GUIDE

FOR
BUILDING AND
CLASSING

HIGH-SPEED CRAFT

OCTOBER 2001

American Bureau of Shipping

Incorporated by Act of the Legislature of
the State of New York 1862

Copyright  2001
American Bureau of Shipping
ABS Plaza
16855 Northchase Drive
Houston, TX 77060 USA
 Foreword

This Guide has been prepared to update the requirements of the ABS “Guide for Building and Classing
High-Speed Craft October 1990”. An attempt has been made to update the Guide to incorporate current
design practice and various types of hull design, e.g. catamarans, hydrofoils. The new Section 5/1 “Craft
Intended to Carry Passengers” has also been developed in response to the needs from high-speed passenger
craft industry and operators.

The Guide specifies machinery requirements and hull construction requirements based on three different
materials, namely, steel, aluminum alloys and fiber reinforced plastics (FRP) which are considered to be
broadly applied in the design of high-speed craft. The construction requirements are contained in a single
booklet while the material requirements are published in two separate booklets, “Rule Requirements for
Materials and Welding Part 2” for steel and “Requirements for Materials and Welding Part 2 - Aluminum
and Fiber Reinforced Plastics (FRP)”. These two booklets specify the requirements for these materials as
applicable, welding (metals) and connections (FRP).

This Guide becomes effective immediately after publication in February 1997 and supersedes the 1990
version mentioned above.

Foreword to the 2001 Edition

This edition of the Guide has been published in October 2001, and the following changes have been made
from the original version:

− Part 1, Section 3, titled “Surveys After Construction” has been removed as a consequence of the
consolidated version of the ABS Rule Requirements for Survey After Construction – Part 7, 2001
being issued effective 1 January 2001. *

− The latest editions of the ABS Rule Requirements for Materials and Welding – Part 2 are applicable.

− Corrigenda/editorial items have been incorporated into the current edition.

* The PDF file of this booklet is available for download on the ABS website at:
www.eagle.org/rules/downloads.html.
GUIDE FOR BUILDING AND CLASSING
HIGH-SPEED CRAFT

Contents

PART

1 Classification and Testing

2 Rule Requirements for Materials and Welding - Chapters

1, 2, 3 and 4 (published as a separate booklet, 2001*)

Requirements for Materials and Welding, - Aluminum,

- Fiber Reinforced Plastics (FRP) - Sections 4 and 5
(published as a separate booklet, 1997)

3 Hull Construction and Equipment

4 Machinery Equipment and Systems

5 Specialized Craft and Services

* The PDF file of this booklet is available for downloading on the ABS Website at
www.eagle.org/rules/downloads.html.
PART 1
Contents
Classification and Testing

SECTION
1 Scope and Conditions of Classification
2 Testing and Trials During Construction - Hull
PART 1 SECTION 1
Scope and Conditions of Classification
1/1.1 Classification
1/1.1.1 Process
The Classification process consists of a) the
development of rules, guides, standards and other
criteria for the design and construction of marine craft
and structures, for materials, equipment and
machinery, b) the review of design and survey during
and after construction to verify compliance with such
rules, guides, standards or other criteria, c) the
assignment and registration of class when such
compliance has been verified, and d) the issuance of a
renewable Classification certificate, with annual
endorsements, valid for five years.
The Rules, Guides, and standards are developed
by Bureau staff and passed upon by committees made
up of naval architects, marine engineers, shipbuilders,
engine builders, steel makers and by other technical,
operating and scientific personnel associated with the
worldwide maritime industry. Theoretical research
and development, established engineering disciplines,
as well as satisfactory service experience are utilized
in their development and promulgation. The Bureau
and its committees can act only upon such theoretical
and practical considerations in developing Rules,
Guides and standards.
For classification, the craft are to comply with
both the hull and the machinery requirements of the
Rules and Guides.
1/1.1.2 Certificates and Reports
a Plan review and surveys during and after
construction are conducted by the Bureau to verify to
itself and its committees that a craft, structure, item of
material, equipment or machinery is in compliance
with the Rules, Guides, standards or other criteria of
the Bureau and to the satisfaction of the attending
surveyor. All reports and certificates are issued
solely for the use of the Bureau, its committees, its
clients and other authorized entities.
b The Bureau will release information from
reports and certificates to the Port State to assist in
rectification of deficiencies during port state control
intervention. Such information includes text of
conditions of classification, survey due dates, and
certificate expiration dates. The Owner will be
advised of any request and/or release of information.
PART 1 SECTION 1|1 Scope and Conditions of Classification
c The Bureau will release certain information to
the craft’s hull underwriters and P&I clubs for
underwriting purposes. Such information includes
text of overdue conditions of classification, survey
due dates, and certificate expiration dates. The
Owners will be advised of any request and/or release
of information. In the case of overdue conditions of
classification, the Owners will be given the
opportunity to verify the accuracy of the information
prior to release.
1/1.1.3 Representations as to Classification
Classification is a representation by the Bureau as to
the structural and mechanical fitness for a particular
use or service in accordance with its Rules, Guides
and standards. The Rules of the American Bureau of
Shipping are not meant as a substitute for the
independent judgment of professional designers,
naval architects and marine engineers nor as a
substitute for the quality control procedures of
shipbuilders, engine builders, steel makers, suppliers,
manufacturers and sellers of marine vessels,
materials, machinery or equipment. The Bureau,
being a technical society, can only act through
Surveyors or others who are believed by it to be
skilled and competent.
The Bureau represents solely to the vessel Owner
or client of the Bureau that when assigning class it
will use due diligence in the development of Rules,
Guides and standards, and in using normally applied
testing standards, procedures and techniques as called
for by the Rules, Guides, standards or other criteria of
the Bureau for the purpose of assigning and
maintaining class. The Bureau further represents to
the vessel Owner or other client of the Bureau that its
certificates and reports evidence compliance only
with one or more of the Rules, Guides, standards or
other criteria of the Bureau in accordance with the
terms of such certificate or report. Under no
circumstances whatsoever are these representations to
be deemed to relate to any third party.
1/1.1.4 Scope of Classification
Nothing contained in any certificate or report is to be
deemed to relieve any designer, builder, Owner,
manufacturer, seller, supplier repairer, operator, other
entity or person of any warranty express or implied.
Any certificate or report evidences compliance only
with one or more of the Rules, Guides, standards or
other criteria of American Bureau of Shipping and is
issued solely for the use of the Bureau, its
committees, its clients or other authorized entities.
Nothing contained in any certificate, report, plan or
document review or approval is to be deemed to be in
any way a representation or statement beyond those
contained in 1/1.1.3. The validity, applicability and
interpretation of any certificate, report, plan or
document review or approval are governed by the
Rules, Guides and standards of American Bureau of
Shipping who shall remain the sole judge thereof. The
Bureau is not responsible for the consequences
arising from the use by other parties of the Rules,
Guides, standards or criteria of the American Bureau
of Shipping, without review, plan approval and
survey by the Bureau.
The term "approved" shall be interpreted to mean
that the plans, reports or documents have been
reviewed for compliance with one or more of the
Rules, Guides, standards, or other criteria of the
Bureau.
The Guide is published on the understanding that
responsibility for stability and trim, for reasonable
handling and loading, as well as for avoidance of
distributions of weight which are likely to set up
abnormally severe stresses in vessels does not rest
upon the Committee. Speed is to be appropriately
reduced with increasing sea conditions in order to
limit dynamic hull responses.
1/1.2 Suspension and Cancellation of Class
1/1.2.1 Termination of Classification
The continuance of the Classification of any craft is
conditional upon the Guide requirements for
periodical, damage and other surveys being duly
carried out. The Committee reserves the right to
reconsider, withhold, suspend, or cancel the class of
any craft or any part of the machinery for
noncompliance with the Guide, for defects reported
by the Surveyors which have not been rectified in
accordance with their recommendations, or for
nonpayment of fees which are due on account of
Classification, Statutory and Cargo Gear Surveys.
Suspension or cancellation of class may take effect
immediately or after a specified period of time.
1/1.2.2 Notice of Surveys
It is the responsibility of the Owner to ensure that all
surveys necessary for the maintenance of class are
carried out at the proper time. The Bureau will give
proper notice to an Owner of upcoming surveys. This
may be done by means of a letter, a quarterly vessel
status or other communication. The non-receipt of
such notice, however, does not absolve the Owner
from his responsibility to comply with survey
requirements for maintenance of class.
PART 1 SECTION 1|2 Scope and Conditions of Classification
1/1.2.3 Special Notations
If the survey requirements related to maintenance of
special notations are not carried out as required, the
suspension or cancellation may be limited to those
special notations only.
1/1.2.4 Suspension of Class Includes:
a Class is suspended for any use, operation,
loading condition or other application of any craft for
which it has not been approved and which affects or
may affect classification or the structural integrity,
quality or fitness for a particular use or service.
b If the periodical surveys required for
maintenance of class are not carried out by the due
date and no Rule allowed extension has been granted,
class will be suspended.
c If recommendations issued by the Surveyor are
not carried out within their due dates, class will be
suspended.
d Class is suspended for any damage, failure,
deterioration or repair that has not been completed as
recommended.
e If proposed repairs as referred to in 1/3.1.1
have not been submitted to the Bureau and agreed
upon prior to commencement, class may be
suspended.
1/1.2.5 Cancellation of Class
a If the circumstances leading to suspension of
class are not corrected within the time specified, the
vessel's class will be canceled.
b A vessel's class is canceled immediately when
a vessel proceeds to sea without having completed
recommendations which were required to be dealt
with before leaving port.
1/1.3 Classification Symbols
1/1.3.1 Class Notation
Craft which have been built to the satisfaction of the
Surveyors to the Bureau to the full requirements of
this Guide, or equivalent, where approved by the
Committee for unrestricted ocean service, will be
classed and distinguished in the Record by the
symbols !A1 HSC !AMS indicating compliance
with the hull and machinery requirements of the
Guide.
1/1.3.2 Special Requirements
Craft which have been built to the satisfaction of the
Surveyors to the Bureau to the requirements as
contained in this Guide for special types of craft and
which are approved by the Committee for restricted
service will be classed and distinguished in the
Record by the symbols !A1 HSC followed by the
appropriate notation, namely Passenger Craft (A),
Passenger Craft (B), Ro/Ro Passenger Craft (A),
Ro/Ro Passenger Craft (B), Cargo Craft; the (A)
and (B) indicate a craft defined as a Category A
Passenger Craft, a Category B Passenger Craft
respectively in accordance with the International
Code of Safety for High Speed Craft. The notation
“Cargo Craft” defines a vessel that is certified in
accordance with the IMO International Code of
Safety for High Speed Craft.
1/1.3.3 Special Purpose Craft
Special purpose craft, which have been built to the
satisfaction of the Surveyors to the Bureau to
arrangements and scantlings approved for the
particular purpose, where approved by the Committee
for the particular service will be classed and
distinguished in the Record by the symbols !A1
HSC followed by a description of the service for
which special modifications to the Rules have been
approved, e.g. Government Service etc.
1/1.3.4 Service Limitations
a Geographical Limitation Craft which have
been built to the satisfaction of the Surveyors to the
Bureau to special modified requirements for a
restricted service, where approved by the Committee
for that particular service, will be classed and
distinguished in the Record by the symbols and
notations as described in 1/1.3.1, 1/1.3.2 and 1/1.3.3
above, but the symbols and notations will either be
followed by or have included in them the appropriate
restricted service, e.g., Gulf of Mexico Service,
Philippines Inter-Island Service, Coastal Service
Less than 25 Miles, Harbor Service, etc.
b Significant Wave Height Craft which have
been designed and built for limited service operation
with a significant wave height less than 4 m (13 ft)
will be distinguished in the Record by the special
comment. Specific significant wave height to be used
in the design is to be clearly indicated in operating
manual for restriction of service.
1/1.3.5 Craft not Built under Survey
Craft not built under survey to this Bureau, but which
are submitted for classification, will be subjected to a
special classification survey. Where found
satisfactory and thereafter approved by the
Committee, they will be classed and distinguished in
the Record by the symbols and special notations as
described in 1/1.3.1 to 1/1.3.4 above, but the symbol
! signifying the survey during construction will be
omitted.
PART 1 SECTION 1|3 Scope and Conditions of Classification
1/1.3.6 Equipment Symbol
The symbol placed after the symbols of
classification, thus; !Al , will signify that the
equipment of anchors and cables of the craft is in
compliance with the requirements of the Guide or
with the requirements corresponding to the service
limitation noted in the craft’s classification, which
have been specially approved for the limited service.
1/1.3.7 !AMS Symbols
Machinery constructed and installed to the
satisfaction of the Surveyors to the Bureau to the full
requirements of the Guide, when found satisfactory
after trial and approved by the Committee, will be
classed and distinguished in the Record by the
symbols !AMS.
1/1.3.8 AMS Symbols
Machinery which has not been constructed and
installed under survey to this Bureau, but which is
submitted for classification, will be subjected to a
special classification survey. Where found
satisfactory and thereafter approved by the
Committee, the machinery will be classed and
distinguished in the Record by the symbols AMS.
The symbol ! signifying the survey during
construction will be omitted.
1/1.3.9 ACCU or ABCU Symbols
The automatic and remote-control systems are to be
in accordance with the applicable requirements of
Section 4/11.
1/1.5 Application
1/1.5.1 Application Limits
This Guide is applicable to high speed craft for
commercial or governmental use constructed of steel,
aluminum, or FRP and having V / L not less than
2.36 (1.30) where L is as defined in 3/1.1 and V is as
defined in 3/8.1.1. Applicable craft type and length
are as follows:
Vessel Type Applicable Length
Mono-hull < 130 m (427 ft.)
Multi-hull < 100 m (328 ft.)
Surface Effects Ship (SES) < 90 m (295 ft.)
Hydro Foil < 60 m (197 ft.)

The criteria contained in this Guide are meant to be
applicable to those features that are permanent in
nature and can be verified by plan review,
calculation, physical survey or other appropriate
means. Any statement in this Guide regarding any
other feature is to be considered as guidance to the
designer, builder, owner, et al.
1/1.5.2 Direct Analyses
a Required Analyses Direct analyses are
required in particular cases to demonstrate the
adequacy of the structural design. When the length of
craft constructed of steel or aluminum exceeds 61m
(200 feet), when the length of craft constructed of
FRP exceeds 50m (164 feet) or when the operating
speed (V) exceeds 50 knots, the design of the main
supporting members of the hull (e.g. web frames and
deep girders supporting stiffened plating) is to be
demonstrated by the performance of suitable direct
analyses.
Similarly for vessel designs having the length or
speed values exceeding the mentioned ones, a
suitable direct analysis is to be performed to
demonstrate the adequacy of the hull girder strength.
(See also 3/6.1.1b and 3/6.3.1.)
The direct analyses are to be performed using an
acceptable finite element method computer program.
The extent of, and boundary conditions applied to,
the analytical model(s) are to be appropriate to reflect
adequately the behavior of the structure. The loads to
be applied to the structural model are to be based on
consideration of the design values; deck cargo and
similar internal loads in the hull (accounting for
dynamic effects as appropriate); the external pressure
loads (see 3/8) and distribution specified in this
Guide; and appropriate wave induced hull girder
bending moment and shear force effects. (For
example see 3/6.1.)
b Supplementary Analyses In addition to the
direct analyses required in a above, the Bureau may
require the performance of additional direct analyses
to demonstrate and document the adequacy of other
features of the hull structural design, which are
considered to be within the scope of classification.
The need to provide such analyses can arise: in the
PART 1 SECTION 1|4 Scope and Conditions of Classification
case of novel designs; where structural displacement
is expected to influence (more than usually) structural
response; where hull propulsion or steering system
load transmission in the hull needs to be specially
addressed; to demonstrate the efficiency of novel
connection details on hull strength; etc.
For types of behavior or loading effects which are
not within the scope of classification of the vessel to
be classed, the Bureau will upon request provide
advice on what it feels constitutes an appropriate
analysis. Such analyses include those for vibration
and docking arrangements.
c Analysis Scope and Documentation The
scope, details and manner of documenting the
analyses are to be agreed with the Bureau before the
analyses are done.
1/1.5.3 Design by Testing
Where it is intended to use physical testing (e.g. tank
model testing, etc.) as the primary or supplementary
basis of design, the details of such testing and the
procedures to be followed to establish design values
are to be agreed to by the Bureau, prior to the
performance of the testing.
1/1.5.4 Alternatives
a General The Committee is at all times ready to
consider alternative arrangements and scantlings
which can be shown, through either satisfactory
service experience or a systematic analysis based on
sound engineering principles, to meet the overall
safety and strength standards of the Guide.
b National Standards The Committee will
consider special arrangements or details of hull,
equipment or machinery which can be shown to
comply with standards recognized in the country in
which the craft is registered or built, provided they
are not less effective.
c Other Rules The Committee will consider hull,
equipment or machinery built to the satisfaction of the
Surveyors to the Bureau in accordance with the plans
that have been approved to the Rules of another
recognized classification society with verification of
compliance by the Bureau. A notation will be entered
in the Record indicating that classification has
incorporated the provisions of this subparagraph.
Submission of plans is to be in accordance with
1/1.11.
1/1.5.5 Novel Features
Craft which have novel features of design in respect
of the hull, machinery or equipment to which the
provisions of this Guide are not directly applicable
may be classed, when approved by the Committee, on
the basis that this Guide insofar as applicable has
been complied with and that special consideration has
been given to the novel features based on the best
information available at the time.
1/1.5.6 Effective Date of Rule Change
a Six Month Rule Changes to the Guide are to
become effective on the date specified by the Bureau.
In general, the effective date is not less than six
months from the date of their publication. However,
the Bureau may bring into force individual changes
before that date if necessary or appropriate.
b Implementation of Rule Changes In general,
until the effective date, plan approval for designs will
follow prior practice unless review under the latest
Guide is specifically requested by the party signatory
to the application for classification. If one or more
vessels are to be constructed from plans previously
approved, no retroactive application of the latest
Guide changes will be required except as may be
necessary or appropriate for all contemplated
construction.
1/1.7 Regulations
1/1.7.1 General
While the Guide covers the requirements for the
classification of new craft, the attention of Owners,
designers, and builders is directed to the regulations
of international, governmental and other authorities
dealing with those requirements in addition to or over
and above the classification requirements.
1/1.7.2 International Conventions or Codes
Where authorized by the Administration of a country
signatory thereto and upon request of the Owners of a
classed craft or one intended to be classed, the
Bureau will survey a new or existing craft for
compliance with the provisions of International
Conventions or Codes including the following, and
certify thereto in the manner prescribed in the
Convention or Code.
International Convention on Load Lines, 1966.
International Convention for the Safety of Life at Sea,
1974, as amended.
International Code for Safety for High Speed Craft
(HSC Code).
International Convention on Tonnage Measurement
of Ships, 1969.
International Convention for the Prevention of
Pollution from Ships, 1973/78, as amended.
PART 1 SECTION 1|5 Scope and Conditions of Classification
1/1.7.3 International Code of Safety for High
Speed Craft
Where authorized by the Administration of a country
signatory to the SOLAS convention, and upon request
of the Owners of an existing craft or a craft under
construction, the Bureau will review plans and survey
the craft for compliance with the provisions of the
Code and certify thereto in the manner prescribed in
the Code. Builders and owners are advised that
Administrations may have special interpretations of
the requirements as given in the International Code of
Safety for High Speed Craft and they should contact
the Administration as to this at an early stage in the
design.
1/1.7.4 Governmental Regulations
Where authorized by a government agency and upon
request of the owners of a classed craft or one
intended to be classed, the Bureau will survey and
certify a new or existing craft for compliance with
particular regulations of that government on their
particular regulations of that government on their
behalf.
1/1.9 IACS Audit
The International Association of Classification
Societies (IACS) conducts audits of processes
followed by all its member societies to assess the
degree of compliance with the IACS Quality System
Certification Scheme requirements. For this purpose,
auditors from IACS may accompany ABS personnel
at any stage of the classification or statutory work
which may necessitate the auditors having access to
the craft or access to the premises of the manufacturer
or shipbuilder.
In such instances, prior authorization for the
auditor's access will be sought by the local ABS
office.
1/1.11 Submission of Plans
Hull and machinery plans, as required below, are to
be submitted to the Bureau for review and approval.
Plans from designers and shipbuilders should
generally be submitted in triplicate, one copy to be
returned to those making the submission, one copy
for the use of the Surveyor where the craft is being
built, and one copy to be retained in the ABS
Technical office for record. Manufacturers plans are
to be submitted in quadruplicate where construction is
to be carried out at a plant other than that of the
shipbuilder. However, additional copies may be
required when the required attendance of the
Surveyor is anticipated at more than one location. All
plan submissions originating from manufacturers are
understood to be made with the cognizance of the
shipbuilder. A fee may be charged for the review of
plans for which there is no contract of classification.
1/1.11.1 Hull Plans
Plans showing the arrangements, scantlings, details of
principal parts of the hull structure, and welding
details of each craft to be built under survey are to be
submitted and approved before construction is
commenced. These plans are to include such
particulars as the design draft, displacement and
design speed. Where provision is to be made for any
special type of cargo or for any exceptional
conditions of loading, particulars of the weights and
of their distribution are also to be given. In general
the following plans are to be submitted for review or
reference.
1/1.11.3 Additional Plans
Where certification under 1/1.7.2 or 1/1.7.3 is
requested, submission of additional plans and
calculations may be required.
1/1.11.4 FRP Building Process Description and
Quality Manual
For FRP structure, the builder is to submit a process
description of the construction before the construction
commences. Details of the information to be
submitted are given in Section 2/5.
1/1.13 Conditions for Surveys after Construction

Anchor handling arrangements 1/1.13.1 Damage, Failure and Repair

Bottom construction, floors, girders, inner bottom a Examination and Repair Damage, failure,
plating, etc. deterioration or repair to hull, machinery or
Bow framing equipment, which affects or may affect classification,
Capacity plan is to be submitted by the Owners or their
Craft Specifications representatives for examination by a Surveyor at first
Damage Control plan opportunity. All repairs found necessary by the
Deck plans Surveyor are to be carried out to the Surveyor’s
Framing plan satisfaction.
General Arrangement b Repairs Where repairs to hull, machinery or
Hatches and hatch-closing arrangements equipment, which affect or may affect classification,
Hull port and framing details are planned in advance to be carried out, a complete
Lines and body plan repair procedure including the extent of proposed
Machinery casings, engine and main auxiliary repair and the need for Surveyor's attendance is to be
foundations submitted to and agreed upon by the Bureau
Midship section reasonably in advance. Failure to notify the Bureau,
Miscellaneous nontight bulkheads which are used as in advance of the repairs, may result in suspension of
structural supports the craft’s classification until such time as the repair
Operating manual and where applicable, maintenance is redone or evidence submitted to satisfy the
manual (see 3/6.9) Surveyor that the repair was properly carried out.
Pillars and girders Note: The above applies also to repairs during voyage.
Scantling profile and decks The above is not intended to include maintenance
Shaft struts and overhaul to hull, machinery and equipment in
Shaft tunnels accordance with the recommended manufacturer's
Shell expansion procedures and established marine practice and which
Stem does not require Bureau approval; however, any
Stern frame and rudder repair as a result of such maintenance and overhauls
Stern framing which affects or may affect classification is to be
Superstructure and deckhouses, and their closing noted in the ship's log and submitted to the Surveyor
arrangements as required by 1/1.11.1a.
Through-hull penetrations for thrusters, stabilizers, c Representation Nothing contained in this
exhausts, and sea valves section or in a rule or regulation of any government
Ventilation systems on weather decks or other administration, or the issuance of any report
Watertight and deep-tank bulkheads or certificate pursuant to this section or such a rule or
Watertight doors and framing regulation, is to be deemed to enlarge upon the
Weathertight doors, framing, and sill heights representations expressed in 1/1.1.1 through 1/1.1.4
Welding Schedule and details, bonding details (FRP) hereof and the issuance and use of any such reports or
Window and framing details certificates are to be governed in all respects by
1/1.1.1 through 1/1.1.4 hereof.
1/1.11.2 Machinery Plans and Data
Plans and data required to be submitted to the Bureau
for review and approval are listed in 4/1.11.

PART 1 SECTION 1|6 Scope and Conditions of Classification

1/1.13.2 Notification and Availability for Survey
The Surveyors are to have access to classed craft at
all reasonable times. For the purpose of Surveyor
Monitoring, monitoring Surveyors shall also have
access to classed craft at all reasonable times. Such
access may include attendance at the same time as the
assigned Surveyor or during a subsequent visit
without the assigned Surveyor. The Owners or their
representatives are to notify the Surveyors on all
occasions when a craft can be examined in dry dock
or on a slipway.
The Surveyors are to undertake all surveys on
classed craft upon request, with adequate notification,
of the Owners or their representatives and are to
report thereon to the Committee. Should the
Surveyors find occasion during any survey, to
recommend repairs or further examination,
notification is to be given immediately to the Owners
or their representatives in order that appropriate
action may be taken. The Surveyors are to avail
themselves for every convenient opportunity for
carrying out periodical surveys in conjunction with
surveys of damages and repairs in order to avoid
duplication of work.
1/1.13.3 Attendance at Port State Request
It is recognized that Port State authorities legally may
have access to a craft. In cooperation with Port
States, ABS Surveyors will attend on board a classed
craft when so requested by a Port State, and upon
concurrence by the craft's master will carry out a
survey in order to facilitate the rectification of
reported deficiencies or other discrepancies that
affect or may affect classification. ABS Surveyors
will also cooperate with Port States by providing
inspectors with background information, if requested.
Such information includes text of conditions of class,
survey due dates, and certificate expiration dates.
Where appropriate, the vessel's flag state will be
notified of such attendance and survey.
1/1.17.2 Surveyors
In case of disagreement between the Owners or
builders and the Surveyors regarding the material,
workmanship, extent of repairs, or application of the
Guide relating to any craft classed or proposed to be
classed by this Bureau, an appeal may be made in
writing to the Committee, who will order a special
survey to be held. Should the opinion of the Surveyor
be confirmed, the expense of this special survey is to
be paid by the party appealing.
1/1.19 Limitation of Liability
The combined liability of American Bureau of
Shipping, its committees, officers, employees, agents,
or subcontractors for any loss, claim, or damage
arising from its negligent performance or
nonperformance of any of its services or from breach
of any implied or express warranty of workmanlike
performance in connection with those services, or
from any other reason, to any person, corporation,
partnership, business entity, sovereign, country or
nation, will be limited to the greater of a) $100,000 or
b) an amount equal to ten times the sum actually paid
for the services alleged to be deficient.
The limitation of liability may be increased up to
an amount twenty-five times that sum paid for
services upon receipt of Client's written request at or
before the time of performance of services and upon
payment by Client of an additional fee of $10.00 for
every $1,000.00 in the limitation.

1/1.15 Fees
Fees in accordance with normal ABS practice will be
charged for all services rendered by the Bureau.
Expenses incurred by the Bureau in connections with
these services will be charged in addition to the fees.
Fees and expenses will be billed to the party
requesting that particular service.

1/1.17 Disagreement

1/1.17.1 Guide
Any disagreement regarding either the proper
interpretation of the Guide, Rules, or translation of
this Guide from the English language edition, is to be
referred to the Bureau for resolution.

PART 1 SECTION 1|7 Scope and Conditions of Classification

PART 1 SECTION 2
Testing and Trials During Construction-Hull
1/2.1 Tank, Bulkhead and Rudder Tightness
Testing
1/2.1.1 General
After all hatches and watertight doors are installed,
penetrations including pipe connections are fitted and
before cement work or ceiling is applied over joints,
all tanks and watertight bulkheads or flats are to be
tested and proven tight. Refer to Table 1/2.1 for
specific test requirements. Close visual examination
combined with non-destructive testing may be
accepted in certain areas where specially approved, as
an alternative to hose testing.
1/2.1.2 Hydrostatic Testing
Unless air testing has been approved as an alternative,
tanks are to be tested with a head of water to the
overflow or to the highest point to which the contents
may rise under service conditions, whichever is
higher. This may be carried out before or after the
vessel is launched. Special coatings may be applied
before hydrostatic testing provided all welding at
joints and penetrations is visually examined to the
satisfaction of the Surveyor before special coating is
applied.
Sliding watertight doors are to be tested with a
head of water equivalent to the height of the bulkhead
deck or freeboard deck at the maker’s works.
1/2.1.3 Air Testing
Where permitted in Table 1/2.1, air testing or
combined air testing and hydrostatic testing by an
approved procedure may be accepted unless the
specified test is deemed necessary by the Surveyor.
Where air testing is adopted, all boundary welds,
erection joints, and penetrations including pipe
connections are to be examined under the approved
test procedure with a suitable leak indicator solution
prior to the application of special coatings. Air test
pressure differential should normally be 0.137 bar
(0.14 kgf/cm2, 2 psi). Means are to be provided to
prevent accidental overpressuring of tanks during
testing. Air-pressure drop testing, i.e. checking for
leaks by monitoring drop in pressure, is not an
acceptable substitute for required hydrostatic or
air/soap testing.
PART 1 SECTION 2|1 Testing and Trials During Construction-Hull
1/2.1.4 Hose Testing
Hose testing is to be carried out under simultaneous
inspection of both sides of the joint. The pressure in
the hose is not to be less than 2.06 bar (2.1 kgf/cm2,
30 psi).
1/2.2 Tank Tests for Structural Adequacy
In order to demonstrate the structural adequacy,
representative hydrostatic testing of tanks may be
required in connection with the approval of the
design. In general this would include at least one tank
of each type of new or unusual vessel or tank design.
1/2.3 Anchor Windlass Trials
Each anchor windlass is to be tested under normal
working conditions to demonstrate satisfactory
operation. Each required anchor handling unit,
independently, is to be tested for braking, clutch
functioning, power lowering, hoisting, and proper
riding of the chain through the hawsepipe, over the
wildcat (chain wheel), through the chain pipe, and
stowing in the chain locker. Also, it is to be
demonstrated that the windlass is capable of lifting
each anchor with 82.5m (45 fathoms) length of chain
submerged and hanging free. Where the available
water depth is insufficient, the proposed test method
will be specially considered.
1/2.4 Bilge System Trials
All elements of the bilge system are to be tested to
demonstrate satisfactory pumping operation,
including emergency suctions and all controls. Upon
completion of the trials, the bilge strainers are to be
opened, cleaned and closed up in good order.
1/2.5 Steering Trials
Refer to Section 4/8.8.2 for the technical details of
the steering trials.
1/2.6 Construction Welding and Fabrication
For surveys of hull construction welding and
fabrication, refer to Section 2/3 and the ABS "Rules
for Nondestructive Inspection of Hull Welds".
1/2.7 Hull Castings and Forgings
For surveys in connection with the manufacture and
testing of hull castings and forgings, refer to Section
2/1.
1/2.8 Piping
For surveys in connection with the manufacture and
testing of piping, refer to Section 4/6.

TABLE 1/2.1
Initial Tank, Bulkhead and
Rudder Tightness Testing
Requirements
Item Test Method

Double Bottom Tanks Hydro Test *

Deep Tanks Hydro Test *
Forepeak & Afterpeak Tanks Hydro Test *
Ballast Tanks, Cargo Craft Hydro Test *
Forepeak Dry Space Hose Test *
Duct Keels Hydro Test *
Shaft Tunnels (clear of deep Hose Test
tanks)
Chain Lockers (aft of fore peak To be filled with water
bulkhead)
Hawse Pipes Hose Test
Weathertight Hatchcovers & Hose Test
Water/Weathertight Closing
Appliances
Watertight Bulkheads & Flats Hose Test *
Void Space Boundaries Required Hose Test *
to be Watertight
Double Plate Rudders and Skegs Hydro Test *

Note: Air test or combined air and hydrostatic testing may be

accepted for those items marked (*) under the conditions
specified in 1/2.1.3. Such test may also be considered for
other items where hydrotest is impracticable.

PART 1 SECTION 2|2 Testing and Trials During Construction-Hull

PART 2
Materials and Welding

The independent booklets, “Rule Requirements for Materials and Welding – Part 2” for steels,
irons, bronzes, etc. and “Requirements for Materials and Welding Part 2 - Aluminum, - Fiber
Reinforced Plastics (FRP)” are to be referred to. Each booklet consists of the following
Chapters/Sections:

Rule Requirements for Materials and Welding

CHAPTER*
1 Materials for Hull Construction and Equipment
2 Materials for Equipment
3 Materials for Machinery, Boilers, Pressure Vessels and Piping
4 Welding and Fabrication
Part A - Hull Construction
Part B - Boilers, Unfired Pressure Vessels, Piping and Engineering Structures
Part C - Weld Test

Appendices*
1 List of Destructive and Nondestructive Tests Required in Sections 2/1 and 2/2,
and Responsibility for Verifying
2 Requirements for Approval of Filler Metals
3 Application of ABS Filler Metals to ABS Steels

Requirements for Materials and Welding - Aluminum

- Fiber Reinforced Plastics (FRP)

SECTION
4 Materials for Hull Construction - Aluminum
5 Materials for Hull Construction - Fiber Reinforced Plastics (FRP)

Appendix
2/E Aluminum Welding in Hull Construction

* The original Sections 1 through 3 have been replaced by Chapters 1 through 4. Also,
the original Appendices 2/A through 2/C have been replaced by the Appendices 1
through 3, with Appendix 2/D having been removed.
PART 3
Contents
Hull Construction and Equipment

SECTION
1 Definitions
2 General
3 Subdivision and Stability
4 Keels, Stems, and Shaft Struts
5 Rudders
6 Primary Hull Strength
8 Design Pressures
9 Plating
10 Internals
12 Hull Structural Arrangement
14 Arrangement, Structural Details and Connections
18 Protection of Deck Openings
20 Bulwarks, Rails, Ports, Portlights, Windows, and Ventilators
21 Protective Coatings
22 Equipment
23 Welding, Forming, and Weld Design
24 Fire Safety Measures

Appendices
3/A Guidelines in Calculating Bending Moment and Shear Force in Rudders and
Rudder Stocks
3/B Guidance on Torsional Analysis of the cross Deck Structure of a Multi-Hull
Craft
3/C Guidance on First Ply Failure Analysis on FRP Sandwich Panels
PART 3 SECTION 1
Definitions
The following definitions of terms are to be
understood (in the absence of other specifications)
where they appear in the Guide.
3/1.1 Length
L is the distance in meters or feet on the summer load
line, or if applicable, the design load waterline in the
displacement mode, from the fore side of the stem to
the centerline of the rudder stock. For use with the
Guide, L is not to be less than 96% and need not be
greater than 97% of the length on the summer load
line, The forward end of L is to coincide with the
foreside of the stem on the waterline on which L is
measured.
3/1.3 Breadth
B is the greatest molded breadth in meters or feet.
3/1.5 Depth
D is the molded depth in meters or feet, measured at
the middle of the length L, from the molded keel line
to the top of the freeboard deck beams at the side of
the craft. On craft with rabbeted keel construction, D
is to be measured from the rabbet line, In cases where
watertight bulkheads extend to a deck above the
freeboard deck and are to be recorded in the Record as
effective to that deck, D is to be measured to the
bulkhead deck,
3/1.7 Draft for Scantlings
d is the draft, in meters or feet, measured at the middle
of the length L from the molded keel or the rabbet line
at its lowest point to the estimated summer load
waterline or the design load waterline in the
displacement mode, whichever is greater.
3/1.9 Freeboard Deck
The freeboard deck is normally the uppermost
continuous deck having permanent means for
weathertight closing of all openings in its weather
portions, and below which all openings in the craft
side are equipped with permanent means for watertight
closure. In cases where a craft is designed for a
special draft considerably less than that corresponding
to the least freeboard obtainable under the
International Load Line Regulations, the freeboard
deck for the purpose of the Rules may be taken as the
lowest actual deck from which the draft can be
obtained under those regulations.
PART 3 SECTION 1|1 Definitions
3/1.11 Bulkhead Deck
The bulkhead deck is the highest deck to which
watertight bulkheads extend and are made effective.
3/1.13 Strength Deck
The strength deck is the deck which forms the top of
the effective hull girder at any part of its length. See
Section 3/6.
3/1.15 Superstructure Deck
A superstructure deck is a deck above the freeboard
deck to which the side shell plating extends or of
which the sides are fitted inboard of the hull side not
more than 4% of the breadth, B. Except where
otherwise specified the term superstructure deck where
used in the Guide refers to the first such deck above
the freeboard deck
3/1.16 Superstructure
A superstructure is an enclosed structure on the main
weather deck having side plating as an extension of the
shell plating, or not fitted inboard of the hull side more
than 4% of the breadth B.
3/1.17 Deckhouses
A deckhouse is an enclosed structure above the
freeboard deck, having side plating set inboard of the
hull side-shell plating more than 4% of the breadth B
of the craft.
3/1.18 Displacement
The displacement ∆, is the mass displacement of the
vessel in the design condition in metric tons (long
tons), unless otherwise specifically noted.
3/1.19 Gross Tonnage
The measurement of the internal volume of spaces
within the craft as defined by the International
Convention on Tonnage Measurement of Ships, 1969.
3/1.20 Significant Wave Height
Significant wave height is the average height of the
one-third highest observed wave heights over a given
period.
3/1.21 Speed
Speed is the design speed in knots with the craft
running ahead at the maximum continuous rated shaft
rpm and at the summer load waterline. Operational
speed is 90% of design speed.
3/1.22 Rabbet Line (Fiber Reinforced Plastic)
The rabbet line is the line intersection between the
outside of a craft’s bottom and a craft’s keel. Where
there is no keel, the rabbet line is the bottom of the
craft.
3/1.23 Administration
The government of the state whose flag the craft is
intended to fly.
3/1.25 Passenger Craft
Any craft which carries more than twelve passengers.
See also 5/1.3.
3/1.27 Cargo Craft
Any craft other than a passenger craft, which is
capable of maintaining the main functions of safety
systems of unaffected spaces after damage in any one
compartment on board.
3/1.29 Passenger
A passenger is every person other than the master and
members of the crew or other persons employed or
engaged in any capacity on board a craft on the
business of that craft, and a child under one year of
age.
3/1.31 Place of Refuge
Any naturally or artificially sheltered area which may
be used as shelter by a craft under conditions likely to
endanger its safety.
3/1.33 Fiber-Reinforced Plastic (FRP)
FRP consists of two basic components: a glass-
filament or other material fiber reinforcement and a
plastic, or resin, in which the reinforcing material is
imbedded.
3/1.33.1 Reinforcement
Reinforcement is a strong, inert material bonded into
the plastic to improve its strength, stiffness and impact
resistance. Reinforcements are usually fibers of glass
(a lime-alumina-silicate composition having a low
alkali content) or other approved material such as
aramid or carbon fiber, in a woven or non-woven
form, with a strong adhesive bond to the resin.
a Strand A bundle of continuous filaments
combined in a single, compact unit.
b Roving A band or ribbon of parallel strands
grouped together.
PART 3 SECTION 1|2 Definitions
c Yarn A twisted strand or strands suitable for
weaving into a fabric.
d Binder A polyester applied in small quantities
to fibers to hold them together in mat form.
e Coupling Agent An active water soluble
chemical that allows resin to adhere to glass,
f Chopped-strand Mat A blanket of randomly
oriented chopped-glass strands held together with
binder.
g Woven Roving A coarse fabric woven from
rovings.
h Cloth A fabric woven from yarn
i Peel-Ply An "E" glass fabric that does not have
any coupling agent applied, used as a protective
covering on a laminate being prepared for a secondary
bond to keep foreign particles from adhering to the
surface.
j Uni-directional A woven or non-woven
reinforcement with substantially more fibers in one
principal axis of the reinforcing ply.
k Double Biased A woven or non-woven
reinforcement with fibers primarily at + 45° to the
principal axes of the reinforcing ply.
l Knitted or Stitched Fabrics Two or more layers
of unidirectional fabrics that are stitched together.
m Bi-axial Fabric A stitched or knitted
reinforcement with fibers primarily in the principal
axis of the reinforcing ply.
n Tri-axial Fabric A stitched or knitted
reinforcement with fibers running in one principal axis
of the ply and in addition, with fibers running at + and
-45° to the warp.
o Ply Principal Axes The two principal axes of a
reinforcing ply are the axis that is parallel to the warp
and the axis that is parallel to the fill.
p Warp The roving or yarn running lengthwise in
woven fabric (in the “roll direction”).
q Fill, Weft or Woof The roving or yarn running
at right angles to the warp in a woven fabric.
r “E” glass A family of glass reinforcement
material of aluminoborosilicate composition and
having high electrical resistivity.
s “S” glass A family of glass reinforcement
material of magnesium aluminosilicate composition
that contains a higher silicon content and provides
higher strength and stiffness properties than “E” glass.
t Kevlar An aramid fiber reinforcement.
u Carbon Fiber A reinforcement material made
of mostly carbon produced by the pyrolysis of organic
precursor fibers in an inert environment.
3/1.33.2 Resin
Resin is a highly reactive synthetic that in its initial
stage is a liquid, but upon activation is transformed
into a solid.
a Accelerator A material that, when mixed with
resin, speeds the cure time.
 b Additive A substance added to another
substance, usually to improve properties, such as
plasticizers, initiators, light stabilizers and flame
retardants.
c Catalyst or Initiator A material that is used to
activate resin, causing it to harden.
d Crazing Hairline cracks, either within or on the
surface of resin, caused by mechanical or thermal
stresses.
e Cure To change resin from a liquid to a solid.
f Cure time The time required for resin to change
from a liquid to a solid after a catalyst has been added.
g Exothermic Heat The heat given off as the
result of the action of a catalyst on resin.
h Filler A material added to resin to modify its
working properties or other qualities, or to lower costs.
i Gel A partially cured resin in a semi-solid state
similar to gelatin in consistency.
j Gel Time The time required to change a
flowable, liquid resin into a nonflowing gel.
k Inhibitor A material that retards activation or
initiation of resin, thus extending shelf life or
influencing exothermic heat or gel time.
l Polymerization The reaction that takes place
when resin is activated or initiated.
m Pot Life The length of time that a catalyzed
resin remains workable.
n Shelf Life The length of time that an
uncatalyzed resin maintains its working properties
while stored in a tightly sealed, opaque container.
o Tack The degree of stickiness of the resin.
p Thixotropy The property or phenomenon,
exhibited by some resins, of becoming jelly-like at rest
but becoming fluid again when stirred or agitated.
This facilitates the application of the resin to inclined
or vertical surfaces.
q Polyester Resin A thermosetting resin that is
formed by combining saturated and unsaturated
organic acids. Such as otrhophthalic and isophthalic
acids.
r Vinylester Resin A thermosetting resin that
consists of a polymer chain and an acrylate or
methacrylate termination.
s Epoxy A resin that contains one or more of the
epoxide groups.
3/1.33.3 Laminate
A laminate is a material composed of successive
bonded layers, or plies, of resin and fiber or other
reinforcing substances.
a Bi-directional Laminate A laminate having
essentially the same strength and elastic properties in
the two in plane principal axes. Bi-directional
laminates may be constructed of bi-axial, double bias,
tri-axial, mat or unidirectional reinforcing layers, or a
combination of any of these.
PART 3 SECTION 1|3 Definitions
b Uni-directional Laminate A laminate with
substantially more of the fibers in the plane of the
laminate oriented in one of the two principal axis of
the laminate plane so that the mechanical properties
along that axis are appreciably higher than along the
other natural axis.
c Sandwich Laminate A laminate consisting of
two fiber reinforced plastic skins attached to a non-
structural or structural core (see 3/1.33.4
Encapsulation),
d Barcol Hardness A measurement of the
hardness of a laminate and thereby the degree of
completion of the cure.
e Delamination The separation of the layers of
material in a laminate.
f Gel Coat The first resin applied to mold when
fabricating a laminate to provide a smooth protective
surface for the laminate.
g Layup The process of applying to a mold the
layers of resin and reinforcing materials that make up a
laminate. These materials are then compressed or
densified with a roller or squeegee to eliminate
entrapped air and to spread resin evenly. Also a
description of the component materials and geometry
of a laminate.
h Peel Ply A partially impregnated, lightly
bonded layer of glass, cloth or woven roving used to
protect a laminate in anticipation of secondary
bonding, providing a clean, fresh bonding surface.
i Secondary Bonding The practice of bonding
fresh material to a cured or partially cured laminate.
j Verified Minimum Mechanical Property The
mechanical properties, in 2/5, of laminates differing
from the basic, verified by the appropriate test(s) listed
in Table 2/5.1.
k Laminate Principal Axes The two principal
axes of a square or rectangular plate panel are for the
application of this Guide those perpendicular and
parallel to the plate panel edges.
1 Vacuum Bagging A method used to apply a
uniform pressure over an area by applying a vacuum to
that area.
m Resin Impregnation A process of construction
for large layers of fabric that consists of running a roll
of fabric through a resin bath to completely saturate
the fabric.
n Resin Transfer Molding A closed mold method
that mechanically pumps resin through dry fabric
previously placed in the mold.
o Resin Infusion A method of FRP construction
that uses a vacuum (from a vacuum bag) to pull
catalyzed resin through dry fabric.
p Primary Bond The bond that is formed between
two laminated surfaces when the resin on both surfaces
has not yet cured.
q Secondary Bond The bond that is formed
between two laminated surfaces when the resin on one
of the two surfaces has cured.
 r Post Cure The act of placing a laminate in an
autoclave and raising the temperature to assist in the
cure cycle of the resin.
s Autoclave A large oven used in post curing
large laminated parts.

3/1.33.4 Encapsulation
The containment of a core material such as softwoods,
plywood, balsa, PVC (cross linked), or linear polymer
within FRP laminates. The cores may be structurally
effective or ineffective.
a Bedding Putty Material used to adhere the core
material to the FRP skins.
b Scores Slits cut into the core material to aid in
forming the core to complex shapes.

3/1.35 Units
These Rules are written in three systems of units SI
units, MKS units and US customary units. Each
system is to be used independently of any other
system.
The format of presentation in the Guide of the
three systems of units is as follows:

SI units (MKS units, US customary units)

unless indicated otherwise.

PART 3 SECTION 1|4 Definitions

PART 3 SECTION 2
General
3/2.1 Materials
This Guide is intended for welded craft constructed of
steel, welded craft constructed of aluminum, and fiber
reinforced plastic (FRP) craft; complying with the
requirements of section 2/1, 2/4, and 2/5 respectively.
The use of materials other than those specified in 2/1,
2/4, and 2/5 and the corresponding scantlings will be
specially considered.
3/2.1.1 Selection of Material Grade
For craft 61 m (200 ft) and over in length, steel
materials are not to be lower grades than those
required by Table 3/2.1b for the material class given
in Table 3/2.1a for the particular location.
3/2.1.2 Note for the Users
The attention of users is drawn to the fact that, when
fatigue loading is present, the effective strength of
higher-strength steel in a welded construction may not
be greater than that of ordinary-strength steel.
Precautions against corrosion fatigue may also be
necessary.
3/2.3 Workmanship
All workmanship is to be of commercial marine
quality and acceptable to the Surveyor. Welding is to
be in accordance with the requirements of Sections
2/3, 2/E and 3/23.
3/2.5 Design
3/2.5.1 Continuity
Care is to be taken to provide structural continuity.
Changes in scantlings are to be gradual. Strength
members are not to change direction abruptly. Where
primary structural members terminate at another
structural member, tapering of the primary member
may be required beyond the other structural member.
Stanchions and bulkheads are to be aligned to provide
support and to minimize eccentric loading. Major
appendages outside the hull and strength bulkheads in
superstructures are to be aligned with major structural
members within the hull
PART 3 SECTION 2|1 General
3/2.5.2 Openings
The structural arrangements and details are to be in
accordance with Section 3/14. In general, major
openings such as doors, hatches, and large vent ducts
are to be avoided in the hull in close proximity to the
gunwale. Corners of openings in strength structures
are to have generous radii. Compensation may be
required for openings.
3/2.5.3 Brackets
a Steel Brackets Where brackets are fitted having
thicknesses as required by Table 3/2.1 and faces at
approximately 45 degrees with the bulkhead deck or
shell and the bracket is supported by a bulkhead, deck
or shell structural member, the length of each
member, l, may be measured at a point 25% of the
extent of the bracket beyond the toe of the bracket as
shown in Figure 3/2.1. The minimum overlap of the
bracket arm along the stiffener is not to be less than
obtained from the following equation.
x = 1.4y +30 mm x = 1.4y + 1.2 in.
x = length of overlap along stiffener in mm or in.
y = depth of stiffener in mm or in.
Where a bracket laps a member, the amount of
overlap generally is to be 25.5 mm (1 in.).
b Aluminum Brackets Aluminum brackets are
to comply with 3/2.5.3a except that the thicknesses
given in Table 3/2.1 are to be multiplied by 1.45 for
the same length of face.
3/2.5.4 Structural Design Details
The designer is to give consideration to the following:
a The thickness of internals in locations
susceptible to rapid corrosion.
b The proportions of built-up members to comply
with established standards for buckling strength.
c The design of structural details such as noted
below, against the harmful effects of stress
concentrations and notches:
1 Details of the ends, the intersections of
members and associated brackets.
2 Shape and location of air, drainage or
lightening holes.
3 Shape and reinforcement of slots or cut-
outs for internals.
 4 Elimination or closing of weld scallops in
way of butts, “softening” of bracket toes,
reducing abrupt changes of section or
structural discontinuities.
d Proportions and thickness of structural
members to reduce fatigue response due to engine,
propeller or wave-induced cyclic stresses, particularly
for higher-strength steels.
Standard construction details based on the above
considerations are to be indicated on the plans or in a
booklet submitted for review and comment.
3/2.5.5 Termination of Structural Members
Unless permitted elsewhere in the Guide, structural
members are to be effectively connected to the
adjacent structures in such a manner to avoid hard
spots, notches and other harmful stress
concentrations. Where members are not required to
be attached at their ends, special attention is to be
given to the end taper, by using soft-toed concave
brackets or by a sniped end of not more than 30°.
Bracket toes or sniped ends are to be kept within 25
mm (1.0 in.) of the adjacent member and the depth at
the toe or snipe end is generally not to exceed 15 mm
(0.60 in.). Where a strength deck or shell longitudinal
terminates without end attachment it is to extend into
the adjacent transversely framed structure or stop at a
local transverse member fitted at about one transverse
frame space beyond the last floor or web that
supports the longitudinal.
3/2.7 Effective width of plating
The section modulus and moment of inertia of
stiffening members are provided by the member and a
portion of the plating to which it is attached. The
effective width is as given in the following sub-
sections. The section modulus and moment of inertia
of a shape, bar, fabricated section, or layed-up
member not attached to plating is that of the member
only.
3/2.7.1 FRP Laminates
Where the plating is an FRP single-skin laminate, the
maximum effective width of plating for floors,
frames, beams and bulkhead stiffeners is not to
exceed either the stiffening member spacing or the
width obtained from the following equation,
whichever is less. See Figure 3/2.2.
w = 18t + b
where:
w = effective width of plating in mm or in.
t = thickness of single skin plating in mm or in.
b = net width of stiffening member in mm or in.,
but not more than 18t
PART 3 SECTION 2|2 General
Where the plating is an FRP sandwich laminate with a
flexurally and compressively ineffective (balsa, cross
linked PVC, or linear polymer) core, t in the above
equation is the thickness of a single skin laminate
having the same moment of inertia per unit width as
the two skins of the sandwich about the neutral axis
of the sandwich, excluding the core.
For a stiffening member along an opening, the
maximum effective width of plating is equal to either
one-half the stiffening member spacing or the width
obtained from the following equation, whichever is
less.
w = 9t + b
where w, t and b are as defined above.
3/2.7.2 Steel and Aluminum Plating
a Primary Structural Members The effective
width of plating for deep supporting members is to
equal to the lesser of either one half the sum of
spacing on each side of the member, 0.33 time the
unsupported span, l, or 750mm (30 in). For girders
and webs along hatch openings the effective width of
plating is to be half of that obtained from the above.
Due account is to be taken in regards to plate
buckling, see 3/9.1.1
b All Other Structural Members The maximum
effective width of plating is equal to either one-half
the sum of spacing on each side of the member or the
width obtained from the following equation,
whichever is less.
Steel Members: w = 80t
Aluminum Members: w = 60t
w = effective width of plating in mm or in.
t = thickness of single skin plating in mm or in.
For a stiffening member along an opening, the
maximum effective width of plating is one-half of the
effective width given above.
 TABLE 3/2.1a
Material Class of Structural Members

Within 0.4L Outside 0.4L

Structural member Amidships Amidships
Material Class (1) Material Class
or Grade or Grade
Shell
Bottom plating including keel plate Class II Grade A(7)/AH
Bilge strake Class III (2),(3) Class II (4)
Side plating Class I Grade A(7)/AH
Sheer strake at strength deck (5) Class III (3) Class II (4)
Decks
Strength deck plating (6) Class II Grade A(7)/AH
Stringer plate in strength deck (5) Class III (3) Class II (4)
Strength deck plating within line of
hatches, and exposed to weather in Class I Grade A(7)/AH
general
Longitudinal Bulkhead
Lowest strake in single bottom vessels Class I Grade A(7)/AH
Uppermost strake including that of the
top wing tank Class II Grade A(7)/AH
Other Structures in General
External continuous longitudinal
members (excluding longitudinal hatch Class II Grade A(7)/AH
coamings) and bilge keels
Stern frames, rudder horns, rudders,
and shaft brackets – Class I
Strength members not referred to in
above categories and above local Grade A(7)/AH Grade A(7)/AH
structures
Notes
1 Special consideration will be given to vessels in restricted service.
2 May be class II in vessels with a double bottom over the full breadth B.
3 Single strakes required to be of material class III or E/EH are to have breadths not less than
800 + 5L mm (31.5 + 0.06L in.), but need not exceed 1800 mm (71 in.).
4 May be class I outside 0.6L amidships.
5 A radius gunwale plate may be considered to meet the requirements for both the stringer
plate and the sheerstrake, provided it extends a suitable distance inboard and vertically. For
formed material see 2-4-1/3.13
6 Plating at the corners of large hatch openings, is to be specially considered.
7 ASTM A36 steel otherwise tested and certified to the satisfaction of ABS may be used in
lieu of Grade A for a thickness up to and including 12.5 mm (0.5 in.) for plate and up to and
including 40 mm (1.57 in.) for sections.

PART 3 SECTION 2|3 General

 TABLE 3/2.1b
Material Grades

Thickness t Material Class

mm (in.) I II III
t ≤ 15 (t ≤ 0.60) A(2), AH A, AH A, AH
15 < t ≤ 20 (0.60 < t ≤ 0.79) A, AH A, AH B, AH
20 < t ≤ 25 (0.79 < t ≤ 0.98) A, AH B, AH D, DH
25 < t ≤ 30 (0.98 < t ≤ 1.18) A, AH D, DH D (1), DH
30 < t ≤ 35 (1.18 < t ≤ 1.38) B, AH D, DH E, EH
35 < t ≤ 40 (1.38 < t ≤ 1.57) B, AH D, DH E, EH
40 < t ≤ 51 (1.57 < t ≤ 2.00) D, DH E, EH E, EH

Notes
1 Grade D, of these thicknesses, is to be normalized.
2 ASTM A36 steel otherwise tested and certified to the
satisfaction of ABS may be used in lieu of Grade A for a
thickness up to and including 12.5 mm (0.5 in.) for plate
and up to and including 40 mm (1.57 in.) for sections.

FIGURE 3/2.1
Bracket

TABLE 3/2.1
Brackets (Steel)
Thickness
Length of Face f, mm Millimeters Width of Flange, mm
Plain Flanged
Not exceeding 305 5.0 --- --
Over 305 to 455 6.5 5.0 38
Over 455 to 660 8.0 6.5 50
Over 660 to 915 11.0 8.0 63
Over 915 to 1370 14.0 9.5 75

Thickness
Length of Face f, in. Inches Width of Flange, in.
Plain Flanged
Not exceeding 12 3/16 -- --
Over 12 to 18 1/4 3/16 1½
Over 18 to 26 5/16 1/4 2
Over 26 to 36 7/16 5/16 2½
Over 36 to 54 9/16 3/8 3

PART 3 SECTION 2|4 General

FIGURE 3/2.2
Effective Width of FRP Plating

PART 3 SECTION 2|5 General

PART 3 SECTION 3
Subdivision and Stability
3/3.1 General
Craft of the following categories are to have
subdivision and stability in accordance with the
criteria as shown.
3/3.3 Criteria
3/3.3.1 Intact Stability
All craft which have a length of 24 m (79 ft) or over
as defined in the International Convention on Load
Lines are to have intact stability guidance as required
by Regulation 10 of the International Convention on
Load Lines. Following criteria may be used for
classification purposes:
a For all cargo craft ≥ 500 GT making voyages
that are no more than 8 hours at operational speed
from a place of refuge and having design speeds
greater than 3.7∇1/6m/sec (7.19∇1/6 knots, 3.97∇1/6
knots) – IMO International Code of Safety for High-
Speed Craft – Chapter 2
b For all passenger craft making voyages that are
no more than 4 hours at operational speed from a
place of refuge and having design speeds greater than
3.7∇1/6m/sec (7.19∇1/6 knots, 3.97∇1/6 knots) – IMO
International Code of Safety for High-Speed Craft –
Chapter 2
c Other craft of all sizes – IMO Resolution
A167/A206 with A562
where
∇ = the volumetric displacement of the vessel in
the design condition in m3 (m3, ft3)
GT = the gross tonnage as defined in 3/1.19
In case the above criteria are not applicable to a
particular craft, the intact stability will be reviewed
by the Bureau in accordance with other recognized
criteria appropriate to the craft's type, size, and
intended service.
3/3.3.2 Subdivision and Damage Stability
Craft of applicable size, type, and service are to have
subdivision and damage stability as required by the
International Code of Safety for High-Speed Craft, or
the International Convention for the Safety of Life at
Sea, 1974, as amended as follows:
PART 3 SECTION 3|1 Subdivision and Stability
a Passenger craft making voyages that are no
more than 4 hours at operational speed and having
design speeds greater than 3.7∇1/6m/sec (7.19∇1/6
knots, 3.97∇1/6 knots) – IMO International Code of
Safety for High-Speed Craft – Chapter 2
b Other passenger craft – SOLAS Regulation
II-1/4 through 8
c Cargo craft ≥ 500 GT making voyages that are
no more than 8 hours at operation speed and having
design speeds greater than 3.7∇1/6m/sec (7.19∇1/6
knots, 3.97∇1/6 knots) – IMO International Code of
Safety for High-Speed Craft – Chapter 2
d Other cargo craft ≥ 500 GT – SOLAS
Regulation II-1/25-1 through 25-8
3/3.5 Review Procedures
3/3.5.1 Administration Review
When the craft is issued an International Load Line
Certificate, Passenger Ship Safety Certificate, Cargo
Ship Safety Construction Certificate, or High Speed
Craft Safety Certificate by the flag Administration or
its agent other than the Bureau, such Certificate will
be accepted as evidence that the craft has subdivision
and stability in accordance with the above criteria.
Where the Administration undertakes the review
of subdivision and stability and the Bureau is issuing
the above Certificate, the acceptance of subdivision
and stability by the Administration will be required
before the certificate is issued.
3/3.5.2 Bureau Review
In all other cases the information and calculations for
subdivision and stability are to be submitted to the
Bureau for review. Where the intact stability criteria
are not applicable to a particular craft, the review will
be in accordance with other recognized criteria
acceptable to the Bureau.
PART 3 SECTION 4

Keels, Stems, and Shaft Struts

3/4.1 Materials
3/4.1.1 Ordinary Strength Steels
The requirements in the following subsections are
based upon ordinary strength steel. For higher
strength steels and aluminum alloys see 3/4.1.3.
3/4.1.3 High Strength Steels and Aluminum
Alloys
Unless otherwise specified, the required section
modulus and inertia for high strength steels and
aluminum alloys are as follows:
L = length of craft in m or ft as defined in
Section 3/1
Thicknesses and depths other than given above are
acceptable provided the section modulii and moments
of inertia about the transverse horizontal axis are not
less than given above, nor h/t more than 4.5.
3/4.2.2 Plate Keels
The thickness of the steel plate keel throughout the
length of the craft is to be not less than the bottom
shell required in 3/9.

SM = SMs Q 3/4.4 Stems

I = Is Es / Eo
SM,I = required section modulus and inertia.
Unless specifically stated otherwise,
the properties about the minor axis
(axis perpendicular to h or w) are to be
used.
SMs, Is = Section modulus and inertia obtained
from the dimensions given for ordinary
strength steel.
Q = as defined in 3/6.1.1a
Es = 2.06 x 105 N/mm2 (21 x 103 kgf/mm2,
30 x 106 psi)
Eo = modulus of the material being
considered in N/mm2 (kgf/mm2, psi)
Use of materials other than steel or aluminum will be
specially considered.
3/4.1.5 Fiber Reinforced Plastic
For fiber reinforced plastic hulls, keels and skegs are
to have proportions as indicated in Figure 3/14.10
and Figure 3/14.11.
3/4.2 Keels
3/4.4.1 Bar Stems
Where bar stems are fitted the thickness and depth is
not to be less than obtained from the following
equations.
t = 0.625L + 6.35 mm t = 0.0075L + 0.25 in.
w = 1.25L + 90 mm w = 0.015L + 3.5 in.
t = thickness in mm or in.
w = width in mm or in.
L = length of craft in m or ft as defined in
Section 3/1
This thickness and width is to be maintained between
the keel and design load waterline. Above the
designed load waterline they may be gradually
reduced until the area at the head is 70% of that
obtained from the equations.
Thicknesses and widths other than given above
are acceptable provided the section modulii and
moments of inertia about the longitudinal axis are not
less than above, nor w/t more than 5.5. The thickness
of the bar stem in general should also not be less than
twice the shell thickness.

3/4.2.1 Bar Keels 3/4.4.3 Plate Stems

Where bar keels are fitted the thickness and depth is Where plate stems are used, they are not to be less in
not to be less than obtained from the following thickness than the bottom shell plating required in
equations. 3/9.1 and 3/9.3, where s is the frame spacing, or 610
mm (24 in.) if greater. Plate stems are to be suitably
t = 0.625L + 12.5 mm t = 0.0075L + 0.50 in. stiffened.
h = 1.46L + 100 mm h = 0.0175L + 4 in.

t = thickness in mm or in.
h = depth in mm or in.

PART 3 SECTION 4|1 Keels, Stems, and Shaft Struts

3/4.6 Stern Frames
Craft that are fitted with stern frames, shoe pieces,
rudder horns, and rudder gudgeons are to meet the
applicable requirements in 3/4 of the Rules for
Building and Classing Steel Vessels.
b Thickness The thickness of the streamlined
section strut arm is not to be less than obtained from
the following equation.
t1 = 0.515d

3/4.18 Shaft Struts t1 = thickness of strut (minor axis) in mm or in.

3/4.18.1 General
Tail-shaft (propeller-shaft) struts where provided may
be of the V or I type. The thickness of the strut barrel
or boss is to be at least one-fifth the diameter of the
tail shaft. The length of the strut barrel or boss is to
be adequate to accommodate the required length of
propeller-end bearings. The following equations are
for solid struts having streamline cross-sectional
shapes. For struts other than ordinary strength steel
see 3/4.1. For hollow section and non-streamlined
struts, the equivalent cross sectional area, inertia, and
section modulus (about the major axis) are not to be
less than required by 3/418.2 and 3/418.3. For a
streamlined cross-section strut, the inertia about the
longitudinal axis is wt3/25 and the section modulus
about the same axis is wt2/12.5.
d = diameter of tail shaft in mm or in.
3/4.18.4 Strut Length
The length of the longer leg of a V strut or the leg of
an I strut, measured from the outside perimeter of the
strut barrel or boss to the outside of the shell plating,
is not to exceed 10.6 times the diameter of the tail
shaft. Where this length is exceeded, the width and
thickness of the strut are to be increased, and the strut
design will be given special consideration. Where
strut length is less than 10.6 x required tailshaft
diameter, the section modulus of the strut may be
reduced in proportion to the reduced length, provided
the section modulus is not less than 0.85 x Guide
required section modulus.

3/4.18.2 V Strut
a Width The width of each streamlined section
strut arm is not to be less than obtained from the
following equation.

w = 2.27d

w = width of strut (major axis) in mm or in.

d = required diameter of ABS Grade 2 tail shaft
in mm or in. (see Section 4/7)

b Thickness The thickness of each streamlined

section strut arm is not to be less than obtained from
the following equation.

t = 0.365d

t = thickness of strut (minor axis) in mm or in.

d = required diameter of ABS Grade 2 tail shaft
in mm or in.

Where the included angle is less than 45 degrees, the

foregoing scantlings are to be specially considered.

3/4.18.3 I Strut
a Width The width of the streamlined section
strut arm is not to be less than obtained from the
following equation.

w1 = 3.22d

w1 = width of strut (major axis) in mm or in.

d = diameter of tail shaft in mm or in.

PART 3 SECTION 4|2 Keels, Stems, and Shaft Struts

PART 3 SECTION 5

Rudders

3/5.1 General 3/5.2 Design Loads

3/5.1.1 Application 3/5.2.1 Rudder Force

This section applies to flat plate and foil profile spade
rudders. Rudders having other profiles or with
special arrangements for increasing rudder force, such
as fins, flaps, steering propellers or other means of
steering will be subject to special consideration.
Where rudders are fitted on horns or shoepieces, they
are to comply with 3/5 of the Rules for Building and
Classing Steel Vessels. The surfaces of rudder stocks
in way of exposed bearings are to be of non-corrosive
materials. Special consideration will be given to
aluminum rudder stocks and fiber reinforced plastic
rudders and rudder stocks. Material specifications are
to be listed on the plans.
3/5.1.2 Rudder and Rudder Stock Materials
Rudders, rudder stocks, coupling bolts, and keys are
to be made from material in accordance with the
requirements of Section 2/1. Material tests for
coupling bolts and torque transmitting keys need not
be witnessed by the Surveyor. The surfaces of rudder
stocks in way of exposed bearings are to be of
noncorrosive material.
Material factors for castings and forgings used for
the stock (Ks), bolts (Kb), and coupling flange (Kf),
are to be obtained from the following equation.
K = (ny/Y)e
ny = 235 N/mm2 (24 kgf/mm2, 34000 psi)
Y = Specified minimum yield strength of the
material in N/mm2 (kgf/mm2, psi) but is not
to be taken as greater than 0.7U or 450
N/mm2 (46 kgf/mm2, 65000 psi) whichever
Where the rudder profile can be defined by a
single quadrilateral, the rudder force is to be obtained
from the following equation. Where the rudder angle
φ, exceeds 35°, the rudder force, CR, is to be
increased by a factor of 1.74 sin (φ).
CR = nCSKTAV2 kN (tf, Ltf)
CR = rudder force.
A = total projected area of rudder in m2 (ft2)
KT = 1.463 ahead, 1.682 ahead behind fixed
propeller nozzle.
= 1.063 astern (1.2 for flat sided rudders
astern), 1.22 astern behind fixed propeller
nozzle (1.38 for flat sided rudders astern
behind fixed propeller nozzle).
CS = Speed coefficient.
= 1.0 for Vd < 20 knots;
3
 V 
= . − 0.046 6  where Vd ≥ 20 knots,
 159
 ∆
but need not exceed 1.0 and is not to be
taken less than 0.45.
V = Vd for the ahead condition but is not to be
taken as less than Vmin.
= Va for the astern condition but is not to be
taken as less than 0.5Vd or 0.5Vmin,
whichever is greater.
Vd = the maximum speed in knots with the craft
running ahead at the maximum continuous
rated shaft rpm and at the summer load
waterline.
Va = maximum astern speed in knots.

U
is lesser.
= minimum tensile strength of material used in
Vmin = (Vd + 20 ) 3
N/mm2 (kgf/mm2, psi) ∆ = maximum craft displacement in metric tons
e = 1.0 for Y ≤ 235 N/mm2 (24 kgf/mm2, 34000 (long tons)
psi) n = 0.132 (0.0135, 0.0132)
= 0.75 for Y > 235 N/mm2 (24 kgf/mm2, 34000
psi)

3/5.1.3 Expected Torque

The torque considered necessary to operate the
rudder in accordance with 4/8.8.2 is to be indicated
on the submitted rudder or steering gear plan. See
4/8.1.3 and 3/5.2.2c.

PART 3 SECTION 5|1 Rudders

 FIGURE 3/5.1 QR = Total rudder torque as defined in 3/5.2.2 in
Rudder kN-m (tf-m, Ltf-m)
Ks = Material factor for upper rudder stock as
defined in 3/5.1.2

3/5.3.2 Lower Rudder Stocks

The lower rudder stock diameter is to be determined
using the given rudder force and torque in 3/5.2.
Bending moments, shear forces and reaction forces
are to be determined from 3/5.3.3, and 3/5.7.3.

The lower rudder stock diameter is not to be less

than obtained from the following equation.

Sl = S 6 1 + (4 3)( M QR ) mm (in)
2

S = upper stock required diameter from 3/5.3.1

in mm (in.)
Sl = lower stock required diameter.
M = bending moment at the station of the rudder
3/5.2.2 Rudder Torque for Scantlings stock considered in kN-m (tf-m, Ltf-ft)
a General The torque to be used for the rudder QR = rudder torque from 3/5.2.2 in kN-m (tf-m,
scantlings is to be as defined in 3/5.2.2b below. Ltf-ft)
b Rudder Blades The rudder torque for both the
ahead and astern conditions is to be determined from Where the diameter at the neck bearing differs from
the following equation. the diameter of the upper bearing or tiller, a gradual
QR = CRr kN-m (tf-m, Ltf-ft) transition is to be provided between the different
diameter stocks.
QR = rudder torque.
CR = rudder force as calculated in 3/5.2.1 3/5.3.3 Bending Moments
r = c(α-Af/A) (but not less than 0.1c for ahead The bending moment on the rudder and rudder stock
condition) may be determined in accordance with Appendix 3/A
c = mean breadth of rudder area in m (ft) from or in accordance with the following equations.
Fig. 3/5.1
α = 0.33 ahead, 0.66 astern. M n = C R ! n kN-m (Ltf-ft)
Af = Area of rudder blade situated forward of the
centerline of the rudder stock in m2 (ft2). A
M s = CR 1 ! c kN-m (Ltf-ft)
A is as defined in 3/5.2.1. A
c Trial Conditions The above values of QR are Mn = bending moment at neck bearing.
intended for the design of rudders and should not be Ms = bending moment at section under
directly compared with the torques expected during consideration.
the trial (see 3/5.1.3) or the rated torque of steering !n = distance from center of neck bearing to the
gear (see 4/8.1.3).
centroid of rudder area, m (ft)
3/5.3 Rudder Stocks
!c = distance from section under consideration to
the centroid of rudder area, A1, m (ft)
3/5.3.1 Upper Rudder Stocks A1 = area below section under consideration, m2
The upper rudder stock is that part of the rudder stock (ft2)
above the neck bearing or above the top pintle. At the CR and A are as defined in 3/5.2.1
upper bearing or tiller, the upper stock diameter is not
to be less than obtained from the following equation: 3/5.5 Rudder Couplings

S = N u 3 QR K s mm (in) 3/5.5.1 Flange Couplings

Rudder couplings are to be supported by an ample
S = Upper stock required diameter. body of metal worked out from the rudder stock. The
Nu = 42.0 (89.9, 2.39) material outside the bolt holes is not to be less than
two thirds the diameter of the bolt. Suitable means of

PART 3 SECTION 5|2 Rudders

locking the nuts are to be provided. The diameter of
the bolts and the flange thicknesses are not to be less
than obtained from the following equations.
a Horizontal Couplings There are to be at least
six coupling bolts in horizontal couplings, and the
diameter of each bolt is not to be less than obtained
by the following equation.
d b = 0.62 d s K b
3
(nrK s ) mm (in)
db = bolt diameter.
n = total number of bolts in coupling.
r = mean distance in mm (in) of the bolt centers
from the center of the system of bolts.
ds = required diameter of stock in way of
coupling, S or Sl from 3/5.3.1 or 3/5.3.2 as
the case may be in mm (in)
Kb = material factor for bolts as defined in 3/5.1.2
Ks = material factor for stock as defined in 3/5.1.2
with hydraulic arrangements for mounting and
dismounting the coupling (mounting with oil injection
and hydraulic nut) the taper on the diameter is to be
1/12 to 1/20, and the push-up oil pressure and the
push up length will be specially considered upon
submission of calculations in each case.
b Keying Where the stock is keyed to the rudder
casting, torsional strength equivalent to that of the
required upper stock diameter is to be provided. The
top of the keyway is to be located well below the top
of the rudder. For higher strength materials, shear and
bearing areas of keys and keyways are to be based on
the lesser strength properties of the key and the
materials in which keyways are cut, as appropriate.
c Locking Nut The nut is to be proportioned in
accordance with the following and is to be fitted with
an effective locking device. (See Figure 3/5.2).
external thread diameter dg ≥ 0.65 do

Coupling flange thickness is not to be less than the length of nut hn ≥ 0.6 dg
lesser of the following equations. outer diameter of nut dn ≥ 1.2du or 1.5dg
t f = d b K f Kb mm (in) t f = 0.9d b mm (in) whichever is greater

Kf = material factor for flange as defined in FIGURE 3/5.2

3/5.1.2 Tapered Couplings
db = required bolt diameter calculated for a
number of bolts not exceeding 8.

b Vertical Couplings There are to be at least eight

coupling bolts in vertical couplings and the diameter
of each bolt is not to be less than obtained from the
following equation.

d b = 0.81d s K b (nK s ) mm (in)

n = total number of bolts.

ds, Kb, Ks as defined above.

