT/PT D>300mm
cylinder heads
Bolts and studs for X (thread
CC+M UT+MT/PT D>300mm
connecting rods making)
X (thread
Tie rod CC+M UT+MT/PT VT (random) CH
making)
High pressure fuel
injection pump X All
body
3-15
Non- Dimensional
Material Visual
2)5) (surveyor)
condition)
High pressure fuel
injection valves
X All
(only for not
autofretted)
X for
High pressure fuel
those that
injection pipes
CC+M are not All
including common
autofretted
fuel rail
High pressure
X
common servo oil CC+M All
system
X
Cooler, both sides 8) CC+M D>300mm
All engines
with
Accumulator of
X accumulato
common rail fuel or CC+M
rs with a
servo oil system
capacity
of >0.5 l
Piping, pumps,
actuators, etc. for X >800
CC+M
hydraulic drive of kW/cyl
valves, if applicable
Engine driven
>800
pumps (oil, water, X
kW/cyl
fuel, bilge)
UT (full
Bearings for main, contact
>800
crosshead, and CC between basic X
kW/cyl
crankpin material and
bearing metal)
Notes:
(1) Material properties include chemical composition and mechanical properties, and also surface treatment such
as surface hardening (hardness, depth and extent), peening and rolling (extent and applied force).
(2) Non-destructive examination means e.g. ultrasonic testing, crack detection by MT or PT.
(3) Charge air coolers need only be tested on the water side.
(4) Hydraulic testing is also required for those parts filled with cooling water and having the function of containing
the water which is in contact with the cylinder or cylinder liner.
(5) Mechanical property test, magnetic particle and dye penetration test as well as hydraulic test of parts are to be
witnessed by the surveyor.
9.2.2 Material tests

9.2.2.1 Parts of individually produced diesel engines and superchargers are to be subject to
material tests in accordance with the requirements of 9.2.2.2 of this Section in the presence of the
Surveyor. This list does not deal with the following items for which material tests may also be
required: pipes and accessories of the air starting system and , possibly, other pressure systems,
which are parts of engines.
9.2.2.2 The materials of the following components of diesel engines (based on cylinder bore D)
are to be tested in accordance with the relevant requirements of CCS Rules for Materials and
Welding:
(1) crankshaft (All D);
(2) crankshaft coupling flange (non-integral) and bolts for main propulsion engines (D > 400
mm);
(3) steel piston crowns, piston rods and connecting rods (D > 400 mm);
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(4) connecting rods(All D);
(5) crosshead (D > 400mm );
(6) cylinder liner-steel parts (D > 300 mm);
(7) cylinder cover-steel (D > 300 mm);
(8) steel casting and steel forgings for welded bedplates (All D);
(9) plates for welded bedplates, frames, crankcases, and entablatures (All D);
(10) tie rods (All D);
(11) turbo-charger, shaft and rotor including blades (D > 300 mm);
(12) bolts and studs for cylinder covers, crossheads, main bearings, connecting rod bearings (D >
300 mm);
(13) steel gear wheels for camshaft drives (D > 400 mm).
9.2.2.3 Parts of mass produced engines as specified in Table 9.2.2.3 are to be subject to material
tests in accordance with the relevant provisions of CCS Rules for Materials and Welding. The
relevant certificates or reports are to be submitted to the attending Surveyor for approval.
Material Tests and Non-destructive Tests of Parts of Mass Produced Engines Table 9.2.2.3
① ①
Parts Material tests Non-destructive tests
②
Crankshafts C+M UT +CD
Connecting rods C+M UT+CD
Notes: ① C— chemical composition; M— mechanical properties; UT— ultrasonic test; CD— magnetic particle
or dye penetrant test.
② Ultrasonic tests may be omitted for crankshafts made of iron castings or with crankpin of less than 150
mm in diameter.
9.2.3 Non-destructive tests

9.2.3.1 Parts of individually produced engines are to be subject to non-destructive tests in
accordance with the requirements of 9.2.3.2 and 9.2.3.3 of this Section.
9.2.3.2 The following components of diesel engines (based on cylinder bore D) are to be subject
to magnetic particle or liquid penetrant test in accordance with the requirements of CCS Rules for
Materials and Welding, at positions mutually agreed by the Surveyor and the manufacturer, where
experience shows defects are most likely to occur:
(2) steel piston crowns, piston rods (D > 400 mm);
(3) connecting rods (All D);
(4) cylinder cover-steel (D > 400 mm);
(5) steel casting for welded bedplates (All D);
(6) tie rods (D > 400 mm);
(7) bolts and studs for cylinder covers, crossheads, main bearings, connecting rod bearings (D >
400 mm);
(8) steel gear wheels for camshaft drives (D > 400 mm).
9.2.3.3 The following components of diesel engines (based on cylinder bore D) are to be subject
to ultrasonic test in accordance with the requirements of CCS Rules for Materials and Welding,
and the certificates of compliance are to be issued by the manufacturer.
(2) steel piston crowns (All D);
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(3) piston rod (D > 400 mm);
(4) cylinder cover-steel (All D);
(5) connecting rods (D > 400 mm);
(6) steel casting for welded bedplates (All D).
9.2.3.4 Parts of mass produced engines as specified in Table 9.2.2.3 are to be subject to
non-destructive tests in accordance with the relevant provisions of CCS Rules for Materials and
Welding. The relevant certificates or reports are to be submitted to the attending Surveyor for
approval.
9.2.3.5 For important structural components of diesel engines, the welds may be required to be
examined by an approved method of inspection.
9.2.3.6 After being examined by the above method, where the soundness of the diesel engine
components is still in doubt, non-destructive test may be required to be carried out by other
accepted methods of detection.
Section 3 DESIGN AND CONSTRUCTION
9.3.2 Materials
9.3.2.1 The specified tensile strength of forgings and castings for crankshafts is in general to be
selected within the following limits, and the materials used are to comply with the relevant
requirements contained in CCS Rules for Materials and Welding:
(1) carbon and carbon-manganese steel 400 to 600 N/mm2;
(2) alloy steel 600 to 1,000 N/mm2;
(3) nodular graphite cast iron 490 to 780 N/mm2.
9.3.2.2 Where it is proposed to use alloy steel forgings for crankshafts, details of the chemical
composition, heat treatment and mechanical properties are to be submitted for approval.
9.3.3 Structure
9.3.3.1 Frames and bedplates of diesel engines are to be stress-relieved. Where valid
documentation and evidence are provided by the manufacturer or the designer, the stress-relieved
treatment is unnecessary. In the case of welded structure, they are to meet, furthermore, the
relevant requirements of CCS Rules for Materials and Welding.
Section 6 SCAVENGING AND SUPERCHARGING ARRANGEMENTS
9.6.2 Alarms and monitoring

9.6.2.1 For all turbochargers of Categories B and C, indications and alarms as listed in Table
9.6.2.1 are required.
9.6.2.2 Indications may be provided at either local or remote locations.
Requirements for alarm and indication of turbochargers of categories B and C

Table 9.6.2.1
Category of Turbochargers
Pos. Monitored Parameters Notes
B C
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Alarm Indication Alarm Indication
(4) (4) (4)
1 Speed High X High X (4)
Exhaust gas at each High temp. alarms for each
2 turbocharger inlet, high (1) X (1) high X cylinder at engine is
temperature acceptable (2)
Lub. oil at
If not forced system, oil
3 turbocharger outlet, high X
temperature near bearings
temperature
Lub. oil at
Only for forced lubrication
4 turbocharger inlet, low X low X
systems (3)
pressure
Notes:
(1) For Category B turbochargers, the exhaust gas temperature may be alternatively monitored at the turbocharger
outlet, provided that the alarm level is set to a safe level for the turbine and that correlation between inlet and
outlet temperatures is substantiated.
(2) Alarm and indication of the exhaust gas temperature at turbocharger inlet may be waived if alarm and
indication for individual exhaust gas temperature is provided for each cylinder and the alarm level is set to a
value safe for the turbocharger.
(3) Separate sensors are to be provided if the lubrication oil system of the turbocharger is not integrated with the
lubrication oil system of the diesel engine or if it is separated by a throttle or pressure reduction valve from the
diesel engine lubrication oil system.
(4) On turbocharging systems where turbochargers are activated sequentially, speed monitoring is not required for
the turbocharger(s) being activated last in the sequence, provided all turbochargers share the same intake air
filter and they are not fitted with waste gates.
Exhaust gas turbochargers are in general to be provided with instruments for measuring the
temperature of exhaust gas before the turbine, the pressure of supercharged air, the temperature of
lubricating oil, etc., and are also to be provided with pressure gauges and alarm devices for excess
temperature and low pressure of the lubricating oil except those lubricating oil systems which are
directly driven by the turbochargers.
9.6.2.2 Consideration is to be given to the construction of turbochargers so that the rotor speed
may be measured.
9.6.6 Rotors and rotor shafts

9.6.6.2 For turbochargers of category C, in cases where the disc is connected to the shaft with
interference fit, calculations is to substantiate safe torque transmission during all relevant
operating conditions such as maximum speed, maximum torque and maximum temperature
gradient combined with minimum shrinkage amount.
9.6.6.3 After assembly, rotors are to be dynamically balanced.
9.6.10 Containment
9.6.10.1 Turbochargers are to fulfil containment in the event of a rotor burst. This means that at
a rotor burst no part may penetrate the casing of the turbocharger or escape through the air intake.
For documentation purposes (test/calculation), it is to be assumed that the discs disintegrate in the
worst possible way.
9.6.10.2 For category B and C, containment is to be documented by testing. Fulfilment of this
requirement can be awarded to a generic range of turbochargers based on testing of one specific
unit. Testing of a large unit is preferred as this is considered conservative for all smaller units in
the generic range. In any case, it must be documented (e.g. by calculation) that the selected test
unit really is representative for the whole generic range.
9.6.10.3 The minimum test speeds, relative to the maximum permissible operating speed, are:
― for the compressor: 120%;
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― for the turbine: 140% or the natural burst speed, whichever is lower.
9.6.10.4 Containment tests are to be performed at working temperature.
9.6.10.5 A numerical analysis (simulation) of sufficient containment integrity of the casing
based on calculations by means of a simulation model may be accepted in lieu of the practical
containment test, provided that:
(1) the numerical simulation model has been tested and its suitability/accuracy has been proven by
direct comparison between calculation results and the practical containment test for a reference
application (reference containment test). This test is to be performed at least once by the
manufacturer for acceptance of the numerical simulation method in lieu of tests;
(2) the corresponding numerical simulation for the containment is performed for the same speeds
as specified for the containment test;
(3) material properties for high-speed deformations are to be applied in the numeric simulation.
The correlation between normal properties and the properties at the pertinent deformation speed
are to be substantiated;
(4) the design of the turbocharger regarding geometry and kinematics is similar to the
turbocharger that was used for the reference containment test. In general, totally new designs will
call for a new reference containment test.
9.6.11 Type testing

9.6.11.1 Type testing is applicable to categories B and C. The type test for a generic range of
turbochargers may be carried out either on an engine (for which the turbocharger is foreseen) or in
a test rig.
9.6.11.2 Turbochargers are to be subjected to at least 500 load cycles at the limits of operation.
This test may be waived if the turbocharger together with the engine is subjected to this kind of
low cycle testing, see Appendix 4 of this Chapter.
9.6.11.3 The suitability of the turbocharger for such kind of operation is to be preliminarily
stated by the manufacturer.
9.6.11.4 The rotor vibration characteristics are to be measured and recorded in order to identify
possible sub-synchronous vibrations and resonances.
9.6.11.5 The type test is to be completed by a hot running test at maximum permissible speed
combined with maximum permissible temperature for at least one hour. After this test, the
turbocharger is to be opened for examination, with focus on possible rubbing and the bearing
conditions.
9.6.11.6 The extent of the surveyor’s presence during the various parts of the type tests is left to
the discretion of each Society.
9.6.12 Certification
9.6.12.1 The manufacturer is to adhere to a quality system designed to ensure that the designer’s
specifications are met, and that manufacturing is in accordance with the approved drawings.
9.6.12.2 For category C, this is to be verified by means of periodic product audits of CCS Type
approval A.
9.6.12.3 These audits are to focus on:
(1) chemical composition of material for the rotating parts;
(2) mechanical properties of the material of a representative specimen for the rotating parts and
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the casing;
(3) UT and crack detection of rotating parts;
(4) dimensional inspection of rotating parts;
(5) rotor balancing;
(6) hydraulic testing of cooling spaces to 4 bars or 1.5 times the maximum working pressure,
whichever is higher;
(7) overspeed test of all compressor wheels for a duration of 3 min at either 20% above alarm
level speed at room temperature or 10% above alarm level speed at 45℃ inlet temperature when
tested in the actual housing with the corresponding pressure ratio. The overspeed test may be
waived for forged wheels that are individually controlled by an approved non-destructive method.
9.6.12.4 The certification requirements for turbochargers are to be in compliance with Chapter 3,
PART ONE of the Rules.
9.6.12.5 The requirements of 9.6.12.1 to 9.6.12.4 also apply to replacement of rotating parts and
casing.
9.6.12.6 Alternatively to the above periodic product audits, individual certification of a
turbocharger and its parts may be made. However, such individual certification of category C
turbocharger and its parts are to be based on test requirements specified in 9.6.12.3.
Section 7 FITTINGS
9.7.6 Alarms①①
9.7.6.4 Low-speed, medium-speed and high-speed engines are defined as follows:
(1) Low-Speed Engines mean diesel engines having a rated speed of less than 300 rpm;
(2) Medium-Speed Engines mean diesel engines having a rated speed of 300 rpm and above, but
less than 1400 rpm;
(3) High-Speed Engines mean diesel engines having a rated speed of 1400 rpm or above.
Section 10 TYPE TEST, WORKS ACCEPTANCE TEST AND SHIPBOARD TRIALS②
9.10.1 Approval and certification of diesel engines

9.10.1.1 The type approval of diesel engines consists of drawing and specification approval,
conformity of production, approval of type testing program, type testing of engines, review of the
① This paragraph applies to engines when an application for certification of an engine is dated on or after 1
January 2010 or which are installed in new ships for which the date of contract for construction is on or after 1
January 2010.
① For equivalent devices for high speed engines, refer to IACS UI SC133.
②
(1) The new requirements of type approval and type testing (including Appendix 4 and Appendix 5 of this Chapter)
apply to engines for which the date of an application for type approval certification is dated on or after 1 July
2016.
(2) The “date of application for type approval” is the date of documents accepted by CCS as request for type
approval certification of a new engine type or of an engine type that has undergone substantive modifications
in respect of the one previously type approved, or for renewal of an expired type approval certificate.
(3) Engines with an existing type approval on 1 July 2016 are not required to be re-type approved in accordance
with the new requirements until the current type approval becomes invalid. The certification of such engines
may be carried out in accordance with the current type approval and related submitted documentation.
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obtained type testing results, evaluation of the manufacturing arrangements and issue of a type
approval certificate.
9.10.1.2 For each type of engine that is required to be approved, a Type Approval Certificate is
to be obtained by the engine designer, and the maximum period of validity of a Type Approval
Certificate is for 5 years. The process details for obtaining a Type Approval Certificate are given
in Appendix 5 of this Chapter.
9.10.1.3 Each diesel engine intended for installation onboard a ship classed with CCS is to have
a CCS marine product certificate. The certification process details for obtaining the engine
certificate are in Appendix 5 “Approval and Certification of Diesel Engines” of this Chapter.
9.10.2 Type testing

9.10.2.1 Type testing is required for every new engine type intended for installation onboard
ships subject to classification in accordance with the requirements of Appendix 4 of this Chapter.
9.10.2.2 A type test carried out for a particular type of engine at any place of manufacture will
be accepted for all engines of the same type built by licensees or the licensor, subject to each place
of manufacture being found to be acceptable to CCS.
9.10.2.3 One type test will be considered adequate to cover a range of different numbers of
cylinders. However, a type test of an in-line engine may not always cover the V-version. Subject to
the individual Societies’ discretion, separate type tests may be required for the V-version. On the
other hand, a type test of a V-engine covers the in-line engines, unless the bmep is higher.
Items such as axial crankshaft vibration, torsional vibration in camshaft drives, and crankshafts,
etc. may vary considerably with the number of cylinders and may influence the choice of engine
to be selected for type testing.
9.10.2.4 The engine is type approved up to the tested ratings and pressures (100% corresponding
to MCR). Provided documentary evidence of successful service experience with the classified
rating of 100% is submitted, an increase (if design approved①) may be permitted without a new
type test if the increase from the type tested engine is within:
(1) 5% of the maximum combustion pressure, or
(2) 5% of the mean effective pressure, or
(3) 5% of the rpm.
Providing maximum power is not increased by more than 10%, an increase of maximum approved
power may be permitted without a new type test provided engineering analysis and evidence of
successful service experience in similar field applications (even if the application is not classified)
or documentation of internal testing are submitted if the increase from the type tested engine is
within:
(1) 10% of the maximum combustion pressure; or
(2) 10% of the mean effective pressure, or
(3)10% of the rpm.
9.10.2.5 If an engine has been design approved, and internal testing per Stage A is documented
to a rating higher than the one type tested, the Type Approval may be extended to the increased
power/mep/rpm upon submission of an Extended Delivery Test Report at:
(1) test at over speed (only if nominal speed has increased);
(2) rated power, i.e. 100% output at 100% torque and 100% speed corresponding to load point 1, 2
measurements with one running hour in between;
① Where those engine data increase from the approved engine type, the crankshaft strength is to be reappraised,
and the modified calculations and documents are to be submitted for approval.
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(3) maximum permissible torque (normally 110%) at 100% speed corresponding to load point 3 or
maximum permissible power (normally 110%) and speed according to nominal propeller curve
corresponding to load point 3a., ½ hour;
(4) 100% power at maximum permissible speed corresponding to load point 2, ½ hour.
9.10.2.6 An integration test demonstrating that the response of the complete mechanical,
hydraulic and electronic system is as predicted maybe carried out for acceptance of sub-systems
(Turbo Charger, Engine Control System, Dual Fuel, Exhaust Gas treatment, etc.) separately
approved. The scope of these tests is to be proposed by the designer/licensor taking into account
of impact on engine.
9.10.3 Works acceptance test and shipboard trials

9.10.3.1 Factory acceptance test and shipboard trails of diesel engines are to be carried out in
accordance with Appendix 6 of this Chapter.
9.10.3.2 The scope of test loads for various engine applications given in Appendix 6 may be
expanded depending on the engine application, service experience, or other relevant reasons.
9.10.3.3 Alternatives to the detailed tests may be agreed between the manufacturer and CCS
when the overall scope of tests is found to be equivalent to the provisions of Appendix 6.
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Appendix 2
GUIDELINES FOR ELECTRONICALLY CONTROLLED DIESEL ENGINES
2 Design and Installation
2.1 Fuel oil and hydraulic oil systems

2.1.3 At least two fuel oil and two hydraulic oil pressure pumps are to be provided for their
respective service and arranged such that in case of failure of one pump, the other remains capable
of supplying a sufficient quantity of oil for the main propulsion machinery at its maximum
continuous rating. The capacity of all pumps are to ensure maximum continuous rating of main
propulsion diesel engine, and in case of failure of any one fuel oil and/or hydraulic oil pressure
pump, the capacity of other pumps are to ensure that the main propulsion diesel engine can output
power necessary for normal navigation (not less than 70% maximum continuous rating). All
pumps are to be arranged ready for immediate use.
2.2 Electronic control systems

2.2.3 Those devices in the electronic control system which will affect normal operation of the
main propulsion engine in case of functional failure, such as ECUs and crankshaft rotation angle
indicators, are to be provided as dual systems. The type and function of such dual systems are to
be fully identical. When one system fails, the other will automatically take over so as to maintain
normal operation of the engine and an alarm will be given at the same time. For electronically
controlled diesel engines intended for ships with two or more main propulsion diesel engines, if
risk analysis indicates that in case of failure of electronic control system of any one diesel engine,
the others remain capable of outputting power necessary for normal navigation, dual electronic
control systems are not necessary for each diesel engine. The electronic control system out of
order is to be readily replaced and put into service.
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Appendix 4 TYPE TEST OF DIESEL ENGINES
1 General Requirements
1.1 Application
1.1.1 The type testing, documented in this Appendix, is to be arranged to represent typical
foreseen service load profiles, as specified by the engine builder, as well as to cover for required
margins due to fatigue scatter and reasonably foreseen in-service deterioration.
1.1.2 This applies to:
(1) Parts subjected to high cycle fatigue (HCF) such as connecting rods, cams, rollers and spring
tuned dampers where higher stresses may be provided by means of elevated injection pressure,
cylinder maximum pressure, etc.;
(2) Parts subjected to low cycle fatigue (LCF) such as “hot” parts when load profiles such as idle
− full load − idle (with steep ramps) are frequently used;
(3) Operation of the engine at limits as defined by its specified alarm system, such as running at
maximum permissible power with the lowest permissible oil pressure and/or highest permissible
oil inlet temperature.
1.2 Safety precautions

1.2.1 Before any test run is carried out, all relevant equipment for the safety of attending
personnel, including crankcase explosive conditions protection, over-speed protection and any
other shut down function, is to be made available by the manufacturer/shipyard and is to be
operational, and its correct functioning is to be verified.
1.2.2 The inspection for jacketing of high-pressure fuel oil lines and proper screening of pipe
connections (as required in 2.2.8 of this Appendix) is also to be carried out before the test runs.
1.2.3 Interlock test of turning gear is to be performed when installed.
1.3 Test program

1.3.1 The type testing is divided into 3 stages:
(1) Stage A − internal tests, including some of the testing made during the engine development,
function testing, and collection of measured parameters and records of testing hours. The results
of testing required by the Rules or stipulated by the designer are to be presented to CCS before
starting stage B;
(2) Stage B − witnessed tests, which are the testing made in the presence of Classification Society
personnel;
(3) Stage C − component inspection, which is the inspection of engine parts to the extent as rules
required.
1.3.2 The complete type testing program is subject to approval by CCS. The extent of the
surveyor’s presence during each stage may be agreed by both sides, but at least during stage B and
C.
1.3.3 Testing prior to the witnessed type testing (stage B and C), is also considered as a part of
the complete type testing program.
1.3.4 Upon completion of complete type testing (stage A through C), a type test report is to be
submitted to CCS for review. The type test report is to contain:
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(1) overall description of tests performed during stage A. Records are to be kept by the builder’s
QA management for presentation to CCS;
(2) detailed description of the load and functional tests conducted during stage B;
(3) inspection results from stage C.
1.3.5 As required in 1.1.2 of this Appendix, the type testing is to substantiate the capability of
the design and its suitability for the intended operation. Special testing such as LCF and endurance
testing will normally be conducted during stage A.
1.3.6 High speed engines for marine use are normally to be subjected to an endurance test of 100
hours at full load. Omission or simplification of the type test may be considered for the type
approval of engines with long service experience from non-marine fields or for the extension of
type approval of engines of a well-known type, in excess of the limits given in 9.10.2 of this
Chapter.
Propulsion engines for high speed vessels that may be used for frequent load changes from idle to
full are normally to be tested with at least 500 cycles (idle − full load − idle) using the steepest
load ramp that the control system (or operation manual if not automatically controlled) permits.
The duration at each end is to be sufficient for reaching stable temperatures of the hot parts.
1.4 Measurements and recordings

1.4.1 During all testing the ambient conditions (air temperature, air pressure and humidity) are to
be recorded.
1.4.2 As a minimum, the following engine data are to be measured and recorded:
(1) engine r.p.m.;
(2) torque;
①
(3) maximum combustion pressure for each cylinder ;
①
(4) mean indicated pressure for each cylinder ;
(5) charging air pressure and temperature;
(6) exhaust gas temperature;
(7) fuel rack position or similar parameter related to engine load;
(8) turbocharger speed;
(9) all engine parameters that are required for control and monitoring for the intended use
(propulsion, auxiliary, emergency).
Note:
① For engines where the standard production cylinder heads are not designed for such measurements, a special
cylinder head made for this purpose may be used. In such a case, the measurements may be carried out as part
of Stage A and are to be properly documented. Where deemed necessary e.g. for dual fuel engines, the
measurement of maximum combustion pressure and mean indicated pressure may be carried out by indirect
means, provided the reliability of the method is documented.
1.4.3 Calibration records for the instrumentation used to collect data as listed above are to be
presented to - and reviewed by the attending Surveyor.
1.4.4 Additional measurements may be required in connection with the design assessment.
2 Type testing
2.1 Stage A − internal tests

2.1.1 During the internal tests, the engine is to be operated at the load points important for the
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engine designer and the pertaining operating values are to be recorded. The load conditions to be
tested are also to include the testing specified in the applicable type approval program.
2.1.2 At least the following conditions are to be tested:
(1) Normal case: The load points 25%, 50%, 75%, 100% and 110% of the maximum rated power
for continuous operation, to be made along the normal (theoretical) propeller curve and at constant
speed for propulsion engines (if applicable mode of operation i.e. driving controllable pitch
propellers), and at constant speed for engines intended for generator sets including a test at no
load and rated speed.
(2) The limit points of the permissible operating range. These limit points are to be defined by the
engine manufacturer.
(3) For high speed engines, the 100 hr full load test and the low cycle fatigue test apply as required
in connection with the design assessment.
(4) Specific tests of parts of the engine, required by CCS or stipulated by the designer.
2.2 Stage B − witnessed tests

2.2.1 The tests listed below are to be carried out in the presence of a Surveyor. The achieved
results are to be recorded and signed by the attending Surveyor after the type test is completed.
2.2.2 The over-speed test is to be carried out and is to demonstrate that the engine is not
damaged by an actual engine overspeed within the overspeed shutdown system set-point. This test
may be carried out at the manufacturer’s choice either with or without load during the speed
overshoot.
2.2.3 Load test. The engine is to be operated according to the power and speed diagram (see
Figure 2.2.3). The data to be measured and recorded when testing the engine at the various load
points have to include all engine parameters listed in 1.4 of this Appendix. The operating time per
load point depends on the engine size (achievement of steady state condition) and on the time for
collection of the operating values. Normally, an operating time of 0.5 hour can be assumed per
load point, however sufficient time should be allowed for visual inspection by the Surveyor.
The load points are:
(1) rated power (MCR), i.e. 100% output at 100% torque and 100% speed corresponding to load
point 1, normally for 2 hours with data collection with an interval of 1 hour. If operation of the
engine at limits as defined by its specified alarm system (e.g. at alarm levels of lub oil pressure
and inlet temperature) is required, the test is to be made here;
(2) 100% power at maximum permissible speed corresponding to load point 2;
(3) maximum permissible torque (at least and normally 110%) at 100% speed corresponding to
load at point 3, or maximum permissible power (at least and normally 110%) and 103.2% speed
according to the nominal propeller curve corresponding to load point 3a. Load point 3a applies to
engines only driving fixed pitch propellers or water jets. Load point 3 applies to all other purposes.
Load point 3 (or 3a as applicable) is to be replaced with a load that corresponds to the specified
overload and duration approved for intermittent use. This applies where such overload rating
exceeds 110% of MCR. Where the approved intermittent overload rating is less than 110% of
MCR, subject overload rating has to replace the load point at 100% of MCR. In such case the load
point at 110% of MCR remains;
(4) minimum permissible speed at 100% torque, corresponding to load point 4;
(5) minimum permissible speed at 90% torque corresponding to load point 5. (Applicable to
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propulsion engines only);
(6) part loads e.g. 75%, 50% and 25% of rated power and speed according to nominal propeller
curve (i.e. 90.8%, 79.3% and 62.9% speed) corresponding to points 6, 7 and 8 or at constant rated
speed setting corresponding to points 9, 10 and 11, depending on the intended application of the
engine;
(7) crosshead engines not restricted for use with C.P. propellers are to be tested with no load at the
associated maximum permissible engine speed.
2.2.4 During all these load points, engine parameters are to be within the specified and approved
values.
Figure 2.2.3 Diagram of power-speed
2.2.5 Operation with damaged turbocharger. For 2-stroke propulsion engines, the achievable
continuous output is to be determined in the case of turbocharger damage. Engines intended for
single propulsion with a fixed pitch propeller are to be able to run continuously at a speed (r.p.m.)
of 40% of full speed along the theoretical propeller curve when one turbocharger is out of
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operation. The test can be performed by either by-passing the turbocharger, fixing the turbocharger
rotor shaft or removing the rotor.
2.2.6 Functional tests are as follows:
(1) Verification of the lowest specified propulsion engine speed according to the nominal propeller
curve as specified by the engine designer (even though it works on a water-brake). During this
operation, no alarm is to occur.
(2) Starting tests, for non-reversible engines and/or starting and reversing tests, for reversible
engines, for the purpose of determining the minimum air pressure and the consumption for a start.
(3) Governor tests: tests for compliance with 9.7.8 and 9.7.10 of this Chapter are to be carried out.
2.2.7 Integration test. For electronically controlled diesel engines, integration tests are to verify
that the response of the complete mechanical, hydraulic and electronic system is as predicted for
all intended operational modes. The scope of these tests is to be agreed with CCS for selected
cases based on the FMEA.
2.2.8 Fire protection measures. Verification of compliance with requirements for jacketing of
high-pressure fuel oil lines, screening of pipe connections in piping containing flammable liquids
and insulation of hot surfaces:
(1) The engine is to be inspected for jacketing of high-pressure fuel oil lines, including the system
for the detection of leakage, and proper screening of pipe connections in piping containing
flammable liquids.
(2) Proper insulation of hot surfaces is to be verified while running the engine at 100% load,
alternatively at the overload approved for intermittent use. Readings of surface temperatures are to
be done by use of Infrared Thermoscanning Equipment. Equivalent measurement equipment may
be used when so approved by CCS. Readings obtained are to be randomly verified by use of
contact thermometers.
2.3 Stage C − Opening up for Inspections

2.3.1 The crankshaft deflections are to be measured in the specified (by designer) condition.
2.3.2 High speed engines for marine use are normally to be stripped down for a complete
inspection after the type test.
2.3.3 For all the other engines, after the test run, the components are to be presented for
inspection as follows:
(1) piston removed and dismantled;
(2) crosshead bearing dismantled;
(3) guide planes;
(4) connecting rod bearings (big and small end) dismantled (special attention to serrations and
fretting on contact surfaces with the bearing backsides);
(5) main bearing dismantled;
(6) cylinder liner in the installed condition;
(7) cylinder head, valves disassembled;
(8) cam drive gear or chain, camshaft and crankcase with opened covers. (The engine must be
turnable by turning gear for this inspection.)
Note: Engines with long service experience from non-marine fields can have a reduced extent of
opening.
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2.3.4 One cylinder for in-line engines and two cylinders for V-engines are to be selected. For
V-engines, the cylinder units are to be selected from both cylinder banks and different crank
throws.
2.3.5 If deemed necessary by the surveyor, further dismantling of the engine may be required.
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Appendix 5 APPROVAL AND CERTIFICATION OF DIESEL ENGINES
1.1 Scope
1.1.1 The approval and certification process of a diesel engine and the documents for use during
manufacture and installation, and the document flow between engine designer, Classification
Society approval center, engine builder/licensee and Surveyors are provided in this Appendix.
1.1.2 The engine plans and documents are to be submitted for approval in accordance with the
requirements of 9.1.12.1 and 9.1.12.2 of this Chapter.
1.2 Definitions
1.2.1 Definitions relating to approval and certification of diesel engines are given in Annex 1 of
this Appendix.
1.3 Type approval certificate

1.3.1 For each type of engine that is required to be approved, a type approval certificate is to be
obtained by the engine designer. The process details for obtaining a type approval certificate are in
3.1 of this Appendix.
1.3.2 This process consists of the engine designer obtaining:
(1) drawing and specification approval;
(2) conformity of production;
(3) approval of type testing program;
(4) type testing of engines;
(5) review of the obtained type testing results;
(6) evaluation of the manufacturing arrangements;
(7) issue of a type approval certificate upon satisfactorily meeting the Rule requirements.
1.4 Marine product certificate

1.4.1 Each diesel engine manufactured for a shipboard application is to have a marine product
certificate. The certification process details for obtaining the marine product certificate are in 3.2
of this Appendix.
1.4.2 This process consists of following steps:
(1) the engine builder/licensee obtaining design approval of the engine application specific
documents;
(2) submitting a comparison list of the production drawings to the previously approved engine
design drawings;
(3) forwarding the relevant production drawings and comparison list for the use of the Surveyors
at the manufacturing plant and shipyard if necessary;
(4) engine testing; and
(5) upon satisfactorily meeting CCS Rule requirements, the issuance of an engine certificate.
1.5 Approval of diesel engine components

1.5.1 Components of engine designer’s design which are covered by the type approval certificate
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of the relevant engine type are regarded as approved whether manufactured by the engine
manufacturer or sub-supplied. For components of subcontractor’s design, necessary approvals are
to be obtained by the relevant suppliers (e.g. exhaust gas turbochargers, charge air coolers, etc.).
1.6 Submission format of documentation

1.6.1 The documentation is to be submitted to CCS in electronic or paper format. If the
documentation is in paper format, it is to be submitted in triplicate.
2 Document Flow for Diesel Engines
2.1 Document flow for obtaining a type approval certificate

2.1.1 For the initial engine type, the engine designer prepares the documentation in accordance
with requirements in 9.1.12.1 and 9.1.12.2 of this Chapter and forwards to CCS according to the
agreed procedure for review.
2.1.2 Upon review and approval of the submitted documentation (evidence of approval), it is
returned to the engine designer.
2.1.3 The engine designer arranges for a Surveyor to attend an engine type test and upon
satisfactory testing CCS issues a type approval certificate.
2.1.4 A representative document flow process for obtaining a type approval certificate is shown
in Annex 2 of this Appendix.
2.2 Document flow for engine certificate

2.2.1 The engine type must have a type approval certificate. For the first engine of a type, the
type approval process and the engine certification process (ECP) may be performed
simultaneously.
2.2.2 Engines to be installed in specific applications may require the engine designer/licensor to
modify the design or performance requirements. The modified drawings are forwarded by the
engine designer to the engine builder/licensee to develop production documentation for use in the
engine manufacture in accordance with Table 1.
2.2.3 The engine builder/licensee develops a comparison list of the production documentation to
the approval documentation. An example comparison list is provided in Annex 4. If there are
differences in the technical content on the licensee’s production drawings/documents compared to
the corresponding licensor’s drawings, the licensee must obtain agreement to such differences
from the licensor using the template in Annex 5.
If the designer acceptance is not confirmed, the engine is to be regarded as a different engine type
and is to be subjected to the complete type approval process by the licensee.
2.2.4 The engine builder/licensee is to submit the comparison list and the production
documentation to CCS according to the agreed procedure for review/approval.
2.2.5 CCS returns documentation to the engine builder/licensee with confirmation that the
design has been approved. This documentation is intended to be used by the engine
builder/licensee and their subcontractors and attending Surveyors. As the attending Surveyors may
request the engine builder/licensee or their subcontractors to provide the actual documents
indicated in the list, the documents are necessary to be prepared and available for the Surveyors.
2.2.6 The attending Surveyors, at the engine builder/licensee/subcontractors, will issue product
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certificates as necessary for components manufactured upon satisfactory inspections and tests.
2.2.7 The engine builder/licensee assembles the engine, tests the engine with a Surveyor present.
An engine certificate is issued by the Surveyor upon satisfactory completion of assembly and
tests.
2.2.8 A representative document flow process for obtaining an engine certificate is shown in
Figure 2, Annex 2 of this Appendix.
3 Type Approval and Certification Process
3.1 Type approval process

3.1.1 The type approval process consists of the steps in 3.1.2 to 3.1.5. The document flow for
this process is shown in Figure 1, Annex 2 of this Appendix. The documentation, as far as
applicable to the type of engine, to be submitted by the engine designer/licensor to the
Classification Society is listed in 9.1.12.1 and 9.1.12.2 of this Chapter.
3.1.2 9.1.11.2 lists basic descriptive information to provide the Classification Society an
overview of the engine’s design, engine characteristics and performance. Additionally, there are
requirements related to auxiliary systems for the engine’s design including installation
arrangements, list of capacities, technical specifications and requirements, along with information
needed for maintenance and operation of the engine.
3.1.3 9.1.11.1 lists the documents and drawings, which are to be approved by the Classification
Society.
3.1.4 Design approval/appraisal (DA) is valid as long as no substantial modifications have been
implemented. Where substantial modifications have been made, the validity of the DA’s may be
renewed based on evidence that the design is in conformance with all current Rules and statutory
regulations.
3.1.5 A type approval test is to be carried out in accordance with Appendix 4 of this Chapter and
is to be witnessed by the Classification Society. The manufacturing facility of the engine presented
for the type approval test is to be assessed in accordance with Section 2 of this Chapter.
3.1.6 After the requirements in 3.1.2 through 3.1.5 have been satisfactorily completed, CCS
issues a type approval certificate (TAC).
3.1.7 After the engine type has been approved for the first time, only those documents as listed
in 9.1.12.1 and 9.1.12.2 of this Chapter, which have undergone substantive changes, will have to
be resubmitted for consideration.
3.1.8 A renewal of type approval certificates will be granted upon submission of information in:
(1) the submission of modified documents or new documents with substantial modifications
replacing former documents compared to the previous submission(s) for DA; or
(2) a declaration that no substantial modifications have been applied since the last DA issued.
3.1.9 CCS reserves the right to limit the duration of validity of the type approval certificate. The
type approval certificate will be invalid if there are substantial modifications in the design, in the
manufacturing or control processes or in the characteristics of the materials unless approved in
advance by CCS.
3.1.10 The assignment of documents to 9.1.12.2 for information does not preclude possible
comments by CCS.
3.1.11 Where considered necessary, CCS may request further documents to be submitted. This
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may include details or evidence of existing type approval or proposals for a type testing program.
3.2 Certification process