In addition, the first moment of area of the bolts

about the center of the coupling is not to be less than
given by the following equation.
m = 0.00043ds3 mm3 (in3)
m = first moment of area.
ds = diameter as defined in 3/5.5.1a

Coupling flange thickness is not to be less than db.

3/5.5.3 Keyless Couplings
Hydraulic and shrink fit keyless couplings will be
3/5.5.2 Tapered Stock Couplings
specially considered upon submittal of detailed
a Taper Ratio Tapered stocks secured to the
preloading and stress calculations and fitting
rudder casting by a nut on the end of the stock are to
instructions. The calculated torsional holding capacity
have a length of taper in the casting generally not less
is to be at least 2.0 times the transmitted torque based
than 1.5 times the diameter of the stock at the top of
on the steering gear relief valve setting. Preload stress
the rudder. Couplings without hydraulic arrangements
is not to exceed 70% of the minimum yield strength
for mounting and dismounting the coupling are to
of the rudder stock housing or the rudder stock
have a taper on diameter of 1/8 to 1/12. For couplings
materials.

PART 3 SECTION 5|3 Rudders

3/5.9 Double Plate Rudder The thickness of the rudder side or bottom plating is
to be at least 2 mm (0.08 in.) greater than that
3/5.9.1 Strength required by 3/9.1.2a for deep tank plating in
The section modulus and web area of the rudder association with a head h measured to the summer
mainpiece are to be such that the following stresses load line.
are not exceeded. b Diaphragm Plates Vertical and horizontal
In calculating the section modulus of the rudder, diaphragms are to be fitted within the rudder,
the effective width of side plating is to be taken as not effectively attached to each other and to the side
greater than twice the athwartship dimension of the plating. Vertical diaphragms are to be spaced
rudder. Generous radii are to be provided at abrupt approximately 1.5 times the spacing of horizontal
changes in section, and in way of openings, including diaphragms. Openings are in general not to be more
those with cover plates. than 0.5 times the depth of the web.
Moments and reaction forces are to be as given in The thickness of diaphragm plates is not to be less
3/5.3.3. than 70% of the required rudder side plate thickness
or 8 mm (0.31 in.) whichever is greater. Welding is to
bending stress σb 110 N/mm2 be in accordance with Section 2/3A and 3/23. Where
(11.2 kgf/mm2, inaccessible for welding inside the rudder, it is
16000 psi) recommended that diaphragms be fitted with flat bars
shear stress τ 50 N/mm2
and the side plating be connected to these flat bars by
(5.1 kgf/mm2,
7300 psi) continuous welds or by 75 mm (3 in.) slot welds
equivalent 120 N/mm2 spaced at 150 mm (6 in.) centers. The slots are to be
σ e = σb +3 τ 2
2
stress (12.2 kgf/mm2, fillet welded around the edge, and filled with a
17000 psi) suitable compound.
c Watertightness The rudder is to be watertight
The mainpiece of the rudder is to be formed by and is to be tested in accordance with Table 1/2.1.
the rudder side plating (but not more than the
effective width indicated above) and vertical 3/5.10 Single Plate Rudders
diaphragms extending the length of the rudder or the
extension of the rudder stock or a combination of 3/5.10.1 Mainpiece Diameter
both. The mainpiece diameter is calculated according to
The section modulus at the bottom of the rudder is 3/5.3.2. The lower third may be tapered down to 0.75
not to be less than one-third the required section times stock diameter at the bottom of the rudder.
modulus of the rudder at the top of the rudder or at
the center of the lowest pintle. 3/5.10.2 Blade Thickness
The blade thickness is not to be less than obtained
3/5.9.2 Rudder plating from the following equation.
a Side, Top and Bottom Plating The plating
tb = 0.0015sV + 2.5 mm
thickness is not to be less than obtained from the
following equation.
tb = 0.0015sV + 0.1 in

t =.0055sβ k 1 d + ( k 2 C R A) × Q + k 3 mm (in)
s = spacing of stiffening arms in mm (in), not to
exceed 1000 mm (39 in.)
V = speed as defined in 3/5.2.1
k1 = 1.0 (1.0, 0.305) 3/5.10.3 Arms
k2 = 0.1 (0.981, 10.7) The thickness of the arms is not to be less than the
k3 = 2.5 (2.5, 0.1) blade thickness obtained in 3/5.10.2. The section
d = Summer loadline draft of the ship in m (ft) modulus of each set of arms about the axis of the
CR = Rudder force according to 3/5.2 in kN (tf, rudder stock is not to be less than obtained from the
Ltf) following equation.
A = Rudder area in m2 (ft2)
s = smaller unsupported dimension of plating in SM = .0005 sCl2V2 cm3
mm (in) SM = .0000719 sCl2V2 in3
b = greater unsupported dimension of plating in
mm (in) Cl = horizontal distance from the aft edge of the
. − 0.5( s b) ; maximum 1.0 for b/s ≥ 2.5
2 rudder to the centerline of the rudder stock
β = 11
in m (ft)
Q = material factor for rudder plating as defined s, V are as defined in section 3/5.10.2.
in 3/6.1.1a

PART 3 SECTION 5|4 Rudders

3/5.11 Rudder Stops manufacturer’s recommended running clearance. For
spade rudders with a rudder stock diameter of 400mm
Strong and effective rudder stops are to be fitted. (15.75 in.) or less, the clearances on the diameter are
Where adequate positive stops are provided within not to be less than given below:
the gear, structural stops will not be required. See
also 4/8. Stock Metallic Synthetic
Diameter, Bushing, Bushing 1,
3/5.13 Supporting and Anti-Lifting Arrangements mm (in.) mm (in.) mm (in.)
400 (15.75) 1.15 (0.045) 1.15 (0.045) + E2
3/5.13.1 Rudder Stock Bearings 300 (11.81) 0.85 (0.033) 0.85 (0.033) + E
a Bearing Surfaces The bearing surface Ab for 200 (7.87) 0.78 (0.031) 0.78 (0.031) + E
rudder stocks, shafts and pintles is not to be less than 100 (3.94) 0.75 (0.030) 0.75 (0.030) + E
obtained from the following equation. Notes:
1. The bushing manufacturer’s recommended
Ab = 1000 P/qa mm2 Ab = 2240 P/qa in2 running clearance may be used as an alternative
to these clearances.
Ab = projected area of bearing surface = dllb 2. E = expansion allowance provided by bushing
where dl is the outer diameter of the liner manufacturer, mm (in.).
and lb is the bearing length not to be taken
greater than 1.2d. 3/5.13.2 Rudder Carrier and Anti Lifting Devices
P = Bearing reaction force in kN (tf, Ltf) .See Effective means are to be provided for supporting the
Appendix 3/A.1.4. weight of the rudder assembly. At least half of the
qa = allowable surface pressure as rudder carrier holding-down bolts are to be fitted
indicated in Table 3/5.2 depending on bearing bolts. Alternatively, other effective means of
material in N/mm2 (kgf/mm2, psi) preventing horizontal movement of the rudder may be
b Bearing Clearance With metal bearings specially considered. Means are also to be provided
clearance is not to be less than db/1000 + 1.0 mm, to prevent accidental unshipping, lifting or undue
(db/1000 + .04 in) on the diameter. If non-metallic movement of the rudder which may cause damage to
bearing material is applied, the bearing clearance is to the steering gear. See Appendix 3A for guidance.
be specially determined considering the material's
swelling and thermal expansion properties. This
clearance is in no case to be taken less than 1.5 mm
(0.06 in) on the diameter or the bushing
TABLE 3/5.2
Bearing Pressure
q aƒ
Bearing Material N/mm2 kgf/mm2 psi

lignum vitae 2.5 0.25 360

white metal, oil lubricated 4.5 0.46 650
synthetic material with hardness between 60 and 70 Shore D* 5.5 0.56 800
steel§, bronze and hot-pressed bronze-graphite materials 7.0 0.71 1000
ƒ Higher values than given in the table may be taken if they are verified by tests.
§ Stainless and wear-resistant steel in an approved combination with stock liner.
* Indentation hardness test at 23°C and with 50% moisture, according to a recognized standard. Synthetic
bearing materials to be of approved type.

PART 3 SECTION 5|5 Rudders

PART 3 SECTION 6

Primary Hull Strength

3/6.1 Longitudinal Hull Girder Strength K3 is not to be taken less than 1.
- Monohulls K4 = 1.0 for craft in Unrestricted Ocean Service.
The equations are, in general, valid for craft having = 0.9 for craft in restricted service
breadths, B, not greater than twice their depths, D, as C = 1.0 for steel craft, 0.90 for aluminum craft
defined in 3/1. and 0.80 for fiber-reinforced plastic craft
Q for steel
3/6.1.1 Section Modulus = 1.0 for ordinary strength steel
a All craft The required hull girder section = 0.78 for grade H32 steel
modulus SM at amidships is to be not less than given = 0.72 for grade H36 steel
by the following equation: Q for aluminum
= 0.9 + q5 but not less than Qo
SM = C1C2L2B(Cb+0.7)K3K4CQ cm2m (in.2ft) q5 = 115/σy , (12/σy , 17000/σy )
where: Qo = 635/(σy +σu), (65/(σy + σu), 92000/(σy +σu ))
σy = minimum yield strength of welded aluminum
C1 = 30.67 – 0.98L 12 ≤ L < 18 m in N/mm2 (kgf/mm2, psi)
= 22.40 – 0.52L 18 ≤ L < 24 m σu = minimum ultimate strength of welded
= 15.20 – 0.22L 24 ≤ L < 35 m aluminum in N/mm2 (kgf/mm2, psi)
= 11.35 – 0.11L 35 ≤ L < 45 m Q for fiber reinforced plastic
= 6.40 45 ≤ L < 61 m = 400/σu, (41/σu, 58000/σu )
= 0.0451L + 3.65 L ≥ 61 m σu = minimum ultimate tensile or compressive
C1 = 30.67 – 0.299L 40 ≤ L < 59 ft strength whichever is less, verified by
= 22.40 – 0.158L 59 ≤ L < 79 ft approved test results, in N/mm2 (kgf/mm2,
= 15.20 – 0.067L 79 ≤ L < 115 ft psi). See 2/5.5. Strength properties in the
= 11.35 – 0.033L 115 ≤ L < 150 ft longitudinal direction of the craft are to be
= 6.40 150 ≤ L < 200 ft used.
= 0.0137L + 3.65 L ≥ 200 ft
C2 = 0.01 (0.01, 1.44 x 10-4) b Craft 61 m (200 ft.) in Length and Over In
L = length of craft in m or ft as defined in Section addition to meeting the above criteria in 3/6.3.1a, craft
3/1 of 61 m (200 ft.) in length or greater are to comply
B = breadth in m of ft as defined in Section 3/1 with the following requirements.
V = maximum speed for the specified sea state, in 1 Sign Convention of Bending Moment and
knots Shear Force The sign convention of bending moment
Cb = block coefficient at design draft, based on the and shear force is as shown in Figure 3/6.1.
length, L, measured on the design load
waterline. Cb is not to be taken as less than
0.45 for L < 35m (115 ft) or 0.6 for L ≥ 61m FIGURE 3/6.1
(200 ft). Cb for lengths between 35m (115 ft) Sign Convention
and 61m (200ft) is to be determined by
interpolation.
 V 
+ 1.2 0 
K3 = (0.70 + 0.30  L ) SI/MKS units,
 
 3 .6 4 
 

 V 
+ 0 .6 6 
(0.70 + 0.30  L ) US Units;
 
 2 .0 1 
 

PART 3 SECTION 6|1 Primary Hull Strength

 2 Wave Bending Moment Amidships The wave or
bending moment, expressed in kN-m (tf-m, Ltf-ft), may
∆ Lw
be obtained from the following equations.
( )
2
SM = 7 8 Yc g − 1 2 8 Y A − 5 0 C Q cm m
C2
2 -3
Mws = -k1C1L B(Cb + 0.7) x 10 Sagging Moment (in2ft)

Mwh = +k2C1L2BCb x 10-3 Hogging Moment

where:
k1 = 110 (11.22, 1.026)
k2 = 190 (19.37, 1.772) ∆ = maximum craft displacement in metric tons
(long tons)
C1, L, B, and Cb are as defined in 3/6.1.1a Lw = length of craft on design waterline in m (ft.)
3 Section Modulus The required hull-girder YF = vertical acceleration at forward end, generally
section modulus for 0.4L amidships is to be obtained taken as 1.2ncg, however where L is greater
from the following equation. than 61 meters, or where Vk is greater than 35
knots, it is to be determined by model tests
M t K 3 CQ and submitted for review.
SM = cm2m (in2ft)
ncg = as defined in 3/8.1.1
fp
C2 = 1320 SI and MKS units or 8380 US units
Ycg = vertical acceleration at longitudinal center of
K3, C, and Q are as defined in 3/6.1.1a
gravity, average 1/10 highest accelerations, in
In the case of restricted ocean service, consideration
g’s. Where Ycg is not submitted by the
may be given to a seakeeping analysis based on craft
designer, it is to be taken as not less than
speed and sea state to determine Mws and Mwh. In such
0.6ncg, where ncg is as given in 3/8.1.1a.
cases K3 and Fs are to be taken as 1.0
However, where L is greater than 61 m (200
ft), or where Vk is greater than 35 knots, the
Mt = Msw+MwFs
vertical acceleration is to be determined by
Msw = maximum still-water bending moment in the
model tests and submitted for review.
hogging condition and the sagging condition
YA = vertical acceleration at aft end. In general,
in kN-m (tf-m, Ltf-ft), generally Msw is not to
this is to be taken as 0, however where L is
be taken less than 0.5 Mws.
greater than 61 meters, or where Vk is greater
Mw = maximum wave induced bending moment in
than 35 knots, it is to be determined by model
kN-m (tf-m, Ltf-ft) as determined in
tests and submitted for review.
3/6.1.1(b)(2)
C = coefficient given in 3/6.1.1a
fp = 17.5 kN/cm2, (1.784 tf/cm2, 11.33ltf/in2)
Q = material coefficient given in 3/6.1.1a
Fs = restriction factor based on significant wave
Where displacement and speed vary with loading
height as shown in Table 3/6.1
condition, calculation above is to be performed for all
possible combinations of displacement and speed.
Table 3/6.1 Service Factor, Fs
3/6.1.2 Extension of Midship Section Modulus
Area of Significant Wave Height m (ft) Fs Where the still-water bending moment envelope is not
Operation submitted or where 3/6.1.1a or 3/6.1.1c govern, the
Unrestricted h1/3 ≥ 4.0 (13.0) 1.00 scantlings of all continuous, or effectively developed,
Service longitudinal material is to be maintained within the
Restricted 3.5 ≤ h1/3 ≤ 4.0 (11.5 ≤ h1/3 ≤ 13.0) 0.80 0.4L amidships and gradually tapered beyond.
Service
2.0 ≤ h1/3 ≤ 3.5 (8.5 ≤ h1/3 ≤ 11.5) 0.70 Where the scantlings are based on the envelope
0.5 ≤ h1/3 ≤ 2.5 (1.5 ≤ h1/3 ≤ 8.5) 0.50 curve of still-water bending moments, items included
in the hull-girder section modulus amidships are to be
c Planing and Semi-planing Craft Where the craft extended as necessary to meet the hull-girder section
speed exceeds 25 knots, the hull-girder section modulus required at the location being considered.
modulus is also to be not less than obtained by the The envelope curve of Mws and Mwh may be
following equations, whichever is greater: obtained by multiplying the midship value by the
distribution factor M in Figure 3/6.2.
∆ Lw
( )
2
SM = 1 2 8 Y F − 1 7 8 Yc g − 5 0 C Q cm m
C2
(in2ft)

PART 3 SECTION 6|2 Primary Hull Strength

 FIGURE 3/6.2 All longitudinals of deck, sides, bottom, and
Distribution Factor M inner bottom

b Effective Areas Included in the Calculation In

general, the net sectional areas of longitudinal strength
members are to be used in the hull girder section
modulus calculations, except that small isolated
openings need not be deducted provided the openings
and the shadow area breadths of other openings in any
one transverse section do not reduce the section
modulus by more than 3%. The breadth or depth of
such openings is not to be greater than 25% of the
breadth or depth of the member in which it is located
with a maximum of 75 mm (3 in.) for scallops. The
shadow area of an opening is the area forward and aft
3/6.1.3 Moment of Inertia
of the opening enclosed by the lines tangential to the
The hull-girder moment of inertia, I, at amidships is to corners of the opening intersecting each other to form
be not less than given by the following equation: an included angle of 30 degrees.
L SM cm2m2 (in2ft2)
I = c Section Modulus to the Deck or Bottom The
Q K section modulus to the deck or bottom is obtained by
where: dividing the moment of inertia by the distance from
I = required hull girder inertia, in cm2m2 (in2ft2) the neutral axis to the molded deck at side amidships
SM = required hull girder section modulus in or baseline, respectively. Where a long deckhouse or
3/6.1.1,a b or c, whichever is greatest, in superstructure is considered as part of the hull girder,
cm2m (in2ft) the section modulus to the deck is obtained by
K = factor dependent on material and service as dividing the moment of inertia by the distance from
given in Table 3/6.2 the neutral axis to the top of the bulwark, deckhouse or
superstructure.
L and Q are as defined in 3/6.1.1.a.
3/6.1.5 Hull Girder Shear Strength Calculation
Table 3/6.2 Factor, K
Steel Aluminum FRP - For Craft 61m (200 ft.) in Length and
(ABS Basic Over
Laminate)1 a General The nominal total shear stresses due to
Restricted Service 40 13.33 1.8 still-water and wave-induced loads are to be based on
L < 90 m
the maximum algebraic sum of the shear force in still-
Unrestricted Service 50 13.33 1.8
L < 90 m water, Fsw , and the wave indicated shear force, Fw , at
Unrestricted Service 33.3 11.1 1.5 the location being considered. The thickness of the
L > 90 m side shell is to be such that the nominal total shear
stress as obtained by 3/6.1.5c are not greater than
Note: For fiber reinforced plastic laminates that are greater than 11.0/Q kN/cm2 (1.122/Q tf/cm2, 7.122/Q Ltf/in.2)
the ABS basic laminate (as defined in Part 2, Section 5) the
value of K can be adjusted by the ratio of Eo/Eb where
where Q is as defined in 3/6.1.1a. Consideration is
Eo = the elastic modulus of the actual hull laminate, also to be given to the shear buckling strength of the
in N/mm2 (kgf/mm2, psi) side shell plating.
Eb = 6890 N/mm2 (703 kgf/mm2, 1 × 106 psi) b Wave Shear Forces The envelopes of
maximum shearing forces induced by waves Fw as
3/6.1.4 Section Modulus and Moment of Inertia shown in Figures 3/6.3 and 3/6.4 may be obtained
Calculation from the following equations.
a Items Included in the Calculation In general,
the following items may be included in the calculation Fwp = +kF1C1LB(Cb + 0.7) x 10-2 For positive shear
of the section modulus and moment of inertia provided force
they are continuous or effectively developed within
Fwn = -kF2C1LB(Cb + 0.7) x 10-2 For negative shear
midship 0.4L, have adequate buckling strength, and
force
are gradually tapered beyond the midship 0.4L.

Deck plating (strength deck and other effective Fwp, Fwn = maximum shearing force induced by wave
decks) in kN (tf, Ltf)
Shell and inner bottom plating k = 30 (3.059, 0.2797)
Deck and bottom girders F1 = distribution factor as shown in Figure 3/6.3
Plating and longitudinal stiffeners of longitudinal F2 = distribution factor as shown in Figure 3/6.4
bulkheads C1, L, B, and Cb are as defined in 3/6.1.1a

PART 3 SECTION 6|3 Primary Hull Strength

 FIGURE 3/6.3 d Hull-girder Shear Strength - FRP Craft Hull-
Distribution Factor F1 girder shear strength will be specially considered on
fiber reinforced plastic craft over 61m (200ft.) in
length.
e Craft of unusual proportion Craft having
unusual proportions will be specially considered.

3/6.1.6 Hull Girder Torsional Loads

Torsional calculations may be required for craft with
large deck openings. Racking load calculations may
be required for craft with tall superstructures.

3/6.3 Primary Hull Strength - Twin-Hulled

Craft

3/6.3.1 Longitudinal Hull Girder Strength

The longitudinal strength requirements for twin-hulled
FIGURE 3/6.4 craft are as given in 3/6.1. With the following
Distribution Factor F2 modifications
i B is to be taken as the sum of the waterline
breadths of each hull.
ii For craft less than 61m (200ft) longitudinal
shear strength need not be considered unless they have
unusual or highly concentrated loads. For craft over
61m (200ft) the shear strength will be specially
considered.
iii Items as listed in 3/6.1.3 may be included in
the longitudinal strength calculation for the total cross
section of the hulls, with the addition of the cross deck
bridging structure.

3/6.3.3 Transverse and Torsional Bending

Moments and Shear Force
c Shear Strength For craft without continuous The transverse primary bending moments and shear
longitudinal bulkheads, the nominal total shear stress fs force for the hull bridging structure (i.e. cross
in the side shell plating may be obtained from the structure) are obtained from the following equations:
following equation.
Mtb = K1∆Bcln kN-m (kgf-m, ft-lbs)
fs = (Fsw + FsFw)m/2tsI
Mtt = K2∆Ln kN-m (kgf-m, ft-lbs)
fs = nominal total shear stress in kN/cm2 (tf/cm2,
Ltf/in.2)
Qt = K1∆n kN (kgf, lbs)
I = moment of inertia of the hull girder section in
cm4 (in.4) at the section under consideration
Mtb = design transverse bending moment acting
m = first moment in cm3 (in.3), about the neutral
upon the cross structure connecting the hulls.
axis, of the area of the effective longitudinal
Mtt = design torsional moment acting upon the
material between the horizontal level at
cross structure connecting the hulls.
which the shear stress is being determined
Qt = design vertical shear force acting upon the
and the vertical extremity of effective
cross structure connecting the hulls.
longitudinal material, taken at the section
K1 = 2.5 (0.255, 0.255)
under consideration.
K2 = 1.25 (0.1275, 0.1275)
ts = thickness of the side shell plating in cm (in.)
∆ = craft displacement in tonnes (kg, lbs).
at the position under consideration.
Bcl = distance in meters or feet between the hull
Fsw = hull-girder shearing force in still-water in kN
centerlines.
(tf, Ltf)
L = length of craft in meters or feet as defined in
Fw = Fwp or Fwn as specified by 3/6.1.4b,
3/1.1.
depending upon loading.
n = vertical acceleration at the craft’s center of
Fs is as defined in 3/6.1.1b
gravity, see 3/8.1.1

PART 3 SECTION 6|4 Primary Hull Strength

3/6.3.4 Catamaran and SES Transverse and
Torsional Section Modulus and Shear
Area
The required transverse section modulus and shear
area for catamarans and surface effect craft are
obtained from the following equations:
SMtb = Mtb/σa cm2m (in2ft)
SMtt = Mtt/σab cm2m (in2ft)
Ast = Qt/τa cm2 (in2)
SMtb= required section modulus of the cross
structure
SMtt= required torsional section modulus of the
cross structure
Ast = required shear area of the cross structure
Mtb = design transverse bending moment acting
upon the cross structure connecting the hulls.
Mtt = design torsional moment acting upon the
cross structure connecting the hulls.
Qt = design vertical shear force acting upon the
cross structure connecting the hulls.
σa = 0.66σy, tensile or compressive stress.
τa = 0.38σy, shear stress.
σab = 0.75σy, combined or von Mises stress.
σy = minimum yield stress of the material, for
aluminum the yield stress is to be for the
unwelded condition.
3/6.3.5 Items included in Transverse Moment of
Inertia and Section Modulus Calculation
The following items may be included in the calculation
of the transverse section modulus and moment of
inertia provided that are continuous or effectively
developed over the entire breadth of the cross structure
or wet deck, and have adequate buckling strength:
Deck plating, main deck and bottom shell of wet deck
Transverse stiffeners on wet deck
Transverse bulkheads or web frames which span the
wet deck
Transverse girders or box beams
Continuous transom plating and horizontal stiffeners
attached
In general, the effective sectional area of the deck
for use in calculating the section modulus is to exclude
hatchways and other large openings in the deck.
Superstructures and house tops are generally not to
be included in the calculation of sectional properties of
the cross structure. Craft having unusual configuration
or large bracketed overhead “bent” type structures will
be specially considered
See appendix 3/B for guidance on calculating the
offered torsion strength of the craft.
PART 3 SECTION 6|5 Primary Hull Strength
3/6.3.6 Craft With More Than Two Hulls
Transverse and Torsional Strength of craft with more
than two hulls will be specially considered.
3/6.4 Strength Considerations for Hydrofoil
Borne Craft
3/6.4.1 Longitudinal Strength
The craft’s weight curve showing full load, light ship,
and partial load if more severe is to be submitted. The
support reactions for each of the hydrofoils are to be
shown. The resulting shear and bending moment
diagrams, as derived from these curves, are to be
submitted for approval.
Hull deflection under the condition of maximum
bending moment is not to exceed 1/200 of the distance
between the forward and aft foil attachment points.
3/6.4.2 Calculation of Loads from Hydrofoil
Appendages
The maximum forces transmitted by any hydrofoil to
the craft structure is given by the following equations:
FL = CUCLV2AP
FD = CUV2(CDFAFF + CDSAFS) + (Wetted surface drag)
FL = maximum lift force on craft exerted by
hydrofoil in kgf (lbs). This force is assumed
to act perpendicular to the plane of the foil.
FD = maximum drag force on craft exerted by
hydrofoil plus strut in kgf (lbs). This force is
assumed to act directly aft from the center of
the foil.
CU = 13.847 (2.835)
CL = peak coefficient of lift for the foil selected.
CDF = peak coefficient of drag for the foil selected.
CDS = peak coefficient of drag for the strut section
selected.
V = maximum craft speed in knots.
AP = plan view area of foil in m2 or ft2
AFF = frontal area of foil in m2 or ft2
AFS = frontal area of strut in m2 or ft2
Total drag of foil and the strut (or similar appendage)
is the drag term as shown above, plus the frictional
drag of skin friction coefficient, as a function of
wetted surface and Reynolds number.
The bending moment of the foil and appendage
that acts on its attachment to the hull is to be
calculated and compared to the strength of the
connection. A safety factor of 2.0 against the
maximum combined lift and drag loads is the
minimum acceptance criteria. Calculations for
bending moment, stiffness, and shear are to be carried
out and submitted by the designer.
 Additionally, calculations supporting the “Fail-
Safe” performance of each foil attachment structure
are to be submitted.
Watertight integrity of the shell is to be maintained
in the event of a collision of hydrofoil appendages
with a solid object underwater. A design safety factor
of 3.0 against the yield strength or 2.0 against the
ultimate strength of the foil strut bearing are to be used
to assess the strength of the foil for the collision
condition.
3/6.5 Effective Decks
To be considered effective for use in calculating the
hull girder section modulus, the thickness of the deck
plating is to comply with the requirements of Section
3/9. The deck areas are to be maintained throughout
the midship 0.4L and may be gradually reduced to one
half their midship value at 0.15L from the ends. Only
that portion of deck which is continuous through the
transverse structure may be considered effective.
PART 3 SECTION 6|6 Primary Hull Strength
3/6.9 Operating Manual
Craft are to be furnished with an operating manual
providing guidance on;
a loading conditions on which the design of the
craft has been based, including cargo loading on
decks, loading ramps, and double bottoms.
b permissible limits of still-water bending
moments and shear forces, for craft 61m (200 ft.) in
length or greater.
c maximum operational speeds for the various sea-
states (significant wave heights) in which the craft is
intended to operate.
d other operational limits as applicable such as
distance from place of refuge.
 PART 3 SECTION 8

Design Pressures
3/8.1 Monohulls nxx = average of the 1/100 highest vertical
accelerations, at any section clear of LCG, in
3/8.1.1 Bottom Structure Design Pressure g’s. Can be determined by the following
The minimum bottom design pressure is to be the equation:
greater of a or b as given in the following equations, nxx = ncgKv
for the location under consideration. Bottom
N1 = 0.1 (.01, .069)
structure design pressures are dependent upon the
N2 = 0.0078 (0.0078, 0.0016)
service in which the craft operates. The bottom
N3 = 9.8 (1.0, 0.44)
pressure herein calculated applies to hull bottoms
below the chines or the turn of the bilge. ∆ = displacement at design waterline in kg or lbs
Lw = craft length on the waterline with the vessel
a Bottom Slamming Pressure at the design displacement and in the
displacement mode, in m or ft
N1∆
pbcg = [1 + ncg ]F D kN/m2 (tf/m2, psi) Bw = maximum waterline beam, in m or ft
Lw B w H = wave parameter, 0.0172L + 3.653m
 70 − β xx  (0.0172L + 11.98ft)
N1∆
pbxx = [1 + n xx ]  FD kN/m2 h1/3 = significant wave height, m (ft) for the sea
Lw B w  70 − β 
cg  state being considered, generally not to be
taken as less than Lw/12 except for restricted
(tf/m2, psi)
service operation as given in Table 3/8.1.
for craft less than 61m (200ft), pbxx may be taken as: τ = running trim at V, in degrees, but generally
not to be taken less than 4° for craft L<50m
N 1∆ (165 ft), nor less than 3° for L <125m
pbxx = [1 + ncg ]F D Fv kN/m2 (tf/m2, psi) (410ft). Special consideration will be given
Lw B w to designers values predicted from model
tests.
b Hydrostatic Pressure βcg = deadrise at LCG, degrees, generally not to
be taken less than 10° nor more than 30°.
pd = N 3 ( Fs H + d ) kN/m2 (tf/m2, psi) βxx = deadrise at any section clear of LCG, in
degrees, not to be taken less than 10° or
pbcg = bottom design pressure at LCG, kN/m2 greater than 50°
(tf/m2, psi) V = craft design speed in knots, generally
pbxx = bottom design pressure at any section clear maximum speed in calm water; considering
of LCG, kN/m2 (tf/m2, psi) service needs to limit vertical accelerations,
pd = bottom design pressure based on hydrostatic design service speeds may vary with
forces, kN/m2 (tf/m2, psi) significant wave height provided guidance is
ncg = average of the 1/100 highest vertical given in Operating Manual.
accelerations at LCG, corresponding to the FD = design area factor given in Figure 3/8.1 for
sea state, in g’s. g’s are the dimensionless given values of AD and AR. Generally not to
ratio of the acceleration to gravitational be taken less than 0.40.
acceleration at sea level (9.8 m/s2, 32.2 KV = vertical acceleration distribution factor given
ft/s2). Can be determined by the following in Figure 3/8.2.
equation: FV = vertical acceleration distribution factor given
in Figure 3/8.3.
 12 h 1 / 3  V 2
(B )2 g’s
n cg = N 2  + 1 . 0  τ [ 50 − β cg ] w AD = design area, cm2 (in2). For plating it is the
 Bw  ∆
actual area of the shell plate panel but not to
be taken as more than 2s2. For longitudinals,
stiffeners, transverses and girders it is the
shell area supported by the longitudinal

PART 3 SECTION 8|1 Design Pressures

 stiffener, transverse or girder; for transverses
and girders the area used need not be taken
less than 0.33l2.
AR = reference area, cm2 (in2), 6.95∆/d cm2
(1.61∆/d in2)
s = spacing of longitudinals or stiffeners, in cm
or in.
l = length of unsupported span of internals. See
3/10.1.2a.
d = stationary draft, in m or ft, vertical distance
from outer surface of shell measured at
centerline to design waterline at middle of
design waterline length, but generally not to
be taken as less than 0.04L.
Table 3/8.1
Area of Operation Significant Wave Height, m(ft)
Unrestricted h1/3 ≥ 4.0 (13.0)
service
Restricted service 3.5 ≤ h1/3 ≤ 4.0 (11.5 ≤ h1/3 ≤ 13.0)
2.5 ≤ h1/3 ≤ 3.5 (8.5 ≤ h1/3 ≤ 11.5)
0.5 ≤ h1/3 ≤ 2.5 (1.5 ≤ h1/3 ≤ 8.5)
3/8.1.2 Side and Transom Structure, Design
Pressure
The side design pressure, Ps is to be not less than
given by the equations:
ps = side design pressure due to hydrostatic
forces, in kN/m2 (tf/m2, psi), but is not to be
taken less than the following:
= 0.05N3L kN/m2 (tf/m2, psi) at or below L/15
above the base line or at any height above
base line forward of 0.125L from the stem.
= 0.033N3L kN/m2 (tf/m2, psi) above L/15
above the base line, aft of 0.125L from the
stem.
psf = side design pressure for forward of 0.125L
from the stem.
y = distance above base line, m or ft, of location
being considered.
L = craft length as defined in Section 3/1.1,
generally not to be taken less than 30m (98
ft.)
Fs = factor as given in table 3/8.1
Fs CF = 0.0125L for L < 80m (0.00381L for L < 262
1.00 ft)
= 1.0 for L ≥ 80m (262 ft)
0.80
0.70 α = flare angle, the angle between a vertical line
0.50 and the tangent to the side shell plating,
measured in a vertical plane at 90° to the
horizontal tangent to the side shell.
β = entry angle, the angle between a longitudinal
line, parallel to the centerline and the
horizontal tangent to the side shell.

a Slamming Pressure 3/8.3 Hydrofoils, Air Cushion Vehicles, Surface

Effect Craft, and Multi-hull Craft
N1∆  70 − β xx 
p sxx = (1 + n xx )  FD kN/m2
Lw Bw  70 − β cg  3/8.3.1 Bottom Structure Design Pressure
  The minimum bottom design pressure is to be the
(tf/m2, psi) greater of a or b as given in the following equations,
for the location under consideration. Bottom
b Hydrostatic Pressure structure design pressures are dependent upon the
service in which the craft operates. The bottom
ps = N 3 ( Fs H + d − y ) kN/m2 (tf/m2, psi) pressure herein calculated applies to hull bottoms
below the chines or the turn of the bilge for
c Fore End catamarans, trimarans or other multihulled craft,
surface effect ship, and foil-borne craft. Twin hull
bottom of surface effect ships shall be considered as
psf = 028 . tanα)(04
. + 015
. Fs CF N3 (022 . V sin β + 06
. L) 2 catamaran hulls for purpose of calculation of the
kN/m2 (tf/m2) bottom slamming pressure.
psf = 092 . tanα)(04
. + 015
. Fs CF N3 (022 . V sin β + 033
. L)2
a Bottom Slamming Pressure
psi N 1∆
pbcg = [1 + ncg ]F D kN/m2 (tf/m2, psi)
N1, N3, ∆, Lw, V, nxx, βcg, H, d, and FD are as defined Lw N h B w
in 3/8.1.1. N1∆  70 − β xx 
pbxx = [1 + n xx ]  FD kN/m2
Bw = maximum waterline beam, in m or ft Lw N h B w  70 − β 
cg 
βxx = deadrise at any section clear of LCG, (tf/m2, psi)
degrees, not to be taken less than 10° and
not greater than 70°
psxx = side design pressure at any section clear of
LCG, in kN/m2 (tf/m2, psi)

PART 3 SECTION 8|2 Design Pressures

 b Hydrostatic Pressure = 0.033N3L kN/m2 (tf/m2, psi) above L/15
pd = N 3 ( Fs H + d ) kN/m2 (tf/m2, psi) above the base line, aft of 0.125L from the
stem.
pbcg, pbxx, N1, N2, N3, ∆, Lw, V, ncg, FD, nxx, βxx, βcg, H, psf = side design pressure for forward of 0.125L
d, and FD are as defined in 3/8.1.1. from the stem.
y = distance above base line, m or ft, of location
ncg = average of the 1/100 highest vertical being considered.
accelerations at LCG, corresponding to the L = craft length as defined in Section 3/1.1
sea state, in g’s. Can be determined by the Fs = factor as given in table 3/8.1
following equation: CF = 0.0125L for L < 80m (0.00381L for L < 262
 12 h 1 / 3  V 2
( BN )2 ft)
n cg = N  + 1 . 0  τ [ 50 − β ] h
2
 w h
B N 
cg
∆ = 1.0 for L ≥ 80m (262 ft)
g’s α = flare angle, the angle between a vertical line
and the tangent to the side shell plating,
Bw = maximum waterline beam of one hull in m or
measured in a vertical plane at 90° to the
ft.
horizontal tangent to the side shell.
Nh = number of hulls
β = entry angle, the angle between a longitudinal
3/8.3.2 Side and Transom Structure, Design line, parallel to the centerline and the
Pressure horizontal tangent to the side shell.
The side design pressure, Ps is to be not less than
given by the equations: 3/8.3.3 Wet Deck or Cross Structure
The wet deck design pressure is to be determined by
a Slamming Pressure the greater of the following equations:

N1 ∆  70 − β xx 
p sxx = (1 + n xx )  FD kN/m2  ∆   GA 
Lw N h Bw  70 − β cg



pwd = N1  [Hb +nxx]1− FD
0.33(2LwNhBw +LwdWwd)  HW 
(tf/m2, psi) kN/m2 (tf/m2, psi)
b Hydrostatic Pressure
pwd = 0.20 pbxx FD kN/m2 (tf/m2, psi)
ps = N 3 ( Fs H + d − y ) kN/m2 (tf/m2, psi)
∆, Lw, ncg, pbxx, and FD are as defined in 3/8.1.1
N1 = 0.10 (0.010, 0.069)
c Fore End Bw = waterline beam of one hull in m or ft.
Nh = number of hulls
psf = 028 . tanα)(04
. + 015
. FsCF N3 (022 . V sinβ + 06
. L)2 Lwd = length of wet deck, overall, in m or ft.
kN/m2 (tf/m2) Wwd = width of wet deck between hull sides in m or
ft.
psf = 092
. FC
s F N3 (022 . tanα)(04
. + 015 . V sinβ + 033
. L)2 Hb = 1.0 for catamarans or hull borne surface
psi effect ship
= 0.0 for cushion-borne surface effect ship.
N1, N3, ∆, Lw, V, nxx, βcg, H, d, and FD are as defined GA = vertical distance, in m or ft., from lightest
in 3/8.1.1. Nh is as defined in 3/8.3.1 draft waterline to underside of wet deck, at
design point in question.
Bw = maximum waterline beam, in m or ft L L
βxx = deadrise at any section clear of LCG, Hw = 5[n cg ][ ] or h1/3 (from 3/8.1.1)
V 6 + 14 L
degrees, not to be taken less than 10° and whichever is greater, in m or ft.
not greater than 70°
psxx = side design pressure at any section clear of 3/8.4 Deck Design Pressures - All Craft
LCG, in kN/m2 (tf/m2, psi) The design pressures, Pd, are to be as given in Table
ps = side design pressure due to hydrostatic 3/8.2.
forces, in kN/m2 (tf/m2, psi), but is not to be
taken less than the following: 3/8.5 Superstructures and Deckhouses - All
= 0.05N3L kN/m2 (tf/m2, psi) at or below L/15 Craft
above the base line or at any height above The design pressures, Pd, are to be as given in Table
base line forward of 0.125L from the stem. 3/8.3.

PART 3 SECTION 8|3 Design Pressures


3/8.6 Bulkhead Structure, Design Pressure - All
Craft
3/8.6.1 Tank Boundaries
The design pressure for tank boundaries is to be not
less than given by the following equation:
pt = N3h kN/m2 (tf/m2, psi)
N3 = as defined in 3/8.1.1.
h = greatest of the following distances in m or ft
from lower edge of plate panel or center of
area supported by stiffener, to:
1 A point located above the top of the tank, at
a distance of two-thirds the height from the
top of the tank to the top of the overflow.
2 A point located at two-thirds of the distance
to the main weather deck.
3 A point located above the top of the tank,
not less than the greater of the following:
a. 0.01L + 0.15 m (0.01L + 0.5 ft)
b. 0.46 m (1.5 ft)
Where L is the craft length as defined in
3/1.1
The heights of overflows are to be clearly
indicated on the plans submitted for approval.
Pressurized tanks will be subject to special
consideration.
3/8.6.2 Watertight Boundaries
The design pressure for watertight boundaries is to be
not less than given by the following equation:
pw = N3h kN/m2 (tf/m2, psi)
N3 = as defined in 3/8.1.1.
h = distance in m or ft from the lower edge of
plate panel or the center of area supported
by the stiffener to the bulkhead deck at
centerline.

Table 3/8.2 Deck Design Pressures, pd

2 2
Location kN/m tf/m psi
Exposed freeboard deck, and superstructure deck for 0.25L 0.20L + 7.6 0.020L + 0.77 0.0088L + 1.10
from forward
Freeboard deck inside enclosed superstructures, exposed 0.10L + 6.1 0.010L + 0.62 0.0044L + 0.88
superstructure deck aft of 0.25L forward, internal decks
Enclosed accommodations decks 5.0 0.50 0.71
W (1 + 0 .5 n x x ) W (1 + 0 .5 n x x ) W (1 + 0 .5 n x x )
1
Concentrated deck cargo loads

Enclosed store rooms, machinery spaces, etc. c h (1 + 0 .5 n xx ) c h (1 + 0 .5 n xx ) c h (1 + 0 .5 n xx )

Note:1) Concentrated deck cargo loads are in kN, tf, and Ltf respectively.
W = deck cargo load in kN/m2 (tf/m2 or psi)
nxx = average vertical acceleration at the location under consideration as defined in 3/8.1.1
c = 7.04 (0.715, 0.02)
h = height of enclosed store room, machinery space, etc., in m or ft.
L = craft length as defined in 3/1.1

Table 3/8.3 Superstructures and Deckhouses Design Pressures

Location L = 12.2m (40 ft.) & less L > 30.5m (100 ft)
2 2 2 2
kN/m (tf/m , psi) kN/m (tf/m , psi)
Superstructure and Deckhouse Front Plating 24.1 (2.46, 3.5) 37.9 (3.87, 5.50)
Superstructure and Deckhouse Front Stiffeners 24.1 (2.46, 3.5) 24.1 (2.46, 3.5)
Superstructure and Deckhouse Aft End and House Side Plating 10.3 (1.05, 1.5) 13.8 (1.41, 2.0)
Superstructure and Deckhouse Aft End and House Side Stiffeners 10.3 (1.05, 1.5) 10.3 (1.05, 1.5)
House Tops, Forward, Plating and Stiffeners 6.9 (0.70, 1.0) 8.6 (0.88, 1.25)
House Tops, Aft, Plating and Stiffeners 3.4 (0.35, 0.5) 6.9 (0.70, 1.0)

Note: For craft between 12.2 and 30.5m (40 and 100ft), design pressure is to be obtained by interpolation.
L = craft length as defined in 3/1.1

PART 3 SECTION 8|4 Design Pressures

PART 3 SECTION 8|5 Design Pressures
PART 3 SECTION 8|6 Design Pressures
PART 3 SECTION 8|7 Design Pressures
PART 3 SECTION 9

Plating
3/9.1 Aluminum or Steel C2 = 1.21 where stiffeners are T-sections or angle
bars
3/9.1.1 General = 1.10 where stiffeners are bulb plates
The bottom shell is to extend from the keel to the = 1.05 where stiffeners are flat bars
chine or upper turn of bilge. In general the side shell
is to be of the same thickness from its lower limit to 2 Critical Buckling Stress The critical buckling
the gunwale. stress in compression, σc, is determined as
follows:
3/9.1.2 Thickness
The thickness of the shell, deck or bulkhead plating is σc = σE when σE ≤ 0.5σy
to be not less than obtained by the following
 σy 
equations, whichever is greater: = σ y 1 −  when σE>0.5σy
a Lateral Loading  4σ E 
σy = yield stress of material, in N/mm2 (kgf/mm2,
pk pk psi).
t=s mm t = s in σE
1000σ a σa = elastic buckling stress calculated in
3/9.1.2b(1)

s = the spacing, in mm or in., of the shell, deck, 3 Calculated Compressive Stress The
superstructure, deckhouse or bulkhead compressive stresses are given in the following
longitudinals or stiffeners. formula
p = design pressure in kN/m2(tf/m2, psi) given in
Section 3/8 ( Fs M w + M sw ) y
k = plate panel aspect ratio factor, given in σ a = c5 N/mm2 (kgf/mm2,
Table 3/9.1 I
σa = design stress, in N/mm2 (kgf/mm2, psi), psi)
given in Table 3/9.2
σa = working compressive stress in panel being
b Buckling Strength considered, N/mm2 (kgf/mm2, psi), but
1 Elastic Buckling Stress generally not less than the following:
2
t 
σE = 0.9mE  b  N/mm2 (kgf/mm2, psi) SM R
 s fp N/mm2 (kgf/mm2, psi)
SM A
σE = elastic buckling stress in N/mm2 (kgf/mm2,
Fs = as given in Table 3/8.1
psi).
c5 = 105 (105 , 322,560)
m = 4.0 for longitudinally framed shell and deck
Mw = wave bending moment as given in
plating.
3/6.1.1b(3), kN-m (tf-m, Ltf-ft)
  s 2 
2
Msw = still water bending moment as given in
= C2 1+    , for transversely framed
 l 
3/6.1.1b(2), kN-m (tf-m, Ltf-ft)
y = vertical distance in m or ft from the neutral
shell and deck plating. axis to the considered location.
E = for steel; 2.06 x 105 N/mm2 (21,000 I = moment of inertia of the hull girder, cm4
kgf/mm2, 30 x 106 psi) (in4).
for aluminum; 6.9 x 104 N/mm2 (7,000 fp = 175 N/mm2 (24 kgf/mm2, 34,000 psi).
kgf/mm2,10 x 106 psi) SMR = hull girder section modulus as required in
tb = thickness of plating in mm or in. 3/6, cm2m (in2ft)
s = shorter side of plate panel in mm or in. SMA = section modulus of the hull girder at the
l = longer side of plate panel in mm or in. location being considered, cm2m (in2ft)

PART 3 SECTION 9|1 Plating

 4 Permissible Buckling Stress The design
buckling stress, σc, of plate panels (as calculated
in 3/9.1.1b(2)) is to be such that:
σc ≥ σa
c Minimum Thickness The thickness of shell
plating, decks and bulkheads is to be not less than
obtained from the following equations:
1 Bottom Shell
t s = 0.44 KL + 2.0 mm
t s = 0.009 KL + 0.08 in.
t al = 0.70 L + 1.0 mm
t al = 0.015 L + 0.04 in.
ts = required thickness for steel craft, not to be
taken less than 3.5mm (0.14 in.)
tal = required thickness for aluminum craft, not to
be taken less than 4.0mm (0.16 in.)
L = craft length as defined in 3/1.1
= (ny/y)e
K t = kKn 1.1W 1 + xx  mm (mm, in)
ny = 235 N/mm2 (24 kgf/mm2, 34,000 psi)
y = specified minimum yield strength of the
material, in N/mm2 (kgf/mm2, psi), but is not
to be taken greater than 0.7U or 510 N/mm2
(52 kgf/mm2, 74,400 psi), whichever is less
U = minimum tensile strength of the material
used, in N/mm2 (kgf/mm2, psi)
e = 1.0 for y ≤ 235 N/mm2 (24 kgf/mm2, 34,000
psi)
= 0.75 for y > 235 N/mm2 (24 kgf/mm2,
34,000 psi)
2 Side Shell
t s = 0.40 KL + 2.0 mm
t s = 0.009 KL + 0.08 in.
t al = 0.62 L + 10
. mm
t al = 0.013 L + 0.04 in.
ts, tal, and L are as defined in 3/9.1.2(c)(1). However,
ts is not to be taken less than 3.0 mm (0.12 in.) and tal
is not to be taken less than 3.5mm (0.14 in.).
3 Strength Deck
t s = 0.40 KL + 1.0 mm
t s = 0.009 KL + 0.04 in.
tal = 0.62 L + 10
. mm
tal = 0.013 L + 0.04 in.
ts, tal, and L are as defined in 3/9.1.2(c)(1). However,
ts is not to be taken less than 3.0 mm (0.12 in.) and tal
is not to be taken less than 3.5mm (0.14 in.).
4 Lower Decks, W.T. Bulkheads, Deep Tank
Bulkheads
t s = 0.35 KL + 1.0 mm
t s = 0.007 KL + 0.04 in.
PART 3 SECTION 9|2 Plating
tal = 0.52 L + 10
. mm
tal = 0.011 L + 0.04 in.
ts, tal, and L are as defined in 3/9.1.2(c)(1). However,
ts is not to be taken less than 3.0 mm (0.12 in.) and tal
is not to be taken less than 3.5mm (0.14 in.).
5 Shell Reinforcement The thickness of the
shell plating is to be increased 50% in way of
skegs, shaft struts, howse pipes etc. Bow
thruster tube thickness is to be equivalent to the
surrounding shell thickness.
d Wheel Loading Where provision is to be
made for the operation or stowage of vehicles having
rubber tires, and after all other requirements are met,
the thickness of steel deck plating is to be not less
than obtained from the following equation. Required
deck thickness for aluminum decks will be subject to
special consideration.
 n 
 2 
k = 8.05 (25.2, 1)
K = as given in Figure 3/9.1
n = 1.0 where l/s > 2.0 and 0.85 where l/s = 1.0.
For intermediate values of l/s, n is to be
obtained by interpolation.
W = static wheel load in kN (tf, Ltf)
nxx = average vertical acceleration at the location
under consideration as defined in 3/8.1.1
a = wheel imprint dimension, in mm or in,
parallel to the longer edge, l, of the plate
panel, and in general the larger wheel
imprint dimension.
b = wheel imprint dimension, in mm or in,
perpendicular to the longer edge, l, of the
plate panel, and in general the lesser wheel
imprint dimension.
s = spacing of deck beams or deck longitudinals
in mm or in.
l = length of the plate panel in mm or in.
For wheel loading, the strength deck plating thickness
is to be not less than 110% of that required by the
above equation, and platform deck plating thickness
is to be not less than 90% of that required by the
above equation.
Where the wheels are close together, special
consideration will be given to the use of the combined
imprint and load. Where the intended operation is
such that only the larger dimension of the wheel
imprint is perpendicular to the longer edge of the
plate panel, b above may be taken as the larger wheel
imprint dimension, in which case a is to be the lesser
one.
FIGURE 3/9.1 Wheel Loading Curves of "K"

TABLE 3/9.1 - Aspect Ratio Coefficient for Isotropic Plates

l/s k k1
> 2.0 0.50 0.028
2.0 0.497 0.028
1.9 0.493 0.027
1.8 0.487 0.027
1.7 0.479 0.026
1.6 0.468 0.025
1.5 0.454 0.024
1.4 0.436 0.024
1.3 0.412 0.021
1.2 0.383 0.019
1.1 0.348 0.017
1.0 0.308 0.014
Note: s = shorter edge of plate panel in mm or in.
l = longer edge of plate panel in mm or in.

TABLE 3/9.2 - Design Stresses, σa, Aluminum and Steel Plating

Design Stress, σa,

Bottom and Side Shell Below Bulkhead 0.90σy
Deck with Slamming Pressure
Bottom and Side Below Bulkhead Deck 0.40σy
Hydrostatic Pressure
Side Shell above Bulkhead Deck - 0.90σy
Slamming Pressure
Side Shell above Bulkhead Deck - Sea 0.50σy
Pressure
Deck Plating - Strength Deck 0.60σy
Deck Plating - Lower Decks 0.60σy
Wet Deck Plating 0.90σy
Bulkheads - Tank Boundary 0.60σy
Bulkheads - Watertight 0.90σy
Superstructure and Deckhouses - Front, 0.60σy
Sides, Ends, Tops

Note: σy = yield strength of steel or of welded aluminum in N/mm2 (kgf/mm2, psi)

PART 3 SECTION 9|3 Plating

3/9.3 Fiber Reinforced Plastic
1 All Plating
3/9.3.1 General
The shell, decks and bulkheads may be either single pk pk
t = sc mm t = sc in
skin or sandwich construction. Where both are used, 1000σ a σa
a suitable transition is to be obtained between them
with a minimum 12: 1 taper ratio. 2 All Plating
The bottom shell is to extend to the chine or upper
bilge turn. A suitable transition is to be obtained pk 1 pk 1
between the bottom and side shell plating. The shell t = sc3 mm t = sc3 in
thickness in way of the keel is to be 50% greater and 1000k 2 E F k2 EF
in way of shaft struts and skegs is to be 100% greater
3 Strength deck and shell
than the thickness required by 3/9.3.3 equations a or
b, as applicable. For this purpose, pressure Pb as
obtained from 3/8.1.1 or 3/8.3.1 and actual frame t = k 3 (c1 + 0.26 L) q1 mm
spacing at the location of the member are to be used
t = k 3 (c1 + 0.0031L) q1 in.
for equation a. Suitable framing reinforcement is to
be provided in way of shaft struts. Bow thruster tube
thickness is to be equivalent to the surrounding shell
thickness. L is generally not to be taken less than 12.2m (40 ft).
The shell, deck or bulkhead laminates may be bi-
directional (having essentially same strength and 4 Strength deck and bottom shell
elastic properties in the two in-plane principal axes of
the shell, deck or bulkhead) or uni-directional (having s 0.6σ uc SM R
t= in mm or in.
different strength or elastic properties in the two kb Ec SM A
principal axes of the shell, deck or bulkhead panels).
Bonding angles or tapes are to have essentially same s = the spacing of the shell or deck longitudinals
strength and elastic properties as the plating laminate or superstructure, deckhouse or bulkhead
being bonded, and are in general to be in accordance stiffeners in mm or in., it is always to be the
with 3/14. lesser dimension of the unsupported plate
panels.
3/9.3.2 Fiber Reinforcement c = factor for plate curvature in the direction
The basic laminate given in 2/5 or other approved parallel to s, given by (1-A/s), but is not to
laminate of glass, aramid or carbon fiber in mat, be taken less than 0.70.
woven roving, cloth, knitted fabric or non-woven uni- A = distance in mm or in. measured
directional reinforcing plies may be used. Equivalent perpendicular from the chord length, s, to
strength and thickness of other than E-glass base
the highest point of the curved plate arc
laminate is to be assessed in a laminate stack
between the panel edges.
program on the basis of first ply failure, see Appendix
3/C for guidance. For the shell and deck a sufficient p = design pressure given in Section 3/8
number of plies are to be layed-up with the warp in k or k1= coefficient varying with plate panel aspect
the 0° (longitudinal) axis. Warp and fill directions ratio as given in Table 3/9.1
are to be aligned parallel to the respective edges of kb = 2.5 with longitudinal framing
the shell and deck panels as closely as practicable. = 2.5 with transverse framing and panel aspect
Depending on the directionality and fiber orientation ratio of 1.0
of these plies, other plies may be required or = 1.0 with transverse framing and panel aspect
permitted in the 90° (transverse) axis; reinforcing ratio of 2.0 to 4.0
plies in other axes such as + 45° (diagonal) may also σa = design stress given in Table 3/9.4
be used, when approved. k2 = for bottom plating; 0.015 for patrol boats
Where the strength and stiffness in the two and similar service craft, 0.01 for other craft.
principal axes of the panel are different, panel = for side plating; 0.020 for patrol boats and
bending in each of the panel principal axes is to be similar service craft, 0.015 for other craft.
considered. See 3/9.3.3b and 3/9.3.4b.
= for superstructures and deckhouse fronts;
0.025
3/9.3.3 Single Skin Laminate
= for other plating; 0.010
a With Essentially Same Properties in 0° and
EF = flexural modulus of laminate, in N/mm2
90° Axes The thickness of the shell, deck or (kgf/mm2, psi), in the direction parallel to s.
bulkhead plating is to be not less than given by the q1 = 170/F (17.5/F, 25,000/F)
following equations: L = craft length in m or ft as defined in 3/1.1

PART 3 SECTION 9|4 Plating

c1&k3 = factor for service and location, given in pk s
Table 3/9.3 1. t = sc mm
Ec = compressive modulus of elasticity in N/mm2 1000σ as
(kgf/mm2, psi)
pk s
F = minimum flexural strength of laminate, in t = sc in
N/mm2 (kgf/mm2, psi) σ as
σuc = minimum compressive strength of laminate
in N/mm2 (kgf/mm2, psi)
SMR = required hull-girder section modulus given pk l El
2. t = sc 4 mm
in Section 3/6 1000σ al Es
SMA = proposed hull-girder section modulus of
midship section. pk l El
t = sc 4 in
TABLE 3/9.3 - Fiber Reinforced Plastic Factor c1
σ al Es
and k3
s, c, and p as defined in 3/9.3.3
c1 k3 ks, kl = coefficient for plate panel aspect ratio,
Bottom Side Shell given in Table 3/9.5
mm (in.)
Shell & Deck σas = design stress, given in Table 3/9.4, based on
Unrestricted Service strength properties in the direction parallel
3.2 (0.125) 1.1 1.0
Restricted Service to s.
5.7 (0.225) 1.2 1.0 Es = flexural modulus of laminate, in N/mm2
(kgf/mm2, psi) in the direction parallel to s.
TABLE 3/9.4 - Design Stresses for FRP, σa σal = design stress, given in Table 3/9.4, based on
strength properties in the direction
Bottom Shell 0.33σu perpendicular to s.
Side Shell 0.33σu El = flexural modulus of laminate, in N/mm2
Decks 0.33σu (kgf/mm2, psi) in the direction
Superstructure and Deckhouses - 0.33σu perpendicular to s.
Front, Sides, Ends, and Tops
Tank Bulkheads 0.33σu TABLE 3/9.5 Aspect Ratio Coefficient for
Watertight Bulkheads 0.50σu Orthotropic Plates

ks kl
For single skin laminates: (l/s) 4 Es / El
σu = minimum flexural strength, in N/mm2 (kgf/mm2,
> 2.0 0.500 0.342
psi)
2.0 0.497 0.342
For sandwich laminates:
1.9 0.493 0.342
σu = for shell or deck outer skin, minimum tensile
1.8 0.487 0.342
strength, in N/mm2 (kgf/mm2, psi)
1.7 0.479 0.342
σu = for shell or deck inner skin, minimum 1.6 0.468 0.342
compressive strength, in N/mm2 (kgf/mm2, psi) 1.5 0.454 0.342
σu = for bulkheads, lesser of tensile or compressive 1.4 0.436 0.342
strength, in N/mm2 (kgf/mm2, psi) 1.3 0.412 0.338
Note: σu is to be verified from the approved test results. 1.2 0.383 0.333
See 2/5.5 1.1 0.348 0.323
< 1.0 0.308 0.308
b With Different Properties in 0° and 90° Axes
For laminates with different strength and elastic 3/9.3.4 Sandwich Laminate
properties in the 0° and 90° axes where the strength is a Laminate with essentially same bending
less or the stiffness greater in the panel direction strength and stiffness in 0° and 90° axes In general
perpendicular to s, the thickness is to be also not less the outer and inner skins are to be similar in lay-up
than given by the following equations: and in strength and elastic properties. Special
consideration will be given where this is not the case.
In general, single skin laminate is to be used in way
of the keel and in way of hull appendages such as
shaft struts, skegs and rudders and in way of deck
fittings, bolted connections, and other areas of
concentrated local loads.

PART 3 SECTION 9|5 Plating

 The section modulus and moment of inertia about 1. In direction parallel to s
the neutral axis of a strip of sandwich panel, 1 cm (1
in.) wide are to be not less than given by the (sc) 2 pk s
following equations: SM o = cm3
6 × 10 σ aso
5

(sc) 2 pk (sc) 2 pk s
1. SM o = cm3 SM o = in3
6 × 10 σ ao 5
6σ aso
(sc) 2
pk
SM o = in3 2. In direction parallel to l
6σ ao
(sc) 2 pk l El 3
SM o = cm
(sc) 2 pk 6 × 10 σ alo
5
Es
SM i = cm3
(sc) 2 pk l
2.
6 × 105 σ ai El 3
SM o = in
(sc) 2 pk 6σ alo Es
SM i = in3
6σ ai 3. In direction parallel to s

(sc )3 pk1 (sc) 2 pk s

3. I= cm 4
SM i = cm3
120 × 10 5 × k 2 E tc 6 × 105 σ asi

I=
(sc )3 pk1 (sc) 2 pk s
SM i =
4
in in3
12k 2 E tc 6σ asi

s, c, p, k, k1 and k2 as defined in 3/9.3.3 4. In direction parallel to l

SMo = required section modulus, in cm3 or in3, to (sc) 2 pk l El

outer skin. SM i = cm3
SMi = required section modulus, in cm3 of in3, to 6 × 10 σ ali
5
Es
(sc) 2 pk l
inner skin.
required moment of inertia, in cm4 or in4 El
I = SM i = in3
σao = design stress, for outer skin, given in 6σ ali Es
Table 3/9.4, based on strength of outer
skin in direction parallel to s.
5. In direction parallel to s
σai = design stress, for inner skin, given in
Table 3/9.4, based on strength of inner
(sc) 3 pk 1
skin in direction parallel to s. I= cm4
Etc = 0.5(Ec + Et) 120 × 105 k 2 E s
Ec = mean of compressive modulii of inner and
outer skins, in N/mm2 (kgf/cm2, psi) (sc) 3 pk 1
Et = mean of tensile modulii of inner and outer
I= in4
12 k 2 E s
skins, in N/mm2 (kgf/cm2, psi)

b Laminates with different bending strength s, c, p, k1, k2 and Etc as defined in 3/9.3.3
and stiffness in 0° and 90° axes Where the strength
SMo = required section modulus, in cm3 or in3,
is less or the stiffness greater in the direction
to outer skin.
perpendicular to s, the section modulus and moment
SMi = required section modulus, in cm3 or in3,
of inertia about the neutral axis of a strip of sandwich,
to inner skin.
1 cm (1 in.) wide are also to be not less than given by
kl, ks = modified coefficient for plate panel
the following equations:
aspect ratio, given in Table 3/9.5.
σaso = design stress, for outer skin, given in
Table 3/9.4 based on strength properties
in direction parallel to s.

PART 3 SECTION 9|6 Plating

σalo = design stress, for outer skin, given in
Table 3/9.4 based on strength properties Location Density Minimum
in direction perpendicular to s. Density
kg/m3 (lbs/ft3) kg/m3 (lbs/ft3)
σasi = design stress, for inner skin, given in
Table 3/9.4 based on strength properties Bottom forward of 4dc (6.4dc) 120 (7.5)
in direction parallel to s. 0.4LWL; V≥ 25 kts
σali = design stress, for inner skin, given in Bottom forward of 4dc (6.4dc) 100 (6.25)
Table 3/9.4 based on strength properties 0.4LWL; V< 25 kts
in direction perpendicular to s. elsewhere; V ≥ 25 kts 3dc (4.8dc) 100 (6.25)
Es = 0.5 (Ets + Ecs) elsewhere; V < 25 kts 3dc (4.8dc) 80 (5.00)
El = 0.5 (Etl + Ecl)
Side forward 0.4LWL 2.5dc (4.0dc) 100 (6.25)
Ets, Ecs = respectively mean of tensile modulii of
inner and outer skins, and mean of elsewhere 2.0dc (3.2dc) 80 (5.0)
compressive modulii of inner and outer
skins, in N/mm2 (kgf/cm2, psi) in TABLE 3/9.6 - Coefficient ν for FRP Sandwich
direction parallel to s. Panels Shear Strength
Etl, Ecl = respectively mean of tensile modulii of
inner and outer skins, and mean of Plate Panel Aspect Ratio ν
compressive modulii of inner and outer l/s
skins, in N/mm2 (kgf/cm2, psi) in > 2.0 0.500
direction parallel to l. 2.0 0.500
1.9 0.499
1.8 0.499
c Shear Strength The thickness of core and 1.7 0.494
sandwich laminate is to be not less than given by the 1.6 0.490
following equation. Special consideration will be 1.5 0.484
given where cores differing from those in 2/5 are 1.4 0.478
proposed. See also 3/9.3.4e for minimum thickness 1.3 0.466
of skin. 1.2 0.455
1.1 0.437
νps
1.0 0.420
do + dc d o + d c νps
= mm = in. s = shorter edge of plate panel, in mm or in.
2 1000τ 2 τ l = longer edge of plate panel, in mm or in.
Note: Values of ν less than 0.5 may be used only where the
do = overall thickness of sandwich, excluding gel inner and outer skins have essentially the same strength and
coat, in mm or in. elastic properties in the 0° and 90° axes.
dc = thickness of core, in mm or in.
ν = coefficient varying with plate panel aspect TABLE 3/9.7 Core Shear Design Strength
ratio, given in Table 3/9.6, Where the elastic
properties of the skins are different in the Core Material Design Core Shear Strength
principal axes, ν is to be taken not less than
0.5.
Balsa Wood 0.3τu
s = lesser dimension of plate panel, in mm or in. PVC* 0.4τu
p = design pressure in kN/m2 (tf/m2, psi) as * may be taken as 0.55τu where sheer elongation
defined in Section 3/8. exceeds 40%.
τ = design stress, in N/mm2 (kgf/mm2, psi) as τu = minimum core shear strength, in N/mm2
shown in Table 3/9.7. (kgf/mm2, psi)

Where cores are scored to facilitate fitting, the
scores are to be filled with putty or resin.
The density of polyvinyl chloride foam cores in
the shell plating is to be not less than given in the
following table:
d Skin Stability The skin buckling stress σc given
by the following equation, is in general to be not less
than 2.0 σai and 2.0 σao
σ c = 0.63 E s ⋅ E cc ⋅ Gcc
Es = compressive modulus of skins, in N/mm2
(kgf/mm2, psi) in 0° and 90° in-plane axis of
panel.
Ecc = compressive modulus of core, in N/mm2
(kgf/mm2, psi) perpendicular to skins.

PART 3 SECTION 9|7 Plating

Gcc = core shear modulus, in N/mm2 (kgf/mm2,
psi) in the direction parallel to load.

e Minimum Skin Thickness After all other

requirements are met, the skin thicknesses of
laminates complying with basic laminate
requirements of 2/5 are in general to be not less than
given by the following equations.

tos=0.35k3 (C1 + 0.26L) mm

tos= 0.35k3 (C1 + 0.0031L) in.

tis=0.25k3 (C1 + 0.26L) mm

tis= 0.25k3 (C1 + 0.0031L) in.

where:
tos = thickness of outer skin in mm or in.
tis = thickness of inner skin in mm or in.
k3, C1= factors for service and location, given in
Table 3/9.3
L = craft length in m (ft), as defined in 2.1,
generally not to be taken as less than 12.2 m
(40 ft).

f Wheel Loading Special consideration will be

given to the required thickness where provision is
made for the operation or stowage of vehicles having
rubber tires after all other requirements are met.

PART 3 SECTION 9|8 Plating

PART 3 SECTION 10

Internals
3/10.1 Aluminum and Steel Stiffeners without end attachments are permitted on
watertight bulkheads provided the section modulus is
3/10.1.1 General increased by 50%.
Structural arrangements and details are to be in
accordance with Sections 3/12 and 3/14. Reference is to TABLE 3/10.1 - Design Stress, σa
be made to 1/1.5.2 regarding the requirement to perform
Location Steel and FRP
direct analysis to verify the design of the main supporting
Aluminum
structural components, which for example support the
plating and plating stiffeners. The scantlings obtained by Bottom Longitudinals - Slamming 0.65σy1 / 0.33σu
Pressure 0.55σy2
the application of the equation in this section are to be
considered minimum values. The purposes of direct Bottom Longitudinals - Sea 0.30σy 0.33σu
Pressure
analysis are to confirm the adequacy of the formula based
Side Longitudinals - Slamming 0.60σy 0.40σu
scantlings, or to provide the basis for increasing the initial
Pressure
scantlings to the values required based on allowable stress
Side Longitudinals - Sea Pressure 0.50σy 0.40σu
limits.
Deck Longitudinals - Strength 0.33σy 0.40σu
Decks
3/10.1.2 Strength and Stiffness
a Section Modulus The ends of members are to be Deck Longitudinals - Other Decks 0.40σy 0.40σu
effectively attached to the supporting structure. The Bottom Transverse - Slamming 0.80σy 0.33σu
section modulus of each longitudinal, stiffener, transverse Pressure
web, stringer and girder is to be not less than given by the Bottom Transverses - Sea Pressure 0.50σy 0.33σu
following equation: Side Transverses - Slamming 0.80σy 0.33σu
Pressure
83.3 × psl 2 144 × psl 2 3 Side Transverses - Sea Pressure 0.50σy 0.33σu
SM = cm3 SM = in
σa σa Deck Transverses - Strength Deck 0.75σy 0.33σu
Deck Transverses - Other Decks 0.75σy 0.33σu
where: Watertight Bulkheads 0.75σy 0.50σu
Tank Bulkheads 0.60σy 0.33σu
p = design pressure in kN/m2 (tf/m2, psi), given in Superstructure and Deckhouse 0.70σy 0.33σu
3/8.1
s = spacing in m or ft, of longitudinal, stiffener, σy = minimum yield strength, unwelded condition in
transverse web or girder, etc. N/mm2 (kgf/mm2, psi). For aluminum, minimum yield
l = length, in m or ft, of the longitudinal, stiffener, stress, welded condition in N/mm2, (kgf/mm2, psi)
σu = ultimate tensile strength in N/mm2 (kgf/mm2, psi)
transverse web or girder, between supports;
where bracketed end connections are supported Notes:
by bulkheads, l may be measured onto the 1) Craft less than 50m (164 ft) in length.
bracket, the distance given on Fig. 3/2.1, 2) Craft equal to and greater than 50m (164 ft) in length.
provided both bracket arms are about the same
length. Where transverse members span chines b Moment of Inertia The moment of inertia of each
or "knuckles", l is to be measured as shown in longitudinal, stiffener, transverse web, stringer or girder,
Figures 3/10.1 and 3/10.2. including the plating to which it is attached, is to be not
σa = design stress, in N/mm2 (kgf/mm2, psi) as given less than given by the following equation:
in Table 3/10.1
260 psl 3 54 psl 3 4
I= cm4 I= in
K4 E K4 E

PART 3 SECTION 10|1 Internals

 SM R
p, s, and l are as given in 3/10.1.2. C1 N/mm2 (kgf/mm2, psi)
SM A
K4 = 0.0015 for shell and deep tank girders, stringers c5 = 105 (105, 322,560)
and transverse webs, constructed of steel. Fs is as given in Table 3/8.1.
= 0.0011 for deck girders and transverses Mw = wave bending moment as given in 3/6.1.1b(3),
constructed of steel. kN-m (tf-m, Ltf-ft)
= 0.0021 for shell and deep tank stringers and Msw = still water bending moment as given in
transverse webs constructed of aluminum. 3/6.1.1b(2), kN-m (tf-m, Ltf-ft)
= 0.0018 for deck girder and transverses y = vertical distance in m or ft from the neutral axis
constructed of aluminum. to the considered location.
E = tensile or compressive modulus, in N/mm2 I = moment of inertia of the hull girder, cm4 (in4)
(kgf/mm2, psi) representative of the basic value C1 = 175 N/mm2 (17.84 kgf/mm2, 25,380 psi)
used in the moment of inertia calculation. SMR = hull girder section modulus as required in 3/6,
cm2m (in2ft)
3/10.1.3 Buckling SMA = section modulus of the hull girder at the location
The moment of inertia of the deck or shell longitudinal being considered, cm2m (in2ft)
together with attached plating is not to be less than to
satisfy the following criteria: d Design Buckling Stress The design buckling stress,
a Elastic Buckling Stress σc, of the shell or deck longitudinal is to be such that:
EI a σc ≥ βσa
σE = 2
N/mm2 (kgf/mm2, psi)
C3 Al
β = 1.0 for web plating of stiffeners (local buckling)
σE = ideal elastic buckling stress in N/mm2 (kgf/mm2, = 1.1 for stiffeners
psi)
E = 2.06 x 105 N/mm2 (21,000 kgf/mm2, 30 x 106 psi) 3/10.1.4 Thickness
for steel The thickness of the webs and face bars of structural
Ia = moment of inertia, cm4 (in4) of longitudinal members is not to be less than determined by the
together with attached plating. following equations:
C3 = 1000 (1000, 144)
A = cross-sectional area in cm2 (in2)of longitudinal a Webs
together with attached plating.
dw σy
l = span of longitudinal in m or ft
t= mm (in.)
C σd
b Critical Buckling Stress The critical buckling
stress in compression, σc, is determined as follows:
t = total required thickness in mm or in.
dw = depth of the web in mm or in.
σc = σE when σE ≤ 0.5σy C = 70 for steel members
 σy  = 50 for aluminum members
= σ y 1 −  when σE>0.5σy σy = minimum yield strength of steel or aluminum in
 4σ E  the unwelded condition, N/mm2 (kgf/mm2, psi)
σd = for steel members; 235 N/mm2 (24 kgf/mm2,
σy = minimum yield strength, N/mm2 (kgf/mm2, psi) 34,000 psi)
σE = ideal elastic buckling stress calculated in = for aluminum members; 127.6 kN/mm2 (12.76
3/10.1.3a kgf/mm2, 18,500 psi)

c Calculated Compressive Stress

Fs M w + M ws
σ a = c5 y N/mm2 (kgf/mm2, psi)
Ia
σa = working compressive stress in panel being
considered, N/mm2 (kgf/mm2, psi), but generally
not less than the following:

PART 3 SECTION 10|2 Internals

The web thickness is also not to be less than the
following: Table 3/10.2 Design Stress τa

1000 psl 144 psl Location Aluminum Steel

t= mm t= in.
2d w τ a 2d wτ a Bottom Primary Members - Slamming 0.75τyw 0.75τy
Pressure
Bottom Primary Members - Sea 0.50τyw 0.50τy
t = total required thickness in mm or in. Pressure
p = design pressure in kN/m2 (tf/m2, psi) as given in Side Primary Members - Slamming 0.50τyw 0.50τy
Section 3/8 Pressure
s = width of shell or deck supported by the member Side Primary Members - Sea Pressure 0.50τyw 0.50τy
in m or ft
Deck Primary Members 0.50τyw 0.50τy
l = length of member in m or ft
dw = depth of the web in mm or in. τyw = minimum shear yield strength, welded condition
τa = design shear stress in N/mm2 (kgf/mm2, psi) τy = minimum shear, unwelded condition

b Face Bars and Flat Bars

FIGURE 3/10.1
d σy Transverse Side Frame
t= w mm (in.)
C σd

t = total required thickness in mm or in.

dw = depth of the flat bar or unsupported width of face
bar in mm or in.
C = 12 for steel members
= 9 for aluminum members
σy = minimum yield strength of steel or aluminum in
the unwelded condition, N/mm2 (kgf/mm2, psi)
σd = for steel members; 235 kN/mm2 (24 kgf/mm2,
34,000 psi)
= for aluminum members; 127.6 kN/mm2 (12.76
kgf/mm2, 18,500 psi)

3/10.1.5 Attachments
The lug weld attachment of the longitudinals to the
transverse webs are to have total weld throat area not less FIGURE 3/10.2
than the following equations: Transverse Side Frame

1000 psl 144 psl 2

aw = mm2 aw = in
τa τa

aw = tw x lw
tw = weld throat in mm or in.
lw = total length of weld in mm or in.
p = design pressure in kN/m2 (tf/m2, psi) as given in
Section 3/8
s = width of shell or deck supported by the member
in m or ft
l = length of member in m or ft
τa = design shear stress in N/mm2 (kgf/mm2, psi)

PART 3 SECTION 10|3 Internals

3/10.1.6 Direct Analysis - Design Stresses
a General This section relates to design stresses
when direct analysis is performed to verify the selected
design scantlings in accordance with 3/10.1.1.
b Equivalent Stress The total equivalent stress (σe)
obtained from conventional finite element analysis is to be
based on the following equation:
σe = (σx2 + σy2 - σxσy + 3τ xy2) 1/2
Where σx and σy are the direct (membrane) stresses
respectively in the x and y coordinate directions of the
elements, and τxy is the in-plane shearing stress.
σe is to be less than or equal to the following design stress:
steel: 0.833 σy
0.833 σyw
aluminum:
FRP: 0.367 σu
where σy , σyw , and σu are defined in association with
Table 3/10.1.
c Buckling Stresses Checking Reference is to be
made to 3/10.1.3 on checks to be made when the direct
stress is compressive. Checks of buckling stress in case of
shearing stress are also to be performed and documented
when they control the design of structural elements.
3/10.3 Fiber Reinforced Plastic
3/10.3.1 General
The requirements for fiber reinforced plastic apply to craft
of up to 61m (200ft) in length. Special consideration will
be given to craft of greater length than this. The structural
arrangements and details are to be in accordance with
Section 3/12 and 3/14. Laminates may be bi-directional
or uni-directional. Bonding angles or tapes are to comply
with 3/14.
3/10.3.2 Fiber Reinforcement
The basic laminate given in 2/5, or other approved
laminates of glass, aramid, or carbon fiber, in mat, woven
roving, cloth, knitted fabric, or non-woven uni-directional
reinforcing plies may be used. The plies are in general to
be layed-up parallel to the direction of the internal. The
strength of the laminate in a direction perpendicular to the
direction of the internal is in general not to be less than
25% of the warp strength except for the uni-directional
caps of the flange or crown of the internal members. In
way of continuous longitudinal members, the section
modulus and moment of inertia of transverse members are
to be attained by the shell or deck plating and that part of
PART 3 SECTION 10|4 Internals
the transverse member that is continuous over the
longitudinal member.
Where higher strength or higher modulus plies are used in
the flange or crown of the internal, it may be advisable to
provide similar higher strength, higher modulus local plies
in the shell or deck plating, in the direction parallel to the
internal to balance the strength and stiffness of the high
strength and high modulus plies in the flange or crown of
the internal.
3/10.3.3 Strength and Stiffness
a Section Modulus The section modulus of each
longitudinal, stiffener, transverse web and girder including
the plating to which it is attached is to be not less than
given by the following equation:
83.3 × psl 2 144 × psl 2 3
SM = cm3 SM = in
σa σa
p, s, l and σa are as defined in 3/10.1.2.
Where the shell, deck or bulkhead plating, and the webs
and flange and crown of the member are of different
strength or elastic property plies, consideration is to be
given to the effect of the different modulii plies in
calculating the moment of inertia and section modulus; the
required section modulus is to be considered for each
different strength laminate of the member. For uni-
directional laminates, strengths and modulii in the
direction parallel to the member are to be used.
b Moment of Inertia The moment of inertia of each
longitudinal, stiffener, transverse web, stringer or girder,
including the plating to which it is attached, is to be not
less than given by the following equation:
260 psl 3 54 psl 3 4
I= cm4 I = in
K4 E K4 E
where p, s and l are as given in 3/10.1.2
K4 = 0.005 for shell and deep tank girders, stringers
and transverse webs.
= 0.004 for deck girders and transverses.
= 0.010 for all other members.
E = tensile or compressive modulus, in N/mm2
(kgf/mm2, psi) representative of the basic value
used in the moment of inertia calculation.
c Shear Area The web area, A, of the member is to
be not less than given by the following equation:
7.5 psl 108 psl 2
A= cm2 A= in
τ τ
where p, s, and l are as given in 3/10.1.2 3/10.5.3 Permissible Load
The load a stanchion may carry is to be equal to or greater
A = net web area in cm2 or in2 at location being than the load on the stanchion obtained in 3/10.5.2. This
considered. permissible load is to be obtained from the following
τ = design shear stress in N/mm2 (kgf/mm2, psi) to be equations:
taken not greater than 0.4τu
τu = lesser of ultimate shear strength in N/mm2 a. Ordinary Strength Steel Stanchions
(kgf/mm2, psi) in either warp or fill of the web
laminate. Wa = (12.09 - 0.0444l/r) A kN
Wa = (1.232 - 0.00452l/r) A tf
3/10.3.4 Proportions Wa = (7.83 - 0.345l/r) A Ltf
The thickness of webs and flanges are to be in accordance
with 3/14. b. Aluminum-Alloy Stanchions

3/10.5 Stanchions Wa = (10.00 - 0.0582l/r) Aσy /165 kN

Wa = (1.02 - 0.00593l/r) Aσy /17 tf
3/10.5.1 General Wa = (6.49 - 0.452l/r) Aσy /24000 Ltf
Supports under stanchions are to be of sufficient strength
where:
to distribute the loads effectively. Stanchions above are to
be arranged directly over stanchions below wherever
Wa = permissible load in kN (tf, Ltf)
possible; where this is not possible, effective means are to
r = least radius of gyration of stanchion in cm or in.
be provided for transmitting the loads to the supports
A = area of stanchion in cm2 or in2
below. Stanchions in double bottoms and under the tops
l = unsupported length of stanchion in m or ft
of deep tanks are to be metal and solid in cross section.
σy = minimum yield strength of aluminum in kN/m2
Stanchions are in general not to be used in the bottom or
(tf/m2, psi) in the unwelded condition
double bottom structures where subject to high impact
loads in service.
The adoption of aluminum test values higher than given in
Part 2, Section 4 will be subject to special consideration.
3/10.5.2 Stanchion Load
The load on a stanchion is to be obtained from the
following equation:
3/10.5.4 FRP Stanchions
FRP stanchions will be subject to special consideration.
W = pbs kN or tf W = 0.064pbs Ltf
3/10.5.5 Support by Bulkheads
W = load in kN (tf, Ltf)
Bulkheads supporting girders or bulkheads fitted in lieu of
b = mean breadth in m rr ft of area supported.
stanchions are to be stiffened to provide support not less
s = mean length in m or ft of area supported.
effective than required for stanchions.
p = design pressure in kN/m2 (tf/m2, psi) given in
Section 3/8. Where a stanchion supports two or
more decks, p is to be the design pressure for the
deck at the top of the stanchion plus the sum of
the design pressures for all complete decks and
one-half the design pressure for all decks or
deck-house above the deck being directly
supported.

PART 3 SECTION 10|5 Internals

PART 3 SECTION 12
Hull Structural Arrangement
3/12.1 Structural Arrangement - All Materials
3/12.1.1 Framing, Webs, Girders, and Non-tight
Structural Bulkheads
a General The shell, main weather, or freeboard
deck, and the sides and tops of long superstructures
are in general to be longitudinally framed; depending
on craft length, speed and structural stability, craft
may also be transversely framed.
Bulkheads, partial bulkheads or web frames are to
be arranged in the main hull and in long
superstructures or deckhouses to provide effective
transverse rigidity. They are to be provided also in
the main hull under the ends of superstructures or
deckhouses.
Longitudinal frames are to be supported by
transverse web frames, transverse bulkheads or other
transverse structure. Longitudinals are in general to
be continuous in way of transverse supporting
members except at transverse bulkheads where they
may be intercostal provided continuity of strength and
end fixity are maintained. Depending on craft length
and details, special consideration will be given to
longitudinals being intercostal at transverse webs.
With transverse framing, deck and bottom girders are
to be provided. Girders may be intercostal at
transverse bulkheads provided continuity of strength
is maintained and end fixity is provided.
Transverses are to be arranged as continuous web
rings and girders are to be aligned with stiffeners at
bulkheads. Alternative arrangements that provide
fixity at the ends of transverses and girders will be
specially considered.
Engines are to be supported and secured by
substantial girders, suitably stiffened, supported
against tripping and supported at bulkheads.
Foundations for auxiliary machinery are to provide
for secure attachment of the equipment and are to be
effectively attached to the hull structure.
A substantial foundation and seating is to be
provided for the anchor winch or windlass.
b Attachments and stiffening At supporting
members, the attachment of all internal structural
members is to provide end fixity, and effective load
transmission. Special consideration will be given to
reduced end fixity where the alternative structure has
equivalent strength.
PART 3 SECTION 12|1 Hull Structural Arrangement
The webs of all members are to be effectively
attached to the shell, deck or bulkhead plating, to
their supporting members and to face bars.
3/12.1.2 Watertight Bulkheads
a Collision bulkhead Craft having a length, as
defined in Section 3/1, of or exceeding 15m (50ft) are
to be provided with a collision bulkhead fitted not
less than 0.05L, and for passenger craft not more than
0.08L, abaft the stem at the design load waterline.
The bulkheads are to be intact except for approved
pipe penetrations, and are to extend to the main
weather deck preferably in one plane. In craft having
long superstructures at the forward end, the bulkheads
are to be extended weathertight to the superstructure
deck. Provided the extensions are not less than 0.05L
abaft the stem at the design load waterline they need
not be fitted directly over the collision bulkhead; in
such cases, the part of the deck forming the step is to
be weathertight. Special consideration will be given
to the arrangements of collision bulkheads for
governmental service craft such as patrol boats,
search and rescue craft etc.
b Engine Room The engine room is to be
enclosed by watertight bulkheads extending to the
main weather deck.
c Chain Locker Chain lockers located abaft of
collision bulkheads and extending into forepeak tanks
are to be watertight.
3/12.1.3 Tanks
The arrangements of all integral tanks, their intended
service, and the heights of the overflow pipes are to
be indicated clearly on the drawings submitted for
approval.
Where potable water tanks are fitted, water closets
are not to be installed on top of the tanks nor are soil
lines to run over the tops of the tanks. Pipes
containing non-potable liquids are not to be run
through the tanks. Attention is directed to the
regulations of national authorities that might govern
the location, construction or design of such tanks.
Baffle or swash plates are to be provided.
Scantlings of pressurized tanks will be subject to
special consideration.
All tanks and void spaces are to be accessible for
inspection and repair.
3/12.1.4 Shell Plating
The bottom shell plating is to extend to the chine or
upper turn of bilge. Increases in thickness or
additional stiffening are required in way of sea inlet
boxes, propeller blades, skegs, shaft struts and hawse
pipes.
Where a bow thruster tube is fitted it is to be not
less than the surrounding shell thickness.
3/12.1.5 Decks
Where a deck is stepped or has a break, suitable
scarphing or brackets are to be provided at the side
shell.
Decks passing into superstructures within the 0.5L
amidships are to be increased in way of the break.
3/12.1.6 Means of Escape
At least two means of escape to the main weather
deck are to be provided from the main hull spaces.
They are to be as far apart as practicable, and are to
be operable from both sides.
3/12.1.7 Double Bottoms
a Passenger Craft For passenger craft that are
on international voyages that operate more than four
hours at operational speed from a port of refuge are to
be fitted with a double bottom in accordance with 5/5
of the Rules for Building and Classing Steel Vessels.
b Cargo Craft Cargo craft that are on
international voyages that are more than eight hours
at operational speed from a port of refuge are to be
fitted with double bottoms. The inner bottoms are to
be fitted fore and aft between the peaks or as near
thereto as practicable. Where, for special reasons in
design, it may be desired to omit the double bottom,
the arrangements are to be clearly indicated on the
plans when first submitted for approval. A double
bottom need not be fitted in way of deep tanks
provided the safety of the ship in the event of bottom
damage is not thereby impaired. It is recommended
that the inner bottom be arranged to protect the bilges
as much as possible and that it be extended to the
sides of the craft. The scantlings of the double
bottom are to be fitted in accordance with 3/8, 3/9,
and 3/10.
PART 3 SECTION 12|2 Hull Structural Arrangement
3/12.3 Structural Arrangements - Additional
Requirements for Steel and Aluminum
Alloys
3/12.3.1 Shell Plating
The bottom shell plating is to extend to the chine or
upper turn of bilge. In general the side shell is to be
of the same thickness from its lower limit to the
gunwale. Increases in thickness are required in way
of skegs shaft struts hawse pipes etc. Bow thruster
tube is to be equivalent to the surrounding shell
thickness.
3/12.3 Structural Arrangements - Additional
Requirements for Fiber Reinforced
Plastic Hulls
3/12.3.1 Tanks
In fiber reinforced plastic construction, non-integral
tanks are to be used whenever possible. When
integral tanks are used they are to be of single skin
construction, the only exception is the tank top
plating can be of sandwich construction. No stiffeners
within integral tanks are to penetrate the tank
boundaries. No gasoline tanks, or tanks containing
petroleum products with flash points less than 60°C
(150°F) are to be fitted integrally. The design and
arrangements of oil fuel tanks is to be such that there
is no exposed horizontal section at the bottom that
could be exposed to a fire. Other fire protection
arrangements for oil fuel tanks will be specially
considered. For details of fire protection
requirements see 3/24.
All internal surfaces of FRP tanks are to be
covered with chopped strand mat weighing at least
600 g/m2 (2 oz/ft2). This covering is to be in addition
to the scantlings required by this Guide. A suitable
coating is to be applied to this covering to prevent the
contents of the tank from impregnating the
surrounding laminates. The sides, tops, and baffles of
integral tanks are to have all connections taped on
both sides. Fresh water tanks are to be coated with a
non-toxic and non-tainting coat of resin that is
recommended by the resin manufacturer for potable
water tanks. Where outfit items are to be laminated
to the tank surface, the heavy coating of resin is to be
applied afterwards and the laminated brackets sealed
to prevent the ingress of moisture. The scantlings of
integral oil fuel and water tanks are to be in
accordance with 3/9 and 3/10. Integral tanks are to
be tested in accordance with Table 1/2.1.
PART 3 SECTION 14
Arrangement, Structural Details and
Connections
3/14.1 Structural Details
3/14.1.1 Aluminum and Steel
a General Structural details are to be designed
and constructed to minimize hard spots, notches and
other structural discontinuities. Openings in webs,
girders and other structural internal members are to
be arranged clear of concentrated loads or areas of
high stresses; slots in transverses and girders for
longitudinals or beams in such locations are to be
fitted with collars. Care is to be taken to ensure
structural continuity; sharp corners and abrupt
changes in section are to be avoided; toes of brackets
and ends of members are not to terminate on plating
without attachment to an adjacent member, unless
specially approved.
b Longitudinals Deck, bottom and inner bottom
longitudinals are in general to be continuous unless
specially approved otherwise, but in way of
bulkheads they may be intercostal provided continuity
of strength and end fixity are maintained by the end
brackets. The ends of all internal structural members
are to provide end-fixity and load transmission to the
supporting member. Departures from this may be
considered where the alternative structure has
equivalent strength.
c Girders and Transverses Girders and
transverses are to have depths not less than twice the
depth of slots for longitudinals and beams or other
openings. Transverses are to be arranged as
continuous web rings, girders are to be aligned with
stiffeners at bulkheads, alternative arrangements that
provide fixity at the ends of transverses and girders
will be specially considered.
d Openings Access and lightening holes with
suitably radiuses corners are to be arranged as
necessary and clear of areas of load concentration or
high stresses. Their depths and lengths are generally
not to exceed respectively, 0.5 and 0.75 the depth of
the members. Air and limber holes are to be arranged
to eliminate air pockets and avoid any accumulation
of water or other liquids. In general limber holes are
to be not less than 40 mm (1 1/2 in.) radius nor more
than 1/3 the depth of the member.
e Bi-metallic Connections In aluminum
construction, where bi-metallic connections are
unavoidable, suitable insulation is to be provided.
PART 3 SECTION 14|1 Arrangement, Structural Details and Connections
Where in direct contact with aluminum, wood is to be
suitably coated, see Section 3/21.
3/14.1.2 Fiber Reinforced Plastic
a General Structural continuity is to be
maintained and where changes in thickness or
structural section occur, they are to be gradual to
prevent notches, hard spots and other structural
discontinuities. The requirements of d, and e, below
and of 3/14.3 and 3/14.5 are for the basic laminate
given in 2/5; special consideration will be given
where other laminates or resins are used. The ends of
all internal structural members are to provide end-
fixity and load transmission to the supporting
member, departures from this may be considered
where the alternative structure has equivalent
strength.
b Changes in Laminate Thickness A gradual
taper is to be used for all changes in laminate
thickness. Where the construction changes from
sandwich laminate to a solid laminate, the thickness
of the core material is in general, to be reduced by a
gradual taper of not less than 2:1.
c Openings Holes and Raw Edges Access and
lightening holes with suitably radiuses corners, are to
be arranged as necessary and clear of areas of load
concentration or high stresses. Their depths and
lengths are generally not to exceed, respectively, 0.5
and 0.75 the depths of the members. Air and limber
holes are to be arranged to eliminate air pockets and
avoid any accumulation of water or other liquids. In
general they are to be not less than 40 mm (1 1/2 in.)
radius not more than 1/3 the depth of the member.
All exposed edges of FRP single-skin laminates are to
be sealed with resin. Edges of sandwich panels and
edges of holes in sandwich panels are to be sealed
with resin-impregnated mat. Ferrules installed in
sandwich panels or stiffeners for drains or wire
penetrations are to be set in bedding compound. All
hatch openings are to be supported by a system of
transverse and longitudinal stiffeners.
d Piping and Wiring in Foam Piping or wiring
passing through foam-filled spaces is to be installed
in plastic tubing to facilitate removal and
replacement. The ends of the plastic tubing are to be
joined to adjacent structure with resin impregnated
mat. See Figure 3/14.1
Figure 3/14.1 Piping or Opening through Figure 3/14.2 Proportions of Stiffeners
Foam Filled Space

e Stiffeners
1 General Stiffeners, frames, girders, deck
beams, bulkhead stiffeners, etc. used to support FRP
panels may be entirely of FRP, FRP laid over
nonstructural cores or forms, or composites of FRP or
other approved structural materials such as plywood
or wood.
2 Stiffeners without effective Cores or with
Nonstructural Cores Stiffeners without cores or with Where approved polyvinylchloride, balsa, or other
cores not indicated in Table 2/5.1 (i.e., Balsa Wood approved core material is used, thicknesses less than
and PVC) are to conform to Figure 3/14.2, and the given above may be accepted provided the buckling
thickness of the crown and web of the stiffeners is to stresses of the stiffener skins comply with the
be not less than obtained from the following buckling stress criteria in 3/9.3.4d are met.
equations: Hat-section stiffeners constructed by laying FRP
over premolded FRP forms (Figure 3/14.3) are to
t1 = w/20 mm or in. t = h/30 mm or in. conform with Figure 3/14.2 and the above equations;
the premolded forms may be considered structurally
t1 = thickness of stiffener crown in mm or in. effective if their physical properties are at least equal
t = thickness of stiffener webs in mm or in. to those of the overlay laminates.
w = width of stiffener crown in mm or in.
h = height of stiffener webs in mm or in. Figure 3/14.3 Premolded FRP Form
Where the stiffeners are of laminates with properties
differing from the basic laminate, the thickness is to
be modified by the factor:

C
7.7
E

E = compressive modulus of proposed laminate

in kg/cm2 or psi.
C = ultimate compressive strength of proposed
laminate in kg/cm2 or psi.
Premolded stiffeners bonded to the laminates with
FRP angles, flanges or tapes (Figure 3/14.4) are also
to conform to Figure 3/14.2 and the above equations.
The thickness of each bonding angle flange or tape is
to be not less than the thickness of the webs of the
stiffener, and the legs of the bonding angle, flange or
tape are to be of equal length in accordance with
Section 3/14.5. Joints in premolded stiffeners are to
be scarphed and spliced or otherwise reinforced to
maintain the full strength of the stiffeners.

PART 3 SECTION 14|2 Arrangement, Structural Details and Connections

 Figure 3/14.4 Premolded Stiffener g Engine Foundations The engine beds are to
be of thicknesses and widths appropriate to the
holding-down bolts, are to be set in mat putty or resin
putty to assure uniform bearing against the girders,
and are to be bolted through the webs of the girders.
Figure 3/14.6 shows several typical, acceptable
engine foundations.

Figure 3/14.6 Engine Foundations

The thickness may be less than obtained from the

above equation if these members are suitably
stiffened and provided with adequate lateral stability.
The required minimum flange or tape laps onto such
members, as shown in Figure 3/14.2, if greater than
50 mm (2 in.), need not exceed 10t.
f Girders and Longitudinal Frames Girders and
longitudinal frames are to be continuous through
floors and web frames. Except in way of integral-
tank end bulkheads, girders and longitudinal frames
are also to be continuous through transverse
bulkheads. Where such members are intercostal,
attention is to be given to minimizing structural
discontinuities
An acceptable type of continuous girder and
longitudinal-frame FRP connection is shown in
Figure 3/14.5. The laps of the connections onto the
supporting structure are to be not less than the over-
all widths of the structural members including
flanges, and the thicknesses of the connections are to
be not less than the thicknesses of the structural-
member flanges or tapes.

Figure 3/14.5 Connection of

Longitudinals to Transverses

PART 3 SECTION 14|3 Arrangement, Structural Details and Connections

 h Deck Fittings Deck fittings such as cleats and
chocks are to be bedded in sealing compound or
gasketed, through-bolted, and supported by either
oversize washers or metal, plywood or wood backing
plates. Where washers are used, the laminate in way
of the fittings is to be increased at least 25% in
thickness.
i Through Hull Penetrations Generally all
through hull penetrations are to be formed by solid
FRP laminates. When sandwich construction is used
for the hull, the core material is to be completely
sealed off from the through hull penetration. All
through hull penetrations are to be taped on both
sides of the penetration.
k Boundary Angles, Flanges or Tapes
1 FRP to FRP Secondary bonding of FRP
components by means of double boundary angles,
flanges or tapes is to be in accordance with 2/5.
Typical boundary angles for FRP components are
shown in Figure 3/14.7. At the end connections of
sandwich laminates the core shear strength is to be
effectively developed. The thickness of each
boundary angle, flange or tape having similar strength
to the members being connected is to be not less than
obtained from the following:
Single-skin to Single-skin One-half the thickness
of the thinner of the two laminates being joined.
Sandwich to Sandwich The greater of the mean
thicknesses of the skins of the sandwich panels being
attached.
Sandwich to Single Skin Either one-half the
thickness of the single-skin laminate or the mean
thickness of the skins of the sandwich panel being
attached, whichever is less.
The thickness of each FRP-to-FRP boundary angle
also is to be not less than obtained from the following
equation:
t = 0.105L + 1.11 mm t = 0.00133L + 0.044 in
Where:
L = length, in m or ft, as defined in 3/1.1; need not
be taken as more than 46.6 m (153 ft).
The width of each flange, not including end taper is to
be not less than 10 times the thickness given above
and including the end taper, 13 times the thickness
given above, and in general not less than 50mm (2
in.)
PART 3 SECTION 14|4 Arrangement, Structural Details and Connections
Figure 3/14.7 Boundary Angles for FRP
Components
2 Plywood or Wood to FRP Plywood
bulkheads are to be bedded in foam, a slow-curing
polyester putty, a microballoon-and-resin mixture, or
other approved material. Boundary angles of FRP are
to be applied over fillets made of the bedding
material. The nominal size, w, of each fillet is to be
9.5 mm to 12.5 mm (0.375 in. to 0.50 in.) The
boundary angles are to be at least equal in thickness
to one-half the thickness of the laminate, and the
width of each flange is to be as shown in Figure
3/14.8. Secondary bonding of these angles to FRP is
to be in accordance with 2/5.
Figure 3/14.8 Boundary Angles
Connecting Plywood or Wood To FRP
3/14.3 Welded and Mechanical Connections
3/14.3.1 Steel and Aluminum
a General Components may be fastened by
either welding or rivets. For welding see Sections
3/23, 2/3 and 2/4.
b Expanding Rivets Rivets of the expanding
type (blind or "pop" rivets) may be used for lightly
loaded connections where lack of accessibility
prohibits the use of through fastenings. Such rivets
are not to be used for joining components having a
total thickness exceeding 12.5 mm (0.50 in.), and are
not to be used for joining decks to hulls except as
temporary or unstressed fastenings installed for the
sake of convenience or speed during assembly.
c Conventional Rivets Conventional rivets,
where used, are to be subject to special consideration,
and are to be of the cold-driven type. Washers,
essentially of the same material as the rivets, are to be
installed under both the heads and the points.
3/14.3.2 Fiber Reinforced Plastic
a General Components may be fastened with
bolts, machine screws, or self-tapping screws. Where
machine screws or self-tapping screws are used, they
are not to have countersunk heads. Shanks of all
threaded fastenings are to be long enough to pass
through the joints. Where watertight joints are
required, suitable sealants or bedding compounds are
to be used in addition to the fastenings. Mechanical
fastenings are to be of material suitable for the service
intended and are to be either galvanically compatible
with the materials being fastened or provided with the
necessary insulation. Brass fastenings are not to be
used. Non corrosion-resistant fastenings are to be
galvanized. Fastenings used with aluminum alloys
are to be austenitic corrosion-resistant (stainless) steel
or suitable aluminum alloy. Sizes and specifications
are to be indicated on the submitted plans. The
diameter of a fastening is not to be less than the
thickness of the thinner component being fastened,
with a minimum diameter of 6 mm (0.24 in.)
b Bolts and Machine Screws Bolts or machine
screws are to be used where accessibility permits.
The diameter of each fastener is to be at least equal to
the thickness of the thinner component being
fastened. Bolts and machine screws less than 6.5 mm
(0.25 in.) in diameter are not to be used. Where d is
the fastener diameter, fastener centers are to be
spaced at a minimum of 3d apart and are to be set in
from edges of laminates a minimum of 3d.
Generally in fiber reinforces plastic construction
all bolted connections are to be made through solid
fiber reinforces plastic inserts. Where this is not
possible, all low density core material is to be
replaced with a structurally effective insert.
Diameters of fastening holes are not to exceed
fastening diameters by more than 0.4 mm (0.0156 in.)
Washers or backing plates are to be installed
under all fastening heads and nuts that otherwise
would bear on laminates. Washers are to measure not
less than 2.25d in outside diameter and 0.1d in
thickness. Nuts are to be either of the self-locking
type, or other effective means are to be provided to
prevent backing off.
Care is to be taken to ensure that the nut or other
component into which the bolt is screwed are of
materials having the same mechanical properties.
Where materials of different strength are used, this is
to be considered in determining the length of thread
engagement between members.
Bolted connections are, in general, to be bonded
along all mating surfaces using an accepted structural
adhesive, applied in accordance with the
manufacturer’s requirements.
In general, all structural, bolted connections are to
use threads of bolts in accordance with the
requirements in the following table.
PART 3 SECTION 14|5 Arrangement, Structural Details and Connections
Location Pitch1
Watertight connections below design waterline 10d
Connections in hull above design waterline to 15d
deck
Hull to deck connections, bonded with approved 15d
structural adhesive
Connections in deckhouses 20d
Deckhouse to deck connection, bonded with 15d
approved structural adhesive
Minimum distance between reeled lines of bolts 3d
Notes: 1. d is the diameter of the bolt.
2. Internal boundary sealing angle is to be
provided.
All structural, single line, bolted connections
without adhesive bonding are to be in accordance
with the requirements in the following table.
Location Pitch1
Manhole covers to fuel tanks 6d
Manhole covers to water tanks 8d
Covers to void tanks/cofferdams 10d
Bolted access hatches in decks 10d
Bolted watertight door frames 8d
Window frames 8d
Note: 1. d is the diameter of the bolt
Bolt holes are to be drilled, without undue
pressure at breakthrough, having a diametric
tolerance of two percent of the bolt diameter. Where
bolted connections are to be made watertight, the hole
is to be sealed with resin and allowed to cure before
the bolt is inserted. In areas of high stress or where
unusual bolting configurations, on the basis of
equivalence with the above requirements, are
proposed, testing may be required.
c Self-tapping Screws In general no self-tapping
screws are to be used in fiber reinforced plastic
construction. Self-tapping screws having straight
shanks may be used for non-structural connections
where lack of accessibility prohibits the use of
through fastenings. Where used, self-tapping screws
are to have coarse threads.
3/14.3.3 Backing Bars and Tapping Plates
The requirements for backing plates and bars will be
individually considered, on the basis of the loading
imposed, details of which are to be indicated on the
submitted plans. Metal plates and bars are to be
suitably protected against corrosion. Tapping plates
may be encapsulated within the laminate, laminated
to or bolted to the structure. Tapping plate edges or
corners are to be suitably rounded.
3/14.5 Deck-to-Hull Joints
Inch Units
3/14.5.1 Weather Joints Length Minimum Minimum Bolt Spacing (in.)
The connection is to develop the strength of the deck of Craft Width of Bolt Unrestricted Restricted
and shell laminate, whichever is stronger, by either a (ft ) Overlap Diameter Service Service
(in.) (in.)
bolted or bonded connection.
30 2.5 0.25 6.0 9.0
40 3.0 0.30 6.5 9.5
Figure 3/14.9Deck-to-Hull Weather Joints 50 3.5 0.35 7.0 10.0
60 4.0 0.40 7.5 10.5
70 4.5 0.45 8.0 11.0
80 5.0 0.50 8.5 11.5
90 5.5 0.55 9.0 12.0
100 6.0 0.60 9.5 12.5
110 6.5 0.65 10.0 13.0
120 7.0 0.70 10.5 13.5

Each joint is to be protected as shown in Figure

3/14.15 by a guard, molding, fender, or rail cap of
metal, wood, rubber, plastic, or other approved
material. The size and ruggedness of this protective
Where flanges are used, the hull flanges are to be
strip are to be consistent with the severity of the
equal in thickness and strength to the hull laminates
service for which the craft is intended. The strip is to
and the deck flanges are to be equal in strength and
be installed in such a manner that it may be removed
thickness to the deck laminates. Where bolts are used
for repair or replacement without endangering the
to develop the required strength of the connection, the
integrity of the deck-to-hull joint.
faying surfaces are to be set in bedding compound,
polyester putty, or other approved material.
3/14.5.2 Interior Joints
Minimum widths of overlaps, minimum bolt
Interior decks are to be connected to the hull by
diameters, and maximum bolt spacing are to be in
shelves, stringers, or other structural members on
accordance with Table 3/14.1. Intermediate values
both sides by FRP tapes. The connection is to
may be obtained by interpolation.
effectively develop the strength of the interior deck.
FRP bonding angles, where used, are to have
flanges of the same strength and of at least one-half
3/14.7 Shell Details
the thickness of single skin hull or deck laminate. On
sandwich laminates, they are to have the same
3/14.7.1 Keels
strength and thickness as the skin of a sandwich
Plate keels are to be not less than shown in Figure
laminate, based on the thicker of the two laminates
3/14.10a and 3/14.10b, and vertical keels or skegs are
being connected. The widths of the flanges are to be
to be not less than shown in Figure 3/14.11. Keels or
in accordance with the widths of overlaps in Table
skegs are to be adequate for docking loads, which are
3/14.1.
to be provided by the designer.
Table 3/14.1 Deck-to-Hull Joints
Metric Units:
Length Minimum Minimum Bolt Spacing (mm)
of Craft Width of Bolt Unrestricted Restricted
(m) Overlap Diameter Service Service
(mm) (mm)
9 63.5 6.50 152.5 228.5
12 75.0 7.75 165.0 241.5
15 87.5 9.00 177.5 254.0
18 100.0 10.25 190.5 266.5
21 112.5 11.50 203.0 279.5
24 125.0 12.75 216.5 292.0
27 137.5 14.00 228.5 305.0
30 150.0 15.25 241.5 317.5
33 162.5 16.50 254.0 330.0
36 175.0 17.75 266.5 343.0

PART 3 SECTION 14|6 Arrangement, Structural Details and Connections

Figure 3/14.10a Plate Keel in One-Piece 3/14.7.2 Chines and Transoms
Hull Chines and transoms are to be not less than shown in
Figure 3/14.12.

Figure 3/14.12 Chine or Transom

Figure 3/14.10b Plate Keel in Hull

Molded in Halves

Figure 3/14.11 Vertical Keel or Skeg

PART 3 SECTION 14|7 Arrangement, Structural Details and Connections

PART 3 SECTION 18
Protection of Deck Openings
3/18.1 General
All openings in decks are to be framed to provide
efficient support and attachment for the ends of the
deck beams. The proposed arrangement and details
for all hatchways are to be submitted for approval.
3/18.3 Position of Deck Openings
For the purpose of this Guide, two positions of deck
openings are defined as follows:
Position 1 Upon exposed freeboard and raised
quarter decks, and upon exposed
superstructure decks situated forward of
a point located a quarter of the craft
length from the forward perpendicular.
Position 2 Upon exposed superstructure decks
situated abaft a quarter of the craft length
from the forward perpendicular.
3/18.5 Hatchway Coamings, Companionway
Sills and Access Sills
3/18.5.1 Coaming and Sill Heights
The heights above deck of the coamings, the sills of
companionways and access openings, are to be not
less than given in Table 3/18.1. Where hatch covers
are made of steel or other equivalent material and
made tight by means of gaskets and clamping devices,
these heights may be reduced, or the coamings
omitted entirely, provided that the safety of the craft
is not thereby impaired in any sea conditions. Sealing
arrangements are to be weathertight if coaming is
fitted, and watertight for flush covers.
3/18.7 Enclosed Superstructures
Superstructures are to meet the following
requirements to be considered enclosed.
Superstructures with openings which do not fully
comply with these requirements are to be considered
as open superstructures. See also 3/20.3.4
3/18.7.1 Closing Appliances
All openings in the bulkheads of enclosed
superstructures are to be provided with efficient
means of closing, so that in any sea conditions water
will not penetrate the craft. Opening and closing
appliances are to be framed and stiffened so that the
PART 3 SECTION 18|1 Protection of Deck Openings
whole structure, when closed, is equivalent to the
unpierced bulkhead.
Doors for access openings into enclosed
superstructures are to be of steel or other equivalent
material, permanently and strongly attached to the
bulkhead. The doors are to be provided with gaskets
and clamping devices, or other equivalent
arrangements, permanently attached to the bulkhead
or to the doors themselves, and the doors are to be so
arranged that they can be operated from both sides of
the bulkhead.
Portlights in the end bulkheads of enclosed
superstructures are to be of substantial construction
and provided with efficient inside deadlights. Also
see 3/20.7 and 3/20.8
The location and means of the closing appliances
for windows are to be in accordance with 3/20.8
3/18.7.2 Sills of Access Openings
Except as otherwise provided in this Guide, the height
of the sills of access openings in bulkheads at the
ends of enclosed superstructures is to be at least 380
mm (15 in.) above the deck. See Table 3/18.1 for
required sill heights.
3/18.7.3 Means of Access
Superstructures are not to be regarded as enclosed
unless access is provided for the crew to reach
machinery and other working spaces inside these
superstructures by alternate means which are
available at all times when bulkhead openings are
closed.
3/18.9 Hatchways Closed by Covers of Steel and
Fitted with Gaskets and Clamping
Devices
3/18.9.1 Strength of Covers
The maximum allowable stress and deflection under
design load, w, and the minimum top plate thickness
are as follows:
maximum allowable stress = 0.235σu
maximum allowable deflection = 0.0028s
top plate thickness = 0.01s; but not less than
6.0mm (0.24in.)
 Position 1
w= 0.097L + 7.45 kN/m2
w= 0.0099L + 0.76 tf/m2
w= 0.61L + 158.0 lbf/ft2
Position 2
w= 0.0709L + 5.65 kN/m2
w= 0.00725L + 0.576 tf/m2
w= 0.450L + 118.5 lbf/ft2
w = design load in kN/m2 (tf/m2, lbf/ft2)
L = length of craft in m or ft as defined in
Section 3/1, but is not to be taken less than
24 m (79 ft).
s = stiffener spacing in mm or in.
σu = minimum ultimate tensile strength in N/mm2
(kgf/mm2, psi)
3/18.9.2 Means for Securing Weathertightness
The means for securing and maintaining
weathertightness is to be such that the tightness can
be maintained in any sea condition. The covers are to
be hose tested in position under a water pressure of at
least 2.1 bar (2.1 kgf/cm2, 30 psi) at the time of
installation.
3/18.9.3 Flush Hatch Covers
Where flush hatch covers are fitted on the freeboard
deck within the forward one-fourth length, and the
craft is assigned a freeboard less than Type-B under
the International Convention on Load Lines 1966, the
assumed loads on flush hatch covers are to be
increase 15% over that indicated in 3/18.9.1.
3/18.11 Hatchways Closed by Portable Covers in
Lower Decks or within Fully Enclosed
Superstructures
3/18.11.1 General
The following scantlings are intended for
conventional type covers. Those for covers of special
types are to be specially considered.
3/18.11.3 Steel Covers
The thickness of the plating for steel covers is not to
be less than required for lower decks as obtained
from 3/9.1. A stiffening bar is to be fitted around the
edges as required to provide the necessary rigidity to
permit the covers being handled without deformation.
The effective depth of the framework is normally to
be not less than 4% of its unsupported length. The
stiffeners in association with the plating to which they
are attached are to have section modulus, SM, as
determined by the following equation.:
PART 3 SECTION 18|2 Protection of Deck Openings
SM = 7.8hsl2 cm3 SM = 0.0041hsl2 in.3
h = 'tween-deck height in m or ft
s = spacing of the stiffeners in m or ft
l = length of the stiffener in m or ft
3/18.11.4 Wheel Loading
Where provision is to be made for the operation and
stowage of vehicles having rubber tires, the thickness
of the hatch cover plating is to be in accordance with
the Rules for Building and Classing Steel Vessels
under 90m (295 ft) in Length, section 3/18.11.4
3/18.13 Hatchways within Open Superstructures
Hatchways within open superstructures are to be
considered as exposed.
3/18.15 Hatchways within Deckhouses
Hatchways within deckhouses are to have coamings
and closing arrangements as required in relation to
the protection afforded by the deckhouse from the
standpoint of its construction and the means provided
for the closing of all openings into the house.
3/18.17 Machinery Casings
3/18.17.1 Arrangement
Machinery-space openings in Position 1 or 2 are to be
framed and efficiently enclosed by casings of ample
strength, and wherever practicable, those in freeboard
decks are to be within superstructures or deckhouses.
Casings are to be of material similar to that of the
surrounding structure. Openings in exposed casings
are to be fitted with doors complying with the
requirements of 3/18.7.1; the sills are to be in
accordance with 3/18.5.1 for companionways. Other
openings in such casings are to be fitted with
equivalent covers, permanently attached. Stiffeners
are to be spaced at not more than 760 mm (30 in.)
3/18.17.3 Scantlings
The scantlings of exposed casings are to be similar to
those obtained for superstructures and deckhouses in
accordance with the applicable requirements of
Sections 3/8, 3/9 and 3/10.
The scantlings of casings within enclosed
superstructures or deckhouses will be specially
considered.
3/18.19 Miscellaneous Openings in Freeboard and
Superstructure Decks
TABLE 3/18.1
3/18.19.1 Manholes and Scuttles Coaming and Sill Heights
Manholes and flush scuttles in Position 1 or 2 within
superstructures other than enclosed superstructures L equal to or over 24 meters (79 feet) in length
are to be closed by substantial covers capable of
Position 1 Position 2
being made watertight. Unless secured by closely
Hatch Coamings 600 mm (23.5 in.) 450 mm (17.5 in.)
spaced bolts, the covers are to be permanently
Companionway 600 mm (23.5 in.) 380 mm (15 in.)
attached.
Sills
Access Sills 380 mm (15 in.) 380 mm (15 in.)
3/18.19.2 Other Openings
Openings in freeboard decks other than hatchways,
L under 24 meters (79 feet) in length
machinery-space openings, manholes and flush
Position 1 Position 2
scuttles are to be protected by an enclosed
superstructure, or by a deckhouse or companionway Hatch Coamings
and 450 mm (17.5 in.) 300 mm (12 in.)
of equivalent strength and weathertightness. Any such
Companionways
opening in an exposed superstructure deck or in the
Access Sills 380 mm (15 in.) 300 mm (12 in.)
top of a deckhouse on the freeboard deck which gives
access to a space below the freeboard deck or a space Note:
within an enclosed superstructure is to be protected 1 Coaming and sill heights may be reduced on craft
by an efficient deckhouse or companionway. which have freeboard in excess of the minimum
Doorways in such deckhouses or companionways are geometric freeboard and/or a superstructure deck with
height of deck in excess of the standard height of a
to fitted with doors complying with the requirements
superstructure.
given in 3/18.7.1. 2 For craft with L<24m, the coaming/sill height should
be as indicated above, unless otherwise specifically
3/18.19.3 Escape Openings requested by Flag Administration.
The closing appliances of escape openings are to be
readily operable from each side.

PART 3 SECTION 18|3 Protection of Deck Openings

PART 3 SECTION 20
Bulwarks, Rails, Ports,
Portlights, Windows, and Ventilators
3/20.1 Bulwarks and Guard Rails
3/20.1.1 Location and Heights
Bulwarks or guard rails or a combination of both, are
in general to be provided on exposed decks, and on
exposed tops of superstructures and deckhouses.
The height of bulwarks and guard rails on
exposed freeboard and superstructure decks is to be at
least 1 m (39.5 in.) Where this height would interfere
with the normal service or operation of a craft, a
lesser height may be approved if adequate protection
is provided. Where approval of a lesser height is
requested, justifying information is to be submitted.
In exposed areas not traversed in the normal
operation of the craft, where it is not practical to fit
bulwarks or guard rails, hand or grab rails may be
considered.
3/20.1.2 Strength of Bulwarks
Bulwarks are to be of ample strength for their height
and location, suitably stiffened at the top, and if
necessary at the bottom, and supported by efficient
stays or brackets.
Stays or brackets on the main weather deck are to
be spaced not more than 1.83 m (6.0 ft).
Openings in bulwarks are to be smooth-edged,
with well-rounded corners.
3/20.1.3 Spacing of Guard Rails
a Fixed, removable or hinged stanchions are to
be fitted at approximately 1.5 m (5 ft) apart.
b At least every third stanchions is to be
supported by a bracket or stay.
c The opening below the lowest course is not to
exceed 230 mm (9 in.) The distance between the
remaining courses is not to be more than 380 mm (15
in.)
d For craft with rounded gunwales, stanchions
are to be placed on the flat of the deck.
3/20.3 Freeing Ports
3/20.3.1 Basic Area
Where bulwarks on freeboard decks form wells,
ample provision is to be made for rapidly freeing the
decks of water and for draining them. The minimum
freeing-port area on each side of the craft for each
PART 3 SECTION 20|1 Bulwarks, Rails, Ports, Portlights, Windows, and Ventilators
well 20 m (66 ft) or less in length is to be obtained
from the following equation:
A = 0.7 + 0.035l m2 A = 7.6 + 0.115l ft2
Where the bulwark length exceeds 20 m (66 ft):
A = 0.07l m2 A = 0.23l ft2
A = freeing-port area in m2 or ft2
l = bulwark length in m or ft but need not
exceed 0.7L.
The minimum area for each well on superstructure
decks is to be one half of the area obtained from the
above equations.
If a bulwark is more than 1.2 m (3.9 ft) in height, the
freeing-port area is to be increased by 0.004 m2 per
meter (0.04 ft2 per foot) of length of well for each 0.1
m (1 ft) difference in height. If a bulwark is less than
0.9 m (3 ft) in height, the freeing-port area may be
decreased by the same ratio. Craft receiving freeboard
assignment are to have freeing port area in
accordance with the International Convention on
Load Lines.
3/20.3.2 Trunks, Deckhouses, and Hatchway
Coamings
Where a craft is fitted with a trunk on the freeboard
deck, and open rails are not fitted in way of the trunk
for at least one-half its length, or where continuous or
substantially continuous hatchway side coamings are
fitted or long deckhouse exist between detached
superstructures, the minimum area of freeing-port
openings is to be obtained from the following table:
Breadth of trunk, deckhouse Area of freeing ports
or hatchway in relation to in relation to total
breadth of craft area of bulwarks
40% or less 20%
75% or more 10%
The area of freeing ports at intermediate breadths is
to be obtained by linear interpolation.
3/20.3.3 Superstructure Decks
Where bulwarks on superstructure decks form wells,
the bulwarks are to comply with 3/20.3.1 except that
the minimum freeing-port area on each side of the
craft for each well is to be one-half of the area
obtained in 3/20.3.1 and 3/20.3.2.
3/20.3.4 Open Superstructures
In craft having superstructures that are open at either
end or both ends, adequate provisions for freeing the
spaces within such superstructures are to be provided;
the arrangements will be subject to special approval.
3/20.3.5 Details of Freeing Ports
The lower edges of the freeing ports are to be as near
the deck as practicable. Two-thirds of the required
freeing-port area is to be provided in the half of the
well nearest the lowest point of the sheer curve.
Freeing-port openings are to be protected by rails or
bars in such a manner that the maximum clear vertical
or horizontal space is 230 mm (9 in.). Where shutters
are fitted, ample clearance is to be provided to
prevent them from jamming. Hinges are to have pins
and bearings of corrosion resistant material and in
general, the hinges are to be located at the top of the
shutter. If the shutters are equipped with securing
appliances, the appliances are to be of approved
construction.
3/20.5 Cargo, Gangway, or Fueling Ports
3/20.5.1 Construction
Cargo, gangway, or fueling ports in the sides of craft
are to be strongly constructed and capable of being
made thoroughly watertight. Where frames are cut in
way of such ports, web frames are to be fitted on the
sides of the openings, and suitable arrangements are
to be provided for the support of the beams over the
openings. Thick shell plates or doublers are to be
fitted as required to compensate for the openings. The
corners of the openings are to be well rounded.
Waterway angles and scuppers are to be provided on
the decks in way of ports in cargo spaces below the
freeboard deck or in cargo spaces within enclosed
superstructures to prevent the spread of any leakage
water over the decks.
Indicators showing whether the ports in the side
shell below the freeboard or superstructure deck are
secured closed or open are to be provided on the
navigation bridge.
3/20.5.2 Location
The lower edges of cargo, gangway, or fueling-port
openings are not to be below a line parallel to the
freeboard deck at side having as its lowest point the
designed load waterline or upper edge of the
uppermost load line.
PART 3 SECTION 20|2 Bulwarks, Rails, Ports, Portlights, Windows, and Ventilators
3/20.6 Bow Doors and Inner Doors
Where steel bow doors of the visor or side-opening
type are fitted leading to complete or long forward
enclosed superstructure, bow doors and inner doors
are to meet the requirements of this subsection. Hull
supporting structure in way of the bow doors is to be
able to withstand the loads imposed by the bow doors
securing and supporting devices without exceeding
the allowable stresses for those devices, both given in
this subsection. Special consideration will be given
to bow doors constructed of materials other than
steel.
3/20.6.1 Arrangement
As far as practicable, bow doors and inner doors are
to be arranged so as to preclude the possibility of the
bow door causing structural damage to the inner door
or to the collision bulkhead in the case of damage to
or detachment of the bow door.
a Bow Doors Bow doors are to be situated
above the freeboard deck except that where a
watertight recess fitted for arrangement of ramps or
other related mechanical devices is located forward of
the collision bulkhead and above the deepest
waterline, the bow doors may be situated above the
recess.
b Inner Doors An inner door is to be fitted in
the extension of the collision bulkhead required by
3/12.1.2a. A vehicle ramp made watertight and
conforming to 3/12.1.2a in the closed position may be
accepted for this purpose.
3/20.6.2 Securing, Locking and Supporting of
Doors
a Definitions
1 Securing device A device used to keep the
door closed by preventing it from rotating about
its hinges or its pivoted attachments to the ship.
2 Supporting device A device used to transmit
external or internal loads from the door to a
securing device and from the securing device to
the ship’s structure, or a device other than a
securing device, such as a hinge, stopper or
other fixed device, that transmits loads from the
door to the ship’s structure.
3 Locking device A device that locks a securing
device in the closed position.
b Securing and Supporting devices
1 Bow Doors Means are to be provided to
prevent lateral or vertical movement of the bow
doors when closed. Means are also to be
provided for mechanically fixing the door in the
open position.
Means of securing and supporting the door
are to maintain equivalent strength and stiffness
of the adjacent structure.
 a Clearance and packing The maximum
design clearance between the door and
securing/supporting devices is not to exceed 3
mm (0.12 in.). Where packing is fitted, it is to
be of a comparatively soft type and the
supporting forces are to be carried by the steel
structure only.
b Visor Door Arrangement The pivot
arrangement is to be such that the visor is self
closing under external loads. The closing
moment, My, as defined in 3/20.6.6a3a is not
to be less than Myo as given by the following
equation.
M yo = Wc + 01
. a 2 + b 2 Fx2 + Fz2
Where W, a, b, c, Fx and Fz are as defined in
3/20.6.6.
In addition, the arrangement of the door is
to be such that the reaction forces of pin or
wedge supports at the base of the door does
not act in the forward direction when the door
is loaded in accordance with 3/20.6.6a3d.
c Securing and Locking arrangement
Securing devices are to be provided with a
mechanical locking arrangement (self locking
or separate arrangement), or are to be of the
gravity type.
1 Operation Securing devices are to be
simple to operate and readily accessible.
The opening and closing systems as well as
the securing and locking devices are to be
interlocked in such a way that they can only
operate in the proper sequence.
a Hydraulic securing devices Where
hydraulic securing devices are applied, the
system is to be mechanically lockable in
the closed position. In the event of a loss
of hydraulic fluid, the securing devices are
to remain locked.
The hydraulic system for securing and
locking devices is to be isolated from other
hydraulic circuits when in the closed
position.
b Remote Control Where bow doors and
inner doors give access to a vehicle deck,
an arrangement for remote control from a
position above the freeboard deck is to be
provided allowing closing and opening of
the doors and associated securing and
locking of the securing and locking
devices for every door. The operating
panels for operation of doors are to be
accessible to authorized persons only. A
notice plate giving instructions to the
effect that all securing devices are to be
closed and locked before leaving harbor is
to be placed at each operating panel and is
PART 3 SECTION 20|3 Bulwarks, Rails, Ports, Portlights, Windows, and Ventilators
to be supplemented by warning indicator
lights as indicated in 3/20.6.2c2a
2 Indication/Monitoring
a Indicators The indicator system is to be
designed on the fail safe principle and in
accordance with the following:
1 Location and Type Separate indicator
lights are to be provided on the
navigation bridge to show that the bow
door and inner door are closed and that
their locking devices are properly
positioned.
The indication panel on the
navigation bridge is to be equipped with
a mode selection function “harbor/sea
voyage”, arranged so that an audible and
visible alarm is given if in the sea voyage
condition, the bow door or inner door is
not closed, or any of the securing devices
is not in the correct position.
Indication of the open/closed position
of every door and every securing and
locking device is to be provided at the
operating panels.
2 Indicator lights Indicator lights are to
be designed so that they cannot be
manually turned off. The indication
panel is to be provided with a lamp test
function.
3 Power Supply The power supply for the
indicator system is to be independent of
the power supply for operating and
closing the doors.
4 Protection of Sensors Sensors are to be
protected from water, ice formation and
mechanical damage.
b Water Leakage Protection A drainage
system is to be arranged in the area
between the bow door and ramp and in the
area between the ramp and inner door
where fitted. The system is to be equipped
with an audible alarm function to the
navigation bridge for water level in these
areas exceeding 0.5m (1.6 ft.) above the
car deck level.
A water leakage detection system with
audible alarm and television surveillance
are to be arranged to provide an indication
to the navigation bridge and to the engine
control room of leakage through the inner
door.
c Door surveillance Between the bow door
and the inner door a television surveillance
system is to be fitted with a monitor on the
navigation bridge and in the engine control
room. The system is to monitor the
position of doors and a sufficient number
of their securing devices.
3/20.6.3 Tightness
a Bow Doors Bow doors are to be so fitted as
to ensure tightness consistent with operational
conditions and to give effective protection to the
inner doors.
b Inner Doors Inner doors forming part of the
extension of the collision bulkhead are to be
weathertight over the full height of the cargo space
and arranged with fixed sealing supports on the aft
side of the doors.
3/20.6.4 Bow Door Scantlings
Bow doors are to be framed and stiffened so that the
whole structure is equivalent to the unpierced
bulkhead when closed.
a Primary Structure Scantlings of primary
members are to be designed so that the allowable
stresses indicated in 3/20.6.7a are not exceeded when
the structure is subjected to the design loads indicated
in 3/20.6.6a1.
b Secondary Stiffeners Secondary stiffeners are
to be supported by primary members constituting the
main stiffening of the door. The section modulus,
SM, of secondary stiffeners is to be as required by
3/10.1.2. In addition, stiffener webs are to have a net
sectional area not less than that obtained from the
following equation:
A = VQ/10 cm2 (A = VQ cm2, A = VQ/6.5 in2)
where
V = shear force in kN (tf, Ltf) in the stiffener
calculated using the uniformly distributed
external pressure Peb given in 3/20.6.6a1
Q = as defined in 3/6.1.1a.
c Plating The thickness of bow door plating is
to be not less than that required for side shell plating
at the same location.
d Securing and Supporting Devices Scantlings
of securing and supporting devices are to be designed
so that the allowable stresses indicated in 3/20.6.7a
are not exceeded when the structure is subjected to
the design loads indicated in 3/20.6.6a2. All load
transmitting elements in the design load path from the
door through securing and supporting devices into the
ship structure, including welded connections, are to
meet the strength standards required for securing and
supporting devices. Where fitted, threaded bolts are
not to carry support forces, and the maximum tensile
stress in way of the threads is not to exceed the
allowable stress given in 3/20.6.7c.
In determining the required scantlings, the door is
to be assumed to be a rigid body. Only those active
supporting and securing devices having an effective
stiffness in the relevant direction are to be included
and considered when calculating the reaction forces
on the devices. Small or flexible devices such as
cleats intended to provide load compression of the
PART 3 SECTION 20|4 Bulwarks, Rails, Ports, Portlights, Windows, and Ventilators
packing material are not to be included in the
calculations.
1 Bearing Pressure The bearing pressure on
steel to steel bearings is to be calculated by
dividing the design force by the projected
bearing area, and is not to exceed the allowable
stress given in 3/20.6.7b.
2 Redundancy In addition to the above
requirements, the arrangement of the securing
and supporting devices is to be designed with
redundancy such that in the event of failure of
any single securing or supporting device, the
stresses in the remaining devices do not exceed
the allowable stresses indicated in 3/20.6.7a by
more than 20% under the above loads.
3 Visor Door Securing and Supporting Devices
Securing and supporting devices, excluding the
hinges, are to be capable of resisting the vertical
design force given in 3/20.6.6a3c without
stresses exceeding the allowable stresses in
3/20.6.7a.
Two securing devices are to be provided at
the lower part of the door, each capable of
providing the full reaction force required to
prevent opening of the door without stresses
exceeding the allowable stresses indicated in
3/20.6.7a. The opening moment, Mo, to be
balanced by this force is as given in
3/20.6.6a3b.
4 Side-opening Door Thrust Bearing A thrust
bearing is to be provided in way of girder ends
at the closing of the two doors, and is to prevent
one door from shifting towards the other one
under the effect of unsymmetrical pressure.
Securing devices are to be fitted to secure
sections thrust bearing to one another.
e Visor Door Lifting Arms and Supports
Where visor type bow doors are fitted, calculations
are to be submitted verifying that lifting arms and
their connections to the door and ship structure are
adequate to withstand the static and dynamic forces
applied during the lifting and lowering operations
under a wind pressure of at least 1.5 kN/m2 (0.15
tf/m2, 0.014 Ltf/ft2)
3/20.6.5 Inner Door Scantlings
Scantlings of inner doors are to meet the requirements
of this paragraph. In addition, where inner doors are
used as vehicle ramps, scantlings are not to be less
than required for vehicle decks.
a Primary Structure Scantlings of primary
members are to be designed so that the allowable
stresses indicated in 3/20.6.7a are not exceeded when
the structure is subjected to the design loads indicated
in 3/20.6.6b1.
 b Securing and Supporting Devices Scantlings
of securing and supporting devices are to be designed
so that the allowable stresses indicated in 3/20.6.7a
are not exceeded when the structure is subjected to
the design loads indicated in 3/20.6.6b. Where fitted,
threaded bolts are not to carry support forces, and the
maximum tensile stress in way of the threads is not to
exceed the allowable stress given in 3/20.6.7c.
The bearing pressure on steel to steel bearings is
to be calculated by dividing the design force by the
projected bearing area, and is not to exceed the
allowable stress given in 3/20.6.7b.
3/20.6.6 Design Loads
a Bow Doors
1 External Pressure The design external
pressure, Peb, is to be taken as indicated by the
following equation. Peb for craft engaged in
restricted service will be specially considered.
Peb = nc(0.22 + 015 (
. tan β ) 0.4Vd sin α + 0.6 kL
kN/m2 (tf/m2, Ltf/ft.2)
where
n = 2.75 (0.280, 0.0256)
c = 0.0125L for craft having L < 80 m (260 ft.)
= 1.0 for other craft
L = length of craft as defined in 3/1.1 in m or
ft.
β = flare angle at the point to be considered,
defined as the angle between a vertical line
and the tangent to the side shell plating
measured in a vertical plane normal to the
horizontal tangent to the shell plating. See
Figure 3/20.1a.
α = entry angle at the point to be considered,
defined as the angle between a longitudinal
line parallel to the centerline and the
tangent to the shell plating in a horizontal
plane. See Figure 3/20.1a.
k = 1.0 (1.0, 0.305)
Vd = craft design speed as defined in 3/5.2.1
2 External Forces The design external forces
considered in determining scantlings of
securing and supporting devices of bow doors
are not to be taken less than those given by the
following equations.
Fx = PemAx
Fy = PemAy
Fz = PemAz
where
Fx = the design external force in the
longitudinal direction in kN (tf, Ltf)
PART 3 SECTION 20|5 Bulwarks, Rails, Ports, Portlights, Windows, and Ventilators
Fy = the design external force in the
horizontal direction in kN (tf, Ltf)
Fz = the design external force in the
vertical direction in kN (tf, Ltf)
Ax = area in m2 (ft.2) of the transverse
vertical projection of the door
between the levels of the bottom of
the door and the upper deck or
between the bottom of the door and
the top of the door, whichever is less.
Ay = area in m2 (ft.2) of the longitudinal
vertical projection of the door
between the levels of the bottom of
the door and the upper deck or
between the bottom of the door and
the top of the door, whichever is less.
Az = area in m2 (ft.2) of the horizontal
projection of the door between the
levels of the bottom of the door and
the upper deck or between the bottom
)
2
of the door and the top of the door,
whichever is less.
Pem = bow door pressure, Peb, determined
using αm and βm in place of α and β.
βm = flare angle measured at a point on the
bow door l/2 aft of the stem line on a
plane h/2 above the bottom of the
door as shown in Figure 3/20.1b.
αm = entry angle measured at the same
point as βm. See Figure 3/20.1b.
h = height in m (ft.) of the door between
the levels of the bottom of the door
and the upper deck or between the
bottom of the door and the top of the
door, whichever is less.
l = length in m (ft.) of the door at a
height h/2 above the bottom of the
door.
3 Visor Door Load Cases
a Closing Moment For visor doors, the
closing moment, My is to be taken as
indicated by the following equation:
My = Fxa + Wc - Fzb kN-m (tf-m, Ltf-ft.)
where
Fx and Fz are as defined in 3/20.6.6a2
W = weight of the visor door in kN (tf, Ltf)
a = vertical distance in m (ft.) from the
visor pivot to the centroid of the
transverse vertical projected area of the
visor door. See Figure 3/20.2.
b = horizontal distance in m (ft.) from
visor pivot to the centroid of the
horizontal projected area of the visor
door. See Figure 3/20.2.
 c = horizontal distance in m (ft.) from the
visor pivot to the center of gravity of the
visor. See Figure 3/20.2.
b Opening Moment The opening moment,
Mo, is to be taken as indicated by the
following equation:
Mo = Wd + 5Axa kN-m
(Wd + 0.5Axa tf-m, Wd + 0.047Axa Ltf-ft.)
where
d = vertical distance, in m (ft.), from the
hinge axis to the center of gravity of the
door.
W, Ax and a are as indicated above.
c Vertical design Force The vertical design
force is to be taken as Fz-W where Fz is as
defined in 3/20.6.6a2 and W is as defined in
3/20.6.6a3a.
d Combined Load Case 1 The visor doors
are to be evaluated under a load of Fx, Fz and
W acting simultaneously with Fx and Fz
acting at the centroid of their respective
projected areas.
e Combined Load Case 2 The visor doors
are to be evaluated under a load of 0.7Fy
acting on each side separately together with
0.7Fx, 0.7Fz and W. Fx, Fy and Fz are to be
taken as acting at the centroid of their
respective projected areas.
4 Side-Opening Door Load Cases
a Combined Load Case 1 Side opening
doors are to be evaluated under a load of Fx,
Fy, Fz and W acting simultaneously with Fx,
Fy and Fz acting at the centroid of their
respective projected areas.
b Combined Load Case 2 Side opening
doors are to be evaluated under a load of
0.7Fx, 0.7Fz and W acting on both doors
simultaneously and 0.7Fy acting on each
door separately.
b Inner Doors
1 External Pressure The design external
pressure is to be taken as the greater of Pei or
Ph as given by the following equations.
2 2
Pei = 0.45L kN/m (0.046L1 tf/m ,
0.0042L1 Ltf/ft.2)
Ph = 10h kN/m2 (1.0h tf/m2,
0.029h Ltf/ft.2)
where
L is as defined in 3/1.1.
h = the distance in m or ft. from the load
point to the top of the cargo space.
2 Internal Pressure The design internal
pressure, Pi is to be taken as not less than 25
kN/m2 (2.5 tf/m2, 0.23 Ltf/ft2)
PART 3 SECTION 20|6 Bulwarks, Rails, Ports, Portlights, Windows, and Ventilators
3/20.6.7 Allowable Stresses
a Primary Structure and Securing and
Supporting Devices The following stresses are not
to be exceeded under the loads indicated above.
Shear Stress: τ = 80/Q N/mm2
(8.2/Q kgf/mm2,
11600/Q psi)
Bending Stress: σ = 120/Q N/mm2
(12.2/Q kgf/mm2,
17400/Q psi)
Equivalent Stress σe = 150/Q N/mm2
s( σ + 3τ ):
2 2 (15.3/Q kgf/
mm2, 18000/Q psi)
where Q is as defined in 3/6.1.1a.
b Steel Securing and Supporting Devices
Bearing Stress For steel to steel bearings in securing
and supporting devices, the nominal bearing pressure
is not to exceed 0.8σf, where σf is the yield stress of
the bearing material.
c Tensile stress on threaded bolts The tensile
stress in threaded bolts is not to exceed 125/Q N/mm2
(12.7/Q kgf/mm2, 18,000/Q psi).
3/20.6.8 Operating and Maintenance Manual
The following information is to be submitted for
review:
a Manual An operating and maintenance manual
for the bow door and inner door is to be provided on
board and is to contain the following:
main particulars and design drawings
service conditions, e.g. service area
restrictions, acceptable clearances for
supports
maintenance and function testing
register of inspections and repairs
b Operating Procedures Documented operating
procedures for closing and securing the bow door and
inner door are to be kept on board and posted at an
appropriate location.
3/20.7 Portlights
3/20.7.1 Construction
Portlights fitted below the main weather deck or in
superstructure and house side plating are to be of
substantial construction and provided with steel,
aluminum or other approved material inside
deadlights, permanently attached and arranged to be
capable of being closed and secured watertight.
Except in way of the machinery space, portlights may
be of the hinged opening type, with hinge pins of non-
corrosive material. Where vessels are subject to
damaged stability requirements of 3/3.3.2, portlights
found to be situated below a final damage equilibrium
waterline are to be of the non opening type. Portlight 3/20.7.2 Testing
frames are to be of steel or other approved material All portlights are to be hose tested after installation.
and are to be attached to the hull by through bolts or
equivalent. Lower edges of portlights are not to be 3/20.8 Windows
below a line parallel to the main weather deck at side
having its lowest point at a distance above the design 3/20.8.1 Construction
waterline either 2.5% of the craft breadth or 500 mm Windows to spaces within enclosed superstructure
(19.5 in.) whichever is greater. and deckhouses are to be fitted with strong steel,
In craft limited in service range and weather aluminum or other approved material deadlight
conditions, consideration will be given to the covers. Windows should generally not be fitted in the
omission of deadlights depending on the type and end bulkheads of superstructures or deckhouses in
thickness of the portlight. Position 1. Window frames are to be of steel or other
The thickness of portlights of tempered or approved material and are to be attached by through
toughened monolithic safety glass is to be not less bolts or equivalent.
than given in Table 3/20.1. Consideration will also be Windows on the second tier above the freeboard
given to laminated glass, acrylic and polycarbonate deck may not require deadlight depending upon the
glazing materials based upon equivalent flexural arrangement of the craft. Window frames are to be
strength and stiffness. See Table 3/20.3 for glazing metal or other approval material, and effectively
mechanical properties. secured to the adjacent structure. Windows are to
have a minimum of a 1/4” radius at all corners. The
glazing is to be set into the frames in a suitable,
TABLE 3/20.1 approved packing or compound. Special
Thickness of Tempered or Toughened Monolithic consideration to be given to angled house fronts.
Glass Portlights The thickness of the window is not to be less than
that obtained from a, b, or c below, whichever is
a Rounded Portlights greater.
Location General Limited a.
Service
pk pk
Craft t=s (mm) t=s (in.)
Side shell below main weather 0.050d 0.040d 1000σ a σa
deck
Superstructure or deckhouse on 0.033d 0.033d b.
main weather deck
pk 1 pk1
Deckhouses above main weather 0.025d 0.025d t = s3 (mm) t = s3 (in.)
deck 20 E 0.02E
Notes: d is to be taken as the diameter between inner edges c. Minimum tempered monolithic glass
of the portlight frame in mm or in. thicknesses:
For calculation of required thickness on limited
service craft, d is not to be taken less than 250mm t = 9.5mm (0.37in.) for front windows
(10in.) t = 6.5mm (0.25in.) for side and end
windows.

b Rectangular Portlights t = required window thickness, in mm (in.)

s = lesser dimension of window in mm or in.
Location General Limited p = pressure head for window location as
Service
determined by 3/8.5
Craft
k = factor given in Table 3/20.2
Side shell below main weather 0 .0 9 1 s K 0 .0 7 3 s K k1 = factor given in Table 3/20.2
deck
σa = 0.30σf
Superstructures or deckhouses 0 . 0 6 0 s K 0 .0 6 0 s K σf = material flexural strength; see Table
on main weather deck
3/20.3
Deckhouses above main 0 .0 4 5 s K 0 .0 4 5 s K E = material flexural modulus; see Table
weather deck
3/20.3
Note: K is to be taken from Table 3/20.2; s is the short
panel dimension and l is the long window 3/20.8.2 Testing
dimension. All windows are to be hose tested after installation

PART 3 SECTION 20|7 Bulwarks, Rails, Ports, Portlights, Windows, and Ventilators
 TABLE 3/20.2 The maximum steel coaming plate thickness required
is 10 mm (0.40 in.). The coamings are to be
l/s k k1 effectively secured to the deck. Coamings which are
>5 .750 .142 more than 900mm (35.5 in.) high and which are not
5 .748 .142 supported by adjacent structures are to have
4 .741 .140 additional strength and attachment. Ventilators
3 .713 .134 passing through superstructures other than enclosed
2 .610 .111 superstructures are to have substantially constructed
1.8 .569 .102
coamings of steel or equivalent material at the
freeboard deck. Coaming plate thickness of material
1.6 .517 .091
other than steel will be specially considered.
1.4 .435 .077
1.2 .376 .062
3/20.9.2 Coaming Height
1 .287 .044 Ventilators in Position 1 are to have coamings at least
l = greater dimension of window panel, in mm 900 mm (35.5 in.) high. Ventilators in Position 2 are
or in. to have coamings at least 760 mm (30 in.) high. For
s = lesser dimension of window panel, in mm or definitions of Position 1 and Position 2, see 3/18.3.
in. Coaming heights may be reduced on craft which have
freeboard in excess of the minimum geometric
TABLE 3/20.3 freeboard and/or a superstructure deck with height of
deck in excess of the standard height of a
superstructure.
Glazing Flexural Flexural Modulus
Strength 3/20.9.3 Means for Closing Ventilators
Except as provided below, ventilator openings are to
Tempered 119 MPa 73,000 MPa be provided with efficient, permanently attached
Monolithic (17,200 psi) (10,600,000 psi) closing appliances. In craft measuring 24 m (79 ft) or
more in length (as defined in the International
Laminated 69 Mpa 2,620 MPa Convention on Load Lines, 1966) ventilators in
Glass (10,000 psi) (380,000 psi) Position 1, the coamings of which extend to more
than 4.5 m (14.8 ft) above the deck and in Position 2,
Polycarbonate* 93 MPa 2,345 MPa the coamings of which extend to more than 2.3 m (7.5
(13,500 psi) (340,000 psi) ft) above the deck, need not be fitted with closing
arrangements.
Acrylic 110 Mpa 3,000 MPa These coaming height requirements may be
(PMMA) * (16,000 psi) (435,000 psi) modified in craft measuring less than 24 m (79 ft) in
length.
* Indicated values are for reference. Aging effects
are to be considered for design.