3.2.1 The certification process consists of the steps in 3.2.2 to 3.2.7. This process is illustrated in
Figure 2, Annex 2 of this Appendix showing the document flows between the engine
designer/licensor, engine builder/licensee, component manufacturers, Classification Society
approval center, and Classification Society site offices.
For those cases when a licensor – licensee agreement does NOT apply, an “engine designer” is to
be understood as the entity that has the design rights for the engine type or is delegated by the
entity having the design rights to modify the design.
The documents listed in Table 1 of this Appendix may be submitted by the engine designer
(licensor) or the manufacturer/licensee.
3.2.2 Prior to the start of the engine certification process, a design approval is to be obtained per
3.1.2 through 3.1.4 of this Appendix for each type of engine. Each type of engine is to be provided
with a type approval certificate obtained by the engine designer/licensor prior to the engine
builder/licensee beginning production manufacturing. For the first engine of a type, the type
approval process and the certification process may be performed simultaneously.
The engine designer/licensor reviews the documents for the application and develops, if necessary,
application specific documentation for the use of the engine builder/licensee in developing engine
specific production documents.
If substantive changes have been made, the affected documents are to be resubmitted to CCS.
3.2.3 Table 1 lists the production documents, which are to be submitted by the engine
builder/licensee to CCS following acceptance by the engine designer/licensor. The Surveyor uses
the information for inspection purposes during manufacture and testing of the engine and its
components. See 2.2.3 through 2.2.6 of this Appendix.
3.2.4 If there are differences in the technical content on the licensee’s production
drawings/documents compared to the corresponding licensor’s drawings, the licensee must
provide to CCS approval center a “Confirmation of the licensor’s acceptance of licensee’s
modifications” approved by the licensor and signed by licensee and licensor. Modifications
applied by the licensee are to be provided with appropriate quality requirements. See Annex 5 of
this Appendix for a sample format.
3.2.5 CCS assesses conformity of production with the Rule’s requirements for production
facilities comprising manufacturing facilities and processes, machining tools, quality assurance,
testing facilities, etc. Satisfactory conformance results in the issue of a class approval document.
3.2.6 In addition to the documents listed in Table 1, the engine builder/licensee is to be able to
provide to the Surveyor performing the inspection upon request the relevant detail drawings,
production quality control specifications and acceptance criteria. These documents are for
supplemental purposes to the survey only.
3.2.7 Each engine assembly and testing procedure required according to the Rules are to be
witnessed by the Classification Society unless a Type approval A is agreed between manufacturer
and CCS.
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Documentation for the inspection of components and systems Table 1
No. Item
1 Engine particulars as per data sheet in Annex 3
2 Material specifications of main parts with information on non-destructive material tests and pressure tests1
3 Bedplate, crankcase, frame, framebox, gearbox and thrust bearing bedplate of welded design, with welding
details and welding instructions2
4 Crankshaft (including shaft coupling bolts, counterweights, including fastening), assembly and details,
thrust shaft or intermediate shaft (if integral with engine)
5 Bolts and studs for main bearings, cylinder heads and exhaust valve (two stroke design) and connecting
rods
6 Tie rods
7 Schematic layout or other equivalent documents on the engine of fuel oil system, lubricating oil system,
cooling water system, starting air system and hydraulic system (for valve lift) 3
8 Engine control and safety system
9 Shielding of high pressure fuel pipes, assembly4
10 Construction of accumulators for hydraulic oil and fuel oil
11 High pressure parts for fuel oil injection system5
12 Arrangement and details of the crankcase explosion relief valve6
13 Oil mist detection and/or alternative alarm arrangements
14 Cylinder head
15 Cylinder block, engine block
16 Cylinder liner
17 Counterweights (if not integral with crankshaft), including fastening
18 Connecting rod with cap, piston rod and crosshead
19 Piston, assembly7
20 Piston head
21 Camshaft drive, assembly7
22 Flywheel
23 Arrangement of foundation (for main engines only)
24 Fuel oil injection pump
25 Shielding and insulation of exhaust pipes and other parts of high temperature which may be impinged as a
result of a fuel system failure, assembly
26 Construction and arrangement of dampers
27 For electronically controlled engines, assembly drawings or arrangements of control valves, high-pressure
pumps, drive for high pressure pumps and valve bodies, if applicable
28 Operation and service manuals8
29 Test program resulting from FMEA (for engine control system) 9
30 Production specifications for castings and welding (sequence)
31 Type approval certification for environmental tests, control components10
32 Quality requirements for engine production
Notes:
1. For comparison with Rule requirements for material, NDT and pressure testing as applicable.
2. For approval of materials and weld procedure specifications. The weld procedure specification is to include
details of pre and post weld heat treatment, weld consumables and fit-up conditions.
3. Details of the system so far as supplied by the engine manufacturer such as: main dimensions, operating
media and maximum working pressures.
4. All engines.
5. The documentation to contain specifications for pressures, pipe dimensions and materials.
6. Only for engines of a cylinder diameter of 200 mm or more or a crankcase volume of 0.6 m3 or more.
7. Including identification (e.g. drawing number) of components.
8. Operation and service manuals are to contain maintenance requirements (servicing and repair) including
details of any special tools and gauges that are to be used with their fitting/settings together with any test
requirements on completion of maintenance.
9. Required for engines that rely on hydraulic, pneumatic or electronic control of fuel injection and/or valves.
10. Documents modified for a specific application are to be submitted to the Classification Society for
information or approval.
3-35
Annex 1 Glossary
Term Definition
A set of values or criteria which a design, product, service or process is required to
Acceptance criteria
conform with, in order to be considered in compliance
Status of a design, product, service or process, which has been found to conform to
Accepted
specific acceptance criteria
A system, by which a society evaluates a manufacturer’s quality assurance and quality
Alternative Certification control arrangements for compliance with Rule requirements, then authorizes a
Scheme (ACS) manufacturer to undertake and witness testing normally required to be done in the
presence of a Surveyor. It corresponds to CCS Type approval A.
Appraisal Evaluation by a competent body
The granting of permission for a design, product, service or process to be used for a
Approval
stated purpose under specific conditions based upon a satisfactory appraisal
Assembly Equipment or a system made up of components or parts
Determine the degree of conformity of a design, product, service, process, system or
Assess organization with identified specifications, Rules, standards or other normative
documents
Planned systematic and independent examination to determine whether the activities
Audit are documented, the documented activities are implemented, and the results meet the
stated objectives
Auditor Individual who has the qualifications and experience to perform audits
A formal document attesting to the compliance of a design, product, service or
Certificate
process with acceptance criteria
A procedure whereby a design, product, service or process is approved in accordance
Certification
with acceptance criteria
Class approval Approved by a Classification Society
Specific type of certification, which relates to the Rules of the relevant Classification
Classification
Society
Organization recognized as having appropriate knowledge and expertise in a specific
Competent body
area
Component Part, member of equipment or system
Where a design, product, process or service demonstrates compliance with its specific
Conformity
requirements
Contract Agreement between two or more parties relating to the scope of service
Contractor see Supplier
Customer Party who purchases or receives goods or services from another
All relevant plans, documents, calculations described in the performance, installation
Design
and manufacturing of a product
Design analysis Investigative methodology selectively used to assess the design
Design appraisal Evaluation of all relevant plans, calculations and documents related to the design
Design review Part of the appraisal process to evaluate specific aspects of the design
Drawings approval / plan Part of the design approval process which relates to the evaluation of drawings and
approval plans
Equipment Part of a system assembled from components
Equivalent An acceptable, no less effective alternative to specified criteria
Systematic examination of the extent to which a design, product, service or process
Evaluation
satisfies specific criteria
Examination Assessment by a competent person to determine compliance with requirements
Inspection Examination of a design, product service or process by an Inspector
Inspection plan List of tasks of inspection to be performed by the Inspector
The assembling and final placement of components, equipment and subsystems to
Installation
permit operation of the system
Manufacturer Party responsible for the manufacturing and quality of the product
Manufacturing process Systematic series of actions directed towards manufacturing a product
Manufacturing process Approval of the manufacturing process adopted by the manufacturer during
approval production of a specific product
3-36
Term Definition
Goods supplied by one manufacturer to another manufacturer that will require further
Material
forming or manufacturing before becoming a new product
Modification A limited change that does not affect the current approval
Information about a design modification with new modification index or new drawing
Modification notice
number replacing the earlier drawing
Performance test Technical operation where a specific performance characteristic is determined
Producer See manufacturer
Product Result of the manufacturing process
Investigations on the first or one of the first new engines with regard to optimization,
Prototype test
fine tuning of engine parameters and verification of the expected running behavior
All the planned and systematic activities implemented within the quality system, and
Quality assurance demonstrated as needed to provide adequate confidence that an entity will fulfil
requirements for quality. Refer to ISO 9000 series
Rule or order issued by an executive authority or regulatory agency of a government
Regulation
and having the force of law
Restore to original or near original condition from the results of wear and tear or
Repair
damages for a product or system in service
Requirement Specified characteristics used for evaluation purposes
Information Additional technical data or details supplementing the drawings requiring approval
Means to record changes in one or more particulars of design drawings or
Revision
specifications
Technical data or particulars which are used to establish the suitability of materials,
Specification
products, components or systems for their intended use
Substantive modifications or Design modifications, which lead to alterations in the stress levels, operational
major modifications or behavior, fatigue life or an effect on other components or characteristics of
major changes importance such as emissions
Subsupplier/subcontractor One who contracts to supply material to another supplier
One who contracts to furnish materials or design, products, service or components to
Supplier
a customer or user
A technical operation that consists of the determination of one or more characteristics
Test or performance of a given product, material, equipment, organism, physical
phenomenon, process or service according to a specified procedure.
Traceability Ability to follow back through the design and manufacturing process to the origin
The establishment of the acceptability of a product through the systematic:
1 Evaluation of a design to determine conformance with specifications;
Type approval 2 Witnessing manufacture and testing of a type of product to determine compliance
with the specification
3 Evaluation of the manufacturing arrangements to confirm that the product can be
consistently produced in accordance with the specification
Last step of the type approval procedure. Test program in accordance with Appendix
Type approval test
4 of this Chapter
Individual physically present at a test and being able to record and give evidence
Witness
about its outcome
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Annex 2 Representative Document Flow Diagrams
The document flow diagrams are provided as an aid to all parties involved in the engine certification process as to their roles and responsibilities. Variations in the
document flow may vary in response to unique issues with regard to various factors related to location, availability of components and surveys. In any case, the text
in the Appendix takes precedence over these flow diagrams.
Engine designer (ED) /
Licensor
Document
preparation
Engine
according to
production for TA certificate
9.1.11.1 and
type test
9.1.11.2
Returns marked docs

Submits docs
Request for attendance

Class approval centre
at TAT
Review/approval
of submitted
documents
Issue of TA
certificate upon
satisfactory TAT
Class site office
Figure 1 Type approval document flow
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Engine designer
(ED) / Licensor
Obtains Develops Checks
modifications, own
TA documents for alternative
dwgs./specs.
If licensee
certificate specific engine execution and
issues
Accepted docs
acceptance
(EB)/Licensee (L)
Engine builder
Develops:
-comparison Completes
Develops engine comparison list Production
specific documents list as per based on
Annex 4; as per Annex 4
for production marked
based on Table 1 -documents as documents
Marked documents
per Annex 5
Annexes 4 and 5 docs

Own docs related to
modifications, comparison
manufacturer
Component
Annex 5
list (Annex 4)
If no licensee
Class approval
centre
Reviews/approves
documents
List of marked
documents
Class site office
Files list of
marked
documents for
use in FAT
survey
Figure 2 Engine certificate document flow
3-39
Engine designer
(ED) / Licensor
(EB)/Licensee (L)
Engine builder
Forwards
pertinent Receives Prepares Engine
Files docs for certificate
marked component with
certificate FAT
dwgs. certificate
Request for survey of components
manufacturer
Manufactures
Component
components
Files
Request for survey

certificate
Request for survey
Class approval
centre
Class site office
Issue of Issue of engine
certificate certificate after
after satisfactory
satisfactory FAT survey
survey
Figure 2 Engine certificate document flow (continued)
3-40
3-41
Annex 3 Internal Combustion Engine Approval Application Form and Data Sheet
CCS Application number (if applicable): Engine Manufacturer’s Application Identification Number:
General Data
①
Engine Manufacturer(s), Licensee(s) and/or Manufacturing Sites Name
Engine Designer:
Country
Contact Person:
Address:
1. Document purpose (select options from either 1a or 1b)
1a. Type Approval Application

②
Service Requested Required activities
New Type Approval  DA, TT, CoP
Renew Type Approval  CoP, if design change then amended or new certificate process to be followed
Amend Type Approval  DA & CoP, Further TT if previously approved engine has been substantively modified (as required by URM71)
 DA, TT, applicable where designer does not have production facilities, Type Approval to be granted to specific
Design Evaluation
production facility once associated CoP has been completed.
Update TA Supplement  Update to Supplement, only for minor changes not affecting the Type Approval Certificate
Other  e.g. National/Statutory Administration requirements i.e. MSC.81(70) for emergency engines
For TA Cert amendments or
Supplement updates, details of what
is to be changed:
For ‘Other’, Details of the
requirements to be considered:
1b. Addendum for Individual Engine FAT and Certification
Individual engine requiring FAT and Certification, only where the performance data for the engine being certified differs from the details provided on the
original Type Approval Application.
Only section 3b requires completion. Where changes to other sections are necessary, a new Type Approval application may be required.
Reference number of Internal Combustion Engine Approval Application Form
previously submitted and reference number of the Type Approval certificate (Copy of original application form to be attached to this document)
2. Existing documentation
Previous Class Type Approval Certificate No. or
related Design Approval No. (if applicable)
Formerly issued documentation for engine Issuing Body: Document Type: Document No.:
(E.g. previous type test reports, in-service

experience justification reports, etc.)
Existing Certification Issuing Body Document Type Document No.

(E.g. Manufacturer’s quality certification ISO
9001 etc.)
3. Design (mark all that apply)

3a. Engine Particulars:
Engine Type Number of delivered marine engines:
③
Manufactured Since :
Direct drive Propulsion Auxiliary Emergency
Application
( Single engine / Multi-engine installation) ( Aux. Services / Electric Propulsion)
2-stroke 4-stroke In-line Vee (V-angle °) Other ( )
Mechanical Design
Cross-head Trunk-piston Reversible Non-reversible
① All parties that affect the final complete engine (e.g. manufacture, modify, adjust) are to be listed. All sites where such work is carried out may be required
to complete CoP assessment.
② DA = Design Appraisal, TT = Type Test, CoP = Assessment of Conformity of Production. See ‘Definitions’ at the end of this application form for more
information.
③ Only in case of TA Extension.
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Cylinder bore(mm) Length of piston stroke (mm)
Without
With supercharging
supercharging
Supercharging Without charge air cooling With charge air cooling
Constant-pressure charging system Pulsating pressure charging system
Valve operation Cam control Electronic control
Electronically controlled
Fuel Injection Direct injection Indirect injection Cam controlled injection
injection
Marine residual fuel cSt (Max. kinematic viscosity at 50°C)

Marine distillate fuel DMA, DMB, DMC
Fuel Types Marine distillate fuel DMX
(Classification
according to ISO Low flashpoint liquid fuel (specify fuel type)
8216) Gas (specify gas type)
Other (specify)
Dual Fuel
(specify combinations of fuels to be used simultaneously)
3b. Performance Data
(Related to: Barometric pressure 1,000 mbar; Air temperature 45°C; Relative humidity 60%; Seawater temperature 32°C)
Model reference No. (if applicable)
Max. continuous rating kW/cyl
Rated speed 1/min
Mean indicated pressure MPa
Mean effective pressure MPa
Max. firing pressure MPa
Charge air pressure MPa
Compression ratio -
Mean piston speed m/s
3c. Crankshaft
Design Solid Semi-built Built
Method of Cast Forged
Manufacture Slab forged Approved die forged Continuous grain flow process
State approved forge/works name:
Is the crankshaft hardened by an approved process which includes the fillet radii of crankpins and journals? Yes No
If yes, state process:
Crankshaft material specification:
U.T.S. (N/mm2) Yield strength (N/mm2)
Hardness value (Brinell/Vickers) Elongation (%)
Dimensional Data
If shrunk on webs, state shrinkage allowance (mm) Yield strength of crankweb material (N/mm2)
Centre of gravity of connecting rod from large end centre (mm) Radius of gyration of connecting rod (mm)
Mass of each crankweb (kg) Centre of gravity of web from journal axis (mm)
Mass of each counterweight (kg) Centre of gravity of each counterweight from journal axis (mm)
Axial length of main bearing (mm) Main bearing working clearance (mm)
Mass of flywheel at driving end (kg) Mass of flywheel at opposite end (kg)
Nominal alternating torsional stress in crankpin (N/mm2) Nominal alternating torsional stress in crank journal (N/mm2)
Length between centres (Total length)(mm)
3d. Firing order
State numbering system of cylinders from left to right as per above diagrams (as applicable)
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Number of cylinders Clockwise firing order Counter-clockwise firing order
4. Engine Ancillary Systems

4a. Turbochargers Fitted Not Fitted
Turbocharger oil supply by: Engine lub. oil system TC internal lub. oil system
No. of cylinders No. of aux blowers No. of charge air coolers No. of TC TC manufacturer & type TC type approval certificate No.
/
/
/
/
/
/
4b. Speed governor
Engine application Type approval cert. No.
Manufacturer / type Mode of operation
(Main/Aux/Emergency) (if electric / electronic gov.)
/
/
/
4c. Overspeed protection
Independent overspeed protection available Yes No Mode of operation:
Manufacturer / type, if electronic: / Type approval certificate No.
4d. Electronic systems
Engine control and management system
Note: use Remarks section to identify when a different engine control system will be used for Type Test
Hardware: Manufacturer & Model: / Type approval certificate No.
Software: Name & Version: / Software conformity certificate No.
Additional electronic system 1: System function:
Manufacturer & type: / Type approval certificate No.
4e. Starting System
Type:
4f. Safety devices/functions
A flame arrestor or a bursting disk is installed in before each starting valve Yes No
the starting air system: in the starting air manifold Yes No
Crank case relief valves available Yes No Manufacturer / type: /
Type approval certificate No.
Total crankcase gross volume
No. of cyl. Type & size (mm) of relief valve Relief area per relief valve (mm2) No. of relief valves
incl. attachments (m3)
/
/
/
/
Method used for detection of potentially explosive crankcase condition:
Oil mist detector: Manufacturer / type: / Type approval certificate No.
crankcase pressure bearing temperature monitoring other:
Alternative method: monitoring recirculation arrangements
(mark all that apply) oil splash temperature
monitoring
Cylinder overpressure warning device available Yes No
Type: Opening pressure (bar):
4g. Attached ancillary equipment(Mark all that apply)
3-44
Engine driven pumps:
Main lubricating oil pump Sea cooling water pump LT-fresh cooling water pump
HT-fresh cooling water pump Fuel oil booster pump Hydraulic oil pump Other ( )
Engine attached motor driven pumps:
Lubricating oil pump Cooling fresh water pump Fuel oil booster pump
Hydraulic oil pump Other ( )
Engine attached cooler or heater:
Lubricating oil cooler Lubricating oil heater Fuel oil valve cooler
Hydraulic oil cooler Cooling fresh water cooler
Engine attached filter:
Lubricating oil filter Single Duplex Automatic
Fuel oil filter Single Duplex Automatic
5. Inclination limits Athwartships Fore-and-aft

(engine operation is safeguarded under the following limits) Static Dynamic Static Dynamic
Main & Auxiliary machinery 15.0° 22.5° 5.0° 7.5°
Emergency machinery 22.5° 22.5° 10.0° 10.0°
Emergency machinery on ships for the carriage of liquefied gas and liquid chemicals 30.0° 30.0°
6. Main engine emergency operation

At failure of one auxiliary blower, engine can be started and operated at partial load Yes No
At failure of one turbo charger, engine operation can be continued Yes No
7. References: Additional Information Attached to Application

Document Name/Number Summary of information contained in document
8. Further Remarks:
Completed By: Signature:
Company:
Stamp:
Job Title:
Date:
Definitions:
3-45
(1) Design Appraisal: Evaluation of all relevant plans, calculations and documents related to the design to determine compliance
with the IACS and individual Societies’ technical requirements. This includes requirements for all associated ancillary equipment
and systems essential for the safe operation of the engine i.e. the Complete Engine. The Design Appraisal is recorded on a
Supplement to the Type Approval Certificate.
(2) Type Testing requires satisfactory completion of testing of the Complete Engine against the requirements of the Classification
Societies’ applicable engine Type Testing program (based on minimum requirements of IACS Unified Requirement M71). Type
testing is only applicable to the first in series; all engines are to complete factory acceptance and shipboard trials as defined by
IACS Unified Requirement M51 and Society requirements.
(3) Design Approval Certification may be granted upon satisfactory completion of Design Appraisal and Type Testing
(4) Assessment of Conformity of Production means the assessment of quality assurance, manufacturing facilities and processes
and testing facilities, to confirm the manufacturer’s capability to repeatedly produce the complete engine in accordance with the
approved and type tested design.
(5) Type Approval Certification will be granted upon satisfactory completion of Design Appraisal, Type Testing and assessment of
Conformity of Production of the complete engine. The Type Approval Certificate will incorporate outputs from the Design
Appraisal, the Type Test and the Assessment of Conformity of Production.
(6) Complete Engine includes the control system and all ancillary systems and equipment referred to in the Rules that are used for
safe operation of the engine and for which there are rule requirements, this includes systems allowing the use of different fuel
types. The exact list of components/items that will need to be tested in together with the bare engine will depend on the specific
design of the engine, its control system and the fuel(s) used but may include, but are not limited to, the following:
① Turbocharger(s)
② Crank case explosion relief devices
③ Oil mist detection and alarm devices
④ Piping
⑤ Electronic monitoring and control system(s) – software and hardware
⑥ Fuel management system (where dual fuel arrangements are fitted)
⑦ Engine driven pumps
⑧ Engine mounted filters
(7) Fuel Types: All fuels that the engine is designed to operate with are to be identified on the application form as this may impact
on the requirements that are applicable for Design Appraisal and the scope of the tests required for Type Testing. Where the
engine is to operate in a Dual Fuel mode, the combinations of fuel types are to be detailed. E.g. Natural Gas + DMA, Natural Gas
+ Marine Residual Fuel, the specific details of each fuel are to be provided as indicated in the relevant rows of the Fuel Types part
of section 3a of this form.
3-46
Annex 4 Tabular Listing of Licensor’s and Licensee’s Drawing and Data
Licensee:______________________________ Licensor:_____________________________
Licensee Engine No. :____________________________ Engine type:___________________________
Has Design been

Licensor Licensee If Yes, indicate following information
modified by Licensee?
Components or
No.
System Date of Class Identification of Date of Class
Dwg. No. &
Rev. No. Approval or Dwg. No. Rev. No. Yes No Alternative approved by Approval or Review of
Title
Review Licensor Licensee Dwg.
1
2
3
4
5
6
7
8
9
...
I attest the above information to be correct and accurate.
Person in Charge (Licensee): _________________________ _________________________

Printed Name Signature
Date:___________________________________
3-47
Annex 5 Sample Template for confirmation of the Licensor’s Acceptance of Licensee’s
Modifications
Engine Licensee Proposed Alternative to Licensor’s Design

Licensee information
Licensee: Ref No.:
Description: Info No.:
Engine type: Main Section:
Engine No.: Plant Id.:
Design Spec: General Specific Nos:
State relevant part or drawing. numbers. Insert drawing

Licensor design: clips or pictures. Licensee Proposed Alternative
Add any relevant information
For example:
• Differences in geometry
• Differences in the functionality
• Material
• Hardness
• Surface condition
• Alternative standard
• Licensee production information introduced on the drawing
• Weldings or castings
• etc.
Licensee’s production Interchangeability w. Non-conformity Report

Certified by licensee:
Sub-supplier’s production licensor design Research, Assessment, Evaluation
Initials:
Cost down
Date:
Reason:
Tools Yes No NCR RAE
Licensor comments
Accepted as alternative execution (Licensor undertakes

responsibility) Approved Certified by licensor:
No objection (Licensee undertakes responsibility) Conditionally approved Initials:
LoAE:
NCR:
Not acceptable Rejected Date:
Licensor ref.: Date:

Licensee ref.: Date:
3-48
Appendix 6 WORKS ACCEPTANCE TEST AND SHIPBOARD TRIALS OF DIESEL
ENGINES
1.1 Safety precautions

1.1.1 Before any test run is carried out, all relevant equipment for the safety of attending
personnel is to be made available by the manufacturer / shipyard and is to be operational.
1.1.2 This applies especially to crankcase explosive conditions protection, but also to over-speed
protection and any other shut down function.
1.1.3 The overspeed protective device is to be set to a value, which is not higher than the
overspeed value that was demonstrated during the type test for that engine. This set point is to be
verified by the surveyor.

1.2.1 Before any official testing, the engines are to be run-in as prescribed by the engine
manufacturer.
1.2.2 Adequate test bed facilities for loads as required are to be provided. All fluids used for
testing purposes such as fuel, lubrication oil and cooling water are to be suitable for the purpose
intended, e.g. they are to be clean, preheated if necessary and cause no harm to engine parts.
1.2.3 The testing consists of workshop and shipboard (quay and sea trial) testing.
1.2.4 Engines are to be inspected for:
(1) Jacketing of high-pressure fuel oil lines including the system used for the detection of leakage;
(2) Screening of pipe connections in piping containing flammable liquids;
(3) Insulation of hot surfaces by taking random temperature readings that are to be compared with
corresponding readings obtained during the type test. This is to be done while running at the rated
power of engine. Use of contact thermometers may be accepted at the discretion of the attending
Surveyor. If the insulation is modified subsequently to the Type Approval Test, CCS may request
temperature measurements as required by Appendix 4 of this Chapter.
1.2.5 These inspections are normally to be made during the works trials, but at the discretion of
CCS parts of these inspections may be postponed to the shipboard testing.
2 Factory Acceptance Test
2.1 Objectives
2.1.1 The purpose of the works trials is to verify design premises such as power, safety against
fire, adherence to approved limits (e.g. maximum pressure), and functionality and to establish
reference values or base lines for later reference in the operational phase.
2.2 Records
2.2.1 The following environmental test conditions are to be recorded:
(1) Ambient air temperature;
(2) Ambient air pressure;
(3) Atmospheric humidity.
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2.2.2 For each required load point, the following parameters are normally to be recorded:
(1) Power and speed;
(2) Fuel index (or equivalent reading);
(3) Maximum combustion pressures (only when the cylinder heads installed are designed for such
measurement);
(4) Exhaust gas temperature before turbine and from each cylinder (to the extent that monitoring is
required in 9.6.2 of this Chapter);
(5) Charge air temperature;
(6) Charge air pressure;
(7) Turbocharger speed (to the extent that monitoring is required in 9.6.2 of this Chapter).
2.2.3 Calibration records for the instrumentation are, upon request, to be presented to the
attending Surveyor.
2.2.4 For all stages at which the engine is to be tested, the pertaining operational values are to be
measured and recorded by the engine manufacturer. All results are to be compiled in an acceptance
protocol to be issued by the engine manufacturer. This also includes crankshaft deflections if
considered necessary by the engine designer.
2.2.5 In each case, all measurements conducted at the various load points are to be carried out at
steady state operating conditions. However, for all load points provision are to be made for time
needed by the Surveyor to carry out visual inspections. The readings for MCR, i.e. 100% power
(rated maximum continuous power at corresponding rpm) are to be taken at least twice at an
interval of normally 30 min.
2.3 Test loads

2.3.1 Test loads for various engine applications are given in 2.3.2 to 2.3.6.
2.3.2 Propulsion engines driving propeller or impeller only.
(1) 100% power (MCR) at corresponding speed n0: at least 60 min.
(2) 110% power at engine speed 1.032n0: Records to be taken after 15 min or after steady
conditions have been reached, whichever is shorter.
Note: Only required once for each different engine/turbocharger configuration.
(3) Approved intermittent overload (if applicable): testing for duration as agreed with the
manufacturer.
(4) 90% (or normal continuous cruise power), 75%, 50% and 25% power in accordance with the
nominal propeller curve, the sequence to be selected by the engine manufacturer.
(5) Reversing manoeuvers (if applicable).
Note: After running on the test bed, the fuel delivery system is to be so adjusted that overload power cannot be
given in service, unless intermittent overload power is approved by CCS. In that case, the fuel delivery system is to
be blocked to that power.
2.3.3 Engines driving generators for electric propulsion:

(2) 110% power at engine speed n0: 15 min after having reached steady conditions.
(3) Governor tests for compliance with 9.7.8 and 9.7.10 of this Chapter are to be carried out.
(4) 75%, 50% and 25% power and idle, the sequence to be selected by the engine manufacturer.
Note: After running on the test bed, the fuel delivery system is to be adjusted so that full power plus a 10% margin
for transient regulation can be given in service after installation onboard. The transient overload capability is
required so that the required transient governing characteristics are achieved also at 100% loading of the engine,
and also so that the protection system utilized in the electric distribution system can be activated before the engine
3-50
stalls.
2.3.4 Engines driving generators for auxiliary purposes:

Tests are to be performed as in 2.3.3.
2.3.5 Propulsion engines also driving power take off (PTO) generator.
manufacturer.
(4) 90% (or normal continuous cruise power), 75%, 50% and 25% power in accordance with the
nominal propeller curve or at constant speed n0, the sequence to be selected by the engine
manufacturer.
Note: After running on the test bed, the fuel delivery system is to be adjusted so that full power plus a margin for
transient regulation can be given in service after installation onboard. The transient overload capability is required
so that the electrical protection of downstream system components is activated before the engine stalls. This
margin may be 10% of the engine power but at least 10% of the PTO power.
2.3.6 Engines driving auxiliaries

manufacturer.
(4) For variable speed engines, 75%, 50% and 25% power in accordance with the nominal power
consumption curve, the sequence to be selected by the engine manufacturer.
Note: After running on the test bed, the fuel delivery system is normally to be so adjusted that overload power
cannot be delivered in service, unless intermittent overload power is approved. In that case, the fuel delivery
system is to be blocked to that power.
2.4 Turbocharger matching with engine

2.4.1 Turbochargers are to have a compressor characteristic that allows the engine, for which it
is intended, to operate without surging during all operating conditions and also after extended
periods in operation. For abnormal, but permissible, operation conditions, such as misfiring and
sudden load reduction, no continuous surging is to occur.
Note: Surging and continuous surging are defined as follows:
① Surging means the phenomenon, which results in a high pitch vibration of an audible level or explosion-like
noise from the scavenger area of the engine.
② Continuous surging means that surging happens repeatedly and not only once.
2.4.2 Category C turbochargers used on propulsion engines are to be checked for surge margins
during the engine workshop testing as specified below. These tests may be waived if successfully
tested earlier on an identical configuration of engine and turbocharger (including same nozzle
rings).
For 4-stroke engines, the following are to be performed without indication of surging:
− with maximum continuous power and speed (=100%), the speed is to be reduced with
constant torque (fuel index) down to 90% power;
− with 50% power at 80% speed (= propeller characteristic for fixed pitch), the speed is to be
reduced to 72% while keeping constant torque (fuel index).
For 2-stroke engines, the surge margin is to be demonstrated by at least one of the following
3-51
methods:
(1) The engine working characteristic established at workshop testing of the engine is to be plotted
into the compressor chart of the turbocharger (established in a test rig). There is to be at least 10%
surge margin in the full load range, i.e. working flow is to be 10% above the theoretical (mass)
flow at surge limit (at no pressure fluctuations).
(2) Sudden fuel cut-off to at least one cylinder is not to result in continuous surging and the
turbocharger is to be stabilized at the new load within 20 seconds. For applications with more than
one turbocharger, the fuel is to be cut-off to the cylinders closest upstream to each turbocharger.
This test is to be performed at two different engine loads:
− the maximum power permitted for one cylinder misfiring;
− the engine load corresponding to a charge air pressure of about 0.6 bar (but without
auxiliary blowers running).
(3) No continuous surging and the turbocharger is to be stabilized at the new load within 20
seconds when the power is abruptly reduced from 100% to 50% of the maximum continuous
power.
2.5 Integration tests

2.5.1 For electronically controlled engines, integration tests are to be made to verify that the
response of the complete mechanical, hydraulic and electronic system is as predicted for all
intended operational modes and the tests considered as a system are to be carried out at the works.
If such tests are technically unfeasible at the works, however, these tests may be conducted during
sea trial. The scope of these tests is to be agreed with CCS for selected cases based on the FMEA.
2.6 Component inspections

2.6.1 Random checks of components to be presented for inspection after works trials are left to
the discretion of the surveyor.
3 Shipboard Trials
3.1 Objectives
3.1.1 The purpose of the shipboard testing is to verify compatibility with power transmission
and driven machinery in the system, control systems and auxiliary systems necessary for the
engine and integration of engine/shipboard control systems, as well as other items that had not
been dealt with in the FAT (Factory Acceptance Testing).
3.2 Starting capacity

3.2.1 Starting manoeuvers are to be carried out in order to verify that the capacity of the starting
media satisfies the required number of start attempts.
3.3 Monitoring and alarm system

3.3.1 The monitoring and alarm systems are to be checked to the full extent for all engines,
except items already verified during the works trials.
3.4 Test loads
3-52
3.4.1 Test loads for various engine applications are given in 3.4.3 to 3.4.7. In addition, the scope
of the trials may be expanded depending on the engine application, service experience, or other
relevant reasons.
3.4.2 The suitability of the engine to operate on fuels intended for use is to be demonstrated.
Note: Tests other than those listed in 3.4.3 to 3.4.7 may be required by statutory instruments (e.g. EEDI
verification).
3.4.3 Propulsion engines driving fixed pitch propeller or impeller:

(1) At rated engine speed n0: at least 4 hours.
(2) At engine speed 1.032n0 (if engine adjustment permits, see 2.3.2 of this Appendix): 30 min.
(3) At approved intermittent overload (if applicable): testing for duration as agreed with the
manufacturer
(4) Minimum engine speed to be determined.
(5) The ability of reversible engines to be operated in reverse direction is to be demonstrated.
Note:
During stopping tests according to resolution MSC.137(76), see 3.5.1 for additional requirements in the case of a
barred speed range.
3.4.4 Propulsion engines driving controllable pitch propellers:

(1) At rated engine speed n0 with a propeller pitch leading to rated engine power (or to the
maximum achievable power if 100% cannot be reached): at least 4 hours.
(2) At approved intermittent overload (if applicable): testing for duration as agreed with the
manufacturer.
(3) With reverse pitch suitable for manoeuvring, see 3.5.1 for additional requirements in the case
of a barred speed range.
3.4.5 Engine(s) driving generator(s) for electrical propulsion and/or main power supply:
(1) At 100% power (rated electrical power of generator): at least 60 min.
(2) At 110% power (rated electrical power of generator): at least 10 min.
Note: Each engine is to be tested 100% electrical power for at least 60 min and 110% of rated electrical power of
the generator for at least 10 min. This may, if possible, be done during the electrical propulsion plant test, which is
required to be tested with 100% propulsion power (i.e. total electric motor capacity for propulsion) by distributing
the power on as few generators as possible. The duration of this test is to be sufficient to reach stable operating
temperatures of all rotating machines or for at least 4 hours. When some of the gen. set(s) cannot be tested due to
insufficient time during the propulsion system test mentioned above, those required tests are to be carried out
separately.
(3) Demonstration of the generator prime movers’ and governors’ ability to handle load steps as
described in 9.7.10 of this Chapter.
3.4.6 Propulsion engines also driving power take off (PTO) generator:
(1) 100% engine power (MCR) at corresponding speed n0: at least 4 hours.
(2) 100% propeller branch power at engine speed n0 (unless already covered in (1)): 2 hours.
(3) 100% PTO branch power at engine speed n0: at least 1 hour.
3.4.7 Engines driving auxiliaries:
(2) Approved intermittent overload: testing for duration as approved.
3.5 Torsional vibrations