3/20.9 Ventilators

3/20.9.1 Coaming Construction

Ventilators on exposed freeboard decks,
superstructure decks, or deckhouses are to have
coamings of steel or equivalent material. Coaming
plate thicknesses for steel are to be obtained from the
following equation:

t = 0.01d + 5.5 mm t = 0.01d + 0.22 in.

t = thickness of coaming in mm or in.

d = diameter of ventilator in mm or in. but not
less than 200 mm (7.5in.)

PART 3 SECTION 20|8 Bulwarks, Rails, Ports, Portlights, Windows, and Ventilators
 Figure 3/20.1a

Entry and Flare Angles

Figure 3/20.1b

Definition of αm and βm

PART 3 SECTION 20|9 Bulwarks, Rails, Ports, Portlights, Windows, and Ventilators
 Figure 3/20.2

Visor Type Bow Door

PART 3 SECTION 20|10 Bulwarks, Rails, Ports, Portlights, Windows, and Ventilators
PART 3 SECTION 21
Protective Coatings
3/21.5 Protection of Steel
3/21.5.1 All Spaces
Unless otherwise approved, all steel work is to be
suitably coated with paint or equivalent.
3/21.5.2 Salt Water Ballast Space
Tanks or holds for salt water ballast are to have a
corrosion-resistant hard type coating such as epoxy or
zinc on all structural surfaces. Where a long retention
of salt water is expected due to the type of craft or
unit, special consideration for the use of inhibitors or
sacrificial anodes may be given.
3/21.5.3 Oil Spaces
Tanks intended for oil need not be coated.
3/21.6 Protection of Aluminum
3/21.6.1 General
Aluminum alloys intended for hull construction are to
be used generally only under conditions that will not
induce excessive corrosion. Where exposure to
environment that would induce excessive corrosion is
expected, suitable coatings, tapes, sacrificial anodes,
impressed-current systems or other corrosion
prevention measures are to be used. When tapes are
used for corrosion protection, they are to be non-
wicking and non-water absorbing. Grease containing
graphite is not to be used with aluminum, instead,
zinc or other suitable base grease is to be used.
3/21.6.2 Coatings
Coatings are to be applied in accordance with the
manufacturer’s instructions, and are to be preceded
by appropriate cleaning and possibly chemical
conversion of surfaces as may be required in
accordance with the manufacturer’s
recommendations. Coatings are to be free from
voids, scratches or other imperfections that are
potential sites for localized corrosion.
The composition of coatings is to be compatible
with aluminum. Coatings containing copper, lead,
mercury or other metals that can induce galvanic or
other forms of corrosion are not to be used. Zinc
chromate coatings may be used. Insulating coatings
intended to prevent galvanic corrosion are not to
contain graphite or other conducting materials.
PART 3 SECTION 21|1 Protective Coatings
3/21.6.3 Faying Surfaces - Aluminum to
Aluminum
Aluminum faying surfaces that will be exposed to
weather, seawater, or other corrosive environment are
to be suitable coated to minimize crevice corrosion in
way of the faying surfaces.
3/21.6.4 Faying Surface between Aluminum and
other Metals
a Hull Suitable means are to be taken to avoid
direct contact of faying surfaces of aluminum to other
metals. When such faying surfaces occur in hull
construction, suitable non-wicking and non-water
absorbing insulation tapes or coatings are to be used.
Other types of joints between aluminum and other
metals may be approved in certain applications.
b Piping Suitable means, such as special pipe
hangers, are to be used to avoid conductive
connections between aluminum hulls and non-
aluminum metal piping systems. Where
watertightness is required, such as when piping passes
through bulkheads, decks, tanktops, and shell, special
fittings will be required to maintain isolation between
dissimilar metals.
c Bearing Areas Bearing areas such as engine
beds, pump foundations, propeller shafts, rudder and
other appendages of metals other than aluminum are
to be suitable isolated by such means as non-metallic
bearing casing, non-conductive packing (not
containing graphite or other conductors) or suitable
tapes and coatings. Alternative methods for
minimizing corrosion at these locations will be
specially considered. Wicking-type tapes or water-
absorbing packing materials such as canvas should
not be used. The metals used for such applications
are to be selected to minimize galvanic effects;
stainless steels are to be considered. The use of
copper-base alloys such as brass or bronze is
generally not recommended where galvanic corrosion
is of concern, and these materials may only be used
when specially approved. In those cases where the
use of dissimilar metals cannot be avoided, or where
galvanic corrosion is of concern, such as in wet tanks,
a suitable sacrificial anode or impressed current
system should be installed.
3/21.6.5 Faying Surface between Aluminum and
Non-metals
Aluminum in contact with wood or insulating-type
material is to be protected from the corrosive effects
of the impurities in these materials by a suitable
coating or covering. Concrete used with aluminum is
to be free of additives for cold weather pouring.
Preformed glass insulation is recommended for
piping insulation. Any adhesives which may be used
to connect insulation to aluminum are to be free of
agents that would be corrosive to aluminum.
Foaming agents harmful to aluminum, such as freon,
are not to be used for insulating foams. Areas where
dirt or soot are likely to collect and remain for
prolonged periods are to be protected from pitting
corrosion by the use of coatings or other suitable
means.
3/21.6.6 Corrosion of Wet Spaces
Suitable means are to be used to avoid arrangements
that could induce crevice corrosion in wet spaces. In
bilge spaces, chain lockers, and similar locations
where exfoliation corrosion may be of concern,
appropriate materials suitably heat treated for
resistance to this form of corrosion are to be
employed.
3/21.6.7 Service at Elevated Temperatures
For service temperatures of 66°C (150°F) or above,
only aluminum alloys and filler metals specially
designated for service at these temperatures are to be
used.
3/21.6.8 Cathodic Protection for Corrosion
Prevention
For application where corrosion is of concern,
consideration is to be given to the use of sacrificial
anode or impressed current systems of corrosion
control. Details of sacrificial anodes and
arrangements are to be submitted for review. Anodes
are to be in accordance with ASTM or other
recognized standard. When impressed current
systems are used, adequate precautions are to be
taken that the negative voltage is not excessive.
3/21.6.9 Stray Current Protection
Precautions are to be taken when in dock to prevent
stray currents from welding power or other sources
from adversely affecting the aluminum. Whenever
possible, the cathodic protection system of the craft
should be in place and operating when the craft is in
the water. A.C. power sources are to be insulated
from the hull. For battery and other D.C. power
sources, grounding is to be avoided if possible.
Where safety considerations require grounding to the
hull, the negative pole is to be connected to the hull.
PART 3 SECTION 21|2 Protective Coatings
3/21.6.10 Bi-material Joints
Such joints, when used, may be required to be
appropriately painted, coated, wrapped or protected
by other methods to prevent galvanic corrosion.
Where aluminum is to be joined to other materials,
each faying surface is to be suitably coated to
minimize corrosion. In addition, when one or both
sides of an aluminum or steel connection to dissimilar
metal joints are exposed to weather, sea water, or wet
spaces, a minimum of 0.5mm (0.02 in.) of suitable
insulation is to be installed between faying surfaces
and extended beyond the edge of the joint. Non-
welded oil or water stops are to be of plastic
insulation tape or equivalent which would provide a
suitably corrosion resistant system.
3/21.8 Protection of Fiber Reinforced Plastic
3/21.8.1 General
Cured gel-coat resins and lay-up resin are to be highly
resistant to water and other liquid absorption;
appropriate materials, lay-up, and lay-up procedures
are to be used and manufacturer’s recommendations
followed to attain this. Care is to be taken in the use
of laminates containing carbon fibers so that they are
not close to or do not induce galvanic corrosion with
metal fittings.
3/21.8.2 Tanks
In water, fuel oil, or other approved tanks, the resins
used are to be compatible with the contents of the
tanks; the contents of the tanks are not to affect the
cured properties of the tank laminate. The cured
laminate is to be highly resistant to absorption of the
liquid, and is not to have harmful, deleterious, or
undesirable effects on the contents of the tank. The
tank is generally to be gel-coated on the inside. See
also 3/12.3.1.
3/21.8.3 Cathodic Protection
Cathodic protection is to be provided where shaft
struts, propeller shafts, propellers, rudders, fittings,
etc. are constructed of manganese bronze, brass,
stainless steel or mild steel. Details of the sacrificial
anodes and arrangements are to be submitted for
review. Anodes are to be in accordance with ASTM
or other recognized standard.
PART 3 SECTION 22
Equipment
3/22.1 General
All craft are to have a complete equipment of anchors
and chains. The letter placed after the symbols of
classification in the Record, thus: !A1 , will
signify that the equipment of the craft is in
compliance with the requirements of the Guide, or
with requirements corresponding with the service
limitation noted in the craft’s classification, which
have been specially approved for the particular
service.
Cables which are intended to form part of the
equipment are not to be used as deck chains when the
craft is launched. The inboard ends of the cables of
the bower anchors are to be secured by efficient
means. Anchors and their cables are to be connected
and positioned, ready for use. Where three anchors
are given in Table 3/22.1, the third anchor is intended
as a spare bower anchor and is listed for guidance
only; it is not required as a condition of classification.
Means are to be provided for stopping each cable as it
is paid out, and the windlass should be capable of
heaving in either cable. Suitable arrangements are to
be provided for securing the anchors and stowing the
cables.
3/22.3 Calculation of EN
3/22.3.1 Monohulls
a Basic Equation The basic Equipment Number
(EN) is to be obtained from the following equation
for use in determining required equipment.
23
EN = k∆ + mBh + nA
k
m
=
=
1.0 (1.0, 1.012)
2 (2, 0.186)
n = 0.1 (0.1, 0.00929)
∆ = molded displacement in metric tons (long
tons) at the summer load waterline.
B = molded breadth as defined in 3/1.3 in m or ft
h = a + h1 + h2 + h3 + . . . as shown in Figure
3/22.1. In the calculation of h, sheer, camber
and trim may be neglected.
a = freeboard, in m (ft), from the summer load
waterline amidships.
h1, h2, h3...= height in m (ft), on the centerline of
each tier of houses having a breadth greater
than B/4.
A = profile area in m2 (ft2) of the hull,
superstructure and houses above the summer
PART 3 SECTION 22|1 Equipment
load waterline which are within L (see 3/1.1).
Superstructures or deckhouses having a
breadth at any point no greater than 0.25B
may be excluded. Screens and bulwarks more
than 1.5 m (4.9 ft) in height are to be regarded
as parts of houses when calculating h and A.
b Craft of Unrestricted Ocean Service Having
EN of 205 and Above For craft of unrestricted ocean
service having an EN of 205 or above in accordance
with 3/22.3.1, the calculated EN is to be used in
association with Table 3/22.1.
c Craft having EN less than 205 For craft of
unrestricted ocean service having a basic EN less than
205 calculated in accordance with 3/22.3.1a, the EN
for use with Table 3/22.1 may be calculated in
accordance with the following equation.
Equipment Number = k∆
23
( )
+ m Ba + ∑ bh + nA
Where k, m, n, ∆, B, a and A are as defined in
3/22.3.1a above and;
b = breadth in m or ft of the widest superstructure
or deckhouse on each tier.
h = the height in m or ft of each tier of deckhouse
or superstructure having a width of B/4 or
greater. In the calculation of h, sheer, camber
and trim may be neglected. See Figure 3/22.1.
3/22.3.2 Multi-Hulled Craft
Anchors and chains are to be not less than given in
Table 3/22.1 and the numbers, weights and sizes of
these are to be based on the equipment number
obtained from the following equation. Special
consideration will be given where anchoring and
mooring conditions are specified.
(
EN = k∆2 / 3 + m [2 Ba ] + B1 a1 + [ ∑ h]) + nA
k, ∆, m, n and A are as defined in 3/22.3.1. B, B1, a,
a1, h1, h2, h3, Σh are shown in Figure 3/22.1b
 FIGURE 3/22.1 - Effective Heights of Deckhouses
a Monohulls

b Multi-Hulled Craft

PART 3 SECTION 22|2 Equipment

3/22.5 Craft of Unrestricted Service
The equipment, weight and size of all craft in
unrestricted service is to be in accordance with Table
3/22.1 in association with the EN calculated in 3/22.3
3/22.7 Restricted Service Craft
Craft intended for restricted service (see 1/1.3.4) and
having their own moorage are to have one anchor of
the tabular weight and one-half the tabulated length of
anchor chain in Table 3/22.1. Alternatively, two
anchors of one-half the tabular weight with the total
length of anchor chain listed in Table 3/22.1 may be
fitted provided both anchors are positioned and ready
for use and the windlass is capable of heaving in
either anchor. These craft are to have adequate
towing arrangements so that the craft can be towed in
the worst intended conditions. In the areas of the
towing arrangements where the towing cable is
susceptible to chafing there is to be sufficient radius
to prevent the cable from being damaged when under
load.
3/22.9 Materials and Tests
Material and testing for anchors and chains on craft
are to be in accordance with the requirements of 2/1
for the respective sizes of anchors and chains. See
2/1.11 through 2/1.13. Materials and tests for wire
rope are to be in accordance with a national or other
recognized standard.
3/22.11 Anchor Types
3/22.11.1 General
Anchors are in general to be of the stockless type.
The weight of the head of a stockless anchor,
including pins and fittings, is not to be less than three-
fifths of the total weight of the anchor.
3/22.11.2 High Holding Power Anchors (HHP)
Where the anchor has a proven holding power of not
less than two times that of an ordinary stockless
anchor and has been tested in accordance with 2/1.11
a weight reduction of 25% from the weight specified
in Table 3/22.1 will be given. For HHP anchors an
appropriate notation will be made in the Record.
3/22.11.3 Super High Holding Power Anchors
(SHHP)
Where the anchor has a proven holding power of not
less than four times that of an ordinary stockless
anchor and has been tested in accordance with 2/1.11
a weight reduction of 50% from the weight specified
in Table 3/22.1 will be given. For SHHP anchors an
appropriate notation will be made in the Record.
PART 3 SECTION 22|3 Equipment
3/22.13 Windlass or Winch
3/22.13.1 General
The windlass is to be of good and substantial make
suitable for the size of intended anchor cable. The
winch is to be well bolted down to a substantial bed,
and deck beams below the windlass are to be of extra
strength and additionally supported. Where wire
ropes are used in lieu of chain cables, winches
capable of controlling the wire rope at all times are to
be fitted.
Construction and installation of all windlasses and
winches used for anchoring are to be carried out in
accordance with the following requirements, to the
satisfaction of the Surveyor. In general, the design is
to conform to an applicable standard or code of
practice. As a minimum, standards or practices are to
indicate strength, performance and testing criteria.
The manufacturer or builder is to submit in
accordance with 4/1.11, the following, as applicable:
a Plans
1 Arrangement and details of the windlass or
winch, drums, brakes, shaft, gears,
coupling bolts, wildcat, sheaves, pulleys
and foundation.
2 Electric one line diagram.
3 Piping system diagrams.
4 Control arrangements.
Plans or data are to show complete details including
power ratings, working pressures, welding details,
material specifications, pipe and electric cable
specifications, etc.
b Calculations Detailed stress calculations for
the applicable system components listed in a1 above.
The calculations are to be based on the breaking
strength of the chain or wire rope; are to indicate
maximum torque or load to which the unit will be
subjected and also show compliance with either
applicable sections of the Rules such as 4/3.29 of the
Rules for Building and Classing Steel Vessels for the
gears and shafts, or to other recognized standard or
code of practice.
3/22.13.2 Support Structure
The windlass or winch is to be well bolted down to a
substantial foundation. The stresses in the structures
supporting the windlass are not to be exceed the yield
point of the material under the following load applied
in the direction of the chain:
With cable stopper: 45% of B.S.
Without cable stopper: 80% of B.S.
B.S. = minimum breaking strength of the chain as
indicated in Tables 2/1.9 and 2/1.10.
An independent cable stopper and its components are
to be adequate for the load imposed. The
arrangements and details of the cable stopper are to
be submitted for review.

3/22.15 Trial

See 1/2.3

3/22.17 Hawse Pipes

Hawse pipes are to be of ample size and strength;

they are to have full rounded flanges and the least
possible lead, in order to minimize the nip on the
cables; they are to be securely attached to thick
doubling or insert plates by continuous welds the size
of which are to be in accordance with Section 3/23
for the plating thickness and type of joint selected.
When in position they are to be thoroughly tested for
watertightness by means of a hose in which the water
pressure is not to be less than 2.06 bar (2.1 kgf/cm2,
30 psi). Hawse pipes for stockless anchors are to
provide ample clearances; the anchors are to be
shipped and unshipped so that the Surveyor may be
satisfied that there is no risk of the anchor jamming in
the hawse pipe. Care is to be taken to ensure a fair
lead for the chain from the windlass to the hawse
pipes and to the chain pipes.

PART 3 SECTION 22|4 Equipment

 TABLE 3/22.1
Equipment for Self-propelled Ocean-going Craft
SI, Metric Units

The weight per anchor of bower anchors given in Table 3/22.1 is for anchors of equal weight. The weight of
individual anchors may vary 7% plus or minus from the tabular weight provided that the combined weight of all
anchors is not less than that required for anchors of equal weight. The total length of chain required to be carried on
board, as given in Table 3/22.1, is to be reasonably divided between the two bower anchors. Where three anchors
are given in Table 3/22.1, the third anchor is intended as a spare bower anchor and is listed for guidance only; it is
not required as a condition of classification.

Stockless Bower Chain Cable Stud Link Bower Chain

Anchors
Diameter
Equipment Equipment Number Mass per Length, m Normal-Strength High-Strength Extra High-
Numeral Number* Anchor, Steel (Grade 1), Steel (Grade 2), Strength Steel
kg mm mm (Grade 3), mm
UA1 30 2 75 192.5 12.5 - -
UA2 40 2 100 192.5 12.5 - -
UA3 50 2 120 192.5 12.5 - -
UA4 60 2 140 192.5 12.5 - -
UA5 70 2 160 220 14 12.5 -

UA6 80 2 180 220 14 12.5 -

UA7 90 2 210 220 16 14 -
UA8 100 2 240 220 16 14 -
UA9 110 2 270 247.5 17.5 16 -
UA10 120 2 300 247.5 17.5 16 -

UA11 130 2 340 275 19 16 -

UA12 140 2 390 275 20.5 17.5 -
U6 150 2 480 275 22 19 -
U7 175 2 570 302.5 24 20.5 -
U8 205 3 660 302.5 26 22 20.5
U9 240 3 780 330 28 24 22
U10 280 3 900 357.5 30 26 24

U11 320 3 1020 357.5 32 28 24

U12 360 3 1140 385 34 30 26
U13 400 3 1290 385 36 32 28
U14 450 3 1440 412.5 38 34 30
U15 500 3 1590 412.5 40 34 30

U16 550 3 1740 440 42 36 32

U17 600 3 1920 440 44 38 34
U18 660 3 2100 440 46 40 36
U19 720 3 2280 467.5 48 42 36
U20 780 3 2460 467.5 50 44 38

U21 840 3 2640 467.5 52 46 40

U22 910 3 2850 495 54 48 42
U23 980 3 3060 495 56 50 44
U24 1060 3 3300 495 58 50 46
U25 1140 3 3540 522.5 60 52 46

U26 1220 3 3780 522.5 62 54 48

U27 1300 3 4050 522.5 64 56 50
U28 1390 3 4320 550 66 58 50
U29 1480 3 4590 550 68 60 52
U30 1570 3 4890 550 70 62 54

PART 3 SECTION 22|5 Equipment

 TABLE 3/22.1 (Continued)
SI, Metric Units

Stockless Bower Chain Cable Stud Link Bower Chain**

Anchors
Diameter
Equipment Equipment Number Mass per Length, m Normal-Strength High-Strength Extra High-
Numeral Number* Anchor, Steel (Grade 1), Steel (Grade 2), Strength Steel
kg mm mm (Grade 3), mm
U31 1670 3 5250 577.5 73 64 56
U32 1790 3 5610 577.5 76 66 58
U33 1930 3 6000 577.5 78 68 60
U34 2080 3 6450 605 81 70 62
U35 2230 3 6900 605 84 73 64

U36 2380 3 7350 605 87 76 66

U37 2530 3 7800 632.5 90 78 68
U38 2700 3 8300 632.5 92 8.1 70
U39 2870 3 8700 632.5 95 84 73
U40 3040 3 9300 660 97 84 76

U41 3210 3 9900 660 100 87 78

U42 3400 3 10500 660 102 90 78
U43 3600 3 11100 687.5 105 92 81
U44 3800 3 11700 687.5 107 95 84
U45 4000 3 12300 687.5 111 97 87

U46 4200 3 12900 715 114 100 87

U47 4400 3 13500 715 117 102 90
U48 4600 3 14100 715 120 105 92
U49 4800 3 14700 742.5 122 107 95
U50 5000 3 15400 742.5 124 111 97

U51 5200 3 16100 742.5 127 111 97

U52 5500 3 16900 742.5 130 114 100
U53 5800 3 17800 742.5 132 117 102
U54 6100 3 18800 742.5 120 107
U55 6500 3 20000 770 124 111

U56 6900 3 21500 770 127 114

U57 7400 3 23000 770 132 117
U58 7900 3 24500 770 137 122
U59 8400 3 26000 770 142 127
U60 8900 3 27500 770 147 132
U61 9400 3 29000 770 152 132

U62 10000 3 31000 770 137

U63 10700 3 33000 770 142
U64 11500 3 35500 770 147
U65 12400 3 38500 770 152
U66 13400 3 42000 770 157
U67 14600 3 46000 770 162
* For intermediate values of equipment number use equipment complement in sizes and weights given for the lower equipment number in the
table.
** Wire ropes may be used in lieu of chain cables for both anchors on craft having an Equipment Number less than 150.
The wire is to have a breaking strength not less than the grade 1 chain of required size and a length of at least 1.5 times the chain it is
replacing.
Between the wire rope and anchor, chain cable of the required size having a length of 12.5 m (41.0 ft), or the distance between anchor
in stored position and winch, whichever is less, is to be fitted.
For craft having a very small Equipment Number, nylon rope may be specially considered.

PART 3 SECTION 22|6 Equipment

TABLE 3/22.1
Equipment for Self-propelled Ocean-going Craft
US Units

The weight per anchor of bower anchors given in Table 3/22.1 is for anchors of equal weight. The weight of
individual anchors may vary 7% plus or minus from the tabular weight provided that the combined weight of all
anchors is not less than that required for anchors of equal weight. The total length of chain required to be carried on
board, as given in Table 3/22.1, is to be reasonably divided between the two bower anchors. Where three anchors
are given in Table 3/22.1, the third anchor is intended as a spare bower anchor and is listed for guidance only; it is
not required as a condition of classification.

Stockless Bower Chain Cable Stud Link Bower Chain**

Anchors
Diameter
Equipment Equipment Number Mass Length, fathoms Normal-Strength High-Strength Extra High-
Numeral Number* per Steel (Grade 1), Steel (Grade 2), Strength Steel
Anchor, inches inches (Grade 3),
pounds inches

UA1 30 2 165 105 1/2 - -

UA2 40 2 220 105 1/2 - -
UA3 50 2 265 105 1/2 - -
UA4 60 2 310 105 1/2 - -
UA5 70 2 350 120 9/16 1/2 -

UA6 80 2 400 120 9/16 1/2 -

UA7 90 2 460 120 5/8 9/16 -
UA8 100 2 530 120 5/8 9/16 -
UA9 110 2 595 135 11/16 5/8 -
UA10 120 2 670 135 11/16 5/8 -

UA11 130 2 750 150 3/4 11/16 -

UA12 140 2 860 150 13/16 11/16 -
U6 150 2 1060 150 7/8 3/4 -
U7 175 2 1255 165 15/16 13/16 -
U8 205 3 1455 165 1 7/8 13/16
U9 240 3 1720 180 1 1/8 15/16 7/8
U10 280 3 1985 195 1 3/16 1 15/16

U11 320 3 2250 195 1 1/4 1 1/8 15/16

U12 360 3 2510 210 1 5/16 1 3/16 1
U13 400 3 2840 210 1 7/16 1 1/4 1 1/8
U14 450 3 3170 225 1 1/2 1 5/16 1 3/16
U15 500 3 3500 225 1 9/16 1 5/16 1 3/16

U16 550 3 3830 240 1 5/8 1 7/16 1 1/4

U17 600 3 4230 240 1 3/4 1 1/2 1 5/16
U18 660 3 4630 240 1 13/16 1 9/16 1 7/16
U19 720 3 5020 255 1 7/8 1 5/8 1 7/16
U20 780 3 5420 255 2 1 3/4 1 1/2

U21 840 3 5820 255 2 1/16 1 13/16 1 9/16

U22 910 3 6280 270 2 1/8 1 7/8 1 5/8
U23 980 3 6740 270 2 3/16 1 15/16 1 3/4
U24 1060 3 7270 270 2 5/16 2 1 13/16
U25 1140 3 7800 285 2 3/8 2 1/16 1 13/16

U26 1220 3 8330 285 2 7/16 2 1/8 1 7/8

U27 1300 3 8930 285 2 1/2 2 3/16 2
U28 1390 3 9520 300 2 5/8 2 5/16 2
U29 1480 3 10120 300 2 11/16 2 3/8 2 1/16
U30 1570 3 10800 300 2 3/4 2 7/16 2 1/8

PART 3 SECTION 22|7 Equipment

 TABLE 3/22.1 (Continued)
US Units

Stockless Bower Chain Cable Stud Link Bower Chain

Anchors
Diameter
Equipment Equipment Number Mass Length, fathoms Normal-Strength High-Strength Extra High-
Numeral Number* per Steel (Grade 1), Steel (Grade 2), Strength Steel
Anchor, inches inches (Grade 3),
pounds inches

U31 1670 3 11600 315 2 7/8 2 1/2 2 3/16

U32 1790 3 12400 315 3 2 5/8 2 5/16
U33 1930 3 13200 315 3 1/16 2 11/16 2 3/8
U34 2080 3 14200 330 3 3/16 2 3/4 2 7/16
U35 2230 3 15200 330 3 5/16 2 7/8 2 1/2

U36 2380 3 16200 330 3 7/16 3 2 5/8

U37 2530 3 17200 345 3 9/16 3 1/16 2 11/16
U38 2700 3 18300 345 3 5/8 3 3/16 2 3/4
U39 2870 3 19200 345 3 3/4 3 5/16 2 7/8
U40 3040 3 70500 360 3 7/8 3 5/16 3

U41 3210 3 21800 360 3 15/16 3 7/16 3 1/16

U42 3400 3 23100 360 4 3 9/16 3 1/16
U43 3600 3 24500 375 4 1/8 3 5/8 3 3/16
U44 3800 3 25800 375 4 1/4 3 3/4 3 5/16
U45 4000 3 27100 375 4 3/8 3 7/8 3 7/16

U46 4200 3 28400 390 4 1/2 3 15/16 3 7/16

U47 4400 3 29800 390 4 5/8 4 3 9/16
U48 4600 3 31100 390 4 3/4 4 1/8 3 5/8
U49 4800 3 32400 405 4 3/4 4 1/4 3 3/4
U50 5000 3 33900 405 4 7/8 4 3/8 3 7/8

U51 5200 3 35500 405 5 4 3/8 3 7/8

U52 5500 3 37200 405 5 1/8 4 1/2 3 15/16
U53 5800 3 39200 405 5 1/8 4 5/8 4
U54 6100 3 41400 405 4 3/4 4 1/4
U55 6500 3 44000 420 4 7/8 4 3/8

U56 6900 3 47400 420 5 4 1/2

U57 7400 3 50700 420 5 1/8 4 5/8
U58 7900 3 54000 420 5 3/8 4 3/4
U59 8400 3 57300 420 5 5/8 5
U60 8900 3 60600 420 5 3/4 5 1/8
U61 9400 3 63900 420 6 5 1/8

U62 10000 3 68000 420 5 3/8

U63 10700 3 72500 420 5 5/8
U64 11500 3 78000 420 5 3/4
U65 12400 3 85000 420 6
U66 13400 3 92500 420 6 1/8
U67 14600 3 101500 420 6 3/8
* For intermediate values of equipment number use equipment complement in sizes and weights given for the lower equipment number in the
table.
** Wire ropes may be used in lieu of chain cables for both anchors on craft having an Equipment Number less than 150.
The wire is to have a breaking strength not less than the grade 1 chain of required size and a length of at least 1.5 times the chain it is
replacing.
Between the wire rope and anchor, chain cable of the required size having a length of 12.5 m (41.0 ft), or the distance between anchor
in stored position and winch, whichever is less, is to be fitted.
For craft having very small Equipment Numbers, nylon rope may be specially considered.

PART 3 SECTION 22|8 Equipment

PART 3 SECTION 23
Welding, Forming, and Weld Design
3/23.1 Fillet Welds
3/23.1.1 General
Fillet welds may be made by an approved manual,
semi automatic or automatic process. The sizes of
fillet welds are subject to approval in each case, and
are to be indicated on detail drawings or on a separate
welding schedule. When terminating an aluminum
weld, either continuous or intermittent, crater filling
by back stepping is recommended to provide a sound
ending for each fillet.
3/23.1.2 Tee Connections
In general, the required size and spacing of the fillets
is to be as given in 3/23.1.3. Special consideration
will be given where there is a substantial difference
between the thickness of members being connected.
Where the opening between members exceeds 1.0
mm (0.04 in.) and is not greater than 5mm (0.1875
in.), the size of the fillets is to be increased by the
amount of the opening. Spacing between plates
forming tee joints is not to exceed 5 mm (0.1875 in.).
3/23.1.3 Fillet Sizes and Spacing
Tee connections are to be formed by continuous or
intermittent fillet welds on each side, the leg size, w,
of the fillet welds is to be obtained from the following
equations:
s
w = tp × C × + 15
. mm
l d Lapped Joints Lapped joints are generally to
s
w = tp × C × + 0.06 in
l welds on both edges of the sizes required by 3/23.1.3.
w = the size of the weld leg in mm or in.
l = the actual length of the weld fillet, clear of
crater, in mm or in. See Figure 3/23.1.
s = the distance between centers of weld fillets,
in mm or in. See Figure 3/23.1.
tp = thickness of the thinner of the two members
being joined in mm or in.
C = weld factor given in Table 3/23.1.
w is not to be taken less than 0.3tp or 3.5 mm
(0.14in.), whichever is greater.
The throat thickness of the fillet is to be not less
than 0.7w.
In calculating weld factors, the leg length of
matched fillet weld is to be taken as the designated
PART 3 SECTION 23|1 Welding, Forming and Weld Design
leg length or 0.7tp + 2.0mm (0.7tp + 0.08 in.)
whichever is less.
Where it is intended to use continuous fillet
welding, the leg size of fillet welds is to be obtained
from the above equations taking s/l equal to 1.
For intermittent welding with plate thickness less
than 7 mm (0.28 in.) welds are to be staggered.
3/23.1.4 Fillet Weld Arrangements
a Intersections Where beams, stiffeners, frames,
etc, are intermittently welded and pass through slotted
girders, shelves or stringers, there is to be a pair of
matched 75mm (3 in.) intermittent welds on each side
of each such intersection and the beams, stiffeners
and frames are to be efficiently attached to the
girders, shelves and stringers.
b Unbracketed End Attachments Unbracketed
beams, frames, etc. and stiffeners of watertight and
tank bulkheads and superstructure and house fronts
are to have double continuous welds for length at
each end equal to the depth of the member but not
less than 75mm (3 in.).
c Bracketed End Attachments Frames, beams,
stiffeners etc. are to be lapped onto the bracket a
length not less than 1.5 times the depth of the
member, and are to have continuous fillet welds all
around. Lapped end connections of longitudinal
strength members are also to have a throat size, t,
such that the total effective area of the lap welding is
not less than the area of the member being attached.
have a width of overlap not less than twice the
thickness of thinner plate plus 25 mm (1 in.) with
e Plug Welds or Slot Welds Plug welds or slot
welds are to be specially approved for particular
applications. When approved, an appropriate
demonstration that adequate weld penetration and
soundness is achieved is to be made to the Surveyor’s
satisfaction. When used in the attachment of doublers
and similar applications, plug or slot welds may be
spaced at 16 times the doubler thickness, but not
more than 300 mm (12 in.) between centers in both
directions. In general, elongated slot welds are
recommended. For closing plates on rudders, slots
are to be 75mm (3 in.) in length spaced at 150 mm (6
in.) between centers. The periphery of the plugs or
slots are to be fillet welded, of fillet size, w, generally
not less than 0.70 times the plate thickness. Plugs
and slots are not to be filled with welded deposit.
3/23.3 Bi-material Joints
Techniques required for joining two different
materials will be subject to special consideration.
The use of explosion bonding may be considered
depending on the application and the mechanical and
corrosive properties of the joint.

3/23.7 Alternatives
The foregoing are considered minimum requirements
for welding in hull construction, but alternative
methods, arrangements and details will be considered
for approval.

FIGURE 3/23.1

PART 3 SECTION 23|2 Welding, Forming and Weld Design

 TABLE 3/23.1
Weld Factor C
Aluminum Steel
Floors, Bottom Transverses, and Bottom Girders to Shell
At Bottom forward 3L/8, V> 25 knots 0.25 0.25
At Bottom forward L/4, V<= 25 knots 0.18 0.16
In way of propellers and shaft struts 0.25 0.25 DC
In machinery space 0.20 0.20
Elsewhere 0.16 0.14
Floors, Bottom Transverses and Bottom Girders to Inner Bottom or Face Bar
In machinery space 0.25 DC 0.25 DC
To Inner bottom elsewhere 0.14 0.12
To face plate elsewhere 0.14 0.12
Floors and Bottom Transverse to Bottom Girders 0.30 DC 0.30 DC
Bottom Girders to Bulkheads and Deep Transverses or Floors 0.30 DC 0.30 DC
End Attachments - single bottom construction 0.50 DC 0.50 DC
Frames to Shell
At Bottom forward 3L/8, V>25 knots 0.25 DC 0.25 DC
At Bottom forward L/4, V<=25 knots 0.18 0.16
In way of propellers and shaft struts 0.25 DC 0.25 DC
Elsewhere 0.14 0.12
End Attachments 0.50 DC 0.50 DC
Girders, Transverses and Stringers
To Shell (transverse) 0.16 0.14
To Deck and Bulkheads Clear of Tanks 0.16 0.14
To Deck and Bulkheads In way of Tanks 0.18 0.16
To Face Bar 0.14 0.12
End Attachments 0.50 DC 0.50 DC
Beams and Stiffeners
To Deck 0.14 0.12
To Tank Boundaries and House Fronts 0.14 0.12
To Watertight Bulkheads, House Side and Ends 0.14 0.12
End Attachments 0.50 DC 0.50 DC
Engine Foundations to Plating and Face Bar 0.50 DC 0.50 DC
Bulkheads and Tank Boundaries
Non-Tight, Internal 0.16 0.14
Weathertight, or exposed 0.38 DC 0.38 DC
Tank 0.40 DC 0.40 DC
Decks
Non-tight, Internal 0.25 0.25
Weathertight 0.38 DC1 0.38 DC1
Strength Deck 0.38 DC1 0.38 DC1
Rudders
Diaphragms to Side Plating 0.30 0.30
Vertical Diaphragms to Horizontal Diaphragms, clear of Mainpiece 0.50 DC 0.50 DC
Horizontal Diaphragm to Vertical 0.50DC 0.50 DC
Mainpiece Diaphragm 0.50 DC 0.50DC
Shaft Brackets to boss and doubler Full Penetration Full Penetration
Notes: DC = double continuous
1 = Where plate thickness is less than 12.5mm (0.50 in.), upper weld to be continuous, lower weld may
be intermittent as required by welding beams or stiffeners to tank boundaries.

PART 3 SECTION 23|3 Welding, Forming and Weld Design

PART 3 SECTION 24

Fire Safety
3/24.1 General
3/24.1.1 SOLAS Application
For classification purposes, the fire and safety
measures contained in the International Convention
for the Safety of Life at Sea, 1974 (1974 SOLAS) as
amended, are applicable to crafts of type, size and
service coming under that Convention. This includes
the IMO International Code of Safety for High Speed
Craft (HSC Code).
This section does not relax the requirements in
other sections of the Rules.
Gross tonnage is to be taken as defined in 3/1.19.
craft is in accordance with the applicable criteria in
1974 SOLAS as amended.
Where the Administration undertakes any part of
the review and the Bureau is issuing above
Certificate, the acceptance by the Administration will
be required before the certificate is issued.
Compliance with the Rule requirements in
addition to those in 1974 SOLAS as amended is to be
verified by the Bureau.
3/24.7.2 Bureau Review
In all other cases, the required information and plans
are to be submitted to the Bureau for review.

3/24.1.2 Regulation 3/24.9 The Review of Craft Constructed of Fiber

Regulation means the regulation contained in 1974 Reinforced Plastic (FRP)
SOLAS as amended. An abbreviated notation is FRP fire-restricting divisions may be considered
used, e.g. Regulation II-2/4.2 means Regulation 4.2 provided they meet the required tests for fire-
of Chapter II-2. restricting materials and fire-resisting divisions, or
comply with an acceptable fire risk assessment. FRP
3/24.3 Passenger Craft divisions may also be considered on the basis of
For passenger craft as defined in 1.1 through 1.4 of location with regard to diminished fire risk and
the HSC Code, the requirements in 7.1 through7.6 enhanced fire detection/extinguishing means.
HSC Code are applicable. See also Section 5/1 of
this Guide.
For all passenger craft subject to 1974 SOLAS as
amended, the requirements in Part B (Regulations 23
through 41) Chapter II-2 are applicable. See also
Section 5/5 of the Rules for Building and Classing
Steel Vessels.

3/24.5 Cargo Craft

For cargo craft as defined in 1.1 through 1.4 of the
HSC Code, the requirements in 7.1 through 7.6 HSC
Code are applicable.
For all cargo craft subject to 1974 SOLAS as
amended, the requirements in Part C (Regulations 42
through 54) Chapter II-2 are applicable.

3/24.7 Review Procedures

3/24.7.1 Administration Review

When the craft is issued a Passenger Ship Safety
Certificate, Cargo Ship Safety Equipment Certificate,
Cargo Ship Safety Construction Certificate, or High
Speed Craft Safety Construction Certificate by the
flag Administration or its agent other than the Bureau,
such Certificate will be accepted as evidence that the

PART 3 SECTION 24|1 Fire Safety Measures

PART 3 APPENDIX 3/A

Guidelines in Calculating Bending Moment

and Shear Force in Rudders and Rudder
Stocks
Bending moments, shear forces and reaction forces of rudders, stocks and bearings may be calculated according to
this Appendix for the types of rudders indicated. Moments and forces on rudders of different types or shapes than
those shown are to be calculated using alternative methods and will be specially considered.

3/A.1 Spade Rudders 3/A.1.2 Lower Stock

a Shear Force Lateral shear force at any section
3/A.1.1 Rudder of the lower stock between the top of the rudder and
a Shear Force Lateral shear force at a horizontal the neck bearing is given by the following equation.
section of the rudder z meters (feet) above the bottom
of lR is given by the following equation. Vl = C R kN (tf, Ltf)
Vl = transverse shear force in the lower stock.
CR = rudder force as defined in 3/A.1.1a
zC R  z 
V ( z) = cl + (cu − cl )  kN (tf, Ltf)
A  2l R  b Bending Moment at Neck Bearing The
bending moment in the rudder stock at the neck
V(z) = lateral shear force at the section of the bearing is given by the following equation.
rudder under consideration.
z = distance from the bottom of lR to the
 l ( 2 c + cu ) 
horizontal section under consideration in m M n = C R l l + R 1  kN-m (tf-m, Ltf-ft)
(ft)  3(cl + cu ) 
CR = rudder force as defined in 3/5.2.1 in kN (tf,
Ltf)
A = rudder blade area in m2 (ft2) Mn = bending moment at the neck bearing of the
cl, cu, and lR are dimensions as indicated in Figure rudder stock.
3/A.1 in m (ft). CR = rudder force as defined in 3/A.1.1a
cl, cu, ll and lR are dimensions as indicated in Figure
b Bending moment Bending at a horizontal 3/A.1 in m (ft).
section z meters (feet) above the baseline of the
rudder is given by the following equation. 3/A.1.3 Moment at Top of Upper Stock Taper
The bending moment in the upper rudder stock at the
top of the taper is given by the following equation.
z 2 CR  z 
M ( z) = cl + (cu − cl )  kN-m (tf-m,
2A  3l R   l ( 2 c + cu )   l u + l R + l l − z t 
Ltf-ft) M t = C R l l + R l × 
 3(cl + cu )   lu 
M(z) = bending moment at the horizontal section of kN-m (tf-m, Ltf-f)
the rudder under consideration.

z, CR, A, cl, cu and lR are as defined in 3/A.1.1a. Mt = bending moment at the top of the upper
rudder stock taper.
zt = distance from the rudder baseline to the top
of the upper rudder stock taper in m (ft)
CR = rudder force as defined in 3/A.1.1a

PART 3 APPENDIX 3/A|1 Guidelines in Calculating Bending Moment and Shear Force in Rudders and
Rudder Stocks
cl, cu, ll, lu and lR are dimensions as indicated in FIGURE 3/A.1
Figure 3/A.1 in m (ft). Spade Rudder

3/A.1.4 Bearing Reaction Forces

Reaction forces at the bearings are given by the
following equations.
Mn
Pu = − kN (tf, Ltf)
lu

Mn
Pn = C R + kN (tf, Ltf)
lu
Pu = reaction force at the upper bearing.
Pn = reaction force at the neck bearing.
Mn = bending moment at the neck bearing as
defined in 3/A.1.1b
CR = rudder force as defined in 3/A.1.1a
lu is as indicated in Figure 3/A.1 in m (ft).

PART 3 APPENDIX 3/A|2 Guidelines in Calculating Bending Moment and Shear Force in Rudders and
Rudder Stocks
PART 3 APPENDIX 3/B

Guidance on Torsional Analysis of the

Cross Deck Structure of a Multi-Hull Craft
This appendix gives guidance on the torsional analysis of a standard cross deck structure (constructed of aluminum
or steel similar to Figure 3/B.1) of a multi-hulled craft. The torsional analysis includes the determination of the
craft’s torsional moment of inertia and section modulus, and the maximum stress that is acting on each element. The
torsional analysis of cross decks that are of advanced design or material other than steel or aluminum will be
specially considered.

FIGURE 3/B.1
Typical Geometry of Centerline Section of Cross Deck

3/B.1 Torsional Moment of Inertia n

∑k x i i
The offered torsional moment of inertia of the cross i =1
Lc = center of torsional rotation, n
,
deck structure can be determined by the following
formula: ∑k i
i =1
n n in cm or in.
J t = (− ∑ k i × L2c ) + (∑ k i x i2 ) E = modulus of elasticity of the material, kN/m2
i =1 i =1 or psi.
Ii = moment of inertia of the element being
Jt = torsional moment of inertia. considered.
12 EI i Li = span of cross structure, in cm or in., see
ki = element stiffness, Figure 3/B.2
L3i
xi = longitudinal distance from forward
perpendicular in cm or in.
n = total number of elements in the cross deck
structure.

PART 3 APPENDIX 3/B|1 Guidance on Torsional Analysis of the Cross Deck Structure of a Multi-Hull Craft
 FIGURE 3/B.2
Span of Cross Structure

3/B.2 Torsional Section Modulus

3/B.3.2 Bending Moment
The offered torsional section modulus of the cross The bending moment that is acting on each element is
structure is determined by the lesser of the following determined by the following formula:
equations:

Jt Jt Pi Li
Zt = Zt = BM i =
y (d cs − y ) 2
Zt = torsion section modulus in cm3 or in3 BMi = bending moment that is acting on the
ÿ = neutral axis of the cross deck structure. element under consideration in kN-cm, or in-
dcs = depth of cross deck, see figure 3/B.1 lbs.
Pi = δiki , force that is acting on the element in
3/B.3 Maximum Stress on Each Element kN or lbs.
Li = as defined in 3/B.1
3/B.3.1 Deflection δi = as defined in 3/B.3.1
The total amount that each element deflects can be ki = as defined in 3/B.10
determined by the following formula:

M tt x c2i 3/B.3.3 Maximum Stress

δi = n The maximum stress that is applied on each element
∑x 2
ci ki can be determined by the following formula:
i =1
BM i
δi = deflection of each member in cm or in. σi =
SM i
Mtt = design torsional moment acting upon the
transverse structure connecting the hulls as σi = maximum stress that is acting upon the
determined 3/6.13.2 in kN-m or ft-lbs. element in kN/m2 or psi.
xci = xi - Lc in cm or in. BMi = bending moment as defined in 3/B.3.2
xi, Lc, and ki are as defined in 3/B.1 SMi = section modulus of the element being
considered in cm3 or in3

PART 3 APPENDIX 3/B|2 Guidance on Torsional Analysis of the Cross Deck Structure of a Multi-Hull Craft
PART 3 APPENDIX 3/C

Guidance on First Ply Failure Analysis on

FRP Sandwich Panels
This appendix gives guidance on determining the offered section modulus of the inner and outer skins of an FRP
sandwich laminate using first-ply failure analysis. First-ply failure analysis is done by determining the critical strain
in which the first ply of the laminate will fail.

3/C.1 Offered Section Modulus of the Inner and FMi = portion of the total failure moment that each
Outer Skins of an FRP Laminate ply is to carry in kN-cm or in-lbs.
εmin = the smallest critical strain that is acting on an
3/C.1.1 Critical Strain individual ply.
The critical strain of each ply can be determined by
the following equation: 3/C.1.3 Offered Section Modulus
The offered section modulus of the inner and outer
σ ai
ε criti = skins of the laminate can be determined by the
[
E ai y − yi + 1 t
2 i ] following equations:
n
εcriti = critical strain of ply under consideration.
σai = strength of ply under consideration in kN/m2
∑ FM i
i =1
(kgf/m2, psi);
SM o =
σ to
= σt for a ply in the outer skin.
= σc for a ply in the inner skin. n
Eai = modulus of ply under consideration in kN/m2
(kgf/m2, psi); ∑ FM
i =1
i

= Et for a ply in the outer skin. SM i =

= Ec for a ply in the inner skin. σ ci
ÿ = distance from bottom of panel to the neutral
SMo = offered section modulus of the outer skin in
axis in cm or in.
cm3 or in3
yi = distance from the bottom of the panel to the
SMi = offered section modulus of the inner skin in
ply under consideration in cm or in.
cm3 or in3
ti = thickness of ply under consideration in cm or
FMi = as defined in 3/C.1.2
in.
n = total number of plies in the laminate.
σt = tensile strength of ply being considered.
σto = tensile strength of outer skin, to be
σc = compressive strength of ply being
determined by mechanical testing. A
considered.
weighted average of the individual plies of
Et = tensile modulus of ply being considered.
the tensile strengths of the outer skin may be
Ec = compressive modulus of ply being
used for preliminary estimations.
considered.
σci = compressive strength of inner skin, to be
determined by mechanical testing. A
3/C.1.2 Failure Moment
weighted average of the individual plies of
The failure moment of each ply in the laminate can be
the compressive strengths of the inner skin
determined by the following equation:
may be used for preliminary estimations.
FM i = ε min E ai t i ( y − yi )
2

Eai, ti, ÿ, and yi are as defined in 3/C.1.1

PART 3 APPENDIX 3/C|1 Guidance on First Ply Failure Analysis on FRP Sandwich Panels
PART 4
Contents
Machinery Equipment and Systems

SECTION
1 Conditions of Classification of Machinery
3 Gas Turbines
4 Internal Combustion Engines and Reduction Gears
5 Electrical Installations
6 Pumps and Piping Systems
7 Propulsion Shafting, Propellers, Waterjets and Lift Devices
8 Steering
9 Fire Extinguishing Systems
11 Shipboard Control and Monitoring Systems
PART 4 SECTION 1
Conditions of Classification of Machinery
4/1.1 General
The provisions of Section 1/1, Scope and Conditions of
Classification, are applicable to the classification of
machinery.
4/1.2 Certification on Basis of an Approved
Quality Assurance Program
Upon application, consideration will be given to the
acceptance of standardized mass-produced machinery
and machinery components without test and inspection
of individual units by the Surveyor subject to approval
of the manufacturer's quality assurance program.
4/1.5 Shipboard Automatic or Remote Control
and Monitoring Systems
Shipboard automation, remote control and monitoring
systems are to comply with Section 4/11, as applicable.
4/1.11 Machinery Plans & Data
The following plans and data, as applicable for each
craft to be built under survey, are to be submitted and
approved before construction is commenced in
accordance with 1/1.9. The sizes, dimensions, welding
and other details, make and size of standard approved
appliances are to be shown on the plans as clearly and
fully as possible.
General
Details of dead ship start arrangements (see 4/1.23)
Description of all automatic trips that may affect the
craft’s propulsion system
Automation and Remote Control Systems
A list of electrical, pneumatic or hydraulic
equipment associated with the particular systems
including the data listed in 4/11.1.4a
A list of all major components installed within the
particular equipment (i.e., control console, etc.)
and the data as required in 4/11.1.4a.
Certificates or test reports attesting to the suitability
of the particular equipment in compliance with
the environmental criteria set forth in 4/11.3.7
and 4/11.3.8, as applicable. For equipment that
have been already certified by the Bureau and
provided their certification remains valid, the
submission of a copy of pertinent certificate will
suffice. (see 4/11.3.8b)
PART 4 SECTION 1|1 Conditions of Classification of Machinery
Plans showing the location of control and
monitoring stations, controlled equipment and
piping/cable runs, etc.
Arrangements and details of the control consoles
and panels including plan views and elevation
details, installation details and wiring data as
listed in 4/11.1.4e
A list of all cables connecting equipment associated
with the systems (see 4/11.1.4f)
A complete operational description of the automatic
or remote control and monitoring systems (see
4/11.1.4g)
A simplified one-line diagram (electrical and piping)
of all power and automatic or remote control and
monitoring systems (see 4/11.1.4h)
A schematic diagram of all control, alarm, display
and safety systems.
For computer-based systems, the following is to be
included:
Overall description and specification of the
systems and equipment.
Block diagrams for the computer hardware
showing interfacing between the work
stations, input/output (I/O) units, local
controllers, traffic controllers, data
highways, etc.
Logic flow chart or ladder diagrams.
Description of the alarm system indicating
the ways it is acknowledged, displayed
on the monitor or mimic display board,
etc.
Description of the system redundancy and
back-up equipment, if any.
Description of the data communication
protocol including anticipated data
process response delays.
Description of the system' security protocol
to prevent unauthorized program
changes which may compromise the
integrity of the automatic or remote
systems.
Description of the system with regard to the
degree of independence or redundancy
provided for the control systems
alarm/display systems and safety
systems.
Description of system's task priorities.
 Where applicable, description of UPS
(uninterruptable power supply) and their
capacities including system's power
consumption.
Equipment ratings and environmental
parameters.
Installation methods (electrical, pneumatic and
hydraulic) (see 4/11.1.4k)
A matrix chart for each of the systems indicating the
information listed in 4/11.1.4l upon activation of
a given alarm or safety action:
Boilers, Pressure Vessels and Heat Exchangers
Arrangements and details of boilers, pressure
vessels and heat exchangers required by
Section 4/2 of the Rules for Building and
Classing Steel Vessels
Plans and data for hydraulic and pneumatic power
cylinders as required by 4/6.69.2b
Electrical Systems
One line diagrams for the following electrical
systems containing the information specified in
4/5A1.1.2
Power supply and distribution
Lighting including navigating lights
Internal communication
General emergency alarm
Fire detection and alarm
Steering gear control
Intrinsically-safe equipment
Emergency generator starting
Semiconductor converters for propulsion
Short-circuit data (see 4/5A1.3)
Protective device coordination study (see 4/5A1.5)
Electric-plant load analysis (see 4/5A1.7)
Booklet of standard wiring practices and details (see
4/5B1.1)
General arrangement plan of electrical equipment
showing the location of the equipment listed in
4/5B1.3
Location of splices and cable boxes together with
information of their services
Hazardous area plan (see 4/5B1.5)
List of all equipment in hazardous areas (see
4/5B1.5)
Details of electrical components as required by 4/5C
Fire Safety
Arrangement and details of control station for
emergency closing of openings and stopping
machinery
Details and location of fireman’s outfits
Details of fire extinguishing appliances
Fire control plans (see 4/9.1.7)
Plans of the following systems:
Fire main system
Foam smothering system
Fire detection systems
PART 4 SECTION 1|2 Conditions of Classification of Machinery
Fixed gas extinguishing system
Fixed water spraying system
Other fire extinguishing arrangements
Gas Turbines
Plans and particulars as required by Section 4/3 of
the Rules for Building and Classing Steel
Vessels
Additionally, details of the manufacturer’s proposed
automatic safety devices in accordance with
4/3.7.
Internal Combustion Engines
Plans and particulars as required by Section 4/4 of
the Rules for Building and Classing Steel
Vessels
Lift Devices
Details and material specifications of force
transmitting parts
Design basis stress calculations for the propellers,
impellers, shafting, gears, belt drives,
couplings, keys, bearings, and control
mechanism (see 4/7.38)
Piping Systems
Diagrammatic plans of the following piping systems
containing the information specified in 4/6.3.2
Ballast system
Bilge system
Compressed air systems (including starting
air systems and control systems)
Cooling water systems
Deck drains and scuppers
Exhaust gas systems
Essential Fresh water service systems
Fuel oil filling, transfer and service systems
Hydraulic power piping systems
Lubricating oil systems
Potable water system
Sanitary system
Essential Sea water service systems
Steam system
Vent, sounding and overflow piping
Systems conveying toxic liquids, liquids with
a flash point below 60C (140F), or
flammable gases
All Group I piping systems not covered
above unless it is part of an
independently manufactured unit (such
as air conditioning or refrigeration) that
does not form part of a ship’s piping
system
A booklet of standard piping practices and details
(see 4/6.3.3)
Plans of molded or built-up flexible expansion joints
in seawater piping systems over 150 mm (6 in.),
including details of the reinforcement
arrangements (see 4/6.7.4)
 Specifications for plastic pipes and components,
including thermal and mechanical properties
and chemical resistance (see 4/6.15, 4/6.17.6
and 4/6.23.4))
Drawings of non-standard valves and fittings
showing details of construction, materials and
basis for pressure rating (see 4/6.19.1b and
4/6.21.3)
Valve operating systems for all remote-controlled
valves
Propellers
For all propellers (air or water), a propeller plan
giving design data and characteristics of the
material
For skewed propellers or propeller blades of unusual
design, a detailed stress analysis as required by
4/7.23.2 or 4/7.25.2
For controllable pitch propellers, plans of the
propeller hub, propeller blade flange and bolts,
internal mechanisms, hydraulic piping control
systems, and instrumentation and alarm
systems; also strength calculations for the
internal mechanism
Detailed stress calculations and fitting instructions
for keyless propeller connections
Reduction Gears
Arrangements, details and data as required by
Section 4/3 of the Rules for Building and
Classing Steel Vessels
Shafting
Detailed plans with material specifications of the
propulsion shafting, couplings, coupling bolts,
propulsion shafting arrangement, tailshaft
bearings and lubrication system, if oil-
lubricated,
Calculations for flexible couplings and
demountable couplings (see 4/4.19 and
4/7.10.7)
Shaft alignment and vibration calculations if
required by 4/7.16
Detailed preloading and stress calculations and
fitting instructions for non-fitted coupling bolts
(see 4/7.10.3)
Steering Gear
General arrangements of the main and auxiliary
steering gears and steering compartment
Assembly of upper rudder stock, tiller, tie rod,
rudder actuators, etc.
Construction details of all torque-transmitting
components such as tiller, tiller pin,
tiller/rudder stock interference fit mechanism,
tie rod, rudder actuator, etc., including bill of
materials, welding procedures, and non-
destructive testing, as applicable
PART 4 SECTION 1|3 Conditions of Classification of Machinery
Control system incorporating schematic electrical
control logic diagram, instrumentation, alarm
devices, etc. and including bill of materials
Design calculations for torque-transmitting
components such as tiller, tie rod, rudder
actuator, etc.
Details of electrical power supply to power units
and to steering gear control, including
schematic diagram of motor controllers, feeder
cables, and feeder cable electrical protection
Rated torque of main steering gear
Schematic hydraulic piping plan incorporating
hydraulic logic diagram and including bill of
materials, typical pipe to pipe joint details, pipe
to valve joint details, pipe to equipment joint
details, pressure rating of valves and pipe
fittings, and pressure relief valve settings
Steering Vanes
Details and material specifications of force
transmitting parts
Airfoil analysis including vane freestream
characteristics (lift and drag characteristics)
Control system arrangements
Thrusters (Steerable, Athwartship)
Drawings and data as per 2.4 of the Guide for
Thrusters and Dynamic Positioning Systems
Waterjets
Details and material specifications of force
transmitting parts
Design basis stress calculations for the impellers,
shafting, steering mechanism and reversing
mechanism (see 4/7.36.3)
Calculations or test results to substantiate the
suitability and strength of the pressure and
suction housing (see 4/7.36.5)
Windlass or Winch
Arrangements, details and stress calculations for the
windlass or winch, drums, brakes, shaft, gears,
coupling bolts, wildcat, sheaves, pulleys and
foundation
Control arrangements
Electric one-line diagram including power ratings
and cable specifications
Piping system diagram including working pressures,
welding details, material specifications and pipe
specifications
4/1.15 Machinery Space
Machinery spaces are to be arranged so as to provide
access to all machinery and controls as necessary for
operation or maintenance.
4/1.17 Definitions
For the purpose of machinery installations, electrical
installations, periodically unattended machinery spaces,
fire protection, fire detection and fire extinction, the
following terms are defined:
4/1.17.1 Category A Machinery Spaces
Machinery spaces of Category A are those spaces and
trunks to such spaces that contain: internal combustion
machinery used for main propulsion; internal
combustion machinery used for purposes other than
main propulsion where such machinery has an
aggregate total power output of not less than 375 kW
(500 HP); oil fired equipment such as an incinerator,
waste disposal unit, etc.; or any oil fuel units.
4/1.17.2 Machinery Spaces
Machinery spaces are Category A spaces and all other
spaces containing propelling machinery, internal
combustion engines, boilers, generators, major
electrical equipment, refrigerating, stabilizing,
ventilation and air conditioning machinery, similar
spaces and trunks to such spaces.
4/1.17.3 Oil Fuel Unit
An oil-fuel unit is any equipment, such as pumps, filters
and heaters, used for the preparation and delivery of
fuel oil to oil-fired boilers (including incinerators),
internal combustion engines or gas turbines at a
pressure of more than 1.8 bar (1.8 kgf/cm2, 26 psi).
4/1.17.4 Accommodation Spaces
Accommodation spaces are those spaces used for public
spaces, corridors, lavatories, cabins, offices, hospitals,
cinemas, games and hobbies rooms, barber shops,
pantries containing no cooking appliances and similar
spaces.
4/1.17.5 Public Spaces
Public spaces are those portions of the accommodations
which are used for meeting halls, dining rooms,
lounges, and similar permanently enclosed spaces.
4/1.17.6 Service Spaces
Service spaces are those spaces used for galleys,
pantries containing cooking appliances, lockers, mail
and specie rooms, storerooms, workshops other than
those forming part of the machinery spaces, similar
spaces and trunks to such spaces.
4/1.17.7 Cargo Spaces
Cargo spaces are all spaces, other than special category
spaces, used for cargo and trunks to such spaces.
4/1.17.8 Special Category Spaces
Special category spaces are those enclosed spaces
intended for the carriage of motor vehicles with fuel in
PART 4 SECTION 1|4 Conditions of Classification of Machinery
their tanks for their own propulsion, into and from
which such vehicles can be driven, and to which
passengers have access, including spaces intended for
the carriage of cargo vehicles.
4/1.17.9 Sources of Ignition
Sources of ignition are considered to include a flame,
arc, spark and electrical equipment, machinery and
other equipment having hot surfaces with the potential
of causing a non-intentional explosion or fire when
exposed to an explosive or flammable atmosphere or
material.
4/1.17.10 Vital Systems
Vital systems are those systems neccessary for the
craft’s survivability and safety including:
a Systems for fill, transfer, and service of fuel
oil.
b Fire-main systems, including emergency fire
pump
c Other required fire-extinguishing and detection
systems.
d Bilge systems, including emergency bilge
suction
e Ballast systems.
f Steering systems and steering control systems.
g Propulsion systems and their necessary
auxiliaries (fuel oil, lube oil, cooling water,
starting system, etc.) and control systems.
h Systems for transfer and control of cargo
i Ship’s service and emergency electrical
generation systems and their auxiliaries (fuel
oil, lube oil, cooling water, starting system,
etc.) and control systems.
j Venting and sounding systems
k Engine room ventilation systems
l Other required ventilation systems
m Controllable pitch propeller systems including
controls
n Electrical power and lighting systems
o Systems used for navigation
p Required communication and alarm systems
q Hydraulic systems for anchor windlass/winch
r Systems necessary due to special
characteristics or special service of a craft
s Any other system identified by the Bureau as
crucial to the survival of the craft or to the
protection of the personnel aboard.
4/1.17.11 Cargo Craft
Cargo craft is any craft which is not a passenger craft.
4/1.19 Astern Power
Astern power is to be provided in sufficient amount to
secure proper control of the ship in all normal
circumstances. The astern power of the main propelling
machinery is to provide for continuous operation astern
at 70% of the ahead rpm at rated speed. For main
propulsion systems with reversing gears, controllable
pitch propellers or electric propulsion drive, running
astern is not to lead to overload of the propulsion
machinery.
4/1.21 Inclinations
All main propulsion machinery and all auxiliary
machinery essential to the propulsion and safety of the
craft, including the emergency source of power, is to be
designed to operate when the craft is upright and when
inclined at any angle of list up to and including 15°
either way under static conditions and 22.5° under
dynamic conditions (rolling) either way and
simultaneously inclined dynamically (pitching) 7.5° by
bow or stern. Lower angles may be specially accepted
taking into consideration the type, size and service
conditions of the craft.
4/1.23 Dead Craft Start
Means are to be provided to ensure that the machinery
can be brought into operation from a dead craft
condition (e.g. a condition under which the main
propulsion plant, and auxiliaries are not in operation
due to an absence of power and normal starting energy
sources are depleted) without external aid.
4/1.25 Machinery Equations
The equations for rotating parts of the machinery in the
following sections are based upon strength
considerations only. Their application does not relieve
the manufacturer from responsibility for the presence of
dangerous vibrations in the installation at speeds within
the operating range. See also 4/7.16.
4/1.27 Machinery Space Ventilation
Machinery spaces are to be ventilated so as to ensure
that when machinery is operating at full power in all
weather conditions, including heavy weather, an
adequate supply of air is maintained for operation of the
machinery and safety of the personnel.
4/1.29 Engineers' Alarm
Engineers’ alarms are required on craft of 500 gross
tons and over, which are intended for international
voyages. An engineers' alarm is to be operable from the
main propulsion control station. It is to be audible in
the engineers' accommodations. See 4/5A9.3.
4/1.31 Automatic Trips
A description of all automatic trips that may affect the
craft’s propulsion system is to be submitted for review.
PART 4 SECTION 1|5 Conditions of Classification of Machinery
4/1.33 Thrusters
Compliance with the Sections 2 and 4 of ABS's
separately published, "Guide for Certification of
Thrusters and Dynamic Positioning Systems" is
required as a condition for Class for main propulsion
thrusters and is optional for propulsion-assist thrusters,
athwartship thrusters, and dynamic positioning
thrusters.
4/1.35 Boilers, Pressure Vessels and Turbines
When fitted, boilers and pressure vessels are to be
designed and constructed in accordance with Section
4/2 of the Rules for Building and Classing Steel
Vessels. Turbines are to comply with Section 4/3 of the
Rules for Building and Classing Steel Vessels.
4/1.37 Sea Trial
4/1.37.1 General
A final underway trial is to be made of all machinery,
including the steering gear, anchor windlass and ground
tackle. The entire installation is to be operated in the
presence of the Surveyor to demonstrate its reliability
and capability to function satisfactorily under operating
conditions and its freedom from harmful vibrations
within the operating range. The ability of the
machinery to reverse the direction of thrust of the
propeller from maximum ahead speed and bring the
craft to rest is to be demonstrated on sea trials to the
satisfaction of the Surveyor.
All automatic controls, including trips which may
affect the craft's propulsion system, are to be tested
underway or alongside the pier, to the satisfaction of the
Surveyor.
See also 4/4.23 and 4/8.8.2.
4/1.37.2 Residual Fuel
The viscosity of the fuel used on the sea trial will be
entered in the classification report.
4/1.39 Units
These Rules are written in three systems of units, i.e., SI
units, MKS units and US customary units. Each system
is to be used independently of any other system. The
format presentation in the Rules of the three systems of
units is as follows;
SI units (MKS units, US customary units) unless
indicated otherwise.
PART 4 SECTION 3

Gas Turbines

4/3.1 General or other approved filter which is capable of being

cleaned without interrupting the oil supply. Where
All gas turbines of 100 kW (135 horsepower) and
strainers are fitted in parallel to enable cleaning
over and associated reduction gears are to be
without disrupting the oil supply, means are to be
constructed and installed in accordance with Section
provided to minimize the possibility of a strainer
4/3 of the Rules for Building and Classing Steel
under pressure being opened inadvertently. Strainers
Vessels.
are to be provided with suitable means for venting
Gas turbines of less than 100 kW (135
when being put into operation and being
horsepower) and associated reduction gears are to be
depressurized before being opened. Valves or cocks
constructed and equipped in accordance with good
with drain pipes led to a safe location are to be used
commercial practice, and will be accepted subject to a
for this purpose.
satisfactory performance test conducted to the
satisfaction of the Surveyor after installation.
4/3.9.2 Pressure Piping
All gas turbines are also to meet the requirements
Oil pressure piping between the service pumps and
in this Section.
the gas turbines is to be so located as to be readily
observable and is to have a relief valve fitted which
4/3.3 Piping Systems
will discharge into the suction line or back into the
Piping systems for gas turbines are to comply with the tank. Piping between the service pumps and the gas
applicable requirements in Section 4/6 in addition to turbine is to be of extra-heavy seamless or electric
this Section. resistance welded (ERW) steel, except that, if shut-off
valves are fitted between the pumps and the turbines,
4/3.5 Pressure Vessels and Heat Exchangers short flexible connections of appropriate material
may be used between the valves and the turbines.
Pressure Vessels and heat exchangers associated with
High pressure fuel oil piping is to be shielded or
gas turbine are to be in accordance with the
otherwise protected to avoid, as far as practicable, oil
applicable requirements of Section 4/2 of the Rules
spray or oil leakages onto hot surfaces with
for Building and Classing Steel Vessels.
temperatures in excess of 220C (428F), into
machinery air intakes or other sources of ignition.
4/3.7 Automatic Safety Devices
Details of the manufacturer’s proposed automatic 4/3.9.3 Drainage of Excess Fuel
safety devices to guard against hazardous conditions Provision is to be made to drain all excess fuel oil,
arising in the event of malfunction in the turbine particularly fuel which might reach the interior of the
installation are to be provided together with the jet pipe or exhaust system after a false start or after
failure mode and effect analysis. stopping, to a safe position so as to avoid a fire
hazard.
4/3.9 Fuel Oil Systems
4/3.9.4 Low Flash Point Fuel For Gas Turbines
In addition to 4/6.49, 4/6.51 and 4/6.55, fuel oil
Fuel with a flash point below 43C (109F), but not less
systems for gas turbines are to comply with the
than 35C (95F), may be permitted for gas turbine
following:
installations provided the arrangements for the
storage, distribution and utilization of the fuel are
4/3.9.1 Pumps, Heater and Strainers suitable with regard to the hazard of fire and
There are to be at least two independent fuel oil
explosion which the use of such fuel may entail, the
service pumps, each of sufficient capacity to supply
safety of the craft and persons on board is preserved.
turbines at full power and arranged that one may be
The arrangements are to comply with the following
overhauled while the other is in service.. Oil heaters
provisions:
are to be similarly installed in multiples.
Oil strainers are to be installed in the suction and
discharge lines and are to be either of the duplex type

PART 4 SECTION 3|1 Gas Turbines

 a Tanks for the storage of such fuel are to be
located outside any machinery space and at a distance
of not less than 760 mm (30 in.) inboard from the
shell side and bottom plating and from decks and
bulkheads.
b Arrangements are to be provided to prevent
overpressure in any fuel tank or in any part of the oil
fuel system, including the filling pipes. Any relief
valves and air or overflow pipes are to discharge to a
safe position and are to terminate with approved
flame arresters.
c The spaces in which fuel tanks are located are
to be mechanically ventilated, using exhaust fans
providing not less than six air changes per hour. The
fans are to be such as to avoid the possibility of
ignition of flammable gas-air mixtures. Suitable wire
mesh guards are to be fitted over inlet and outlet
ventilation openings. The outlets for such exhausts
are to be discharged to a safe position. ‘No
Smoking’ signs are to be posted at a the entrances to
such spaces.
d Earthed electrical distribution systems are not
to be used, with the exception of earthed intrinsically
safe circuits.
e Suitable certified safe type electrical equipment
is to be used in all spaces where fuel leakage could
occur, including the ventilation system. Only
electrical equipment and fittings essential for
operational purposes are to be fitted in such spaces.
See 4/5B7.3.
f A fixed vapor detection system is to be installed
in each space through which fuel lines pass, with
alarms provided at the continuously manned control
station.
g Every fuel tank is, where necessary, to be
provided with “savealls” or gutters which would catch
any fuel which may leak from such tank.
h Craft-to-shore fuel connections are to be of
closed type and are to be provided with suitably
earthing arrangements to be used during bunkering
operations. ‘No Smoking’ and ‘No Naked Lights’
signs are to be posted in the vicinity of the bunkering
station.
i Each space containing a non-integral fuel tank is
to be fitted with a fire-detection systems complying
with 4/9.23 and a fire extinguishing system
complying with 4/9.25.
4/3.11 Starting Arrangements
Starting arrangements for gas turbine installations are
to be capable of providing an equivalent number of
starts as that required for diesel engines in 4/4.15.
4/3.13 Exhaust Systems
Exhaust systems are to comply with 4/6.63. In
addition, gas turbine exhausts are to be located and
arranged so that hot exhaust gases are directed away
from walkways and other areas to which personnel
have access.
4/3.15 Turbine Enclosures
Where an acoustic enclosure is fitted which
completely surrounds the gas turbine and the high-
pressure oil pipes, a fire detection and extinguishing
system is to be provided for the acoustic enclosure.
4/3.17 Turbines Driving Generators
Gas turbines driving generators are also to comply
with 4/5C2.15.

PART 4 SECTION 3|2 Gas Turbines

PART 4 SECTION 4
Internal Combustion Engines
and Reduction Gears
4/4.1 General
4/1.1 Construction and Installation
Internal combustion engines of 100 kW (135
horsepower (hp)) and over and associated reduction
gears are to be constructed in accordance with
Section 4/4 the "Rules for Building and Classing
Steel Vessels" and installed in accordance with the
following requirements, to the satisfaction of the
Surveyor. Engines of less than 100 kW (135 hp) and
associated reduction gears are to be constructed and
equipped in accordance with good commercial
practice, and will be accepted subject to satisfactory
performance test conducted to the satisfaction of the
Surveyor after installation.
For engines driving generators, see also 4/5C2.17.
4/4.1.3 Piping Systems
In addition to requirements for specific system in this
section, piping systems are to comply with the
applicable requirements in Section 4/6.
4/4.1.5 Pressure Vessels and Heat Exchangers
Pressure vessels and heat exchangers are to be in
accordance with the applicable requirements of
Section 4/2 of the "Rules for Building and Classing
Steel Vessels".
4/4.1.7 Torsional Vibration Stresses
Refer to 4/7.16.
4/4.1.11 Crankcase Ventilation
a General Provision is to be made for
ventilation of an enclosed crankcase by means of a
small breather or by means of a slight suction not
exceeding 25.4 mm (1 in.) of water. Crankcases are
not to be ventilated by a blast of air. Otherwise, the
general arrangements and installation are to be such
as to preclude the possibility of free entry of air to the
crankcase.
b Piping Arrangement Crankcase ventilation
piping is not to be directly connected with any other
piping system. Crankcase ventilation pipes from each
engine are normally to be led independently to the
weather and fitted with corrosion resistant flame
screens; however, crankcase ventilation pipes from
PART 4 SECTION 4|1 Internal Combustion Engines and Reduction Gears
two or more engines may lead to a common oil mist
manifold.
Where a common oil mist manifold is employed,
the vent pipes from each engine are to be led
independently to the manifold and fitted with a
corrosion resistant flame screen within the manifold.
The arrangement is not to violate the engine
manufacturer’s recommendations for crankcase
ventilation. The common oil mist manifold is to be
accessible at all times under normal conditions and
effectively vented to the weather. Where venting of
the manifold to the weather is accomplished by means
of a common vent pipe, the location of the manifold
is to be as close as practicable to the weather such
that the length of the common vent pipe is no greater
than one deck height. The clear open area of the
common vent pipe is not to be less than the aggregate
cross-sectional area of the individual vent pipes
entering the manifold, and the outlet to the weather is
to be fitted with a corrosion resistant flame screen.
The manifold is also to be fitted with an appropriate
draining arrangement.
4/4.1.13 Warning Notices
Suitable warning notices are to be attached in a
conspicuous place on each engine and are to caution
against the opening of a hot crankcase for a specified
period of time after shutdown based upon the size of
the engine, but not less than 10 minutes in any case.
Such notice is also to warn against restarting an
overheated engine until the cause of overheating has
been remedied.
4/4.1.15 Bedplate
The bedplate or crankcase is to be of rigid
construction, oiltight, and provided with a sufficient
number of bolts to secure the same to the ship's
structure. The structural arrangements for supporting
and securing the main engines are to be submitted for
approval. Refer to 3/7.11 for structural requirements.
For welded construction see also Section 2/3.
4/4.1.17 Engine Air Intake Systems
Engine air intakes are to be provided with filters to
protect against damage from foreign matter.
4/4.3 Fuel Oil Pumps and Oil Heaters
4/4.3.1 Transfer pumps
Refer to 4/6.51.
4/4.3.3 Booster pumps
A stand-by fuel-oil booster pump is to be provided
for main engines having independently driven booster
pumps. For main engines having attached fuel
pumps, a complete pump may be carried as a spare in
lieu of the standby pump. For multiple engines using
identical attached fuel pumps, only one complete
pump needs to be carried as a spare. A spare fuel oil
booster pump will not be required where it can be
proven through a FMEA that the vessel is capable of
safely returning to a port of refuge under all
conditions.
4/4.3.5 Heaters
When fuel oil heaters are required for main engine
operation, at least two heaters of approximately equal
size are to be installed. The combined capacity of the
heaters is to be not less than required to supply the
main engine(s) at full power.
4/4.5 Fuel oil Pressure Piping
Pipes from booster pumps to injection systems are to
be at least standard seamless steel. Pipes conveying
heated oil are to be at least standard seamless or
electric-resistance-welded steel. ERW pipe is to be
straight seam and fabricated with no filler metal (e.g.,
ABS Grade 2 or 3 ERW). Valves and fittings may be
screwed in sizes up to and including 60 mm O.D. (2
in. N.P.S.), but screwed unions are not to be used on
pressure lines in sizes 33 mm O.D. (1 in.) and over.
Valves are to be so constructed as to permit packing
under pressure.
4/4.7 Fuel oil Injection System
4/4.7.1 General
Strainers are to be provided in the fuel oil injection
pump suction line.
For main propulsion engines, the arrangement is
to be such that the strainers may be cleaned without
interrupting the fuel supply to the engine. However,
where multiple engines are provided, a dedicated
simplex strainer may be fitted for each engine
provided the craft can maintain at least one-half of the
design speed or 7 knots, whichever is less, while
operating with one engine temporarily out of service
until its strainer can by cleaned.
For auxiliary engines the arrangement is to be
such that the strainers may be cleaned without undue
interruption of power necessary for propulsion.
Multiple auxiliary engines, each fitted with a separate
strainer and arranged such that change over to a
PART 4 SECTION 4|2 Internal Combustion Engines and Reduction Gears
standby unit can be accomplished without loss of
propulsion capability, will be acceptable for this
purpose.
Where strainers are fitted in parallel to enable
cleaning without disrupting the oil supply, means are
to be provided to minimize the possibility of a
strainer being opened inadvertently. Strainers are to
be provided with suitable means for venting when
being put in operation and being depressurized before
being opened. trainers are to be so located that in the
event of leakage oil cannot be sprayed on to the
exhaust manifold or surfaces with temperatures in
excess of 220C (428F).
The injection lines are to be of seamless drawn
pipe. Fittings are to be extra heavy. The material
used may be either steel or nonferrous as approved in
connection with the design. Also refer to 4/6.51.4.
4/4.7.3 Shielding of High Pressure Fuel Oil
Piping
On all main and auxiliary engines having a cylinder
bore of 250 mm (10 in.) and above, the high pressure
fuel oil injection piping is to be effectively shielded
and secured to prevent fuel or fuel mist from reaching
a source of ignition on the engine or its surroundings.
Suitable arrangements are to be made for draining
any oil-fuel leakage and for preventing contamination
of lubrication oil by fuel oil. If flexible hoses are
used for shielding purpose, these are to be of an
approved type. When the peak to peak pressure
pulsation in return piping exceeds 19.7 bar (20
kgf/cm2, 285 psi), shielding of this piping is also
required.
4/4.9 Lubricating Oil Systems
4/4.9.1 General
The following requirements are applicable for main
and auxiliary diesel engines and for reduction gears
associated with diesel propulsion. See also 4/1.21
and 4/6.59.
4/4.9.3 Low Oil Pressure Alarms, Temperature
and Level Indicators
An alarm device with audible and visual signals for
failure of the lubricating oil system is to be fitted.
Pressure and temperature indicators are to be installed
in lubricating oil systems indicating that the proper
circulation is being maintained.
4/4.9.5 Drain Pipes
Lubricating oil drain pipes from the sump to the drain
tank are to be submerged at their outlet ends.
No interconnection is to be made between the
drain pipes from the crankcases of two or more
engines.
4/4.9.7 Lubricating Oil Pumps
In cases where forced lubrication is used for
propulsion engines, one independently driven standby
pump is to be provided in addition to the necessary
pumps for normal operation. Where the size and
design of an engine is such that lubrication before
starting is not necessary and an attached lubricating
pump is normally used, an independently driven
standby pump is not required if a complete duplicate
of the attached pump is carried as a spare. For
multiple engines using identical attached lubricating-
oil pumps, only one complete pump needs to be
carried as a spare. A spare lube oil pump will not be
required where it can be proven through a FMEA that
the vessel is capable of safely returning to a port of
refuge under all conditions.
4/4.9.9 Filters
Oil filters are to be provided. In the case of main
propulsion engines which are equipped with full-
flow-type filters, the arrangement is to be such that
the strainers may be cleaned without interrupting the
oil supply. However, where multiple engines are
provided, a dedicated simplex strainer may be fitted
for each engine provided the craft can maintain at
least one-half of the design speed or 7 knots,
whichever is less, while operating with one engine
temporarily out of service until its filter can by
cleaned.
For auxiliary engines the arrangement is to be
such that the filters may be cleaned without undue
interruption of power necessary for propulsion.
Multiple auxiliary engines, each fitted with a separate
filter and arranged such that change over to a standby
unit can be accomplished without loss of propulsion
capability, will be acceptable for this purpose.
The arrangement of the valving is to be such as to
avoid release of debris into the lubricating-oil system
upon activation of the relieving mechanism.
Where filters are fitted in parallel to enable
cleaning without disrupting the oil supply, means are
to be provided to minimize the possibility of a filter
under pressure being opened inadvertently. Filters
are to be provided with suitable means for venting
when being put in operation and being depressurized
before being opened. Filters are to be so located that
in the event of leakage, oil cannot be sprayed onto
surfaces with temperatures in excess of 220C (428F).
4/4.9.13 Lubricating-Oil Systems for Reduction
Gears
Where a reduction gear is driven by a single engine
and a common lubricating-oil system is used for both
the engine and gear, the requirements in 4/4.9.1
through 4/4.9.9 are applicable.
PART 4 SECTION 4|3 Internal Combustion Engines and Reduction Gears
Where a reduction gear is driven by more than
one engine and any other case where a separate
lubricating-oil system is provided for the reduction
gear, the following requirements are applicable.
a Pumps Two lubricating-oil pumps are to be
provided, at least one of which is to be independently
driven. The capacity of each pump is to be sufficient
for continuous operation of the main propulsion plant
at its maximum rated power.
b Coolers One or more lubricated-oil coolers
with means for controlling the oil temperature is to be
provided together with two separate cooling water
pumps, at least one of which is to be independently
driven. The coolers are to have sufficient capacity to
maintain the required oil temperature while the main
propulsion plant is operating continuously at its
maximum rated power.
c Indicators Indicators are to be fitted by which
the pressure and temperature of the water inlet and oil
outlet may be determined. Gravity tanks are to be
fitted with a low level alarm and a sight glass is to be
fitted in the overflow line to the sump. Pressure
systems are to be fitted with a low pressure alarm.
Sump and gravity tanks are to be provided with
suitable gauges for determining the level of oil within
the tank.
d Filters A filter is to be provided in the
lubricating-oil piping to each reduction gear. The
requirements in 4/4.9.9 are applicable.
4/4.11 Cooling Water Systems
4/4.11.1 General
Means are to be provided to ascertain the temperature
of the circulating water at the return from each engine
and to indicate that the proper circulation is being
maintained. Drain cocks are to be provided at the
lowest point of all jackets. For relief valves, see
4/6.7.9.
4/4.11.3 Sea Suctions
At least two independent sea suctions are to be
provided for supplying water to the engine jackets or
to the heat exchangers, except that for multihull craft
classed with restricted service, special consideration
may be given. The sea suctions are to be located as
to minimize the possibility of blanking off the cooling
water. For multiple engine installations fitted with
individual sea suctions for each engine, two means of
supplying cooling water to each engine may be
omitted where it can be proven through a FMEA that
the vessel is capable of safely returning to a port of
refuge under all conditions.
4/4.11.5 Strainers 4/4.15.3 Starting Air Capacity
Where seawater is used for direct cooling of the Craft having main engines arranged for air starting
engines, unless other equivalent arrangements are are to be provided with at least two starting-air
specially approved, suitable strainers are to be fitted containers of approximately equal size. The total
between the sea valves and the pump suctions. The capacity of the starting-air containers is to be
strainers are to be either of the duplex type or sufficient to provide, without recharging the
otherwise arranged so they can be cleaned without containers, at least the number of starts stated below.
interrupting the cooling water supply. If other compressed air systems, such as control
air, are supplied from starting air containers, the
4/4.11.7 Circulating Water Pumps capacity of the containers is to be sufficient for
There are to be at least two means for supplying continued operation of these systems after the air
cooling water to main and auxiliary engines, necessary for the required number of consecutive
compressors, coolers, reduction gears, etc. One of starts has been used.
these means is to be independently driven and may a Diesel Propulsion The minimum number of
consist of a connection from a suitable pump of consecutive starts (total) required to be provided from
adequate size normally used for other purposes, such the starting-air containers is to be based upon the
as a general service pump, or in the case of fresh- arrangement of the engines and shafting systems as
water circulation one of the craft’s fresh-water indicated in the following table.
pumps. Where, due to the design of the engine, the
connection of an independent pump is impracticable, Single Screw Craft Multiple Screw Craft
the independently driven stand-by pump will not be One engine Two or more One engine Two or more
required if a complete duplicate of the attached pump coupled to engines coupled to engines
is carried as a spare. For multiple propulsion engines shaft coupled to each shaft coupled to
directly shaft thru directly each shaft
using identical attached pumps, only one complete or clutch and or thru clutch
pump needs to be carried as a spare. Multiple thru reduction thru and
auxiliary engine installations utilizing attached pumps reduction gear reduction reduction
need not be provided with spare pumps. A spare gear gear gear
Reversible 12 16 16 16
cooling water pump will not be required where it can Engines
be proven through a FMEA that the vessel is capable Non-
of safely returning to a port of refuge under all reversible 6 8 8 8
conditions. Engines

4/4.15 Starting Systems For arrangements of engine and shafting systems

4/4.15.1 Starting Air Systems
The design and construction of all air receivers are to
be in accordance with the applicable requirements of
Section 4/2 of the Rules for Building and Classing
Steel Vessels. The piping system is to be in
accordance with the applicable requirements of
Section 4/6 of these Rules. The air receivers are to be
so installed as to make the drain connections effective
under extreme conditions of trim. Compressed air
systems are to be fitted with relief valves and each
container which can be isolated from a relief valve is
to be provided with a suitable fusible plug to relieve
the pressure in case of fire. Connections are also to
be provided for cleaning the air container and pipe
lines.
All discharge pipes from starting air compressors
are to be led directly to the starting air receivers, and
all starting pipes from the air receivers to main or
auxiliary engines are to be entirely separate from the
compressor discharge piping system.
which differ from those indicated in the table, the
capacity of the starting-air containers will be specially
considered based on an equivalent number of starts.
b. Diesel-electric Propulsion The minimum
number of consecutive starts required to be provided
from the starting-air containers is to be determined
from the following equation.
S = 6 + G(G-1)
where
S = total number of consecutive starts
G = number of engines driving the propulsion
generators but the value of G need not
exceed 3.
4/4.15.5 Starting Air Compressors
For craft having internal-combustion engines
arranged for air starting, there are to be two or more
air compressors, at least one of which is to be driven
independently of the main propulsion unit, and the
total capacity of air compressors driven
independently of the main propulsion unit is to be not
less that 50% of the total required.

PART 4 SECTION 4|4 Internal Combustion Engines and Reduction Gears

 The total capacity of the air compressors is to be
sufficient to supply within one hour the quantity of
the air need to satisfy 4/4.15.3 by charging the
receivers from atmospheric pressure. The capacity is
to be approximately equally divided between the
number of compressors fitted, excluding an
emergency compressor where fitted.
The arrangement for dead craft air starting is to be
such that the necessary air for the first charge can be
produced on board without external aid. See 4/1.23.
4/4.15.7 Protective Devices for Starting-air Mains
In order to protect starting air mains against
explosions arising from improper functioning of
starting valves, an isolation non-return valve or
equivalent is to be installed at the starting air supply
connection to each engine. Where engine bores
exceed 230 mm (9 1/16 in.), a bursting disc or flame
arrester is to be fitted in way of the starting valve of
each cylinder for direct reversing engines having a
main starting manifold or at the supply inlet to the
starting-air manifold for nonreversing engines.
The above requirement is applicable to engines
where the air is directly injected into the cylinder. It
is not intended to apply to engines utilizing air start
motors.
4/4.15.9 Electrical Starting
a Main Engine Where the main engine is
arranged for electric starting, at least two separate
batteries ( or separate set of batteries) are to be fitted.
The arrangement is to be such that the batteries (or set
of batteries) cannot be connected simultaneously in
parallel. Each battery (or set) is to be capable of
starting the main engine when in cold and ready to
start conditions. The combined capacity of the
batteries is to be sufficient without recharging to
provide within 30 minutes the number of starts of
main engines as required for air starting in 4/4.15.3,
and if arranged also to supply starting for auxiliary
engines the number of starts required in b. See also c.
b Auxiliary Engine Electric starting
arrangements for auxiliary engines are to have at least
two separate batteries (or separate set of batteries) or
may be supplied by separate circuits from the main
engine batteries when such are provided. Where one
auxiliary engine is arranged for electric starting, one
battery (or set) may be accepted in lieu of two
separate batteries (or sets). The capacity of the
batteries for starting the auxiliary engines is to be
sufficient for at least three starts for each engine.
c Other Requirements The starting batteries (or
set of batteries) are to be used for starting and for
engine’s own control and monitoring purpose only,
When the starting batteries are used for engine’s own
control and monitoring purpose, the aggregate
capacity of the batteries is to be sufficient for
continued operation of such system in addition to the
PART 4 SECTION 4|5 Internal Combustion Engines and Reduction Gears
required number of starting capacity. Provisions are
to be made to maintain continuously the stored energy
at all times. See also 4/5A3.17 and 4/5B2.7.
4/4.15.11 Hydraulic Starting
Hydraulic oil accumulators for starting the main
propulsion engines are to have sufficient capacity
without recharging for starting the main engines as
required in 4/4.15.3.
4/4.17 Engine Exhaust Systems
Engine exhaust systems are to comply with 4/6.63. In
addition, propulsion engines with bores exceeding
200 mm (7.87 in.) are to be fitted with a means to
display the exhaust gas temperature of each cylinder.
4/4.19 Couplings
4/4.19.1 Flexible Shaft Couplings
Details of the various components of flexible
couplings for main propulsion machinery and ship's
service generator sets are to be submitted for
approval. Flexible couplings with elastomer or spring
type flexible members and which represent the sole
source of transmitting propulsive power in a line shaft
on a single screw craft are to be provided with
torsional limit capacity (coupling will lock beyond its
limit) or positive means of locking the coupling.
Operation of the craft with a locked coupling may be
at reduced power provided warning notices are posted
at the control station.
4/4.19.3 Flanged Couplings and Coupling Bolts
Refer to 4/7.10.5, for flanged couplings.
Elongation for auxiliary machinery coupling bolts
made of steel having an ultimate tensile strength over
690 N/mm2 (70 kgf/mm2, 100,000 psi) will be subject
to special consideration. Also refer to 4/7.10.1 and
4/7.10.3.
4/4.21 Testing of Pumps Associated with Engine
and Reduction Gear Operation
Pumps associated with engine and reduction gear
operation (oil, water, fuel) utilized with engines
having bores exceeding 300 mm (11.8 in.) are to be
provided with certificates issued by the Surveyor.
The following tests are to be conducted to the
Surveyor's satisfaction:
4/4.21.1 Pumps Hydrostatic Tests
Independently-driven pumps are to be hydrostatically
tested to 4 bar (4 kgf/cm2, 57 psi) but not less than
1.5P, where P is the maximum working pressure in
the part concerned.
4/4.21.3 Capacity Tests
Tests of pump capacities are to be conducted to the
satisfaction of the Surveyor with the pump operating
at design conditions. Capacity tests will not be
required for individual pumps produced on a
production line basis, provided the Surveyor is
satisfied from periodic inspections and the
manufacturer's quality assurance procedures that the
pump capacities are acceptable.
4/4.23 Trial
Before final acceptance, the entire installation is to be
operated in the presence of the Surveyor to
demonstrate its ability to function satisfactorily under
PART 4 SECTION 4|6 Internal Combustion Engines and Reduction Gears
operating conditions and its freedom from harmful
vibration at speeds within the operating range. See
also 4/1.37.
For conventional propulsion gear units above
1120 kW (1500 HP) a record of gear-tooth contact is
to be made at the trials. To facilitate the survey of
extent and uniformity of gear-tooth contact, selected
bands of pinion or gear teeth on each meshing are to
be coated beforehand with copper or layout dye. See
1/3.9.1b.
The gear-tooth examination for conventional gear
units 1120 kW (1500 HP) and below and all epicyclic
gear units will be subject to special consideration.
The gear manufacturer's recommendations will be
considered.
PART 4 SECTION 5

Electrical Installations

This Section consists of the following parts:

General “General” for descriptions and requirements applicable to systems, installations, machinery and
equipment in general.
Part A “Systems” for specific requirements necessary for initial planning and basic design of electrical
systems.
Part B “ Installations” for specific requirements necessary for the subsequent outfitting, selection of the
machinery/equipment, etc.
Part C “Machinery and Equipment” for requirements for procured equipment.
Part D “Specialized Installations” for supplemental requirements for high voltage system, electric
propulsion system and system of less than 75 kW.
Part E “Specialized Vessels and Services” for supplemental requirements for installations in special-
category spaces.

General 4/5.3.2 Essential Services

4/5.1 Applications
Electrical apparatus and wiring systems are to be
constructed and installed to the satisfaction of the
Surveyor in accordance with this Section. The
following are minimum requirements for classification
purposes. Consideration will be given, however, to
arrangements or details which can be shown to comply
with other recognized standards, provided they are not
less effective.
For craft having an aggregate generator capacity not
exceeding 75 kW, the requirements contained in 4/5D3
are to be complied with. Electrical installations in
machinery spaces with gasoline engines will be
specially considered.
For passenger craft, see Section 5/1.
4/5.3 Definition
Services essential for the navigation, steering and
maneuvering, or for special characteristics (e.g. special
services) of the craft, or for the safety of human life.
4/5.3.3 Explosion-proof (Flameproof) Equipment
Explosion-proof equipment is an equipment:
a Having an enclosure capable of:
1 Withstanding an explosion within it of a
specified flammable gas or vapor, and
2 Preventing the ignition of the specified
flammable gas or vapor in the atmosphere
surrounding the enclosure by sparks, flashes
or explosions of the gas or vapor within, and
b Operates at such an external temperature that a
surrounding flammable atmosphere will not be ignited.
Where explosion-proof equipment is required by this
Guide, equipment certified as being flameproof as
defined in IEC Publication 79 or other recognized
standard may be accepted.

The following definitions apply for the purpose of this
Section.
4/5.3.1 Earthed Distribution System
A system in which one pole of a single phase system or
the neutral point of a three phase system is earthed but
the earthing connection does not normally carry
current.
4/5.3.4 Hazardous Area (Hazardous Location)
An area where flammable or explosive vapor, gas, or
dust, or explosives may normally expected to
accumulate.
4/5.3.5 Hull-return System
A system in which insulated conductors are provided
for connection to one pole or phase of the supply, the
hull of the craft or other permanently earthed structure
being used for effecting connections to the other pole
or phase.

PART 4 SECTION 5||1 Electrical Installations -- General

4/5.3.6 Intrinsically-safe
A circuit or part of a circuit is intrinsically-safe when
any spark or any thermal effect produced in the test
conditions prescribed in a recognized standard (such as
IEC Publication 79-11) is incapable of causing ignition
of the prescribed explosive gas atmosphere.
a Category “ia” Apparatus which is incapable of
causing ignition in normal operation, or with a single
fault, or with any combination of two faults applied,
with the following safety factors:
- in normal operation: 1.5
- with one fault: 1.5
- with two faults: 1.0
Above safety factors are applied to the current, voltage,
or their combination as specified in 10.4.1 of IEC
Publication 79-11.
4/5.3.7 Increased Safety
Type of protection applied to electrical apparatus that
does not produce arcs or sparks in normal service, in
which additional measures are applied so as to give
increased security against the possibility of excessive
temperatures and of the occurrence of arc and sparks.
See IEC Publication 79-7.
4/5.3.8 Non-Periodic Duty Rating
A rating at which the machine is operated continuously
or intermittently with varying the load and speed within
the permissible operating range. The load and speed
variations include the overloads applied frequently,
which may be greatly exceed the full load rating of the
machine.
4/5.3.9 Non-sparking Fan
A fan consisting of a combination of impeller and
housing which are unlikely to produce sparks by static
electricity or by entry of foreign objects in both normal
and abnormal conditions.
4/5.3.10 Periodic Duty Rating
A rating at which the machine is operated repeatedly on
cycle of sequential loading with starting, electric
braking, no-load running, rest and de-energized periods
where applicable. The time for the duration of
operating cycle (duty cycle) is to be 10 minutes and the
ratio (i.e., cyclic duration factor) between the period of
loading (including starting and electric braking) and the
duty cycle is to be one of the values of 15%, 25%,
40%, or 60%.
4/5.3.11 Portable Apparatus
Portable apparatus is any apparatus served by a flexible
cord.
PART 4 SECTION 5||2 Electrical Installations -- General
4/5.3.12 Pressurized Equipment
Equipment having an enclosure in which positive
pressure is maintained to prevent against the ingress of
external atmosphere and complying with the
requirements in 4/5B7.3.3.
4/5.3.13 Semi-enclosed Space
A space limited by decks and/or bulkheads in such a
manner that the natural conditions of ventilation in the
space are notably different from those obtained on open
deck.
4/5.3.14 Separate Circuit
A circuit which is independently protected by a circuit
protection device at the final sub-circuit and is
dedicated to a single load.
4/5.3.15 Short Circuit
A short circuit is an abnormal connection through a
negligible impedance, whether made accidentally or
intentionally, between two points of different potential
in a circuit.
4/5.3.16 Short-time Rating
A rating at which the machine is operated for a limited
period which is less than that required to reach the
steady temperature condition, followed by a rest and
de-energized period of sufficient duration to re-
establish the machine temperature within 2 oC (3.6 oF)
of the coolant.
4/5.5 Plans and Data to Be Submitted
See 4/5A1, 4/5B1, 4/5C1 and 4/5D2.3.
4/5.7 Standard Distribution System
The following are recognized as standard systems of
distribution. The distribution systems differing from
these will be specially considered.
- Two-wire direct current
- Three-wire direct current
- Two-wire single-phase alternating current
- Three-wire three-phase alternating current*
- Four-wire three-phase alternating current
* Three-wire single-phase A.C. may be used in
conjunction with this system for lighting.
However, the electrical distribution voltages
throughout the craft are not to exceed:
- 500 V for power, cooking, heating and other
permanently connected equipment; and
- 250 V for lighting, internal communications and
receptacle outlets.
 Subject to the acceptance by the Administration,
high voltage systems as outlined in 4/5D1 may be
acceptable for propulsion systems.
4/5.9 Voltage and Frequency Variations
Electrical appliances supplied from the main or
emergency systems other than battery supplied are to
be so designed and manufactured that they are capable
of being operated satisfactorily under the normally
occurring variations in voltage and frequency. Unless
otherwise stated, the variations from the rated value
may be taken from the Table 4/5.1. Any special system,
e.g. electronic circuits, which cannot operate
satisfactorily within the limit shown in the Table is to
be supplied through a stabilized supply.
4/5.11 Materials
All electrical equipment is to be constructed of durable
and flame-retardant materials. Materials are to be
resistant to corrosion, moisture, high and low
temperatures, and are to have other qualities necessary
to prevent deterioration in the ambient conditions the
equipment may be expected to encounter.
4/5.13 Insulation Material
For the purpose of these requirements insulating
material is designated as follows.
4/5.13.1 Class A Insulation
Materials or combinations of materials such as cotton,
silk and paper when suitably impregnated or coated or
when immersed in a dielectric liquid such as oil. Other
materials or combinations of materials may be included
in this class if, by experience or accepted tests, they can
be shown to be capable of operation at 105 oC (221 oF).
4/5.13.2 Class B Insulation
Materials or combinations of materials such as mica,
glass fiber, etc., with suitable bonding substances.
Other materials or combinations of materials, not
necessarily inorganic, may be included in this class if,
by experience or accepted tests, they can be shown to
be capable of operation at 130 oC (266 oF).
4/5.13.3 Class E Insulation
Materials or combinations of materials which, by
experience or accepted tests, can be shown to be
capable of operation at 120 oC (248 oF) (materials
possessing a degree of thermal stability allowing them
to be operated at a temperature 15 oC (27 oF) higher
than Class A materials).
PART 4 SECTION 5||3 Electrical Installations -- General
4/5.13.4 Class F Insulation
Materials or combinations of materials such as mica,
glass fiber, etc., with suitable bonding substances.
Other materials or combinations of materials, not
necessarily inorganic, may be included in this class if,
by experience or accepted tests, they can be shown to
be capable of operation at 155 oC (311 oF).
4/5.13.5 Class H Insulation
Materials or combinations of materials such as silicone
elastomer, mica, glass fiber, etc., with suitable bonding
substances such as appropriate silicone resins. Other
materials or combinations of materials may be included
in this class if, by experience or accepted tests, they can
be shown to be capable of operation at 180 oC (356 oF).
4/5.13.6 Insulation for Temperature Above 180 oC
(356 oF)
Materials or combination of materials which by
experience or accepted tests can be shown to be
capable of satisfactory operation at temperature over
180 oC (356 oF) will also be considered: supporting
background experience or report of tests conducted in
accordance with a recognized standard ascertaining
their suitability for the intended application and
temperature operation are to be submitted for review.
4/5.15 Degree of Protection for Enclosure
The designation to indicate the degree of protection
consists of the characteristic letters IP followed by two
numerals (the "characteristic numerals") indicating
conformity with conditions stated in Tables 4/5.2 and
4/5.3. The test and inspection for determining the
degree of protection may be carried out in accordance
with IEC Publication 529 by the manufacturer whose
certificate of tests will be acceptable and is to be
submitted upon request from the Bureau. Type of
enclosure required for protection of equipment is to be
suitable for the intended location. See 4/5B2.1.1 for
selection of protective enclosure for electrical
equipment based on location condition. Equipment in
compliance with recognized national standards will
also be considered.
4/5.17 Temperature Ratings
With the exception of equipment associated with
control and monitoring systems described in 4/11, in
the following requirements an ambient temperature of
40 oC (104 oF) has been assumed for locations outside
of boiler and engine rooms while 45 oC (113 oF) has
been assumed as the ambient temperature for the latter
spaces; however, electric rotating machines in boiler
and engine rooms are to be rated for an ambient
temperature of 50 oC (122 oF). Where the ambient
temperature is in excess of these values, the
equipment's total rated temperature is not to be
exceeded. Where equipment has been rated on ambient
temperatures less than those contemplated,
consideration will be given to the use of such
equipment, provided the total temperature for which the
equipment is rated will not be exceeded. For equipment
associated with control and monitoring systems
described in 4/11, refer to 4/11.3.7e2.
4/5.19 Clearances and Creepage Distances
The distances between live parts of different potential
and between live parts and the case or other earthed
metal, whether across surfaces or in air, are to be
adequate for working voltage having regard to the
nature of the insulating material and the conditions of
service. See 4/5C4.11.6 and 4/5D1.1.4 for additional
requirements for switchboard and high voltage systems.
4/5.21 Service Trial
4/5.21.1 Electrical Installation for Craft Services
All auxiliary apparatus is to be tried under working
conditions. Each generator is to be run for a time
PART 4 SECTION 5||4 Electrical Installations -- General
sufficient to show satisfactory operation, and parallel
operation with all possible combinations is to be
demonstrated. Each auxiliary motor necessary to the
operation of the craft is to be run for a time sufficient to
show satisfactory performance at such load as can
readily be obtained. All main switches and circuit
breakers are to be operated but not necessarily at full
load. The operation of the lighting system, heaters, etc.,
is to be demonstrated satisfactorily. The entire
installation is to operate to the satisfaction of the
Surveyor and the drop in voltage on any part of the
installation is not to exceed 6 %. See 4/5B3.1.3.
4/5.21.2 Communication Facilities
Satisfactory operation of the interior communications
system required by 4/5A8 is to be demonstrated to the
Surveyor during sea trials. Particular attention is to be
given to demonstrating that the voice communication
systems required by 4/5A8 provide the capability of
carrying on a conversation while the craft is being
navigated.
TABLE 4/5.1 Voltage & Frequency Variations
[See 4/5.9]

Quantity in Permanent
Operation Variation
Frequency ±5%
Voltage + 6 %, - 10 %

TABLE 4/5.2 Degree of Protection

- indicated by the first characteristic numeral
[See 4/5.15]

Degree of Protection
First Short Description Definition
Characteristic
Numeral
0 Non - protected No special protection

1 Protected against solid A large surface of the body, such as a hand (but no
objects greater than 50 mm (2 protection against deliberate access). Solid object
in.) exceeding 50 mm (2 in.) in diameter.

2 Protected against solid
objects greater than 12 mm
(0.5 in.)
3 Protected against solid
objects greater than 2.5 mm
(0.1 in.)
4 Protected against solid
objects greater than 1 mm
(0.04 in.)
Dust protected
5 operation of the equipment
Fingers or similar objects not exceeding 80 mm (3.15 in.) in
length. Solid objects exceeding 12 mm (0.5 in.) in diameter.
Tools, wires, etc. of diameter or thickness greater than 2.5
mm (0.1 in.). Solid objects exceeding 2.5 mm (0.1 in.) in
diameter
Wires or strips of thickness greater than 1 mm (0.04 in.).
Solid objects exceeding 1 mm (0.04 in.) in diameter.
Ingress of dust is not totally prevented, but dust does not
enter in sufficient quantity to interfere with satisfactory

No ingress of dust
6 Dust-tight

[Designation]
The degree of protection is designated as shown in the following examples:
When it is required to indicate the degree of protection by only one characteristic numeral which shows either degree of
protection against foreign bodies and electrical shock or against liquid, the omitted numeral is to be replaced by the letter X.
Examples:
(1) IP56 The first characteristic numeral of "5".
The second characteristic numeral of "6".

PART 4 SECTION 5||5 Electrical Installations -- General

TABLE 4/5.2 Degree of Protection
(continued) - indicated by the first characteristic numeral
[See 4/5.15]
(2) IPX5 Degree of protection against only liquid.
(3) IP2X Degree of protection against only foreign bodies and electrical shock.

TABLE 4/5.3 Degree of Protection

- indicated by the second characteristic numeral
[See 4/5.15]

Degree of Protection
Second Short Definition
Characteristic Description
Numeral
0 Non - protected No special protection.

1 Protected against dripping Dripping water (vertically falling drops) is to have no

water harmful effect.

2 Protected against dripping Vertically dripping water is to have no harmful effect when
water when tilted up to 15 the enclosure is tilted at any angle up to 15 deg. from its
deg. normal position.

3 Protected against spraying Water falling as spray at an angle up to 60 deg. from the
water vertical is to have no harmful effect.

4 Protected against splashing Water splashed against the enclosure from any direction is
water to have no harmful effect.

5 Protected against water jets Water projected by a nozzle against the enclosure from any
direction is to have no harmful effect.

6 Protected against heavy seas Water from heavy seas or water projected in powerful jets
is not to enter the enclosure in harmful quantities.

7 Protected against the effects Ingress of water in a harmful quantity is not to be possible
of immersion when the enclosure is immersed in water under defined
conditions of pressure and time.

8 Protected against submersion The equipment is suitable for continuous submersion in

water under conditions which are to be specified by the
manufacturer.

Note.- Normally this will mean that the equipment is

hermetically sealed. However, with certain types of
equipment, it can mean that water can enter but only in such
a manner that it produces no harmful effects.

See Designation & examples in Table 4/5.2.

PART 4 SECTION 5||6 Electrical Installations -- General

 the maximum allowable breaking and making
Part A. Systems capacities of the protective device. Similar calculations
are to be made at other points in the distribution system
4/5A1 Plans and Data to be Submitted where necessary to determine the adequacy of the
interrupting capacities of protective devices.
4/5A1.1 Wiring
4/5A1.5 Protective Device Coordination
4/5A1.1.1 Systems
One line diagrams for the following electrical systems
A protective device coordination study is be submitted
are to be submitted for review.
for review. This protective device coordination study
is to consist of an organized time-current study of all
- Power Supply and Distribution
protective devices in series from the utilization
- Lighting including Navigation Light
equipment to the source for all circuit protection
- Internal Communication
devices having different setting or time-current
- General Emergency Alarm
characteristics for long-time delay tripping, short-time
- Fire Detection and Alarm
delay tripping, and instantaneous tripping, where
- Steering Gear Control
applicable. Where an overcurrent relay is provided in
- Intrinsically-safe Equipment
series and adjacent to the circuit protection device, the
- Emergency Generator Starting
operating and time-current characteristics of the relay
are to be considered for coordination. See 4/5A5.1.5.
4/5A1.1.2 Data for Wiring Systems
The one line diagrams are to show the circuit
4/5A1.7 Load Analysis
designation, type and size of cables, cable grouping and
banking, trip setting and rating of the circuit protection
An electric-plant load analysis is to be submitted for
devices, the location of electrical equipment
review. The electric-plant load analysis is to cover all
accompanied by list of components, complete feeder
operating conditions of the craft, such as normal sea
list, rated load current for each branch circuit. The one
going, harbor in/out, and emergency operations.
line diagram for power supply and distribution systems
is to indicate the following components details.

Note:
4/5A2 Craft Service Main Source of Power
For craft having a length of 61 m (200 ft) and over, a voltage
drop calculation for the longest run of each cable size is to be 4/5A2.1 Power Supply by Generator
included.
4/5A2.1.1 Number of Generators
Generator: kW or kVA rating, voltage, rated Craft using electricity for craft's service power or light
current, frequency, number of are to be provided with at least two electric generators
phases, power factor for the craft service electrical demand.
Batteries: type, voltage, capacity, conductor
protection (when required) 4/5A2.1.2 Capacity of Generators
Motors: kW rating, remote stops (when The capacity of the generating sets is to be such that in
required) the event of any one generating set being stopped it will
Transformers: kVA rating, rated voltage and still be possible without recourse to the emergency
current on primary and secondary source of power to supply those services necessary to
side, connection method provide normal operational conditions of propulsion
and safety, preservation of the cargo and minimum
The one line diagram for power supply and distribution comfortable conditions of habitability which are to
systems is also to include a list of sequential start of include at least adequate services for cooking, heating,
motors and equipment having emergency tripping or domestic refrigeration, mechanical ventilation, sanitary
preferential tripping features. and fresh water.

4/5A1.3 Short-circuit Data 4/5A2.1.3 Starting from Dead Craft Condition

In order to establish that the protective devices on the
main and emergency switchboards have sufficient
short-circuit breaking and making capacities, data are
to be submitted giving the maximum calculated short-
circuit current in symmetrical r.m.s. and asymmetrical
peak values available at the main bus bars together with
The generating sets are to be such that with any one
generator or its primary source of power out of
operation, the remaining generating sets are capable of
providing the electrical services necessary to start the
main propulsion plant from a dead craft condition. The
emergency source of electrical power may be used for
the purpose of starting from a dead craft condition if its

PART 4 SECTION 5|7 Electrical Installations -- Part A. Systems

capability either alone or combined with that of any
other source of electrical power is sufficient to provide
at the same time those services required to be supplied
by 4/5A3.3.2 to 4/5A3.3.3.
4/5A2.1.4 Power Supplied by Propulsion Generator
For craft propelled by electric power and having two or
more constant voltage propulsion generators, the craft's
service electric power may be derived from this source
and additional craft's service generators need not be
fitted provided that with one propulsion generator out
of service, a speed of 7 knots or one-half of the design
speed whichever is the lesser can be maintained. See
4/5D2.17.4 to 4/5D2.17.6 for details of propulsion
generator.
4/5A2.1.5 Fuel Capacity for Generator Prime
Mover
Where the fuel for any craft's service generator prime
mover differs from the fuel for the main propulsion
plant, adequate fuel capacity for that craft's service
generator prime mover with adequate margins is to be
provided for the longest anticipated run of the craft
between fueling ports.
4/5A2.3 Generator Driven by Propulsion Unit
4/5A2.3.1 Shaft Generator as a Main Source of
Power
A generator driven by a main propulsion unit (shaft
generator) which is intended to operate at a constant
speed, e.g. a system where craft speed and direction are
controlled only by varying propeller pitch, may be
considered to be one of the generators required by
4/5A2.1.1.
4/5A2.3.2 Non-constant Speed Shaft Generator
Shaft generator installations which do not comply with
the criteria in 4/5A2.3.1 may be fitted in addition to the
above required generators provided that an alternative
source of electrical power can be brought on line
automatically within 45 seconds whenever the voltage
or frequency of the shaft generator deviates, for any
reason, beyond the prescribed limits.
4/5A2.5 Sizing of A.C. Generator
In selecting the capacity of an alternating-current
generating plant, particular attention is to be given to
the starting current of motors forming part of the
system. Under normal sea going condition of the craft
with one generator held in reserve as a standby, the
remaining generator sets operating in parallel and
initially carrying minimum load necessary for operating
the craft are to have sufficient capacity with respect to
the largest idle motor on the craft so that the motor can
be started and the voltage drop occasioned by its
PART 4 SECTION 5|8 Electrical Installations -- Part A. Systems
starting current will not cause any already running
motor to stall or control equipment to drop out.
4/5A3 Emergency Source of Power
4/5A3.1 General
A self-contained emergency source of electrical power
is to be provided.
4/5A3.1.1 Location
The emergency source of electrical power, associated
power transformer, if any, transitional source of
emergency power, emergency switchboard, emergency
lighting switchboard, and the fuel oil tank for
emergency generator prime mover are to be located
above the waterline in the final condition of damage as
referred to in Section 3/3 (see also 4/1.21), outside the
machinery casing, and are to be readily accessible from
the open deck. They are not to be located forward of
the collision bulkhead.
4/5A3.1.2 Separation
a Machinery Space of Category A The location of
the emergency source of electrical power, associated
power transformer, if any, the transitional source of
emergency power, the emergency switchboard and the
emergency lighting switchboard in relation to the main
source of electrical power, associated transforming
equipment, if any, and the main switchboard is to be
such that a fire or other casualty in the space containing
the main source of electrical power, power transformer,
if any, and the main switchboard, or in any machinery
space of category A will not interfere with the supply,
control and distribution of emergency electrical power.
As far as practicable the space containing the
emergency source of electrical power, associated
transforming equipment, if any, the transitional source
of emergency electrical power and the emergency
switchboard including trunks to such spaces are not to
be contiguous to the boundaries of machinery spaces of
category A or those spaces containing the main source
of electrical power, associated transforming equipment,
if any, and the main switchboard.
b Machinery Space Other Than Category A
Spaces containing emergency sources of power are to
be separated from machinery spaces (as defined in
4/1.17.2) other than Category A machinery spaces, by a
boundary insulated to a level of not less than A-15 for
bulkheads and decks and A-0 for the overhead from
any such space (including trunks to such spaces).
Where the emergency sources of power is a generator
the above is not intended to preclude the location of the
emergency generator in the same space as its prime
mover regardless of size.
 c Alternative Arrangement Where it can be
shown that the arrangements of the spaces containing
the emergency source of power in relation to machinery
space of category A are in compliance with the
requirements of the governmental authority of the
country whose flag the craft flies, either of the
following may be considered in lieu of 4/5A3.1.2a:
1 Contiguous boundaries insulated to A-60 with
the insulation extending at least 450 mm (18
in.) beyond the boundary of the space
containing the emergency source of power.
2 Separation by a cofferdam having dimensions
as required for ready access and extending at
least 150 mm (6 in.) beyond the boundaries of
the space containing the emergency source of
power. Except for cables feeding services
located in the machinery space or those
spaces containing main source of electrical
power, associated transformer or converter, if
any, and main switchboard, emergency
electric cables are not to be installed in such
cofferdams unless the cofferdam is insulated
to A-60.
4/5A3.1.3 Alternative to Emergency Source of
Power
Where the main source of electrical power is located in
two or more compartments which are not contiguous,
each of which has its own self-contained systems,
including power distribution and control systems,
completely independent of each other and such that a
fire or other casualty in any one of the spaces will not
affect the power distribution from the others, or to the
services required by 4/5A3.3, the requirements of
4/5A3.1, 4/5A3.1.1 and 4/5A3.5.4 may be considered
satisfied without an additional emergency source of
electrical power, provided that:
a There is at least one generating set, meeting the
requirements of Table 4/1.1 and each of sufficient
capacity to meet the requirements of 4/5A3.3, in each
of at least two non-contiguous spaces;
b The arrangements required by a in each such
space are equivalent to those required by 4/5A3.5.2,
4/5A3.9 and 4/5A3.15 so that a source of electrical
power is available at all times to the services required
by 4/5A3, and
c The generator sets referred to in a and their self-
contained systems are installed in accordance with
4/5A3.1.1.
4/5A3.3 Emergency Services
4/5A3.3.1 General
The electrical power available is to be sufficient to
supply all those services that are essential for safety in
an emergency, due regard being paid to such services
as may have to be operated simultaneously and for
equipment which can be shown as not being required in
PART 4 SECTION 5|9 Electrical Installations -- Part A. Systems
actual service to draw their rated loads. In the latter
case supporting details are to be submitted. The
emergency source of electrical power is to be capable,
having regard to starting currents and the transitory
nature of certain loads, of supplying simultaneously at
least the following services for the period specified in
4/5A3.3.2 to 4/5A3.3.10, if they depend upon an
electrical source for their operation.
4/5A3.3.2 Lighting Systems and Navigation Light
a Emergency Lighting for 12 hours
1 At the stowage positions of life-saving
appliances;
2 At all escape routes such as alleyways,
stairways, exits from accommodation and
service spaces, embarkation points, etc.;
3 In the public spaces, if any;
4 In the machinery spaces and main emergency
generating spaces, including their control
positions;
5 In control stations;
6 At the stowage positions for fireman' s outfits,
and
7 At the steering gear.
b For period of 12 hours:
Navigation lights and other lights required by
the International Regulation for Preventing
Collisions at Sea in force.
4/5A3.3.3 Communication System, Radio,
Navigation Aid, and Fire Alarm Systems and Fire
Extinguishing Remote Controls
For a period of 12 hours:
a Electrical internal communication equipment for
announcements during evacuation;
b The navigational equipment as required by
Chapter 13 of the IMO International Code of Safety for
High-speed Craft. Where such provision is
unreasonable or impracticable, the Administration may
waive this requirement for craft of less than 5,000 GT;
c Fire-detection and general alarm system and
manual fire alarms;
d Remote control devices of fire-extinguishing
systems, if electrical, and
e Craft radio facilities and other loads as set out in
14.12.2 of the IMO International Code of Safety for
High-speed Craft.
4/5A3.3.4 Emergency Fire Pump
For period of 12 hours, one of the fire pumps required
by 4/9.15.2 if dependent upon the emergency generator
for its source of power.
4/5A3.3.5 Steering Gear
Steering gear to comply with 4/5A6.5 if powered from
the emergency source , for a period of 10 minutes
continuous operation.
4/5A3.3.6 Emergency Control and Monitoring
Systems
Emergency control monitoring systems as required by
4/11.3.6a2.
4/5A3.3.7 Emergency Sprinkler and Drencher
Pump
For period of 12 hours, the sprinkler pump and
drencher pump, if fitted.
4/5A3.3.8 Emergency Bilge Pump and Controls
For period of 12 hours, the emergency bilge pump and
all the equipment essential for the operation of
electrically powered remote controlled bilge valves.
4/5A3.3.9 Signaling Lamps and Whistle
For a period of 4 hours of intermittent operation:
a The daylight signaling lamps, if they have no
independent supply from their own accumulator
battery, and
b The craft's whistle, if electrically driven.
4/5A3.3.10 Craft on Short Duration Voyages
In a craft engaged regularly in voyages of short
duration, where an adequate standard of safety is
attained, a lesser period than the 18 hour period
specified in 4/5A3.3.2a, 4/5A3.3.2b, 4/5A3.3.3, and
4/5A3.3.4 but not less than 5.
4/5A3.5 Power Supply
4/5A3.5.1 General
The emergency source of electrical power may be
either a generator or an accumulator battery in
accordance with 4/5A3.5.2 or 4/5A3.5.3 below:
4/5A3.5.2 Generator
Where the emergency source of electrical power is a
generator, it is to be:
a Driven by a prime mover with an independent
supply of fuel, having a flashpoint (closed cup test) of
not less than 43 oC (110 oF)*, and
* Fuel with a lower flashpoint, but not lower than 35°C, may be
used in gas turbines only subject to compliance with the
provisions specified in 4/3.9.
b 1) Started automatically upon failure of the main
source of electrical power supply and
connected automatically to the emergency
switchboard - then, those services referred to
in 4/5A3.7 are to be connected automatically
to the emergency generator as quickly as is
safe and practicable subject to a maximum of
45 seconds, or
PART 4 SECTION 5|10 Electrical Installations -- Part A. Systems
2) Provided with a transitional source of
emergency electrical power as specified in
4/5A3.7 unless an emergency generator is
provided capable both of supplying the
services referred to in 4/5A3.7 of being
automatically started and supplying the
required load as quickly as is safe and
practicable subject to a maximum of 45
seconds, and
c An adequate fuel capacity for the emergency
generator prime mover is to be provided.
4/5A3.5.3 Accumulator Battery
Where the emergency source of electrical power is an
accumulator battery it is to be capable of:
a Carrying the emergency electrical load without
recharging while maintaining the voltage of the battery
throughout the discharge period within 12% above or
below its nominal voltage;
b Automatically connecting to the emergency
switchboard in the event of failure of the main source
of electrical power, and
c Immediately supplying at least those services
specified in 4/5A3.7.
4/5A3.5.4 Emergency Generator for Non-
emergency Services
Provided that suitable measures are taken for
safeguarding independent emergency operation under
all circumstances, the emergency generator may be
used, exceptionally, and for short periods, to supply
non-emergency circuits during blackout situation, dead
craft situation and routine use for testing. See also
4/5A3.9.5.
4/5A3.7 Transitional Source of Power
The transitional source of emergency electrical power
where required by 4/5A3.5.2.b2 is to consist of an
accumulator battery which is to operate without
recharging while maintaining the voltage of the battery
throughout the discharge period within 12% above or
below its nominal voltage and be of sufficient capacity
and is to be so arranged as to supply automatically in
the event of failure of either the main or the emergency
source of electrical power at least the following
services if they depend upon an electrical source for
their operation:
1 For a period of half an hour, the lighting required
by 4/5A3.3.2. For this transitional phase, the required
emergency electric lighting, in respect of the machinery
space and accommodation and service spaces may be
provided by permanently fixed, individual,
automatically charged, relay operated accumulator
lamps, and
2 All services required by 4/5A3.3.3a through
4/5A3.3.3d and 4/5A3.3.9.
 3 With respect to the watertight doors:
a Power to operate the watertight doors, but not
necessarily simultaneously, unless an
independent temporary source of stored
energy is provided. The power source
should have sufficient capacity to operate
each door at least three times, i.e. closed -
open - closed, against an adverse list of 15°,
and
b Power to the control, indication and alarm
circuits for the watertight doors for half an
hour.
4/5A3.9 Emergency Switchboard
4/5A3.9.1 General
The emergency switchboard is to be installed as near as
is practicable to the emergency source of electrical
power.
4/5A3.9.2 Emergency Switchboard for Generator
Where the emergency source of electrical power is a
generator, the emergency switchboard is to be located
in the same space unless the operation of the
emergency switchboard would thereby be impaired.
4/5A3.9.3 Accumulator Battery
No accumulator battery fitted in accordance with
4/5A3.5.3 or 4/5A3.7 is to be installed in the same
space as the emergency switchboard. An indicator is to
be mounted on the main switchboard or in the
machinery control room to indicate when these
batteries are being discharged.
4/5A3.9.4 Interconnector Feeder Between
Emergency and Main Switchboards
The emergency switchboard is to be supplied during
normal operation from the main switchboard by an
interconnector feeder which is to be protected at the
main switchboard against overload and short circuit.
The interconnector feeder is to be disconnected
automatically at the emergency switchboard upon
failure of the main source of electrical power. Where
the system is arranged for feedback operation, the
interconnector feeder is also to be protected at the
emergency switchboard against short circuit. In
addition, the circuit protection device at the emergency
switchboard on the interconnector feeder is to trip to
prevent overloading of the emergency generator.
4/5A3.9.5 Disconnection of Non-emergency Circuits
For ready availability of the emergency source of
electrical power, arrangements are to be made where
necessary to disconnect automatically non-emergency
circuits from the emergency switchboard so that
electrical power is to be available automatically to the
emergency circuits.
PART 4 SECTION 5|11 Electrical Installations -- Part A. Systems
4/5A3.11 Arrangements for Periodic Testing
Provision is to be made to enable the periodic testing of
the complete emergency system and is to include the
testing of automatic starting arrangements.
4/5A3.13 Craft Intended to Carry Passengers
See 5/1.13.
4/5A3.15 Starting Arrangements for Emergency
Generator Sets
4/5A3.15.1 Cold Conditions
Emergency generating sets are to be capable of being
readily started in their cold condition at a temperature
of 0 oC (32 oF). If this is impracticable, or if lower
temperatures are likely to be encountered, heating
arrangements are to be provided for ready starting of
the generating sets.
4/5A3.15.2 Number of Starts
Each emergency generator that is arranged to be
automatically started is to be equipped with approved
starting devices with a stored energy capability of at
least three consecutive starts. Unless a second
independent means of starting is provided, the source
of stored energy is to be protected to preclude critical
depletion by automatic starting system, i.e., the
automatic starting system is only allowable for
consumption of the stored energy source to a level that
would still provide the capability for starting the
emergency generator upon intervention by a personnel.
In addition, a second source of energy is to be provided
for an additional three starts within 30 minutes unless
manual starting can be demonstrated to be effective to
the Surveyor.
4/5A3.15.3 Charging of Stored Energy
The stored energy is to be maintained at all times, as
follows:
a Electrical and hydraulic starting systems are to be
maintained from the emergency switchboard;
b Compressed air starting systems may be
maintained by the main or auxiliary compressed air
receivers through a suitable non-return valve or by an
emergency air compressor which, if electrically driven,
is supplied from the emergency switchboard;
c All of these starting, charging and energy storing
devices are to be located in the emergency generator
space; these devices are not to be used for any purpose
other than the operation of the emergency generating
set. This does not preclude the supply to the air
receiver of the emergency generating set from the main
or auxiliary compressed air system through the non-
return valve fitted in the emergency generator space.
4/5A3.15.4 Manual Starting
Where automatic starting is not required as per
4/5A3.5.2b2, manual (hand) starting is permissible,
such as manual cranking, inertia starters, manually
charged hydraulic accumulators, or power charge
cartridges, where they can be demonstrated as being
effective to the Surveyor.
When manual (hand) starting is not practicable, the
requirements of 4/5A3.15.2 and 4/5A3.15.3 are to be
complied with except that starting may be manually
initiated.
4/5A3.17 Cargo Craft Less Than 500 GT Having
Electrical Plants of 75 kW and Above
4/5A3.17.1 General
These requirements are intended for cargo craft less
than 500 GT having electrical plants of an aggregate
capacity of 75 kW and above. The emergency source
of electrical power is to be self-contained and readily
available. 4/5A3.1.1, 4/5A3.1.2, 4/5A3.5 through
4/5A3.13 and 4/5A3.19 are also applicable. Where the
source of electrical power is a battery, see 4/5B2.7 for
the installation. For emergency lighting, a relay-
controlled, battery-operated lanterns is acceptable.
4/5A3.17.2 Capacity
The emergency source of electrical power is to be
capable of supplying simultaneously at least the
following services for the period as specified herein:
a Emergency lighting for 6 hours for:
1 At the stowage positions of life-saving
appliances;
2 At all escape routes such as alleyways,
stairways, exits from accommodation and
service spaces, embarkation points, etc.;
3 In the public spaces, if any;
4 In the machinery spaces and main emergency
generating spaces, including their control
positions;
5 In control stations;
6 At the stowage positions for fireman' s outfits,
and
7 At the steering gear;
b Navigation lights and other lights required by the
International Regulation for Preventing Collisions at
Sea in force.
c For 6 hours, craft radio facilities and other loads
as set out in 14.12.2 of the IMO International Code of
Safety for High-speed Craft.
d For 6 hours, electrical internal communication
equipment for announcements during evacuation.
PART 4 SECTION 5|12 Electrical Installations -- Part A. Systems
4/5A3.19 Requirements by the Governmental
Authority
Attention is directed to the requirements of the
governmental authority of the country, whose flag the
craft flies, for the emergency services and the
accumulator batteries required in various types of
craft.
4/5A4 Distribution System
4/5A4.1 Craft Service Distribution System
4/5A4.1.1 General
Current-carrying parts with potential to earth are to be
protected against accidental contact.
For recognized standard distribution systems, see 4/5.7.
Separate feeders are to be provided for essential and
emergency services.
During normal operation these consumers may be
connected to the same power-bus directly or via
distribution boards or group starters, but should be
separated by removable links or other approved means.
Each power-bus should be able to supply all equipment
necessary to maintain the control of propulsion,
steering control, navigation, lighting and ventilation,
and allow starting of the largest essential electric motor
at any load. See 4/5C15.2.
Where loss of a particular essential service would cause
serious risk to the craft, the service should be fed by at
least two independent circuits fed in such a way that no
single failure in the electrical supply or distribution
systems would effect both supplies.
For cargo craft, in order to minimize the probability of
compromising the craft’s safety due to failure of an
essential service, partial reduction in the capability
from normal operation may be accepted; additionally,
non-duplicated consumers of essential services
connected to the emergency switchboard directly or via
distribution boards may be accepted.
Automatic load-dependent disconnection of non-
essential consumers may be allowed.
4/5A4.1.2 Method of Distribution
The output of the craft's service generators may be
supplied to the current consumers by way of either
branch system, meshed network system, or ring main
system. The cables of a ring-main or other looped
circuit (e.g. interconnecting section boards in a
continuous circuit) are to be formed of conductors
having sufficient current-carrying and short-circuit
capacity for any possible load and supply
configuration.
Distribution systems should be so arranged that the
feeders from the main and emergency sources are
separated both vertically and horizontally as widely as
practicable.
4/5A4.1.3 Through-feed Arrangements
The size of feeder conductors is to be uniform for the
total length, but may be reduced beyond any
intermediate section board and distribution board,
provided that the reduced size section of the feeder is
protected by an overload device.
4/5A4.1.4 Motor Control Center
Feeder cables from the main switchboard or any section
board to the motor control centers are to have a
continuous current-carrying capacity not less than
100% of the sum of the nameplate ratings of all the
motors supplied. The over-current protective device is
to be in accordance with 4/5A5.1.3.
4/5A4.1.5 Motor Branch Circuit
A separate circuit is to be provided for each fixed
motor having a full-load current rating of 6 amperes or
more and the conductors are to have a carrying capacity
of not less than 100% of the motor full-load current
rating. No branch circuit is to have conductors less than
1.5 mm2 wire. Circuit-disconnecting devices are to be
provided for each motor branch circuit and to be in
accordance with 4/5B2.13.2 and 4/5C4.17.2.
4/5A4.1.6 Power Supply Through Transformers
and Converters
a Continuity of Supply Where transformers or
converters are an essential part of the propulsion or
craft service electrical supply system, the system is to
be so arranged as to ensure at least the same continuity
of the supply as required by 4/5A2.1.2 for generators.
b Arrangements Each required transformer is to
be located as a separate unit with separate enclosure or
equivalent, and is to be served by separate circuits on
the primary and secondary sides. Each of the secondary
circuits is to be provided with a multipole isolating
switch. A circuit breaker provided in the secondary
circuit in accordance with 4/5A5.15.1 will be
acceptable in lieu of multipole isolating switch.
4/5A4.1.7 Ventilation System
Ventilation fans for cargo space are to have feeders
separate from those for accommodations.
4/5A4.1.8 Heating Appliances
Each heater is to be connected to a separate final
subcircuit. However, a group of up to 10 heaters whose
total current does not exceed 16 A may be connected to
a single final subcircuit.
PART 4 SECTION 5|13 Electrical Installations -- Part A. Systems
4/5A4.1.9 Circuits for Bunker or Cargo Space
All lighting and power circuits terminating in a bunker
or cargo space are to be provided with a multiple pole
switch outside the space for disconnecting such
circuits.
4/5A4.3 Hull Return System
4/5A4.3.1 General
The hull return system is not to be used for power,
heating, or lighting except that the following systems
may be used:
1 impressed current cathodic protective systems;
2 limited and locally earthed systems, provided
that any possible resulting current does not
flow directly through any hazardous areas, or
3 insulation level monitoring devices, provided
the circulation current does not exceed 30 mA
under all possible conditions.
Current-carrying parts with potential to earth are to be
protected against accidental contact.
4/5A4.3.2 Final Subcircuits and Earth Wires
Where the hull return system is used, all final
subcircuits, i.e., all circuits fitted after the last
protective device, are to consist of two insulated wires,
the hull return being achieved by connecting to the hull
one of the busbars of the distribution board from which
they originate. The earth wires are to be in accessible
locations to permit their ready examination and to
enable their disconnection for testing of insulation.
4/5A4.5 Earthed Distribution Systems
System earthing is to be effected by means independent
of any earthing arrangements of the non-current-
carrying parts. Means of disconnection is to be
provided in the neutral earthing connection of each
generator so that the generator may be disconnected for
maintenance. In distribution systems with neutral
earthed or for generators intended to be run with
neutrals interconnected, the machines are to be
designed to avoid circulating currents exceeding the
prescribed value. Transformer neutral is not to be
earthed unless all corresponding generator neutrals are
disconnected from the system (e.g. during shore
supply).
4/5A4.7 External or Shore Power Supply
Connection
4/5A4.7.1 General
Where arrangements are made for the supply of
electricity from a source on shore or other external
source, a termination point is to be provided on the
craft for the reception of the flexible cable from the
external source. Fixed cables of adequate rating are to
be provided between the termination point and the main
or emergency switchboard. Means for disconnecting
the external or shore power supply are to be provided
at the receiving switchboard. See 4/5A5.11 for the
protection of external or shore power supply circuit.
4/5A4.7.2 Earthing Terminal
An earth terminal is to be provided for connecting the
hull to an external earth.
4/5A4.7.3 Indicators
The external supply connection or shore connection is
to be provided with a pilot lamp and a voltmeter (and
frequency meter for A.C.) at main or emergency
switchboard to show energized status of the cable.
4/5A4.7.4 Polarity or Phase Sequence
Means are to be provided for checking the polarity (for
D.C.) or the phase sequence (for three-phase A.C.) of
the incoming supply in relation to the craft's system.
4/5A4.7.5 Information Plate
An information plate is to be provided at or near the
connection box giving full information on the system of
supply and the nominal voltage (and frequency if A.C.)
of the craft's system and the recommended procedure
for carrying out the connection.
4/5A4.7.6 Securing of Trailing Cable
Provision is to be made for securing the trailing cable
to a framework to absorb stress on the electrical
terminals by catenary tension of the cable.
4/5A5 Circuit Protection System
4/5A5.1 System Design
4/5A5.1.1 General
Electrical installations are to be protected against
accidental overload, including short circuit, by
automatic protective devices for :
a Continued supply to remaining essential circuits
in the event of a fault.
b Minimizing the possibility of damage to the
system and fire.
Three-phase, three-wire alternating current circuits are
to be protected by a triple-pole circuit breaker with
three overload trips or by a triple-pole switch with a
fuse in each phase. All branch circuits are to be
protected at distribution boards only and any reduction
in conductor sizes is to be protected. Dual-voltage
systems having a earthed neutral are not to have fuses
in the neutral conductor, but a circuit breaker which
simultaneously opens all conductors may be installed
when desired. In no case is the dual-voltage system to
extend beyond the last distribution board.
PART 4 SECTION 5|14 Electrical Installations -- Part A. Systems
Additionally, when a protective device is a fuse, it is to
be placed on the load side of the disconnect switch
serving the protected circuit.
4/5A5.1.2 Protection Against Short-circuit
a Protective Devices Protection against short-
circuit is to be provided for each non-earthed conductor
by means of circuit breakers or fuses.
b Rated Short-circuit Breaking Capacity The
rated short-circuit breaking capacity of every protective
device is not to be less than the maximum available
fault current at that point. For alternating current
(A.C.), the rated short-circuit breaking capacity is not
to be less than the root mean square (r.m.s.) value of
the A.C. component of the prospective short-circuit
current at the point of application. The circuit breaker
is to be able to break any current having an A.C.
component not exceeding its rated breaking capacity,
whatever the inherent direct current (D.C.) component
may be at the beginning of the interruption.
c Rated Short-circuit Making Capacity The rated
short-circuit making capacity of every switching device
is to be adequate for maximum peak value of the
prospective short-circuit current at the point of
installation. The circuit breaker is to be able to make
the current corresponding to its making capacity
without opening within a time corresponding to the
maximum time delay required.
4/5A5.1.3 Protection Against Overload
a Circuit Breakers Circuit breakers or other
mechanical switching devices for overload protection
are to have a tripping characteristics (overload-trip
time) adequate for the overload capacity of all elements
in the system to be protected and for any discrimination
requirements.
b Fuses The fuse of greater than 320 amperes is
not to be used for overload protection.
c Rating Fuse ratings and rating (or settings, if
adjustable) of time-delay trip elements of circuit
breakers are not to exceed the rated current capacity of
the conductor to be protected as listed in Table 4/5C.10
except as otherwise permitted for generator, motor, and
transformer circuit protection in 4/5A5.3, 4/5A5.13 and
4/5A5.15. If the standard ratings or settings of overload
devices do not correspond to the rating or the setting
allowed for conductors, the next higher standard rating
or setting may be used provided it does not exceed
150% of the allowable current carrying capacity of the
conductor. Except as otherwise permitted for motor and
transformer branch-circuit protection, adjustable-trip
circuit breakers of the time-delay or instantaneous type
are to be set to operate at not more than 150% of the
rated capacity of the conductor to be protected.
d Indication The rating or setting of the overload
protective device for each circuit is to be permanently
indicated at the location of the protective device.
4/5A5.1.4 Cascade System (Back-up Protection)
a General Where a circuit breaker does not have a
short circuit breaking and/or making capacity at least
equal to the maximum prospective short-circuit current
at the point where it is installed, it is to be backed-up
by fuse or by a circuit breaker on the generator side,
having at least the necessary short-circuit rating for the
available fault at the point of application. The
upstream circuit breaker or fuse is to be specifically
approved for back-up combinations with the
downstream circuit breaker and maximum fault rating
for the combinations is to be provided. Cascading
arrangements exclude generator circuit breakers.
b Application Downstream circuit breakers having
short circuit ratings less than the short circuit current
available at the point of application, will be specially
considered for non-essential circuits and for essential
circuits where automatic transfer to a duplicate circuit
is utilized. The same fuse or circuit breaker may back-
up more than one circuit breaker when essential
services are not involved.
4/5A5.1.5 Coordinated Tripping
Coordinated tripping is to be provided between
generator, bus tie, bus feeder and feeder protective
devices. See also 4/5A5.3.2 and 4/5A5.7.1. Except for
cascade system (backup protection) in 4/5A5.1.4, the
coordinated tripping is also to be provided between
feeder and branch-circuit protective devices for
essential services. Continuity of service to essential
circuits under short-circuit conditions is to be achieved
by discrimination of the protective devices as follows:
a The tripping characteristics of protective devices
in series is to be coordinated.
b Only the protective device nearest to the fault is
to open the circuit except for cascade system (back-up
protection) as specified in 4/5A5.1.4a.
c The protective devices are to be capable of
carrying, without opening, a current not less than the
short-circuit current at the point of application for a
time corresponding to the opening of the breaker,
increased by the time delay required for discrimination.
4/5A5.3 Protection for Generators
4/5A5.3.1 General
Generators of less than 25 kW not arranged for parallel
operation may be protected by fuses. Any generators
arranged for parallel operation and all generators of 25
kW and over are to be protected by a trip-free circuit
breaker whose trip settings are not to exceed the
thermal withstand capacity of the generator. The long-
time over-current protection is not to exceed 15%
above either the full-load rating of continuous-rated
machines or the overload rating of special-rated
machines. The shutting down of the prime mover is to
cause the tripping of the craft’s service generator
circuit breaker.
PART 4 SECTION 5|15 Electrical Installations -- Part A. Systems
4/5A5.3.2 Trip Setting for Coordination
The instantaneous and short-time overcurrent trips of
the generators are to be set at the lowest values of
current and time which will coordinate with the trip
settings of feeder circuit breakers. See also 4/5A5.1.5.
4/5A5.3.3 Load-shedding Arrangements
In order to safeguard electrical power supply for
essential services, load-shedding arrangements to
disconnect non-essential services are to be provided in
the following cases.
a Where one generating set is normally used to
supply the required load, but where the possibility exits
that due to the switching on of additional loads,
whether manually or automatically initiated, the total
load exceeds the rated generator capacity.
b Where in case of failure of one of the parallel
running generators, the total load exceeds the
connected capacity of the remaining generator(s).
4/5A5.3.4 Emergency Generator
The emergency generator is also to comply with
4/5A5.1, 4/5A5.3, 4/5A5.5 and 4/5A5.7 where
applicable. See also 4/5A3.9.
4/5A5.5 Protection for Alternating-current (A.C.)
Generators
4/5A5.5.1 Short-time Delay Trip
Short-time delay trip are to be provided with circuit
breakers for A.C. generator. For generators with a
capacity of less than 200 kW having prime movers such
as diesel engines or gas turbines which operate
independently of the electrical system, consideration
will be given to omission of short-time delay trips if
instantaneous and long time delay trips are provided.
4/5A5.5.2 Parallel Operation
Where A.C. generators are arranged for parallel
operation with other A.C. generators, the following
protective devices are to be provided.
a Instantaneous Trip Instantaneous trips are to be
installed and set in excess of the maximum short-circuit
contribution of the individual generator where three or
more generators are arranged for parallel operation.
b Reverse Power Protection A time-delayed
reverse active power protection or other devices which
provide adequate protection is to be provided. The
setting of protective devices is to be in the range 2% to
6% of the rated power for turbines and in the range 8%
to 15% of the rated power for diesel engines. A fall of
50% in the applied voltage is not to render the reverse
power protection inoperative, although it may alter the
setting to open the breaker within the above range.
c Undervoltage Protection Means are to be
provided to prevent the generator circuit breaker from
closing if the generator is not generating, and to open
the same when the generator voltage collapses.
In the case of an undervoltage release provided for this
purpose, the operation is to be instantaneous when
preventing closure of the breaker, but is to be delayed
for discrimination purposes when tripping a breaker.
4/5A5.7 Protection for Direct Current (D.C.)
Generators
4/5A5.7.1 Instantaneous Trip
D.C. generator circuit breakers are to be provided with
an instantaneous trip set below the generator maximum
short-circuit current and are to coordinate with the trip
settings of feeder circuit breakers supplied by the
generator.
4/5A5.7.2 Parallel Operation
a Reverse Current Protection D.C. generators
arranged for parallel operation with other D.C.
generators or with an accumulator battery are to be
provided with instantaneous or short-time delayed
reverse current protection. The setting of the protection
devices is to be within the power range specified by
4/5A5.5.2b. When the equalizer connection is
provided, the reverse current device is to be connected
on the pole opposite to the equalizer connection where
the series compound winding for the generator is
connected. Reverse current protection is to be adequate
to deal effectively with reverse current conditions
emanating from the distribution system (e.g., electric
driven cargo winches).
b Generator Ammeter Shunts Generator ammeter
shunts are to be so located that the ammeters indicate
total generator current.
c Undervoltage Protection Requirements for A.C.
generator in 4/5A5.5.2c are also applicable to D.C.
generator.
4/5A5.9 Protection for Accumulator Batteries
Accumulator (storage) batteries, other than engine
starting batteries, are to be protected against overload
and short circuits by devices placed as near as
practicable to the batteries but outside of the battery
rooms, lockers or boxes, except that the emergency
batteries supplying essential services are to have short
circuit protection only. Fuses may be used for the
protection of emergency lighting storage batteries
instead of circuit breakers up to and including 320
amperes rating. The charging equipment, except
converters, for all batteries with a voltage more than
20% of the line voltage is to be provided with reverse
current protection.
PART 4 SECTION 5|16 Electrical Installations -- Part A. Systems
4/5A5.11 Protection for External or Shore Power
Supply
4/5A5.11.1 General
Where arrangements are made for the supply of
electricity from a source on shore or other external
source, permanently fixed cables from the external
supply or shore connection box to the main or
emergency switchboard are to be protected by fuses or
circuit breakers located at the connection box.
4/5A5.11.2 Interlocking Arrangement
Where the generator is not arranged for parallel
operation with the external or shore power supply, an
interlocking arrangement is to be provided for the
circuit breakers or disconnecting devices between
generator and the external or shore power supply in
order to safeguard from connecting unlike power
sources to the same bus.
4/5A5.13 Protection for Motor Branch Circuits
4/5A5.13.1 General
Trip elements of circuit breaker for starting and for
short-circuit protection are to be in accordance with
4/5A5.13.2 or 4/5A5.13.3 except that circuit breakers
having only instantaneous trips may be provided as part
of the motor control center. Where circuit breakers
having only instantaneous trips are provided, the motor
running protective device is to open all conductors, and
the motor controller is to be capable of opening the
circuit without damage to itself resulting from a current
up to the setting of the circuit breaker. Circuit-
disconnecting devices are to be provided for each
motor branch circuit and to be in accordance with
4/5B2.13.2 and 4/5C4.17.2.
4/5A5.13.2 Direct-current Motor Branch Circuits
The maximum fuse rating or the setting of the time-
delay trip element is to be 150% of the full-load rating
of the motor served. If that rating or setting is not
available, the next higher available rating or setting
may be used.
4/5A5.13.3 Alternating-current Motor Branch
Circuits
The maximum fuse rating or setting of the trip element
is to be the value stated below. If that rating or setting
is not available, the next higher available rating or
setting may be used.
 can be fed into secondary windings, short-circuit
Rating or Setting protection (i.e., short-time delay trips) is to be provided
Type of Motor in % Motor Full- in the secondary connections.
load Current
4/5A5.17 Protection for Meters, Pilot Lamps, and
Squirrel-cage and Synchronous 250 Control Circuits
Full-voltage, Reactor or Resistor-
starting Indicating and measuring devices are to be protected by
Autotransformer Starting 200 means of fuses or current limiting devices. For devices
such as voltage regulators where interruption of the
Wound Rotor 150
circuit may have serious consequences, fuses are not to
be used. If fuses are not used, means are to be provided
When fuses are used to protect polyphase motor
to prevent fire in unprotected part of installation. Fuses
circuits, it is to be arranged to protect against single-
are to be placed as near as possible to the tapping from
phasing.
the supply.
The setting of magnetic instantaneous trips for short-
circuit protection only is to exceed the transient current
4/5A6 Systems for Steering Gear
inrush of the motor, and to be the standard value
nearest to, but not less than, 10 times full-load motor
4/5A6.1 Power Supply Feeder
current.
Each electric or electrohydraulic steering gear is to be
4/5A5.13.4 Motor Running Protection served by at least two exclusive circuits fed directly
Running protection is to be provided for all motors
from the main switchboard; however, one of the
having a power rating exceeding 0.5 kW except that
circuits may be supplied through the emergency
such protection is not to be provided for steering gear
switchboard. An auxiliary electric or electrohydraulic
motors (see 4/5A6.3). The running protection is to be
steering gear associated with a main electric or
set between 100% and 125% of the motor rated current.
electrohydraulic steering gear may be connected to one
of the circuits supplying this main steering gear. The
4/5A5.13.5 Protection for Undervoltage
circuits supplying an electric or electrohydraulic
The motor controller for motors having power rating
steering gear are to have adequate rating for supplying
exceeding 0.5 kW is to provide protection against low
all motors, control systems and instrumentation which
voltage. Undervoltage release is to be provided on
are normally connected to them and operated
controllers for auxiliaries which are essential to the
simultaneously. The circuits are to be separated
operation of the propulsion equipment where the
throughout their length as widely as is practicable.
automatic restart after a voltage failure is not
hazardous. Otherwise undervoltage protection is to be
4/5A6.3 Protection for Steering Gear Circuit
used. The use of controllers of the undervoltage release
type is to be limited to avoid excessive starting current
4/5A6.3.1 Short Circuit Protection
when a group of motors with undervoltage release Each steering gear feeder is to be provided with short-
controllers are restarted automatically upon regaining circuit protection which is to be located at the main or
the voltage. emergency switchboard. Long term overcurrent
protection is not to be provided for steering gear
4/5A5.15 Protection for Transformer Circuits motors.
a Direct Current (D.C.) Motors For D.C. motors,
4/5A5.15.1 Setting of Overcurrent Device
the feeder circuit breaker is to be set to trip
Each power and lighting transformer feeder is to be
instantaneously at not less than 300% and not more
protected by an overcurrent device rated or set at a
than 375% of the rated full-load current of the steering
value not more than 125% of rated primary current.
gear motor, except that the feeder circuit breaker on the
When a transformer is provided with an overcurrent
emergency switchboard may be set to trip at not less
device in the secondary circuit rated or set at not more
than 200%.
than 125% of rated secondary current, the feeder
b Alternating Current (A.C.) Motors For A.C.
overcurrent device may be rated or set at a value less
motors, the protection against excess current, including
than 250% of the rated primary current.
starting current, if provided, is to be for not less than
twice the full load current of the motor or circuit so
4/5A5.15.2 Parallel Operation
protected, and is to be arranged to permit the passage
When the transformers are arranged for parallel
of the appropriate starting currents.
operation, means are to be provided to disconnect the
transformer from the secondary circuit. Where power