3.5.1 Where a barred speed range (bsr) is required, passages through this bsr, both accelerating
and decelerating, are to be demonstrated. The times taken are to be recorded and are to be equal to
3-53
or below those times stipulated in the approved documentation, if any. This also includes when
passing through the bsr in reverse rotational direction, especially during the stopping test.
Note: Applies both for manual and automatic passing-through systems.
The ship’s draft and speed during all these demonstrations is to be recorded. In the case of a
controllable pitch propeller, the pitch is also to be recorded.
The engine is to be checked for stable running (steady fuel index) at both upper and lower borders
of the bsr. Steady fuel index means an oscillation range less than 5% of the effective stroke (idle to
full index).
3-54
Appendix 8
TYPE TESTING PROCEDURE FOR CRANKCASE OIL MIST DETECTION AND
①
ALARM EQUIPMENT
4 Test facilities
4.1 Test houses carrying out type testing of crankcase oil mist detection and alarm equipment are
to satisfy the following criteria:
(3) When verifying the functionality, test houses are to consider the possible hazards associated
with the generation of the oil mist required and take adequate precautions. Use of low toxicity, low
hazard oils as used in other applications is accepted, provided it is demonstrated to have similar
properties to SAE 40 monograde mineral oil specified in this Appendix.
6 Functional tests
6.3 The oil mist monitoring arrangements are to be capable of detecting oil mist in air
concentrations of:
* between 0 and 10% of the lower explosive limit (LEL); or
* between 0 and x%, x% is a percentage of weight of oil in air determined by the Manufacturer
based on the sensor measurement method (e.g. obscuration or light scattering) that is acceptable
to CCS taking into account the alarm level specified in 6.4. a percentage corresponding to a
level not less than twice the maximum oil mist concentration alarm set point.
Note: The LEL corresponds to an oil mist concentration of approximately 50 mg/l (4.1% weight of oil in air
mixture).
6.6 The performance of the oil mist detector in mg/l is to be demonstrated. This is to include the
following:
(1) range;
(2) resolution;
(3) sensitivity.
Notes:
Sensitivity means quotient of the change in an indication of a measuring system and the corresponding change in a
value of a quantity being measured.
Resolution means smallest change in a quantity being measured that causes a perceptible change in the
corresponding indication.
6.7 Where oil mist is drawn into a detector via piping arrangements, the time delay between the
sample leaving the crankcase and operation of the alarm is to be determined for the longest and
shortest lengths of pipes recommended by the manufacturer. The pipe arrangements are to be in
accordance with the manufacturer’s instructions/recommendations. Piping is to be arranged to
prevent pooling of oil condensate which may cause a blockage of the sampling pipe over time.
6.8 Detector equipment that is in contact with the crankcase atmosphere and may be exposed to
oil splash and spray from engine lubricating oil is to be demonstrated as being such, that openings
do not occlude or become blocked under continuous oil splash and spray conditions. Testing is to
be in accordance with arrangements proposed by the manufacturer and agreed by CCS. It is to be
demonstrated that the openings of detector equipment does not become occluded or blocked under
continuous splash and spray of engine lubricating oil, as may occur in the crankcase atmosphere.
① The requirements of 6.7 and 6.8 of this Appendix are to be implemented from 1 January 2008.
3-55
Testing is to be in accordance with arrangements proposed by the manufacturer and agreed by the
classification society. The temperature, quantity and angle of impact of the oil to be used is to be
declared and their selection justified by the manufacturer.
6.10 It is to be demonstrated that an indication is given where lenses fitted in the equipment and
used in determination of the oil mist level have been partially obscured to a degree that will affect
the reliability of the information and alarm indication.
8 Method
8.1.1.1 The ambient temperature in and around the test chamber is to be at the standard
atmospheric conditions defined in CCS Guidelines for Type Approval Test of Electric and
Electronic Products before any test run is started.
8.1.1.2 Oil mist is to be generated with suitable equipment using an SAE 80 monograde mineral
oil or equivalent and supplied to a test chamber having a volume of not less than 1 m3. The oil
mist produced is to have a maximum droplet size of 5 μm.
Note: The oil droplet size is to be checked using the sedimentation method.
Oil mist is to be generated with suitable equipment using an SAE 40 monograde mineral oil or
equivalent and supplied to a test chamber. The selection of the oil to be used is to take into
consideration risks to health and safety, and the appropriate controls implemented. A low toxicity,
low flammability oil of similar viscosity may be used as an alternative. The oil mist produced is to
have an average (or arithmetic mean) droplet size not exceeding 5 m. The oil droplet size is to be
checked using the sedimentation method or an equivalent method to a relevant international or
national standard. If the sedimentation method is chosen, the test chamber is to have a minimum
height of 1m and volume of not less than 1 m3.
Note: The calculated oil droplet size using the sedimentation method represents the average droplet size.
8.1.1.3 The oil mist concentrations used are to be ascertained by the gravimetric deterministic
method or equivalent. Where an alternative technique is used its equivalence is to be
demonstrated.
Note: For this test, the gravimetric deterministic method is a process where the difference in weight of a 0.8 μm
pore size membrane filter is ascertained from weighing the filter before and after drawing 1 litre of oil mist
through the filter from the oil mist test chamber. The oil mist chamber is to be fitted with a recirculating fan.
8.1.2 For type approval by CCS, tThe testing is to be witnessed by the Surveyor or authorized
personnel from CCS where type testing approval is required by CCS.
9 Assessment
9.1.2 Details of the detection equipment to be tested are to be recorded such as name of
manufacturer, type designation, oil mist concentration assessment capability and alarm settings,
and the maximum percentage level of lens obscuration.
11 The report
11.1.3 Results of tests, including a declaration by the manufacturer of the oil mist detector of its
performance, accuracy and precision of oil mist concentration in air, range, resolution, response
time, sensitivity, obscuration of sensor detection, declared as percentage of obscuration (0%
totally clean, 100% totally obscure) and detector failure alarm.
3-56
Appendix 9
PROCEDURE FOR INSPECTION OF MASS PRODUCTION OF DIESEL ENGINES
The whole Appendix is deleted.
Appendix 10
PROCEDURE FOR INSPECTION OF MASS PRODUCED EXHAUST DRIVEN
TURBOBLOWERS
The whole Appendix is deleted.
3-57
CHAPTER 10 TRANSMISSION GEARING
Appendix 1 APPRAISAL OF GEAR STRENGTH
1.1.1 This Appendix is applicable to the enclosed speed reduction gearing used by main
propulsion machinery and driving auxiliary machinery of a ship and a mobile drilling unit, where
the transmitted maximum continuous power is equal to or more than 100220 kW and important
auxiliary machinery of 110 kW of a ship and a mobile drilling unit①.
① The requirements of this Appendix are to be uniformly implemented from 1 January 2017 to any marine gear
subject to approval and to any type approved marine gear from the date of the first renewal after 1 January
2017. For a marine gear approved prior to 1 January 2017 where no failure has occurred, and no changes in
design/scantlings of the gear meshes or materials or declared load capacity data have taken place, the
requirements of this Appendix may be waived.
3-58
CHAPTER 11 SHAFTING AND PROPELLERS
Section 2 SHAFTING
11.2.2.1 The shaft diameter d is not to be less than the value determined by the following
formula:
3
d = FC Ne 560 mm
( )
ne Rm  160
where: F － factor for the type of propulsion installation:

F= 95 for intermediate shafts in turbine installations, diesel installations with
hydraulic (slip type) couplings, electric propulsion installation;
F= 100 for all other diesel installations and all propeller shafts;
C － factor for the particular shaft design features (see Table 11.2.2.1);
Ne － rated power transmitted through the shaft, in kW;
ne － speed in revolution per minute of shaft at rated power;
Rm － specified tensile strength of shaft material, in N/mm2. For intermediate shaft, when
carbon and manganese steel is used, it is to be taken as 760 N/mm2 if Rm 760
N/mm2; when alloy steel is used, it is to be taken as 800 N/mm2 for Rm 800
N/mm2; when alloy steel of special approval is used, the tensile strength of shaft
material may be greater than 800 N/mm2, but less than 950 N/m2. Special approval
of such kind of alloy steel material is to meet the requirements for torsional fatigue
②
test① , cleanliness and inspection. Cleanliness is to meet the requirements of
5.1.1.1, 5.3.2.1, 5.3.2.3 and 5.3.4.5, Chapter 5, PART ONE of CCS Rules for
Materials and Welding; Inspection is to meet the requirements of 5.1.6, Chapter 5,
PART ONE of CCS Rules for Materials and Welding. (Note: when alloy steel of special
approval is used for intermediate shaft, the requirements for tensile strength of shaft material
apply to ships contracted for construction on or after 1 January 2017. ) For screwshaft and
tube shaft, it is to be taken as 600 N/mm 2 if Rm 600 N/mm2.
① Torsional fatigue test is to meet the requirements of 5.4.5 of Guidelines for Inspection of Forged Steel.
② Cleanliness is to meet the requirements of 5.4.5 of Guidelines for Inspection of Forged Steel.
3-59
CHAPTER 12 SHAFT VIBRATION AND ALIGNMENT
Section 2 TORSIONAL VIBRATION
12.2.3.3 The allowable torsional vibration stresses for thrust, intermediate, tube shafts and
screwshaft are not to exceed the values given by the following formulae:
Continuous running (0 < r < 0.9):
[τc] = ±CW C K C D (3-2 r 2) N/mm2;
(0.9 ≤ r ≤ 1.05):
[τc] = ±1.38 CW C K C D N/mm2;
Transient running (0 < r ≤ 0.8):
[τt] = 1.7 [τc] / C K N/mm2
where: CW – material factor; CW = ( Rm +160)/18;
Rm – specified tensile strength of shaft material, in N/mm2. For intermediate shaft, when
carbon and manganese steel is used, it is to be taken as 600 N/mm2 if Rm 600
N/mm2; when alloy steel is used, it is to be taken as 800 N/mm2 for Rm 800 N/mm2;
when alloy steel of special approval is used, the tensile strength of shaft material may
be greater than 800 N/mm2, but less than 950 N/m2. Special approval of such kind of
①
alloy steel material is to meet the requirements for torsional fatigue test , cleanliness
②
and inspection. Cleanliness is to meet the requirements of 5.1.1.1, 5.3.2.1, 5.3.2.3
and 5.3.4.5, Chapter 5, PART ONE of CCS Rules for Materials and Welding;
Inspection is to meet the requirements of 5.1.6, Chapter 5, PART ONE of CCS Rules
for Materials and Welding. (Note: when alloy steel of special approval is used for intermediate
shaft, the requirements for tensile strength of shaft material apply to ships contracted for
construction on or after 1 January 2017.) For screwshaft and tube shaft, it is to be taken as
600 N/mm 2 if Rm 600 N/mm2;
① Torsional fatigue test is to meet the requirements of 5.4.5 of Guidelines for Inspection of Forged Steel.
② Cleanliness is to meet the requirements of 5.4.5 of Guidelines for Inspection of Forged Steel.
3-60
CHAPTER 13 STEERING GEAR AND WINDLASSES
Section 1 STEERING GEAR
13.1.5.9 A brake arrangement is Effective means are to be fitted to the steering gear to keep the
rudder steady.
3-61

AMENDMENTS
2016
PART FOUR
ELECTRICAL INSTALLATIONS
4-1
CONTENTS
CHAPTER 1 GENERAL
CHAPTER 2 ELECTRICAL INSTALLATIONS IN SHIPS

Section 7 LIGHTING AND NAVIGATION LIGHTS
Section 12 CABLES
Section 14 SPECIAL REQUIREMENTS FOR HIGH VOLTAGE ELECTRICAL
INSTALLATIONS
Section 18 ADDITIONAL REQUIREMENTS FOR SHIPS CARRYING DANGEROUS
GOODS
CHAPTER 3 CONSTRUCTION AND TESTING OF ELECTRICAL EQUIPMENT

Section 2 ROTATING MACHINES
Section 3 SWITCHGEAR ASSEMBLIES
CHAPTER 4 SUPPLEMENTARY REQUIREMENTS FOR SMALL SHIPS AND SHIPS IN

RESTRICTED SERVICE
Section 3 SHIPS IN CATEGORIES 2 & 3 SERVICES
4-2
CHAPTER 1 GENERAL
1.1.3.1 The following plans and documents are to be submitted for approval:
(20) Arrangement of control positions and stations of electrical propulsion machinery, including
control panels;
(24) Electrical system and general arrangement of water level detection systems for cargo holds,
ballast tanks and dry spaces of bulk carriers, including arrangement of intrinsically safe circuits (if
fitted).
4-3
CHAPTER 2 ELECTRICAL INSTALLATIONS IN SHIPS
Section 7 LIGHTING AND NAVIGATION LIGHTS
2.7.1.2 The switches of lighting fittings of baggage rooms, mail rooms, provisions rooms,
refrigerated spaces and other similar spaces are not to be fitted inside such spaces and are to be
provided with a pilot lamp. Switches for the lighting used in wet spaces and in spaces where the
risk of explosion might arise are to be capable of isolating all insulated poles.
The lighting fittings used in baggage rooms, mail rooms, provisions rooms and refrigerated spaces
are to be provided with a pilot lamp at the switch.
Section 12 CABLES
2.12.2.3 The rated voltage of a cable is expressed in U0/U, where U0 is the rated power voltage
between conductor and earth (or metallic screen or surrounding medium of cables) and U is the
rated power voltage between conductors. The choice of rated voltage of the cables depends on the
system voltage and the system earthing arrangements, In AC insulation systems, or in AC systems
with high-resistance earthed neutral without automatic disconnection of circuits having insulation
faults, the rated voltage of the cables which is not to be lower than that given in Table 2.12.2.3.
Choice of Rated Voltage of Cables for AC Systems Table 2.12.2.3

Rated voltage U0/U (kV) of cables
Rated (between phases)
voltage (kV) of Systems Category I distribution system Category II distribution system
≤0.25 0.15/0.25 0.15/0.25
≤1.0 0.6/1.0 0.6/1.0
≤3.0 (3.3) 1.8/3.0 3.6/6.0
≤6.0 (6.6) 3.6/6.0 6.0/10.0
≤10.0 (11) 6.0/10.0 8.7/15.0
Notes: ① Category I distribution system: Protective devices are to be provided to automatically disconnect the
circuits having earth faults.
② Category I distribution system: In AC insulation systems or in AC systems with high-resistance earthed
neutral, circuits having earth faults are not to be automatically disconnected.
2.12.9.15 Each intrinsically safe circuit is to have its own separate cable. Such The cables of
intrinsically safe circuit are to be laid apart from those for non-intrinsically safe circuits, e.g.
neither bundled together or placed in the same casing or pipe, nor fixed by common clamps. The
outer sheath of the cable is to be coloured blue or alternatively black with clearly visible blue
stripes.
Intrinsically safe circuits of “ia” and “ib” class are not to be run in the same cable and to have their
own separate cables.
Section 14 SPECIAL REQUIREMENTS FOR HIGH VOLTAGE ELECTRICAL

INSTALLATIONS
4-4
2.14.2.3 The air clearances and creepage distances are to comply with the following:
(1) In general, for non-type-tested equipment phase-to-phase air clearances and phase-to-earth air
clearances between non-insulated parts are not to be less than those specified in Table 2.14.2.3.
Where intermediate values of nominal voltages are accepted, the next higher air clearance is to be
observed. In the case of smaller clearances, appropriate voltage impulse test is to be applied.
Minimum Air Clearances Table 2.14.2.3

Nominal voltage (kV) Minimum air clearance (mm)
3 (3.3) 55
6 (6.6) 90
10 (11) 120
15 160
(2) Creepage distances between live parts and between live parts and earthed metal parts for
standard components are to be in accordance with relevant IEC 60092-503 publications for the
nominal voltage of the system, the nature of the insulation material and the transient overvoltage
developed by switch and fault conditions.
For non-standardized parts within the bus-bar section of a switchgear assembly, the minimum
creepage distance is to be at least 25 mm/kV and behind current limiting devices, 16 mm/kV.
2.14.6.2 Switchgear and controlgear assemblies are to be constructed in accordance with the
(1) Switchgear is to be of metal-enclosed type or of the insulation-enclosed type in accordance
with acceptable standard(s)①.
(2) Withdrawable circuit breakers and switches are to be provided with mechanical locking
facilities in both service and disconnected positions. For maintenance purposes, key locking of
withdrawable circuit breakers and switches and fixed disconnectors is to be possible.
Withdrawable circuit breakers are to be located in the service position so that there is no relative
motion between fixed and moving portions.
(3) The fixed contacts of withdrawable circuit breakers and switches are to be so arranged that in
the withdrawable position the live contacts are automatically covered. Shutters are to be clearly
marked for incoming and outgoing circuits. This may be achieved with the use of labels or
colours.
(4) For maintenance purposes an adequate number of earthing and short-circuiting devices is to be
provided to enable circuits to be worked upon with safety.
(5) Switchgear and controlgear assemblies are to be internal arc classified (IAC). Where
switchgear and controlgear assemblies are accessible by authorized personnel only Accessibility
Type A is sufficient (Refer to IEC 62271-200; Annex AA; AA 2.2). Accessibility Type B is
required if accessible by non-authorized personnel. Installation and location of the switchgear and
controlgear assemblies are to correspond with their internal arc classification and classified sides
① Refer to IEC Publication 62271-200: AC metal-enclosed switchgear and controlgear for rated voltages above 1
kV and up to and including 52 kV, and compliance with IEC Publication 62271-201: AC insulation-enclosed
switchgear and controlgear for rated voltages above 1 kV and up to and including 52 kV.
4-5
(F, L and R).
2.14.6.4 A power-frequency voltage test is to be carried out on any switchgear and controlgear
assemblies. The test procedure and voltages are to be according to acceptable standard(s)①.
2.14.7.1 Where equipment is not contained in an enclosure but a room forms the enclosure of the
equipment, the access doors are to be so interlocked that they cannot be opened until the supply is
isolated and the equipment earthed down.
At the entrance of the spaces where high-voltage electrical equipment is installed, a suitable
marking is to be placed which indicates danger of high-voltage. As regards the high-voltage
electrical equipment installed outside a.m. spaces, the similar marking is to be provided.
An adequate, unobstructed working space is to be left in the vicinity of high voltage equipment for
preventing potential severe injuries to personnel performing maintenance activities. In addition,
the clearance between the switchboard and the ceiling/deckhead above is to meet the requirements
of the Internal Arc Classification②.
2.14.7.2 Run of high-voltage cables is to comply with the following:

(1) In accommodation spaces, high voltage cables are to be run in enclosed cable transit systems.
(2) High voltage cables are to be segregated from cables operating at different voltage ratings each
other; in particular, they are not to be run in the same cable bunch, nor in the same duct or pipe, or,
in the same box.
Where high voltage cables of different voltage ratings are installed on the same cable tray, the air
clearance between cables is not to be less than the minimum air clearance for the higher voltage
side in 2.14.2.3(1) of this Section. However, high voltage cables are not to be installed on the
same cable tray for the cables operating at the nominal system voltage of 1 kV and less.
(3) High-voltage cables, in general, are to be installed on carrier plating when they are provided
with a continuous metallic sheath or armour which is effectively bonded to earth; otherwise they
are to be installed for their entire length in metallic casings effectively bonded to earth.
(4) Terminations in all conductors of high voltage cables are to be, as far as practicable,
effectively covered with suitable insulating material. In terminal boxes, if conductors are not
insulated, phases are to be separated from earth and from each other by substantial barriers of
suitable insulating materials. High voltage cables of the radial field type, i.e. having a conductive
layer to control the electric field within the insulation, are to have terminations which provide
electric stress control.
Terminations are to be of a type compatible with the insulation and jacket material of the cable
and are to be provided with means to ground all metallic shielding components (i.e. tapes, wires
etc.).
(5) High-voltage cables are to be readily identifiable by suitable marking.
(6) Before a new high voltage cable installation, or an addition to an existing installation, is put
into service, a voltage withstand test is to be satisfactorily carried out on each completed cable and
its accessories. The test is to be carried out after an insulation resistance test and in accordance
① Refer to IEC Publication 62271-200: Regulation 7 − Routine Test of AC metal-enclosed switchgear and
controlgear for rated voltages above 1 kV and up to and including 52 kV, or other equivalent standards.
② Refer to IEC Publication 62271-200: Regulation 6.2.5 of AC metal-enclosed switchgear and controlgear for
rated voltages above 1 kV and up to and including 52 kV.
4-6
with standard(s) acceptable to CCS① or the following:
① When a DC voltage withstand test is carried out, the voltage is not to be less than:
1.6 (2.5 U0 + 2 kV) for cables of rated voltage (U0) up to and including 3.6 kV, or
4.2 U0 for higher rated voltages
where U0 is the rated power frequency voltage between conductor and earth or metallic screen, for
which the cable is designed. The test voltage is to be maintained for a minimum of 15 min. After
completion of the test the conductors are to be connected to earth for a sufficient period in order to
remove any trapped electric charge. An insulation resistance test is then repeated.
The voltage withstand test is to be carried out in accordance with the following methods:
② When an AC voltage withstand test is carried out, the voltage is not to be less than normal
operating voltage of the cable and it is to be maintained for a minimum of 24 h.
①
① For cables with rated voltage above 1.8/3 kV (Um =3.6 kV) an a.c. voltage withstand test
may be carried out upon advice from high voltage cable manufacturer. One of the
following test methods may be used: test for 5 min with the phase-to-phase voltage of the
system applied between the conductor and the metallic screen/sheath, or test for 24 h with
the normal operating voltage of the system; Alternatively, a d.c. test voltage equal to 4 U0
may be applied for 15 min.
② For cables with rated voltage up to 1.8/3 kV (Um=3.6 kV) a d.c. voltage equal to 4 U0 is to
be applied for 15 min.
Section 18 ADDITIONAL REQUIREMENTS FOR SHIPS CARRYING DANGEROUS

GOODS

2.18.1.1 The electrical installations onboard ships fitted with cargo spaces intended for carrying
dangerous goods specified in 2.18.1.2 are to comply with the requirements of this Section and
other applicable requirements of this PART.
2.18.1.2 Dangerous goods, for which safety measures are required with respect to the electrical
equipment, are grouped into the following classes in accordance with IMO’s International
Maritime Dangerous Goods Code (IMDG Code) and International Maritime Solid Bulk Cargoes
Code (IMSBC Code):
(1) Dangerous goods in packaged form
Class 1 Explosives, except goods in division 1.4, compatibility group S of IMDG Code;
Class 2.1 All flammable gases, compressed, liquefied or dissolved under pressure;
Class 2.3 All toxic gases having a subsidiary risk class 2.1;
Class 3.1, 3.2 All flammable liquids having a flashpoint below 23℃ (closed-cup test);
Class 4.3 Liquids having a flashpoint below 23℃, which in contact with water, emit flammable
gases;
① Refer to IEC Publication 60502 Power cables with extruded insulation and their accessories for rated voltages
from 1 kV up to 30 kV, or other equivalent standards.
① Um is the maximum value of the “highest system voltage” for which the equipment may be used. Highest
system voltage is the highest value of voltage which occurs under normal operating conditions at any time and
at any point on the system. It excludes voltage transients, such as those due to system switching, and temporary
voltage variations.
4-7
Class 6.1 All toxic substances having a flashpoint below 23℃ (closed-cup test);
Class 8 All corrosive liquids having a flashpoint below 23℃ (closed-cup test);.
Class 9 Miscellaneous dangerous substances emitting flammable gases.
(2) Solid dangerous goods in bulk
Class 4.1 Flammable solids;
Class 4.2 Substances liable to spontaneous combustion;
Class 4.3 Substances, which in contact with water, emit flammable gases;
Class 5.1 Oxidizing substances;
Class 9 Miscellaneous dangerous substances, that is, any other substance which experience has
shown, or may show, to be of such a dangerous character that the provisions of this Section apply
to it;
MHB Materials which, when carried in bulk, present sufficient hazards to require specific
precautions. Materials which may possess chemical hazards when transported in bulk other than
materials classified as dangerous goods in the IMDG Code.
2.18.1.3 Possible hazardous areas for carrying the dangerous goods specified in this Section
comprise the following:
(1) Zones and spaces, in which an explosive atmosphere① is likely to occur in normal operation,
are defined as hazardous areas.
(2) Zones and spaces, in which an explosive atmosphere is not likely to occur in normal operation
and, if it does occur, is likely to do so only infrequently and will exist for a short period only, are
defined as extended hazardous areas.
2.18.1.4 Electrical equipment is to be installed in hazardous areas only when it is essential for
the safety and operation of the ship. The explosion protection of the installed and operated
electrical equipment is to be suitable for the characteristics of the dangerous goods.
2.18.1.5 When carrying flammable liquids having flashpoints less than 23℃ as Class 3, 6.1 or 8
in cargo spaces, aluminium smelting by-products or aluminium remelting by-products (UN 3170),
aluminium smelting or remelting by-products processed (MHB), ferrosilicon (MHB) and
ferrosilicon (UN 1408), the bilge pipes with flanges, valves, pumps, etc. constitute a source of
release and the enclosing spaces (e.g., pipe tunnels, bilge pump rooms, etc.) are to be classified as
an extended hazardous area (comparable with Zone 2).
2.18.2 Carriage of explosives class 1 in packaged form as specified in 2.18.1.2 (1) (except
goods in division 1.4, compatibility group S)
2.18.2.1 The following zones or spaces are hazardous areas:
(1) closed cargo spaces, and closed or open ro-ro cargo spaces;
(2) permanently fixed containers (e.g. magazines).
2.18.2.2 Cables required in 2.18.8.2 and the electrical equipment not inferior to that required in
Table 2.18.2.2 are permitted in the hazardous areas specified in 2.18.2.1 of this Section.
Permitted Electrical Equipment Table 2.18.2.2

Environment Electrical equipment
① An explosive atmosphere may exist due to gas and/or dust.
4-8
Temperature class or
Degree of
Type Explosion group maximum surface
protection
temperature
Explosive dust General electrical equipment 100℃ IP65
Intrinsically safe Ex “i” IIA
Flameproof Ex “d” IIA
Explosive gas T5
Increased safety Ex “e” (only
II
for lighting)
Intrinsically safe Ex “i” IIA
Explosive gas Flameproof enclosure Ex “d” IIA
T5 IP65
and dust
Increased safety Ex “e” (only
II
for lighting)
2.18.3 Carriage of solid dangerous goods in bulk and capable of creating explosive dust
atmosphere only, including class 4.1, 4.2, 5.1, 9 and MHB
(1) closed cargo spaces;
(2) ventilation ducts (if any) for hazardous areas;
(3) enclosed or semi-enclosed spaces having a direct opening into any of the spaces listed in (1) or
(2) above, without appropriate measures to prevent flammable dust from entering.
2.18.3.2 Cables required in 2.18.8.2 and the electrical equipment not inferior to that required as
follows are permitted in the hazardous areas specified in 2.18.3.1 of this Section:
(1) general electrical equipment
－ degree of protection IP55;
－ maximum surface temperature 200℃; or
(2) certified explosion-proof electrical equipment
－ degree of protection IP55;
－ temperature class T3.
2.18.3.3 Where dangerous goods are to be carried which require a lower surface temperature
than that given in 2.18.3.2 of this Section, the relevant requirements are to be complied with (see
also 2.18.7).
2.18.3.4 Where ammonium nitrate (UN1942) and ammonium nitrate fertilizer (UN2067) of class
5.1, ammonium nitrate fertilizer of class 9 (UN2071) and ammonium nitrate-based fertilizer
(non-hazardous) are to be carried, all electrical equipment, other than that of intrinsically safe type,
in hazardous areas is to be electrically disconnected from the power source in accordance with the
requirements of 2.18.8.1.
2.18.4 Carriage of cargoes capable of creating explosive gas atmosphere only, including
flammable liquids having a flashpoint below 23℃ (classes 3.1, 3.2 3.1, 3.2, 6.1 and 8),
flammable gas in packaged form (class 2.1), miscellaneous dangerous substances emitting
flammable gases in packaged form (class 9) and substances emitting flammable gases in
contact with water (solid class 4.3)
(1) closed cargo spaces and closed ro-ro cargo spaces;
(2) ventilation ducts (if any) for hazardous areas;
4-9
(3) areas on weather deck, or semi-enclosed spaces on weather deck, within 1.5 m of any exhaust
ventilation outlet of a hazardous area;
(4) enclosed or semi-enclosed spaces having a direct opening into any of the spaces listed in (1)
and (2) above, and without appropriate measures to prevent flammable gas from entering.
2.18.4.2 The following zones or spaces are extended hazardous areas:
(1) spaces which are separated by self-closing gastight doors (watertight doors may be regarded as
gastight) from the hazardous areas as mentioned in 2.18.4.1(1) and (2), and have natural
ventilation;
(2) inside the air lock (if any) adjoining the hazardous areas as mentioned in 2.18.4.1;
(3) open or semi-enclosed spaces within 1.5 m of the hazardous areas as specified in 2.18.4.1(3).
2.18.4.3 Cables required in 2.18.8.2 and the electrical equipment not inferior to that required in
Table 2.18.4.3 are permitted in the hazardous areas specified in 2.18.4.1 and 2.18.4.2 of this
Section.
Permitted Electrical Equipment Table 2.18.4.3

Electrical equipment
Type of
hazardous areas Temperature class or
Type Explosion group
maximum surface temperature
Intrinsically safe Ex “i” IIC
Hazardous Flameproof Ex “d” IIC
T4
areas Pressurized enclosure Ex “p” II
Encapsulated Ex “m” II
Electrical equipment permitted in the
IIC or II
above hazardous areas T4
Extended
Non-sparking Ex “n” II
hazardous areas
Appliances which do not generate
135℃
sparks or arcs during normal operation
2.18.4.4 If cargoes to be carried do not include hydrogen gases, hydrogen mixtures or bulk cargo
which may produce hydrogen under certain conditions, the explosion group required above may
be IIB.
2.18.5 Carriage of solid dangerous goods in bulk and MHB only

2.18.5.1 Where solid dangerous goods in bulk (solid dangerous goods capable of creating
explosive gas atmosphere) and MHB only are to be carried, electrical equipment installed in
hazardous areas is to be in compliance with the minimum requirements of Table 2.18.5.1.:
(1) zones or spaces mentioned in 2.18.4.1 are hazardous areas;
(2) zones or spaces mentioned in 2.18.4.2 are extended hazardous areas.
2.18.5.2 The types of cables and electrical equipment permitted in hazardous areas defined in
2.18.5.1 are to be in compliance with the requirements of 2.18.3.2 and 2.18.4.3 and the minimum
requirements given in Table 2.18.5.2.
2.18.5.3 For some of dangerous goods class 5.1 and class 9, all electrical circuits terminating in
cargo spaces are to be disconnected in accordance with the requirements of 2.18.8.1(see Table
2.18.5.2 of this Section).
4-10
Characteristics of Electrical Equipment for Use in Hazardous Areas (Example) Table
2.18.5.2
Protection against Protection against explosive
explosive dust gas
IMO Dominant
Dangerous goods ① atmosphere atmosphere
class risk
Degree of Explosion Temperature
protection group class
Aluminium dross MHB H2 — IIC T2
aluminium
4.3 H2 — IIC T2
ferrosilicon powder
Aluminium silicon
4.3 H2 — IIC T2
powder uncoated
Ammonium nitrate
fertilizer
5.1 ② — — —
– Type A
9 ② — — —
– Type B
Dust,
Coal MHB IP55 IIA T4
methane
Direct reduced iron MHB H2 — IIC T2
Ferrophosphorus (no
MHB H2 — IIC T1
briquettes)
Ferrosilicon 4.3 H2 — IIC T1
Iron ocide, spent
4.2 Dust IP55 IIA T2
Sponge iron, spent
Dust (e.g. from grain) Dust IP55 — —
Seed cake, expellers 4.2 Hexane — IIA T3
Silicomanganese MHB H2 — IIC T1
Sulphur 4.1 Combustible IP55 — T4
Zinc ashes
Zinc dross
4.3 H2 — IIC T2
Zinc residues
Zinc skimmings
Notes: ① The term ―risk‖ relates only to the risk of explosion due to dangerous goods and electrical appliances.
② All electrical circuits terminating in cargo spaces are to be disconnected in accordance with 2.18.5.3.
Characteristics of Electrical Equipment for Use in Hazardous Areas (Example)

Table 2.18.5.1
Protection
against Protection against explosive gas
Dominant risk explosive dust atmosphere
Dangerous goods IMO class ①
atmosphere
Degree of Explosion Temperature
protection group class
Aluminium ferrosilicon
4.3 H2 — IIC T2
powder UN1395
Aluminium silicon powder
4.3 H2 — IIC T2
uncoated UN1398
Aluminium smelting
by-products or Aluminium
4.3 H2 — IIC T2
remelting by-products
UN3170
Ammonium nitrate Intrinsically
5.1 Combustible — —
UN1942 safe equipment
Ammonium nitrate based Intrinsically
5.1 Combustible — —
fertilizer UN2067 safe equipment
4-11
9 — —
fertilizer UN2071 safe equipment
- — —
fertilizer (non-hazardous) safe equipment
Brown coal briquettes MHB Dust, methane IP55 IIA T4
Coal MHB Dust, methane IP55 IIA T4
Direct reduced iron (A) MHB H2 — IIC T2
Direct reduced iron (B) MHB H2 — IIC T2
Direct reduced iron (C) MHB H2 — IIC T2
Ferrophosphorus (including
MHB H2 — IIC T1
briquettes)
Ferrosilicon MHB H2 — IIC T1
Ferrosilicon UN1408 4.3 H2 — IIC T1
Iron oxide, spent or sponge
4.2 Dust IP55 IIA T2
iron, spent UN1376
Seed cake, containing
4.2 Hexane — IIA T3
vegetable oil UN1386
Seed cake UN2217 4.2 Hexane — IIA T3
Silicomanganese MHB H2 — IIC T1
Combustible,
Sulphur UN1350 4.1 IP55 — T4
dust
Zinc Ashes UN1435 4.3 H2 — IIC T2
Combustible,
Wood torrefied MHB IP55 — T3
dust
Wood pellets, containing
MHB Dust IP55 — T3
additives and/or binders
Wood pellets, not
containing any additives MHB Dust IP55 — T3
and/or binders
Note: ① The term “risk” relates only to the risk of explosion due to dangerous goods and electrical appliances.
2.18.6 Pressurized protection and air locks

2.18.6.1 Spaces having openings into adjacent hazardous spaces or areas (such as the hazardous
areas specified in 2.18.4.1(4) of this Section) may be regarded as non-hazardous spaces provided
they are pressurized as indicated in the acceptable standards①.
2.18.6.2 Where air locks are fitted adjacent to a hazardous area specified in 2.18.4.1, the external
spaces adjacent to the air locks and fitted with natural ventilation may be regarded as
non-hazardous spaces.
2.18.7 Special requirements

2.18.7.1 If no details of the characteristics of the prospected cargo are available, or if a ship is
intended for the carriage of all the materials defined in 2.18.1.2, the electrical equipment permitted
in hazardous areas are to be in compliance with the following requirements:
－ degree of protection provided by enclosure IP65;
－ maximum surface temperature 85℃;
－ explosion group IIC;
－ temperature class T6.
2.18.8 Installation of electrical system in hazardous areas
① See IEC publication 60092-506: Special features – Ships carrying specific dangerous goods and materials
hazardous only in bulk.
4-12
2.18.8.1 If the electrical equipment installed is not suitable for use in areas where a risk of
explosion exists, the equipment is to be capable of being disconnected and protected against
unauthorized re-connection. Disconnection is to be made outside the hazardous areas and be
effected with isolating links or lockable switches.
2.18.8.2 Cables are to be armoured or braided, or to be laid in metallic conduits, with the
exception of extended hazardous areas.
2.18.8.3 Cable joints in cargo spaces are to be avoided where possible. Where joints are
unavoidable, they are to be enclosed in explosion-proof metallic or high strength plastic junction
boxes, or encapsulated crimp sleeve cable joints.
2.18.8.4 Except in extended hazardous areas, cCable penetrations of decks and bulkheads are to
be sealed against the passage of inflammable gas or vapour.
2.18.9 Portable electrical appliances in hazardous areas

2.18.9.1 Portable electrical appliances, which must be used in hazardous areas for operation of
the ship, are to be of a certified safe type suitable for such areas and except for intrinsically safe
circuits, generally provided with their own power source.
4-13
CHAPTER 3 CONSTRUCTION AND TESTING OF ELECTRICAL EQUIPMENT
Section 2 ROTATING MACHINES
3.2.6.2 For determining the discrimination settings in the distribution system where the
generator is going to be used, the generator manufacturer is to provide documentation showing the
transient behaviour of the short circuit current upon a sudden short-circuit occurring when excited,
and running at nominal speed. The influence of the automatic voltage regulator is to be taken into
account, and the setting parameters for the voltage regulator are to be noted together with the
decrement curve①. Such a decrement curve is to be available when the setting of the distribution
system’s short-circuit protection is calculated. The decrement curve need not be based on physical
testing. The manufacturer’s simulation model for the generator and the voltage regulator may be
used where this has been validated through the previous type test on the same model.
3.2.8.3 When the generator is driven at rated speed and a voltage close to its rated voltage on
no-load, and is subjected to a sudden change of symmetrical load within the limits of 60% of the
rated current with a power factor not exceeding 0.4 (lagging), the transient voltage is not to fall
below 85% nor exceed 120% of the rated voltage. The voltage of the generator is then to be
restored to within plus or minus 3% of the rated voltage in not more than 1.5 s. For emergency
generators, these values may be increased to plus or minus 4% of the rated voltage in not more
than 5 s, respectively.
3.2.9.8 Verification of voltage regulation system

Verification results are to meet the requirements in 3.2.8.2 and 3.2.8.3 of the Section. Subject to
CCS’ approval, such voltage regulation during transient conditions may be calculated values based
on the previous type test records, and need not to be tested during factory testing of a generator,
however the calculation report is to be submitted by the manufacturer to demonstrate that the
requirements of 3.2.8.3 are met.
Section 3 SWITCHGEAR ASSEMBLIES
3.3.4.2 The range and scale of the measuring instruments are to comply with the following
requirements:
(1) The upper limit of the scale of every voltmeter is to be approximately 120% of the normal
voltage of the circuit.
(2) The upper limit of the scale of every ammeter is to be approximately 130% of the normal
rating of the circuit in which it is installed.
(3) The upper limit of the scale of every wattmeter is to be approximately 120% of the normal
rating of the circuit in which it is installed. Ammeters for use with direct current generators
operating in parallel and wattmeters for use with alternating current generators operating in
parallel are to be capable of indicating 15% reverse current or power respectively.
(4) The frequency meter is to have a scale range of about ±10% of the rated frequency.
① A decrement curve may be used for the over-current discrimination setting of the distribution system.
4-14
(5) Ammeters, voltmeters and wattmeters are to be clearly marked on the scale to indicate their
rated values.
4-15
CHAPTER 4 SUPPLEMENTARY REQUIREMENTS FOR SMALL SHIPS AND SHIPS
IN RESTRICTED SERVICE
Section 3 SHIPS IN CATEGORIES 2 & 3 SERVICES
4.3.5 Power supply to radio equipment

4.3.5.1 For ships in Categories 2 & 3 service engaged on non-international voyages, the power
supply to the radio equipment is to comply with the requirements of the flag State Administration
and need not to comply with the requirements of 2.4.8.5 of this PART.
4-16

AMENDMENTS
2016
PART SIX FIRE PROTECTION, DETECTION

AND EXTINCTION
4-1
CONTENTS
CHAPTER 1 GENERAL
CHAPTER 3 FIRE SAFETY MEASURES

Section 3 PROTECTION OF CARGO PUMP ROOMS ON OIL TANKERS
CHAPTER 4 INERT GAS SYSTEMS

Section 2 INERT GAS SYSTEMS AND NITROGEN GENERATOR SYSTEMS FOR
DIFFERENT TYPES OF SHIPS
Section 3 EXAMINATION AND TESTING
4-2
CHAPTER 1 GENERAL

(1) Main fire zones and compartmentation bulkheads and decks Details of fire division plan and
fire protection typical nodes;
(2) Details of construction of fire protection bulkheads, decks Arrangement of fire insulation,
arrangement of deck covering and arrangement of fire doors;
(3) Ventilation plan showing the ducts and dampers in them and the position of controls for
stopping the system Arrangement of ventilation system (including fire dampers and smoke
dampers, if applicable);
(4) Arrangement of fixed fire extinguishing systems (including the fire extinguishing system for
scavenge spaces of crosshead type diesel engines) together with extinguishing medium
calculations;
(5) Arrangement of water fire-extinguishing systems and calculations;
(6) Arrangement of local water-based fixed fire-extinguishing systems and calculations (if any
applicable);
(7) Arrangement of fixed fire detection and fire alarm systems;
(8) Diagram of control system of quick-closing valve of fuel and lub. oil tank;
(89) Fire control plan;
(910) Arrangement of inert gas systems (if any applicable);
(1011) Arrangement of oxygen and acetylene bottle including pipes (if any applicable);
(1112) Arrangement of liquefied petroleum gas cooking ranges and gas bottles including pipes (if
any applicable);
(1213) Arrangement of oil-fired cooking ranges including pipes (if any applicable);
(1314) Arrangement of fire-extinguishing means for paint lockers and store rooms containing
flammable liquids (if any applicable);
(1415) Arrangement of fire-extinguishing system of deep-fat cooking equipment (if any
applicable);
(1516) Other plans and documents as deemed necessary by CCS.
4-3
CHAPTER 3 FIRE SAFETY MEASURES
Section 3 PROTECTION OF CARGO PUMP ROOMS ON OIL TANKERS
4-4
CHAPTER 4 INERT GAS SYSTEMS

4.1.1.1 This Chapter applies to ships fitted with the inert gas systems and nitrogen generator
systems.
4.1.1.2 All types of inert gas systems are to comply with the following:
(1) An automatic control capable of producing suitable inert gas under all service conditions is to
be fitted.
(2) Materials used in inert gas systems are to be suitable for their intended purpose in accordance
with the relevant requirements of CCS Rules for Materials and Welding. Surveys are to be carried
out at the intervals as required by PART ONE of the Rules.
(3) All the equipment installed on board is to be tested under working conditions.