PART 4 SECTION 5|17 Electrical Installations -- Part A. Systems

 c Fuses as Motor-feeder Protection The use of
fuses instead of circuit breakers for steering gear motor
feeder short circuit protection is not permitted.
4/5A6.3.2 Undervoltage Release
Power unit motor controllers and other automatic motor
controllers are to be fitted with undervoltage release.
4/5A6.5 Emergency Power Supply
Where the rudder stock is required by 3/5.3.1 to be
over 230 mm (9 in.) diameter using Ks = 1.0 in way of
the tiller, excluding strengthening for navigation in ice,
an alternative power supply, sufficient at least to supply
the steering gear power unit and also its associated
control system and rudder angle indicator, is to be
provided automatically, within 45 seconds either from
the emergency source of electrical power or from an
independent source of power located in the steering
gear compartment. The steering gear power unit under
alternative power supply is to be capable of moving the
rudder from 15 degrees on one side to 15 degrees on
the other side in not more than 60 seconds with the
craft at the design draft while running at one half the
maximum speed ahead or 7 knots whichever is the
greater. This independent source of power is to be used
only for this purpose. The alternative power supply is
to have a capacity for at least 10 minutes of continuous
operation. See 4/5A3.3.5.
4/5A6.7 Controls, Instrumentation, and Alarms
See 4/8.6.
4/5A7 Lighting and Navigation Light Systems
4/5A7.1 Lighting System
4/5A7.1.1 Main Lighting System
A main electric lighting system is to provide
illumination throughout those parts of the craft
normally accessible to and used by passengers or crew.
It is to be supplied from the main source of electrical
power.
4/5A7.1.2 System Arrangement
a Main Lighting System The arrangement of the
main electric lighting system is to be such that a fire or
other casualty in spaces containing the main source of
electrical power, associated transforming equipment, if
any, the main switchboard and the main lighting
switchboard, will not render the emergency electric
lighting system required by 4/5A3.3.2 of this Section
or 5/1.13.3a1 or 5/1.13.3b1 inoperative.
b Emergency Lighting System The arrangement
of the emergency electric lighting system is to be such
that a fire or other casualty in spaces containing the
PART 4 SECTION 5|18 Electrical Installations -- Part A. Systems
emergency source of electrical power, associated
transforming equipment, if any, the emergency
switchboard and the emergency lighting switchboard
will not render the main electric lighting system
required by 4/5A7.1.1 inoperative.
4/5A7.1.3 Lighting Circuits
a Machinery Space and Accommodation Space
In spaces such as :
- public spaces;
- main machinery spaces;
- galleys;
- corridors;
- stairways leading to boat-decks;
there are to be more than one final sub-circuit for
lighting, one of which may be supplied from the
emergency switchboard, in such a way that failure of
any one circuit does not leave these spaces in darkness.
b Cargo Spaces Fixed lighting circuits in cargo
spaces are to be controlled by multipole-linked
switches situated outside the cargo spaces. Means are
to be provided on the multipole linked switches to
indicate the live status of circuits.
4/5A7.1.4 Protection for Lighting Circuits
Lighting circuits are to be protected against overload
and short circuit. Overload protective devices are to be
rated or set at not more than 30 amperes. The
connected load is not to exceed the lesser of the rated
current carrying capacity of the conductor or 80% of
the overload protective device rating or setting. The
control switches are to be rated for the load controlled.
4/5A7.3 Navigation Light System
4/5A7.3.1 Feeders
The masthead, side and stern lights are to be separately
connected to a distribution board reserved for
navigation light, placed in an accessible position on
bridge, and is connected directly or through
transformers to the main or emergency switchboard.
These lights are to be fitted with duplicate lamps or
other dual light sources and are to be controlled by an
indicator panel. Provision is to be made on the bridge
for the navigation lights to be transferred to an
alternative supply. See 4/5A3.3.2b for power supply.
4/5A7.3.2 Navigation Light Indicator
Each navigation light as listed in 4/5A7.3.1 is to be
provided with an indicator panel which gives audible
and/or visual warning automatically in the event of
extinction of the light. If an audible device is used, it is
to be connected to a separate source of supply, for
example a primary or accumulator (storage) battery. If
a visual signal is used which is connected in series with
the navigation light, means are to be provided to
prevent the extinction of the navigation light due to
failure of the visual signal. A means for disconnection
of each navigation light circuit is to be provided at the
indicator panel.
4/5A7.3.3 Protection
Each navigation light as listed in 4/5A7.3.1 is to be
protected by a fuse in each insulated pole and provided
with a double-pole switch or alternatively by a double-
pole circuit breaker fitted on the distribution board or
the indicator panel referred to above. The rating of the
fuses is to be at least twice that of the largest branch
fuse and greater than the maximum panel load.
4/5A8 Interior Communication Systems
4/5A8.1 Operating Compartment
At least two independent means are to be provided for
communicating orders from the operating compartment
to the position in the machinery space or in the control
room from which the speed and direction of thrust of
the propellers are controlled. Appropriate means of
communication are to be provided to any other
positions from which the main propulsion machinery
may be controlled. See 4/5A3.3.3a for power supply.
4/5A8.3 Voice Communications
4/5A8.3.1 Propulsion and Steering Gear Control
Stations
A common talking means of voice communication and
calling is to be provided between the operating
compartment, main propulsion control station (if
fitted), and the steering gear compartment so that the
simultaneous talking among these spaces is possible at
all times and the calling to these spaces is always
possible even if the line is busy
4/5A8.3.2 Elevator
Where an elevator is installed, a telephone is to be
permanently installed in all cars and connected to a
continuously manned area. The telephone may be
sound powered, battery operated or electrically
powered from the emergency source of power.
4/5A8.3.3 Independence of Power Supply Circuit
Final subcircuit for power supply to these voice
communication systems is to be independent of other
electrical systems and control, monitoring, and alarm
systems. See 4/5A3.3.3a for power supply.
4/5A8.5 Public Address System
A public address system is to be provided. This system
is to cover all areas where passengers and crew have
access, escape route, and places of embarkation into
PART 4 SECTION 5|19 Electrical Installations -- Part A. Systems
survival craft. The system should be such that flooding
or fire in any compartment does not render other parts
of the system inoperable.
4/5A8.7 Emergency and Interior-communication
Switchboard
Emergency and interior-communication switchboards,
when fitted, are to comply with the applicable parts of
4/5C4 and attention is directed to the requirements of
the governmental authority whose flag the craft flies.
4/5A9 Manually Operated Alarms
4/5A9.1 General Emergency Alarm System
Each craft over 100 GT is to be fitted with a general
emergency alarm. The general emergency alarm
system is to be capable of sounding the general
emergency alarm signal consisting of seven or more
short blasts followed by one long blast on the craft's
whistle or siren and additionally on an electrically
operated bell or klaxon or other equivalent warning
system, which is to be powered from the craft's main
supply and the emergency source of electrical power
required by 4/5A3, as appropriate. The system is be
capable of operation from the operating compartment
and, except for the craft's whistle, also from other
strategic points. The system is to be audible throughout
all the accommodation and normal crew working
spaces and open decks, and its sound pressure level is
to be at least 10 dB(A) above ambient noise levels
under way in normal cruise operation. The alarm is to
continue to function after it has been triggered until it is
manually turned off or is temporarily interrupted by a
message on the public address system.
4/5A9.3 Engineers' Alarm
An engineer's alarm operable from the main propulsion
control station is to be provided on craft of 500 GT
and over. It is to be audible in all the accommodations
and if provided, in the engineers' accommodation. See
4/5A3.3.9 for power supply.
4/5A9.5 Refrigerated Space Alarm
Fan and diffuser rooms serving subfreezing
compartments are to be provided with a device capable
of activating an audible and visual alarm in a manned
control center and operable from within the latter space
for the protection of personnel. See 4/5A3.3.9 for
power supply.
4/5A9.7 Elevator
A device which will activate an audible and visual
alarm in a manned control center is to be provided in
all cars. Such alarm system is to be independent of
power and control systems of the elevator. See
4/5A3.3.9 for power supply.
4/5A10 Fire Protection and Fire Detection Systems
4/5A10.1 Emergency Stop
4/5A10.1.1 Ventilation System
a General All electrical ventilation systems are to
be provided with means for stopping the motors in case
of fire or other emergency. These requirements do not
apply to closed re-circulating systems within a single
space. For passenger craft, the ventilation fans of each
zone in the accommodation spaces are to be capable of
being independently control from a continuously
manned control station. See also 4/9.5.1.
PART 4 SECTION 5|20 Electrical Installations -- Part A. Systems
b Machinery Space Ventilation The main
machinery-space ventilation is to be provided with
means for stopping the ventilation fans, which is to be
located in the passageway leading to, but outside of the
space, or in a centralized fire-fighting location.
c Ventilation Other Than Machinery Space A
control station for all other ventilation systems is to be
located in a centralized fire-fighting location or
operating compartment, or in an accessible position
leading to, but outside of the space ventilated.
4/5A10.1.2 Fuel Oil Units
See 4/6.49.3 and 4/9.5.3 for emergency tripping and
emergency stop for fuel oil units.
4/5A10.3 Fire Detection and Alarm System
See 7.7.1 through 7.7.3 and 7.8.3 of the IMO
International Code of Safety for High-speed Craft and
4/11.3.18c.

Part B. Installation
4/5B1 Plans and Data to be Submitted
4/5B1.1 Booklet of Standard Details
A booklet of the standard wiring practices and details
including such items as cable supports, earthing details,
bulkhead and deck penetrations, cable joints and
sealing, cable splicing, watertight and explosion-proof
connections to equipment, earthing and bonding
connections, etc., as applicable, is to be submitted.
Where cable penetration methods for A- or B-class
decks or bulkheads are shown, an evidence of approval
by an Administration signatory to 1974 SOLAS as
amended is also to be submitted.
4/5B1.3 Arrangement of Electrical Equipment
A general arrangement plan showing the location of at
least the following electrical equipment is to be
submitted for review.
- Generator, Essential Motor, and Transformer
- Battery
- Switchboard, Battery Charger, and Motor
Controller
- Emergency Lighting Fixture
- General Emergency Alarm Device and Alarm
Actuator
- Detector, Manual Call Point and Alarm Panel for
Fire Detection and Alarm System
- Certified-safe Type Equipment
Where cable splices or cable junction boxes are
provided, locations of the splices and cable junction
boxes together with the information of their services
are also to be submitted for review.
4/5B1.5 Electrical Equipment in Hazardous Areas
A plan showing hazardous areas is to be submitted for
review together with the following:
- A list of intended electrical equipment in the
indicated hazardous areas, including a description
of the equipment, applicable degree of protection
and ratings. See 4/5B7.3.
- For intrinsically-safe systems, also wiring plans,
installation instructions with any restrictions
imposed by the certification agency.
- Detail of installation for echo sounder, speed log,
and impressed current cathodic protection system
where located in these areas.
PART 4 SECTION 5|21 Electrical Installations -- Part B. Installations
When the selection of the equipment has been
finalized, a list identifying all equipment in the
hazardous areas, their degree of protection, rating,
manufacturer's name, model number and evidence of
certification is to be submitted. An approved copy of
this list/booklet is to be maintained on board for future
reference. See 1/3.3.1k5 and 4/5B7.1.4.
4/5B2 Equipment Installation and Arrangement
4/5B2.1 General Consideration
4/5B2.1.1 Equipment Location
Electrical equipment is to be so placed or protected as
to minimize the probability of mechanical injury or
damage from the accumulation of dust, oil vapors,
steam or dripping liquids. Equipment liable to generate
arc is to be ventilated or placed in a compartment
ventilated to avoid accumulation of flammable gases,
acid fumes and oil vapors. See Table 4/5B.1 for
required degree of protection for various locations.
4/5B2.1.2 Protection from Bilge Water
All generators, motors and electric couplings are to be
so arranged that they cannot be damaged by bilge
water; and, if necessary, a watertight coaming is to be
provided to form a well around the base of such
equipment with provision for removing water from the
well.
4/5B2.1.3 Accessibility
The design and arrangement of electrical apparatus is
to provide accessibility to parts requiring inspection or
adjustment. Armature and field coils, rotors and
revolving fields are to be removable and where air
ducts are used, there are to be means of access.
4/5B2.1.4 Special Requirements for Non-metallic
Craft
The following is applicable to non-metallic craft.
a In order to minimize the risk of fire, structural
damage, electrical shock and radio interference due to
lightning strike or electrostatic discharge, all metal
parts of the craft are to be bonded together, in so far as
possible in consideration of galvanic corrosion between
dissimilar metals, to form a continuous electrical
system, suitable for the earth return of electrical
equipment and to connect the craft to the water when
waterborne. The bonding of isolated components
inside the structure is not generally necessary, except in
fuel tanks. A lightning protection system consisting of a
copper spike, a conductor of a minimum cross-section
per 4/5B2.1.4b and a grounding plate of not less than
450 cm2 (1 ft2) is to be installed. The spike is to
project at least 150 mm (6 in.) above the uppermost
part of the craft, the conductor is to run clear of metal
objects and as straight as practicable, and the
grounding plate is to be located so that it is immersed
under all conditions of heel. Metallic rudders may be
used as grounding plates.
b Primary conductors provided for lightning
discharge currents are to have a minimum cross-section
of 50 mm2 in copper or equivalent surge-carrying
capacity in aluminum.
c Metallic pipes capable of generating electrostatic
discharges, due to the flow of liquids and gases are to
be bonded so as to be electrically continuous
throughout their length and are to be adequately
earthed.
d Secondary conductors provided for the
equalization of static discharges, bonding of
equipment, etc., but not for carrying lightning
discharges are to have a minimum cross-section of 5
mm2 copper or equivalent surge current carrying
capacity in aluminum.
e The electrical resistance between bonded objects
and the basic structure is not to exceed 0.05 ohm
except where it can be demonstrated that a higher
resistance will not cause a hazard. The bonding path is
to have sufficient cross-sectional area to carry the
maximum current likely to be imposed on it without
excessive voltage drop.
f Each pressure refueling point is to be provided
with a means of bonding the fueling equipment to the
craft.
4/5B2.3 Generators
All generators are to be located with their shafts in a
fore-and-aft direction on the craft and are to operate
satisfactorily in accordance with the inclination
requirements of 4/1.21. Where it is not practicable to
mount the generators with the armature shafts in the
fore-and-aft direction, their lubrication will require
special consideration. Provision is to be made to
prevent oil or oil vapor from passing into the machine
windings.
4/5B2.5 Craft Service Motors
4/5B2.5.1 General
Motors for use in the machinery space above the floor
plate or spaces where subject to mechanical injury, or
dripping of oil or water are to have an enclosure of at
least IP22 protection in accordance with Table 4/5B.1.
However where they are protected by drip covers, they
may have an enclosure of the lower protection grade
than IP22. The motors having a protection enclosure of
IP22 or lower are to be installed at a location high
enough to avoid bilge water. Motors below the level of
the floor plates are to have an enclosure of at least IP44
protection. Where motors intended for service at sea
are not mounted with the rotor shafts in the fore-and-aft
direction, the type of bearing and lubrication will
require special consideration.
PART 4 SECTION 5|22 Electrical Installations -- Part B. Installations
4/5B2.5.2 Pump Motors
Motors for operating plunger and close-coupled pumps
are to have the driving end entirely enclosed or
designed to prevent leakage from entering the motor.
4/5B2.5.3 Motors on Weather Decks
Motors for use on weather decks are to have an
enclosure of at least IP56 protection or are to be
enclosed in watertight housings.
4/5B2.5.4 Motors Below Decks
Motors below decks are to be installed at a location as
dry as practicable and away from steam, water, and oil
piping.
4/5B2.7 Accumulator Batteries
4/5B2.7.1 General
The following requirements are applicable to
permanently installed power, control and monitoring
storage batteries of acid or alkaline types. Batteries are
to be so arranged that the trays are accessible and
provided with not less than 254 mm (10 in.) headroom.
Where a relief valve is provided for discharging
excessive gas due to overcharge, arrangements are to
be made for releasing the gas to the weather deck away
from any source of ignition.
Accumulator batteries are not to be located in crew
accommodation.
4/5B2.7.2 Battery Installation and Arrangements
a Large Batteries Large storage batteries, those
connected to a charging device with an output of more
than 2 kW, are to be installed in a room assigned to the
battery only, but may be installed in a deck locker if
such a room is not available. No electrical equipment is
to be installed in the battery rooms unless essential for
the operational purposes and certified safe for battery
room atmosphere (See 4/5B7.1).
b Moderate-size Batteries Batteries of moderate
size, those connected to a charging device with a power
output of 0.2 kW up to and including 2 kW, may be
installed in the battery room or may be installed in
battery lockers or deck boxes in the emergency
generator room, machinery space or other suitable
location. Cranking batteries are to be located as closely
as possible to the engine or engines served.
c Small Batteries Small batteries are to be
installed in a battery box and may be located as
desired, except they are not to be located in sleeping
quarters unless hermetically sealed.
d Battery Trays Trays for batteries are to be
chocked with wood strips or equivalent to prevent
movement and each tray is to be fitted with
nonabsorbent insulating supports on the bottom and
with similar spacer blocks at the sides or with
equivalent provision to secure air-circulation space all
around each tray.
 e Identification of Battery Types Lead-acid
batteries and alkaline batteries, when placed in the
same battery compartment, are to be effectively
identified as to type and segregated.
4/5B2.7.3 Ventilation
a Battery Rooms Battery rooms are to be
ventilated to avoid accumulation of flammable gas.
Natural ventilation may be employed if ducts are run
directly from the top of the battery room to the open air
above.
If natural ventilation is impractical, mechanical exhaust
ventilation is to be provided with fan intake at the top
of the room. Fans are to be of non-sparking
construction in accordance with 4/5B7.7 and capable of
completely changing the air in the battery room in not
more than two minutes. Alternatively, a lesser
ventilation rate may be considered, provided that
satisfactory calculations are submitted substantiating
that adequate ventilation is available to maintain the
flammable gases within the battery room to a level
below the lower explosive limit (L.E.L.) at the
maximum battery charging current. Where the
ventilation rate is based on low hydrogen emission
type batteries, a warning notice to this effect is to be
provided in a visible place in the battery room.
Openings for air inlet are to be provided near the floor.
b Battery Lockers Battery lockers are to be
ventilated, if practicable, similarly to battery rooms by
a duct led from the top of the locker to the open air or
to an exhaust ventilation duct. Louvers or equivalent
are to be provided near the bottom for entrance of air.
c Deck Boxes Deck boxes are to be provided with
a duct from the top of the box, terminating in a goose
neck, mushroom head or equivalent to prevent entrance
of water. Holes for air inlet are to be provided on at
least two opposite sides of the box. The entire deck
box, including openings for ventilation, is to be
weathertight to prevent entrance of spray or rain.
d Small Battery Boxes Boxes for small batteries
require no ventilation other than openings near the top
to permit escape of gas.
4/5B2.7.4 Protection from Corrosion
The interiors of battery rooms, including the structural
parts and shelves therein, as well as ventilation inlets
and outlets are to be painted with corrosion-resistant
paint. Shelves in battery rooms or lockers for acid
batteries are to have a watertight lining of sheet lead
not less than 1.6 mm (1/16 in.) on all sides. For alkaline
batteries the shelves are to be similarly lined with steel
not less than 0.8 mm (1/32 in.) thick. Alternatively, a
battery room may be fitted with a watertight lead pan,
steel for alkaline batteries, over the entire deck, carried
up not less than 152 mm (6 in.) on all sides. Deck
boxes are to be lined in accordance with the above
alternative method. Boxes for small batteries are to be
lined to a depth of 76 mm (3 in.) consistent with the
methods described above.
PART 4 SECTION 5|23 Electrical Installations -- Part B. Installations
4/5B2.9 Switchboard
Switchboards are to be so arranged as to give easy
access as may be needed to apparatus and equipment,
without danger to personnel. Switchboards are to be
located in a dry place so as to provide a clear working
space of at least 914 mm (36 in.) at the front of the
switchboard and a clearance of at least 610 mm (24 in.)
at the rear which may be reduced to 457 mm (18 in.) in
way of stiffeners or frames except that, for
switchboards which are enclosed at the rear and are
fully serviceable from the front, clearance at the rear
will not be required unless necessary for cooling.
Switchboards are to be secured to a solid foundation.
They are to be self-supported, or be braced to the
bulkhead or the deck above. In case the last method is
used, means of bracing is to be flexible to allow
deflection of the deck without buckling the assembly
structure.
4/5B2.11 Distribution boards
4/5B2.11.1 Location and Protection
Distribution boards are to be located in accessible
positions and not in such spaces as bunkers,
storerooms, cargo holds or compartments allotted
alternately to passengers or cargo. Distribution boards
are to have approved non-combustible non-hygroscopic
enclosures. Metal enclosures and all exposed metal
parts in non-metallic enclosures are to be earthed to the
craft's structure. All cases are to be of adequate
mechanical strength.
4/5B2.11.2 Switchboard-type Distribution boards
Distribution boards of the switchboard type, unless
installed in machinery spaces or in compartments
assigned exclusively to electric equipment and
accessible only to authorized personnel, are to be
completely enclosed or protected against accidental
contact and unauthorized operation.
4/5B2.11.3 Safety-type Panels
If the method of operation demands the handling of
switches by persons unfamiliar with electrical
equipment, the distribution board is to be of the safety
type; this type of distribution board is to be used for
controlling branch lighting circuits. Dead front type
panels are to be used where voltage to earth is in excess
of 55 volts D.C. or 55 volts A.C. r.m.s. between
conductors.
4/5B2.13 Motor Controllers and Control Centers
4/5B2.13.1 Location and Installation
Motor control centers are to be located in a dry place.
Clear working space is to be provided around motor
control centers to enable doors to be fully opened and
equipment removed for maintenance and replacement.
Motor control centers are to be secured to a solid
foundation, be self-supported, or be braced to the
bulkhead.
4/5B2.13.2 Disconnecting Arrangements
a Device Means are to be provided for
disconnecting the motor and controller from all supply
conductors, except that a manually operated switch or
circuit breaker may serve as both controller and
disconnecting means (see 4/5C4.17.2).
b Location The disconnecting device may be in
the same enclosure with the controller, or may be in a
separate enclosure, and is to be externally operated.
The branch-circuit switch or circuit breaker on the
power-distribution board or switchboard may serve as
the disconnect device if in the same compartment with
the controller.
c Locking Means If the disconnecting device is
not within sight of both motor and controller, or if it is
more than 15.25 m (50 ft) from either, it is to be
arranged for locking in the open position. Where a
remote control is required for a motor, this locking
device is not to be provided for the local start or stop
switch at the machine side and is to be provided at the
feeder circuit breaker for such motor.
d Identification Plate The disconnect switch, if
not adjacent to the controller, is to be provided with an
identification plate.
e Open and Close Indications The disconnect
device is to indicate by a position of the handle, or
otherwise, whether it is open or closed.
4/5B2.13.3 Indicating-light Circuits
Where indicating-light circuits are employed, their
potential is to be limited to 150 volts if the opening of
the foregoing disconnecting devices does not de-
energize the indicating circuit.
4/5B2.15 Resistors for Control Apparatus
The resistor is to be protected against corrosion either
by rust-proofing or embedding in a protective material.
Resistors are to be located in well-ventilated
compartments and are to be mounted with ample
clearances, about 305 mm (12 in.) to prevent excessive
heating of adjacent craft's structure or dangerous
overheating of unprotected combustible material. The
arrangement of the electrical equipment and wiring
located within these spaces is to be such as to prevent
their exposure to ambient temperatures in excess of that
for which they have been designed.
4/5B2.17 Lighting Fixtures
Lighting fixtures are be so arranged as to prevent
temperature rises which could damage the cables and
wiring, and to prevent surrounding material from
becoming excessively hot.
PART 4 SECTION 5|24 Electrical Installations -- Part B. Installations
4/5B2.19 Heating Equipment
Electric radiators, if used, are to be fixed in position
and be so constructed as to reduce fire risks to a
minimum. Electric radiators of the exposed-element
type are not to be used.
4/5B2.21 Magnetic Compasses
Precautions are to be taken in connection with
apparatus and wiring in the vicinity of the magnetic
compass to prevent disturbance of the needle from
external magnetic fields.
4/5B2.23 Portable Equipment and Outlets
Portable equipment are not to be used in hazardous
areas nor are portable lights to be used for berth lights
in passenger accommodations or crew’s quarters.
4/5B2.25 Receptacles and Plugs of Different
Ratings
Receptacles and plugs of different electrical ratings are
not to be interchangeable. In cases where it is necessary
to use 230 volts portable equipment, the receptacles for
their attachment are to be of a type which will not
permit attaching 115 volts equipment.
4/5B3 Cable Installation
4/5B3.1 General Considerations
4/5B3.1.1 Continuity of Cabling
Electric cables are to be installed in continuous lengths
between terminations at equipment or in cable junction
boxes. See 4/5B3.33. However, approved splices will
be permitted at interfaces of new construction modules,
when necessary to extend existing circuits for a craft
undergoing repair or alteration, and in certain cases to
provide for cables of exceptional length (See
4/5B3.29).
4/5B3.1.2 Choice of Cables
The rated operating temperature of the insulating
material is to be at least 10 oC (18 oF) higher than the
maximum ambient temperature likely to exist, or to be
produced, in the space where the cable is installed.
4/5B3.1.3 Cable Voltage Drop for New Installation
The cross-sectional area of conductors are to be so
determined that the drop in voltage from the main or
emergency switchboard bus-bars to any and every point
of the installation when the conductors are carrying the
maximum current under normal steady conditions of
service, will not exceed 6% of the nominal voltage. For
supplies from batteries with a voltage not exceeding 55
V this figure may be increased to 10%.
The above values are applicable under normal steady
conditions. Under special conditions of short duration,
such as motor starting, higher voltage drops may be
accepted provided the installation is capable of
withstanding the effects of these higher voltage drops.
4/5B3.1.4 Restricted Location of Cabling
Cables and wiring are to be installed and supported in
such a manner as to avoid chafing or other damage.
Cables are to be located with a view to avoiding, as far
as practicable, spaces where excessive heat and gases
may be encountered, also spaces where they may be
exposed to damage, such as exposed sides of
deckhouses. Cables are not to be installed in the bilge
area unless protected from bilge water.
4/5B3.1.5 Means of Drainage from Cable
Enclosures
Where cables are installed in a cable draw box and
horizontal pipes or the equivalent used for cable
protection, means of drainage are to be provided.
4/5B3.1.6 High Voltage Cables
Cables serving systems above 1 kV are not to be
bunched with cables serving systems of 1 kV and
below.
4/5B3.3 Insulation Resistance for New Installation
Each power and each light circuit is to have an
insulation resistance between conductors and between
each conductor and earth of not less than the following
values.
Up to 5 amperes load 2 meg ohms
10 amperes load 1 meg ohm
25 amperes load 400,000 ohms
50 amperes load 250,000 ohms
100 amperes load 100,000 ohms
200 amperes load 50,000 ohms
Over 200 amperes load 25,000 ohms
If the above values are not obtained, any or all
appliances connected to the circuit may be
disconnected for this test.
4/5B3.5 Protection for Electric-magnetic Induction
4/5B3.5.1 Multiple Conductor Cables
All phase conductors of alternating-current cables are
to be contained within the same sheath in order to
avoid overheating due to induction by use of multiple
conductor cables.
PART 4 SECTION 5|25 Electrical Installations -- Part B. Installations
4/5B3.5.2 Single Conductor Cables
Single conductor cables may be used for power
transmission provided the following arrangements are
complied with;
a Cables are supported on non-fragile insulators;
b There are to be no magnetic materials between
cables of a group; and
c Where single conductor cables are run in
bunches, each group of cables is to comprise 360
electrical degrees, and where run for considerable
length, individual cables are to be transposed
throughout the length in order to cancel out any
possible effects of magnetic interference.
Additionally, single conductor cables may be used
when carrying negligible current (for control circuits,
etc.). See 4/5C7.1.5 for armor.
4/5B3.5.3 Non-shielded Signal Cables
Except for fiber optic cables, non-shielded signal
cables for automation and control systems essential for
the safe operation of the craft which may be affected
by electromagnetic interference are not to be run in the
same bunch with power or lighting cables.
4/5B3.7 Joints and Sealing
Cables not having a moisture-resistant insulation are to
be sealed against the admission of moisture by methods
such as taping in combination with insulating
compound or sealing devices. Cables are to be installed
in such a manner that stresses on the cable are not
transmitted to the conductors. Terminations and joints
in all conductors are to be so made as to retain the
original electrical, flame retarding and, where
necessary, fire resisting properties of the cable.
Terminal boxes are to be secured in place and the
moisture-resistant jacket is to extend through the cable
clamp. Enclosures for outlets, switches, and similar
fittings are to be flame and moisture-resistant and of
adequate mechanical strength and rigidity to protect the
contents and to prevent distortion under all likely
conditions of service. See also 4/5B3.17.1 and
4/5B3.29.
4/5B3.9 Support and Bending
4/5B3.9.1 Support
Where cables are run in groups, they are to be
supported in metal hangers arranged as far as
practicable to permit painting of the surrounding
structure without undue disturbance to the installation.
Single-cable runs may be supported by metal clips
screwed directly to deck or bulkhead except on
watertight bulkheads. Power supply cables grouped in a
single hanger are to be limited preferably to two banks.
Supports for cables are to be spaced less than 610 mm
(24 in.) apart in both the horizontal and vertical
directions. Cables supported by clips or straps on the
under side of beams are to be run on backing plates,
cable racks or the equivalent. Metal supports are to be
designed to secure cables without damage to insulation
or armor and are to be so arranged that the cable will
bear over a length of at least 12.7 mm (0.5 in.). Plastic
cable straps are not to be used for cable support but
may be used with a combination of metallic cable
straps for retaining cables.
4/5B3.9.2 Bending Radius
For bending radius requirements, see Table 4/5B.2.
4/5B3.11 Cable Run in Bunches
4/5B3.11.1 Reduction of Current Rating
Where cables which may be expected to operate
simultaneously are laid close together in a cable bunch
in such a way that there is an absence of free air
circulation around them the following reduction factor
is to be applied to the current rating obtained from
Table 4/5C.10:
Number of cables in one bunch Reduction factor
one to six 1.0
seven to twelve 0.85
Bunches of more than twelve cables will be subject to
special consideration based on the type and service of
the various cables in the bunch.
4/5B3.11.2 Clearance and Segregation
A clearance is to be maintained between any two cable
bunches of at least the diameter of the largest cable in
either bunch. Otherwise, for the purpose of determining
the number of cables in the bunch the total number of
cables on both sides of the clearance will be used.
4/5B3.11.3 Cable of Lower Conductor
Temperature
The current rating of each cable in a bunch is to be
determined based on the lowest conductor temperature
rating of any cable in the bunch.
4/5B3.13 Deck and Bulkhead Penetrations
Where cables pass through watertight, firetight, or
smoke-tight bulkheads or decks, the penetrations are to
be made through the use of approved stuffing tubes,
transit devices, or pourable materials which will
maintain the watertight, firetight, or smoke-tight
integrity of the bulkheads or decks. Additionally, each
such stuffing tube, transit device, or pourable material
is to be of a character so as not to damage the cable
physically or through chemical action or through heat
build-up. When cables pass through non-watertight
bulkheads where the bearing surface is less than 6.4
PART 4 SECTION 5|26 Electrical Installations -- Part B. Installations
mm (0.25 in.), the holes are to be fitted with bushings
having rounded edges and a bearing surface for the
cable of at least 6.4 mm (0.25 in.) in length. Where
cables pass through deck beams, or similar structural
parts, all burrs are to be removed in way of the holes
and care is to be taken to eliminate sharp edges. Where
cable conduit pipe or equivalent is carried through
decks or bulkheads, arrangements are to be made to
maintain the integrity of the water or gas tightness of
the structure. Cables are not to pass through a collision
bulkhead.
4/5B3.15 Mechanical Protection
4/5B3.15.1 Metallic Armor
Electric cables installed in locations liable to damage
during normal operation of the craft are to be provided
with braided metallic armor and otherwise suitably
protected from mechanical injury as appropriate for the
location. See also 4/5B7.1.3 for cables in hazardous
areas.
4/5B3.15.2 Conduit Pipe or Structural Shapes
Where cables are installed in locations in way of
hatches, tank tops, open decks subject to seas, and
where passing through decks, are to be protected by
substantial metal shields, structural shapes, pipe or
other equivalent means. All such coverings are to be of
sufficient strength to provide effective protection to the
cables. When expansion bends are fitted they are to be
accessible for maintenance. Where cables are installed
in metal piping or in a metal conduit system, such
piping and systems are to be earthed and are to be
mechanically and electrically continuous across all
joints.
4/5B3.17 Emergency and Essential Feeders
4/5B3.17.1 Location
Cables and wiring serving essential services or
emergency power, lighting, internal communications or
signals are to be so far as practicable be routed clear of
galleys, laundries, machinery spaces and their casing
and other high fire risk areas. Cables connecting fire
pumps to the emergency switchboard are to be of a fire
resistant type where they pass through high fire risk
areas. Cables are to be run in such a manner as to
preclude damage by heating of the bulkheads that may
be caused by a fire in an adjacent space.
4/5B3.17.2 Requirements by the Governmental
Authority
Attention is directed to the requirements of the
governmental authority of the country, whose flag the
craft flies, for the installation of emergency circuits
required in various types of craft.
4/5B3.19 Mineral Insulated Cables
At all points where mineral-insulated metal-sheathed
cable terminates, an approval seal is to be provided
immediately after stripping to prevent entrance of
moisture into the mineral insulation. In addition, the
conductors extending beyond the sheath are to be
insulated with an approved insulating material. When
mineral-insulated cable is connected to boxes or
equipment, the fittings are to be approved for the
conditions of service. The connections are to be in
accordance with the manufacturers installation
recommendation.
4/5B3.21 Fiber Optic Cables
The installation of fiber optic cables is to be in
accordance with the manufacturer's recommendations
to prevent sharp bends where the fiber optic cables
enter the equipment enclosure. Consideration is to be
given to the use of angled stuffing tubes. The cables are
to be installed so as to avoid abrading, crushing,
twisting, kinking or pulling around sharp edges.
4/5B3.23 Battery Room
Where cables enter battery rooms, the holes are to be
bushed as required for watertight bulkheads in
4/5B3.13. All connections within battery rooms are to
be resistant to the electrolyte. Cables are to be sealed to
resist the entrance of electrolyte by spray or creepage.
The size of the connecting cable is to be based on
current-carrying capacities given in Table 4/5C.10 and
the starting rate of charge or maximum discharge rate,
whichever is the greater, is to be taken into
consideration in determining the cable size.
4/5B3.25 Paneling and Dome Fixtures
Cables may be installed behind paneling, provided all
connections are accessible and the location of
concealed connection boxes is indicated. Where a cable
strip molding is used for cable installation on the
incombustible paneling, it is to be of incombustible
material. Dome fixtures are to be installed so that they
are vented or they are to be fitted with fire-resistant
material in such a manner as to protect the insulated
wiring leading to the lamps and any exposed woodwork
from excessive temperature.
4/5B3.27 Sheathing and Structural Insulation
Cables may be installed behind sheathing, but they are
not to be installed behind nor imbedded in structural
insulation; they are to pass through such insulation at
right angles and are to be protected by a continuous
pipe with a stuffing tube at one end. For deck
penetrations this stuffing tube is to be at the upper end
PART 4 SECTION 5|27 Electrical Installations -- Part B. Installations
of the pipe and for bulkhead penetrations it is to be on
the uninsulated side of the bulkhead. For refrigerated-
space insulation the pipe is to be of phenolic or similar
heat-insulating material joined to the bulkhead stuffing
tube or a section of such material is to be inserted
between the bulkhead stuffing tube and the metallic
pipe.
4/5B3.29 Splicing of Electrical Cables
4/5B3.29.1 Basis of Approval
Replacement insulation is to be fire resistant and is to
be equivalent in electrical and thermal properties to the
original insulation. The replacement jacket is to be at
least equivalent to the original impervious sheath and is
to assure a watertight splice. Splices are to be made
using an approved splice kit which contains the
following:
- Connector of correct size and number
- Replacement insulation
- Replacement jacket
- Instructions for use
In addition, prior to approval of a splicing kit, it will be
required that completed splices be tested for fire
resistance, watertightness, dielectric strength, etc. to the
satisfaction of the Surveyor. This requirement may be
modified for splice kits which have had such tests
conducted and reported on by an independent agency
acceptable to the Bureau.
4/5B3.29.2 Installation
All splices are to be made after the cable is in place and
are to be accessible for inspection. The conductor
splice is to be made using a pressure type butt
connector by use of a one-cycle compression tool. See
4/5B7.1.3 for splices in hazardous area.
4/5B3.29.3 Protection
Splices may be located in protected enclosures or in
open wireways. Armored cables having splices will not
be required to have the armor replaced provided that
the remaining armor has been earthed in compliance
with 4/5B4.9 or provided the armor is made electrically
continuous. Splices are to be so located such that
stresses (as from the weight of the cable) are not
carried by the splice.
4/5B3.31 Splicing of Fiber Optic Cables
Splicing of fiber optic cables is to be made by means of
approved mechanical or fusion methods.
4/5B3.33 Cable Junction Box
Except for propulsion cables, junction boxes may be
used in the installation of electric cables aboard the
craft provided the plans required by 4/5B1.3 for
junction boxes are submitted and the following
requirements are complied with.
1 The design and construction of the junction
boxes are to comply with 4/5C6.7 as well as
subparagraph 2. below.
2 The junction boxes are to be suitable for the
environment in which they are installed, i.e., explosion-
proof in hazardous areas, watertight or weathertight on
deck, etc.
3 Separate junction boxes are to be used for
feeders and circuits of different rated voltage levels.
Each junction box is to be appropriately identified as
regards the rated voltage of the feeders and circuits it
contains.
4 The junction boxes for emergency feeders and
circuits are to be separate from those used for normal
craft service feeders and circuits.
5 The junction boxes for control and alarm circuits
are to be separate from those for power circuits. Also,
where separate means of control is required (e.g.
steering gear), the junction boxes for such circuits are
to be separated.
6 Cables are to be supported, as necessary, within
junction boxes so as not to put stress (as from the
weight of the cable) on the cable contact mountings,
The connections are to be provided with locking type
connections.
In addition to the above, the applicable requirements in
4/5B3 and 4/5C7 regarding cable installation and
application details are to be complied with.
4/5B4 Earthing
4/5B4.1 General
Exposed metal parts of electrical machines or
equipment which are not intended to be live but which
are liable under fault conditions to become live are to
be earthed unless the machines or equipment are:
1 supplied at a voltage not exceeding 55 V D.C. or
55 V A.C. r.m.s. between conductors; auto-
transformers are not to be used for the purpose of
achieving this voltage; or
2 supplied at a voltage not exceeding 250 V A.C.
r.m.s. by safety isolating transformers supplying only
one consuming device; or
3 constructed in accordance with the principle of
double insulation,
4/5B4.3 Permanent Equipment
The metal frames or cases of all permanently installed
generators, motors, controllers, instruments and similar
equipment are to be permanently earthed through a
metallic contact with the craft's structure.
PART 4 SECTION 5|28 Electrical Installations -- Part B. Installations
Alternatively, they are to be connected to the hull by a
separate conductor in accordance with 4/5B4.5. Where
outlets, switches and similar fittings are of non-metallic
construction, all exposed metal parts is to be earthed.
4/5B4.5 Connections
4/5B4.5.1 General
All earthing conductors are to be of copper or other
corrosion resistant material and is to be protected
against damage. The nominal cross-sectional area of
every copper earthing conductor is to be not less than
that required by Table 4/5B.3.
4/5B4.5.2 Earthed Distribution System
Earthing conductors in earthed distribution system are
to comply with 4/5B4.5.1, except that the earthing
conductor in line C4 of Table 4/5B.3 is to be A/2.
4/5B4.5.3 Connection to Hull Structure.
All connection of an earth-continuity conductor or
earthing lead to the craft's structure is to be made in an
accessible position and is secured by a screw of brass
or other corrosion-resistant material having cross
sectional area equivalent to the earth-continuity
conductor or earthing lead but not less than 4 mm (0.16
in.) in diameter. The earth connection screw is to be
used for this purpose only. See 4/6.7.12 for control of
static electricity.
4/5B4.7 Portable Cords
Receptacle outlets operating at 55 volts D.C. or 55
volts A.C. r.m.s. or more are to have a earthing pole.
4/5B4.9 Cable Metallic Covering
All metal sheaths, armor of cable and mineral-insulated
metal-sheathed cable are to be electrically continuous
and are to be earthed to the metal hull at each end of
the run except that final subcircuits may be earthed at
the supply end only. All metallic coverings of power
and lighting cables passing through hazardous area or
connected to equipment in such an area are to be
earthed at least at each end. See also 4/11.3.7.e3.
4/5B4.11 Lightning Earth Conductors
Each wooden mast or topmast is to be fitted with
lightning earth conductors. They need not be fitted to
steel masts.
4/5B7 Equipment and Installation in Hazardous
Area
4/5B7.1 General Consideration
4/5B7.1.1 General
Electrical equipment and wiring are not to be installed
in hazardous area unless essential for operational
purposes.
4/5B7.1.2 Lighting Circuits
All switches and protective devices for lighting fixtures
in hazardous area are to interrupt all poles or phases
and are to be located in a non-hazardous area. The
switches and protective devices for lighting fixtures are
to be suitably labeled for identification purposes.
4/5B7.1.3 Cables Installation
Cables in hazardous areas are to be armored or
mineral-insulated metal-sheathed. Where these cables
pass through boundaries of such locations, they are to
be run through gastight fittings. No splices are allowed
in hazardous areas except in intrinsically-safe circuits.
4/5B7.1.4 Permanent Warning Plates
Permanent warning plates are to be installed in the
vicinity of hazardous areas in which electrical
equipment is installed, such as pump room, to advise
personnel carrying out maintenance, repair or surveys
of availability of the booklet/list of equipment in
hazardous areas referenced in 4/5B1.5, if required for
their use.
4/5B7.3 Certified-safe and Pressurized Type
Equipment and Systems
4/5B7.3.1 Installation Approval
Electrical equipment in hazardous areas is to be of a
type suitable for such locations. Where permitted by
the Guide, electrical equipment of certified safe type,
such as explosion-proof type and intrinsically-safe
electrical instruments, circuitry and devices, will be
approved for installation provided such equipment has
been type-tested and certified by a competent
independent testing laboratory as explosion-proof or
intrinsically-safe and provided that there is no
departure in the production equipment from the design
so tested and approved.
4/5B7.3.2 Intrinsically-safe System
a Separation Intrinsically-safe systems are to be
completely separated and independent of all other
electric systems. Intrinsically-safe cables are to have
shielded conductors or to be installed a minimum of 50
mm (2 in.) from other electric cables and are not to
occupy an enclosure (such as a junction box or terminal
cabinet) with non-intrinsically-safe circuits.
PART 4 SECTION 5|29 Electrical Installations -- Part B. Installations
b Physical Barrier When intrinsically-safe
components are located by necessity within enclosures
that contain non-intrinsically-safe systems, such as
control consoles and motor starters, such components
are to be effectively isolated in a sub-compartment by
physical barriers having a cover or panel secured by
bolts, locks, allen-screws, or other approved methods.
The physical barrier is not intended to apply to the
source of power for the intrinsically-safe circuit
interface.
c Nameplate The sub-compartment is to have an
identifying nameplate indicating that the equipment
within is intrinsically-safe and that unauthorized
modification or repairs are prohibited.
d Replacement Unless specifically approved,
replacement equipment for intrinsically-safe circuits is
to be identical to the original equipment.
4/5B7.3.3 Pressurized Equipment
Pressurized equipment is to consist of separately-
ventilated enclosures supplied with positive-pressure
ventilation from a closed-loop system or from a source
outside the hazardous areas, and provision is to be
made such that the equipment cannot be energized until
the enclosure has been purged with a minimum of ten
air changes and required pressure is obtained.
Ventilating pipes are to have a minimum wall thickness
of 3 mm (0.12 in. or 11 gage). In the case of loss of
pressurization, power is to be automatically removed
from the equipment, unless this would result in a
condition more hazardous than the created by failure to
de-energized the equipment. In this case, in lieu of
removal of power, an audible and visual alarm is to be
provided at a normally manned control station.
Pressurized equipment in compliance with IEC
Publication 79-2, NFPA 496 or other recognized
standard will also be acceptable.
4/5B7.5 Paint Stores
4/5B7.5.1 General
Electrical equipment in paint stores and in ventilation
ducts serving such spaces where permitted by
4/5B7.1.1 is to comply with the requirements for group
IIB class T3 in IEC Publication 79.
The following type of equipment will be acceptable for
such spaces.
a intrinsically-safe defined by 4/5.3.6
b explosion-proof defined by 4/5.3.3
c pressurized defined by 4/5.3.12
d increased safety defined by 4/5.3.7
e other equipment with special protection
recognized as safe for use in explosive gas atmospheres
by a national or other appropriate authority
4/5B7.5.2 Open Area Near Ventilation Openings
In the areas on open deck within 1 m (3.3 ft) of
ventilation inlet or within 1 m (3.3 ft) (if natural) or 3
m (10 ft) (if mechanical) of exhaust outlet, electrical
equipment and cables where permitted by 4/5B7.1.1
are to be in accordance with 4/5B7.1.2, 4/5B7.1.3 and
4/5B7.3.1.
4/5B7.5.3 Enclosed Access Spaces
The enclosed spaces giving access to the paint store
may be considered as non-hazardous, provided that:
a the door to the paint store is gastight with self-
closing devices without holding back arrangements,
b the paint store is provided with an acceptable,
independent, natural ventilation system ventilated from
a safe area, and
c warning notices are fitted adjacent to the paint
store entrance stating that the store contains flammable
liquids.
4/5B7.7 Non-sparking Fans
4/5B7.7.1 Design Criteria
a Air Gap The air gap between the impeller and
the casing is to be not less than 10% of the shaft
diameter in way of the impeller bearing but not less
than 2 mm (0.08 in.). It need not be more than 13 mm
(0.5 in.).
b Protection Screen Protection screens of not
more than 13 mm (0.5 in.) square mesh are to be fitted
in the inlet and outlet of ventilation ducts to prevent the
entrance of object into the fan casing.
4/5B7.7.2 Materials
a Impeller and its Housing Except as indicated in
4/5B7.7.2c below, the impeller and the housing in way
of the impeller are to be made of alloys which are
recognized as being spark proof by appropriate test.
b Electrostatic Charges Electrostatic charges both
in the rotating body and the casing are to be prevented
by the use of antistatic materials. Furthermore, the
installation on board of the ventilation units is to be
such as to ensure the safe bonding to the hull of the
units themselves.
PART 4 SECTION 5|30 Electrical Installations -- Part B. Installations
c Acceptable Combination of Materials Tests
referred to in 4/5B7.7.2a above are not required for
fans having the following combinations:
1 Impellers and/or housings of nonmetallic
material, due regard being paid to the
elimination of static electricity;
2 Impellers and housings of non-ferrous
materials;
3 impellers of aluminum alloys or magnesium
alloys and a ferrous (including austenitic
stainless steel) housing on which a ring of
suitable thickness of non-ferrous materials is
fitted in way of the impeller;
4 Any combination of ferrous (including
austenitic stainless steel) impellers and
housings with not less than 13 mm (0.5 in.)
tip design clearance.
d Unacceptable Combination of Materials The
following impellers and housings are considered as
sparking-producing and are not permitted:
1 Impellers of an aluminum alloy or magnesium
alloy and a ferrous housing, regardless of tip
clearance;
2 Housing made of an aluminum alloy or a
magnesium alloy and a ferrous impeller,
regardless of tip clearance;
3 Any combination of ferrous impeller and
housing with less than 13 mm (0.5 in.) design
tip clearance.
4/5B7.7.3 Type Test
Type tests on the finished product are to be carried out
using an acceptable national or international standard.
The tests need not to be witnessed by the Surveyor for
individual fans produced on a production line basis,
provided the Surveyor is satisfied from periodic
inspections and the manufacturer's quality assurance
procedures that the fans are being satisfactorily tested
to appropriate standards. See also 4/1.3.
Table 4/5B.1 Minimum Degree of Protection
[See 4/5B2.1.1]
(1) (2) (3) EQUIPMENT - : Not recommended to be installed
Switchboards, Distribution boards, Motor Control Center,
and Controller (See 4/5B2.9 to 4/5B2.13)
Generators (See 4/5B2.3)
Example Condition Motors (See 4/5B2.5)
of of Transformers, Converters
Location Location Lighting fixtures (See 4/5B2.17)
Heating appliances
(See 4/5B2.19)
Accessories (*2)
REMARKS
Dry Accommodation space Danger of touching live parts IP20 - IP20 IP20 IP20 IP20 IP20
Dry Control Rooms only IP20 - IP20 IP20 IP20 IP20 IP20
Control rooms (Operating Danger of dripping liquid IP22 - IP22 IP22 IP22 IP22 IP22
compartment) and/or moderate mechanical
damage
Machinery spaces above IP22 IP22 IP22 IP22 IP22 IP22 IP44
floor plates
Steering gear rooms IP22 IP22 IP22 IP22 IP22 IP22 IP44
Refrigerating machinery IP22 - IP22 IP22 IP22 IP22 IP44
rooms
Emergency machinery rooms IP22 IP22 IP22 IP22 IP22 IP22 IP44
General store rooms IP22 - IP22 IP22 IP22 IP22 IP22
Pantries IP22 - IP22 IP22 IP22 IP22 IP44
Provision rooms IP22 - IP22 IP22 IP22 IP22 IP22
Bathrooms & Showers Increased danger of - - - - IP34 IP44 IP55
Machinery spaces below liquid and/or mechanical - - IP44 - IP34 IP44 IP55
floor plates damage (*1)
Closed fuel oil or lubricating IP44 - IP44 - IP34 IP44 IP55
oil separator rooms (*1)
Ballast pump rooms Increased danger of IP44 - IP44 IP44 IP34 IP44 IP55
Refrigerated rooms liquid and mechanical - - IP44 - IP34 IP44 IP55
Galleys and Laundries damage IP44 - IP44 IP44 IP34 IP44 IP44
Open decks Exposure to heavy seas IP56 - IP56 - IP55 IP56 IP56
Bilge wells Exposure to submersion - - - - IPX8 - IPX8

Notes:
(*1) Socket outlets are not to be installed in machinery spaces below the floor plates, enclosed fuel and lubricating oil
separator rooms or spaces requiring certified safe type equipment
(*2) "Accessory" includes switches, detectors, junction boxes, etc. Accessories, which are acceptable for use in hazardous
areas, are limited by the condition of the areas. Specific requirements are given in the Guide. See 4/5B2.23.

PART 4 SECTION 5|31 Electrical Installations -- Part B. Installations

Table 4/5B.2 Minimum Bending Radii of Cables
[See 4/5B3.9.2]
Minimum internal
Cable Construction Overall diameter bending radius (times
of cable (D) overall diameter D)
Insulation Outer Covering
Metal-sheathed armored Any 6
Thermoplastic and or braided
elastomeric Other 25 mm (1 in.) and less 4
finish Exceeding 25 mm (1 in.) 6
Mineral Hard metal-sheathed Any 6

TABLE 4/5B.3 Size of Earth-continuity Conductors and

Earthing Connections
[See 4/5B4.5]
Cross-sectional area Minimum cross-sectional area of
Type of earthing connection of associated current copper earthing connection
carrying conductor
(A)
Earth-continuity conductor A1 A ≤ 16 mm2 A
in flexible cable or A2 16 mm2 < A ≤ 32 mm2 16 mm2
flexible cord A3 A > 32 mm2 A/2
For cables having an insulated earth-continuity conductor
B1a A ≤ 1.5 mm2 1.5 mm2
B1b 1.5 mm < A ≤ 16 mm
2 2
A
Earth-continuity conductor B1c 16 mm2 < A ≤ 32 mm2 16 mm2
incorporated in fixed cable B1d A > 32 mm2 A/2
For cables with bare earth wire in direct contact with the lead sheath
B2a A ≤ 2.5 mm2 1 mm2
B2b 2.5 mm < A ≤ 6 mm
2 2
1.5 mm2
C1a Stranded earthing connection :
A ≤ 2.5 mm2 1.5 mm2 for A ≤ 1.5 mm2
A for A > 1.5 mm2
Separate fixed earthing C1b Unstranded earthing connection: 2.5 mm2
conductor C2 2.5 mm2 < A ≤ 8 mm2 4 mm2
C3 8 mm2 < A ≤ 120 mm2 A/2
C4 A > 120 mm2 2
70 mm (See note 1)

[NOTE]
(1) For earthed distribution systems, the size of earthing conductor need not exceed A/2.
(2) Conversion Table for mm2 to circular mils:

mm2 circ. mils mm2 circ. mils mm2 circ. mils mm2 circ. mils
1 1,973 2.5 4,933 6 11,841 70 138,147
1.5 2,960 4 7,894 16 31,576 120 236,823

PART 4 SECTION 5|32 Electrical Installations -- Part B. Installations


Part C. Machinery and
Equipment
4/5C1 Plans and Data to Be Submitted
4/5C1.1 Generators and Motors of 100 kW and
Over
Drawings showing assembly, seating arrangements,
terminal arrangements, shafts, coupling, coupling bolts,
stator and rotor details are to be submitted for review
together with data for complete rating, class of
insulation, designed ambient temperature, temperature
rise, weights and speeds for rotating parts. Plans to be
submitted for generator prime movers are given in
4/3.17 and 4/4.3 of the “Rules for Building and
Classing Steel Vessels”.
4/5C1.3 Generators and Motors Below 100 kW
Complete rating, class of insulation, and degree of
enclosure.
4/5C1.5 Switchboards, Distribution Boards, etc. for
Essential or Emergency Services
For switchboards, distribution boards, battery chargers,
motor control centers, controllers for essential services
or emergency services, drawings showing arrangements
and details, front view, and installation arrangements
are to be submitted for review together with data for
protective device rating and setting, type of internal
wiring, and size and rated current carrying capacity
(together with short-circuit current data) of bus bars
and internal wiring for power circuit. In addition, a
schematic or logic diagram with a written description,
giving the sequence of events and system operating
procedures for electrical power supply management on
switchboards, and sequential or automatic changeover
of the motors are also to be submitted for review.
4/5C2 Rotating Machines
4/5C2.1 General
4/5C2.1.1 Applications
All rotating electrical machines of 100 kW and over are
to be constructed and tested in accordance with the
following requirements to the satisfaction of the
Surveyor. All rotating electrical machines below 100
kW are to be constructed and equipped in accordance
with good commercial practice, and will be accepted
subject to a satisfactory performance test conducted to
the satisfaction of the Surveyor after installation.
PART 4 SECTION 5|33 Electrical Installations -- Part C. Machinery and Equipment
4/5C2.1.2 Certification on Basis of an Approved
Quality Assurance Program
See 4/1.3.
4/5C2.1.3 References
a Inclination For the requirements covering
inclination for design condition, see 4/1.21.
b Insulation Material For the requirements
covering insulation material, see 4/5.13.
c Capacity of Generators For requirements
covering main generator capacity, see 4/5A2.1.2 and
4/5A2.5. For requirements covering emergency
generator capacity, see 4/5A3.3.1.
d Power Supply by Generators For requirements
covering power supply by main or emergency
generator, see 4/5A2.1.2 and 4/5A3.5.2 respectively.
e Protection for Generator Circuits For
requirements covering protection for generator, see
4/5A5.3, 4/5A5.5 and 4/5A5.7.
f Protection for Motor Circuits For requirements
covering protection for motor branch circuit, see
4/5A5.13.
g Installation For requirements covering
installation, see 4/5B2.3 for generators and 4/5B2.5 for
motors.
h Protection Enclosures and its Selection For
requirements covering degree of the protection and the
selection of equipment, see 4/5.15 and 4/5B2.1
respectively.
4/5C2.3 Testing and Inspection
4/5C2.3.1 Applications
a Machines of 100 kW and Over All rotating
machines of 100 kW and over are to be tested in
accordance with Table 4/5C.1 in the presence of and
inspected by the Surveyor, preferably at the plant of the
manufacturer.
b Machines Below 100 kW For machines of less
than 100 kW, the tests may be carried out by the
manufacturer whose certificate of tests will be
acceptable and is to be submitted upon request from the
Bureau.
4/5C2.3.2 Special Testing Arrangements
In cases where all of the required tests are not carried
out at the plant of the manufacturer, the Surveyor is to
be notified and arrangements are to be made so that the
remaining tests will be witnessed.
4/5C2.5 Insulation Resistance Measurement
The resistance is to be measured before the
commencement of the testing and after completion of
the testing for all circuits. Circuits or groups of circuits
of different voltages above earth are to be tested
separately. This test is to be made with at least 500
volts D.C. and the insulation resistance in megohms of
the circuits while at their operating temperatures is to
be normally at least equal to:
Rated Voltage of the Machine
(Rating in kVA/100) + 1000
The minimum insulation resistance of the fields of
machines separately excited with voltage less than the
rated voltage of the machine is to be of the order of
one-half to one megohm.
4/5C2.6 Overload and Overcurrent Capability
4/5C2.6.1 A.C. Generators
A.C. generators are to be capable of withstanding a
current equal to 1.5 times the rated current for not less
than 30 seconds.
4/5C2.6.2 A.C. Motors
a Overcurrent Capacity Three phase motors,
except for commutator motors, having rated outputs not
exceeding 315 kW and rated voltages not exceeding 1
kV are to be capable of withstanding a current equal to
1.5 times the rated current for not less than 2 minutes.
For three-phase and single phase motors having rated
outputs above 315 kW the overcurrent capacity is to be
in accordance with the manufacturer’s specification.
b Overload Capacity Three-phase induction
motors are to be capable of withstanding for 15
seconds, without stalling or abrupt change in speed, an
excess torque of 60 % of their rated torque, the voltage
and frequency being maintained at their rated values.
c Overload Capacity for Synchronous Motors
Three phase synchronous motors are to be capable of
withstanding an excess torque as specified below for 15
seconds without falling out of synchronism, the
excitation being maintained at the value corresponding
to the rated load.
Synchronous (wound rotor) 35% excess torque
induction motors:
Synchronous (cylindrical 35% excess torque
rotor) motors:
Synchronous (salient pole) 50% excess torque
motors:
When automatic excitation is used, the limit of torque
values are to be the same as with the excitation
equipment operating under normal conditions.
4/5C2.7 Dielectric Strength of Insulation
4/5C2.7.1 Application
The dielectric test voltage is to be successively applied
between each electric circuit and all other electric
circuits and metal parts earthed and for direct-current
(D.C.) rotating machines between brush rings of
opposite polarity. Interconnected polyphase windings
are to be considered as one circuit. All windings except
that under test are to be connected to earth.
PART 4 SECTION 5|34 Electrical Installations -- Part C. Machinery and Equipment
4/5C2.7.2 Standard Voltage Test
The insulation of all rotating machines is to be tested
with the parts completely assembled and not with the
individual parts. The dielectric strength of the
insulation is to be tested by the continuous application
for 60 seconds of an alternating voltage having a
frequency of 25 to 60 Hz and voltage in Table 4/5C.2.
4/5C2.7.3 Direct Current Test
A standard voltage test using a direct current source
equal to 1.7 times the required alternating-current
voltage will be acceptable.
4/5C2.9 Temperature Ratings
4/5C2.9.1 Temperature Rises
a Continuous Rating Machines After the machine
has been run continuously under a rated load until
steady temperature condition has been reached, the
temperature rises are not to exceed those given in Table
4/5C.3.
b Short-time Rating Machines After the machine
has been run at a rated load during the rated time,
followed by a rest and de-energized period of sufficient
duration to re-establish the machine temperatures
within 2 oC (3.6 oF) of the coolant, the temperature
rises are not to exceed those given in Table 4/5C.3. At
the beginning of the temperature measurement,
temperature of the machine is to be within 5 oC (8 oF)
of the temperature of the coolant.
c Periodic Duty Rating Machines The machine
has been run at a rated load for the designed load cycle
to be applied and continued until obtaining the
practically identical temperature cycle . At the middle
of the period causing the greatest heating in the last
cycle of the operation, the temperature rises are not to
exceed those given in Table 4/5C.3.
d Non-periodic Duty Rating Machines After the
machine has been run continuously or intermittently
under the designed variations of the load and speed
within the permissible operating range until reaching
the steady temperature condition, the temperature rises
are not to exceed those given in Table 4/5C.3.
e Insulation Material Above 180 oC (356 oF )
Temperature rises for insulation materials above 180 oC
(356 oF) will be considered in accordance with
4/5.13.6.
4/5C2.9.2 Ambient Temperature
These final temperatures are based on an ambient
temperature of 50 oC (122 oF). Where provision is
made for insuring an ambient temperature being
maintained at 40 oC (104 oF) or less, as by air cooling
or by locating the machine outside of the boiler and
engine rooms, the temperature rises of the windings
maybe 10 oC (18 oF) higher. The ambient temperature
is to be taken in at least two places within 1.83 m (6 ft)
of the machine under test and by thermometers having
their bulbs immersed in oil contained in an open cup.
4/5C2.11 Construction and Assemblies
4/5C2.11.1 Enclosure, Frame and Pedestals
Magnet frames and pedestals may be separate but are to
be secured to a common foundation.
4/5C2.11.2 Shafts and Couplings
Rotating shaft, hollow shaft, and coupling flange with
bolts are to comply with 4/4.19, 4/7.4 and 4/7.10 of this
Guide.
4/5C2.11.3 Circulating Currents
Means are to be provided to prevent circulating
currents from passing between the journals and the
bearings, where the design and arrangement of the
machine is such that damaging current may be
expected. Where such protection is required, a warning
plate is to be provided in a visible place cautioning
against the removal of such protection.
4/5C2.11.4 Rotating Exciters
Rotating exciters are to conform to all applicable
requirements for generators.
4/5C2.11.5 Insulation of Windings
Armature and field coils are to be treated to resist oil
and water.
4/5C2.11.6 Protection Against Cooling Water
Where water cooling is used, the cooler is to be so
arranged to avoid entry of water into the machine,
whether through leakage or from condensation in the
heat exchanger.
4/5C2.11.7 Moisture-condensation Prevention
When the weight of the rotating machine, excluding the
shaft, is over 455 kg (1000 lb), it is to be provided with
means to prevent moisture condensation in the machine
when idle. Where steam-heating coils are installed for
this purpose, there are to be no pipe joints inside the
casings. See item 7 in Table 4/5C.7 for space heater
pilot lamp for alternating-current generators.
4/5C2.11.8 Terminal Arrangements
Terminals are to be provided at an accessible position
and protected against mechanical damage and
accidental contact for earthing, short-circuit or
touching. Terminal leads are to be secured to the frame
and the designation of each terminal lead are to be
clearly marked. The ends of terminal leads are to be
fitted with connectors. Cable glands or similar are to be
provided where cable penetrations may compromise the
protection property of terminal enclosures.
PART 4 SECTION 5|35 Electrical Installations -- Part C. Machinery and Equipment
4/5C2.11.9 Nameplates
Nameplates of corrosion-resistant material are to be
provided in an accessible position of the machine and
are to indicate at least the information as listed in Table
4/5C.4a.
4/5C2.13 Lubrication
Rotating machines are to have continuous lubrication at
all running speeds and all normal working bearing
temperatures, with the craft's inclinations specified in
4/1.21. Unless otherwise approved, where forced
lubrication is employed, the machines are to be
provided with means to shut down their prime movers
automatically upon failure of the lubricating system.
Each self-lubricating sleeve bearing is to be fitted with
an inspection lid and means for visual indication of oil
level or an oil gauge.
4/5C2.15 Gas Turbines for Generators
Gas-turbine prime movers driving generators are to
meet the applicable requirements in Section 4/3 of the
“Rules for Building and Classing Steel Vessels Rules”
and in addition are to comply with the following
requirements.
4/5C2.15.1 Operating Governor
An effective operating governor is to be fitted on prime
movers driving main or emergency electric generators
and is to be capable of automatically maintaining the
speed within the following limits. Special consideration
will be given when an installation requires different
characteristics.
a Momentary Speed Variations The momentary
speed variations, when running at full load (equal to
rated output), is to be within 10% of the rated speed
when:
1 The full load of the generator is suddenly
thrown off, and
2 50% of the full load of the generator is
suddenly thrown on followed by the remaining
50% load after an interval sufficient to restore
the speed to steady state.
3 The speed is to return to within 1% of the final
steady state speed in no more than 5 seconds.
b Speed Variations in Steady State The steady
state speed variation is to be within 5% of the rated
speed at any loads between no load and the full load.
4/5C2.15.2 Overspeed Governor
In addition to the normal operating governor an
overspeed governor is to be fitted which will trip the
turbine throttle when the rated speed is exceeded by
more than 15%. Provision is to be made for hand
tripping. See 4/5C2.13 for pressure-lubricated
machines.
4/5C2.15.3 Power Output of Gas Turbines
To satisfy the requirements of 4/5A2.1. the required
power output of gas turbine prime movers for craft's
service generator sets is to be based on the maximum
expected inlet air temperature.
4/5C2.17 Diesel Engines for Generators
Diesel-engine prime movers are to meet the applicable
requirements in Section 4/4 and in addition are to
comply with the following requirements.
4/5C2.17.1 Operating Governor
An effective operating governor is to be fitted on prime
movers driving main or emergency electric generators
and is to be capable of automatically maintaining the
speed within the following limits. Special consideration
will be given when an installation requires different
characteristics.
a Momentary Speed Variations The momentary
speed variations, when running at full load (equal to
rated output), is to be within 10% of the rated speed
when:
1 The full load of the generator is suddenly
thrown off, and
2 50% of the full load of the generator is
suddenly thrown on followed by the remaining
50% load after an interval sufficient to restore
the speed to steady state.
3 The speed is to return to within 1% of the final
steady state speed in no more than 5 seconds.
4 Where the electrical power system is designed
with an associated load management system,
the application of load in multiple steps of less
than 50% of full load will be given special
considerations.
b Speed Variations in Steady State The steady
state speed variation is to be within 5% of the rated
speed at any loads between no load and the full load.
4/5C2.17.2 Overspeed Governor
In addition to the normal operating governor each
auxiliary diesel engine having a maximum continuous
output of 220 kW and over is to be fitted with a
separate overspeed device so adjusted that the speed
cannot exceed the maximum rated speed by more than
15%. Provision is to be made for hand tripping. See
4/5C2.13 for pressure-lubricated machines.
4/5C2.19 Alternating-current (A.C.) Generators
4/5C2.19.1 Control and Excitation of Generators
Excitation current for generators is to be provided by
attached rotating exciters or by static exciters deriving
their source of power from the machine being excited.
PART 4 SECTION 5|36 Electrical Installations -- Part C. Machinery and Equipment
4/5C2.19.2 Voltage Regulation
a Voltage Regulators A separate regulator is to be
supplied for each A.C. generator. When it is intended
that two or more generators will be operated in parallel,
reactive-droop compensating means are to be provided
to divide the reactive power properly between the
generators.
b Steady Conditions Each A.C. generator for
craft's service driven by its prime mover having
governor characteristics complying with 4/5C2.15.1 or
4/5C2.17.1 is to be provided with an excitation system
capable of maintaining the voltage under steady
conditions within plus or minus 2.5% of the rated
voltage for all loads between zero and rated load at
rated power factor. These limits may be increased to
plus or minus 3.5% for emergency sets.
c Short Circuit Conditions Under steady-state
short-circuit conditions, the generator together with its
excitation system is to be capable of maintaining a
current of not less than 3 times its rated full load
current for a period of 2 seconds or of such magnitude
and duration as required to properly actuate the
associated electrical protective devices.
4/5C2.19.3 Parallel Operation
For A.C. generating sets operating in parallel, the
following requirements are to be complied with. See
also 4/5A.5.5.2 for protection of A.C. generators in
parallel operation.
a Reactive Load Sharing The reactive loads of the
individual generating sets are not to differ from their
proportionate share of the combined reactive load by
more than 10% of the rated reactive output of the
largest generator, or 25% of the rated reactive output of
the smallest generator, whichever is the less.
b Load Sharing For any load between 20% and
100% of the sum of the rated output (aggregate output)
of all generators, the load on any generator is not to
differ more than 15% of the rated output in kilowatt of
the largest generator or 25% of the rated output in
kilowatt of the individual generator in question,
whichever is the less, from its proportionate share of
the combined load for any steady state condition. The
starting point for the determination of the foregoing
load-distribution requirements is to be at 75% of the
aggregate output with each generator carrying its
proportionate share.
c Facilities for Load Adjustment Facilities are to
be provided to adjust the governor sufficiently fine to
permit an adjustment of load not exceeding 5% of the
aggregate output at normal frequency.
4/5C2.21 Direct-current (D.C.) Generators
4/5C2.21.1 Control and Excitation of Generators
a Field Regulations Means are to be provided at
the switchboard to enable the voltage of each generator
to be adjusted separately. This equipment is to be
capable of adjusting the voltage of the D.C. generator
to within 0.5% of the rated voltage at all loads between
no-load and full-load.
b Polarity of Series Windings The series windings
of each generator for two wire D.C. system are to be
connected to negative terminal of each machine.
c Equalizer Connections See 4/5C4.15.3.
4/5C2.21.2 Voltage Regulation
a Shunt or Stabilized Shunt-wound Generator
When the voltage has been set at full-load to its rated
value, the removal of the load is not to cause a
permanent increase of the voltage greater than 15% of
the rated voltage. When the voltage has been set either
at full-load or at no-load, the voltage obtained at any
value of the load is not to exceed the no-load voltage.
b Compound-wound Generator Compound-
wound generators are to be so designed in relation to
the governing characteristics of prime mover, that with
the generator at full-load operating temperature and
starting at 20% load with voltage within 1% of rated
voltage, it gives at full-load a voltage within 1.5% of
rated voltage. The average of ascending and
descending voltage regulation curves between 20%
load and full-load is not to vary more than 3% from
rated voltage.
c Automatic Voltage Regulators Craft's service
generators which are of shunt type are to be provided
with automatic voltage regulators. However, if the load
fluctuation does not interfere with the operation of
essential auxiliaries, shunt-wound generators without
voltage regulators or stabilized shunt-wound machines
may be used. An automatic voltage regulators will not
be required for the craft's service generators of
approximately flat-compounded type. Automatic
voltage regulators are to be provided for all service
generators driven by variable speed engines used also
for propulsion purposes, whether these generators are
of the shunt , stabilized shunt or compound-wound
type.
4/5C2.21.3 Parallel Operation
For D.C. generating sets operating in parallel, the
following requirements are to be complied with. See
also 4/5A.5.7.2 for protection of D.C. generators in
parallel operation.
a Stability The generating sets are to be stable in
operation at all loads from no-load to full-load.
b Load Sharing For any load between 20% and
100% of the sum of the rated output (aggregate output)
of all generators, the load on any generator is not to
differ more than 12% of the rated output in kilowatt of
PART 4 SECTION 5|37 Electrical Installations -- Part C. Machinery and Equipment
the largest generator or 25% of the rated output in
kilowatt of the individual generator in question,
whichever is the less, from its proportionate share of
the combined load for any steady state condition. The
starting point for the determination of the foregoing
load-distribution requirements is to be at 75% of the
aggregate output with each generator carrying its
proportionate share.
c Tripping of Circuit Breaker D.C. generators
which operate in parallel are to be provided with a
switch which will trip the generator circuit breaker
upon functioning of the overspeed device.
4/5C3 Accumulator Batteries
4/5C3.1 General
4/5C3.1.1 Application
All accumulator batteries for engine starting, essential
or emergency services are to be constructed and
installed in accordance with the following
requirements. Accumulator batteries for services other
than the above are to be constructed and equipped in
accordance with good commercial practice. All
accumulator batteries will be accepted subject to a
satisfactory performance test conducted to the
satisfaction of the Surveyor after installation.
4/5C3.1.2 Sealed Type Batteries
Where arrangements are made for releasing gas
through a relief valve following an overcharge
condition, calculations demonstrating compliance with
the criteria in 4/5B2.7.3 under the expected rate of
hydrogen generation are to be submitted together with
the details of installation and mechanical ventilation
arrangements.
4/5C3.1.3 References
a Emergency Services For requirements covering
emergency services and transitional source of power,
see 4/5A3.5.3 and 4/5A3.7 respectively.
b Protection of Batteries For requirements
covering protection of batteries, see 4/5A5.9.
c Battery Installation For requirements covering
battery installation, ventilation of the battery location
and protection from corrosion, see 4/5B2.7.
d Cable Installation For requirements covering
cable installation in battery room, see 4/5B3.23.
4/5C3.3 Construction and Assembly
4/5C3.3.1 Cells and Filling Plugs
The cells are to be so constructed as to prevent spilling
of electrolyte due to an inclination of 40 deg. from
normal. The filling plugs are to be so constructed as to
prevent spilling of electrolyte due to craft's movements
such as rolling and pitching.
4/5C3.3.2 Crates and Trays
The cells are to be grouped in crates or trays of rigid
construction equipped with handles to facilitate
handling. For protection from corrosion, see 4/5B2.7.4.
The mass of crates or trays are not to exceed 100 kg
(220.5 lb).
4/5C3.3.3 Nameplate
Nameplates of corrosion-resistant material are to be
provided in an accessible position of each crate or tray
and are to indicate at least the information as listed in
Table 4/5C.4b.
4/5C3.5 Engine-starting Battery
Battery systems for engine-starting purposes may be of
the one-wire type and the earth lead is to be carried to
the engine frame. See also 4/4.15.9 and 4/5A3.15 for
main engine starting and starting arrangement of
emergency generator, respectively.
4/5C4 Switchboards, Distribution Boards,
Chargers, and Controllers
4/5C4.1 General
4/5C4.1.1 Applications
Switchboards are to provide adequate control of the
generation and distribution of electric power. The
following equipment are to be constructed and tested in
accordance with the following requirements to the
satisfaction of the Surveyor.
- Switchboards and motor controllers for essential
and emergency services.
- Motor control centers whose total connected
motor rating is 100 kW or more regardless of their
services, and
- Battery chargers and discharging boards for
emergency or transitional source of power.
Switchboard, distribution board, charger, and
controllers not covered by the above paragraph are
to be constructed and equipped in accordance with
good commercial practice, and will be accepted
subject to a satisfactory performance test conducted
to the satisfaction of the Surveyor after installation.
4/5C4.1.2 References
a Inclination For requirements covering
inclination for design condition, see 4/1.21.
b Emergency Switchboard For requirements
covering emergency switchboard, see 4/5A3.9.
c Circuit Breakers For requirements covering
generator circuit breakers, see 4/5C6.1.
d Feeder Protection For requirements covering
feeder protection, see 4/5A5.3 to 4/5A5.17, 4/5A6.3,
4/5A7.1.4, and 4/5A7.3.3.
PART 4 SECTION 5|38 Electrical Installations -- Part C. Machinery and Equipment
e Hull Return and Earthed Distribution Systems
For requirements covering hull return system and
earthed distribution system, see 4/5A4.3 and 4/5A4.5
respectively
f Earthing For requirements covering earthing
connections, see 4/5B4.
g Installation For requirements covering
installation, see 4/5B2.9 for switchboard, 4/5B2.11 for
distribution boards, and 4/5B2.13 for motor controllers
and control centers.
h Protection Enclosures and its Selection For
requirements covering degree of the protection and the
selection of equipment, see 4/5.15 and 4/5B2.1
respectively.
4/5C4.3 Testing and Inspection
4/5C4.3.1 Applications
a For Essential or Emergency Services All
Switchboards and motor controllers, intended for
essential services or emergency services, are to be
tested in the presence of and inspected by the Surveyor,
preferably at the plant of the manufacturer. For
distribution boards, the tests may be carried out by the
manufacturer whose certificate of tests will be
acceptable and is to be submitted upon request from the
Bureau.
b For Non-essential or Non-emergency Services
For switchboards, distribution boards, and motor
controllers of other than essential or emergency
services, the tests may be carried out by the
manufacturer whose certificate of tests will be
acceptable and is to be submitted upon request from the
Bureau.
c Motor Control Centers All motor control
centers, whose total connected motor rating is 100 kW
or more regardless of their services, are to be tested in
the presence of and inspected by the Surveyor,
preferably at the plant of the manufacturer.
d Battery Chargers and Discharging Board
Where a battery charger and discharging board is used
for emergency source of power or transitional source of
power, it is to be tested in the presence of and inspected
by the Surveyor, preferably at the plant of the
manufacturer. For all other battery chargers and
discharging boards, the tests may be carried out by the
manufacturer whose certificate of tests will be
acceptable and is to be submitted upon request from the
Bureau.
e Test Items Tests are to be carried out in
accordance with the requirements in Table 4/5C.5.
4/5C4.3.2 Special Testing Arrangements
In cases where all of the required tests are not carried
out at the plant of the manufacturer, the Surveyor is to
be notified and arrangements are to be made so that the
remaining tests may be witnessed.
4/5C4.5 Insulation Resistance Measurement
The insulation resistance between current-carrying
parts (connected together for this purpose of this test)
and earth and between current-carrying parts of
opposite polarity is to be measured at a D.C. voltage of
not less than 500 volts before and after the dielectric
strength tests. The insulation resistance measurement,
after the dielectric strength tests, is to be carried out
before components which have been disconnected for
the dielectric tests are reconnected and the insulation
resistance is not to be less than 1 megohm.
4/5C4.7 Dielectric Strength of Insulation
The dielectric strength of the insulation is to be tested
for 60 seconds by an alternating voltage applied in
accordance with Table 4/5C.5 between:
a All live parts and the interconnected exposed
conductive parts, and
b Each phase and all other phases connected for
this test to the interconnected exposed conductive parts
of the unit.
The test voltage at the moment of application is not to
exceed 50 % of the values given in Table 4/5C.5. It is
to be increased steadily within a few seconds to the
required test voltage and maintained for 60 seconds.
Test voltage is to have a sinusoidal waveform and a
frequency between 45 Hz and 60 Hz.
4/5C4.7.1 Production-line Apparatus
Standard apparatus produced in large quantities for
which the standard test voltage is 2500 volts or less,
may be tested for one second with a test voltage 20%
higher than the one-minute test voltage.
4/5C4.7.2 Devices with Low Insulation Strength
Certain devices such as potential transformers, having
inherently lower insulation strength are to be
disconnected during the test.
4/5C4.9 Construction and Assembly
4/5C4.9.1 Enclosures and Assemblies
Enclosures and assemblies are to be constructed of
steel or other suitable incombustible, moisture-resistant
materials and reinforced as necessary to withstand the
mechanical, electrical (magnetic) and thermal stresses
likely to be encountered in service and are to be
protected against corrosion. No wood is to be used,
except for hardwood for nonconducting hand rails.
Insulating materials are to be flame retardant and
moisture resistant. The supporting framework is to be
of rigid construction.
4/5C4.9.2 Dead Front
The dead-front type is to be used. Live-front type is not
acceptable regardless of the voltage ratings.
PART 4 SECTION 5|39 Electrical Installations -- Part C. Machinery and Equipment
4/5C4.9.3 Mechanical Strength
All levers, handles, hand wheels, interlocks and their
connecting links, shafts and bearings for the operation
of switches and contactors are to be of such proportions
that they will not be broken or distorted by manual
operation.
4/5C4.9.4 Mechanical Protection
The sides and the rear and, where necessary, the front
of switchboards are to be suitably guarded. Exposed
live parts having voltages to earth exceeding a voltage
of 55 volts D.C. or 55 volts A.C. r.m.s. between
conductors are not to be installed on the front of such
switchboards. Non-conducting mats or gratings are to
be provided at the front and rear of the switchboard.
Drip covers are to be provided over switchboards when
subject to damage by leaks or falling objects.
4/5C4.11 Bus Bars, Wiring and Contacts
4/5C4.11.1 Design
Copper bar is to be used for main and generator bus in
the switchboard. Other materials and combination of
materials will be specially considered. Generator bus
bars are to be designed on a basis of maximum
generator rating. All other bus bars and bus-bar
connections are to be designed for at least 75% of the
combined full-load rated currents of all apparatus they
supply, except that when they supply one unit or any
group of units in continuous operation, they are to be
designed for full load.
4/5C4.11.2 Operating Temperature of Bus Bars
Bus bars are to be proportioned to avoid temperature
which will affect the normal operation of electrical
devices mounted on the board.
4/5C4.11.3 Short Circuit Rating
Circuit breakers and bus bars are to be mounted, braced
and located so as to withstand the thermal effects and
mechanical forces resulting from the maximum
prospective short circuit current. Switchboard
instruments, controls, etc., are to be located with
respect to circuit breakers so as to minimize the thermal
effects due to short circuit currents.
4/5C4.11.4 Internal Wiring
Instrument and control wiring is to be of the stranded
type and is to have heat-resisting and flame-retarding
insulation. Wiring from hinged panels is to be of the
extra-flexible type.
4/5C4.11.5 Arrangement
a Accessibility The arrangement of bus bars and
wiring on the back is to be such that all lugs are readily
accessible.
 b Locking of Connections All nuts and
connections are to be fitted with locking devices to
prevent loosening due to vibration.
c Soldered Connections Soldered connections are
not to be used for connecting or terminating any wire or
cable of nominal cross-sectional area of greater than
2.5 mm2 (4,933 circ. mils). Soldered connections,
where used, are to have a solder contact length at least
1.5 times the diameter of the conductor.
4/5C4.11.6 Clearances and Creepage Distances
Bare main bus bars, but not including the conductors
between the main bus bars and the supply side of
outgoing units, are to have minimum clearances (in air)
and creepage distances (across surfaces) in accordance
with Table 4/5C.6.
4/5C4.11.7 Terminals
Terminals or terminal rows for systems of different
voltage are to be clearly separated each other and the
rated voltage is to be clearly marked. Each terminal is
to have a nameplate indicating the circuit designation
or circuit number.
4/5C4.13 Control and Protective Devices
4/5C4.13.1 Circuit-disconnecting Devices
a Systems Exceeding 55 Volts Distribution
boards, chargers or controllers for distribution to
motors, appliances, and lighting or other branch circuits
are to be fitted with multipole circuit breakers or a
multipole switch-fuse combination in each unearthed
conductor.
b Systems of 55 Volts and Less For distribution
boards, chargers or controllers where voltage to earth
or between poles does not exceed 55 volts D.C. or 55
volts A.C. r.m.s., the fuses may be provided without
switches.
c Disconnect Device The rating of the
disconnecting device is to be coordinated with the
voltage and current requirements of the load. The
disconnect device is to indicate by position of the
handle, or otherwise, whether it is open or closed.
4/5C4.13.2 Arrangement of Equipment
a Air Circuit Breakers Air circuit breaker contacts
are to be kept at least 305 mm (12 in.) from the craft's
structure unless insulation barriers are installed.
b Voltage Regulators Voltage regulator elements
are to be provided with enclosing cases to protect them
from damage.
c Equipment Operated in High Temperature
Where rheostats or other devices that may operate at
high temperatures are mounted on the switchboard,
they are to be naturally ventilated and so located or
isolated by barriers as to prevent excessive temperature
of adjacent devices. When this cannot be
PART 4 SECTION 5|40 Electrical Installations -- Part C. Machinery and Equipment
accomplished, the rheostat or other device is to be
mounted separately from the switchboard.
d Accessibility to Fuses All fuses, except for
instrument and control circuits, are to be mounted on or
be accessible from the front of the switchboard.
e Protective Device for Instrumentation All
wiring on the boards for instrumentation is to be
protected by fuses or current limiting devices, see
4/5A5.17.
f Wearing Parts All wearing parts are to be
accessible for inspection and readily renewable.
4/5C4.13.3 Markings
Identification plates are to be provided for each piece
of apparatus to indicate clearly its service.
Identification plates for feeders and branch circuits are
to include the circuit designation and the rating of the
fuse or circuit-breaker trip setting required by the
circuit.
4/5C4.15 Switchboards
In addition to 4/5C4.1 to 4/5C4.13 as applicable, the
switchboards for essential or emergency services are to
comply with the following requirements.
4/5C4.15.1 Handrails
Insulated handrail or insulated handles are to be
provided on the front of the switchboard. Similarly,
where access to the rear is required, insulated handrail
or insulated handles are also to be fitted on the rear of
the switchboard.
4/5C4.15.2 Main Bus Bar Sub-division
Where the total installed electrical power of the main
generating sets is in excess of 3000 kW or the
operation of the vessel is dependent electrical
equipment which is duplicate, the main bus bars are to
be subdivided into at least two parts which are to be
connected by removable links or other approved
means. As far as practicable, the connection of
generating sets and any other duplicated equipment is
to be equally divided between the parts.
See 4/5A4.1.1.
4/5C4.15.3 Equalizer Circuit for Direct-current
(D.C.) Generators
a Equalizer Main Circuit The current rating of the
equalizer main circuit for direct-current (D.C.)
generators is not to be less than half of the rated full-
load current of the generator.
b Equalizer Bus Bars The current rating of the
equalizer bus bars is not to be less than half of the rated
full-load current of the largest generator in the group.
4/5C4.15.4 Equipment and Instrumentation
See Table 4/5C.7
4/5C4.17 Motor Controllers and Control Centers
In addition to 4/5C4.1 to 4/5C4.13 as applicable, the
motor controllers and control centers for essential or
emergency services are to comply with the following
requirements.
4/5C4.17.1 Enclosures and Assemblies
The following materials are acceptable for the
enclosures.
- Cast metal, other than die-cast metal, at least 3
mm (1/8 in.) thick at every point.
- Nonmetallic materials which have ample strength,
are noncombustible and nonabsorptive, e.g.
laminated phenolic material.
- Sheet metal of adequate strength.
Motor control centers are to be constructed so that they
are secured to a solid foundation, be self-supported, or
be braced to the bulkhead.
4/5C4.17.2 Disconnect Switches and Circuit
Breakers
Circuit-disconnecting devices are to be provided for
each motor branch circuit. For motors rated not more
than 1.5 kW and not more than 250 volts, the starting
switch may serve as a disconnect, provided it has an
ampere rating not less than twice the rated current of
the motor. For motors over 1.5 kW rating the
disconnect means is to be a switch with a horsepower
rating not less than the motor rating or a circuit breaker
with an ampere rating at least 115% of motor rating.
Disconnect switches and circuit breakers are to be
capable of being operated without opening the
enclosures in which they are installed.
4/5C4.17.3 Auto-starters
Alternating-current (A.C.) motor manual auto-starters
with self-contained auto-transformers are to be
provided with switches of the quick-make-and-break
type, and the starter is to be arranged so that it will be
impossible to throw to the running position without
having first thrown to the starting position. Switches
are to be preferably of the contactor or air-break-type.
4/5C4.19 Battery Chargers
In addition to 4/5C4.1 to 4/5C4.13 as applicable, the
battery chargers for essential or emergency services are
to comply with the following requirements.
4/5C4.19.1 Charging Capacity
Except when a different charging rate is necessary and
is specified for a particular application, the charging
facilities are to be such that the completely discharged
battery can be recharged to 80% capacity within a
period of at least 10 hours.
PART 4 SECTION 5|41 Electrical Installations -- Part C. Machinery and Equipment
4/5C4.19.2 Equipment and Instrumentation
At least the following equipment and instrumentation
are to be provided for chargers.
a Power Supply Disconnecting Switch A switch
for disconnecting the power supply to the charger.
b Pilot Lamp A pilot lamp connected at the
downstream side of the power supply disconnecting
switch in the power supply circuit to the charger.
c Charging Voltage Adjuster A means for
adjusting the voltage for charging.
d Voltmeter A voltmeter for indicating the
charging voltage to a battery. This voltmeter may also
be used for indicating the battery discharging voltage
by using a selector switch.
e Ammeter An ammeter for indicating charging
current to a battery. This ammeter may also be used for
indicating the battery discharging current of batteries
by using a selector switch.
f Discharge Protection An acceptable means, such
as reverse current protection, for preventing a failed
battery charger component from discharging the battery
is to be provided.
4/5C5 Transformers
4/5C5.1 General
4/5C5.1.1 Applications
All transformers which serve for essential or
emergency electrical supply are to be constructed and
installed in accordance with the following
requirements. Transformers other than the above
services, auto-transformers for starting motors or
isolation transformers are to be constructed and
equipped in accordance with good commercial
practice. All transformers are to be of the dry and air
cooled type. The use of liquid immersed type
transformers will be subject to special consideration.
All transformers will be accepted subject to a
satisfactory performance test conducted to the
satisfaction of the Surveyor after installation.
4/5C5.1.2 References
a Power Supply Arrangement For requirements
covering arrangement of power supply through
transformers to craft's service systems, see 4/5A4.1.6.
b Protection For requirements covering protection
of transformers, see 4/5A5.15.
c Protection Enclosures and its Selection For
requirements covering selection of the protection
enclosures for location conditions, see 4/5B2.1.1.
4/5C5.1.3 Forced Cooling Arrangement (Air or
Liquid) (1997)
Where forced cooling medium is used to preclude the
transformer from exceeding temperatures outside its
rated range, monitoring and alarm means are to be
provided and arranged so that an alarm activates when
pre-set temperature conditions are exceeded. Manual
or automatic arrangements are to be made to reduce the
transformer load to a level corresponding to the cooling
available.
4/5C5.3 Temperature Rise
The design temperature rise of insulated windings
based on an ambient temperature of 40 oC (104 oF) is
not to exceed the values listed in Table 4/5C.8. If the
ambient temperature exceeds 40 oC (104 oF), the
transformer is to be derated so that the total
temperature based on the above temperature rises is not
exceeded. Temperatures are to be taken by the
resistance method of temperature determination.
Temperature rises for insulation material above 180 oC
(356 oF) will be considered in accordance with
4/5.13.6.
4/5C5.5 Construction and Assembly
4/5C5.5.1 Windings
All transformer windings are to be treated to resist
moisture, sea atmosphere and oil vapors.
4/5C5.5.2 Terminals
Terminals are to be provided in an accessible position.
The circuit designation is to be clearly marked on each
terminal connection. The terminals are to be so spaced
or shielded that they can not be accidentally earthed,
short-circuited or touched.
4/5C5.5.3 Nameplate
Nameplates of corrosion-resistant material are to be
provided in an accessible position of the transformer
and are to indicate at least the information as listed in
Table 4/5C.4c.
4/5C6 Other Electric and Electronics Devices
4/5C6.1 Circuit Breakers
4/5C6.1.1 General
Circuit breakers are to be constructed and tested to
comply with IEC Publication 157-1 or other recognized
standard. The tests may be carried out by the
manufacturer whose certificate of tests will be
acceptable and is to be submitted upon request from the
Bureau. Circuit breakers of the thermal type are to be
calibrated for an ambient-air temperature as provided
in 4/5.17.
Note: Where thermal-type breakers are mounted within
enclosures, it is pointed out that the temperature within
the enclosure may exceed the designated ambient-air
temperature.
PART 4 SECTION 5|42 Electrical Installations -- Part C. Machinery and Equipment
4/5C6.1.2 Mechanical Property
Arc-rupturing and main contacts of all open frame
circuit breakers are to be self-cleaning.
4/5C6.1.3 Isolation
The electrical system is to be arranged so that portions
may be isolated to remove circuit breakers while
maintaining services necessary for propulsion and
safety of the craft, or circuit breakers are to be
mounted or arranged in such a manner that the breaker
may be removed from the front without disconnecting
the copper or cable connections or without de-
energizing the supply to the breaker.
4/5C6.3 Fuses
Fuses are to be constructed and tested to comply with
IEC Publication 269 or other recognized standard. The
tests may be carried out by the manufacturer whose
certificate of tests will be acceptable and is to be
submitted upon request from the Bureau. All
components of the fuse are to be resistant to heat,
mechanical stresses and corrosive influences which
may occur in normal use.
4/5C6.5 Semiconductor Converters
4/5C6.5.1 General
The requirements in this subsection are applicable to
static converters for essential and emergency services
using semiconductor rectifying elements such as
diodes, reverse blocking triodes thyristors, etc. The
tests may be carried out by the manufacturer whose
certificate of tests will be acceptable and is to be
submitted upon request from the Bureau. All
semiconductor converters will be accepted subject to a
satisfactory performance test conducted to the
satisfaction of the Surveyor after installation.
4/5C6.5.2 Cooling Arrangements
Semiconductor converters are preferably to be of a dry
and air cooled type. Where semiconductor converters
are of a liquid-immersed type, a liquid over-
temperature alarm and gas over-pressure protection
devices are to be provided. If provision is made for
breathing, a dehydrator is to be provided. Where
arrangement for the forced cooling is provided, the
circuit is to be designed that power cannot be applied
to, or retained, on converter stacks unless effective
cooling is maintained.
4/5C6.5.3 Accessibility
Semiconductor converter stacks or semiconductor
components are to be mounted in such a manner that
they can be removed from equipment without
dismantling the complete unit.
4/5C6.5.4 Nameplate
A nameplate or identification is to be provided on the
semiconductor converter and is to indicate at least the
information as listed in Table 4/5C.4d.
4/5C6.7 Cable Junction Boxes
4/5C6.7.1 General
The design and construction of the junction boxes
are to be in compliance with 4/5C6.7.2 or other
recognized standard. The tests may be carried out by
the manufacturer whose certificate of tests will be
acceptable and is to be submitted upon request from the
Bureau.
4/5C6.7.2 Design and Construction
Live parts are to be mounted on durable flame-
retardant moisture-resistant material, of permanently
high dielectric strength and high resistance. The live
parts are to be so arranged by suitable spacing or
shielding with flame-retardant insulating material, that
short-circuit cannot readily occur between conductors
of different polarity or between conductors and earthed
metal. Junction boxes are to be made of flame-retardant
material, junction boxes are to be clearly identified
defining their function and voltage.
4/5C7 Cables and Wires
4/5C7.1 Cable Construction
4/5C7.1.1 General
Electric cables are to have conductors, insulation, and
moisture-resistant jackets in accordance with IEC
Publication 92-353 or IEEE Std. 45. Other recognized
marine standards will also be considered. The tests may
be carried out by the manufacturer whose certificate of
tests will be acceptable and is to be submitted upon
request from the Bureau. Conductors are to be of
copper and stranded in all sizes. Conductors are not to
be less than the following in cross sectional size:
- 1.0 mm2 (1,973 circ. mils) for power, lighting and
control cables,
- 0.5 mm2 (986.5 circ. mils) for essential or
emergency signaling and communications cables
except for those assembled by the equipment
manufacturer, and
- 0.375 mm2 (739.9 circ. mils) for telephone cables
for non-essential communication services except for
those assembled by the equipment manufacturer.
See Table 4/5C.10 for current carrying capacity for
insulated copper wires and cables.
PART 4 SECTION 5|43 Electrical Installations -- Part C. Machinery and Equipment
4/5C7.1.2 Flame Retardant Property
a Standards All electric cables are to be at least of
a flame retardant type complying with the following:
- Cables constructed to IEC Publication 92
standards are to comply with the flammability
criteria of IEC Publication 332-3.
- Cables constructed to IEEE Std. 45 are to comply
with the flammability criteria of that standard.
- Cables constructed to another recognized marine
standard, where specially approved, are to comply
with the flammability criteria of IEEE Std. 45 or
other acceptable standards.
Consideration will be given to the special types of
cables such as radio frequency cable, which do not
comply with the above requirements.
b Alternative Arrangement Flame retardant
marine cables which have not passed the above-
mentioned bunched cable flammability criteria maybe
considered provided that the cable is treated with
approved flame retardant material or the installation is
provided with approved fire stop arrangements. The
flame retardancy of communications cables will be
specially considered. When specifically approved, bus
duct may be used in lieu of cable.
4/5C7.1.3 Fire Resistant Property
When electric cables are required to be fire resistant,
they are to comply with the requirements of IEC
Publication 331.
4/5C7.1.4 Insulation Material
All electrical cables for power, lighting,
communication, control and electronic circuits are to
have insulation suitable for a conductor temperature of
not less than 60 oC (140 oF). See Table 4/5C.9 for types
of cable insulation.
4/5C7.1.5 Armor for Single-conductor Cables
The armor is to be nonmagnetic for single-conductor
alternating-current cables.
4/5C7.1.6 Fiber Optic Cables
Fiber optic cables are to be constructed and tested to a
recognized fiber optic cable construction standard
acceptable to the Bureau. The requirements of flame
retardancy for the electrical cables is applicable to the
fiber optic cables. The construction of the fiber optic
cable which may pass through or enter a hazardous area
is to be such that escape of gases to a safe area is not
possible through the cable.
4/5C7.3 (No text)
4/5C7.5 Portable and Flexing Electric Cables
Unless otherwise required in the Guide, cables for
portable equipment and cables subject to flexing
service need not be armored.
4/5C7.7 Mineral-insulated Metal-sheathed Cable
PART 4 SECTION 5|44 Electrical Installations -- Part C. Machinery and Equipment
Mineral-insulated cable provided with approved fittings
for terminating and connecting to boxes, outlets and
other equipment may be used for any service up to 600
volts and may be used for feeders and branch circuits in
both exposed and concealed work, in dry or wet
locations. The moisture-resisting jacket (sheath) of
mineral-insulated metal-sheathed cable exposed to
corrosive conditions is to be made of or protected by
materials suitable for those conditions.
Table 4/5C.1 Factory Testing Schedule
for Rotating Machines of 100 kW and over
[See 4/5C2.3.1a]

First unit of Duplicate Units Spare Rotors

Test Design
A.C. D.C. A.C. D.C. A.C. or D.C.
Full-load Heat Run including Temperature Rise X (1) X
Measurement
Saturating Curve X (2) X
Running Light Current at Rated Volts X X(2) & X (3)
(3)
Regulation Test at Operating Temperature X
Cold Resistance Measurement of Insulated X X X X X
Windings
Insulated Resistance Measurement of Insulated X X X X X
Windings
Dielectric Strength Test in accordance with Table X X X X X
4/5C.2
End Play Setting (3) X X X X
Bearing Temperatures X X
Measurement of Air gap X X X X
Commutation Check X X
Running Balance at Rated Speed (4) X X X X X
Verification of steady short circuit conditions in X
accordance with 4/5C2.19.2c for A.C. Generator`
(5)
Overload/overcurrent test in accordance with X X
4/5C2.6

Notes
(1) On synchronous machine, zero power factor heat run may be taken in lieu of full-load run.
(2) On synchronous machine, a no-load V curve may be taken in lieu of this test.
(3) Applies only to machines supplied with complete set of bearings.
(4) Static balance (machine rated 500 rpm or less) or dynamic balance (over 500 rpm) will be accepted in lieu of the specified
test on engine-type machines supplied without shaft and/or bearings, or with incomplete set of bearings.
(5) Verification of steady short circuit condition applies to synchronous machines only.

PART 4 SECTION 5|45 Electrical Installations -- Part C. Machinery and Equipment

Table 4/5C.2 Dielectric Strength Test
for Rotating Machines
[See 4/5C2.7]
Item Machine or Part
1 Insulated windings of rotating machines having
rated output less than 1 kVA, and of rated voltage
less than 100 V with the exception of those in items
4 to 8.
2 Insulated windings of rotating machines having
rated output less than 10,000 kVA with the
exception of those in items 1 and 4 to 8 (See Note
2).
3 Insulated windings of rotating machines having
rated output 10,000 kVA or more, and of rated
voltage (see Note 1) up to 2,000 V with the
exception of those in items 4 to 8 (see Note 2).
4 Separately-excited field windings of D.C.
machines.
5 Field windings of synchronous generators and
synchronous motors
a) Field windings of synchronous generators
b) When the machine is intended to be started with the
field winding short-circuited or connected across a
resistance of value less than ten times the resistance
of winding.
c) When the machine will be started either with:
- the field winding connected across resistance
of more than ten times of the field winding
resistance, or
- the field windings on open circuit or without
a field dividing switch.
6 Secondary (usually rotor) windings of induction
motors or synchronous induction motors if not
permanently short-circuited (e.g., if intended for
rheostatic starting)
a) For non-reversing motors or motors reversible from
standstill only.
b) For motors to be reversed or braked by reversing
the primary supply while the motor is running.
PART 4 SECTION 5|46 Electrical Installations -- Part C. Machinery and Equipment
Test Voltage (A.C .r.m.s)
500 V + twice the rated voltage
1,000 V + twice the rated voltage with
minimum of 1,500 V (See Note 1)
1,000 V + twice the rated voltage
1,000 V + twice the maximum rated circuit
voltage with minimum of 1,500 V (See Note
1).
Ten times the rated excitation voltage with a
minimum of 1,500 V and a maximum of 3,500
V.
Ten times the rated excitation voltage with a
minimum of 1,500 V and a maximum of 3,500
V.
1,000 V + twice the maximum value of the
voltage with a minimum of 1,500 V
- between the terminals of the field winding,
or
- between the terminals of any section for
a sectionalized field winding,
which will be occurred under the specified
starting conditions (see Note 3).
1,000 V + twice the open-circuit standstill
voltage as measured between slip-rings or
secondary terminals with rated voltage applied
to the primary windings
1,000 V + four times the open-circuit standstill
secondary voltage as defined in item 6.a
above.
Table 4/5C.2 Dielectric Strength Test
(continued) for Rotating Machines
[See 4/5C2.7]

Item Machine or Part Test Voltage (A.C. r.m.s)

7 Exciters (except as listed below)
Exception 1 - Exciters of synchronous motors
(including synchronous induction motors) if
connected to earth or disconnected from the field
winding during starting
Exception 2 - Separately excited field windings of
exciters (see Item 4 above).
8 Assembled group of machines and apparatus.
As for windings to which they are connected.
1,000 V + twice the rated exciter voltage with a
minimum of 1,500 V.
A repetition of the tests in items 1 to 7 above is
to be avoided if possible. But, if a test on an
assembled group of several pieces of new
apparatus, each one is made, the test voltage to
be applied to such assembled group is to be
80% of the lowest test voltage appropriate for
any part of the group (see Note 4).

Note:
(1) For two-phase windings having one terminal in common, the rated voltage for the purpose of calculating the test voltage
is to be taken as 1.4 times the voltage of each separate phase.
(2) High-voltage tests on machines having graded insulation is to be subject to special consideration.
(3) The voltage, which is occurred between the terminals of field windings or sections thereof under the specified starting
conditions, may be measured at any convenient reduced supply voltage. The voltage so measured is to be increased in the
ratio of the specified starting supply voltage to the test supply voltage.
(4) For windings of one or more machines connected together electrically, the voltage to be considered is the maximum
voltage that occurs in relation to earth.

PART 4 SECTION 5|47 Electrical Installations -- Part C. Machinery and Equipment

Table 4/5C.3 Limits of Temperature Rise for Air-Cooled
Rotating Machines
[See 4/5C2.9.1]
Ambient Temperature = 50 oC (122 oF)

Temperature Class of Insulation

Item Part of Machine Measuring A E B F H
o
No. Method (Limit of Temperature Rise in C)
1 A.C. windings of machines having Resistance 50 60 70 90 115
rated output of 5,000 kVA or more, or
having a core length of one meter or Embedded 50 60 70 90 115
more. 1) Temp. Detector.
2 a) A.C. windings of machines having
rated output less than 5,000 kVA or Thermometer 40 55 60 75 95
having a core length less than one Resistance 50 65 70 90 115
meter.
b) Field windings of A.C. and D.C. Thermometer 40 55 60 75 95
machines having excitation other than Resistance 50 65 70 90 115
those in items 3 & 4 below.
c) Windings of armatures having Thermometer 40 55 60 75 95
commutators. Resistance 50 65 70 90 115
3 Field windings of turbine type Resistance - - 80 100 -
machines having D.C. excitation.
4 a) Low-resistance field windings of more Thermometer 50 65 70 90 115
than one layer, and compensating Resistance 50 65 70 90 115
windings.
b) Single-layer windings with exposed Thermometer 55 70 80 100 125
bare or varnished metal surfaces. 2) Resistance 55 70 80 100 125
5 Permanently short-circuited insulated Thermometer 50 65 70 90 115
windings.
6 Permanently short-circuited The temperature rise of these parts is
uninsulated windings. not to reach such a value that there is
7 Magnetic core and other parts not in a risk of injury to any insulating or
contact with windings. other material on adjacent parts.
8 Magnetic core and other parts not in Thermometer 50 65 70 90 115
contact with windings.
9 Commutators and slip-rings, open or Thermometer 50 60 70 80 90 4)
enclosed. 3)
(1) The Embedded Temperature Detector method may be used in machines having outputs less than 5,000 kVA or having a
core length less than one meter, but the limits of temperature rise given in this item is to be applied.
(2) Also includes multiple-layer field windings provided that the underlayers are each in contact with the circulating
coolant.
(3) The temperature rises in item 9 are permissible provided that insulation appropriate to the temperature rise is used,
except when the commutator or slip-ring is adjacent to windings in which case the temperature rise is not to exceed
that for the winding insulation class. The values of temperature rises given apply only to measurements made by bulb
thermometers.
(4) Subject to special consideration in using temperature rises 90 oC (162 oF) in selection of brush grades.

See “Remark” in next page:

PART 4 SECTION 5|48 Electrical Installations -- Part C. Machinery and Equipment

Table 4/5C.3 Limits of Temperature Rise for Air-Cooled
(continued) Rotating Machines
[See 4/5C2.9.1]
[Remark for Table 4/5C.3]
(1) The limit of temperature rise in the above Table are based on an ambient temperature of 50 oC (122 oF). For 40 oC (104
o
F) ambient, the temperature rises may be increased 10 oC (18 oF).
(2) If air-to-water heat exchangers are used, the temperature rise will be specified with respect to the temperature of the
cooling water at inlet of the cooler. In this case, the temperature rise of the above Table is to be increased by 20 oC (36 oF),
but only if the specified inlet water temperature does not exceed 30 oC (86 oF). When commutators of these machines are
not in the enclosed air circuit cooled by water cooler, but are cooled by the ambient cooling air, the permissible temperature
rise above the ambient cooling air is to be the same as for ventilated machine.
(3) Where the machine is designed to operate with a coolant at temperature more (or less) then ambient temperature of 50
o
C (122 oF), the permissible temperature rises may be increased (or decreased) in accordance with the given ambient
temperature. The permissible temperature rises are to be taken to the nearest whole Celsius degrees.

[Conversion Table between Celsius (oC) and Fahrenheit (oF) for Temperature Rise]

Celsius (oC) 50 55 60 65 70 75 80 90 95 100 115 125

Fahrenheit (oF) 90 99 108 117 126 135 144 162 171 180 207 225

PART 4 SECTION 5|49 Electrical Installations -- Part C. Machinery and Equipment

Table 4/5C.4 Nameplates

a. Rotating Machines [See 4/5C2.11.9]

The manufacturer's Name
The manufacturer's serial number (or identification mark)
The year of manufacture
Type of Machine(Generator or motor, etc.)
Degree of protection enclosures (by IP code)
Class of rating or duty type
The rated output
The rated voltage
The rated current and type of current (A.C. or D.C.)
The rated speed (r.p.m.) or speed range
The class of insulation or permissible temperature rise
The ambient temperature

Number of phase (for A.C. machines)

The rated frequency (for A.C. machines)
Power factor (for A.C. machines)
Type of winding (for D.C. machines)

Exciter voltage (for synchronous machines or D.C. machines with separate excitation)
Exciter current at rating (for synchronous machines or D.C. machines with separate excitation)
Open-circuit voltage between slip-rings and the slip-ring current for rated conditions (for wounded-rotor
induction machines)

b. Accumulator Battery [See 4/5C3.3.3]

The manufacturer's name
The type designation
The rated voltage
The ampere-hour rating at a specific rate of discharge
The specific gravity of the electrolyte
(in the case of a lead-acid battery, the specific gravity when the battery is fully charged).

c. Transformer [See 4/5C5.5.3]

The manufacturer's name
The manufacturer's serial number (or identification mark)
The year of manufacture
The number of phases
The rated power
The rated frequency
The rated voltage in primary and secondary sides
The rated current in primary and secondary sides
The class of insulation or permissible temperature rise
The ambient temperature

d. Semiconductor Converter [See 4/5C6.5.4]

The manufacturer's name
The identification number of the equipment

PART 4 SECTION 5|50 Electrical Installations -- Part C. Machinery and Equipment

Table 4/5C.5 Factory Testing Schedule for Switchboards,
Chargers, Motor Control Centers,
and Controllers
[See 4/5C4.3.1]
(1) Insulation resistance measurements in accordance with 4/5C4.5
(2) Dielectric strength test in accordance with 4/5C4.7 and the Table below
(3) Protective device tripping test, such as overcurrent tripping, selective tripping, preferential tripping, etc.
(4) Inspection of the assembly including inspection of wiring and, if necessary, electrical operation test.

Standard Test Voltage for Dielectric Strength Test

Rated Insulation Voltage, Dielectric Test Voltage

A.C. - r.m.s
Up to and including 12 V 250 V
over 12 V to 60 V inclusive 500 V
over 60 V to 300 V inclusive 2000 V
over 300 V to 690 V inclusive 2500 V
over 690 V to 800 V inclusive 3000 V
over 800 V to 1000 V inclusive 3500 V
over 1000 V to 1500 V inclusive - * 3500 V
[Note] * : For Direct-current (D.C.) only

Table 4/5C.6 Clearance and Creepage Distance for

Switchboards, Distribution boards, Chargers,
Motor Control Centers and Controllers 1
[See 4/5C4.11.6]
Rated insulation voltage (V) Minimum clearances mm (in.) Minimum creepage distances mm
(in.)
Up to 250 15 (19/32) 20 (25/32)
From 251 to 660 20 (25/32) 30 (1 3/16)
Above 6602 25 (1) 35 (1 3/8)

[Note]
1 The values in this table apply to clearances and creepage distances between live parts as well as between live parts and
exposed conductive parts, including earthing.
2 For 1 kV to 11 kV systems, see 4/5D1.1.4.

PART 4 SECTION 5|51 Electrical Installations -- Part C. Machinery and Equipment

Table 4/5C.7 Equipment and Instrumentation
for Switchboard
[See 4/5C4.15.4]

Instrumentation and Alternating-current (A.C.) Switchboard Direct-current (D.C.) Switchboard

Equipment
1. Pilot Lamp A pilot lamp for each generator connected A pilot lamp for each generator connected
between generator and circuit breaker. between generator and circuit breaker.
See Note 3.
2. Generator A generator switch or disconnecting links A generator switch, or disconnecting
Disconnect in series with the generator circuit breaker links, in series with the circuit breaker
which is to disconnect completely all which will open positive, negative,
leads of the generator and the circuit neutral and equalizer leads, except that
breaker from the buses except the earth for 3-wire generators equalizer poles may
lead. See Note 1. be provided on the circuit breaker. For 3-
wire generators the circuit breakers are to
protect against a short circuit on the
equalizer buses. See Note 1.
3. Field Rheostat A field rheostat for each generator and A field rheostat for each generator. See
each exciter. See Note 2. Note 2.
4. Insulation A means for continuously monitoring the A means for continuously monitoring the
Monitor and electrical insulation level to earth, and an electrical insulation level to earth, and an
Alarm audible or visual alarm for abnormally audible or visual alarm for abnormally
low insulation values. See Note 3. low insulation values. See Note 3.
5. Ammeter An ammeter for each generator with a An ammeter for each 2-wire generator.
selector switch to read the current of each For each 3-wire generator an ammeter for
phase. See Note 3. each positive and negative lead and a
center-zero ammeter in the earth
connection at the generator switchboard.
Ammeters are to be so located in the
circuit as to indicate total generator
current.
6. Voltmeter A voltmeter for each generator, with a A voltmeter for each generator with
selector switch to each phase of the voltmeter switch for connecting the
generator and to one phase of the bus. See voltmeter to indicate generator voltage
Note 3. and bus voltage. For each 3-wire
generator, a voltmeter with voltmeter
switch for connecting the voltmeter to
indicate generator voltage, positive to
negative, and bus voltage positive to
negative, positive to neutral, and neutral
to negative. Where permanent provisions
for shore connections are fitted, one
voltmeter switch to provide also for
reading shore-connection voltage,
positive to negative
7. Space Heater Where electric heaters are provided for Where electric heaters are provided for
Pilot Lamp generators, a heater pilot lamp is to be generators, a heater pilot lamp is to be
fitted for each generator. fitted for each generator.

PART 4 SECTION 5|52 Electrical Installations -- Part C. Machinery and Equipment

Table 4/5C.7 Equipment and Instrumentation
(continued) for Switchboard
[See 4/5C4.15.4]
Instrumentation and Alternating-current (A.C.) Switchboard Direct-current (D.C.) Switchboard
Equipment
8. Synchroscope A synchroscope or synchronizing lamps Not applicable
or Lamps with selector switch for paralleling in any
combination. See Note 3.
9. Prime mover Control for prime mover speed for Not applicable
Speed Control paralleling. See Note 3.
10. Wattmeter Where generators are arranged for Not applicable
parallel operation, an indicating
wattmeter is to be fitted for each
generator. See Note 3.
11. Frequency A frequency meter with selector switch to Not applicable
Meter connect to any generator. See Note 3.
12. Field Switch A double-pole field switch with discharge Not applicable
clips and resistor for each generator. See
Note 2.
13. Voltage A voltage regulator. See Note 3.
Regulator
14. Stator Winding For alternating current generator above For direct current propulsion generator
Temperature 500 kW, a stator winding temperature above 500 kW, an interpole winding
Indicator indicator is to be fitted for each generator temperature indicator is to be fitted for
control panel. See Notes 3 and 4. each generator control panel. See Notes
3 and 4.

[Notes]
(1) The switch or links may be omitted when draw-out or plug-in mounted generator breakers are furnished.
(2) For generators with variable voltage exciters or rotary amplifier exciters, each controlled by voltage-regulator unit acting
on the exciter field, the field switch, the discharge resistor and generator field rheostat may be omitted.
(3) Where craft have centralized control systems in accordance with Section 4/11 and the generators can be paralleled from
the main control station, this equipment may be mounted on the control console.
(4) For high voltage systems, see also 4/5D1.11.1c.

Table 4/5C.8 Temperature Rise for Transformers1, 2

[See 4/5C5.3]

Insulation Class Copper Temperature Rise Hottest Spot

by Resistance Temperature Rise
Class A 55 oC(99 oF) 65 oC (117 oF)
Class B 80 oC (144 oF) 110 oC (198 oF)
Class F 115 oC (207 oF) 145 oC (261 oF)
Class H 150 oC (270 oF) 180 oC (324 oF)

[Note]
1 Metallic parts in contact with or adjacent to insulation are not to attain a temperature in excess of that allowed
for the hottest-spot copper temperature adjacent to that insulation.
2 Temperature rises are based on an ambient temperature of 40C. See 4/5C5.3.

PART 4 SECTION 5|53 Electrical Installations -- Part C. Machinery and Equipment

Table 4/5C.9 Types of Cable Insulation
[See 4/5C7.1.4]

Insulation Type Designation Insulation Materials Maximum Conductor

Temperature
V60, PVC/A Polyvinyl Chloride 60 oC (140 oF)
- General purpose
V75, PVC/A Polyvinyl Chloride 75 oC (167 oF)
- Heat resisting
R85, XLPE Cross-linked Polyethylene 85 oC (185 o F)
E85 Ethylene Propylene Rubber 85 oC (185 oF)
M95 Mineral (MI) 95 oC (203 oF) *
S95 Silicone Rubber 95 oC (203 oF)

* A maximum conductor temperature of 250 oC (482 oF) is permissible for special applications and standard end fittings may
be used provided the temperature does not exceed 85 oC(185 oF) at the end of fittings. However, when the temperature at the
end of fittings is higher than 85 oC (185 oF), special consideration will be given to an appropriate end fitting.

PART 4 SECTION 5|54 Electrical Installations -- Part C. Machinery and Equipment

 Table 4/5C.10 Maximum Current Carrying Capacity for
Insulated Copper Wires and Cables
[See 4/5C7.1.1]
Values in amperes
45oC (113oF) Ambient
750V and Less (A.C. or D.C.)
Conductor Size 1/C TYPE 2/C TYPE 3-4/C TYPE

103 V60 V75, R85, M95, V60 V75, R85, M95, V60 V75, R85, M95,
circ PVC/A Heat XLPE, S95 PVC/A Heat XLPE, S95 PVC/A Heat XLPE, S95
mm2 mils 60oC Resist. E85 95oC 60oC Resist. E85 95oC(2 60oC Resist. E85 95oC(2
(140oF) PVC 85oC (203oF) (140oF) PVC 85oC 03oF) (140oF) PVC 85oC(1 03oF)
75oC (185oF) 75oC (185oF) 75oC 85oF)
(167oF) (167oF) (167oF)
625 755 894 1006 642 760 855 529 626 704
600 736 872 981 626 741 834 515 610 687
1000 662 784 882 563 666 750 463 549 617
500 656 778 875 558 661 744 459 545 613
950 641 760 854 545 646 726 449 532 598
900 620 734 826 527 624 702 434 514 578
850 598 709 797 508 603 677 419 496 558
800 576 682 767 490 580 652 403 477 540
400 571 677 761 485 575 647 400 474 533
750 553 655 737 470 557 626 387 459 516
700 529 628 706 450 534 600 370 440 494
650 506 599 674 430 509 573 354 419 472
600 481 570 641 409 485 545 337 399 449
300 335 477 565 636 285 405 480 541 235 334 396 445
550 455 540 607 387 459 516 319 378 425
500 429 509 572 365 433 486 300 356 400
240 290 415 492 553 247 353 418 470 203 291 344 387
450 402 476 536 342 405 456 281 333 375
400 373 442 498 317 376 423 261 309 349
185 250 353 418 470 213 300 355 400 175 247 293 329
350 343 407 458 292 346 389 240 285 321
300 312 370 416 265 315 354 218 259 291
150 220 309 367 412 187 263 312 350 154 216 257 288
250 278 330 371 236 281 315 195 231 260
120 190 269 319 359 162 229 271 305 133 188 223 251
212 251 297 335 213 252 285 176 208 235
95 165 232 276 310 140 197 235 264 116 162 193 217
168 217 257 289 184 218 246 152 180 202
70 135 192 228 256 115 163 194 218 95 134 160 179
133 188 222 250 160 189 213 132 155 175
106 163 193 217 139 164 184 114 135 152
50 105 156 184 208 89 133 156 177 74 109 129 146
83.7 140 166 187 119 141 159 98 116 131
35 87 125 148 166 74 106 126 141 61 88 104 116
66.4 121 144 162 103 122 138 85 101 113

PART 4 SECTION 5|55 Electrical Installations -- Part C. Machinery and Equipment

 Table 4/5C.10 Maximum Current Carrying Capacity for
(continued) Insulated Copper Wires and Cables
[See 4/5C7.1.1]
Values in amperes
45oC (113oF) Ambient
750V and Less (A.C. or D.C.)
Conductor Size 1/C TYPE 2/C TYPE 3-4/C TYPE

103 V60 V75, R85, M95, V60 V75, R85, M95, V60 V75, R85, M95,
circ PVC/A Heat XLPE, S95 PVC/A Heat XLPE, S95 PVC/A Heat XLPE, S95
mm2 mils 60oC Resist. E85 95oC 60oC Resist. E85 95oC(2 60oC Resist. E85 95oC(2
(140oF) PVC 85oC (203oF) (140oF) PVC 85oC 03oF) (140oF) PVC 85oC(1 03oF)
75oC (185oF) 75oC (185oF) 75oC 85oF)
(167oF) (167oF) (167oF)
52.6 105 124 140 89 105 119 74 87 98
25 71 101 120 135 60 86 102 115 50 71 84 95
41.7 91 108 121 77 92 103 64 76 85
33.1 79 93 105 67 79 89 55 65 74
16 54 76 91 102 46 65 77 87 38 53 64 71
26.3 68 81 91 58 69 77 48 57 64
20.8 59 70 78 50 60 66 41 49 55
10 40 57 67 76 34 48 57 65 28 40 47 53
16.5 51 60 68 43 51 58 36 42 48
6 29 41 49 55 25 35 42 47 20 29 34 39
10.4 38 45 51 32 38 43 27 32 36
4 22 32 38 43 19 27 32 37 15 22 27 30
6.53 28 34 38 24 29 32 20 24 27
2.5 17 24 28 32 14 20 24 27 12 17 20 22
4.11 21 25 32 18 21 27 15 18 22
1.5 12 17 21 26 10 14 18 22 8 12 15 18
1.25 15 18 23 13 15 20 11 13 16
1.0 8 13 16 20 7 11 14 17 6 9 11 14

[Notes]
(1) The values give above have been calculated for an ambient of 45 oC (113 oF) and assume that a conductor temperature
equal to the maximum rated temperature of the insulation is reached and maintained continuously in the case of a group of
four cables bunched together and laid in free air.
(2) The current rating values give in Table 4/5.C10 (and those derived therefrom) may be considered applicable, without
correction factors, in cable conduits or cable pipes, except as noted in Note 3.
(3) For bunched cables, see 4/5B3.11.1
(4) These current ratings are applicable for both armored and unarmored cables.
(5) If ambient temperature differs from 45 oC (113 oF), the values in Table 4/5.C10 are to be multiplied by the following
factors.

Maximum
Conductor Ambient Correction Factor
Temperature
40oC (104oF) 50oC (122oF) 55oC (131oF) 60oC (140oF) 65oC (149oF) 70oC (158oF)
o o
60 C (140 F) 1.15 0.82 -- -- -- --
75oC (167oF) 1.08 0.91 0.82 0.71 0.58 ---

PART 4 SECTION 5|56 Electrical Installations -- Part C. Machinery and Equipment

 Maximum
Conductor Ambient Correction Factor
Temperature
40oC (104oF) 50oC (122oF) 55oC (131oF) 60oC (140oF) 65oC (149oF) 70oC (158oF)
o o
80 C (176 F) 1.07 0.93 0.85 0.76 0.65 0.53
85oC (185oF) 1.06 0.94 0.87 0.79 0.71 0.61
95oC (203oF) 1.05 0.95 0.89 0.84 0.77 0.71

(6) Where the number of conductors in a cable exceeds 4,, as in control cables, the maximum current carrying capacity of
each conductor is to be reduced as in the following table.

No. of Conductors % of 3-4/C TYPE Values in Table 4/5.C10

5-6 80
7 - 24 70
25 - 42 60
43 and above 50

(7) When a mineral-insulated cable is installed in such a location that its copper sheath is liable to be touched when in
service, the current rating is to be multiplied by the correction factor 0.80 in order that the sheath temperature does not
exceed 70 oC (158 oF).
(8) Cables being accepted based on approved alternate standard may have current carrying capacity of that standard provided
the cables are in full compliance with that standard.

PART 4 SECTION 5|57 Electrical Installations -- Part C. Machinery and Equipment


Part D. Specialized
Installations
4/5D1 High Voltage Systems
4/5D1.1 General
4/5D1.1.1 Application
The following requirements in this sub-section are
applicable to systems with nominal voltage (phase to
phase) exceeding 1 kV and up to 11 kV. For systems
with nominal voltages exceeding 11 kV a recognized
standard will be considered. Unless stated otherwise,
high voltage equipment and systems are to comply
with the other parts in Section 4/5 for low voltage
equipment and systems as well.
4/5D1.1.2 Standard Voltages and Frequency
The nominal standard voltages/frequencies
recommended are 3.0 kV, 3.3 kV, 6.0 kV, 6.6 kV, 10
kV and 11 kV at 50 or 60 hertz. Other
voltage/frequencies in accordance with a recognized
national standard will be considered provided that
the entire system is designed to that standard.
4/5D1.1.3 Distribution Systems
The following distribution systems can be used:
- 3 phase 3 wire with insulated neutral, or
- 3 phase 3 wire with earthed neutral.
Earthed neutral systems are permitted only outside
hazardous areas.
4/5D1.1.4 Air Clearance and Creepage Distance
a Air Clearance Phase-to-phase air clearances
and phase-to-earth air clearances between non-
insulated parts are to be not less than the minimum as
specified below.
Nominal Voltage in kV Minimum air
clearance in mm (in.)
1 - 1.1 25 (1.0)
3 - 3.3 55 (2.2)
6 - 6.6 90 (3.6)
10 - 11 120 (4.8)
Where intermediate values of nominal voltages are
accepted, the next higher air clearance is to be
observed. Where necessary, these distances are to be
increased to allow for the electromagnetic forces
involved. In the case of smaller distances,
appropriate voltage impulse test is to be applied.
PART 4 SECTION 5|59 Electrical Installations -- Part D. Specialized Installations
b Creepage Distance Creepage distances
between live parts and between live parts and earthed
metal parts are to be adequate for the nominal voltage
of the system, due regard being paid to the
comparative tracking index of insulating materials
under moist conditions according to the IEC
Publication 112 and to the transient overvoltage
developed by switching and fault conditions.
4/5D1.3 System Design
4/5D1.3.1 Selective Coordination
Selective coordination is to be in accordance with
4/5A5.1.5, regardless of the system neutral earthing
arrangement.
4/5D1.3.2 Earthed Neutral Systems
a Current Due to Earth Fault Whatever the
earthing method (resistor or other limiting device), in
case of an earth fault the current is not to be greater
than the full load current of the largest generator on
the switchboard but not less than three times the
minimum current required to operate any device
against an earth fault.
b Equipment Electrical equipment is to
withstand the earth fault current for the time
necessary to trip the protective device.
c Other Standard or Code Special consideration
will be given to directly earthed neutral or other
proposed earth neutral systems designed to other
recognized standards or code of practices.
4/5D1.3.3 Neutral Disconnection
Each generator neutral is to be provided with means
for disconnection.
4/5D1.3.4 Hull Connection of Earthing Resistors
All earthing resistors are to be connected to the hull.
Neutral earth resistors or devices are to be
individually connected to the hull and also bonded to
each other. Additionally, the earth resistors or devices
for connection of the neutrals to the hull are to be
provided for each section of the system.
4/5D1.3.5 Interconnection of Neutrals
Generators running in parallel may have a common
neutral conductor to earth provided the third
harmonic content of the wave form is 5% or less.
Otherwise, individual resistors are to be provided for
neutral connection to earth of each generator.
4/5D1.3.6 Earth Fault Detection
An earth fault is to be indicated by visual and audible
means. Rapid isolation is to be provided unless the
system is designed to operate continuously with an
earth fault.
4/5D1.5 Auxiliary Systems
4/5D1.5.1 Source of Supply
Where electrical energy or mechanical energy is
required for the operation of circuit breakers and
switches, a means of storing such energy is to be
provided with a capacity at least sufficient for two
on/off operation cycles of all the components.
However, the tripping due to overload or short-
circuit, and under-voltage is to be independent of any
stored electrical energy sources. This does not
preclude shunt tripping
4/5D1.5.2 Number of Supply Sources
At least one independent source of supply for
auxiliary circuits of each independent section of the
system is to be provided.
4/5D1.7 Protection
4/5D1.7.1 Generator
Protection against interwinding faults within the
generator is to be provided. This is to trip the
generator circuit breaker and de-excite the generator.
4/5D1.7.2 Power Transformers
If the total connected load of all outgoing circuits of
the power transformer secondary side exceeds the
rated load, an overload protection or an overload
alarm is to be fitted. When transformers are
connected in parallel, tripping of the protective
devices at the primary side is to automatically trip the
switch or protective devices connected at the
secondary side.
4/5D1.7.3 Voltage Transformers for Control and
Instrumentation
Voltage transformers are to be protected against
short-circuit by fuses on the primary and secondary
sides. Special consideration will be given to omitting
fuses on the primary side or to fitting automatic
circuit breakers on the secondary side instead of
fuses.
4/5D1.7.4 Fuses
Fuses may be used for short-circuit protection but not
for overload protection.
4/5D1.7.5 Low Voltage Systems
Lower voltage systems supplied through transformers
from high voltage systems are to be protected against
overvoltages due to loss of insulation between
primary and secondary windings. Direct earthing of
the lower voltage system or appropriate neutral
voltage limiters may be fitted. Special consideration
will be given to the use of an earthed screen between
the primary and secondary windings of high voltage
transformers.
PART 4 SECTION 5|60 Electrical Installations -- Part D. Specialized Installations
4/5D1.9 Equipment Installation and Arrangement
4/5D1.9.1 Degree of Protection
The degree of equipment protection is to be in
accordance with Table 4/5B.1.
4/5D1.9.2 Protective Arrangements
a Interlocking Arrangements Where high-
voltage 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.
b Warning Plate At the entrance of such spaces,
a suitable marking is to be placed which indicates
danger of high-voltage and the maximum voltage
inside the space. For high-voltage electrical
equipment installed outside these spaces, a similar
marking is to be provided.
4/5D1.9.3 Cables
a Runs of Cables High voltage cables are not to
be run through accommodation spaces. If not
practicable, special consideration will be given to
such installation.
b Segregation High voltage cables are to be
segregated from cables operating at lower voltages; in
particular, they are not to be run either in the same
cable bunch, the same ducts or pipes, or, in the same
box. Other suitable equivalent arrangement may be
accepted.
Higher voltage equipment are not to be combined
with lower voltage equipment in the same enclosure,
unless segregation or other suitable measures are
taken to ensure safe access to lower voltage
equipment.
c Installation Arrangements High voltage
cables, are to be installed on cable trays or equivalent
when they are provided with a continuous metallic
sheath or armor which is effectively bonded to earth;
otherwise they are to be installed for their entire
length in metallic ducting or pipes effectively bonded
to earth.
d Termination and Splices 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. Precautions are to be
taken to relieve the electrical stresses where cable
insulation is terminated. Terminations and splices are
to be of a type compatible with the insulation and
jacket material of the cable and are to be provided
with means to earth all metallic shielding components
(i.e. tapes, wires, etc.)
e Marking High voltage cables are to be readily
identifiable by suitable marking.
 f Test after Installation After installation, high
voltage cables are to be subjected to a voltage test
with a D.C. voltage of 4 times the rated phase to earth
voltage (Uo) applied for 15 minutes.
4/5D1.11 Machinery and Equipment
4/5D1.11.1 Rotating Machines
a Protection Rotating machines are to have a
degree of protection of at least IP23; for terminal box,
IP44, and for motors accessible to unqualified
personnel, IP43.
b Windings Generator stator windings should
have all phase ends brought out.
c Temperature Detectors Rotating machines are
to be provided with temperature detectors in their
stator windings to actuate a visual and audible alarm
in a normally attended position whenever the
temperature exceeds the permissible limit. If
embedded temperature detectors are used, means are
to be provided to protect the circuit against
overvoltage.
d Cooler Water-air heater exchangers of rotating
machines are to be of the double tube type. In a
normally attended position a visual and audible alarm
is to be given to monitor water cooler leakage.
e Space Heater Effective means are to be
provided to prevent the accumulation of moisture and
condensation within the machines when they are idle.
f Tests A high voltage test is to be carried out
on the individual coils in order to demonstrate a
satisfactory withstand level of the interwinding turn
insulation to steep fronted switching surges. This test
applies to coils for rotating machines to be used for
either earth or insulated systems. The peak test
voltage is to be that calculated by: Vt = 2.45V,
where V is the nominal voltage of the system. Each
coil is to be subject to at least five impulses.
Alternative procedures recommended by the
manufacturer will be considered.
4/5D1.11.2 Switchgear and Controlgear
Assemblies
Switchgear and controlgear assemblies are to be
constructed according to the IEC Publication 298 and
the following additional requirements:
a Protection Switchgear, controlgear assemblies
and converters are to have a degree of protection of at
least IP23.
b Mechanical Construction Switchgear should
be of metal - enclosed type in accordance with IEC
Publication 298 or of the insulation - enclosed type in
accordance with IEC Publication 466.
c Configuration The distribution switchboard is
to be divided in accordance with 4/5C4.15.2;
however, the main bus bars are to be connected by
circuit breakers, switches or switch disconnectors.
d Clearance and Creepage Distances For
clearance and creepage distances, see 4/5D1.1.4.
PART 4 SECTION 5|61 Electrical Installations -- Part D. Specialized Installations
e Circuit Breakers Circuit breakers are to be of
the withdrawable type or fitted with equivalent means
or arrangements permitting safe disconnection whilst
the bus bars are live.
f Locking Facilities 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,
switches and fixed disconnectors are to be possible.
Withdrawable circuit breakers when in the service
position are to have no relative motion between fixed
and moving parts.
g Shutters 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.
h Earthing and Short-circuiting 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.
i Tests A power frequency voltage test is to be
carried out on high voltage switchgear and
controlgear assemblies using the following test
voltages in accordance with the procedures of IEC
Publication 298 or other equivalent standards.
Nominal Voltage (phase Test Voltage (kV)
to phase) (kV)
2.5 - 3.6 10
3.6 - 7.2 20
7.2 - 11 28
Nominal voltage exceeding 1 kV up to voltages
below 2.5 kV will be specially considered.
4/5D1.11.3 Transformers
a Protection Transformers are to have a degree
of protection of at least IP44. However, when
installed in spaces accessible to qualified personnel
only the degree of protection may be reduced to
IP2X. For transformers not contained in enclosures,
see 4/5D1.9.1.
b Condensation Effective means to prevent
accumulation of moisture and condensation within the
transformers (when de-energized) is to be provided.
4/5D1.11.4 Miscellaneous Equipment
Equipment is to comply with the following IEC
Publication or other recognized standards:
1 Circuit Breakers IEC 56
2 Switches IEC 265
3 Fuses IEC 282
4 Contactors IEC 470
5 Current Transformers IEC 185
6 Voltage Transformers IEC 186
7 Relay IEC 255
4/5D1.11.5 Cables
a Standards Cables are to be constructed to IEC
Publication 92-3, 92-354, or other equivalent
recognized standard. See also 4/5C7.1
b Rated Voltage In a system with insulated
neutral, the rated phase to earth voltage (Uo) of the
cables is to be not less than the nominal voltage of the
system. For an earth neutral system, the rated phase
to phase voltage (Un) is to be not less than the
nominal voltage of the system. See IEC Publication
183.
4/5D2 Electric Propulsion System
4/5D2.1 Application
The following requirements in this sub-section are
applicable to electric propulsion system. The electric
propulsion system complying with other recognized
standard will be considered. Unless stated otherwise,
electric propulsion equipment and systems are to
comply with the applicable requirements in other
parts of Section 4/5 as well.
4/5D2.3 Plans and Data to be Submitted
In addition to the plans and data to be submitted in
accordance with 4/5A1, 4/5B1, and 4/5C1, the
following plans and data are to be submitted for
review.
- One line diagrams of propulsion control system
for power supply, circuit protection, alarm,
monitoring, safety and emergency shutdown
systems including list of alarm and monitoring
points.
- Plans showing the location of propulsion
controls and its monitoring stations.
- Arrangements and details of the propulsion
control console or panel including schematic
diagram of the system therein.
- Arrangements and details of electric coupling.
- Arrangements and details of the semiconductor
converters enclosure for propulsion system
including data for semiconductor converter,
cooling system with its interlocking arrangement.
4/5D2.5 Propulsion Power Supply Systems
4/5D2.5.1 Propulsion Generators
a Power Supply The power for the propulsion
equipment may be derived from a single generator. If
a craft service generator is also used for propulsion
purposes, other than for boosting the propulsion
power, such generator and power supply circuits to
propulsion systems are also to comply with the
applicable requirements in this subsection. See also
4/5A2.1.4.
PART 4 SECTION 5|62 Electrical Installations -- Part D. Specialized Installations
b Single System If a propulsion system contains
only one generator and one motor and cannot be
connected to another propulsion system, more than
one exciter set is to be provided for each machine.
However, this is not necessary for self-exited
generators or for multi-propeller propulsion craft
where any additional exciter set may be common for
the craft.
c Multiple Systems Systems having two or more
propulsion generators, two or more semiconductor
converters, or two or more motors on one propeller
shaft are to be so arranged that any unit may be taken
out of service and disconnected electrically without
preventing the operation of the remaining units.
d Excitation Systems Arrangements for electric
propulsion generators are to be such that propulsion
can be maintained in case of failure of an excitation
system or failure of a power supply for an excitation
system. Propulsion may be at reduced power under
such conditions where two or more propulsion
generators are installed provided such reduced power
is sufficient to provide for a speed of not less than 7
knots or 1/2 of design speed whichever is the lesser.
e Features for Other Services If the propulsion
generator is used for other purposes than for
propulsion, such as dredging, and other special
services, overload protection in the auxiliary circuit
and means for making voltage adjustments are to be
provided at the control board. When propulsion
alternating-current generators are used for other
services for operation in port, the port excitation
control is to be provided with a device that is to
operate just below normal idling speed of the
generator to remove excitation automatically.
4/5D2.5.2 Propulsion Excitation
a Excitation Circuits Every exciter set is to be
supplied by a separate feeder. Excitation circuits are
not to be fitted with overload circuit-interrupting
devices except those intended to function in
connection with the protection for the propulsion
generator. In such cases the field circuit breaker is to
be provided with a discharge resistor unless a
permanent discharge resistor is provided.
b Field Circuits Field circuits is to be provided
with means for suppressing voltage rise when a field
switch is opened. Where fuses are used for excitation
circuit protection it is essential that they do not
interrupt the field discharge resistor circuit upon
rupturing.
c Craft's Service Generator Connection Where
the excitation supply is obtained from the ship's
service generators, the connection is to be made to the
generator side of the generator circuit breaker with
the excitation supply passing through the overload
current device of the breaker.
4/5D2.5.3 Semiconductor Converters
Semiconductor converter circuits are to be able to
withstand the transient overcurrents to which the
system is subject during maneuvering. Where
semiconductor converters are connected in parallel,
the current for each semiconductor converters is to be
equally distributed as far as practicable. If several
elements are connected in parallel and a separate fan
is fitted for each parallel branch, arrangements are to
be made for disconnecting the circuit for which
ventilation is not available. Where semiconductor
converters are connected in series, the voltage
between the semiconductor devices are to be equally
distributed as far as practicable. In case of failure of
the cooling system, an alarm is to be given or the
current is to be reduced automatically.
4/5D2.7 Circuit Protection
4/5D2.7.1 Setting
Overcurrent protective devices, if any, in the main
circuits are to be set sufficiently high so as not to
operate on overcurrents caused by maneuvering or
normal operation in heavy seas or in floating broken
ice.
4/5D2.7.2 Direct-current (D.C.) Propulsion
Circuits
a Circuit Protection Direct-current propulsion
circuits are not to have fuses. Each circuit is to be
protected by overload relays to open the field circuits
or by remote-controlled main-circuit interrupting
devices. Provision is to be made for closing circuit
breakers promptly after opening.
b Protection for Reversal of the Rotation
Where separately driven D.C. generators are
connected electrically in series, means shall be
provided to prevent reversal of the rotation of a
generator upon failure of the driving power of its
prime mover.
4/5D2.7.3 Excitation Circuits
An overload protection is not to be provided for
opening of the excitation circuit.
4/5D2.7.4 Reduction of Magnetic Fluxes
Means are to be provided for selective tripping or
rapid reduction of the magnetic fluxes of the
generators and motors so that overcurrents do not
reach values which may endanger the plant.
4/5D2.7.5 Semiconductor Converters
a Overvoltage Protection Means are to be
provided to prevent excessive overvoltages in a
supply system to which converters are connected.
Visual and audible alarm are to be provided at the
control station for tripping of the protective fuses for
these devices.
PART 4 SECTION 5|63 Electrical Installations -- Part D. Specialized Installations
b Overcurrent Protection Arrangements are to
be made so that the permissible current of
semiconductor elements cannot be exceeded during
normal operation.
c Short-circuit Protection Fuses are to be
provided for protection of short-circuit of
semiconductor converters. Visual and audible alarm
are to be provided at the control station for tripping of
these semiconductor protective fuses. In case of
blown fuse, the respective part of the plants is to be
taken out of operation.
d Filter Circuits Fuses are to be provided for
filter circuits. Visual and audible alarm are to be
provided at the control station for tripping of the fuse.
4/5D2.9 Protection for Earth Leakage
4/5D2.9.1 Main Propulsion Circuits
Means for earth leakage detection are to be provided
for the main propulsion circuit and be arranged to
operate an alarm upon the occurrence of an earth
fault. When the fault current flowing is liable to cause
damage, arrangements for opening the main
propulsion circuit are also to be provided.
4/5D2.9.2 Excitation Circuits
Means are to be provided for earth leakage detection
in excitation circuits of propulsion machines but may
be omitted in circuits of brushless excitation systems
and of machines rated up to 500 kW.
4/5D2.9.3 Alternating-current (A.C.) Systems
Alternating-current propulsion circuits are to be
provided with an earthing detector alarm or indicator.
If the neutral is earthed for this purpose, it is to be
through an arrangement which will limit the current at
full-rated voltage so that it will not exceed
approximately 20 amperes upon a fault to earth in the
propulsion system. An unbalance relay is to be
provided which is to open the generator and motor-
field circuits upon the occurrence of an appreciable
unbalanced fault.
4/5D2.9.4 Direct-current (D.C.) Systems
The earthing detector may consist of a voltmeter or
lights. Provision is to be made for protection against
severe overloads, excessive currents and electrical
faults likely to result in damage to the plant.
Protective equipment is to be capable of being so set
as not to operate on the overloads or overcurrents
experienced in a heavy seaway or when maneuvering.
4/5D2.11 Electric Propulsion Control
4/5D2.11.1 General
Failure of a control signal is not to cause an excessive
increase in propeller speed. The reference value
transmitters in the control stations and the control
equipment are to be so designed that any defect in the
desired value transmitters or in the cables between the
control station and the propulsion system will not
cause a substantial increase in the propeller speed.
4/5D2.11.2 Automatic and Remote Control
Systems
Where two or more control stations are provided
outside the engine room, or where automatic control
of the propulsion machinery is provided, 4/11.1
through 4/11.7, as applicable, are to be complied
with. See 4/11.1.2 for propulsion class symbols.
4/5D2.11.3 Testing and Inspection
Controls for electric propulsion equipment are to be
inspected when finished and dielectric strength tests
and insulation resistance measurements made on the
various circuits in the presence of the Surveyor,
preferably at the plant of manufacture. The
satisfactory tripping and operation of all relays,
contactors and the various safety devices are also to
be demonstrated.
4/5D2.11.4 Initiation of Control
The control of the propulsion system can be activated
only when the delegated control lever is in zero
position and the system is ready for operation.
4/5D2.11.5 Emergency Stop
Each control station shall have an emergency stop
device which is independent of the control lever.
4/5D2.11.6 Prime Mover Control
Where required by the system of control, means are
to be provided at the control assembly for controlling
the prime mover speed and for mechanically tripping
the throttle valve.
4/5D2.11.7 Control Power Failure
If failure of the power supply occurs in systems with
power-aided control (e.g. with electric, pneumatic or
hydraulic aid), it is to be possible to restore control in
a short time.
4/5D2.11.8 Protection
Arrangements are to be made so that opening of the
control system assemblies or compartments will not
cause inadvertent or automatic loss of propulsion.
Where steam and oil gauges are mounted on the
main-control assembly, provision is to be made so
that the steam or oil will not come in contact with the
energized parts in case of leakage.
4/5D2.11.9 Interlocks
All levers for operating contactors, line switches,
field switches and similar devices are to be
interlocked to prevent their improper operation.
PART 4 SECTION 5|64 Electrical Installations -- Part D. Specialized Installations
Interlocks are to be provided with the field lever to
prevent the opening of any main circuits without first
reducing the field excitation to zero, except that when
the generators simultaneously supply power to an
auxiliary load apart from the propulsion, the field
excitation need only be reduced to a low value.
4/5D2.13 Instrumentation at the Control Station
4/5D2.13.1 Indication, Display and Alarms
The necessary instruments to indicate existing
conditions at all times are to be provided and
mounted on the control panel convenient to the
operating levers and switches. Instruments and other
devices mounted on the switchboard are to be labeled
and the instruments provided with a distinguishing
mark to indicate full-load conditions. Metallic cases
of all permanently installed instruments are to be
permanently earthed. The following instruments,
where applicable, are to be provided.
a For A-C Systems Ammeter, voltmeter,
indicating wattmeter and field ammeter(*) for each
propulsion generator and for each synchronous
motor. See also Table 4/11.7.
b For D-C Systems An ammeter for each main
circuit and one or more voltmeters with selector
switches for reading voltage on each propulsion
generator and motor. See also Table 4/11.7.
c For Electric Slip Couplings An ammeter for
the coupling excitation circuit.
* Field ammeter is not required for brushless generators.
4/5D2.13.2 Indication of Propulsion System Status
The control stations of the propulsion systems are to
have at least the following indications for each
propeller.
a "Ready for Operation" Power circuits and
necessary auxiliaries are in operation.
b "Faulty" Propeller is not controllable.
c "Power Limitation" In case of disturbance,
for example, in the ventilators for propulsion motors,
in the converters, cooling water supply or load
limitation of the generators.
4/5D2.15 Equipment Installation and
Arrangement
4/5D2.15.1 General
The arrangement of bus bars and wiring on the back
of propulsion-control assemblies is to be such that all
parts, including the connections, are accessible. All
nuts and connections are to be fitted with locking
devices to prevent loosening due to vibration.
Clearance and creepage distance are to be provided
between parts of opposite polarity and between live
parts and earth to prevent arcing. See 4/5.19,
4/5C4.11.6, and 4/5D1.11.2d.
4/5D2.15.2 Accessibility and Facilities for Repairs
a Accessibility For purposes of inspection and
repair, provision is to be made for access to the stator
and rotor coils, and for the withdrawal and
replacement of field coils. Adequate access is to be
provided to permit resurfacing of commutators and
slip-rings, as well as the renewal and bedding of
brushes.
b Facility for Supporting Facilities shall be
provided for supporting the shaft to permit inspection
and withdrawal of bearings.
c Slip-couplings Slip-couplings are to be
designed to permit removal as a unit without axial
displacement of the driving and driven shaft, and
without removing the poles.
4/5D2.15.3 Semiconductor Converters
Converters are to be installed away from sources of
radiant energy in locations where the circulation of
air is not restricted to and from the converter and
where the temperature of the inlet air to air-cooled
converters will not exceed that for which the
converter is designed. Immersed-type converters are
to use a non-flammable liquid. Where forced cooling
is utilized, the circuit is to be so designed that power
cannot be applied to or retained on converters unless
effective cooling is maintained. Converter stacks are
to have at least IP22 protection and mounted in such
a manner that they may be removed without
dismantling the complete unit.
4/5D2.15.4 Propulsion Cables
Propulsion cables are not to have splices or joints
except terminal joints and all cable terminals are to be
sealed against the admission of moisture or air.
Similar precautions are to be taken during installation
by sealing all cable ends until the terminals are
permanently attached. Cable supports are to be
designed to withstand short- circuited conditions.
They are to be spaced less than 915 mm (36 in.) apart
and are to be arranged to prevent chafing of the cable.
See 4/5B3.9.1.
4/5D2.17 Machinery and Equipment
4/5D2.17.1 Material Tests
The following materials intended for main propulsion
installation are to be tested in accordance with the
“ABS Requirements for Materials and Welding”:
thrust shafts, line shafts, propeller shafts, shafting for
propulsion generators and motors, coupling bolts, and
in the case of direct-connected turbine-driven
propulsion generators, fan shrouds, centering and
retaining rings. Major castings or built-up parts such
as frames, spiders and end shields are to be surface
inspected and the welding is to be in accordance with
the “ABS Requirements for Materials and Welding ”.
PART 4 SECTION 5|65 Electrical Installations -- Part D. Specialized Installations
4/5D2.17.2 Temperature Rating
When generators, motors or slip-couplings for
electric propulsion are fitted with an integral fan and
will be operated at speeds below the rated speed with
full-load torque, full-load current, or full-load
excitation temperature rise limits according to Table
4/5C.3 are not to be exceeded.
4/5D2.17.3 Protection Against Moisture
Condensation
4/5C2.11.7 is applicable for rotating machines and
converters regardless of the weight of the machines.
4/5D2.17.4 Prime Movers
a Capability The prime mover rated output are
to have adequate overloading and build-up capacity
for supplying the power which is necessary during
transitional changes in operating conditions of the
electrical equipment. When maneuvering from full
propeller speed ahead to full propeller speed astern
with the craft making full way ahead, the prime
mover is be capable of absorbing a proportion of the
regenerated power without tripping due to overspeed.
b Speed Control Prime movers of any type are
to be provided with a governor capable of
maintaining the pre-set steady speed within a range
not exceeding 5% of the rated full-load speed for load
changes from full-load to no-load.
c Manual Controls Where the speed control of
the propeller requires speed variation of the prime
mover, the governor is to be provided with means for
local manual control as well as for remote control.
For turbines driving A.C. propulsion generators,
where required by the system of control, the governor
is to be provided with means for local hand control as
well as remote adjustment from the control station.
d Parallel Operation In case of parallel
operation of generators, the governing system is to
permit stable operation to be maintained over the
entire operational speed range of the prime movers.
e Protection for Regenerated Power Braking
resistors or ballast consumers are to be provided to
absorb excess amounts of regenerated energy and to
reduce the speed of rotation of the propulsion motor.
These braking resistors or ballast consumers are to be
located external to the mechanical and electric
rotating machines. Alternatively, the amount of
regenerated power may be limited by the action of the
control system.
4/5D2.17.5 Rotating Machines for Propulsion
The following requirements are applicable to
propulsion generators and propulsion motors
a Ventilation and Protection Electric rotating
machines for propulsion are to be enclosed ventilated
or be provided with substantial wire or mesh screen to
prevent personnel injury or entrance of foreign
matter. Dampers are to be provided in ventilating air
ducts except when recirculating systems are used.