4.1.2.1 Inert gas systems complying with the requirements of this Chapter may be assigned the
following class notation:
Inert Gas Systems (IGS)

4.1.3.1 In addition to the plans and documents required by relevant PARTs of the Rules, the
following ones are to be submitted for approval:
(1) Details and arrangement of the inert gas generating plant including all control and monitoring
devices;
(2) Arrangement of the piping system for distribution of the inert gas. Arrangement of the inert
gas system.
Section 2 INERT GAS SYSTEMS AND NITROGEN GENERATOR SYSTEMS FOR

DIFFERENT TYPES OF SHIPS
4.2.1 Inert gas systems on tankers carrying crude oil and petroleum products
4.2.1.1 The following requirements apply where an inert gas system based on boiler flue gas
and/or oil fired inert gas generators is fitted on board tankers intended for the carriage of crude oil
and petroleum products in bulk having a flash point not exceeding 60℃ (closed-cup test) and a
Reid vapour pressure which is below atmospheric pressure, and other liquid products having a
similar fire hazard.
4.2.1.2 Inert gas systems are to comply with the requirements of Chapter 15 of FSS Code.
4.2.1.3 In addition to the requirements of Chapter 15 of FSS Code, the following are to be
complied with:
(1) When two blowers are provided, the total required capacity of the inert gas system is
preferably to be divided equally between the two blowers, and in no case is one blower to have a
capacity less than 1/3 of the total capacity required.
4-5
(2) In particular those parts of scrubbers, blowers, non-return devices, scrubber effluent and other
drain pipes which may be subjected to corrosive action of the gases and/or liquids are to be either
constructed of corrosion resistant material or lined with rubber, glass fibre, epoxy resin or other
equivalent coating material.
(3) The compartment in which any oil fired inert gas generator is situated is to be treated as
machinery space of Category A with respect to fire protection.
(4) Arrangements are to be made to vent the inert gas from oil fired inert gas generators to the
atmosphere when the inert gas produced is off specification, e.g., during start-up or in the event of
equipment failure.
(5) Automatic shut-down of the oil fuel supply to inert gas generators is to be arranged on
predetermined limits being reached with respect to low water pressure or low water flow rate to
the cooling and scrubbing arrangement and with respect to high gas temperature.
(6) Automatic shut-down of the gas regulating valve is to be arranged with respect to failure of the
power supply to the oil fired inert gas generators.
4.2.1 Requirements for all inert gas systems on tankers, including chemical tankers, to
which SOLAS regulation II-2/4.5.5.1 applies
4.2.1.1 An inert gas system complying with the applicable requirements of Chapter 15 of the
FSS Code, as amended by resolution MSC.367(93), is to be fitted on tankers to which SOLAS
regulation II-2/4.5.5.1 applies. In applying the applicable requirements of Chapter 15 of the FSS
Code, any use of the word "Administration" therein is to be considered as meaning the Society.
The inert gas system is to be operated in accordance with SOLAS regulation II-2/16.3.3, as
amended by resolution MSC.365(93). In applying SOLAS regulation II-2/16.3.3.2, paragraph
2.2.1.2.4 of Chapter 15 of the FSS Code is to be complied with.
4.2.2 Inert gas systems on chemical tankers

4.2.2.1 The following requirements apply where an inert gas system based on oil fired inert gas
generators is fitted on board chemical tankers.
4.2.2.2 The inert gas system is to comply with the requirements of IMO resolution A.567(14).
4.2.2.3 As an alternative to the water seal in the inert gas line on deck, an arrangement
consisting of two shut-off valves in series with a venting valve in between may be accepted
(double block and bleed). The following conditions apply:
(1) The operation of the valve is to be automatically executed. Signal(s) for opening/closing is (are)
to be taken from the process directly, e.g. inert gas flow or differential pressure.
(2) Alarm for faulty operation of the valves is to be provided, e.g. the operation status of “Blower
stop” and “supply valve(s) open” is an alarm condition.
4.2.2.4 In addition to the requirements detailed in resolution A.567(14), the requirements for
inert gas systems, contained in paragraphs 4.2.1.3(1) to (3), are to be complied with.
4.2.3 Nitrogen generator systems

4.2.3.1 The following requirements are specific only to the gas generator system and apply
where inert gas is produced by separating air into its component gases by passing compressed air
through a bundle of hollow fibres, semi-permeable membranes or adsorber materials.
4.2.3.2 Where such systems are provided in place of the boiler flue gas or oil fired inert gas
generators referred to in 4.2.1 and 4.2.2 of this Section, the following requirements of 2.3.1.3.1,
4-6
2.3.1.3.2, 2.3.1.5, 2.3.2, 2.4.2, 2.4.3.1.6, 2.4.3.1.8, 2.4.3.1.9, 2.4.3.3, 2.4.3.4, 2.4.4 of Chapter 15
of FSS Code and SOLAS Reg.II-2/4.5.3.4.2, 4.5.6.3, 11.6.3.4 or equivalent requirements of
resolution A.567(14) remain applicable for the piping arrangements, alarms and instrumentation
downstream of the gas generator.
4.2.3.3 A nitrogen generator consists of a feed air treatment system and any number of
membrane or adsorber modules in parallel necessary to meet the required capacity which is to be
at least 125% of the maximum discharge capacity of the ship expressed as a volume.
4.2.3.4 The air compressor and the nitrogen generator may be installed in the engine room or in
a separate compartment. A separate compartment is to be treated as one of “other machinery
spaces” with respect to fire protection.
4.2.3.5 Where a separate compartment is provided, it is to be positioned outside the cargo area
and is to be fitted with an independent mechanical extraction ventilation system providing 6 air
changes per hour. A low oxygen alarm is to be fitted as well.
The compartment is to have no direct access to accommodation spaces, service spaces and control
stations.
4.2.3.6 The nitrogen generator is to be capable of delivering high purity nitrogen with O2 content
not exceeding 5% by volume. The system is to be fitted with automatic means to discharge
“off-spec” gas to the atmosphere during start-up and abnormal operation.
4.2.3.7 The system is to be provided with two air compressors. The total required capacity of the
system is preferably to be divided equally between the two compressors, and in no case is one
compressor to have a capacity less than 1/3 of the total capacity required.
Only one air compressor may be accepted provided that sufficient spares for the air compressor
and its prime mover are carried on board to enable their failure to be rectified by the ship’s crew.
4.2.3.8 A feed air treatment system is to be fitted to remove free water, particles and traces of oil
from the compressed air, and to preserve the specification temperature.
4.2.3.9 Where fitted, a nitrogen receiver/buffer tank may be installed in a dedicated
compartment or in the separate compartment containing the air compressor and the generator or
may be located in the cargo area. Where the nitrogen receiver/buffer tank is installed in an
enclosed space, the access is to be arranged only from the open deck and the access door is to
open outwards. Continuous ventilation and alarm are to be fitted as required in 4.2.3.5 of this
Section.
4.2.3.10 The oxygen-enriched air from the nitrogen generator and the nitrogen-product enriched
gas from the protective devices of the nitrogen receiver are to be discharged to a safe location on
the open deck.
Safe location needs to address the two types of discharges separately:
(1) oxygen-enriched air from the nitrogen generator – safe locations on the open deck are:
① outside of hazardous areas;
② not within 3 m of areas traversed by personnel; and
③ not within 6 m of air intakes for machinery (engines and boilers) and all ventilation inlets;
(2) nitrogen-product enriched gas from the protective devices of the nitrogen receiver - safe
locations on the open deck are:
① not within 3 m of areas traversed by personnel; and
② not within 6 m of air intakes for machinery (engines and boilers) and all ventilation
inlets/outlets.
4-7
4.2.3.11 In order to permit maintenance, means of isolation are to be fitted between the
generator and the receiver.
4.2.3.12 At least two non-return devices are to be fitted in the inert gas supply main, one of
which is to be of the double block and bleed arrangement as specified in 4.2.2.3 of this Section.
The second non-return device is to be equipped with positive means of closure.
4.2.3.13 Instrumentation is to be provided for continuously indicating the temperature and
pressure of air:
(1) at the discharge side of the compressor;
(2) at the entrance side of the nitrogen generator.
4.2.3.14 Instrumentation is to be fitted for continuously indicating and recording the oxygen
content of the inert gas downstream of the nitrogen generator when inert gas is being supplied.
4.2.3.15 The instrumentation referred to in 4.2.3.14 of this Section is to be placed in the cargo
control room where provided. But where no cargo control room is provided, they are to be placed
in a position easily accessible to the officer in charge of cargo operations.
4.2.3.16 Audible and visual alarms are to be provided to indicate:
(1) low feed-air pressure from compressor as referred to in 4.2.3.13(1) of this Section;
(2) high air temperature as referred to in 4.2.3.13(1) of this Section;
(3) high condensate level at automatic drain of water separator as referred to in 4.2.3.8 of this
Section;
(4) failure of electrical heater, if fitted;
(5) oxygen content in excess of that required in 4.2.3.6 of this Section;
(6) failure of power supply to the instrumentation as referred to in 4.2.3.14 of this Section.
4.2.3.17 Automatic shut-down of the system is to be arranged upon alarm conditions as required
in 4.2.3.16(1) to (5) of this Section.
4.2.3.18 The alarms required in 4.2.3.16(1) to (6) of this Section are to be fitted in the machinery
space and cargo control room, where provided, but in each case in such a position that they are
immediately received by responsible members of the crew.
4.2.2 Additional requirements for nitrogen generator systems on tankers, including

chemical tankers, to which SOLAS regulation II-2/4.5.5.1 applies
4.2.2.1 Where a nitrogen generator system is fitted on board as required by SOLAS regulation
II-2/4.5.5.1, the inert gas is to be produced by separating air into its component gases by passing
compressed air through a bundle of hollow fibres, semi-permeable membranes or adsorber
materials. The following requirements are to be complied with.
4.2.2.2 In addition to the applicable requirements of Chapter 15 of the FSS Code, as amended by
resolution MSC.367(93), the nitrogen generator system is to comply with SOLAS regulations
II-2/4.5.3.4.2, 4.5.6.3 and 11.6.3.4.
4.2.2.3 A nitrogen generator is to consist of a feed air treatment system and any number of
membrane or adsorber modules in parallel necessary to meet paragraph 2.2.1.2.4 of Chapter 15 of
the FSS Code, as amended by resolution MSC.367(93).
4.2.2.4 The nitrogen generator is to be capable of delivering high purity nitrogen in accordance
with paragraph 2.2.1.2.5 of Chapter 15 of the FSS Code, as amended by resolution MSC.367(93).
In addition to paragraph 2.2.2.4 of Chapter 15 of the FSS Code, as amended by resolution
MSC.367(93), the system is to be fitted with automatic means to discharge "off-spec" gas to the
4-8
atmosphere during start-up and abnormal operation.
4.2.2.5 The system is to be provided with one or more compressors to generate enough positive
pressure to be capable of delivering the total volume of gas required by 2.2.1.2 of Chapter 15 of
the FSS Code, as amended by resolution MSC.367(93). Where two compressors are provided, the
total required capacity of the system is preferably to be divided equally between the two
compressors, and in no case is one compressor to have a capacity less than 1/3 of the total capacity
required.
4.2.2.6 The feed air treatment system fitted to remove free water, particles and traces of oil from
the compressed air as required by 2.4.1.2 of Chapter 15 of the FSS Code, as amended by
resolution MSC.367(93), is also to preserve the specification temperature.
4.2.2.7 The oxygen-enriched air from the nitrogen generator and the nitrogen-product enriched
gas from the protective devices of the nitrogen receiver are to be discharged to a safe location on
the open deck.
“Safe location” needs to address the two types of discharges separately:
(1) Oxygen-enriched air from the nitrogen generator - safe locations on the open deck are:
① outside of hazardous area;
② not within 3 m of areas traversed by personnel;
③ not within 6 m of air intakes for machinery (engines and boilers) and all ventilation inlets.
(2) Nitrogen-product enriched gas from the protective devices of the nitrogen receiver - safe
locations on the open deck are:
① not within 3 m of areas traversed by personnel;
② not within 6 m of air intakes for machinery (engines and boilers) and all ventilation
inlets/outlets.
4.2.2.8 In order to permit maintenance, means of isolation are to be fitted between the generator
and the receiver.
4.2.4 Nitrogen/inert gas systems fitted for purposes other than inerting required in SOLAS
Reg.II-2/4.5.5.1.1
4.2.4.1 This Section applies to systems fitted on oil tankers of less than 20,000 DWT, gas
tankers or chemical tankers.
4.2.4.2 The requirements of 4.2.3 of this Section apply except 4.2.3.1, 4.2.3.2, 4.2.3.3 and
4.2.3.7 of this Section.
4.2.4.3 Where the connections to the cargo tanks, to the hold spaces or to cargo piping are not
permanent, the non-return devices required in 4.2.3.12 of this Section may be substituted by two
non-return valves.
4.2.3 Nitrogen / inert gas systems fitted for purposes other than inerting required by
SOLAS Regulations II-2/4.5.5.1 and 4.5.5.2
4.2.3.1 This section applies to systems fitted on oil tankers, gas tankers or chemical tankers to
which SOLAS regulations II-2/4.5.5.1 and 4.5.5.2 do not apply.
4.2.3.2 The systems are to comply with paragraphs 2.2.2.2, 2.2.2.4, 2.2.4.2, 2.2.4.3, 2.2.4.5.1.1,
2.2.4.5.1.2, 2.2.4.5.4, 2.4.1.1, 2.4.1.2, 2.4.1.3, 2.4.1.4, 2.4.2.1 and 2.4.2.2 of Chapter 15 of the FSS
Code, as amended by resolution MSC.367(93).
4-9
4.2.3.3 The requirements of 4.2.2 of this Chapter apply to the systems except 4.2.2.1, 4.2.2.2,
4.2.2.3 and 4.2.2.5.
4.2.3.4 Materials used in inert gas systems are to be suitable for their intended purpose in
accordance with the relevant requirements of CCS Rules for Materials and Welding.
4.2.3.5 All the equipment is to be installed on board and tested under working conditions to meet
the functional requirements.
4.2.3.6 Two non-return devices as required by paragraph 2.2.3.1.1 of Chapter 15 of the FSS
Code, as amended by resolution MSC.367(93) are to be fitted in the inert gas main. The
non-return devices are to comply with the requirements of 2.2.3.1.2 and 2.2.3.1.3 of Chapter 15 of
the FSS Code, as amended by resolution MSC.367(93); however, where the connections to the
cargo tanks, to the hold spaces or to cargo piping are not permanent, the non-return devices
required by paragraph 2.2.3.1.1 of Chapter 15 of the FSS Code, as amended by resolution
MSC.367(93) may be substituted by two non-return valves.
Section 3 EXAMINATION AND TESTING

4.3.1.1 The devices and equipment required by this Chapter are, after having been installed on
board, to be tested under working conditions to confirm their performance.
4-10

AMENDMENTS
2016
PART SEVEN AUTOMATION SYSTEMS
1/3
CONTENTS
CHAPTER 2 BASIC REQUIREMENTS

Section 6 COMPUTER SYSTEMS
CHAPTER 3 REQUIREMENTS FOR CLASS NOTATION AUT-0 OF PERIODICALLY

UNATTENDED MACHINERY SPACES
Section 10 AUTOMATIC CONTROL AND MONITORING ITEMS
CHAPTER 4 REQUIREMENTS FOR MACHINERY NOTATIONS OF CONSTANTLY

ATTENDED MACHINERY SPACES
Section 3 REQUIREMENTS FOR AUTOMATION OF SHIPS WITH CLASS
NOTATION BRC
2/3
CHAPTER 2 BASIC REQUIREMENTS
Section 6 COMPUTER SYSTEMS
2.6.4.7 Where a single component failure results in loss of data communication of the whole
system, means are to be provided to automatically restore data communication.
CHAPTER 3 REQUIREMENTS FOR CLASS NOTATION AUT-0 OF PERIODICALLY

UNATTENDED MACHINERY SPACES
Section 10 AUTOMATIC CONTROL AND MONITORING ITEMS
Automatic Control and Monitoring Items for Ships with Class Notation AUT-0
Table 3.10.1.1
CCS Mode of
Mode of
protective
Item alarm at Remarks
Display Limit alarm control
BCS
action
1 2 3 4 5 6
1.11 Engine speed/direction of rotation
Applicable to diesel
Speed Speed Overspeed a Ga engines of rated power of
220 KW or over
2 Auxiliary diesel engines▲
Applicable to diesel
Speed – Overspeed a Y engines of rated power of
220 KW or over
CHAPTER 4 REQUIREMENTS FOR MACHINERY NOTATIONS OF CONSTANTLY

ATTENDED MACHINERY SPACES
Section 3 REQUIREMENTS FOR AUTOMATION OF SHIPS WITH CLASS NOTATION

BRC
4.3.2.3 The automatic and remote control of main engines, clutches, controllable pitch propeller,
etc. is to be, in general, in compliance with the relevant requirements of Section 2 and Section 6 of
3/3

AMENDMENTS
2016
PART EIGHT ADDITIONAL REQUIREMENTS
8-1
CONTENTS
CHAPTER 2 ADDITIONAL REQUIREMENTS FOR LIVESTOCK CARRIERS

Section 2 HULL STRUCTURE AND ARRANGEMENT
Section 3 STABILITY
Section 4 PROVISION OF LIVESTOCK SERVICES
Section 5 FIRE-FIGHTING APPLIANCES
Section 6 ELECTRICAL EQUIPMENT
CHAPTER 3 ADDITIONAL REQUIREMENTS FOR OIL RECOVERY SHIPS

CHAPTER 8 ADDITIONAL REQUIREMENTS FOR SHIPS WITH REGARD TO

ENVIRONMENTAL PROTECTION
Section 2 CONDITIONS FOR ASSIGNING CLEAN CLASS NOTATION
Section 3 OTHER ENVIRONMENTAL PROTECTION CLASS NOTATIONS
CHAPTER 10 ADDITIONAL REQUIREMENTS FOR PETROLEUM ASPHALT

CARRIERS
Section 2 CONSTRUCTION AND ARRANGEMENT OF SHIP
CHAPTER 11 DYNAMIC POSITIONING SYSTEMS

Section 2 SYSTEM ARRANGEMENT
Section 5 CONTROLLER AND MEASURING SYSTEM
CHAPTER 23 ADDITIONAL REQUIREMENTS FOR SHIPS OPERATING IN LOW

AIR TEMPERATURE ENVIRONMENTS
Section 2 MATERIALS AND WELDING
Section 3 SHIP ARRANGEMENTS
Section 4 STABILITY
Section 5 WATERTIGHT AND WEATHERTIGHT INTEGRITY
Section 6 MACHINERY INSTALLATIONS
Section 7 FIRE FIGHTING
Section 8 LIFE-SAVING APPLIANCES AND ARRANGEMENTS
Section 9 NAVIGATIONAL SAFETY
Section 10 SHIP TYPE SPECIFIC ADDITIONAL REQUIREMENTS
Section 11 ANTI-ICING AND DE-ICING MEASURES
Section 12 SURVEY REQUIREMENTS FOR ANTI-COLD CLIMATE NOTATIONS
8-2
A new Chapter 2 is added as follows:
CHAPTER 2 ADDITIONAL REQUIREMENTS FOR LIVESTOCK CARRIERS
2.1.1 Application
2.1.1.1 This Chapter applies to livestock carriers.
2.1.1.2 Livestock carriers complying with the requirements of this Chapter are eligible for the
assignment of the notation Livestock Carrier.
2.1.1.3 In addition to the provisions of this Chapter, livestock carriers are to comply with the
applicable requirements for livestock carriers in other chapters of the Rules, CCS Rules for
Materials and Welding and relevant requirements of the flag State Administration (if any).
2.1.2 Definitions
2.1.2.1 Livestock carrier refers to a sea-going steel ship constructed or adapted and used solely
for the carriage of livestock cargoes. Livestock includes sheep, cattle, horses and pigs, etc.
2.1.2.2 Secondary power source refers to the source of power which may supply independent
power for livestock service systems if the main source of power is out of action.

2.1.3.1 In addition to the plans and documents as specified in relevant chapters of the Rules, the
following plans and documents are to be submitted for review:
(1) Arrangement of livestock pens and passageways;
(2) Constructions of livestock pens and passageways;
(3) Diagram of the ventilation system, with indication of the gross volume and calculations of air
change rates of the enclosed spaces;
(4) Diagram of storage and distribution systems for fodder and water;
(5) Diagram of the water washing system;
(6) Diagram of the sewage drainage and discharge system;
(7) Arrangement of fire-fighting appliances in livestock spaces;
(8) Specifications of fire-fighting appliances;
(9) Diagram of secondary power source system;
(10) Arrangement of secondary power sources spaces;
(11) Diagram of secondary power sources related piping systems;
(12) Estimation of fuel consumption of secondary source of power and estimation of time
for restarting (restoration) of secondary source of power (if applicable).
Section 2 HULL STRUCTURE AND ARRANGEMENT
2.2.1 Hull structure

2.2.1.1 The structure of livestock carriers is to comply with the relevant requirements of Chapter
2, PART TWO of the Rules.
8-3
2.2.1.2 Where superstructure deck is strength deck (contributing to the longitudinal strength),
the thickness of deck plating, excluding that of the forecastle, is to comply with the requirements
of 2.17.5.4 in Chapter 2 of PART TWO and the buckling strength requirements in respect to
longitudinal strength of Section 2, Chapter 2 of PART TWO, but not less than 6 mm.
2.2.1.3 Where superstructure deck is strength deck (contributing to the longitudinal strength),
the framing of superstructure deck is to comply with the relevant requirements of Section 8,
Chapter 2 of PART TWO and the buckling strength requirements in respect to longitudinal
strength of Section 2, Chapter 2 of PART TWO.
2.2.2 Livestock arrangement and protection of livestock

2.2.2.1 The livestock is to be kept in pens. The dimensions of these pens are to be suitable for
the livestock carried and are to comply with the requirements in Table 2.2.3.5.
2.2.2.2 Arrangements for protecting the livestock from injury, avoidable suffering and exposure
to weather, sea or heat source are to be provided.
2.2.2.3 Livestock may not be carried or loaded for carriage on or in any part of a ship where the
livestock, livestock fittings, livestock equipment or arrangements may:
(1) obstruct access to any accommodation space or working space necessary for the safe running
of the ship, or the means of egress from any hold or underdeck space;
(2) interfere with life-saving or fire-fighting appliances;
(3) interfere with the tank sounding equipment or bilge pumping;
(4) interfere with the operation of closing appliances;
(5) interfere with the operation of freeing ports;
(6) interfere with the lighting or ventilation of other parts of the ships;
(7) interfere with the proper navigation of the ship.
2.2.2.4 If the casing or bulkhead of an engine room, boiler room or heated fuel tank forms the
boundary of a space in which livestock is to be carried, appropriate heat insulation is to be
provided.
2.2.2.5 The following measures are to be taken to avoid hurt to livestock from exposed steel
structure during the movement of livestock:
(1) protective boards are to be fitted on both sides of upper and lower passageways;
(2) protective boards are to be fitted on pens adjacent to the bulkhead with stiffeners or similar
structures.
2.2.3 Livestock pen, means of access for livestock and livestock deck
2.2.3.1 A ramp or other suitable means of access appropriate to the species, is to be provided for
the loading or unloading of livestock. It is to be so erected as to prevent any gap occurring
between it and the ship and is to be set at a gradient suitable for the species to be loaded or
unloaded.
2.2.3.2 A means of access is to be fitted with:
(a) side panels free of protrusions and of sufficient strength and height to prevent escape of
livestock;
(b) a walking surface of battens suitable for the species; and
(c) a closing arrangement.
2.2.3.3 If a means of access is part of the ship’s equipment, it is to be designed to support a
8-4
uniformly distributed load over the walking surface not less than the values specified in Table
2.2.3.3.
Table 2.2.3.3
Species Load (N/m2)
Cattle and horses 4700
Sheep, goats and pigs 2400
2.2.3.4 The permissible tensile stress for material used in the construction of a means of access
is specified in Table 2.2.3.4.
Table 2.2.3.4
Material Permissible tensile strength
Steel ReH /2
Aluminum Rp0.2/2
Other To be specially considered by CCS
2.2.3.5 Livestock pen and means of access for livestock are to comply with the requirements of
Table 2.2.3.5.
Limits for pens and passageways of sheep and pigs Table 2.2.3.5(1)
Maximum breadth 4.5 m
Minimum breadth 2.0 m
Maximum length Not more than twice the breadth
Minimum length Not less than the breadth
Maximum clear floor area within pen 40.5 m2
Minimum clear height within pen 1.1 m
Maximum clear vertical distance between rails 0.3 m
Maximum clear vertical distance below bottom edge of lowest rail of pen
0.2 m
installed at deck level
Maximum clear vertical distance below bottom edge of lowest rail of pen not
0.05 m
installed at deck level
Minimum height of top edge of uppermost rail above pen floor 0.9 m
Minimum width of adjacent passageway clear of receptacles and any other
0.55 m
obstructions
Limits for pens and passageways of cattle Table 2.2.3.5(2)

Maximum breadth 4.5 m
Minimum breadth 2.1 m
Minimum length 2.3 m
Maximum clear floor area within pen 21 m2
Maximum height of top edge of lowest rail above pen floor between pens 0.6 m
1.8 m if a mechanical ventilation
Minimum clear height within pen system is provided
2.3 m in any other case
Minimum width of adjacent passageway, measured clear between rails, when
pens are on both sides of the passageway and cattle are loaded and discharged 1.0 m
through the pens
Minimum width of adjacent passageway, measured clear of any fixed
structure, fittings, receptacles or obstruction (eg pillars, feed chutes, fixed
0.7 m
fodder or water troughs), when pens are on both sides of the passageway and
cattle are loaded and discharged through the pens
Minimum width of adjacent passageway, measured clear of any fixed
obstructions, when pens are on both sides of the passageway and cattle are 1.0 m
loaded and discharged through the passageway
Minimum width of adjacent passageway measured clear from rails, when pens
0.75 m
are on one side only of the passageway
Limits for stalls, pens and passageways of horses Table 2.2.3.5(3)

Maximum clear length within stall 2.5 m
Minimum clear length within stall 2.3 m
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(1) between 2 rows of stalls and bounded by the
1.7 m
front rails
Minimum clear passage (2) between 2 rows of stalls and bounded by front
1.2 m
and back rails
(3) in any other case 1.0 m
Minimum clear breadth (1) if the stall is aligned athwartships 0.7 m
within stall (2) if the stall is aligned fore and aft 0.9 m
Height of uppermost front, back and side rail from floor to top edge 1.15 m
Height of lowest front, back and side rail from floor to top edge 0.75 m
Note: Pens dedicated for the carriage of other livestock are to be submitted to CCS for special consideration.
2.2.3.6 Livestock pens are to be designed based on the load determined by the application of the
following formula:
F   b  0.574  0.0252  Z     N/m
where: α — coefficient, taken as 1668 for sheep or pigs and 3336 for cattle or horses;
b — maximum breadth of pen, in m;
Z — the vertical distance from the ship’s minimum draught water-line to the pen floor;
γ— coefficient, taken as 0.5 for sheep or pigs and 0.75 for cattle or horses.
Load bearing areas are:
for sheep and pigs: uniformly distributed up to the rail the centre of which is at a height of not
more than 0.9 m above the pen floor;
for cattle and horses: uniformly distributed up to the rail the centre of which is at a height of not
more than 1.40 m above the pen floor.
2.2.3.7 Livestock pen floors or platforms are to be designed according to the following formula
with the load uniformly distributed in any two-thirds of the area of the pen:
P   1  ((0.094  0.00035L) y) / d  (7.4  0.016L) N/m2
where: β — coefficient, taken as 2500 for sheep or pigs and 5000 for cattle or horses;
d — minimum draught of the ship, in m;
y — longitudinal distance from the midpoint of the pen to amidships, in m;
L — length between the perpendiculars of the ship, in m.
2.2.3.8 The permissible stresses of livestock pens and floors are given in Table 2.2.3.8.
Table 2.2.3.8
Material Permissible tensile stress Permissible shear stress
Steel 0.75ReH 0.375ReH
Aluminium 0.75Rp 0.2 0.375ReH
Other To be specially considered by CCS To be specially considered by CCS
2.2.4 Means of egress and access for persons

2.2.4.1 Each space in which livestock is carried is to be provided with no fewer than two means
of egress widely separated and giving access to an open deck.
2.2.4.2 Access to a livestock space for persons is to be safe and, if combined with a ramp used
for moving livestock between decks, is to be separated from the livestock ramp by protective
fencing.
2.2.4.3 A pen, stall or similar fitting is to be provided with a means of access for persons with a
secure closing arrangement having a structural strength equivalent to the strength of that part of the
pen, stall or fitting.
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2.2.4.4 If access is required between a vessel’s side and a pen, stall or similar fitting for the
purposes of the safe and proper operation of the vessel, a passageway is to be provided that has a
clear width of not less than 750 mm between the vessel’s rail or bulwark and the rails or
receptacles of the pen, stall or fitting, except that obstructions outside the pen rails may reduce the
passageway measured from the vessel’s rail to 550 mm.
2.2.4.5 If it is necessary for persons to be on a means of access during the movement of livestock,
it is to be provided with a passage of not less than 550 mm width that is to be:
(1) fenced to a height of not less than 1 m and with an intermediate horizontal rail approximately
550 mm above the walking surface; and
(2) fitted with treads at suitable stepping distances.
2.2.4.6 The passageways in spaces for the carriage of livestock are to have a minimum clear
height of 2.0 m.
Section 3 STABILITY

2.3.1.1 The stability of livestock carriers is to comply with the requirements of this Section or
relevant requirements of the flag State Administration.
2.3.1.2 The stability of livestock carriers is to comply with the requirements for cargo ships in
Sections 9 and 10 of Chapter 1, PART TWO of the Rules.
2.3.2 Additional requirements for stability

2.3.2.1 The effects of the shift of livestock and fodder in pellet form (if any) and the effect of
wind are to be taken into account for intact stability of livestock carriers. The following criteria are
to be complied with for livestock carriers under intact condition:
(1) the angle of heel is not to exceed 10 degrees due to the effect of wind;
(2) the residual area A is to comply with the following requirements, taking into account the effects
of the shift of livestock and fodder in pellet form and the effect of wind, as illustrated in Figure
2.3.2.1 below:
A ≥ 0.018 m•rad + 0.2A(A+B)
Figure 2.3.2.1 Rolling criteria
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where: A(A+B) is the sum of area A and area B under the righting lever curve, as illustrated in
Figure 2.3.2.1.
Definitions in Figure 2.3.2.1 are as follows:
OW ― the heeling lever at 0° due to wind;
WW1 ― the heeling lever curve due to wind;
WL ― the heeling lever at 0°due to the shift of livestock;
LL1 ― the heeling lever curve due to the combined effects of wind and the shift of livestock;
LF ― the heeling lever at 0° due to the effect of shift of fodder;
FF1 ― the heeling lever curve due to the combined effects of wind and the shift of livestock
and fodder; and
θ ― the angle of heel due to wind.
Note: If fodder is not pellet feed carried in bulk, the heeling lever due to shift of fodder will be zero.
(3) The heeling lever due to the effect of wind is to be determined according to the following
requirements:
① The heeling lever due to the effect of wind at 0°is to be given by OW  PAH ,
Δ
where: ⊿ ― displacement, in t;
P ― wind pressure, 504 pa;
A ― lateral area of the vessel above the waterline, in m2;
H ― vertical distance between the centroid of the lateral area of the vessel above
the waterline and the centroid of the vessel's underwater lateral area. For
most vessels the vertical position of the centroid of the underwater lateral
area may be taken as half the draft to the underside of the keel at amidships.
② The heeling lever due to the effect of wind at 40°is to be given by 0.8 (heeling lever due
to the effect of wind at 0°).
③ The heeling lever curve is to be taken as a straight line joining the heeling lever at 0°and
the heeling lever at 40°.
(4) The heeling lever due to the shift of livestock is to be determined according to the following
requirements:
① The heeling lever due to the shift of livestock at 0ºis to be given by ,
where: m ― average mass of livestock to be carried on the intended voyage;, in t;

f ― floor area required per head of average mass of the livestock to be carried on
the intended voyage, in m2;
C ― livestock shift constant, , where l is length of each pen, in m; b is
breadth of each pen, in m. For vessels with uniform breadth of pens, the
livestock vessel constant becomes: 1/6 (breadth of pen × total floor area of
pens). For vessels with varying breadths of pens, the largest breadth may be
used and the livestock shift constant becomes: 1/6 (maximum breadth of pen
× total floor area of pens).
② The heeling lever due to the shift of livestock at 40°is to be given by 0.8 (heeling lever
8-8
due to the shift of livestock at 0°).
(5) The heeling lever due to the shift of fodder is to be determined according to the following
requirements:
① The heeling lever due to the shift of fodder at 0°is to be given by ,
where: Mf ― the sum of the shift moment of each compartment, where the shift moment
of each compartment is to be given by 0.044 lb3, where: l is the maximum
length of the compartment; and b is the maximum breadth of the
compartment, in m. The use of volumetric shift moments for the fodder,
where the surface is assumed to take up an angle of slope of 15°to the
horizontal for full compartments and 25°to the horizontal for partly filled
compartments, is an acceptable alternative method to obtain the total shift
moment of fodder;
s ― stowage factor (the volume of fodder in pellet form per unit weight).
② The heeling lever due to the shift of fodder in pellet form carried in bulk at 40°is to be
given by 0.8 (heeling lever due to the shift of fodder at 0°).
Section 4 PROVISION OF LIVESTOCK SERVICES

2.4.1.1 Facilities or systems providing daily services for livestock are to be fitted in livestock
spaces and these facilities or systems intended for:
(1) the supply of food, water and fresh air to the livestock;
(2) the cleaning of the livestock spaces;
(3) the draining and outside discharging of the sewage effluents produced by the livestock.
2.4.1.2 In addition to the provisions of this Section, the piping is to comply with the applicable
requirements of Chapter 2 and Chapter 3, PART THREE of the Rules.
2.4.2 Ventilation system

2.4.2.1 An enclosed space for the carriage of livestock is to be provided with a mechanical
ventilation system of sufficient capacity to change the air of that space in its entire volume as
follows:
(1) if the minimum clear height of the space is 2.30 m or more, not less than 20 changes per hour;
(2) if the minimum clear height of the space is 1.80 m, not less than 30 changes per hour; and
(3) if the minimum clear height of the space is between 2.30 m and 1.80 m, at a rate proportional to
those specified above. This may be obtained by linear interpolation.
For the purposes of this paragraph, the volume of an enclosed space includes all that space
contained between the vessel's side plating, bulkheads, tank top or decks enclosing the space, less
the volume of any tanks or trunks that are airtight within the space and no deduction is to be made
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in respect of space occupied by livestock, pens or other livestock fittings.
2.4.2.2 A space for the carriage of livestock that is not enclosed is to be provided with a
mechanical ventilation system if:
(a) the space, being a structure having an arrangement of pens on more than one deck level, has a
breadth greater than 20 m; or
(b) because of a partial enclosure of the space, the natural ventilation is restricted.
The capacity of ventilation system is to comply with the requirements in paragraph 2.4.2.1.
The volume of a space that is not enclosed referred to in this paragraph includes all that space
contained between the extremities of a pen structure including passageways on the outboard sides
or ends of the structure, less the volume of any tanks or trunks that are airtight within the pen
structure and no deduction is to be made in respect of space occupied by livestock, pens or other
livestock fittings.
2.4.2.3 A mechanical ventilation system is to distribute air so as to ensure that the whole of each
livestock space is efficiently ventilated.
2.4.2.4 Ventilation circuits are to be supplied by at least two independent fans of such a capacity
as to maintain the ventilation of all the spaces as required by 2.4.2.1 and 2.4.2.2 with one fan out of
action.
Notwithstanding the above provisions, if a mechanical ventilation system is provided with
adequate spare parts, the provision of only one fan is acceptable. Adequate spare parts are to be
interpreted as including for each type of fan: one set of bearings; one rotor or impeller; and one
complete motor.
2.4.2.5 Electrical supplies from both main and secondary sources of power are to be supplied to
each group starter panel, with both supplies being as widely separated as practicable and neither
passing through any space containing any part of the other source of power. Interlocks at each
group starter are to prevent simultaneous supply by both sources of power.
2.4.2.6 If two or more independent fans are fitted in the ventilation piping of each space, fan
group starter panels are to be located in at least two locations, with the operation of fans from
either panel being able to effectively ventilate the required livestock spaces.
2.4.3 Fodder and Water arrangements

2.4.3.1 Spaces intended for livestock (including pens, stalls or similar fittings) are to be provided
with receptacles for feeding and watering the animals concerned.
2.4.3.2 The receptacles are to be capable of containing at least 33 per cent of the daily allowance
of fodder and water for the number of animals contained in the space (pen, stall or similar fitting)
except where the fodder or water is provided by an automatic system.
2.4.3.3 A receptacle provided in accordance with 2.4.3.1 and 2.4.3.2 above is to be:
(1) suitable for the species of livestock;
(2) readily accessible to the livestock;
(3) capable of being serviced from outside the pen, stall or other fitting;
(4) so installed as to not impede ventilation; and
(5) so constructed and positioned, that fodder dust is not disturbed by the flow of ventilation.
2.4.3.4 If the fodder distribution system is dependent on electric power, the system is to be
capable of being powered by both the main and secondary sources of supply.
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2.4.4 Fresh water system
2.4.4.1 All livestock spaces are to be provided with fresh water service.
2.4.4.2 The fresh water system is to include one main supply pump and one standby pump, of a
capacity sufficient to continuously supply fresh water to the livestock.
When the water supply system is not automatic, the standby pump may be replaced by a portable
pump ready to be connected to at least one fresh water tank.
2.4.4.3 If the fresh water system is dependent on electric power, it is to be powered by both the
main and secondary sources of power and can continue to operate despite a fire or other casualty in
the space containing the main source of power. One pump may be located in the space occupied by
the main source of power and supplied by that source of power. The other is to be able to maintain
supply despite a fire or other casualty affecting the space occupied by the main source of power.
2.4.4.4 When the water supply is automatic, water receptacles are to be fitted with means of
automatic water level control and devices to avoid the return of water from the receptacle to the
fresh water tank.
2.4.4.5 The fresh water system serving the livestock spaces is to be totally independent from the
fresh water system serving the spaces intended for the crew.
2.4.5 Water washing system

2.4.5.1 A water washing system is to be provided with appropriate connections to wash the
livestock spaces.
2.4.6 Drainage and discharge of sewage

2.4.6.1 Each space intended for the livestock is to be fitted with a pipe or gutter of sufficient size
to drain the sewage and the washing effluents.
2.4.6.2 Drainage arrangements are to be such that fluids drained from a pen are as far as
practicable kept clear of other pens and associated working and access spaces.
Where necessary, drainage gutters and upper parts of the draining pipes are to be covered by a
strainer plate.
2.4.6.3 The drainage system serving the livestock spaces is to be independent from any piping
system serving the other spaces of the ship, and in particular from the bilge system.
2.4.6.4 The pipes and other components of the draining system are to be made of a material
resistant to the corrosion due to the effluents.
2.4.6.5 Essential drainage tanks, wells and the top of drainage pipes in a vessel are to be
accessible from outside livestock pens for the purpose of inspection and cleaning.
2.4.6.6 Pumps and ejectors serving the drainage tanks or wells are to be capable of conveying
semi-solid matter.
2.4.6.7 All electrical equipment fitted to meet the requirements of 2.4.6 are to be capable of
being operated by both the primary and the secondary sources of power.
Section 5 FIRE-FIGHTING APPLIANCES
2.5.1 Fire hydrants and fire hoses

2.5.1.1 The number and position of the hydrants are to be such that at least two jets of water not
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emanating from the same hydrant may reach any part of the spaces intended for the livestock. At
least one of these jets is to be from a single length of hose without the necessity for hoses to pass
over or through pens.
2.5.1.2 A fire hose is to be provided in an enclosed space for each hydrant and in any other space
or on a deck for each 50 m length, or part thereof, of space or deck.
2.5.1.3 Each fire hose is to be provided with the necessary connections and a nozzle capable of
directing water in the form of a spray and a jet.
2.5.1.4 Each hose is to be capable of being connected to any hydrant and to any other hose (other
than hydrants and hoses within the engine room or accommodation spaces).
2.5.1.5 Fire hoses are to be located in conspicuous locations, near the hydrants and close to the
entrances or access to the spaces.
2.5.2 Additional fire-fighting means

2.5.2.1 Livestock structures, including livestock decks and containment structures but excluding
livestock services such as water pipes and feed troughs, are to be constructed of non-combustible
materials.
2.5.2.2 If hay or straw is carried or used in a livestock space, one of the following fire-fighting
means is to be provided:
(1) a fixed water fire-fighting system, or
(2) portable water extinguishers spaced no more than 18 m apart, one of these extinguishers being
positioned at the entrance of the space concerned.
2.5.2.3 If electrical equipment other than that referred to in Section 6 of this Chapter is located in
an enclosed livestock space, suitable fire-fighting means are to be provided in this respect.
Section 6 ELECTRICAL EQUIPMENT

2.6.1.1 In addition to the applicable requirements of PART FOUR of the Rules, electrical
equipment of livestock carriers is to comply with the provisions of this Section.
2.6.2 Sources of electrical power for livestock carriers

2.6.2.1 The main source of power is to meet the following:
The main source of power as specified in 2.1.1.1 of Chapter 2, PART FOUR of the Rules is to be
provided and all electrical auxiliary services (including livestock services) necessary for
maintaining the livestock carrier in normal operational and habitable conditions will be ensured
without recourse to the emergency source of electrical power.
2.6.2.2 The secondary source of power is to meet the following requirements:
(1) The secondary source of power is to be located in a space that is not contiguous with any space
containing the main source of power or part thereof, and be independent of any services provided
from or through any such space. In case of a fire or other casualty in any space containing the main
source of power or any part thereof, the secondary source of power must be capable of supplying
power to livestock services for a period of 72 h.
(2) The prime mover of secondary source of power is to be capable of supplying power to the
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system within 30 min in the failure of main source of power. The power supply for the starting of
the prime mover may be an effective arrangement powered by an independent source of energy or
the emergency source of power complying with the requirements of paragraphs 1.1, 1.4 and 2 of
SOLAS regulation II-1/43.
(3) Instructions are to be provided for the changeover between main and secondary sources of
power and vice-versa. A copy of such instructions is to be posted in the space containing the
livestock source of power, and is to be readable under the emergency lighting required by SOLAS
regulation II-1/43.2.2. The instructions are to detail, among other things, starting method,
switchboard changeover and electrical supply changeover to livestock services.
2.6.3 Lighting
2.6.3.1 Livestock spaces, passageways between pens and access routes between or to those
spaces are to be adequately lit.
2.6.3.2 An emergency lighting system that is automatically activated on the failure of the main
electrical installation is to be provided in all parts of a vessel where livestock is carried,
passageways between pens and access routes between or from those parts, and is to be capable of
giving a level of illumination in all passageways and access routes for a continuous period of not
less than 15 min. The lamp casings on light fittings for the emergency lighting system are to be
painted red for ease of identification.
2.6.3.3 If fixed lighting is provided in a part of a vessel above the uppermost continuous deck,
that lighting is to be capable of being controlled from the navigating bridge.
2.6.3.4 Light fittings is to be of sufficient strength and fitted with protective sheathing outside to
resist damage by livestock and placed beyond possible contact by livestock.
2.6.4 Electrical equipment for use in dust laden atmospheres

2.6.4.1 Electrical equipment and cables installed in areas where flammable dusts may be present
(such as spaces used for the storage or handling of bulk fodder) are to comply with the
requirements of 2.18.3.2 of Chapter 2, PART FOUR of the Rules.
2.6.4.2 Lighting, or power points for portable lighting, in a space used for carriage of fodder in
bulk, are to be controlled by switches situated on the navigating bridge or at the fodder-handling
machinery control station and indicator lights are to be provided to show when power is supplied
to the lighting or power points.
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CHAPTER 3 ADDITIONAL REQUIREMENTS FOR OIL RECOVERY SHIPS
3.1.4.1 The following areas or spaces of oil recovery ships are to be regarded as gas-hazardous
zones:
(1) Hazardous zones of Category 0:
① recovered oil tanks;
② the interiors of piping systems and containers of the containment system for recovered oil.
(2) Hazardous zones of Category 1:
① cofferdams or other spaces adjacent to any recovered oil tank (except for 3.2.2.6);
② enclosed or semi-enclosed spaces in which pipe flanges, valves, hoses, pumps and other
equipment for handling of recovered oil are located;
③ spaces including semi-enclosed spaces on open deck within a 3 m radius of the separator,
the hoses and valves used for oil recovery, the openings of recovered oil tanks and the
openings of spaces within the hazardous zones of Category 1 such as pump rooms or
cofferdams. In addition, the relevant provisions for venting outlets of recovered oil tanks are
to be considered (refer to 3.3.3.2 of this Chapter);
④ space on open deck above recovered oil tanks, extending 3 m respectively fore and aft of
this area to a height of 2.4 m;
⑤ any enclosed space outside a recovered oil tank, through which recovered oil piping passes
or in which such piping terminates, may be excluded, provided that ventilation is fitted as
specified in 3.2.5.4 of Section 2;
⑥ enclosed or semi-enclosed spaces which can be entered directly from hazardous zones of
Category 1 (without air lock) or which have openings into hazardous zones of Category 1
may be excluded, provided that ventilation is fitted as specified in 3.2.5.4 of Section 2.
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CHAPTER 8 ADDITIONAL REQUIREMENTS FOR SHIPS WITH REGARD TO
ENVIRONMENTAL PROTECTION
8.1.1.2 This Chapter applies to the ships requesting the CLEAN class notation. Only those ships
fully meeting the requirements of Section 2 of this Chapter will be eligible for the CLEAN class
notation. In addition Based on this, one or more other environmental protection notations will be
added to the CLEAN notation as appropriate provided that the ship complies with the relevant
requirements of Section 3 of this Chapter (if applicable). Other environmental protection notations
specified in Section 3 may also be assigned individually.
8.1.2 Definitions and abbreviations

8.1.2.1 For the purpose of this Chapter, the following definitions apply:
(1) Oil residue (sludge) means the residual waste oil products generated during the normal
operation of a ship such as those resulting from the purification of fuel or lubricating oil for main
or auxiliary machinery, separated waste oil from oil filtering equipment, waste oil collected in drip
trays, and waste hydraulic and lubricating oils.
(2) Oily bilge water means water which may be contaminated by oil resulting from things such as
leakage or maintenance work in machinery spaces. Any liquid entering the bilge system including
bilge wells, bilge piping, tank top or bilge holding tanks is considered oily bilge water.
(3) Oil residue (sludge) tank means a tank which holds oil residue (sludge) from which sludge
may be disposed directly through the standard discharge connection or any other approved means
of disposal.
(4) Oily bilge water holding tank means a tank collecting oily bilge water prior to its discharge,
transfer or disposal.
(5) Sewage (black water) means:
① drainage and other wastes from any form of toilets and urinals;
② drainage from medical premises (dispensary, sick bay, etc.) via wash basins, wash tubs and
scuppers located in such premises;
③ drainage from spaces containing living animals; or
④ other waste waters when mixed with the drainages defined above.
(6) Grey water means drainage from gallery, wash tubs, laundry and wash basins. It includes
neither drainage from toilets, urinals, medical premises and spaces containing animals as defined
in 8.1.2.1(5) of this Chapter, nor drainage from cargo spaces.
(7) Garbage means all kinds of food wastes, domestic wastes and operational wastes, all plastics,
cargo residues, incinerator ashes, cooking oil, fishing gear, and animal carcasses generated during
the normal operation of the ship and liable to be disposed of continuously or periodically.
(8) Noxious Liquid Substance (NLS) means any substance indicated in the Pollution Category
column of chapter 17 or 18 of the International Bulk Chemical Code, or the current
MEPC.2/Circular or provisionally assessed under the provisions of regulation 6.3 of MARPOL
Annex II as falling into category X, Y or Z.
(9) Food wastes means any spoiled or unspoiled food substances and includes fruits, vegetables,
dairy products, poultry, meat products and food scraps generated aboard ship.
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(10) Anti-fouling system (AFS) means a coating, paint, surface treatment, surface, or device that is
used on a ship to control or prevent attachment of unwanted organisms.
(11) Ballast water means water with its suspended matter taken on board a ship to control trim, list,
draught, stability or stresses of the ship.
(12) Ballast Water Management System (BWMS) means any system which processes ballast
water such that it meets or exceeds the ballast water performance standard in regulation D-2. The
BWMS includes ballast water treatment equipment, all associated control equipment, monitoring
equipment and sampling facilities.
(13) Biofouling means the accumulation of aquatic organisms such as micro-organisms, plants,
and animals on surfaces and structures immersed in or exposed to the aquatic environment.
Biofouling can include microfouling and macrofouling.
(14) Environmentally Acceptable Lubricants (EAL) means lubricants that are “biodegradable” and
“minimally-toxic” and are “not bioaccumulative” as defined in U.S. 2013 VGP.
8.1.2.2 For the purpose of the Chapter, the following abbreviations apply:
(1) AFS: Anti-fouling System;
(2) BWMS: Ballast Water Management System;
(3) CFC: Chlorofluorocarbon;
(4) GWP: Global Warming Potential;
(5) HCFC: Hydrochlorofluorocarbon;
(6) IACS: International Association of Classification Societies;
(7) IBTS: Integrated Bilge Water Treatment System;
(8) IMO: International Maritime Organization;
(9) ISO: International Standardization Organization;
(10) MARPOL: the International Convention for the Prevention of Pollution from Ships, 1973,
developed by IMO, as modified by the 1978 and 1997 Protocols;
(11) MEPC: the Marine Environment Protection Committee of IMO;
(12) MSC: the Maritime Safety Committee of IMO;
(13) NLS: Noxious Liquid Substance;
(14) NOx: nitrogen oxides;
(15) ODP: ozone depletion potential;
(16) PM: particulate matter;
(17) SOLAS: the International Convention for the Safety of Life at Sea, 1974, and the 1988
Protocol relating thereto;
(18) SOx: sulphur oxides;
(19) STS: ship-to-ship oil transfer operations between oil tankers at sea;
(20) VOC: volatile organic compounds;
(21) VGP: Vessel General Permit.
8.1.32 CLEAN class notation

8.1.32.1 Ships applying for assigning of the CLEAN class notation are to comply with the
requirements of the following international conventions and regulations, as applicable:
(1) International Safety Management Code;
(2) MARPOL Annex I;
(3) MARPOL Annex II;
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(4) MARPOL Annex III;
(5) MARPOL Annex IV;
(6) MARPOL Annex V;
(7) MARPOL Annex VI;
(8) Annex 1 and Annex 4 to International Convention on the Control of Harmful Anti-Fouling
Systems on Ships, 2001;
(9) Regulations of International Convention for the Control and Management of Ships’ Ballast
Water and Sediments, 2004.
8.1.32.2 For the purpose of this Chapter, the ships are also to comply with the following
international standards, codes and recommendations as amended, if applicable:
(1) content of nitrogen oxides in diesel engine gas emissions – Technical Code on Control of
Emission of Nitrogen Oxides form Marine Diesel Engines (NOx Technical Code 2008);
(2) shipboard incinerators – IMO resolution MEPC.76(40) MEPC.244(66): Standard Specification
for Shipboard Incinerators;
(3) control of cargo vapor emission – IMO MSC/Circ.585 or a recognized standard for vapor
emission control system.
8.1.32.3 The CLEAN class notation is subject to the following certificates or documents of
compliance, as applicable:
(1) Safety Management Certificate (SMC) in accordance with the International Safety
Management Code;
(2) International Oil Pollution Prevention Certificate;
(3) International Pollution Prevention Certificate for the Carriage of Noxious Liquid Substances in
Bulk or equivalent international certificate of fitness for bulk chemical carriers;
(4) Document of compliance in accordance with MARPOL Annex III;
(5) International Sewage Pollution Prevention Certificate;
(6) Document of compliance in accordance with MARPOL Annex V;
(7) International Air Pollution Prevention Certificate or Document of Compliance;
(8) International Anti-Fouling System Certificate (or Document) or Declaration on Anti-Fouling
System;
(9) International Ballast Water Management Certificate or Document of Compliance;
(10) IMO type approval certificate of incinerators;
(11) Approval certificate or document of compliance for vapor emission control system having the
VCS or VCS-T class notation as specified in Chapter 15, PART THREE of the Rules or complying
with IMO MSC/Circ.585 or a recognized standard.
8.1.32.4 Where a ship, by virtue of its gross tonnage, is not required by MARPOL to have
MARPOL Certification, at least the following effective documents are to be maintained:
(1) An Oil Record Book in accordance with MARPOL Annex I;
(2) A Garbage Management Plan and a Garbage Record Book in accordance with MARPOL
Annex V;.
8.1.43 Other environmental protection class notations

8.1.43.1 Ships complying with the requirements of Section 3 of this Chapter will be assigned
one or more of the following environmental protection notations, as applicable:
(1) FTP (Fuel Tank Protection);
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FTP+ (Fuel Tank Protection+);
(2) GWC (Grey Water Control);
(3) NEC (II) (Nox Emission Control);
NEC (III) (Nox Emission Control);
(4) SEC(I) (SOx Emission Control);
SEC(II) (SOx Emission Control);
SEC(III) (SOx Emission Control);
(5) RSC (Refrigeration System Control);
(6) AFS (Anti-Fouling System);
(7) GPR (Green Passport for Recycling);
GPR (EU);
(8) BWMS (Ballast Water Management System);
(9) IBTS (Integrated Bilge Water Treatment System);
(10) EAL (Environmentally Acceptable Lubricants);
(11) Biofouling-C (Biofouling Control).

8.1.54.1 The following operational procedural documents are to be submitted for approval, and
where they have been approved by the flag State Administration, one copy each thereof are to be
provided for reference:
(1) Ballast water management plan;
(2) Garbage management plan;
(3) Sewage management plan/procedure;
(4) NOx emission control/measurement procedures;
(5) Fuel oil management procedure (including SOx emission control and bunker delivery);
(6) Refrigeration system Refrigerant management plan;
(7) Volatile Organism Compounds (VOCs) Management Plan (if applicable);
(8) Ship-to-ship (STS) Cargo Oil Transfer Operation Plan (if applicable) Biofouling management
plan (for Biofouling-C notation only).
(1) Arrangement of cargo tanks and ballast tanks, including drawings showing cargo and ballast
pipe systems, and overflow protection arrangement (for oil tankers, chemical tankers and NLS
tankers);
(2) Arrangement of fuel oil storage, settling and daily service tanks, including overflow protection
arrangement;
(3) Arrangement of fuel oil tanks (for FTP and FTP+ notations only);
(4) Capacity of engine room bilge water holding tanks, sludge tanks and slop tanks together with
piping arrangement;
(5) Arrangement of cargo oil and non-cargo-oil loading and unloading facilities, including
connections, drip trays and drainage systems;
(6) Arrangement of ballast water system, including details of ballast water treatment;
(7) Arrangement and details of sewage system, including treatment equipment, holding tank
capacity and treatment capacity, etc.;
(8) Grey water treatment system with detailed effluent criteria (for GWC notation only);
(9) Arrangement and details of incinerators and associated piping and monitoring equipment, if
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applicable;
(10) Arrangement and details of garbage storing or treatment system;
(11) Arrangement of permanently installed refrigeration systems, including intended refrigerant
details (for RSC notation only);
(12) Details of fire-extinguishing media used in fixed fire-extinguishing systems and portable fire
extinguishers, including names, quantities, etc.;
(13) Details of anti-fouling system, including specifications for anti-fouling coatings;
(14) Inventory of Hazardous Materials on board (for GPR or GPR (EU) notation only);
(15) Operational and technical manuals and installation specifications for ballast water
management systems (for BWMS notation only);
(16) Arrangement and details of SOx exhaust gas cleaning system (if applicable);
(17) Any information related to additional requirements for environmental protection imposed by
the flag State Administration or the owner of the ship (such information will be taken into account
for assigning the CLEAN notation).
8.1.54.3 One copy each of the certificates or documents of compliance listed in 8.1.32.3 or
8.1.32.4 of this Chapter, as applicable, are to be submitted for reference. For ships to which CCS
is authorized to carry out statutory service, they need not be submitted.
8.1.54.4 Where the plans, information or documents to be submitted as required by 8.1.54.1 and
8.1.54.2 above are included in those required to be submitted for classification purposes, they need
not be submitted again.
8.1.54.5 For the plans and documents required by 8.1.54.2 above, those related to the products
having appropriate CCS certificates (refer to Chapter 3 of PART ONE of the Rules) need not be
submitted.
Section 2 CONDITIONS FOR ASSIGNING CLEAN CLASS NOTATION

8.2.1.1 Ships to be assigned the CLEAN class notation are to comply with the requirements of
this Section in addition to the requirements specified in 8.1.32 of Section 1 of this Chapter, as
applicable.
8.2.2 Prevention of pollution by oil

8.2.2.1 All ships are to comply with the following requirements of 8.2.2.2 to 8.2.2.118 of this
Section in addition to the requirements of MARPOL Annex I, as applicable.
8.2.2.2 A 15 ppm oil filtering equipment for engine room bilge water A device is to be fitted
with an for automatically stopping and alarm device, which is to be able to give alarm and stop
any discharge of engine room machinery space oily bilge water overboard to sea when the oil
content in the discharge exceeds 15 ppm. The oil filtering equipment and alarm device are to be
type approved in accordance with resolution MEPC.107(49).
8.2.2.4 Piping to and from the bilge/ There should be no interconnections between the sludge
tank discharge piping and bilge water piping other than the common piping leading to the standard
discharge connection as specified in MARPOL Annex I. is to have no direct connection overboard,
other than the standard discharge connection specified in MARPOL Annex I.
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8.2.2.5 Both sides of the main deck in cargo area of oil tankers are to be provided with
continuous coamings from the fore part to the aft part of the cargo deck to prevent cargo spill on
deck reaching the sea during cargo operation. The height of coamings is to be determined
according to ship’s dimensions, type, arch, trim and stability. The main deck in cargo area is also
to be provided with a drainage system for discharging spilled oil to a deck collecting tank or a slop
tank. For oil tankers, where the sea chest is permanently connected to the cargo oil pipeline, a sea
chest valve and an inboard isolating valve are to be fitted. In addition, the pipe length between
these two valves is to be fitted with suitable means to effectively isolate the cargo oil pipeline
from the sea chest during cargo loading, carrying or discharging. Such suitable means may be
blank flange, blank pipe, vacuum system, pneumatic or hydraulic system. Where a vacuum,
pneumatic or hydraulic system is used, a pressure gauge and an alarm system are to be provided to
continuously monitor the pipe length between the sea chest valve and the inboard isolating valve.
8.2.2.6 The cargo manifold connections of oil tankers are to be provided with drip trays with
closed drainage systems for discharging to a deck collecting tank or a slop tank. For oil tankers of
5,000 tonnes deadweight or above, constructed on or after 1 January 2007, the pump room is to be
protected as follows:
(1) Double bottom is to be fitted, and the vertical height h measured from baseline of the ship to
bottom plating of the pump room is not to be less than (B/15) m or 2 m, whichever is the lesser.
The minimum value of h is not to be less than 1 m.
(2) Where the height of bottom plating of the pump room above the baseline is at least the
minimum height stated in (1), double bottom need not be fitted.
(3) Ballast pumps are to be suitably arranged for effectively pumping double bottom tanks.
(4) Notwithstanding the requirements of (1) or (2), double bottom need not be fitted provided that
flooding of the pump room will not lead to failure of the ballast or cargo oil pump system.
8.2.2.7 Cargo oil tanks are to be provided with Fuel oil storage, lubricating oil and service tanks
are to be fitted with high-level alarms or acceptable overflow means.
8.2.2.8 For oil tankers with 600 DWT and above but less than 5000 DWT, the cargo oil tanks are
to be protected by wing tanks and double bottom tanks and the minimum protection distances of
the wing tanks and double bottom tanks are required as follows:
(1) For wing tanks, the minimum width w is determined as follows:
2.4 DWT
w  0.4  (m) , the minimum value of w = 0.76 m;
20000
where: DWT — deadweight ton.
(2) For double bottom tanks, the minimum height h is determined as follows:
h = B/15 (m), the minimum value of h = 0.76 m.
where: B — the moulded breadth of the ship. Fuel oil, lubricating oil and other oil loading or
discharge connections on deck are to be fitted with drip trays. Drip trays are to be fitted with
closed drainage systems.
8.2.2.9 Fuel oil, lubricating oil, hydraulic oil and other oil bunkering tanks are to be fitted with
high-level alarms or other overflow means to prevent overfilling. For internal tanks designed as
such that ever overflow will not cause environmental pollution, high-level alarms need not to be
fitted.
8.2.2.10 Deck connections of bunker stations for fuel oil, lubricating oil and other oils (such as
hydraulic oil) are to be provided with drip trays or collecting trays. The drip trays or collecting
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trays are to be fitted with closed drainage systems for discharging to a deck collecting tank or a
slop tank.
8.2.2.11 The vent and overflow pipes of tanks for fuel oil, lubricating oil, hydraulic oil and other
oils are to be provided with drip trays with means for the disposal of any drainage to prevent
overboard discharges.
8.2.3 Prevention of pollution by noxious liquid substances

8.2.3.1 Ships are to comply with the following requirements of 8.2.3.2 to 8.2.3.4 of this Section
in addition to the requirements of MARPOL Annex II, as applicable. no any other special
requirement is imposed.
8.2.3.2 Both sides of the main deck in cargo area of chemical tankers are to be provided with
continuous coamings from the fore part to the aft part of the cargo deck to prevent cargo spill on
deck reaching the sea during cargo operation. The height of coamings is to be determined
according to ship’s dimensions, type, arch, trim and stability. The main deck in cargo area is also
to be provided with a drainage system for collecting spillage from cargo operation and discharging
spilled cargo to a deck collecting tank or a slop tank.
8.2.3.3 The cargo manifold connections of chemical tankers are to be provided with drip trays
with closed drainage systems for discharging to a deck collecting tank or a slop tank.
8.2.3.4 Cargo tanks of chemical tankers are to be provided with a restricted gauging system,
unless a closed type gauging system is required due to the cargo categories.
8.2.4 Prevention of pollution by harmful substances carried by sea in packaged form

8.2.4.1 Ships are to comply with all applicable requirements of MARPOL Annex III, and no any
other special requirement is imposed.
8.2.5 Prevention of pollution by sewage

in addition to the requirements of MARPOL Annex IV, as applicable.
8.2.5.2 Ships are to be provided with a sewage treatment plant. The plant is to be type approved
in accordance with resolution MEPC.277(64) by CCS or by the flag State Administration.
Effective procedures for the operation of a sewage treatment system are to be established. The
treatment and discharge of sewage are to comply with the approved operational procedures.
8.2.5.3 For ships navigating in areas where sewage discharge is forbidden, such as special areas
or port areas, sewage holding tanks with sufficient capacity are to be provided taking into account
the ship operation, number of persons onboard and expected duration in port so as to retain all
sewage produced on board ship in the discharge-forbidden area. For calculation of the capacity of
holding tanks, 70 L/person/day for conventional sewage systems and 35 L/person/day for vacuum
systems are to be taken. The holding tanks are to be provided with high-level alarm and have a
means to indicate visually the amount of its contents. The sewage stored in the holding tank is to
be disinfected.
8.2.5.4 The untreated sewage retaining in the holding tank is to be disinfected before discharge.
Records are to be maintained for all sewage discharges either to shore reception facilities or at sea,
detailing the date, location and quantity of discharges and in addition, distance from land and
ship’s speed when sewage is discharged to sea.
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8.2.5.5 The vent pipes of the sewage system are to be independent of other vent piping systems.
8.2.5.6 The ship is to keep on board a sewage management plan approved by CCS. The plan is
to provide guidance to the crew on management of sewage treatment and discharge of sewage, and
is to include the following as a minimum:
(1) name and identification number of the ship;
(2) diagrams of the sewage treatment system and sewage holding tanks as well as all relevant
piping arrangement;
(3) management and operational procedures of sewage;
(4) means and method of recording all sewage discharges to shore reception facilities or to the sea.
The recorded data is to include the date, place and quantity of such discharges; the speed of the
ship and its nearest distance to shore are also to be recorded for discharges to the sea. For
discharges from the sewage treatment system, the time of activating and stopping the system is to
be recorded in lieu of the quantity discharged. The discharge of untreated sewage in emergency is
also to be recorded.
8.2.6 Prevention of pollution by garbage

8.2.6.1 All ships are to comply with the following requirements of 8.2.6.2 to 8.2.6.4 of this
Section in addition to the requirements of MARPOL Annex V, as applicable.
8.2.6.2 The ship is to keep on board a garbage management plan complying with the
requirements of resolution MEPC.220(63). Written procedures for the collection, segregation,
storing, processing and disposal of garbage are to be established, and garbage production and
storing space on board are to be minimized.
8.2.6.3 The ship is to be provided with equipment and arrangement for categorization, reduction
and retention of garbage. Where fitted, incinerators are to comply with the requirements of 8.2.7.6
of this Chapter. For the preparation of Garbage Management Plan and Garbage Record Book, refer
to the Guidelines for Surveys Related to Prevention of Pollution by Garbage from Ships developed
by CCS.
8.2.6.4 Garbage is to be grouped into minimum four categories for the purpose of its recycling
and retention as follows:
(1) waste that cannot be recycled;
(2) waste that can be recycled;
(3) waste that might cause harm to the ship or crew (e.g. oily rag, light bubble, acid, chemical,
battery, etc.);
(4) food waste. Where fitted, incinerators are to comply with the requirements of 8.2.7.6 of this
Chapter.
8.2.7 Prevention of air pollution from ships

in addition to the requirements of Regulations 3, 12, 13, 14, 15, 16 and 18 of MARPOL Annex VI.
8.2.7.2 Emission of Nitrogen oxides (NOx)
(1) All installed diesel engines with an individual output power greater than 130 kW, other than
emergency diesel engines, those installed on lifeboats or used solely for emergency purposes, are
to comply with the nitrogen oxide (NOx) emission limits as specified in Regulation 13 of
MARPOL Annex VI.
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(2) Where NOx reducing devices are fitted to reduce NOx emissions below the limits specified in
Regulation 13 of MARPOL Annex VI, such devices are to be approved by CCS.
(3) The test procedure and measurement method for NOx emissions from diesel engines are to be
in accordance with the NOx Technical Code 2008 developed by IMO.
8.2.7.3 Emission of Sulphur oxides (SOx) and particulate matters (PM)
(1) The sulphur content of any fuel oil used on board ships is not to exceed 3.0% m/m.
Alternatively, exhaust gas cleaning systems may be used to control SOx emissions under the
equivalent level.
(2) However, While ships are within SOx emission control areas or in designated ports, the sulfur
content of any fuel oil used on board ships is not to exceed 0.10% m/m. Alternatively, exhaust gas
cleaning systems may be used to control SOx emissions under the equivalent level.
(3) Where exhaust gas cleaning systems are used to control SOx emissions, such systems are to be
approved by CCS1.As an alternatives to (1) and (2) above, an exhaust gas cleaning system may be
used to control SOx emissions at an equivalent level. The exhaust gas cleaning system is to be
approved by CCS or by the flag State Administration in accordance with the 2009 Guidelines for
Exhaust Gas Cleaning Systems adopted by resolution MEPC.184(59) or the 2015 Guidelines for
Exhaust Gas Cleaning Systems adopted by resolution MEPC.259(68).
(4) The ship is to keep on board a A fuel oil management plan. procedure is to be established.
Where testing to determine the sulphur content of fuel received on board is to be carried out, the
sampling methods defined in ISO 3170 or 3171, or other recognized standards are to be applied.
The samples are to be tested and analyzed using ISO 8754 or other recognized standards. The fuel
oil management plan is to include the following as a minimum:
① name and identification number of ship;
② description of the demand for fuel oil quality;
③ sulphur content of fuel oil used onboard;
④ change-over procedure and steps for fuel oils with different sulphur content;
⑤ diagram of fuel oil system, including fuel oil change-over detail;
⑥ measures to be taken when a ship is at a bunker port or station where the fuel oil with
required sulphur content is unavailable.
(5) For oil-burning boilers and inert gas generators, the requirements for operations at sea and
within SOx emission control areas or designated ports are to be complied with by using fuel oil of
which the sulphur content is below the limits specified by (1) and (2) above respectively. The
requirements for fuel oil sulphur content are applicable to fuel oil used by marine diesel engines,
fuel oil boilers and incinerators. However, oil residues (sludge) burned by incinerators are
excluded.
8.2.7.4 Refrigeration systems
(1) The requirements of this paragraph apply to refrigeration plants with centralized cargo
refrigeration systems, centralized air conditioning systems and centralized domestic refrigeration
systems on all ships, including refrigerated cargo ships, fishing vessels and gas carriers fitted with
reliquefaction plants. These requirements do not apply to the stand-alone air-conditioning units,
and refrigerators units and ice makers used in galleys, bars, food storage rooms and crew
accommodation on board.
1
Refer to the Guidelines for On-board Exhaust Gas-SOx Cleaning System adopted by IMO by resolution
MEPC.184(59).
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(2) The use of ozone-depleting refrigerants (e.g. CFC) is prohibited,; however, the use of
hydrochlorofluorocarbons (HCFCs) will be permitted until 1 January 2020.
(3) Refrigeration systems are to be arranged with suitable means of isolation to allow protection
maintenance or repair work without releasing any substantial quantity of the refrigerant.
Unavoidable minimal release associated with recapture or recycling is acceptable.
(4) For the refrigerant recovery, compressors are to be capable of evacuating a system charge into
a liquid receiver. Additionally, recovery units are to be provided to facilitate evacuation of the
system either into existing liquid receivers or into suitable containers provided for this purpose.
The capacity of the liquid receiver is to be sufficient to contain all refrigerants of the largest
refrigeration unit that can be isolated.
(5) The annual refrigerant leakage rate for each system is to be less than 10 per cent of its total
charge. A leak detection system is to be provided to monitor continuously the spaces into which
the refrigerant could leak. Further, an alarm is to be given in a manned location when the
refrigerant concentration exceeds a predetermined limit, e.g. 25 ppm for ammonia. Remedial
measures are to be implemented when any leakage is detected.
(6) Refrigerant renewal, leaks, recovery and disposal are to be recorded and the records kept.
(67) Where more than one type of refrigerants is used, measures are to be taken to avoid mixing of
different refrigerants.
(7) The ship is to keep on board a refrigerant management plan, which is to include the following
as a minimum:
① name and identification number of the ship;
② list of all refrigeration systems as well as diagrams and component descriptions (including
leakage detection systems);
③ methods adopted to manage and control consumption, leakage, venting and disposal of
refrigerants together with the remedial measures in the event of any leakage;
④ means and methods of recording replacement, leakage, recovery, charging and disposal of
refrigerants, including at least date, system type, refrigerant type, initial system charge and
refrigerant level, charging amount, recovery amount, leakage type and remedial measures.
(8) The ship is to establish and maintain a list of refrigerants on board and a record book required
by ④ above, which are to be kept throughout the life time of the system. The record of each item
is to be kept on board for at least 3 years and available for check by the Surveyor.
8.2.7.5 Fire-fighting systems
(1) The use of halon or halo-carbons as the fire-extinguishing medium in fixed fire-fighting
systems or extinguishers is not permitted.
(2) Fire-extinguishing medium for fire-fighting systems is to use natural substances as far as
possible, such as argon, nitrogen, water spray, carbon dioxide.
8.2.7.6 Incinerators
(1) Incinerators, where installed on board, are to be type approved by the flag State Administration
or CCS or another IACS member society in accordance with IMO resolution MEPC.76(40)
MEPC.244(66) and have a valid IMO type approval certificate.
(2) All operations of the incinerator are to be recorded in the Garbage Record Book or Oil Record
Book, as appropriate.
8.2.9 Ballast water management
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8.2.9.1 For all ships to which Although the International Convention for the Control and
Management of Ships’ Ballast Water and Sediments applies, is still not in force, all ships to which
the Convention applies are to take actions to prevent or minimize the transfer of harmful aquatic
organisms and pathogens in the discharge of the ballast water is to comply with D-1 (ballast water
exchange) or D-2 (ballast water treatment) standard of the BWM Convention.
8.2.9.2 The ship is to keep on board a ballast water management plan approved by CCS or the
flag State Administration, which is to be prepared in accordance with the Guidelines for Ballast
Water Management and Development of Ballast Water Management Plans adopted developed by
resolution MEPC.127(53) IMO2 or by referring to CCS Guidelines for the Preparation of Ships’
Ballast Water Management Plan.
Section 3 OTHER ENVIRONMENTAL PROTECTION CLASS NOTATIONS
8.3.1 Anti-fouling systems – AFS notation

8.3.1.1 For assignment of the AFS notation, the anti-fouling system applied to the ship’s hull is
not to contain any organotin compounds acting as biocides.
8.3.2 Grey water control – GWC notation

8.3.2.1 For the purpose of this paragraph, grey water means effluents from laundries, bathrooms,
galleys and accommodation quarters on ships.
8.3.2.1 For assignment of the GWC notation, grey water is to be controlled also in accordance
with the requirements for equipment and discharge as specified in MARPOL Annex IV and the
following requirements of 8.3.2.3 to 8.3.2.65 are complied with.
8.3.2.2 The ship is to be provided with a treatment system for grey water. The discharge after
treatment is to comply with the standard specified in resolution MEPC.227(64). Where the sewage
treatment system fitted onboard treats both sewage and grey water, the treatment capacity of the
sewage treatment system is to meet the treatment demand of both sewage and grey water.
8.3.2.3 Where the grey water is held onboard for discharge to shore reception facilities or
discharge to the sea only at a distance of more than 12 n miles from the nearest land, grey water
holding tanks are to be provided, the capacity of which can be calculated for the number of
persons onboard and voyage duration with 125 L/person/day. The capacity of the grey water
holding tank is to be calculated for the maximum number of persons on board with 200
l/person/day. Where sewage and grey water share the same holding tank, the capacity of the tank
is to be equal to the sum of the capacities of both the sewage holding tank and grey water holding
tank.
8.3.2.4 The grey water holding tank is to be fitted with high-level alarm.
8.3.2.5 Where both sewage and grey water are treated in the sewage disposal system fitted on
board, the minimum processing capacity of the system is to be doubled The vent pipes of grey
water treatment system and holding tanks is to be independent of other vent piping systems.
8.3.2.6 The ship is to keep on board a grey water management plan, which is to be approved by
CCS. Such plan is to provide guidance to the crew on grey water treatment and discharge
management. The grey water plan may be combined with the sewage management plan and is to
2
Refer to the Guidelines adopted by IMO by resolution MEPC.127(53).
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include the following as a minimum:
(1) name and identification number of the ship;
(2) diagrams of the grey water treatment system, holding tank and all relevant piping arrangement;
(3) management and operational procedures of grey water;
(4) means and method of recording all grey water discharge to shore reception facilities or to the
sea. The recorded data is to include the date, place and quantity of such discharges; the speed of
the ship and its nearest distance to shore are also to be recorded for discharges to the sea.
8.3.3 Fuel tank protection – FTP and FTP+ notations

8.3.3.1 Definitions (for the purpose of this Chapter):
(1) “Oil fuel” means any oil used as fuel in connection with the propulsion and auxiliary
machinery of the ship in which such oil is carried.
(2) “C” is the ship’s total volume of oil fuel, in m3, at 98% tank filling.
8.3.3.2 For assignment of the FTP notation, ships with all fuel tanks are to comply with the oil
fuel tank protection requirements of Regulation 12A of MARPOL Annex I, this paragraph,
excluding small oil fuel tanks with an individual capacity not greater than 30 m3. those only
provided with and not provided with double-hull protection
8.3.3.3 For assignment of the FTP+ notation, This paragraph applies to the ships with all oil fuel
tanks (including small oil fuel tanks with an individual capacity not greater than 30 m3) are to of
all ships comply with the following requirements of 8.3.3.4 to 8.3.3.9 of this Section in addition to
the applicable requirements of Regulation 12A of MARPOL Annex I. except oil fuel tanks with
the capacity of individual fuel oil tanks not greater than 30 m3.
8.3.3.4 Individual oil fuel tanks are not to have a capacity of over 2,500 m3.
8.3.3.4 Oil fuel tanks are to be located above the moulded line of the bottom shell plating
nowhere less than the distance h as specified below:
h = B/20 m or,
h = 2.0 m, whichever is the lesser.
The minimum value of h = 0.76 m.
In the turn of the bilge area and at locations without a clearly defined turn of the bilge, the oil fuel
tank boundary line is to run parallel to the line of the midship flat bottom.
8.3.3.56 For ships having an aggregate oil fuel capacity of less than 5,000 m3, oil fuel tanks are
to be located inboard of the moulded line of the side shell plating, nowhere less than the distance
W which is measured at any cross-section at right angle to the side shell, as specified below:
W = 0.4 + 2.4 C/20,000 m

The minimum value of W = 1.0 m, however for individual tanks with an oil fuel capacity of less
than 500 m3 the minimum value is 0.76 m.
8.3.3.67 For ships having an aggregate oil fuel capacity of 5,000 m3 and over, oil fuel tanks are
to be located inboard of the moulded line of the side shell plating, nowhere less than the distance
W which is measured at any cross-section at right angle to the side shell, as specified below:
W = 0.5 + C/20,000 m or
W = 2.0 m, whichever is the lesser.
The minimum value of W = 1.0 m.
8.3.3.78 Lines of oil fuel piping located at a distance from the ship’s bottom of less than h, as
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defined in 8.3.3.45, or from the ship’s side less than W, as defined in 8.3.3.56 and 8.3.3.67 are to
be fitted with valves or similar closing devices within or immediately adjacent to the oil fuel tank.
These valves are to be capable of being brought into operation from a readily accessible enclosed
space the location of which is accessible from the navigation bridge or propulsion machinery
control position without traversing exposed freeboard or superstructure decks. The valves are to
close in case of remote control system failure and are to be kept closed at sea at any time when the
tank contains oil fuel except that they may be opened during oil fuel transfer operations.
8.3.3.89 Suction wells in oil fuel tanks may protrude into the double bottom below the boundary
line defined by the distance h provided that such wells are as small as practicable and the distance
between the well bottom and the bottom shell plating is not less than 0.5 h.
8.3.3.9 The performance standard of oil fuel outflow specified in paragraph 11 of Regulation
12A of MARPOL Annex I is not acceptable.
8.3.4 NOx emission control – NEC (II) and NEC (III) notations
8.3.4.1 The NEC (II) notation is only applicable to ship constructed before 1 January 2011,
except for ships of which diesel engines are replaced or to which new diesel engines are added on
or after 1 January 2011. For assignment of the NEC (II) notation, the total weighted value of NOx
emissions from all installed diesel engines defined in 8.2.7.2 is not to exceed the following
emission limits:
(1) 14.4 g/kW/h when n < 130 r/min;
(2) 44.0 × n(-0.23) g/kW/h when 130 r/min ≤ n < 2,000 r/min;
(3) 7.7 g/kW/h when n ≥ 2,000 r/min;
where n is the rated engine speed (crankshaft revolutions per minute).
The test procedure and measurement method are to be in accordance with the NOx Technical Code
2008.
8.3.5 SOx emission control – SEC(I), / SEC(II) and / SEC(III) notations

8.3.5.1 For assignment of the SEC(I) notation, the sulphur content of all fuel oils used on board
is not to exceed 1.0% m/m.
8.3.5.4 As an alternative to the requirements in 8.3.5.1 to 8.3.5.3 above, an approved exhaust gas
cleaning system or other approved means may be used to control SOx emission below the
corresponding levels. The SOx emission limits corresponding to the above fuel oil sulphur limits
are to be in compliance with the provisions of resolution MEPC.184(59) or MEPC.259(68).
8.3.7.2 The Inventory of Hazardous Materials is to be developed in accordance with Guidelines

for the Development of the Inventory of Hazardous Materials, 20151 adopted by IMO by
resolution MEPC.269(68) 197(62) and to be verified by CCS3 in accordance with the Guidelines
for Development and Survey of the Inventory of Hazardous Materials of Ships.
8.3.8 Ballast water management system – BWMS notation

8.3.8.1 The ballast water management system (BWMS) installed onboard is to carry a type
approval certificate issued by the Administration or recognized organizations in accordance with
IMO resolution MEPC.174(58) or MEPC.125(53).
3
Refer to CCS Guidelines for Development and Survey of the Inventory of Hazardous Materials of Ships.
8-27
8.3.9 Integrated bilge water treatment system – IBTS notation
8.3.9.1 For assignment of the IBTS notation, the management and discharge arrangements of the
bilge water from machinery spaces are to comply with the requirements of the integrated bilge
water treatment system (IBTS) as specified in MEPC.1/Circ.642, as revised by MEPC.1/Circ.676
and MEPC.1/Circ.760.
8.3.9.2 The ship is to keep on board a Statement of Fact on Installation of an Integrated Bilge
Water Treatment System issued by CCS.
8.3.10 Environmentally Acceptable Lubricants – EAL notation

8.3.10.1 For assignment of the EAL notation, the lubricants used for the oil/water interfaces of
the ship are to comply with the relevant provisions on environmentally acceptable lubricants as
specified in CCS Guidelines for implementation of the survey of the requirements for
environmentally acceptable lubricants by US EPA.
8.3.10.2 The ship is to keep on board a Statement of compliance for EAL issued by CCS.
8.3.11 Biofouling management – Biofouling notation

8.3.11.1 For assignment of the Biofouling notation, the ship is to keep on board a biofouling
management plan. The plan is to be prepared in accordance with 2011 Guidelines for the control
and management of ships’ biofouling to minimize the transfer of invasive aquatic species adopted
by IMO by resolution MEPC.207(62) and to be approved by CCS.
8.3.11.2 The ship is also to keep on board a Biofouling Record Book complying with Appendix
2 of resolution MEPC.207(62).
8-28
CHAPTER 10 ADDITIONAL REQUIREMENTS FOR PETROLEUM ASPHALT
CARRIERS
10.1.2 Class notations

10.1.2.1 For classed asphalt carriers fitted with integral tanks and complying with the
requirements of this Chapter, the following notation is to be assigned: Asphalt Carrier (Integral
tank, Max.imum cargo temperature tank, ≤ XXX℃), F.P. > 60℃, ESP.
10.1.2.2 If requirements of Section 24 of Chapter 2, PART TWO of the Rules are complied with,
notation for thermal stress calculation “Thermal stress calculation” may be added on the basis of
paragraph 10.1.2.1.
10.1.2.3 For classed asphalt carriers fitted with independent tanks and complying with the
requirements of this Chapter, the following notation is to be assigned: Asphalt Carrier
(Independent tank, Max.imum cargo temperature tank, ≤ XXX℃), F.P. > 60℃.
Section 2 CONSTRUCTION AND ARRANGEMENT OF SHIP
10.2.4.1 If the independent tank is mainly of plane construction, its boundary structure is to may
be designed according referring to the requirements of 10.2.6deep tank, and the design vapor
pressure (gauge pressure) is not to be more than 0.07 MPa.
10.2.5 Integral tank

10.2.5.1 The boundary structure of the integral cargo tank is to be designed according to the
requirements of 10.2.6.
10.2.5.2 For asphalt carriers fitted with integral tanks, hull structural members are to be subject
to thermal stress analysis to check the local strength and longitudinal strength in each loading
condition. The hull is also to be subject to analysis of temperature field and thermal transmission
in full load or half load condition. In the analysis, properties changes of material at high
temperature are to be taken into consideration.
10.2.5.32 For spaces of heat-insulating layers of asphalt carriers fitted with integral tanks,
provision is to be made to prevent over- or under-pressure caused by temperature variations.
10.2.6 Boundary structure of cargo tanks

10.2.6.1 The thickness t of the tank top plates forming part of the boundary structure of cargo
tanks is not to be less than the values obtained from the following formula:
𝑡 = 𝑡0 √𝐾 + 𝑡𝑐 mm
where: t0 — thickness, in mm, and whichever greater in the following formulae is to be taken:
𝑡0 = 39.5𝑠√𝑃𝑉 − 0.02
𝑡0 = 2.8𝑠√ℎ
𝑡0 = 4.5𝑠
K— material coefficient, refer to Section 3, Chapter 1, PART TWO of the Rules;
tc— corrosion addition, in mm, for carbon steel, tc = 2.5 mm;
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s— spacing of longitudinals, in m;
PV— maximum pressure (gauge pressure), in MPa, to be taken as not less than 0.02 MPa;
— the maximum cargo density, in t/m3, to be taken as not less than 1.025 t/m3;
h— height measured from top of the overflow to the deck, in m.
10.2.6.2 The thickness t of the tank bottom plates and plane bulkhead plates forming part of the
boundary structure of cargo tanks is not to be less than the values obtained from the following
formula:
𝑡 = 𝑡0 √𝐾 + 𝑡𝑐 mm
where: t0— thickness, in mm, and whichever greater in the following formulae is to be taken:
𝑡0 = 3.95𝑠√ℎ1 + 100(𝑃𝑉 − 0.02)
𝑡0 = 2.8𝑠√ℎ
𝑡0 = 2.9𝑠√2.45 + ℎ1
tc— corrosion addition, in mm, tc = 2.5 mm;
s— spacing of stiffeners, in m;
 — the maximum cargo density, in t/m3, to be taken as not less than 1.025 t/m3;
h1— vertical distance measured from the lower edge of the plate to the tank top, in m;
h— vertical distance measured from the lower edge of the plate to top of the overflow, in
m.
10.2.6.3 The section modulus W of stiffeners forming part of the boundary structure of cargo
tanks is not to be less than the values obtained from the following formulae:
𝑊 = 8𝐾𝑠𝑙 2 [ℎ1 + 100(𝑃𝑉 − 0.02)] cm3
𝑊 = 4𝐾𝑠ℎ𝑙 2 cm3
𝑊 = 4.2𝐾𝑠𝑙 2 (2.45 + ℎ1 ) cm3
where: K— material coefficient, refer to Section 3, Chapter 1, PART TWO of the Rules;
s— spacing of stiffeners, in m;
l— span of stiffeners, in m;
h1— vertical distance measured from the mid-point of span of stiffener to the tank top, in
m;
h—vertical distance measured from the mid-point of span of stiffener to top of the
overflow, in m.
10.2.6.4 The section moment of inertia I of stiffeners forming part of the boundary structure of
cargo tanks is not to be less than the values obtained from the following formula:
𝑊𝑙
𝐼 = 2.3 cm4
𝐾
where: W— section modulus of stiffeners obtained in accordance with 10.2.6.3, in cm3;

l— see 10.2.6.3;
K— material coefficient, refer to Section 3, Chapter 1, PART TWO of the Rules.
10.2.6.5 The section modulus W of plane bulkhead girders forming part of the boundary
structure of cargo tanks is not to be less than the values obtained from the following formulae:
𝑊 = 11.7𝐾𝑏𝑙 2 [ℎ1 + 100(𝑃𝑉 − 0.02)] cm3
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𝑊 = 6𝐾𝑏ℎ𝑙 2 cm3
𝑊 = 6.3𝐾𝑏𝑙 2 (2.45 + ℎ1 ) cm3
where: K— material coefficient, refer to Section 3, Chapter 1, PART TWO of the Rules;
b— breadth of area supported by the girder, in m;
l— span of girders, in m;
h1— vertical distance measured from the mid-point of span of girder to tank top, in m;
h— vertical distance measured from the mid-point of span of girder to top of the overflow,
in m.
10.2.6.6 The section moment of inertia I of plane bulkhead girders forming part of the boundary
structure of cargo tanks is not to be less than the values obtained from the following formula:
𝑊𝑙
𝐼 = 2.5 cm4
𝐾
where: W— section modulus of girders obtained in accordance with 10.2.6.5, in cm3;

l— see 10.2.6.5;
K— material coefficient, refer to Section 3, Chapter 1, PART TWO of the Rules.
10.2.6.7 The thickness t of symmetrical corrugated bulkheads forming part of the boundary
structure of cargo tanks is not to be less than the values obtained according to 10.2.6.1. In
calculation, s is to be substituted by breadth of corrugation plane a or breadth of corrugation bevel
face b, whichever is the greater, and in addition, the following formula is to be complied with:
𝑠
𝑡 ≥ 70√𝐾 mm
where: s— breadth of corrugation plane a or breadth of corrugation bevel face b, whichever is the
greater, in mm, see Figure 1.2.4.3, Chapter 1, PART TWO of the Rules;
K— material coefficient. For high strength steel grade, the K value of of the lower strength
steel may be used provided that the plate buckling check requirements (see Section 5,
Chapter 1, PART TWO of the Rules) in direct calculation with that lower K value are
satisfied.
10.2.6.8 The section modulus W of symmetrical corrugated bulkheads forming part of the
boundary structure of cargo tanks is not to be less than the values obtained from the following
formulae:
𝑊 = 𝐾𝐶𝑠𝑙 2 [ℎ1 + 100(𝑃𝑉 − 0.02)] cm3
𝑊 = 0.50𝐾𝐶𝑠ℎ𝑙 2 cm3
𝑊 = 0.53𝐾𝐶𝑠𝑙 2 (2.45 + ℎ1 ) cm3
𝑏
where: 𝑊 = 𝑑𝑤 𝑡(𝑎 + 3 ), in cm3, section modulus of breadth of one corrugation;
𝑠— breadth of one corrugation, in m; see Figure 1.2.4.3, Chapter 1, PART TWO of the
Rules;
𝑎— breadth of corrugation plane, in m; see Figure 1.2.4.3, Chapter 1, PART TWO of the
Rules;
𝑏— breadth of corrugation bevel face, in m; see Figure 1.2.4.3, Chapter 1, PART TWO of
the Rules;
𝑑𝑤 — depth of corrugation, in mm; see Figure 1.2.4.3, Chapter 1, PART TWO of the Rules;
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𝑡— thickness of corrugated bulkheads, in mm; see Figure 1.2.4.3, Chapter 1, PART TWO
of the Rules;
C— coefficient, to be taken according to the end fixity as specified in Table 2.13.3.1,
Section 13, Chapter 2, PART TWO of the Rules;
l— span of corrugations, i.e. distance between supporting points, in m;
h1— vertical distance measured from the mid-point of span of corrugation to tank top, in
m;
h— vertical distance measured from the mid-point of span of corrugation to top of the
overflow, in m.
Where the corrugated bulkhead span is more than 15 m, a diaphragm plate is to be fitted near the
mid-span point.
10.2.6.9 Where lower stools are fitted, scarfing brackets aligned with vertical webs of corrugated
bulkheads are to be provided in the lower stools as far as practicable. Where lower stools are not
provided, double bottom floors are generally to be aligned with face plates of vertical corrugated
transverse bulkheads, and double bottom girders are generally to be aligned with face plates of
vertical corrugated longitudinal bulkheads; scarfing brackets aligned with vertical corrugated webs
are to be provided under the inner bottom and hopper as far as practicable. Where transverse
bulkheads are in the form of horizontal corrugation, primary members are generally to be aligned
with face plates of corrugated bulkheads at the intersection of corrugated bulkheads and inner
shell, and longitudinal bulkheads; and scarfing brackets aligned with vertical webs of corrugated
bulkheads are to be provided as far as practicable.
10.2.76 Piping
10.2.76.1 A bilge well is to be provided at a suitable position of hold space. Water in the bilge
well is to be discharged overboard by a pump and the pump may be the bilge pump in the
machinery space. High-level alarm is to be provided in the bilge well, audible and visual
high-level alarms and controls are to be provided in the navigation bridge and cargo control room
(if provided), and it is recommended that such alarm signal and control extend to the central
control cabin of the engine room.
10.2.76.2 When the temperature of asphalt needed to be heated is more than that of the saturated
vapor, the heating medium is to be hot oil.
10.2.76.3 Cargo pump, cargo piping and cargo operating valve, etc. outside cargo tanks are to be
heated.
10.2.87 Electrical installations

10.2.87.1 Electrical installations (except for sensors), cables and attachments are not to be
installed in cargo tanks.
10.2.87.2 Cables in the cargo tank necessary to be connected with electrical installations (such
as sensors) are not to contact with liquid cargo but to be laid in a gastight steel tube with thick
wall.
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10.2.98 Monitoring alarm related to liquid cargo
10.2.98.1 The fixed liquid cargo depth detector may be of radar type, capacitance type or
pressure type. If radar type depth detector is adopted, other devices or structural members are not
to be arranged in depth detecting area.
10.2.98.2 High temperature alarms for liquid cargo are to be provided. When the temperature
exceeds the set value, audible and visual alarm is to be given.
10.2.98.3 High level alarms for cargo tanks are to be provided. When the loading level exceeds
the high level of normal full loading, audible and visual alarm is to be given.
10.2.98.4 Temperature monitoring indicator is to be provided outside heat-insulating layer at the
bottom of independent cargo tank.
10.2.98.5 Alarm controls and temperature monitoring indicator are to be installed in the liquid
cargo control station, and each alarm signal is to extend to the navigation bridge one by one or in a
group.
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CHAPTER 11 DYNAMIC POSITIONING SYSTEMS
11.1.4.1 For dynamically positioned vessels, the following plans and documents are to be
submitted for approval in addition to those required for main class:
(1) Technical description of DP system, including the following:
① performance of measuring systems and controllers, type and controlling manner of
thrusters and thruster arrangement;
② for class notations DP-2 and DP-3, the description of principles of on-line “consequence
analysis” is to be submitted.
(2) Analysis of position holding performance of the vessel, including diagrams (or description) of
ultimate status of environment (wind speed, current and wave). For class notations DP-2 and DP-3,
description of the principle of the ability of maintaining position after the greatest single failure;
(3) Block diagram(s) of sensor(s) and position reference system(s);
(4) Function diagram(s) of the controlling system(s);
(5) Single line arrangement and description of cables between equipment units (power, control and
indication);
(6) Calculations of maximum general power load required for DP. For class notations DP-2 and
DP-3, power consumption after the greatest single failure is to be indicated;
(7) For class notations DP-2 and DP-3, failure mode and effect analysis (FMEA) reports
(including redundancy test procedure);
(8) Arrangement of control station;
(9) List of indication and alarm items of control console;
(10) Programs for mooring tests and sea trials, including redundancy test procedure for class
notations DP-2 and DP-3 (to be reviewed by the attending Surveyor);
(11) For DP-3, fire and flooding separation arrangement and cable routing layout drawing.
11.1.4.2 The following plans and documents are to be submitted for reference:
(1) Operation manual for positioning system, including equipment description and maintenance
description as a minimum. :
① equipment description;
② maintenance description;
③ emergency description.
(2) For class notations DP-2 and DP-3, description of power management system.
Section 2 SYSTEM ARRANGEMENT
11.2.3.7 A single manual controller is to be fitted for each thruster at both main and back-up
control stations.
Section 5 CONTROLLER AND MEASURING SYSTEM
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11.5.8.11 The power supply to position reference systems is to be from UPSs (except for class
notation DP-1). For class notations DP-2 and DP-3, the arrangement of power supply is to be in
accordance with the overall redundancy requirement.
8-35
A new Chapter 23 is added as follows:
CHAPTER 23 ADDITIONAL REQUIREMENTS FOR SHIPS OPERATING IN LOW

AIR TEMPERATURE ENVIRONMENTS

23.1.1.1 This Chapter applies for ships intended to operate in low air temperature environments
and in addition, for ships operating in areas and during periods where more severe ice and snow
accretion are likely to occur.
23.1.1.2 Ships applying for CCS Anti-Cold Climate notation are to comply with the
requirements of this Chapter in addition to the requirements of other Chapters of the Rules, as
applicable.
23.1.1.3 Low air temperature environments may affect hull structure, function of equipment and
systems, human performance and safety of the ships’ operation. To remove or mitigate adverse
impacts of low air temperatures and take anti-cold climate measures reasonably and effectively,
the following risks, but not limited to, are to be taken into account:
(1) loss of material properties;
(2) reduced efficiency or failure of machinery/equipment;
(3) freezing of cargo;
(4) freezing of ballast water;
(5) reduced habitability;
(6) reduced human performance;
(7) frostbite;
(8) ice accretion of the ship above the waterline.
23.1.2 Definitions
23.1.2.1 For the purpose of this Chapter:
(1) Mean Daily Low Temperature (MDLT) means the mean value of the daily low temperature for
each day of the year over a minimum 10 year period. A data set acceptable to the Administration
may be used if 10 years of data is not available. (Refer to Figure 23.1.2.1 for MDLT)
(2) Low air temperature environment means water areas with the lowest MDLT (LMDLT) lower
than -10℃, such as the Arctic Ocean, the Antarctic Ocean, Gulf of St. Laurence, the northern
Baltic Sea, Sea of Okhotsk, the Bohai Sea and the northern Huanghai Sea, etc. In general, waters
of this type are covered by regional sea ice in the winter. (Refer to Figure 23.1.2.1 for LMDLT)
(3) Design Service Temperature (DST) means a temperature indicator set for the ship measuring
the service performance of materials, equipment and systems in low air temperature environments
in the design. The temperature is determined by the shipowner in accordance with the purpose and
service condition of the ship and is in general to be set at least 10℃ below the LMDLT for the
intended area and season of operation.
(4) Minimum Anticipated Temperature (MAT) means the lowest ambient temperature that may be
anticipated in the intended navigation areas of the ship during the voyage and is in general to be
taken as at least 20℃ lower than LMDLT.
8-36
(5) Positive temperature spaces mean spaces that are maintained constantly above 0℃ by lagging
heat insulating materials or installing air conditioning systems thus making freezing unlikely.
(6) Low temperature spaces mean spaces where the ambient temperature is constantly below 0℃
thus making freezing likely.
(7) Anti-icing means preventing the exposed areas and facility surfaces from accumulation and
freezing of ice and snow (i.e. ice and snow accretion) by means of covering, heating or other
measures which are generally applied to areas such as superstructures, deck passageways, railings
and handholds, cargo decks and helicopter platforms as well as equipment for navigation, mooring,
life-saving and fire-fighting.
(8) De-icing means removing ice and snow accretion in the exposed areas and facility surfaces by
using tools.
(9) Anti-freezing means keeping the liquid inside tanks, equipment and pipelines exposed to low
air temperature environments from freezing by excitation, circulation, insulation and heating, etc.
Notes:
MDHT – Mean Daily High Temperature
MDAT – Mean Daily Average Temperature
MDLT – Mean Daily Low Temperature
LMDLT – Lowest Mean Daily Low Temperature
Figure 23.1.2.1 General Temperature Definitions
23.1.3 Class notations

23.1.3.1 The following Anti-Cold Climate notations may be assigned upon application of the
shipowner subject to compliance of the ship with the provisions of this Chapter:
(1) ACC (DST): Ships that are plan approved and surveyed by CCS and found compliant with the
requirements of this Chapter may be assigned with the class notation, i.e. the basic Anti-Cold
Climate notation;
(2) ACC-POLAR (DST): Ships that are plan approved and surveyed by CCS and found compliant
with the requirements of this Chapter and that are anticipated to operate in polar waters may be
assigned with the class notation, i.e. the polar Anti-Cold Climate notation;
(3) H (DST): Ships that are plan approved and surveyed by CCS and the materials used for hull
structures of which comply with the relevant requirements in Sections 2 and 10 of this Chapter
may be assigned with the class notation, i.e. the hull Anti-Cold Climate notation;
(4) DE-ICE: Ships that are plan approved and surveyed by CCS and found compliant with the
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requirements in Section 11 of this Chapter may be assigned with the class notation, i.e. the
DE-ICE notation.

23.1.4.1 For H (DST) notation, the relevant structural plans to be submitted for approval as
required by other Chapters of the Rules are to contain steel grades of the materials.
23.1.4.2 In addition to 23.1.4.1 above, for ACC (DST), ACC-POLAR (DST) notations, anti-cold
climate design diagrams containing the following content, but not limited to, are to be submitted
for approval:
(1) General arrangement highlighting anti-cold climate features and design service temperatures;
(2) List of anti-cold climate equipment and systems;
(3) Details of main/auxiliary engines arrangements (including anti-cold climate features such as
heating arrangement);
(4) Details of materials specification/heating arrangements for exposed pipes/components;
(5) Details of anchoring/mooring and deck crane arrangements;
(6) Details of materials specification/heating arrangements for exposed cabling/components;
(7) Details of anti-cold climate for fire-fighting appliances;
(8) Details of anti-cold climate for life-saving appliances;
(9) Details of heating arrangements for cabins;
(10) Details of cabin and escape route arrangements;
(11) Details of anti-freezing arrangements for tanks;
(12) Inventory and locations of de-icing measures;
(13) Calculations of ice accretion stability;
(14) Details of anti-freezing arrangements for emergency towing (applicable to tankers);
(15) Anti-freezing arrangements for crew’s working passageways;
(16) Structural strength calculation of the cargo maintenance system (additional ice accretion load,
applicable to liquefied gas carriers);
(17) Diagram of the environmental control system (dew-point temperature control, applicable to
liquefied gas carriers);
(18) Anti-cold climate arrangements for the rescue area (applicable to offshore supply vessels);
(19) Anti-cold climate arrangements for cargo securing equipment (applicable to container ships);
(20) Anti-cold climate arrangements for the helicopter deck or hovering area.
23.1.4.3 For ACC (DST), ACC-POLAR (DST) notations, the following plans and documents are
to be submitted for information:
(1) anti-cold climate design instructions;
(2) anti-cold climate operational and maintenance procedures, for example:
① continuous circulation of fluids and/or heating media;
② use of heating arrangements in low air temperature environments;
③ application of lubricants in exposed and low temperature spaces;
④ applicable locations and application procedures of antifreeze;
⑤ use of oil fuel for emergency generators and lifeboat/rescue boat engines in low air
temperature environments;
⑥ applicable antifreeze and cleaning solutions for bridge windows;
⑦ draining and/or drying of pipelines prone to freezing;
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⑧ characteristics and application procedures of de-icing tools.
23.1.4.4 For DE-ICE notation, refer to 23.11.3 for the requirements for submittal of plans and
documents.
23.1.4.5 Anti-cold climate design diagrams and anti-cold climate operational and maintenance
procedures are always to be kept on board ships.
Section 2 MATERIALS AND WELDING

23.2.1.1 For ships intended to operate in low air temperature environments, the materials used
for hull structures and machinery and equipment are to satisfy the normal usage demands at the
design service temperature.
23.2.1.2 Material grades are to be selected based on design service temperature, material class
and thickness.
23.2.1.3 Materials and welding are to comply with the relevant requirements of PART TWO of
the Rules in addition to the requirements of this Section.
23.2.2 Materials of hull structural members

23.2.2.1 Steels for hull structures exposed to low air temperature environments are not to be of
lower grade than those specified in Table 23.2.2.2(1) and the material grade is to be selected in
accordance with Tables 23.2.2.2(2), 23.2.2.2(3) and 23.2.2.2(4).
23.2.2.2 As a special product, the steels for anchor chain cables and offshore mooring chains are
to be in accordance with the requirements of Section 12, Chapter 3, PART ONE of CCS Rules for
Materials and Welding, except that the use of grade 1 chain cables is not permitted. The highest
temperature for the impact test is -20℃.
23.2.2.3 The materials for hatch coamings, hatch covers, foundations of cranes and windlasses
are at least to be of class II. The material grade is to be selected in compliance with the
requirements for material class and thickness as given in Tables 23.2.2.2(2), 23.2.2.2(3) and
23.2.2.2(4) respectively.
Material Class in Low Air Temperature Environments Table 23.2.2.2(1)

Material class
Structural member
Structural member Within 0.4L Outside 0.4L
category
amidships amidships
Deck plating exposed to weather in general, side plating
Secondary ⑤ ⑥ I I
above CWL , transverse bulkheads above CWL
①
Strength deck plating
Continuous longitudinal members above strength deck,
Primary excluding longitudinal hatch coamings II I
⑥
Longitudinal bulkhead above CWL
⑥
Top wing tank bulkhead above CWL
Sheer strake at strength deck; stringer plate in strength deck
② ③
Special ; deck strake at longitudinal bulkhead ; continuous III II
④
longitudinal hatch coamings
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.
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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 are to be class III.
④ Not to be less than grade D/DH.
⑤ The Cold Waterline (CWL) is to be taken as 300 mm below the minimum design Ballast Waterline
(BWL).
⑥ Applicable to platings attached to shell plating exposed to low air temperature environments. At least
one strake is to be considered as the exposed plating which is to be at least 600 mm in width.
Material Grade Requirements for Class I in Low Air Temperature Environments

Table 23.2.2.2(2)
Design service temperature (℃)
Plate -23～-27℃ -28～-32℃ -33～-38℃ -39～-48℃ -49～-58℃ -59～-68℃
thickness
(mm) Higher Higher Higher Higher Higher Higher
Mild Mild Mild Mild Mild Mild
tensile tensile tensile tensile tensile tensile
steel steel steel steel steel steel
①
t≤10 A AH A AH B AH B AH D DH D DH
10<t≤15 A AH A AH B AH D DH D DH D DH
15<t≤20 B AH B AH B AH D DH D DH E EH
20<t≤25 B AH B AH D DH D DH D DH E EH
25<t≤30 B AH D DH D DH D DH E EH E EH
30<t≤35 D DH D DH D DH D DH E EH E EH
35<t≤45 D DH D DH D DH E EH E EH – FH
45<t≤50 D DH D DH E EH E EH – FH – FH
Note: ① If fully killed, grade A steel is also acceptable.
Material Grade Requirements for Class II in Low Air Temperature Environments

Table 23.2.2.2(3)
Plate -23～-27℃ -28～-32℃ -33～-38℃ -39～-48℃ -49～-58℃ -59～-68℃
thickness
t≤10 A AH A AH B AH D DH D DH E EH
10<t≤20 B AH B AH D DH D DH E EH E EH
20<t≤30 B AH D DH D DH E EH E EH – FH
30<t≤40 D DH D DH E EH E EH – FH – FH
40<t≤45 D DH D DH E EH – FH – FH – –
45<t≤50 E EH E EH E EH – FH – FH – –
Material Grade Requirements for Class III in Low Air Temperature Environments
Table 23.2.2.2(4)
Plate -23～-27℃ -28～-32℃ -33～-38℃ -39～-48℃ -49～-58℃ -59～-68℃
thickness
8-40
t≤10 B AH B AH D DH D DH E EH E EH
10<t≤20 B AH D DH D DH E EH E EH – FH
20<t≤25 D DH D DH E EH E EH E FH – FH
25<t≤30 D DH E EH E EH E EH – FH – FH
30<t≤35 E EH E EH E EH – FH – FH – –
35<t≤40 E EH E EH E EH – FH – FH – –
40<t≤50 E EH E EH – FH – FH – – – –
23.2.3 Machinery materials

23.2.3.1 Deck machinery materials are to comply with the requirements for steels for machinery
structures in Section 6, Chapter 3, PART ONE of CCS Rules for Materials and Welding. The
materials for lifting appliances are to be in accordance with CCS Rules for Lifting Appliances of
Ships and Offshore Installations, and the materials not covered in that Rules are to comply with
the requirements of 23.2.3.2 of this Section.
23.2.3.2 The material classes of members/components of machinery installations exposed to low
air temperature environments are to be in accordance with Table 23.2.3.2; the plates are to comply
with the requirements of 23.2.2.1 and castings and forgings are to comply with the requirements of
23.2.3.6 and 23.2.3.7 respectively.
Material Classes for Equipment and Members/Components Table 23.2.3.2

Main component Sub-component Class
Deck machinery and equipment
Cable lifter, gear wheel, shaft II
Windlass Foundation bolt, brake system, stripper bar II
Casing I
Gear wheel, shaft, foundation bolt II
Mooring winches
Casing I
Winch hydraulic motors II
Winch controls Hydraulics II
Bollards III
Fairleads/bits II
Crown/head, shackle and shank II
Anchor
Crown/head pin and shackle/swivel pin I
Anchor lashing II
Chain stopper II
①
Emergency towing system II
Exposed weight-bearing structures and machinery
II
components, cargo securing arrangements
Lifting appliances, boat davits/boat hooks II
Others
Ventilator, hatch cover, manhole cover I
Note: ① When emergency towing arrangements are used as bollards, the material is to be class III.
23.2.3.3 Charpy V-notch impact tests for materials of the piping systems (including pipes, valves
and fittings) for machinery equipment and systems exposed to low air temperature environments
are to be in accordance with the requirements as given in Tables 23.2.3.3(1) to 23.2.3.3(3).
23.2.3.4 The material classes specified in Tables 23.2.3.3(1) to 23.2.3.3(3) are opposite to the
classes of piping in Section 1, Chapter 2, PART THREE of the Rules, i.e. for class I piping, the
material class of the piping is to be class III.
23.2.3.5 In general, the Charpy V-notch impact energy of piping materials exposed to low air
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temperature environments is not to be less than 27 J.
Impact Testing Temperature Requirements for Class I in Low Air Temperature Environments
Table 23.2.3.3(1)
Wall thickness Design service temperature (℃)
(mm) -23～-27℃ -28～-32℃ -33～-38℃ -39～-48℃ -49～-58℃ -59～-68℃
t≤10 +20 +20 +20 0 -20 -20
10<t≤15 +20 +20 0 -20 -20 -20
15<t≤20 0 0 0 -20 -20 -40
20<t≤25 0 0 -20 -20 -20 -40
25<t≤30 0 -20 -20 -20 -40 -40
30<t≤35 -20 -20 -20 -20 -40 -40
35<t≤45 -20 -20 -20 -40 -40 -40
45<t≤50 -20 -20 -40 -40 -60 -60
Impact Testing Temperature Requirements for Class II in Low Air Temperature Environments
Table 23.2.3.3(2)
(mm) -23～-27℃ -28～-32℃ -33～-38℃ -39～-48℃ -49～-58℃ -59～-68℃
t≤10 +20 +20 0 -20 -20 -40
10<t≤20 0 0 -20 -20 -40 -40
20<t≤30 0 -20 -20 -40 -40 -60
30<t≤40 -20 -20 -40 -40 -60 -60
40<t≤45 -20 -20 -40 -60 -60 –
45<t≤50 -40 -40 -40 -60 -60 –
Impact Testing Temperature Requirements for Class III in Low Air Temperature Environments
Table 23.2.3.3(3)
(mm) -23～-27℃ -28～-32℃ -33～-38℃ -39～-48℃ -49～-58℃ -59～-68℃
t≤10 0 0 -20 -20 -40 -40
10<t≤20 0 -20 -20 -40 -40 -60
20<t≤25 -20 -20 -40 -40 -60 -60
25<t≤30 -20 -40 -40 -40 -60 -60
30<t≤35 -40 -40 -40 -60 -60 –
35<t≤40 -40 -40 -40 -60 -60 –
40<t≤45 -40 -40 -60 -60 -60 –
45<t≤50 -40 -40 -60 -60 – –
23.2.3.6 Steel forgings and castings used for exposed machinery and system components are to
be made of killed steel and to comply with the relevant requirements of Chapters 5 and 6, PART
ONE of CCS Rules for Materials and Welding.
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23.2.3.7 The impact testing temperature for steel forgings and castings is given in Table 23.2.3.7.
For steel the yield strength of which is less than 305 N/mm2, the minimum average impact energy
is to be 27 J; for steel the yield strength of which is equal to or greater than 305 N/mm2, the
minimum average impact energy is to be 34 J.
Impact Testing Temperature Requirements for Steel Forgings and Castings in Low Air
Temperature Environments Table 23.2.3.7
Class
-23～-27℃ -28～-32℃ -33～-38℃ ≤-39℃
Class I or II -20 -20 -40
Specially considered
Class III -20 -40 -40
Note: For the manufacturing and installation of non-welded members, the testing temperature may increase by
20℃, but not more than 0℃.
23.2.4 Welding
23.2.4.1 The welding technical requirements for hull structural members and machinery
structural members/components are to be referred to in Section 2, Chapter 5, PART THREE of
CCS Rules for Materials and Welding.
23.2.4.2 The selection of welding consumables are to satisfy the performance requirements of
the pieces to be welded. For welding of high strength quenched and tempered steel, low hydrogen
welding consumables are to be used.
23.2.4.3 The finished welds are to comply with the rules requirements.
Section 3 SHIP ARRANGEMENTS

23.3.1.1 Equipment and areas that require anti-icing/anti-freezing measures are as far as possible
to be situated in protected locations, such as enclosed spaces, semi-enclosed spaces or covered by
curtains.
23.3.1.2 For structures, equipment and pipes, the heating capacity for anti-icing and
anti-freezing arrangements is to be sufficient to prevent icing or freezing in low air temperature
environments, the arrangements are to be able to maintain a surface temperature of at least 3℃
under the minimum anticipated temperature.
23.3.1.3 In anti-icing and anti-freezing arrangements using heating, special attention is to be
paid to the heat transfer from the heating cables or pipes to the equipment or structure to be heated.
The spacing and fastening of heating cables or pipes are to be appropriate for efficient heating to
keep the equipment or structure ice-free under the minimum anticipated temperature.
23.3.1.4 For anti-icing and de-icing arrangements applying heating by fluids in pipes, the
installation is to ensure that the heating fluid maintains its heating effectiveness under the
minimum anticipated temperature.
23.3.2 Accommodation
23.3.2.1 Accommodation heating systems are to be capable of maintaining a reasonable internal
temperature in all spaces normally occupied when the ship is at sea. Supplementary heaters may
also be used in accommodation and other manned spaces in addition to the air conditioning
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heating system specified in 23.6.4.12.
23.3.2.2 Heating arrangements are to be provided for the following spaces, but not limited to,
containing machinery and equipment for essential or emergency services to satisfy the service
demands of such spaces:
(1) Navigation bridge;
(2) Radio room;
(3) Hospital room (including sick bay);
(4) Battery room;
(5) Mooring rope stores (including the bosun's store);
(6) Observation/security cabins (where fitted);
(7) Enclosed forecastle/sheltered deck (where fitted);
(8) Under-deck passageways (where fitted);
(9) Main engine and auxiliary machinery space(s) (including individually arranged main generator
room);
(10) Azimuth thruster space(s) (including pods);
(11) Boiler room;
(12) Workshop room and store(s);
(13) Engine control room;
(14) Switchboard room;
(15) Steering gear room;
(16) Bow thruster(s) room;
(17) Emergency generator room;
(18) Fire control station(s);
(19) Fire-fighting appliances stores;
(20) Stores for de-icing, anti-freezing measures (where fitted);
(21) Emergency fire pump-room.
In general, fixed heating arrangements are to be used. For items (6), (7), (10) to (13) above, when
the design service temperature is not lower than -25℃, portable heating arrangements may be
accepted.
23.3.2.3 Accommodation requiring heating arrangements to maintain a reasonable internal
temperature is to be provided with a fixed thermometer.
23.3.3 Tanks
23.3.3.1 The ship is to have an appropriate arrangement to prevent the surfaces in ballast tanks,
fresh water tanks and other relevant tanks from freezing over considering the minimum anticipated
temperature.
23.3.3.2 Tank arrangements are to be such that fuel oil tanks are to be maintained 10℃ above
the fuel’s pour point and water tanks are to be maintained not lower than 2℃ under the minimum
anticipated temperature.
23.3.3.3 Different anti-freezing measures are to be used depending on conditions, such as
continuous circulation, bubble turbulence or convection-inducing systems, etc.; where the design
service temperature is below -40℃, convection-inducing measures are to be used, such as a
vertical heating coil.
23.3.3.4 Level gauging arrangements of the tank is to function under the minimum anticipated
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temperature.
23.3.3.5 Where the ballast tank is fully below the light service waterline or lower ice waterline,
whichever is lower, and where the fresh water tank is not adjacent to the shell or deck and is
located in the heated area, anti-freezing measures may not be provided, unless specified otherwise.
23.3.4 Superstructures and deckhouses

23.3.4.1 For ships operating in polar waters, the bridge wings are to be enclosed and both sides
are to be visible without opening the bridge doors and windows. Additional conning positions, if
any, are to be enclosed.
23.3.4.2 Bridge windows are to be fitted with heating and cleaning systems and are to function
under the minimum anticipated temperature. Where the water flushing system is fitted, measures
are to be taken to prevent pipelines and fittings from freezing and thus becoming inoperable.
23.3.4.3 Navigation bridge doors and the adjacent deck areas are to be so arranged as to prevent
ice and snow accretion.
23.3.4.4 Bridge sidescuttles (including window wipers) are to be heated as required and external
access for cleaning is to be provided.
23.3.4.5 At least one of the Master’s cabin windows is to have a heating arrangement for a view
over the cargo deck where necessary.
23.3.4.6 Windows in accommodation spaces are generally to be double-glazed except for those
on ships operating in low air temperature environments occasionally or for a short period.
23.3.4.7 Exterior stairs and railings not forming the escape routes are to be provided with
anti-icing or de-icing protection.
23.3.5 Helicopter decks

23.3.5.1 Helicopter decks or hovering areas, if provided, are to be provided with de-icing
measures.
Section 4 STABILITY

23.4.1.1 Ships operating in low air temperature environments are to have sufficient stability
when subject to ice accretion under the minimum anticipated temperature.
23.4.1.2 Ships operating in low air temperature environments are to be:
(1) designed to minimize the accretion of ice;
(2) equipped with such means for removing ice; for example, electrical and pneumatic devices,
and/or special tools such as axes or wooden clubs for removing ice from bulwarks, rails and
erections;
(3) monitored for ice accretion during operation and appropriate measures are to be taken to
ensure that ice accretion allowance does not exceed the value specified in the Stability Manuel.
23.4.2 Intact stability

23.4.2.1 Intact stability of ships when subject to ice accretion is to comply with the relevant
requirements in Section 9, Chapter 1, PART TWO of the Rules.
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23.4.2.2 For ships operating in low air temperature environments, the following icing
allowances are to be considered in the stability calculation:
(1) 30 kg/m2 on exposed decks and gangways;
(2) 7.5 kg/m2 for projected lateral area of each side of the vessel above the water plane; and
(3) the projected lateral area of discontinuous surfaces of rail, sundry booms, spars (except masts)
and rigging of vessels having no sails and the projected lateral area of other small objects are to be
computed by increasing the total projected area of continuous surfaces by 5% and the static
moments of this area by 10%.
23.4.2.3 The Stability Manuel is to contain the information on ice accretion allowance in the
stability calculation.
Section 5 WATERTIGHT AND WEATHERTIGHT INTEGRITY

23.5.1.1 For ships operating in low air temperature environments, all closing appliances and
doors related to watertight and weathertight integrity onboard are to be operable.
23.5.2 Hatches, side doors and cargo loading doors

23.5.2.1 For ships intended to operate in low air temperature environments (except for those
navigating in the cold areas occasionally or for a short period), the following requirements are also
to be complied with:
(1) If the hatches or doors are hydraulically operated, measures are to be taken to prevent liquid
from freezing or excessive viscosity.
(2) Watertight and weathertight doors, hatches and closing devices not in habitable environments
but required for use while at sea are to be so designed as being operable by persons wearing heavy
winter clothes and thick mittens.
23.5.2.2 Ramp doors and side doors are to be provided with means to remove ice accretion
around hatches and doors.
23.5.3 Freeing ports, scuppers, discharges and inlets

23.5.3.1 For ships intended to operate in low air temperature environments, freeing ports,
scuppers, discharges and inlets are to be kept clear.
23.5.3.2 Freeing ports are to comply with the following requirements:
(1) freeing ports are to be fitted with anti-icing protection;
(2) if a shutter is fitted on the freeing port, it is to be provided with heating sufficient for
maintaining its opening ability;
(3) increasing the freeing port area by 30% is accepted as an alternative to heating.
23.5.3.3 For decks, passageways and muster areas that are required to be kept ice-free, the
scuppers and discharges in such spaces are to be provided with anti-freezing protection.
Section 6 MACHINERY INSTALLATIONS
8-46
23.6.1.1 All machinery, equipment and systems, including pipes and cabling, are to be located
inside spaces as far as practicable to minimize exposure to low air temperature environments
where ice and snow accretion are likely to occur.
23.6.1.2 Main and auxiliary machinery and exposed essential machinery equipment are to be
capable of operating satisfactorily under the minimum anticipated temperature.
23.6.1.3 Each machinery and system on board ships are to be provided with the following
appropriate protection methods to prevent effects of low temperatures and ice accretion:
(1) heating (space and/or dedicated arrangements for equipment/systems);
(2) de-icing equipment;
(3) covers (where PVC covers or other water resistant materials are used, they are to be fixed
firmly to prevent unintended removal in severe weather conditions);
(4) drainage;
(5) insulation;
(6) selection of materials;
(7) selection of lubricants, oils, hydraulics and greases, etc.
23.6.1.4 Where heating arrangements are provided, they are to be fitted with the following:
(1) means for ascertaining the temperature;
(2) for systems where heating arrangements could result in excessively high temperatures or
pressures being generated, that may cause damage, malfunction or braking of equipment, there are
to be arrangements provided for cutting off the heating;
(3) appropriate control arrangements;
(4) indication of the system(s) operation;
(5) where failure of a heating arrangement could result in a hazardous situation, an alarm is to be
activated.
23.6.2 Main and auxiliary machinery

23.6.2.1 To ensure the starting capacity of ships from the dead-ship condition, due consideration
is to be given to the impacts of the minimum anticipated temperature on the relevant machinery
and electrical equipment.
23.6.2.2 The combustion air system of the prime mover is to be suitable for the minimum
anticipated temperature.
(1) The arrangements for air supply to main propulsion, main generators and emergency
generators are to ensure that the engine manufacturer's specification for air intake temperature is
complied with.
(2) Turbochargers and the associated combustion air system for internal combustion engines are to
be so designed as to obtain surge-free operation throughout the range of ambient air temperatures
in which the ship is expected to operate.
(3) For ships operating in polar waters all year round, where the design service temperature is
below -40℃, the combustion air is to be led directly from the weather to the engines having a
rated power of 100 kW and over by way of ducting or other suitable means.
(4) The combustion air intakes are to be located on both sides of the ship and so arranged as to
prevent the recirculation of engine exhaust gases into the combustion air intakes, ice/snow
accretion and blockage of the duct.
8-47
(5) Combustion air for other internal combustion engines used as prime movers is to be provided
in accordance with the manufacturer’s recommendations. The details and arrangements will be
subject to special consideration of CCS.
23.6.2.3 The lubricating oil of the engine is to be maintained at the proper minimum temperature
in accordance with the manufacturer’s recommendations to allow equipment start-up. The use of
steam heating coils within prime mover sump tanks is not permitted.
23.6.2.4 Under the anticipated seawater temperature condition, oil-lubricated bearings are to be
provided with means to heat the lubricating oil to maintain viscosity in accordance with the
bearing manufacturer’s requirements; water-lubricated bearings are to be suitable for continuous
operation in low temperatures.
23.6.2.5 Steering gear components are to be provided with greases or lubricating oils suitable for
low temperature unless they are arranged in positive temperature spaces.
23.6.2.6 Azimuth propulsion systems as well as ship steering systems (such as pods) are to be
provided with suitable provisions to prevent freezing, including heating arrangements, suitable
lubricating oils, hydraulic oils and antifreeze.
23.6.2.7 Where an auxiliary boiler serves anti-cold climate arrangements simultaneously, its
capacity is to satisfy the demand under the minimum anticipated temperature; for ships operating
in polar waters all year round, where the design service temperature is below -40℃, at least two
auxiliary boilers are to be provided, either of which is to satisfy the demand of the ship.
23.6.3 Deck machinery

23.6.3.1 Exposed control panels of deck machinery are to be provided with protective covers or
heating arrangements for anti-freezing protection.
23.6.3.2 Where ice accretion occurs to cranes on deck in low air temperature environments, the
cranes are to be able to withstand ice accretion allowance in the stowed and operating conditions
as applicable. Crane foundations and supporting structures are also to be able to support a crane
with the ice accretion allowance under consideration above.
23.6.3.3 Means are to be provided for habitable working conditions in exposed crane cabs,
where fitted, by providing internal space heating arrangements. Cab windows are to be provided
with heating arrangements to prevent icing.
23.6.3.4 Suitable provisions for cold start at the design service temperature of exposed deck
cranes are to be provided. Suitable lubricating oils and greases, circulation facilities for hydraulic
oils and a flushing system for the hydraulic oil are to be provided.
23.6.3.5 The anchor windlass and exposed windlass controls are to be provided with appropriate
covers or heating arrangements for anti-freezing protection. Alternatively, they are to be arranged
in enclosed or semi-enclosed deck areas. Anchor chains are to be capable of being de-iced
manually.
23.6.3.6 The hawse pipes are to be provided with anti-freezing protection or de-icing protection
by steam or hot water.
23.6.3.7 Hawse pipe wash lines are to be provided with continuous circulation or heating
arrangements for anti-freezing protection of water in the pipes.
23.6.3.8 Mooring winches are to be provided with suitable covers or heating arrangements for
anti-freezing protection. De-icing measures are to be arranged in the vicinity of mooring winches.
23.6.3.9 The foundations of anchor windlass and mooring winches may be cast by epoxy resin,
8-48
the minimum anticipated temperature is to be taken into account for selection of the epoxy resin.
23.6.4 Piping systems

23.6.4.1 Piping systems are to be so designed as to minimize exposure of crew to low air
temperature environments during normal operation and routine maintenance.
23.6.4.2 The possibility of ingress of ice/snow and the adverse impacts of low air temperature
and ice accretion are to be taken into account for piping systems located in exposed or low
temperature spaces. Exposed piping systems are to be suitable for the minimum anticipated
temperature.
(1) Hoses in low air temperature environments are to maintain their flexibility and tightness.
(2) Exposed valves are to avoid freezing of fluids on either side of the valve and to prevent the
accumulation of snow and spray ice.
(3) Piping components located in exposed or low temperature spaces, such as valve control units,
manifolds, vents, gasket seals, and thermal instruments such as indicators, sensors and other
fittings, are to be provided with anti-icing, anti-freezing protection or other means to provide for
continued functionality.
(4) Pipes in which fluids are liable to freezing are to be so arranged as to be drained effectively,
otherwise means are to be provided for anti-freezing protection.
(5) Overboard discharge outlets are normally to be arranged below the waterline.
(6) Overboard discharge valves arranged in low temperature spaces or above the waterline are to
be provided with low pressure steam connections for clearing purposes, unless anti-freezing
measures are provided.
(7) Due consideration is to be given to the thermal expansion and cold contraction impacts on
pipes due to temperature difference for piping arrangements in exposed and low temperature
spaces.
23.6.4.3 Vent piping systems and sounding pipes are to maintain functionality in low air
temperature environments.
(1) For air pipes and pipe heads arranged in exposed or low temperature spaces, measures are to
be taken to prevent blockage due to internal humidity freezing.
(2) Exposed air vent pipe heads are to be provided with anti-icing measures against blockage, such
as heat tracing or protective cover; where protective covers are provided against icing, the covers
are not to interfere with the free flow of air through the vent openings.
(3) Sounding pipes of tanks are to be provided with anti-freezing measures for ready availability.
(4) Where the tank is provided with heating arrangements, anti-freezing measures may be
exempted for the vent piping system and sounding pipe upon calculation.
23.6.4.4 Ballast water piping systems are to maintain functionality in low air temperature
environments.
(1) The use of gray cast iron material for piping, valves and fittings is prohibited.
(2) Where local freezing of ballast tanks is unavoidable, GRP piping and other system components
in the tanks likely to be damaged by freezing and fallen ice are to be suitably protected.
(3) Where sea chests are provided for ballast water piping system separately, direct steam
connections to the sea chests are to be provided for de-icing purposes; alternatively, a sea bay and
heating arrangements may be used.
(4) Sea inlet valves are to be provided with low pressure steam connection for clearing purposes.
8-49
(5) Overboard discharge outlets are generally not to be above the waterline; where they must be
above the waterline, suitable heating arrangements are to be provided for ballast water discharge
pipes.
(6) Where the design service temperature is below -40℃, suitable heating arrangements are to be
provided for ballast water discharge pipes.
23.6.4.5 Fresh water piping systems in low air temperature environments are to be provided with
suitable anti-freezing arrangements.
(1) Fresh water pipes are to be arranged in positive temperature spaces as far as practicable and
are to be thermally insulated or heat traced when running through low temperature spaces.
(2) Exposed sections of fresh water lines are to be fitted with an isolating valve located inside a
positive temperature space such that the exposed length can be drained, and in general a dry air
blow connection is to be provided at the most forward end.
(3) Fresh water generation systems’ inlet temperatures are to comply with the manufacturer’s
requirements.
23.6.4.6 Drainage piping systems are to maintain functionality in low air temperature
environments.
(1) Drainage pipes are to be arranged in positive temperature spaces as far as practicable or heat
traced.
23.6.4.7 Fuel oil piping systems are to maintain functionality in low air temperature
environments.
(1) In addition to adding additives to fuel oil, where necessary, fuel oil tanks for engines and
boilers are to be provided with heating coils to ensure continuous supply of fuel oil in the
(2) Where ships need to be filled with fuel oil in low air temperature environments, fuel oil filling
stations are to be located in an area sheltered from the weather for access and operation. For fuel
oil filling pipes located on the deck, alternative arrangements to protect the filling pipes are to be
provided such as a removable or hinged cover may be installed.
(3) Where the design service temperature is below -25℃, fuel oil filling pipes and transfer pipes
arranged in exposed and low temperature spaces are to be heat traced and thermally insulated.
23.6.4.8 Seawater cooling piping systems are to ensure normal seawater supply in the
anticipated environments.
(1) At least one sea chest is arranged as such to prevent the blockage of seawater inlet gratings and
seawater pipe inlets by floating ice.
(2) Sea chest valves are to be provided with low pressure steam connection for clearing purposes.
(3) Where the design service temperature is below -40℃, cooling water drainage pipes are to be
provided with suitable heating arrangements.
(4) As an alternative to (1), (2) and (3) above, ballast water may be circulated as cooling water for
main and auxiliary engines, and relevant heat balance calculations are to be submitted.
23.6.4.9 Compressed air piping systems are to ensure supply of sufficiently dry compressed air
to essential systems in low air temperature environments.
(1) Compressed air for low temperature spaces is to have a dew point not higher than the design
service temperature, but at least as low as -25℃.
(2) Compressed air supplying control air to exposed facilities is to have a dew point not higher
than the minimum anticipated temperature.
8-50
(3) Where the design service temperature is not lower than -25℃, heating arrangements may be
used as an alternative to (1) and (2) above; where the design service temperature is lower than
-25℃, heating arrangements are to be provided for control air.
(4) Compressed air pipes arranged on exposed decks are to be provided with drainage valves at the
lowest position.
23.6.4.10 Hydraulic piping systems are to maintain functionality in low air temperature
environments.
(1) Hydraulic oil is to either be of a type that maintains an acceptable viscosity, or the hydraulic
system is to have heating or circulation arrangements to keep fluids at an appropriate temperature
to ensure the operability of the essential systems they serve.
(2) As far as practicable, hydraulic oil power packs are to be sited in positive temperature spaces.
Where this is not practicable, the hydraulic oil and piping system are to be suitable for operation
under the minimum anticipated temperature.
(3) Exposed control stand valves for hydraulic oil lines used for remote control are to be provided
with heating arrangements for anti-freezing protection of the mechanism.
(4) Where the design service temperature is lower than -25℃, heating arrangements are to be
provided under the bottom of hydraulic oil tank in low temperature spaces; where the design
service temperature is lower than -40℃, hydraulic pipes in low temperature spaces are also to be
thermally insulated or heated.
23.6.4.11 Steam piping systems are to maintain functionality in low air temperature
environments.
(1) Means are to be provided for anti-freezing protection of condensate in exposed steam pipes, by
thermal insulation or by compressed air blow when not in use.
23.6.4.12 HVAC systems are to operate effectively under the minimum anticipated temperature.
(1) Accommodation spaces are to be heated at least to 18℃ under the minimum anticipated
temperature and maintained at this temperature.
(2) The maximum fresh air ratio in accommodation spaces is to be 0.5.
(3) The relative humidity of spaces fitted with HVAC systems is to be maintained in the range
between 30% and 70%.
(4) Condensate on the inner bulkheads of accommodation spaces is to be kept at a minimum and
effective condensate drainage systems are to be provided.
(5) Condensate on observation windows of the navigation bridge and cargo control room are to be
kept at a minimum.
(6) Closing appliances for ventilation inlets and outlets are to be suitably arranged to prevent
disturbance by snow and ice accretion and to maintain the effectiveness of air circulation.
23.6.5 Electrical equipment

23.6.5.1 In addition to complying with the requirements of Section 1, Chapter 2, PART FOUR of
the Rules, the capacity of the main power source is to be sufficient to supply the air-conditioning
system and heating arrangements provided to keep spaces at positive temperatures.
23.6.5.2 In addition to complying with the requirements of Section 2, Chapter 2, PART FOUR of
the Rules, the emergency power source is to supply the following equipment and ensure 18 h for
cargo ships and 36 h for passenger ships:
(1) power to the heating arrangements in the following spaces:
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① navigation bridge;
② radio room;
③ engine room centralized control room;
④ workshop;
⑤ cargo control room;
⑥ fire control room;
⑦ hospital room;
⑧ at least one public space of cargo ships (such as crew mess room and recreation room), one
or several public spaces of passenger ships sufficient to hold all passengers and crew;
⑨ battery room;
⑩ emergency generator room;
○
11 emergency fire pump room;
(2) heat tracing for any piping associated with the emergency consumer;
(3) auxiliary boiler, if provided, with the control, monitoring and safety system.
23.6.5.3 Generators and electric motors installed on exposed decks and in low temperature
spaces are to be provided with condensation-proof arrangements as well as lubricating oil suitable
for the design service temperature if the bearings require forced lubrication or pre-lubrication.
23.6.5.4 Distribution boxes, switchboards and controllers on exposed decks and in low
temperature spaces are to be provided with condensation-proof arrangements.
23.6.5.5 Electric cables on exposed decks and in low temperature spaces are to be type approved
according to the design service temperature. Electric cables on exposed decks are to be protected
by metallic pipes or lines or sheaths.
23.6.5.6 Where electrical equipment is used to heat battery rooms, the explosion group and
temperature class of equipment is not to be lower than IIC T1.
23.6.5.7 Illumination lights and navigation lights installed on exposed decks are to be suitable
for the design service temperature. Where lights mentioned above cannot generate sufficient heat
to keep the light fixture ice-free, they are to be readily accessible and suitable for manual de-icing,
or heating arrangements are to be provided.
23.6.5.8 Where closed circuit television systems are fitted on exposed decks, these are to be
provided with heating arrangements or covers, to prevent the equipment from damages or
abnormal operation due to freezing.
Section 7 FIRE FIGHTING

23.7.1.1 Fire-fighting systems and appliances are to be readily available at the design service
temperature.
23.7.1.2 Fire mains and fire-fighting system piping are to be provided with the following
anti-freezing protection, but not limited to:
(1) located in a heated passageway; or
(2) provided with heat tracing; or
(3) arranged as a dry system.
23.7.1.3 Where piping is arranged as a dry system, drains are to be located at the lowest points
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in the system, and connection means of compressed air vent pipe are to be provided at the end of
the pipe other than the end where the drains are located in order to maintain the line drying. The
piping layout is to ensure that all water will drain to them without being trapped in U-bends, low
points or dead-ends.
23.7.1.4 For the fire-fighting system, isolating valves are to be provided between pipelines on
exposed deck and those in the heated spaces. The isolating valves in exposed locations are to be
provided with anti-icing protection and located in areas where it is easily accessible.
23.7.1.5 Fire extinguishing agents (foams, powders, gases) are to be rated for operation at the
23.7.1.6 Hydrants are to be provided with anti-icing and anti-freezing protection. The stowage
positions for fire hoses and nozzles are to be provided with anti-icing and anti-freezing protection,
the hoses and nozzles are to be dried immediately after use.
23.7.1.7 Portable extinguishers located in exposed and low temperature spaces are to be rated for
operation at the design service temperature. The storage facilities of the portable extinguishers are
to be provided with anti-icing protection and readily accessible.
23.7.1.8 All two-way portable radiocommunication equipment are to be operable at the design
service temperature.
23.7.2 Fire pumps

23.7.2.1 All fire pumps, including emergency fire pumps, are to be installed in positive
temperature spaces to ensure the ship’s normal operation of the fire-fighting system under the
23.7.2.2 Main fire pumps, if provided with separate sea chests, are arranged as such to prevent
the blockage of seawater inlet gratings and seawater pipe inlets by floating ice.
23.7.2.3 Sea chests of emergency fire pumps are to be provided with means for heating,
insulation or low pressure steam connection to prevent the blockage by floating ice.
23.7.3 Fire-fighter’s outfits

23.7.3.1 Fire-fighter’s outfits are to be stowed in easily accessible positive temperature spaces.
23.7.4 Escape routes

23.7.4.1 Essential emergency routes, such as escape routes, muster areas, lifeboat embarkation
areas, are to be provided with anti-icing protection. Where exposed decks of the ship have no
anti-icing requirements, de-icing tools to remove ice and snow accretion are to be provided to
ensure the safety of persons onboard. Gangways and ramps are to be provided with de-icing
arrangements.
23.7.4.2 Overhead structures are to be provided with de-icing or other arrangements to prevent
injuries to persons or damages to essential safety equipment/structures by fallen ice.
23.7.4.3 Escape routes are to be provided with anti-icing protection to ensure that the escape
routes are ice-free or providing a minimum ice-free width of 700 mm, enabling the use of at least
one railing. Railings that are important as hand-holds (stairs, escape ways) are to have anti-icing
protection. Railings that function only as barriers, but are not intended as handholds, may be
provided with de-icing arrangements only.
23.7.4.4 External handrails on routes, stairways and ladders, if provided with heating
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arrangements for anti-icing protection, are to be fitted with arrangements to cut off automatically
in the event of excessively high temperatures to prevent injuries to persons when in contact.
23.7.4.5 Escape routes are to be so dimensioned as not to hinder passage for persons wearing
polar clothing.
23.7.4.6 Exits forming escape routes are to be provided with anti-icing and de-icing measures
and door seals are to be suitable for the design service temperature.
Section 8 LIFE-SAVING APPLIANCES AND ARRANGEMENTS

23.8.1.1 The performance standards of life-saving appliances and arrangements are to comply
with the requirements of this Section in addition to the provisions of the International
Life-Saving Appliance (LSA) Code.
23.8.1.2 Life-saving appliances and arrangements are to be fully functional at the design service
temperature (DST).
23.8.1.3 For ships operating in polar waters, life-saving appliances and arrangements are to be
fully operable at the design service temperature (DST) during the maximum expected rescue time.
23.8.1.4 For ships the design service temperature (DST) of which is below -30℃, the muster
station is to be located inside space.
23.8.1.5 The bridge and exposed deck life-buoys are to be provided with anti-icing protection
and be arranged such that it is immediately deployable by the crew.
23.8.2 Lifeboats
23.8.2.1 Lifeboats are to be of totally enclosed type. The capacity of the lifeboats is to be sized
for persons dressed in heat-insulated immersion suits or anti-cold climate clothing.
23.8.2.2 Lifeboat engines are to start within 2 min at the design service temperature (DST). Two
separate power sources are to be provided for the start-up of lifeboat engines. Lifeboat engine
batteries are to be suitable for low temperature conditions.
23.8.2.3 The cooling system for lifeboat engines is to ensure that the engines are operable at the
design service temperature (DST).
23.8.2.4 Cooling water, fuel and lubricating oils for engines are to be suitable for engine
operation at the design service temperature (DST).
23.8.2.5 Heating arrangements are to be provided in way of the lifeboat doors.
23.8.2.6 Heating arrangements are to be provided for lifeboat windows at the operating position,
and measures are to be taken to maintain clear field of vision.
23.8.2.7 Consideration is to be given to the capacity of drinking water containers to be suitable
to allow for expansion due to freezing.
23.8.2.8 Additional rations, equaling to at least 30% of the amount specified in the LSA Code,
are to be provided for ships usually operating in low air temperature environments.
23.8.2.9 The release mechanism of lifeboats is to be provided with heating or other
arrangements to ensure safe release at the design service temperature (DST).
23.8.2.10 Suitable de-icing tools are to be provided in the vicinity of the stowage positions for
lifeboats.
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23.8.3 Rescue boats
23.8.3.1 Rescue boats provided onboard are to be rigid rescue boats.
23.8.3.2 Cooling water, fuel and lubricating oils for engines are to be suitable for engine
operation at the design service temperature (DST).
23.8.4 Liferafts
23.8.4.1 Where the design service temperature (DST) is blow -30℃, the inflation of inflatable
liferafts is to be completed within a period of 3 min.
23.8.4.2 Where the design service temperature (DST) is below -30℃, the container and
hydrostatic release mechanism for liferafts are to be provided with heating or other arrangements
to ensure easy launching, inflation and release of the liferafts at the design service temperature
(DST).
23.8.4.3 Where manual inflation pumps for inflatable liferafts are provided onboard, the pumps
are to be stowed in positive temperature spaces in the vicinity of the inflatable liferafts.
23.8.4.4 Additional rations, equaling to at least 30% of the amount specified in the LSA Code,
are to be provided for ships usually operating in low air temperature environments.
23.8.4.5 Suitable de-icing tools are to be provided in the vicinity of the stowage positions for
lifeboats.
23.8.5 Launching appliances for survival craft and rescue boats

23.8.5.1 Hydraulic oil and lubricating oil for launching and embarkation appliances are to be
suitable for operation at the design service temperature (DST). Greases suitable for operation in
low temperatures are to be provided for davits and release hooks.
23.8.5.2 Electric motors, winches and automatic release hooks are to have moveable covers;
where the design service temperature (DST) is below -40℃, heating arrangements are to be
provided.
23.8.5.3 Electric motors, hydraulic units, winches, brakes and other components of launching
appliance are to be operable at the design service temperature (DST). Appropriate tests are to be
carried out to verify their operability.
23.8.5.4 Other members of launching appliances, such as winches, sheaves, winch brakes, etc.
are to be provided with heating or other arrangements to ensure safe launching of survival craft
and rescue boats at the design service temperature (DST).
23.8.5.5 The stowage positions for embarkation ladders are to be provided with covers or
heating arrangements to prevent ice accretion.
23.8.6 Communication
23.8.6.1 Fixed two-way VHF radio installations onboard lifeboats are to be capable of operation
at the design service temperature (DST).
23.8.6.2 For ships operating in polar waters, signal appliances fitted on all survival craft and
rescue boats are to be operable at the design service temperature (DST).
Section 9 NAVIGATIONAL SAFETY
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23.9.1.1 Radio installations and navigational equipment installed on exposed decks are to be
type tested according to the design service temperature.
23.9.1.2 Arrangements are to be made to prevent damage to antennae due to accumulation of ice
and snow except for whip type antennae. Antennae may be heated or placed in heated domes, or in
a place easily accessible for manual de-icing.
23.9.1.3 The movement of rotating antennae (e.g., radar, Inmarsat B and F) is not to be inhibited
by snow or ice.
23.9.2 Navigational equipment

23.9.2.1 Ships operating in polar waters are to be provided with two searchlights that can rotate
360 degrees horizontally and be remotely operated from the wheelhouse. Searchlight housing is to
use heated glass or be provided with covers to prevent accumulation of ice and snow. The rotation
mechanism is to be provided with anti-icing protection.
23.9.2.2 Magnetic compasses installed on exposed decks are to be provided with protective
covers.
Section 10 SHIP TYPE SPECIFIC ADDITIONAL REQUIREMENTS

23.10.1.1 The requirements of this Section apply respectively to different ship types, including
oil tanker/chemical tanker, liquefied gas carrier, bulk carrier/ore carrier, offshore supply vessel and
other special ship types.
23.10.1.2 The above-mentioned ship types are to comply with the following specific
requirements in addition to the applicable requirements in Sections 1 to 9.
23.10.2 Bulk carrier/Ore carrier

23.10.2.1 Bulk carriers and ore carriers applying for Anti-Cold Climate notations are to comply
with the following requirements.
23.10.2.2 Ballast tanks and piping are to comply with the following additional requirements:
(1) If fitted, piping connecting the upper wing tanks and lower wing tanks is to have anti-freezing
protection. If a steam heating coil is fitted on the surface of this connecting pipe, it is to be
protected so as to avoid being damaged due to cargo loading and unloading operations.
(2) For double bottom tanks and lower wing tanks that may be exposed to the design service
temperature, ballast water inside such tanks is to be prevented from freezing. Water ingress alarms
of cargo holds and bilge piping are to take the impacts of low temperature into account.
(3) If an air bubble system or heating coil system is provided in the lower wing tank for
anti-freezing protection, no additional anti-freezing protection will be required for the upper wing
tank and connecting pipe.
23.10.2.3 Where cargo loading and unloading operations will be carried out in low air
temperature environments for long duration, the low-temperature performance of materials of
inner bottom plating of double bottom tanks and sloping bottom plating of lower wing tanks is to
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be considered in the design.
23.10.3 Oil tanker/Chemical tanker

23.10.3.1 Oil tankers and chemical tankers applying for Anti-Cold Climate notations are to
comply with the following requirements.
23.10.3.2 In addition to the provisions of 23.3.2.2, compartments requiring additional heating
arrangements are to include cargo control rooms, cargo pump rooms, oil discharge monitoring
equipment rooms (where fitted) as well as compressor rooms, motor rooms and cargo transfer
observation stations that may be fitted. For cargo control rooms and cargo transfer observation
stations, where the design service temperature is not lower than -25 ℃ , portable heating
arrangements may be accepted.
23.10.3.3 The emergency towing arrangements are to be provided with either anti-icing or
de-icing protection. The pre-rigged emergency towing arrangement is to have suitable cover or
heating arrangements for anti-freezing protection, or be located in an enclosed or semi-enclosed
deck area to be readily available.
23.10.3.4 Piping systems arranged on exposed decks are to comply with the following additional
requirements:
(1) For exposed cargo piping and piping supports installed on the main deck, including vent piping,
the design loads are to include the expected ice/snow accretion allowance.
(2) The supports for cargo piping systems on exposed deck are to be so arranged that free
expansion and contraction of the pipes during cargo operations cannot be blocked by ice/snow
accretion.
(3) Means are to be provided for anti-freezing protection of cargo fluids within exposed pipes,
particularly for small bore pipes such as cargo drain and pressure gauge lines. When the design
service temperature is below -25℃, the cargo and stripping lines on exposed deck are to be
provided with suitable heat tracing and thermal insulation.
(4) Exposed inert gas systems and relevant equipment are to comply with the following
requirements:
① the inert gas system scrubber is to be located in a compartment not affected by the weather.
The cooling water system for inert gas scrubber is to be provided with suitable means of
anti-freezing protection;
② means for the deck water seal are to be provided to ensure the added fluid to be free from
freezing. Proper application of antifreeze or provision of heating arrangements may be
used;
③ the exposed water supply and discharge lines to the deck water seal are to be provided with
heating arrangements or thermal insulation with continuous circulation;
④ the non-return valve for the deck water seal is to be provided with suitable drainage and a
set of control handles for testing;
⑤ the pressure/vacuum breakers are to be suitable for the minimum anticipated temperature.
Proper application of antifreeze or provision of heating arrangements may be used;
⑥ drainage lines are to be thermally insulated;
⑦ equipment requiring de-icing maintenance are to be grouped together as far as practicable
and readily accessible.
(5) Pressure/vacuum valves are to be provided with suitable anti-icing protection and de-icing
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measures so as to keep the valves readily operable.
(6) De-icing arrangements with steam or hot water are to be provided in areas designated for
control of cargo loading and unloading (including gangways), with a fixed pipeline on the deck
and connection valves for hoses.
23.10.3.5 The safe access to bow gangway is to either be provided with anti-icing protection, or
it is to be made of a grating with raised non-skid points that will give safe footing in the presence
of minor sea spray icing.
23.10.3.6 Monitoring systems are to comply with the following requirements:
(1) Heat tracing systems are to be provided with the temperature monitoring function so that any
system failure or temperature exceeding limits will result in an alarm at the manned control
station.
(2) The following instruments and equipment, when exposed to the low air temperature
environments, are to be provided with heat tracing systems:
① level indicators for cargo tanks;
② overflow control;
③ pressure gauges;
④ temperature-indicating devices;
⑤ instrumentation for gas detection systems.
23.10.4 Liquefied gas carrier (LPG/LNG)

23.10.4.1 LPG and LNG carriers applying for Anti-Cold Climate notations are to comply with
the following requirements.
23.10.4.2 For cargo containment system or any cover for the containment system exposed
outside the hull, the requirements of 4.3.4 of CCS Rules for Construction and Equipment of Ships
Carrying Liquefied Gas in Bulk are to be complied with, taking into account the following ice and
snow loads on the system or the cover in low air temperature environments:
(1) static load of ice and snow;
(2) dynamic load from sliding or dropped ice.
23.10.4.3 In addition to the provisions of 23.3.2.2, compartments requiring additional heating
arrangements are to include cargo control rooms, cargo pump rooms, nitrogen storage rooms as
well as compressor rooms, motor rooms and cargo transfer observation stations that may be fitted.
For cargo control rooms and cargo transfer observation stations, where the design service
temperature is not lower than -25℃, portable heating arrangements may be accepted.
23.10.4.4 The emergency towing arrangements are to be provided with either anti-icing or
de-icing protection. The pre-rigged emergency towing arrangement is to have suitable cover or
heating arrangements for anti-freezing protection, or be located in an enclosed or semi-enclosed
23.10.4.5 Exposed cargo related systems are to function properly in low air temperature
environments and under ice/snow accretion conditions:
(1) For exposed cargo piping and piping supports installed on the main deck, including vent piping,
the design loads are to include the expected ice/snow accretion allowance.
(2) The supports for cargo piping systems on exposed deck are to be so arranged that free
expansion and contraction of the pipes during cargo operations cannot be blocked by ice/snow
accretion.
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(3) Where LNG carriers utilize cargo boil-off as fuel for propulsion power, particularly operating
in the “gas only mode”, the normal rate of boil-off (NBOR) is to take into account the minimum
anticipated temperature, and the provisions for forced boil-off are to be adequate.
(4) Exposed safety relief valves and other valves are to be arranged in such a way as to provide
their local and remote activation under all circumstances. De-icing and heat tracing arrangements
are to be provided for the valves. Valve actuators with local position indicators are to be of the
enclosed type.
(5) Emergency shutdown (ESD) valves are to be provided with anti-icing protection.
(6) All piping and pressure/vacuum protection systems (including valves) are to be provided with
heat tracing arrangements so as to keep them readily operable.
(7) The maximum temperature of heating media within the cargo area is to be controlled within
safe and controllable limits, taking into account the auto ignition temperature of the cargoes being
carried.
(8) Equipment used for the environmental control of the cargo spaces, inter-barrier spaces and
other spaces are to be designed to maintain a dew point below the lesser of the design service
temperature or -30℃.
(9) Spaces required to be ventilated before entering are to be equipped with suitable means of
pre-heating the ventilation systems to provide for their proper functioning at the design service
temperature.
(10) If the cargo manifold and cargo vapor areas and associated valves are enclosed from the
weather, the enclosures are to be arranged in such a way as to provide for sufficient ventilation of
the space during cargo loading and unloading. Where mechanical ventilation is provided, the
number of air changes is to be at least 30 per hour based on the gross volume of the space. In
addition, gas detectors are to be provided.
(11) The vent mast head is to be designed to prevent blockage by ice accretion. Drip pans for the
purpose of collecting moisture in the vent mast are to be provided. Drip pans with associated drain
pipes inside the vent mast head and foot are to be provided with heat tracing.
(12) A steam-operated vapor heater for the purpose of preventing vapor descending to the deck is
to be installed in the vapor line before the vent riser used for controlled venting.
(13) Insulation of the boil-off gas piping is required in way of areas exposed or subject to the
(14) The air intakes and exhaust louvres for cargo control rooms, cargo pump rooms, compressor
rooms and motor rooms (where fitted) are to be provided with anti-freezing protection by de-icing
measures or heating arrangements.
(15) De-icing arrangements with steam or hot water are to be provided in areas designated for
control of cargo loading and unloading (including gangways), with a fixed pipeline on the deck
and connection valves for hoses.
(16) The piping system providing water curtain for the cargo loading and unloading area is to be
provided with anti-freezing arrangements. Seawater for the water curtain may be preheated to
avoid excessive ice accretion at the side shell plating.
23.10.4.6 A water spray system installed on exposed deck is to be equipped with heating
arrangements for anti-freezing protection, and to be dried immediately after use.
23.10.4.7 Dry chemical powder systems are to be so arranged as to prevent clogging of the
nozzles, and being capable of releasing the medium at the design service temperature.
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23.10.4.8 The safe access to bow gangway is to either be provided with anti-icing protection, or
it is to be made of a grating with raised non-skid points that will give safe footing in the presence
of minor sea spray icing.
23.10.4.9 Monitoring systems are to comply with the following requirements:
(1) Heat tracing systems are to be provided with the temperature monitoring function so that any
system failure or temperature exceeding limits will result in an alarm at the manned control
station.
(2) The following instruments and equipment, when exposed to the low air temperature
environments, are to be provided with heat tracing systems:
① level indicators for cargo tanks;
② overflow control;
③ pressure gauges;
④ temperature-indicating devices;
⑤ instrumentation for gas detection systems.
23.10.5 Offshore supply vessel

23.10.5.1 Offshore supply vessels applying for Anti-Cold Climate notations are to comply with
the following requirements.
23.10.5.2 Piping systems arranged on exposed decks are to comply with the following additional
requirements:
(1) Drilling muds and other specialized bulk cargoes carried by offshore support vessels may be
particularly susceptible to freezing and may flow less freely in low air temperature environments.
This fact is to be taken into account in the design. Valves and control stations are to be suitably
located so as to be protected from cold and ice/snow accretion, as practicable.
(2) Where the transfer of fuel, drilling muds and other specialized bulk cargoes to drill ships at sea
is anticipated, all equipment associated with the transfer such as, hoses, valves, fittings, etc. are to
be suitable for operation under the minimum anticipated temperature.
23.10.5.3 For vessels with a rescue zone, suitable arrangements are to be provided for
anti-freezing protection:
(1) on a cross-deck area between the rescue zones port and starboard;
(2) the railings and handrails in the rescue zone; and
(3) routes to the accommodation/treatment areas.
23.10.6 Other ship types

23.10.6.1 Other ship types applying for Anti-Cold Climate notations are to comply with the
following requirements.
23.10.6.2 For container ships, the exposed cargo securing arrangements are to be prevented from
freezing, the material of which are to be suitable for the lowest design air temperature, and are to
be provided with grease suitable for use in low air temperature environments and with de-icing
measures.
23.10.6.3 For container ships, where five layers or more of containers are stowed on exposed
deck, the stowage positions for portable fire-extinguishing monitors are to be provided with
anti-icing and anti-freezing protection, and the monitors are to be dried immediately after use.
23.10.6.4 For standby ships, the rescue facilities, if provided, are to be provided with anti-icing
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protection.
23.10.6.5 For standby ships, helicopter decks or hovering areas, if provided, are to be provided
with de-icing measures, to ensure normal operation of the deck/area at the design environmental
conditions for a period of one hour.
23.10.6.6 External fire-extinguishing appliances of fire-fighting ships are to be provided with
anti-icing and anti-freezing protection.
Section 11 ANTI-ICING AND DE-ICING MEASURES
23.11.1 Application
23.11.1.1 This Section applies for ships operating occasionally in low air temperature
environments and in addition, for ships operating in areas and during periods where more severe
ice and snow accretion are likely to occur.
23.11.1.2 The anti-icing and/or de-icing measures complying with this Section are to be taken by
the above-mentioned ships.

23.11.2.1 Ships complying with the provisions of this Section are to be assigned with the
following notation:
(1) winterization de-icing notation: DE-ICE.

(1) Arrangement of anti-icing and de-icing equipment, indicating heating capacity;
(2) Single line diagram of heating cables, if provided;
(3) Piping diagram of steam or heating fluids, if provided;
(4) Stability calculations in which ice accretion is considered;
(5) Anti-icing and de-icing procedures manual.
Items (4) and (5) above are always to be kept on board ships.
23.11.4 Main methods for anti-icing/de-icing

23.11.4.1 Main methods for anti-icing are:
(1) heating by steam, hot fluids or heating cables;
(2) using permanent or removable protective covers.
23.11.4.2 Main methods for de-icing are:
(1) flushing by hot water or steam;
(2) de-icing by mechanical means manually;
(3) using hot air or chemical substances.
23.11.5 Technical requirements

23.11.5.1 The anti-icing and de-icing arrangements of ships are to comply with the requirements
given in Table 23.11.5.1.
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Anti-icing and De-icing Arrangements Table 23.11.5.1
Area or equipment Anti-icing and de-icing requirements See Rule reference
Ship arrangements
The ship is to have an appropriate arrangement to prevent the surface
Tanks of ballast tanks, fresh water tanks and other relevant tanks from 23.3.3.1
freezing over considering the minimum anticipated temperature.
Superstructures and decks
Bridge windows are to be fitted with heating and cleaning systems and
are to function under the minimum anticipated temperature. Where the
Bridge windows 23.3.4.2
water flushing system is fitted, measures are to be taken to prevent
pipelines and fittings from freezing and thus becoming inoperable.
Navigation bridge doors and the adjacent deck areas are to be so
Bridge doors 23.3.4.3
arranged as to prevent ice and snow accretion.
Master’s cabin At least one of the Master’s cabin windows is to have a heating
23.3.4.5
windows arrangement for a view over the cargo deck where necessary.
Exterior stairs and Exterior stairs and railings not forming the escape routes are to be
23.3.4.7
railings provided with anti-icing or de-icing protection.
Helicopter decks Helicopter decks or hovering areas, if provided, are to be provided
23.3.5.1
or hovering areas with de-icing measures.
Stability
Equipped with such means for removing ice; for example, electrical
Means for
and pneumatic devices, and/or special tools such as axes or wooden 23.4.1.2(2)
removing ice
clubs for removing ice from bulwarks, rails and erections.
Monitored for ice accretion during operation and appropriate measures
Ice accretion
are to be taken to ensure that ice accretion allowance does not exceed 23.4.1.2(3)
monitoring
the value specified in the Stability Manuel.
Watertight and weathertight integrity
Ramp doors and Ramp doors and side doors are to be provided with means to remove
23.5.2.2
side doors ice accretion around hatches and doors.
Freeing ports Freeing ports are to be fitted with anti-icing protection. 23.5.3.2(1)
For decks, passageways and muster areas that are required to be kept
Scuppers and
ice-free, the scuppers and discharges in such spaces are to be provided 23.5.3.3
discharges
with anti-freezing protection.
Main and auxiliary machinery
The combustion air intakes are to be located on both sides of the ship
Combustion air and so arranged as to prevent the recirculation of engine exhaust gases
23.6.2.2(4)
intakes into the combustion air intakes, ice/snow accretion and blockage of the
duct.
Piping
Exposed valves Exposed valves are to prevent the accumulation of snow and spray ice. 23.6.4.2(2)
Piping components located in exposed or low temperature spaces, such
Piping components
as valve control units, manifolds, vents, gasket seals, and thermal
located in exposed
instruments such as indicators, sensors and other fittings, are to be 23.6.4.2(3)
or low temperature
provided with anti-icing, anti-freezing protection or other means to
spaces
provide for continued functionality.
Exposed air vent pipe heads are to be provided with anti-icing
Exposed air vent measures against blockage, such as electric heat tracing or protective
23.6.4.3(2)
pipe heads cover; where protective covers are provided against icing, the covers
are not to interfere with the free flow of air through the vent openings.
At least one sea chest is arranged as such to prevent the blockage of
Sea chests 23.6.4.8(1)
seawater inlet gratings and seawater pipe inlets by floating ice.
Exposed control stand valves for hydraulic oil lines used for remote
Exposed control
control are to be provided with heating arrangements for anti-freezing 23.6.4.10(3)
stand valves
protection of the mechanism.
Electrical installations
Generators and
electric motors
Generators and electric motors installed on exposed decks and in low
installed on
temperature spaces are to be provided with condensation-proof 23.6.5.3
exposed decks and
arrangements.
in low temperature
spaces
Distribution boxes,
Distribution boxes, switchboards and controllers on exposed decks and
switchboards and
in low temperature spaces are to be provided with condensation-proof 23.6.5.4
controllers on
arrangements.
exposed decks and
8-62
in low temperature
spaces
Illumination lights and navigation lights installed on exposed decks
Illumination lights
are to be suitable for the design service temperature. Where lights
and navigation
mentioned above cannot generate sufficient heat to keep the light 23.6.5.7
lights installed on
fixture ice-free, they are to be readily accessible and suitable for
exposed decks
manual de-icing, or heating arrangements are to be provided.
Deck machinery
Exposed control
Exposed control panels of deck machinery are to be provided with
panels of deck 23.6.3.1
protective covers or heating arrangements for anti-freezing protection.
machinery
Cab windows of Cab windows are to be provided with heating arrangements to prevent
23.6.3.3
cranes icing.
The anchor windlass and exposed windlass controls are to be provided
Anchor windlass with appropriate covers or heating arrangements for anti-freezing
23.6.3.5
and its control protection. Alternatively, they are to be arranged in enclosed or
semi-enclosed deck areas.
Anchor chains Anchor chains are to be capable of being de-iced manually. 23.6.3.5
The hawse pipes are to be provided anti-icing protection or de-icing
Hawse pipes 23.6.3.6
protection by steam or hot water.
Hawse pipe wash lines are to be provided with continuous circulation
Hawse pipe wash
or heating arrangements for anti-freezing protection of water in the 23.6.3.7
lines
pipes.
Mooring winches are to be provided with suitable covers or heating
Mooring winches arrangements for anti-freezing protection. De-icing measures are to be 23.6.3.8
arranged in the vicinity of mooring winches.
Fire fighting
The isolating valves in exposed locations are to be provided with
Isolating valves 23.7.1.4
anti-icing protection and located in areas where it is easily accessible.
Hydrants are to be provided with anti-icing and anti-freezing
protection. The stowage positions for fire hoses and nozzles are to be
Hydrants 23.7.1.6
provided with anti-icing and anti-freezing protection, the hoses and
nozzles are to be dried immediately after use.
Portable The storage facilities for portable extinguishers are to be provided with
23.7.1.7
extinguishers anti-icing protection and readily accessible.
Sea chests of Sea chests of emergency fire pumps are to be provided with means for
emergency fire heating, insulation or low pressure steam connection to prevent the 23.7.2.3
pumps blockage by floating ice.
Essential emergency routes, such as escape routes, muster areas,
lifeboat embarkation areas, are to be provided with anti-icing
protection. Where exposed decks of the ship have no anti-icing
Emergency routes 23.7.4.1
requirements, de-icing tools to remove ice and snow accretion are to
be provided to ensure the safety of persons onboard. Gangways and
ramps are to be provided with de-icing arrangements.
Overhead structures are to be provided with de-icing or other
Overhead
arrangements to prevent injuries to persons or damages to essential 23.7.4.2
structures
safety equipment/structures by fallen ice.
Escape routes are to be provided with anti-icing protection to ensure
that the escape routes are ice-free or providing a minimum ice-free
width of 700 mm, enabling the use of at least one railing. Railings that
Escape routes 23.7.4.3
are important as hand-holds (stairs, escape ways) are to have anti-icing
protection. Railings that function only as barriers, but are not intended
as handholds, may be provided with de-icing arrangements only.
Exits forming Exits forming escape routes are to be provided with anti-icing and
23.7.4.6
escape routes de-icing measures.
Life-saving appliances
The bridge and exposed deck life-buoys are to be provided anti-icing
Life-buoys protection and be arranged such that it is immediately deployable by 23.8.1.5
the crew.
Release
The release mechanism of lifeboats is to be provided with heating or
mechanism of 23.8.2.9
other arrangements to ensure safe release.
lifeboats
Vicinity of Suitable de-icing tools are to be provided in the vicinity of the stowage
23.8.2.10
lifeboats positions for lifeboats.
Launching Electric motors, winches and automatic release hooks of survival craft 23.8.5.2
8-63
appliances of and rescue boats are to have moveable covers.
survival craft and
rescue boats
Launching Other members of launching appliances, such as winches, sheaves,
appliances of winch brakes, etc. are to be provided with heating or other
23.8.5.4
survival craft and arrangements to ensure safe launching of survival craft and rescue
rescue boats boats.
Embarkation The stowage positions for embarkation ladders are to be provided with
23.8.5.5
ladders covers or heating arrangements to prevent ice accretion.
Navigational equipment
Arrangements are to be made to prevent damage to antennae due to
accumulation of ice and snow except for whip type antennae.
Antennae 23.9.1.2
Antennae may be heated or placed in heated domes, or in a place
easily accessible for manual de-icing.
Searchlight housing is to use heated glass or be provided with covers
Searchlight
to prevent accumulation of ice and snow. The rotation mechanism is to 23.9.2.1
housing
be provided with anti-icing protection.
Magnetic Magnetic compasses installed on exposed decks are to be provided
23.9.2.2
compasses with protective covers.
23.11.5.2 Anti-icing and de-icing arrangements specific to ship types are also to comply with the
requirements given in Table 23.11.5.2.
Anti-icing and De-icing Arrangements Specific to Ship Types Table 23.11.5.2

Oil tanker/Chemical tanker
The emergency towing arrangements are to be arranged with either
anti-icing or de-icing protection. The pre-rigged emergency towing
Emergency towing
arrangement is to have suitable cover or heating arrangements for 23.10.3.3
arrangements
anti-freezing protection, or be located in an enclosed or semi-enclosed
① For exposed cargo piping and piping supports installed on the main 23.10.3.4(1)
deck, including vent piping, the design loads are to include the
expected ice/snow accretion allowance.
Cargo piping 23.10.3.4(2)
② The supports for cargo piping systems on exposed deck are to be
so arranged that free expansion and contraction of the pipes during
cargo operations cannot be blocked by ice/snow accretion.
① Means for the deck water seal are to be provided to ensure the 23.10.3.4(4)②
added fluid to be free from freezing. Proper application of antifreeze
or provision of heating arrangements may be used.
Inert gas systems
② The pressure/vacuum breakers are to be suitable for the minimum 23.10.3.4(4)⑤
and related
anticipated temperature. Proper application of antifreeze or provision
equipment
of heating arrangements may be used.
③ Equipment requiring de-icing maintenance are to be grouped 23.10.3.4(4)⑦
together as far as practicable and readily accessible.
Pressure/vacuum valves are to be provided with suitable anti-icing
Pressure/vacuum
protection and de-icing measures so as to keep the valves readily 23.10.3.4(5)
valves
operable.
Areas designated De-icing arrangements with steam or hot water are to be provided in
for control of cargo areas designated for control of cargo loading and unloading (including
23.10.3.4(6)
loading and gangways), with a fixed pipeline on the deck and connection valves
unloading for hoses.
The safe access to bow gangway is to either be provided with
anti-icing protection, or it is to be made of a grating with raised
Safe access 23.10.3.5
non-skid points that will give safe footing in the presence of minor sea
spray icing.
Liquefied gas carriers
Cargo containment
system or any For cargo containment system or any cover for the containment system
cover for the exposed outside the hull, special consideration is to be given to ice and 23.10.4.2
containment snow loads on the system or the cover.
system
8-64
The emergency towing arrangements are to be provided with either
anti-icing or de-icing protection. The pre-rigged emergency towing
Emergency towing
arrangement is to have suitable cover or heating arrangements for 23.10.4.4
arrangements
anti-freezing protection, or be located in an enclosed or semi-enclosed
① For exposed cargo piping and piping supports installed on the main 23.10.4.5(1)
deck, including vent piping, the design loads are to include the
expected ice/snow accretion allowance.
Cargo piping 23.10.4.5(2)
② The supports for cargo piping systems on exposed deck are to be
so arranged that free expansion and contraction of the pipes during
cargo operations cannot be blocked by ice/snow accretion.
Safety relief valves Exposed cargo related safety relief valves and other valves are to be
23.10.4.5(4)
and other valves provided with de-icing and heat tracing arrangements.
Emergency Emergency shutdown (ESD) valves are to be provided with anti-icing
23.10.4.5(5)
shutdown valves protection.
The vent mast head is to be designed to prevent blockage by ice
Vent masts 23.10.4.5(11)
accretion.
The air intakes and exhaust louvres for cargo control rooms, cargo
Air intakes and
pump rooms, compressor rooms and motor rooms (where fitted) are to 23.10.4.5(14)
exhaust louvres
be provided with anti-freezing protection by de-icing measures.
Areas designated De-icing arrangements with steam or hot water are to be provided in
for control of cargo areas designated for control of cargo loading and unloading (including
23.10.4.5(15)
loading and gangways), with a fixed pipeline on the deck and connection valves
unloading for hoses.
A water spray system installed on exposed deck is to be equipped with
Water spray
heating arrangements for anti-freezing protection, and to be dried 23.10.4.6
systems
immediately after use.
The safe access to bow gangway is to either be provided with
anti-icing protection, or it is to be made of a grating with raised
Safe access 23.10.4.8
non-skid points that will give safe footing in the presence of minor sea
spray icing.
Offshore supply vessels
Piping for drilling
The valves and control stations of piping for drilling muds and other
muds and other
specialized bulk cargoes are to be suitably located so as to be protected 23.10.5.2(1)
specialized bulk
from cold and ice/snow accretion, as practicable.
cargoes
For vessels with a rescue zone, suitable arrangements are to be
provided for anti-freezing protection:
Rescue zones (1) on a cross-deck area between the rescue zones port and starboard; 23.10.5.3
(2) the railings and handrails in the rescue zone; and
(3) routes to the accommodation/treatment areas.
Container ships
For container ships, the exposed cargo securing arrangements are to be
Securing prevented from freezing, the material of which are to be suitable for
arrangements of the lowest design air temperature, and are to be provided with grease 23.10.6.2
container ships suitable for use in low air temperature environments and with de-icing
measures.
Portable For container ships, where five layers or more of containers are stowed
fire-extinguishing on exposed deck, the stowage positions for portable fire-extinguishing
23.10.6.3
monitors of monitors are to be provided with anti-icing and anti-freezing
container ships protection, and the monitors are to be dried immediately after use.
Standby ships
Rescue facilities of For standby ships, the rescue facilities, if provided, are to be provided
23.10.6.4
standby ships with anti-icing protection.
For standby ships, helicopter decks or hovering areas, if provided, are
Helicopter decks or
to be provided with de-icing measures, to ensure normal operation of
hovering areas of 23.10.6.5
the deck/area at the design environmental conditions for a period of
standby ships
one hour.
Fire-fighting ships
External
fire-extinguishing External fire-extinguishing appliances of fire-fighting ships are to be
23.10.6.6
appliances of provided with anti-icing and anti-freezing protection.
fire-fighting ships
8-65
Section 12 SURVEY REQUIREMENTS FOR ANTI-COLD CLIMATE NOTATIONS

23.12.1.1 This Section applies to plan approval and survey of ships to be assigned with
Anti-Cold Climate notations in accordance with the requirements of this Chapter, to verify
anti-cold climate measures are suitable for ship’s operation in anticipated low air temperature
environments.
23.12.1.2 In plan approval, installation and testing according to the requirements of this Section,
the requirements of the flag State Administration and/or the Administration of the ship’s intended
operational areas, and of the relevant international conventions are to be taken into account for
anti-cold climate measures; if applicable, it is to be ensured that they are not contradictory to the
statutory requirements and to be confirmed that anti-cold climate measures will not impair or
weaken the normal operation of the relevant equipment and systems.
23.12.1.3 For equipment, systems and components exposed to low air temperature environments,
the design service temperature is to be specified. All relevant purchase orders and plans are to
indicate the temperature to ensure it complies with the appropriate approval and the requirements
of the impact strength test at low temperature. Such equipment, systems and components are to be
confirmed that there is the evidence of the design service temperature performance, which may
include the marine product certificate issued by CCS, or statement of the manufacturer, or
statement of experience at similar ambient temperature.
23.12.1.4 If the design service temperature of structural materials of the ship (DST1) is lower
than the design service temperature of equipment and system anti-cold climate measures (DST2),
H(DST1) notation may be assigned individually. In this case, the polar service temperature (PST)
of the polar ships is to be taken as DST2.
23.12.2 Initial survey

23.12.2.1 In the process of plan approval, a design evaluation of anti-cold climate measures is to
be carried out based on plans and documents submitted according to 23.1.4 of this Chapter, to
confirm their compliance with the rules requirements and their adequacy and suitability being
verified, but not to confirm technical details of the specific anti-cold climate measures.
23.12.2.2 The hull and machinery arrangements are to be surveyed to confirm their compliance
with the rules requirements and approved plans. The installation and testing of structures,
equipment, systems and outfittings according to the agreed plan are to be conducted to the
satisfaction of the Surveyor, of which the start-up and operation are to be verified, but their
performance at the design service temperature are not necessarily confirmed.
23.12.3 Survey after construction

23.12.3.1 Survey to maintain class notations is to be carried out within 3 months before or after
the anniversary date of assigning the Anti-Cold Climate notations except for the H(DST) notation.
23.12.3.2 During an annual survey, the Surveyor is to confirm that the arrangements and
equipment comply with the rules and to verify as far as practicable the functions of the installed
equipment and related controls and alarm systems according to the anti-cold climate measures
listed in 23.4.1.4 and/or 23.11.3. The survey is to include but not limited to the following
8-66
applicable items:
(1) Hull:
① anti-freezing arrangements for tanks;
② anti-icing/de-icing arrangements for passageways and openings;
③ heating arrangements for essential spaces;
④ heating and cleaning systems for bridge windows;
⑤ anti-cold climate measures for life-saving appliances and fire-fighting systems.
(2) Machinery, equipment and systems:
① For all ships:
a. pre-heating and introduction of combustion air for internal combustion engines and other
prime movers;
b. anti-cold climate measures for deck machinery;
c. de-icing and anti-freezing arrangements for exposed piping;
d. anti-cold climate measures for navigational equipment;
e. emergency heating system for specified spaces, and tests are to be carried out where
necessary.
② For bulk carriers and ore carriers:
a. anti-freezing arrangements connecting the upper and lower wing tanks.
③ For oil tankers and chemical tankers:
a. anti-freezing arrangements for the related equipment of the inert gas system, if fitted;
b. inspecting heat-tracing of additional fire-fighting and safety systems;
④ For liquefied gas carriers:
a. ventilation and gas detectors of enclosed cargo areas, if fitted;
b. inspecting heat-tracing of additional fire-fighting and safety systems provided according
to CCS Rules for Construction and Equipment of Ships Carrying Liquefied Gas in Bulk.
⑤ For offshore supply vessels:
a. for vessels with a rescue zone, anti-icing arrangements of the following positions are to
be inspected:
(a) on a cross-deck area between the rescue zones port and starboard;
(b) the railings and handrails in the rescue zone; and
(c) routes to the accommodation/treatment areas.
23.12.4 Products inspection

23.12.4.1 Products for ships assigned with the Anti-Cold Climate notations are to specify the
conditions for use in the relevant plans, purchase documents, survey notices or applications,
including installation positions, minimum ambient temperature, anti-cold climate measures, etc.
23.12.4.2 Exposed equipment and systems are to consider the low temperature impacts in the
following aspects, as appropriate, to verify their functionality at the design service temperature:
(1) materials and welding of structures and components, including low temperature resistant brittle
materials and low temperature welding procedures;
(2) seal materials, with low temperature resistant performance;
(3) lubricating medium, using grease with low temperature performance;
(4) warm-keeping measures, including heat tracing (power), cover;
(5) de-icing methods, including limitations and requirements of de-icing methods;
8-67
(6) moving components, low temperature impacts;
(7) working medium, using hydraulic oil with low temperature performance;
(8) drives: hydraulic motor, electric motor, hydraulic pump, etc. involving the measures above;
(9) control box: low temperature impacts.
23.12.4.3 Where necessary, the marine product certificate is to indicate the design service
temperature.
8-68

2016 Amendments To Rules For Classification of Sea-Going Steel Ships

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2016 Amendments To Rules For Classification of Sea-Going Steel Ships

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CHINA CLASSIFICATION SOCIETY

RULES FOR CLASSIFICATION OF

Effective from 1st July 2016

RULES FOR CLASSIFICATION OF

PART ONE PROVISIONS OF CLASSIFICATION

CHAPTER 2 SCOPE AND CONDITIONS OF CLASSIFICATION

CHAPTER 3 INSPECTIONS OF PRODUCTS

CHAPTER 4 SURVEYS DURING CONSTRUCTION

CHAPTER 5 SURVEYS AFTER CONSTRUCTION

CHAPTER 6 SURVEYS RELATED TO CLASS NOTATIONS

Section 9 ASSIGNMENT, MAINTENANCE, SUSPENSION, CANCELLATION AND

2.9.1 Assignment and maintenance of class

Section 11 REGISTER OF SHIPS AND LISTS OF APPROVED MARINE PRODUCTS①

2.11.1 Register of Ships

2.11.2 Lists of Approved Marine Products

Section 12 AVAILABILITY AND CONFIDENTIALITY OF INFORMATION

2.12.2 Disclosure of information

Information Available to Parties Concerned② Table 2.12.2.2(2)

− Expiry Date of Class Certificate 7 7** 1 1

Appendix 1 LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS

Special Duties Notations Table C

LNG Bunkering LNG Bunkering Rules for LNG bunkering

Special Features Notations Table E

Guidelines for Survey of

Special Survey Notations Table H

Environmental Protection Notations Table I

Other Notations Table K

Appendix 2 DIAGRAMS OF MANDATORY SHIP TYPES FOR SHIPS HAVING ESP

2 Ship Type and Enhanced Survey Programme (ESP) Notations

2.52.6 Chemical Tanker

Section 1 GENERAL PROVISIONS

3.1.3 Requirements for manufacturers

3.1.4 Basic requirements for products inspections

3.1.6 Conditions for use of inspection marks

3.1.8 Invalidation, suspension and cancellation of approval certificate

Section 2 UNIT/BATCH INSPECTIONS

3.2.2 General requirements

3.4.1 General requirements

3.4.3 Document examination

3.4.5 On-Site audit

3.4.6 Issue and validity of Type Approval Certificate

3.4.10 Unscheduled audit

Section 5 WORKS APPROVAL

3.5.2 Document review

3.5.9 Unscheduled audit

3.7.9 Unscheduled audit

Section 8 CLASS NOTATIONS FOR PRODUCTS

3.8.1 General requirements

Class Notations for Marine Products Table 3.8.1.4

Class notation Applicable products Description Technical requirements to be complied with

Sound-isolating Sound-isolating structure MSC.337(91) Code on Noise Levels on

Appendix 1A LIST OF CERTIFICATION REQUIREMENTS FOR CLASSED MARINE

For adjustable pitch propeller

Appendix 2A LIST OF CERTIFICATION REQUIREMENTS FOR CLASSED MARINE

Section 2 SURVEYS AND TESTS

4.2.1 General requirements

4.2.3 The requirements for tests

The existing Section 3 is replaced by the following:

Section 3 TESTING PROCEDURES OF WATERTIGHT COMPARTMENTS

① Major repair means a repair affecting structural integrity.

4.3.4 Test procedures

Additional Test Requirements for Special Service Ships/Tanks Table 2