b Fire-extinguishing Systems Electric rotating
machines for propulsion which are enclosed or in
which the air gap is not directly exposed are to be
fitted with fire-extinguishing systems suitable for fires
in electrical equipment. This will not be required
where it can be established that the machinery
insulation is self-extinguishing.
c Air Coolers Air cooling systems for propulsion
generators are to be in accordance with 4/4.11.3 and
4/4.11.7.
d Temperature Sensors Stator windings of A.C.
machines and interpole windings of D.C. machines,
rated above 500 kW, are to be provided with
temperature sensors. See Table 4/11.9.
4/5D2.17.6 Propulsion Generators
Excitation current for propulsion generators may be
derived from attached rotating exciters, static
exciters, excitation motor-generator sets, or special
purpose generating units. Power for these exciters
may be derived from the machine being excited or
from any craft service, emergency, or special purpose
generating units.
4/5D2.17.7 Direct-current (D.C.) Propulsion
Motors
a Rotors The rotors of D.C. propulsion motors
are to be capable of withstanding overspeeding up to
the limit reached in accordance with the
characteristics of the overspeed protection device at
its normal operational setting.
b Overspeed Protection An overspeed
protection device is to be provided to prevent
excessive overspeeding of the propulsion motors due
to light loads, loss of propeller, etc.
4/5D2.17.8 Electric Couplings
a General Couplings are to be enclosed
ventilated or be provided with wire or mesh screen to
prevent personnel injury or the entrance of foreign
material. All windings are to be specially treated to
resist moisture, oil and salt air.
b Accessibility for Repairs The coupling is to be
designed to permit removal as a unit without moving
the engine. See also 4/5D2.15.2a.
c Temperature Rating The limits of temperature
rise are to be the same as for alternating-current
generators given in Tables 4/5C.2a and 4/5C.3,
except that when a squirrel-cage element is used, the
temperature of this element may reach such values as
are not injurious. Depending upon the cooling
arrangements, the maximum temperature rise may
occur at other than full-load rating so that heat runs
will require special consideration; for this purpose,
when an integral fan is fitted, the coupling
temperatures are not to exceed the limits in Tables
4/5C.2a and 4/5C.3 when operated continuously at
70% of full-load rpm, full excitation and rated torque.
Temperature rises for insulation materials above 180
PART 4 SECTION 5|66 Electrical Installations -- Part D. Specialized Installations
o
C (356 oF) will be considered in accordance with
4/5.13.6.
d Excitation Excitation is to be provided as
required for propulsion generators. See 4/5C2.19.1,
4/5C2.21.1d, and 4/5D2.17.6.
e Control Equipment Electric-coupling control
equipment is to be combined with the prime mover
speed and reversing control and is to include a two-
pole disconnect switch, short-circuit protection only,
ammeter for reading coupling current, discharge
resistor and interlocking to prevent energizing the
coupling when the prime mover control levers are in
an inappropriate position.
f Nameplates Nameplates of corrosion-resistant
material are to be provided in an accessible position
of the electric coupling and are to indicate at least the
information as listed in Table 4/5D.1a.
4/5D2.17.9 Semiconductor Converters for
Propulsion
a General Converter enclosures and other parts
subject to corrosion are to be made of corrosion-
resistant material or of a material rendered corrosion
resistant. Ambient air temperature is to be in
accordance with 4/5.13. In the case of water-cooled
converters, the inlet cooling water temperature is to
be considered at 30 oC (86 oF), unless otherwise
approved. In all cases, the temperature rise under all
conditions is to be limited to such a value as will
permit the converter to meet the specified
performance criteria. Schematic and one line
diagrams are to be submitted for review.
b Testing and Inspection Semiconductor
converters for propulsion systems are to be tested in
the presence of and inspected by the Surveyor,
preferably at the plant of the manufacturer. Duplicate
units of previously tested semiconductor converters
are to be tested only as deemed necessary by the
Surveyor to demonstrate successful operation.
c Insulation Test The insulation of
semiconductor converters is to be tested with all the
parts completely assembled not withstanding previous
tests carried out by the manufacturer on individual
parts. The dielectric strength is to be tested by the
continuous application for 60 seconds of an
alternating voltage having a crest value equal to the
sq. root of [2] times the specified test voltage and a
frequency of 20 to 60 Hz. The standard test voltage is
to be twice the normal voltage of the circuit to which
it is applied plus 1000 volts except that where the
secondary circuit operates below 60 volts, the test
voltage is to be 600 volts r.m.s. and where in the
range of 60 to 90 volts, the test voltage is to be 900
volts r.m.s. The dielectric test voltage is to be applied
between each circuit and earthed metal parts.
Alternative test procedures will be considered where
the above requirement could result in damage to
sensitive components.
 d Design Data The following limiting repetitive
peak voltages are to be used as a base for the
semiconductor device:
- when connected to a supply specifically for
propeller drives: URM = 1.5 UP;
- when connected to a common main supply:
URM = 1.8 UP
(UP is the peak value of the rated voltage at the
input of the semiconductor converter).
If the semiconductors are connected in series, the
above values may be increased by 10 %.
e Watertight Enclosures Converter units having
a watertight enclosure are to meet successfully the
insulation test specified in 4/5D2.17.9c after being
subjected to a stream of water from a nozzle not less
than 25 mm (1 in.) in diameter under a head of 10.5
m (35 ft), played on the enclosure for at least 15
minutes from a distance of 3 m (10 ft).
f Terminals The alternating current terminals
are to be marked with the letters A.C. The direct
current terminals are to be marked with a plus (+) on
the positive terminal and a minus (-) on the negative
terminal.
g Nameplates Nameplates of corrosion-resistant
material are to be provided in an accessible position
of the semiconductor converter or its enclosure and
are to indicate at least the information as listed in
Table 4/5D.1b.
4/5D2.17.10 Reactors and Transformers for
Semiconductor Converters
a General Interphase reactors and transformers
used with semiconductor converters are to conform
with the requirements of 4/5C5.1.1, 4/5C5.1.2c,
4/5C5.3, 4/5C5.5.1 and 4/5C5.5.2, and the following.
b Voltage Regulation Means to regulate
transformer output voltage are to be provided to take
care of increase in converter forward resistance and in
addition to obtain the necessary performance
characteristics of the converter unit in which the
transformer is used.
c High Temperature Alarm Interphase reactors
and transformers used with the semiconductor
converters for main and auxiliary propulsion systems
are to be provided with high temperature alarm at the
switchboard or the propulsion control station. The
setting value of the alarm is to be determined by their
specific insulation class and is not to exceed the
temperature corresponding to the limit listed in Table
4/5C.8.
4/5D2.17.11 Switches
a General Design All switches are to be
arranged for manual operation and so designed that
they will not open under ordinary shock or vibration;
contactors, however, may be operated pneumatically,
PART 4 SECTION 5|67 Electrical Installations -- Part D. Specialized Installations
by solenoids, or other means in addition to the
manual method which is to be provided unless
otherwise approved.
b Generator and Motor Switches Switches for
generators and motors are preferably to be of the air-
break type but for alternating-current systems, where
they are to be designed to open full-load current at
full voltage, oil-break switches using nonflammable
liquid may be used if provided with leak-proof,
nonspilling tanks.
c Field Switches Where necessary, field switches
are to be arranged for discharge resistors unless
discharge resistors are permanently connected across
the field. For alternating-current systems, means are
to be provided for de-energizing the excitation
circuits by the unbalance relay and ground relay.
4/5D2.17.12 Propulsion Cables
a Conductors The conductors of cables external
to the components of the propulsion plant, other than
cables and interconnecting wiring for computers, data
loggers or other automation equipment requiring
currents of very small value, are to consist of not less
than seven strands and have a cross-sectional area of
not less than 1.5 mm2 (2,960 circ. mils).
b Insulation Materials Ethylene-propylene
rubber, cross-linked polyethylene, or silicone rubber
insulated cables are to be used for propulsion power
cables except that polyvinyl chloride insulated cables
may be used where the normal ambient temperature
will not exceed 50 oC (122 oF).
c Sheath, Jacket and Armor All cables are to
have suitable moisture-resistant jackets and braided
metallic armor. Impervious metallic sheaths will be
considered but are not to be used with single-
conductor alternating-current cables.
d Inner Wiring The insulation of internal wiring
in main control gear, including switchboard wiring,
shall be of flame-retardant quality.
e Testing All propulsion cables, other than
internal wiring in control gears and switchboards, are
to be subjected to dielectric and insulation tests in the
presence of the Surveyor.
4/5D2.19 Dock and Sea Trials
Complete tests are to be carried out including
duration runs and maneuvering tests which should
include a reversal of the craft from full speed ahead to
full speed astern, tests for operation of all protective
devices and stability tests for control. All tests
necessary to demonstrate that each item of plant and
the system as a whole are satisfactory for duty are to
be performed. Immediately prior to trials, the
insulation resistance is to be measured and recorded.
4/5D3. Electrical Plants of Less Than 75 kW
4/5D3.1 General
Electrical plants having an aggregate capacity of less
than 75 kW are to comply with the following
requirements and the requirements in this Section 4/5,
as applicable -- except 4/5.17, 4/5A1.3, 4/5A1.5,
4/5A2, 4/5A3, 4/5A4.1.6b, 4/5A5.1.5, 4/5A6.5,
4/5A6.7, 4/5A7.3, 4/5A8, 4/5A9.1, 4/5A9.3,
4/5A10.3, 4/5B1.1, 4/5B2.9, 4/5C2.15.4,
4/5C4.19.2d and .2e, 4/5C7 and 4/5D1.
4/5D3.3 Standard Details
Standard wiring practices and details including such
items as cable supports, earthing details, bulkhead
and deck penetrations, cable joints and sealing, cable
splicing, watertight and explosion-proof connections
to equipment, earthing and bonding connections, etc.,
as applicable, are to be indicated on the submitted
plans or may be submitted in a booklet format.
4/5D3.5 Calculations of Short-circuit Currents
In the absence of precise data, the following short
circuit currents at the machine terminals are to be
assumed:
1 Direct Current Systems Ten times the full load
current for generators normally connected (including
spare) for each generator capable of being
simultaneously connected.
Six times full load current for motors
simultaneously in service
2 Alternating Current Systems Ten times the full
load current for generators normally connected
(including spare) for each generator capable of being
simultaneously connected - symmetrical r.m.s.
Three times full load current of motors
simultaneously in service.
4/5D3.7 Lightning Protection
For lightning protection systems, see 4/5B2.1.4a.
4/5D3.9 Temperature Ratings
In the requirements contained in 4/5D3, an ambient
temperature of 40C (140F) has been assumed for all
locations. Where the ambient temperature is in
excess of this value, the total temperature specified is
not to be exceeded. Where equipment has been rated
on ambient temperature less than that contemplated,
consideration will be given to the use of such
equipment provided the total temperature for which
the equipment is rated will not be exceeded.
4/5D3.11 Generators
Craft using electricity for propulsion auxiliaries or
preservation of cargo are to be provided with at least
two generators. These generators are not to be driven
by the same engine. The capacity of the generating
PART 4 SECTION 5|68 Electrical Installations -- Part D. Specialized Installations
sets is to be sufficient to carry the necessary load
essential for the propulsion and safety of the craft and
preservation of the cargo with any one generator set
in reserve. Craft having only one generator are to be
provided with a battery source to supply sufficient
lighting for safety.
4/5D3.13 Emergency Source of Power
1 Capacity The emergency source of electrical
power is to have adequate capacity to provide
emergency lighting for a period of at least 5 hours.
2 Sources The emergency power source may be
any of the following:
a An automatically connected or manually
controlled storage battery; or
b An automatically or manually started generator,
or
c Relay-controlled, battery-operated lanterns.
3 Battery Sources Where the source of electrical
power is a battery connected to a charging device
with an output of more than 2 kW, the battery is to be
located as near as practicable to but not in the same
space as the emergency switchboard, distribution
board or panel.
4/5D3.15 Cable Construction
Cables are to have copper conductors constructed in
accordance with a recognized standard and are to be
of the stranded type, except sizes not exceeding 1.5
mm2 (16 AWG) may have solid conductors.
4/5D3.17 Switchboards, Distribution Boards and
Panels
1 Installation Switchboards, distribution boxes
panels and panels are to be installed in dry accessible,
and well-ventilated areas. Not less than 610 mm (24
in.) clearance is to be provided in front of
switchboards, distribution boxes panels and panels.
When located at the helm or other area adjacent to or
part of an open cockpit or weather deck, they are to
be protected by a watertight enclosure.
2 Instrumentation A voltmeter, ammeter,
frequency meter, and voltage regulator are to be
provided for each generator installed. Control
equipment and measuring instruments are to be
provided as necessary to insure satisfactory operation
of the generator or generators.
4/5D3.19 Navigating Running Lights
Mast head, port, starboard, and stern lights when
required are to be controlled by a running light
indicator panel. A fused-feeder disconnect switch is
to be provided; the rating of the fuses is to be at least
twice that of the largest branch fuse and greater than
the maximum panel load.
Table 4/5D.1 Nameplates

a. Electric Coupling [See 4/5D2.17.8e]

The manufacturer's name

The manufacturer's type and frame designation
The output
Kind of rating
The temperature rise at rated load and design
ambient temperature
The speed (r.p.m.) at rated load
The rated voltage
The exciter rated voltage
The Exciting current in amperes at rating

b. Semiconductor Converter [See 4/5D2.17.9g]

The manufacturer's name and address

The manufacturer's serial number
The type (silicon, copper oxide, etc.)
The rated A.C. volts
The rated A.C. amperes
Number of phases
Frequency
The rated D.C. volts
The rated D.C. amperes
The ambient temperature range
The cooling medium

PART 4 SECTION 5|69 Electrical Installations -- Part D. Specialized Installations


Part E. Specialized Craft
and Services
4/5E1 Installations in Special-category Spaces
4/5E1.1 Application
In addition to the foregoing requirements in this
Section, the following requirements are applicable for
installations in special-category spaces.
4/5E1.3 Ventilation System
4/5E1.3.1 Arrangement
The ventilating system for special-category spaces is
to be independent from other ventilation systems and
is to be capable of being controlled from a position
outside the space.
4/5E1.3.2 Capacity
An effective power ventilation system of sufficient
capacity to give at least 10 air changes per hour while
navigating and 20 air changes per hour at the
quayside during vehicle loading and unloading
operations is to be provided.
4/5E1.3.3 Fans
Exhaust fans are to be of non-sparking construction in
accordance with 4/5B7.7.
4/5E1.3.4 Material and Arrangement of Ducts
Ventilation ducts including dampers are to be of steel.
Ducts serving spaces capable of being sealed are to
be separated for such space.
PART 4 SECTION 5|71 Electrical Installations -- Part E. Specialized Vessels and Services
4/5E1.3.5 Exhaust Inlet and Outlet
Inlet for exhaust ducts are to be located within 450
mm (17.75 in.) above the vehicle deck. The outlet is
to be sited in a safe position, having regard to the
source of ignition near the outlet.
4/5E1.3.6 Emergency Shutdown
Arrangements are to be provided to permit a rapid
shutdown and effective closure of ventilation system
in case of fire, taking into account the weather and
sea conditions. See also 4/5E1.3.1.
4/5E1.3.7 Operating Compartment Indication
Means are to be provided on the operating
compartment or other appropriate locations to
indicate any loss of the ventilating capacity.
4/5E1.5 Location and Type of Equipment
4/5E1.5.1 Certified Safe Type Equipment
Except as provided for in 4/5E1.5.2 below, electrical
equipment and wiring within the enclosed vehicle
spaces referred to in 4/5E1.3.1 are to be increased-
safety, explosion-proof, or intrinsically-safe type.
4/5E1.5.2 Arrangements
Except for a distance within 450 mm (17.75 in.)
above a platform that does not have openings of
sufficient size permitting penetration of petroleum
gases downward, electrical equipment of a type so
enclosed and protected as to prevent the escape of
sparks, e.g. protection degree of IP55 or equivalent.
4/5E1.5.3 Equipment in Ducts from Vehicle Space
Electrical equipment and wiring installed within an
exhaust duct are to be increased-safety, explosion-
proof, or intrinsically-safe type.
PART 4 SECTION 6
Pumps and Piping Systems

4/6.1 Construction and Installation 4/6.3.3 Booklet of Standard Details

A booklet of standard piping practices and details
4/6.1.1 General Requirements including such items as bulkhead, deck and shell
All craft are to be provided with the necessary pumps penetrations, welding details including dimensions,
and piping systems for safe and efficient operation in pipe joining details, etc. is to be submitted. Pipe
the service for which they are intended. Materials welding details are to comply with Section 2/3.
and workmanship are to be in accordance with good
marine practice and to the satisfaction of the 4/6.4 Material Tests and Inspection
Surveyor. The arrangements and details are to
comply with the following requirements which are 4/6.4.1 Specifications and Purchase Orders
applicable to all oceangoing craft but which may be The appropriate material to be used for the various
modified for craft classed for limited service. pipes, valves and fittings is indicated in this section.
The material is to be made in accordance with the
4/6.1.2 Piping Groups requirements of Section 2/2, except that tests of
To distinguish between detail requirements for the material for valves, fittings, fluid power cylinders,
various systems the piping on shipboard is divided and Group II piping need not be witnessed by the
into two groups. Surveyor. Where electric resistance welding is used,
Group I in general includes all piping intended for the requirements of Section 2/3 are also applicable.
working pressures or temperatures in various services Copies in duplicate of the purchase orders for
as follows: material requiring test and inspection at the mills or
Service Pressure Temperature
place of manufacture are to be forwarded to the
bar (kgf/cm2, psi) C (F) Bureau for the information of the Surveyor.
Vapor and Gas over 10.3 (10.5, 150) over 343 (650)
Water over 15.5 (15.8, 225) over 177 (350) 4/6.4.2 Special Materials
Lubricating Oil over 15.5 (15.8, 225) over 204 (400) If it is desired to use special alloys or other materials
Fuel Oil over 10.3 (10.5, 150) over 66 (150)
not covered by the Rules, the use of such materials
Hydraulic Fluid over 15.5 (15.8, 225) over 204 (400)
will be specially considered for approval.
Group II includes all piping intended for working
pressures and temperatures below those stipulated 4/6.5 Definitions
under Group I. Group II also includes open-ended
lines such as drains, overflows, engine exhausts and 4/6.5.1 Piping/Piping Systems
vents. The terms piping and piping systems include the pipe,
fittings, system joints, method of joining and any
4/6.3 Plans and Data to Be Submitted internal or external liners, coverings and coatings
required to comply with the performance criteria. For
4/6.3.1 Plans example, if the basic material needs a fire protective
Before proceeding with the work, plans in accordance coating to comply with the fire endurance
with 4/1.11 are to be submitted, showing clearly the requirements, then the piping are to be manufactured
diagrammatic details or arrangement of the and tested with both the basic material and coating
equipment. attached and details are to be submitted to the Bureau
for approval.
4/6.3.2 All Piping Systems
The plans are to consist of a diagrammatic drawing of 4/6.5.2 Joints
each system accompanied by lists of material giving The term joint refers to the method of connecting
size, wall thickness, maximum working pressure and pipes by adhesive bonding, brazing, welding, bolted
material of all pipes and the type, size, pressure rating flanging, threading, etc.
and material of valves and fittings.

PART 4 SECTION 6|1 Pumps and Piping Systems

4/6.5.3 Fittings
The term fittings refers to bends, elbows, fabricated
branch pieces, etc.
4/6.5.4 Positive Closing Valves
Positive closing valves are valves that are capable of
maintaining a set position under all operating
conditions.
4/6.5.5 Recognized Standard of Construction
Recognized standards of construction are published
construction standards from organizations, such as
but not limited to the American Society of
Mechanical Engineers (ASME), American Society of
Testing and Materials (ASTM), Department of
Transportation (DOT), Japanese Industrial Standard
(JIS), German Design Standard (DIN), British
Standard Code of Practice (BSI), which are
recognized by the Bureau as being acceptable
standards for a specific purpose or service. Each
standard is to be used independently and in a
consistent manner.
4/6.5.6 Standard or Extra-Heavy Pipe
Pipe thickness referred to as Standard or Extra-Heavy
are the equivalent of American National Standards
Institute Schedule 40 and Schedule 80 pipe up to a
maximum wall thickness of 9.5 mm (0.375 in.) and
12.5 mm (0.5 in.), respectively.
4/6.7 General Installation Details
4/6.7.1 Protection
Pipes, valves and operating rods are to be effectively
secured and adequately protected from mechanical
damage. These protective arrangements are to be
fitted so that they may be removed to enable
examination of the pipes, valves, and operating rods
protected.
4/6.7.2 Pipes Near Switchboards
The leading of pipes in the vicinity of switchboards is
to be avoided as far as possible. When such leads are
necessary, care is to be taken to fit no flanges or
joints over or near the switchboards unless provision
is made to prevent any leakage from damaging the
equipment.
4/6.7.3 Expansion or Contraction Stresses
Provision is to be made to take care of expansion or
contraction stresses in pipes due to temperature
changes or working of the hull. Slip joints of an
approved type may be used in systems and locations
where possible leakage will not be hazardous.
PART 4 SECTION 6|2 Pumps and Piping Systems
4/6.7.4 Non-Metallic Expansion Joints
Molded expansion fittings of reinforced rubber or
other suitable materials may be used in circulating
water piping systems in machinery spaces. Such
fittings are to be oil resistant. The maximum working
pressure is not to be greater than 1/4 of the
hydrostatic bursting pressure of the fitting as
determined by a prototype test. Manufacturer's name
and the month and year of manufacture are to be
embossed or otherwise permanently marked on the
outside edge of one of the flanges or other easily
examined area of all flexible expansion joints
intended for use in sea water piping systems over 150
mm (6 in.). Plans of the molded or built-up flexible
expansion joints in sea water piping systems over 150
mm (6 in.), including details of the internal
reinforcement arrangements, are to be submitted for
approval.
4/6.7.5 Bulkhead, Deck or Tank Top
Penetrations
Where pipes pass through bulkheads, decks or tank
tops, the penetrations are to be made by methods
which will maintain the watertight, fire-tight or
smoke-tight integrity of the bulkhead, deck or tank
top. Bolted connections are to have the bolts
threaded through the plating and welded connections
are to be welded on both sides or with full-strength
welds from one side.
4/6.7.6 Collision-Bulkhead Penetrations
Pipes piercing the collision bulkhead are to be fitted
with suitable valves operable from above the
bulkhead deck and secured to the bulkhead, generally
inside the forepeak. Cast iron is not to be used for
these valves. The use of nodular iron, also known as
ductile iron or spheroidal-graphite iron will be
accepted, provided the material has an elongation not
less than 12% in 50 mm (2 in.). Tanks forward of the
collision bulkhead are not to be arranged for the
carriage of oil or other liquid substances that are
flammable.
4/6.7.8 Sluice Valves and Cocks
No valve or cock for sluicing purposes is to be fitted
on a collision bulkhead. Sluice valves or cocks may
be fitted only on other watertight bulkheads, when
they are at all times accessible for examination. The
control rods are to be operable from the bulkhead
deck and are to be provided with an indicator to show
whether the valve or cock is open or closed. The
control rods are also to be properly protected from
injury and their weight is not to be supported by the
valve or cock.
4/6.7.9 Relief Valves
All systems which may be exposed to pressures
greater than that for which they are designed are to be
safeguarded by suitable relief valves or the
equivalent, and pressure containers such as
evaporators, heaters, etc., which may be isolated from
a protective device in the line are to have such
devices either directly on the shell or between the
shell and the isolation valve.
a Exceptions In pumping systems such as oil
piping and fire main, where ordinarily relief valves
are required at the pump, such valves need not be
fitted when the system is served only by centrifugal
pumps so designed that the pressure delivered cannot
exceed that for which the piping is designed.
4/6.7.10 Instruments
a Temperature Thermometers and other
temperature sensing devices registering through
pressure boundaries are to be provided with
instrument wells to allow for instrument removal
without impairing the integrity of the pressurized
system.
b Pressure Pressure sensing devices are to be
provided with valve arrangements to allow for
instrument isolation and removal without impairing
the pressurized systems' integrity.
4/6.7.11 Hose
a Hoses in Vital Systems Hose assemblies may
be installed between two points where flexibility is
required but are not to be subject to torsional
deflection (twisting) under normal operating
conditions. In general, hose is to be limited to the
length necessary to provide for flexibility and for
proper operation of machinery. Each hose is to be
visible at all times, easily accessible, and confined to
one watertight compartment. Burst pressure of the
hose is not to be less than four times the relief valve
setting.
Where the use of non-metallic hose is permitted,
the hose materials are to be suitable for the intended
service. Hoses for oil service are to be fire resistant
and reinforced with wire braid or other suitable
material.
b Hoses in Non-vital Systems Flexible metallic
and non-metallic hose may be installed throughout in
systems such as sanitary drains, potable water, and
fresh water cooling for non-vital equipment. Where
hose passes through watertight bulkheads, it is to be
connected to a rigid sleeve of the same material as the
bulkhead and the sleeve is to be fitted with either a
readily accessible valve at each side of the bulkhead
or a single valve on one side of the bulkhead with a
remote operator capable of operation from above the
bulkhead deck.
PART 4 SECTION 6|3 Pumps and Piping Systems
c Fire-resistant Hoses In order for a non-
metallic flexible hose to be considered fire-resistant, a
prototype of the hose is to be subjected to a fire test
for at least 30 minutes at a temperature of not less
than 800C (1472F) while water at the maximum
service pressure is circulated inside. The temperature
of the water at the outlets is not to be less than 80C
(176F) during the test. The tested hose is to be
complete with end fittings and no leakage is to be
recorded during or after the test. As an alternative,
the fire test may be conducted with the circulating
water at a pressure of at least 5 bar (5.1 kgf/cm2, 72.5
psi) and a subsequent pressure test to twice the design
pressure.
d Hose Fittings Each hose is to be complete
with factory assembled end fittings or factory
supplied end fittings installed in accordance with
manufacturer's procedures. The use of non-metallic
hoses which are not provided with factory assembled
end fittings will be considered for non-combustible
and non-toxic, Group II piping systems under 5.2 bar
(5.3 kgf/cm2, 75 psi) in pipe sizes up to 114.3 mm
O.D. (4 in. NPS). Such hoses are to be located in
accessible locations and secured by means of at least
two stainless-steel hose clamps at each end. Such
clamps are to be at least 12 mm (0.5 in.) wide and are
not to be dependent on spring tension to remain
fastened.
4/6.7.12 Control of Static Electricity
Piping systems that are routed through hazardous
areas are to be suitably grounded either by welding or
bolting the pipes or their supports directly to the hull
of the ship or through the use of bonding straps. In
general, the resistance between ground points along
the length, across joints, and from pipe to ground is
not to exceed 1 megohm. Where bonding straps are
used, they are to be clearly visible, protected from
mechanical damage and of a type not affected by
corrosive product and paint. Bonding straps are
required for piping systems which are not
permanently connected to the hull, including piping
systems which are electrically separated from the hull
and pipe connections arranged for removal of spool
pieces.
4/6.7.13 Leakage Containment
For areas where leakage may be expected such as oil
burners, purifiers, oil drains, valves under day tanks,
etc., means of containing the leakage are to be
provided. Where drain pipes are fitted for collected
leakage, they are to be led to a suitable oil drain tank
not forming part of an overflow system.
4/6.7.14 Piping on Aluminum Craft
On a craft with an aluminum hull, the use of steel,
copper or other non-aluminum pipes, valves and
fittings will require special attention to avoid galvanic
corrosion with dissimilar metals. Piping runs of
material not compatible with aluminum are to be
isolated from the hull by suitable isolating brackets or
insulating material. Where non-aluminum pipes pass
through decks, bulkheads, tank tops, and shell plating,
they are to be isolated from the vessel’s structure with
suitable insulation.
4/6.8 Pumps
4/6.8.1 General
For self-propelled craft 500 gross tons and above, the
following pumps are to meet the test requirements of
4/6.8.3 and 4/6.8.5:
Fire pump
Bilge pump
Ballast pump
Hydraulic pumps for steering gear, anchor
windlass and variable pitch propellers
The tests are to be carried out at the manufacturer's
plant in the presence of the Surveyor. The capacity
test will not be required nor will the hydrostatic test
need to be witnessed by the Surveyor for individual
pumps assembled on a production line basis,
provided the Surveyor is satisfied from periodic
inspections and the manufacturer's quality assurance
procedures that the pump capacities are acceptable
and that hydrostatic testing is being performed. See
4/1.2. For pumps associated with reciprocating
internal combustion engines and reduction gears, see
4/4.21
4/6.8.3 Hydrostatic Test
All pumps are to be hydrostatically tested to 1.5P, but
not less than 3.9 bar (4 kgf/cm2, 57 psi), where P is
the maximum working pressure of the part concerned.
When the suction and discharge sides of the pump are
tested independently, the pump suction is to be tested
to 1.5 times Ps, but not less than 3.9 bar (4 kgf/cm2,
57 psi), where Ps is the maximum pressure available
from the system at the suction inlet. For steering gear
pumps, also see 4/8.5
4/6.8.5 Capacity Test
Pump capacities are to be checked with the pump
operating at design conditions (rated speed and
pressure head). For centrifugal pumps, the pump
characteristic (head capacity) design curve is to be
verified to the satisfaction of the Surveyor.
PART 4 SECTION 6|4 Pumps and Piping Systems
4/6.9 Pressure Tests
4/6.9.1 General
In addition to the testing and inspection of materials,
as required in Section 2/2, the following tests on the
fabricated piping are to be witnessed by the Surveyor
after bending and the attachment of flanges:
4/6.9.2 Fuel Oil Service System
Pressure lines are to be tested after installation to 1.5
times the design pressure of the system but not less
than 3.4 bar (3.5 kgf/cm2, 50 psi).
4/6.9.3 Fuel Oil Suction and Transfer Lines
Fuel transfer systems are to be tested after installation
to 3.4 bar (3.5 kgf/cm2, 50 psi). Fuel-oil gravity fed
suction lines are to be leak tested such that the testing
procedures reflect the static pressure working
conditions of the suction piping.
4/6.9.4 Starting Air Piping
Piping in starting-air systems is to be tested,
preferably before installation, to 1.5 times the design
pressure of the system.
4/6.9.6 Hydraulic Power Piping
After fabrication, the hydraulic power piping system
or each piping component is to be tested to 1.5 times
the design pressure. For steering gear piping tests,
see 4/8.8 and for controllable pitch propeller system
piping tests see 4/7.32.1c.1
4/6.9.7 Fixed Oxygen-Acetylene Piping
The piping system is to be tested in the presence of
the Surveyor to 1.5 times the maximum design
pressure and thoroughly purged with air before being
placed in service. The medium used for pressure
testing of oxygen lines is to be oil-free and
nonflammable. Material used externally for leak
testing oxygen lines is to be oil-free and, if
combustible, is to be applied as a diluted water
solution.
4/6.9.8 All Piping
After installation all piping is to be tested under
working conditions.
4/6.13 Metallic Pipes
4/6.13.1 Test and Inspection Group I Piping
Pipes intended for use in Group I piping systems are
to be tested in the presence of and inspected by the
Surveyor in accordance with Section 2/2 or such
other appropriate material specification as may be
approved in connection with a particular design. See
4/6.67.3 for pipe used in hydraulic systems.
4/6.13.2 Steel Pipe
a Seamless Pipe Seamless-drawn steel pipe may
be used for all purposes.
b Welded Pipe Electric resistance welded steel
pipe may be used for temperatures up to 343C
(650F). Consideration will be given to the use of
electric-resistance-welded (ERW) pipe for use above
343C (650F) where the material is shown to be
suitable for the intended service (i.e. in a non-
corrosive environment, where design temperature is
below the lowest graphitization temperature specified
for the material, etc.). Furnace butt-welded pipe up to
and including 115 mm O.D. (4 in. NPS) may be
used for Group II piping for temperatures up to 232C
(450F) but is not to be used for flammable or
combustible fluids.
4/6.13.3 Copper Pipe
Seamless-drawn and welded copper pipe, unless
otherwise prohibited, may be used for all purposes
where the temperature does not exceed 208C (406F)
and within the limitations specified in the material
specification.
4/6.13.4 Brass Pipe
Seamless-drawn brass pipe, unless otherwise
prohibited, may be used where the temperature does
not exceed 208C (406F). In saltwater systems, only
alloys with a zinc content of 15% or less which
contain dezincification inhibitors such as tin,
antimony or arsenic are to be used.
4/6.13.5 Aluminum Pipe
Aluminum pipe is not to be used for fuel oil,
lubricating oil, hydraulic oil or other flammable or
combustible liquids. Aluminum pipe is also not to be
used for bilge piping within the machinery space or
for fire fighting systems.
Aluminum pipe may be used for all other services
on craft constructed of aluminum or fiber-reinforced
plastic, including vents and sounding pipes from oil
tanks.
4/6.13.6 Maximum Allowable Working Pressure
and Minimum Thickness
The maximum allowable working pressure and the
minimum thickness of pipes are to be determined by
the following equations, with due consideration being
given to the reduction in thickness at the outer radius
of bent pipes:
KS ( t − c)
WD
W= t= +C
D − M ( t − c) KS + MW
K = 20 (200, 2)
W = maximum allowable working pressure in
bar, kgf/cm2 or psi. See Note 1.
PART 4 SECTION 6|5 Pumps and Piping Systems
t = minimum thickness of pipe in mm or in
See Note 5.
D = actual external diameter of pipe in mm or
in.
S = maximum allowable fiber stress in
N/mm2, kgf/mm2 or psi from Table 4/6.1.
See Note 2.
M = factor from Table 4/6.1
C = allowance for threading, grooving or
mechanical strength
= 1.65 mm (0.065 in.) for plain-end steel
or wrought-iron pipe or tubing up to 115
mm O.D. (4 in. NPS). See Note 3.
= 0.00 mm (0.000 in.) for plain-end steel
or wrought-iron pipe or tubing up to 115
mm O.D. (4 in. NPS) used for hydraulic
piping systems. See Note 3.
= 0.00 mm (0.000 in.) for plain-end steel
or wrought- iron pipe or tubing 115 mm
O.D. (4 in. NPS) and larger. See Note
3.
= 1.27 mm (0.05 in.) for all threaded pipe
17 mm O.D. ( 3/8 in.) and smaller
= depth of thread h for all threaded pipe
over 17 mm O.D. ( 3/8 in.). See Note 4.
= depth of groove for grooved pipe
= 0.00 mm (0.000 in.) for plain-end
nonferrous pipe or tubing. See Note 3.
Notes:
1 The value of W used in the equations is to be not
less than 8.6 bar (8.8 kgf/cm2, 125 psi), except that
for suction and other low-pressure piping of
nonferrous material, the actual working pressure
may be applied if a suitable addendum is provided
against erosion and outside damage. However, in
no case is the value of W to be less than 3.4 bar
(3.5 kgf/cm2, 50 psi) for use in the equations.
2 Values of S for other materials are not to exceed
the stress permitted by ASME B31.1 Code for
Pressure Piping, Power Piping .
3 Plain-end pipe or tubing includes those joined by
any method in which the wall thickness is not
reduced.
4 The depth of thread h may be determined by the
equation h = 0.8/n where n is the number of
threads per inch, or in metric units by the equation
h = 0.8n where n is the number of mm per thread.
5 If pipe is ordered by its nominal wall thickness, the
manufacturing tolerance on wall thickness is to be
taken into account.
4/6.13.7 Working Pressure and Thickness--
Alternative Consideration
Consideration will be given to the maximum working
pressure and the minimum thickness of piping
determined from criteria of applicable recognized
standards.
4/6.15 Plastic Pipes
4/6.15.1 General
Pipes and piping components made of thermoplastic
or thermosetting plastic materials, with or without
reinforcement, may be used in piping systems
referred to in Table 4/6.4 subject to compliance with
the following requirements. For the purpose of these
requirements “plastic” means both thermoplastic and
thermosetting plastic materials, with or without
reinforcement, such as polyvinyl chloride (PVC) and
fiber reinforced plastics (FRP).
4/6.15.2 Specification
Rigid plastic pipes are to be in accordance with a
recognized national or international standard
acceptable to the Bureau. Specification for the plastic
pipe, including thermal and mechanical properties
and chemical resistance, is to be submitted for review
together with the spacing of the pipe supports.
4/6.15.3 Design
a Internal Pressure A pipe is to be designed for
an internal pressure not less than the design pressure
of the system in which it will be used. The maximum
internal pressure, Pint, for a pipe is to be the lesser of
the following:
Psth Plth
Pint = or Pint =
4 2.5
Psth = short-term hydrostatic test failure pressure
Plth = long-term hydrostatic test failure pressure (
> 100,000 hours)
The hydrostatic tests are to be carried out under the
following standard conditions:
atmospheric pressure = 1 bar (1 kgf/cm2, 14.5 psi)
relative humidity = 30%
fluid temperature = 25C (77F)
The hydrostatic test failure pressure may be
verified experimentally or determined by a
combination of testing and calculation methods,
which are to be submitted to the Bureau for approval.
b External Pressure External pressure is to be
considered for any installation which may be subject
to vacuum conditions inside the pipe or a head of
liquid on the outside of the pipe. A pipe is to be
designed for an external pressure not less than the
sum of the pressure imposed by the maximum
potential head of liquid outside the pipe plus full
vacuum, 1 bar (1 kgf/cm2, 14.5 psi), inside the pipe.
The maximum external pressure for a pipe is to be
determined by dividing the collapse test pressure by a
safety factor of 3.
The collapse test pressure may be verified
experimentally or determined by a combination of
PART 4 SECTION 6|6 Pumps and Piping Systems
testing and calculation methods, which are to be
submitted to the Bureau for approval.
c Axial Strength
1 The sum of the longitudinal stresses due
to pressure, weight and other dynamic
and sustained loads is not to exceed the
allowable stress in the longitudinal
direction. Forces due to thermal
expansion, contraction and external
loads, where applicable, are to be
considered when determining
longitudinal stresses in the system.
2 In the case of fiber reinforced plastic
pipes, the sum of the longitudinal
stresses is not to exceed one-half of the
nominal circumferential stress derived
from the maximum internal pressure
determined according to 4/6.15.3a,
unless the allowable longitudinal stress
is verified experimentally or by a
combination of testing and calculation
methods.
d Temperature The maximum allowable
working temperature of a pipe is to be in accordance
with the manufacturer’s recommendations, but in
each case it is to be at least 20C (36F) lower than the
minimum heat distortion temperature of the pipe
material determined according to ISO 75 method A or
equivalent. The minimum heat distortion temperature
is not to be less than 80C (176F).
Where low temperature services are considered,
special attention is to be given with respect to
material properties.
e Impact Resistance Plastic pipes and joints are
to have a minimum resistance to impact in accordance
with a recognized national or international standard
such as ASTM D2444 or equivalent. After the impact
resistance is tested, the specimen is to be subjected to
hydrostatic pressure equal to the 2.5 times the design
pressure for at least one hour.
f Fire Endurance Table 4/6.4 specifies fire
endurance requirements for pipes based upon system
and location. Pipes and their associated fittings
whose functions or integrity are essential to the safety
of the craft are to meet the indicated fire endurance
requirements which are described below.
− Level 1 will ensure the integrity of the
system during a full scale hydrocarbon fire
and is particularly applicable to systems
where loss of integrity may cause outflow of
flammable liquids and worsen the fire
situation. Piping having passed the fire
endurance test specified in 4/6.15.7 for a
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).
 − Level 2 intends to ensure the availability of
systems essential to the safe operation of the
ship, after a fire of short duration, allowing
the system to be restored after the fire has
been extinguished. Piping having passed the
fire endurance test specified in 4/6.15.7 for a
duration of a minimum of 30 minutes
without loss of integrity in the dry condition
is considered to meet Level 2 fire endurance
standard (L2).
− Level 3 is considered to provide the fire
endurance necessary for a water filled piping
system to survive a local fire of short
duration. The system’s functions are
capable of being restored after the fire has
been extinguished. Piping having passed the
fire endurance test specified in 4/6.15.8 for a
duration of a minimum of 30 minutes
without loss of integrity in the wet condition
is considered to meet Level 3 fire endurance
standard (L3).
Where a fire protective coating of pipes and fittings is
necessary for achieving the fire endurance standards
required, the following requirements apply.
1 Pipes are generally to be delivered from
the manufacturer with the protective
coating applied, with on-site application
limited to that necessary for installation
purposes (i.e., joints). See 4/6.15.4g
regarding the application of the fire
protection coating on joints.
2 The fire protection properties of the
coating are not to be diminished when
exposed to salt water, oil or bilge slops.
It is to be demonstrated that the coating
is resistant to products likely to come in
contact with the piping.
3 In considering fire protection coatings,
such characteristics as thermal
expansion, resistance against vibrations
and elasticity are to be taken into
account.
4 The fire protection coatings are to have
sufficient resistance to impact to retain
their integrity.
g Flame Spread All pipes, except those fitted
on open decks and within tanks, cofferdams, void
spaces, pipe tunnels and ducts are to have low flame
spread characteristics. The test procedures in IMO
Resolution A.653(16), modified for pipes as indicated
in 4/6.15.9, are to be used for determining the flame
spread characteristics. Piping materials giving
average values for all of the surface flammability
criteria not exceeding the values listed in Resolution
A.653(16) (surface flammability criteria of bulkhead,
wall and ceiling linings) are considered to meet the
requirements for low flame spread.
PART 4 SECTION 6|7 Pumps and Piping Systems
Alternatively, flame spread testing in accordance
with ASTM D635 may be used in lieu of the IMO
flame spread test provided such test is acceptable to
the Administration.
h Electrical Conductivity
1 Piping conveying fluids with a
conductivity less than 1000 pico
siemens per meter are to be electrically
conductive.
2 Regardless of the fluid being conveyed,
plastic pipes are to be electrically
conductive if the piping passes through
a hazardous area.
3 Where electrically conductive pipe is
required, the resistance per unit length
of the pipes and fittings is not to exceed
1 × 105 Ohm/m (3 × 104 Ohm/ft). See
also 4/6.15.4d.
4 If the pipes and fittings are not
homogeneously conductive, the
conductive layers are to be protected
against the possibility of spark damage
to the pipe wall..
i Marking Plastic pipes and other components
are to be permanently marked with identification in
accordance with a recognized standard. Identification
is to include pressure ratings, the design standard that
the pipe or fitting is manufactured in accordance with,
and the material with which the pipe or fitting is
made.
4/6.15.4 Installation of Plastic Pipes
a 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,
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 and
vibrations to which the system may be
subjected. Combination of these loads
is to be checked.
2 Each support is to evenly distribute the
load of the pipe and its contents over the
full width of the support. Measures are
to be taken to minimize wear of the
pipes where they contact the supports.
 3 Heavy components in the piping system
such as valves and expansion joints are
to be independently supported.
4 The supports are to allow for relative
movement between the pipes and the
ship’s structure, having due regard to
the difference in the coefficients of
thermal expansion and deformations of
the ship’s hull and its structure.
5 When calculating the thermal
expansion, the system working
temperature and the temperature at
which assembling is performed are to be
taken into account.
b External Loads When installing the piping,
allowance is to be made for temporary point loads,
where applicable. Such allowances are to include at
least the force exerted by a load (person) of 980 N
(100 kgf, 220 lbf) at mid-span on any pipe more than
100 mm ( 4 in.) nominal diameter.
Pipes are to be protected from mechanical damage
where necessary.
c Plastic Pipe Connections
1 The strength of fittings and joints is not
to be less than that of the piping they
connect.
2 Pipes may be joined using adhesive-
bonded, welded, flanged or other joints.
3 Tightening of flanged or mechanically
coupled joints is to be performed in
accordance with manufacturer’s
instructions.
4 Adhesives, when used for joint
assembly, are to be suitable for
providing a permanent seal between the
pipes and fittings throughout the
temperature and pressure range of the
intended application.
Joining techniques are to be in accordance with
manufacturer’s installation guidelines. Personnel
performing these tasks are to be qualified to the
satisfaction of the Bureau, and each bonding
procedure is to be qualified before shipboard piping
installation commences. Requirements for joint
bonding procedures are in 4/6.15.6.
d Electrical Conductivity Where electrically
conductive pipe is required by 4/6.15.3h, installation
of the pipe is to be in accordance with the following:
1 The resistance to earth (ground) from
any point in the system is not to exceed
1 megohm. The resistance is to be
checked in the presence of the Surveyor.
2 Where used, earthing wires or bonding
straps are to be accessible for
inspection. The Surveyor is to verify
that they are in visible locations.
e Shell Connections Where plastic pipes are
permitted in systems connected to the shell of the
PART 4 SECTION 6|8 Pumps and Piping Systems
craft, the valves and the pipe connection to the shell
are to be metallic. The side shell valves are to be
arranged for remote control from outside the space in
which the valves are located. For further details of
the shell valve installation, their connections and
material, refer to 4/6.25.
f Bulkhead and Deck Penetrations
1 The integrity of watertight bulkheads
and decks is to be maintained where
plastic pipes pass through them.
2 Where plastic pipes pass through fire-
resisting divisions, arrangements are to
be made to ensure that the fire
endurance is not impaired. These
arrangements are to be tested in
accordance with IMO Resolution. A
754 (18), Recommendation on Fire
Resistance Tests for “A”, “B” and “F”
Class Divisions, as amended.
3 If the bulkhead or deck is a fire division
and destruction by fire of plastic pipes
may cause inflow of liquid from tank, a
metallic shut-off valve operable from
above the bulkhead deck is to be fitted
at the bulkhead or deck.
g Application of Fire Protection Coatings Fire
protection coatings are to be applied on the joints,
where necessary for meeting the required fire
endurance criteria in 4/6.15.3f, after performing
hydrostatic pressure tests of the piping system (see
4/6.15.10). The fire protection coatings are to be
applied in accordance with the manufacturer’s
recommendations, using a procedure approved in
each particular case.
4/6.15.5 Manufacturing of Plastic Pipes
Preferably, the manufacturer is to have a quality
system and be certified in accordance with 4/1.2 or
ISO 9001. The quality system is to consist of
elements necessary to ensure that pipes and
components are produce with consistent and uniform
mechanical and physical properties in accordance
with recognized standards and is to include the
following tests.
− Samples of pipe are to be tested to determine
the short-term and long-term hydrostatic
design strength. These samples are to be
selected randomly from the production
facilities.
− For piping required to be electrically
conductive, representative samples of pipe
are to be tested to determine electrical
resistance per unit length.
− Random samples of pipe are to be tested to
determine the adhesion qualities of the
coating to the pipe.
Where the manufacturer does not have a certified
quality system, the tests listed above will be required
using samples from each batch of pipes being
supplied for use aboard the craft.
Regardless of whether the manufacturer has a
certified quality system, each length of pipe is to be
tested at the manufacturer’s production facility to a
hydrostatic pressure not less than 1.5 times the
maximum allowable internal pressure of the pipe in
4/6.15.3a.
4/6.15.6 Plastic Pipe Bonding Procedure
Qualification
a Procedure Qualification Requirements
1 To qualify joint bonding procedures, the
tests and examinations specified herein
are to be successfully completed. The
procedure for making bonds is to
include the following:
− materials used
− tools and fixtures
− environmental requirements
− joint preparation requirements
− cure temperature
− dimensional requirements and
tolerances
− test acceptance criteria for the
completed assembly
2 Any change in the bonding procedure
which will affect the physical and
mechanical properties of the joint will
require the procedure to be requalified.
b Procedure Qualification Testing
1 A test assembly is to be fabricated in
accordance with the procedure to be
qualified and it is to consist of at least
one pipe-to-pipe joint and one pipe-to-
fitting joint. When the test assembly
has been cured, it is to be subjected to a
hydrostatic test pressure at a safety
factor of 2.5 times the design pressure
of the test assembly, for not less than
one hour. No leakage or separation of
joints is to be allowed. The test is to be
conducted so that the joint is loaded in
both longitudinal and circumferential
direction.
2 Selection of the pipes used for test
assembly is to be in accordance with the
following:
−When the largest size to be joined is
200 mm (8 in.) nominal outside
diameter or smaller, the test assembly is
to be the largest pipe size to be joined.
−When the largest size to be joined is
greater than 200 mm (8 in.) nominal
outside diameter, the size of the test
PART 4 SECTION 6|9 Pumps and Piping Systems
assembly is to be either 200 mm (8 in.)
or 25% of the largest piping size to be
joined, whichever is greater.
3 When conducting performance
qualifications, each bonder and each
bonding operator are to make up test
assemblies, the size and number of
which are to be as required above.
4/6.15.7 Tests by the Manufacturer - Fire
Endurance Testing of Plastic Piping in the
Dry Condition (For Level 1 and 2)
a Test Method
1 The specimen is to be subjected to a
furnace test with fast temperature
increase similar to that likely to occur in
a fully developed liquid hydrocarbon
fire. The time/temperature is to be as
follows:
at the end of 5 minutes 945C (1733F)
at the end of 10 1033C (1891F)
minutes
at the end of 15 1071C (1960F)
minutes
at the end of 30 1098C (2008F)
minutes
at the end of 60 1100C (2012F)
minutes
2 The accuracy of the furnace control is to
be as follows:
− During the first 10 minutes of the test,
variation in the area under the curve of
mean furnace temperature is to be
within ±15% of the area under the
standard curve.
− During the first 30 minutes of the test,
variation in the area under the curve of
mean furnace temperature is to be
within ±10% of the area under the
standard curve.
− For any period after the first 30 minutes
of the test, variation in the area under
the curve of mean furnace temperature
is to be within ±5% of the area under
the standard curve.
− At any time after the first 10 minutes of
the test, the difference in the mean
furnace temperature from the standard
curve is to be within ±100C (±180F).
3 The locations where the temperatures
are measured, the number of
temperature measurements and the
measurement techniques are to be
approved by the Bureau.
b Test Specimen
1 The test specimen is to be prepared with
the joints and fittings intended for use in
the proposed application.
 2 The number of specimens is to be
sufficient to test typical joints and
fittings including joints between non-
metal and metal pipes and metal fittings
to be used.
3 The ends of the specimen are to be
closed. One of the ends is to allow
pressurized nitrogen to be connected.
The pipe ends and closures may be
outside the furnace.
4 The general orientation of the specimen
is to be horizontal and it is to be
supported by one fixed support with the
remaining supports allowing free
movement. The free length between
supports is not to be less than 8 times
the pipe diameter.
5 Most materials will require a thermal
insulation to pass this test. The test
procedure is to include the insulation
and its covering.
6 If the insulation contains, or is liable to
absorb, moisture the specimen is not to
be tested until the insulation has reached
an air dry-condition, defined as
equilibrium with an ambient atmosphere
of 50% relative humidity at 20±5C
(68±9F). Accelerated conditioning is
permissible provided the method does
not alter the properties of the
component material. Special samples
are to be used for moisture content
determination and conditioned with the
test specimen. These samples are to be
so constructed as to represent the loss of
water vapor from the specimen having
similar thickness and exposed faces.
c Test Condition A nitrogen pressure inside the
test specimen is to be maintained automatically at 0.7
± 0.1 bar (0.7 ± 0.1 kgf/cm2, 10 ± 1.5 psi) during the
test. Means are to be provided to record the pressure
inside the pipe and the nitrogen flow into and out of
the specimen in order to indicate leakage.
d Acceptance Criteria
1 During the test, no nitrogen leakage
from the sample is to occur.
2 After termination of the furnace test, the
test specimen together with fire
protective coating, if any, is to be
allowed to cool in still air to ambient
temperature and then tested to the
maximum allowable pressure of the
pipes as defined in 4/6.15.3a and b .
The pressure is to be held for a
minimum of 15 minutes without
leakage. Where practicable, the
hydrostatic test is to be conducted on
bare pipe (i.e., coverings and insulation
PART 4 SECTION 6|10 Pumps and Piping Systems
removed) so that any leakage will be
apparent.
3 Alternative test methods and/or test
procedures considered to be at least
equivalent including open pit testing
method, may be accepted in cases where
the pipes are too large for the test
furnace.
4/6.15.8 Test by Manufacturer - Fire Endurance
Testing of Water-Filled Plastic Piping
(For Level 3)
a Test Method
1 A propane multiple burner test with a
fast temperature increase is to be used.
2 For piping up to and including 152 mm
( 6 in.) O. D., the fire source is to
consist of two rows of 5 burners as
shown in Figure 4/6.1. A constant heat
flux averaging 113.6 kW/m2 ( 36,000
BTU/hr-ft2) ± 10% is to be maintained
12.5 ± 1 cm (5 ± 0.4 in.) above the
centerline of the burner array. This flux
corresponds to a pre-mix flame of
propane with a fuel flow rate of 5 kg/hr
(11 lb/hr) for a total heat release of 65
kW (3700 BTU/min.). The gas
consumption is to be measured with an
accuracy of at least ± 3% in order to
maintain a constant heat flux. Propane
with a minimum purity of 95% is to be
used.
3 For piping greater than 152 mm (6 in.)
O. D., one additional row of burners is
to be included for each 51 mm (2 in.)
increase in pipe diameter. A constant
heat flux averaging 113.6 kW/m2
(36,000 BTU/hr-ft2) ± 10% is still to be
maintained at the 12.5 ± 1 cm (5 ± 0.4
in.) height above the centerline of the
burner array. The fuel flow is to be
increased as required to maintain the
designated heat flux.
4 The burners are to be type “Sievert No.
2942” or equivalent which produces an
air mixed flame. The inner diameter of
the burner heads is to be 29 mm (1.14
in.). See Figure 4/6.1. The burner
heads are to be mounted in the same
plane and supplied with gas from a
manifold. If necessary, each burner is
to be equipped with a valve in order to
adjust the flame height.
5 The height of the burner stand is also to
be adjustable. It is to be mounted
centrally below the test pipe with the
rows of burners parallel to the pipe’s
 axis. The distance between the burner
heads and the pipe is to be maintained at
12.5 ± 1 cm (5 ± 0.4 in.) during the test.
The free length of the pipe between its
supports is to be 0.8 ±0.05 m (31.5 ± 2
in.). See Figure 4/6.2.
b Test Specimen
1 Each pipe is to have a length of
approximately 1.5 m (5 ft).
2 The test pipe is to be prepared with
permanent joints and fittings intended to
be used. Only valves and straight joints
versus elbows and bends are to be tested
as the adhesive in the joint is the
primary point of failure.
3 The number of pipe specimens is to be
sufficient to test all typical joints and
fittings.
4 The ends of each pipe specimen are to
be closed. One of the ends is to allow
pressurized water to be connected.
5 If the insulation contains, or is liable to
absorb, moisture the specimen is not to
be tested until the insulation has reached
an air dry-condition, defined as
equilibrium with an ambient atmosphere
of 50% relative humidity at 20±5C
(68±9F). Accelerated conditioning is
permissible provided the method does
not alter the properties of the
component material. Special samples
are to be used for moisture content
determination and conditioned with the
test specimen. These samples are to be
so constructed as to represent the loss of
water vapor from the specimen having
similar thickness and exposed faces.
6 The pipe samples are to rest freely in a
horizontal position on two V-shaped
supports. The friction between pipe and
supports is to be minimized. The
supports may consist of two stands, as
shown in Figure 4/6.2.
7 A relief valve is to be connected to one
of the end closures of each specimen
c Test Conditions
1 The test is to be carried out in a
sheltered test site in order to prevent any
draft influencing the test.
2 Each pipe specimen is to be completely
filled with dearated water to exclude air
bubbles.
3 The water temperature is not to be less
than 15C (59F) at the start and is to be
measured continuously during the test.
The water is to be stagnant and the
pressure maintained at 3 ± 0.5 bar (3.1
PART 4 SECTION 6|11 Pumps and Piping Systems
± 0.5 kgf/cm2, 43.5 ± 7.25) during the
test.
d Acceptance Criteria
1 During the test, no leakage from the
sample(s) is to occur except that slight
weeping through the pipe wall may be
accepted.
2 After termination of the burner test, the
test specimen together with fire
protective coating, if any, is to be
allowed to cool to ambient temperature
and then tested to the maximum
allowable pressure of the pipes as
defined in 4/6.15.3a and b . The
pressure is to be held for a minimum of
15 minutes without significant leakage
(i.e., not exceeding 0.2 l/min. (0.05
gpm)). Where practicable, the
hydrostatic test is to be conducted on
bare pipe (i.e., coverings and insulation
removed) so that any leakage will be
apparent.
4/6.15.9 Tests by Manufacturer - Flame Spread
a Test Method Flame spread of plastic piping is
to be determined by IMO Resolution A.653(16)
entitled “Recommendation on Improved Fire Test
Procedures for Surface Flammability of Bulkhead,
Ceiling, and Deck Finish Materials” with the
following modifications.
1 Test are to be made for each pipe
material and size.
2 The test sample is to be fabricated by
cutting pipes lengthwise into individual
sections and then assembling the
sections into a test sample as
representative as possible of a flat
surface. A test sample is to consist of at
least two sections. The test sample is to
be at least 800 ± 5 mm (31.5 ± 0.2 in.)
long. All cuts are to be made normal to
the pipe wall.
3 The number of sections that must be
assembled together to form a test
sample is to be that which corresponds
to the nearest integral number of
sections which makes up a test sample
with an equivalent linearlized surface
width between 155 mm (6 in.) and 180
mm (7 in.). The surface width is
defined as the measured sum of the
outer circumference of the assembled
pipe sections that are exposed to the
flux from the radiant panel.
4 The assembled test sample is to have no
gaps between individual sections.
 5 The assembled test sample is to be
constructed in such a way that the edges
of two adjacent sections coincide with
the centerline of the test holder.
6 The individual test sections are to be
attached to the backing calcium silicate
board using wire (No. 18
recommended) inserted at 50 mm (2 in.)
intervals through the board and
tightened by twisting at the back.
7 The individual pipe sections are to be
mounted so that the highest point of the
exposed surface is in the same plane as
the exposed flat surface of a normal
surface.
8 The space between the concave
unexposed surface of the test sample
and the surface of the calcium silicate
backing board is to be left void.
9 The void space between the top of the
exposed test surface and the bottom
edge of the sample holder frame is to be
filled with a high temperature insulating
wool if the width of the pipe segments
extend under the side edges of the
sample holding frame.
4/6.15.10 Testing On Board After Installation
Piping systems are to be subjected to a hydrostatic
test pressure of not less than 1.5 times the design
pressure to the satisfaction of the Surveyor.
For piping required to be electrically conductive,
earthing is to be checked and random resistance
testing is to be conducted to the satisfaction of the
Surveyor.
4/6.17 Material of Valves and Fittings
4/6.17.1 General
The physical characteristics of such material are to be
in accordance with the applicable requirements of
Section 2/2 or other such appropriate material
specifications as may be approved in connection with
a particular design for the stresses and temperatures
to which they may be exposed. Manufacturers are to
make physical tests of each melt and, upon request,
are to submit the results of such tests to the Bureau.
4/6.17.2 Forged or Cast Steel
In any system, forged or cast steel may be used in the
construction of valves and fittings for all pressures
and temperatures. Consideration is to be given to the
possibility of graphite formation in the following
steels: Carbon steel above 425C (800F); carbon-
molybdenum steel above 468C (875F); chrome-
molybdenum steel (with chromium under 0.60%)
above 524C (975F).
PART 4 SECTION 6|12 Pumps and Piping Systems
4/6.17.3 Cast Iron
For temperatures not exceeding 232C (450F), cast
iron of the physical characteristics specified in 2/2.17
may be used in the construction of valves and fittings,
except in locations for which it is specifically
prohibited elsewhere in the Rules.
4/6.17.4 Ductile (Nodular) Iron
Nodular-iron applications for valves will be specially
considered when the material has an elongation of not
less than 12% in 50 mm (2 in.) and where the
temperature does not exceed 343C (650F). See
2/2.15.
4/6.17.5 Brass and Bronze
Brass or bronze having the physical characteristics as
specified in Section 2/2 may be used in the
construction of valves and fittings intended for
temperatures up to 208C (406F). For temperatures
greater than 208C (406F) but not in excess of 288C
(550F) high-temperature bronze is to be used and the
chemical and physical characteristics are to be
submitted for approval. For use in salt water systems,
see also 4/6.13.4.
Valves, fittings and flanges of nonferrous material
may be attached to nonferrous pipe by an approved
soldering method. For pressures up to 6.9 bar (7
kgf/cm2, 100 psi) and temperatures not exceeding
93C (200F) ordinary solder may be used, but for
higher pressures and temperatures the method and the
quality of solder to be used will be considered for
each case.
4/6.17.6 Plastic
Rigid plastic compounds for valves and fittings in
plastic piping systems will be considered for Group II
piping systems. The design pressure and temperature
together with the physical characteristics of the
material verifying compliance with the requirements
of 4/6.15 are to be submitted in all cases.
4/6.19 Valves
4/6.19.1 General
a Standard Valves Valves constructed and
tested in accordance with a recognized standard may
be used subject to compliance with 4/6.19.3.
b Non-Standard Valves All other valves not
certified by the manufacturer as being in accordance
with a recognized standard may be accepted based on
evidence verifying their suitability for the intended
service. Acceptable evidence includes testing or
analysis demonstrating adequacy including both
structural and material capability aspects. Drawings
of such valves showing details of construction and
materials are to be submitted for review, as well as
basis for valve pressure rating, such as design
calculations or appropriate burst test data.
4/6.19.2 Construction 4/6.21 Pipe Fittings
All valves are to close with a right hand (clockwise)
motion of the handwheel when facing the end of the 4/6.21.1 General
stem and are to be either of the rising-stem type or All fittings in Group I piping are to have flanged or
fitted with an indicator to show whether the valve is welded ends in sizes over 89 mm O.D. (3 in. NPS).
open or closed. Screwed fittings may be used in Group I piping
All valves of Group I piping systems having systems provided the temperature does not exceed
nominal diameters exceeding 50 mm (2 in.) are to 496C (925F) and the pressure does the exceed the
have bolted, pressure seal, or breech lock bonnets and maximum pressure indicated below for the pipe size.
flanged or welding ends. Welding ends are to be the
butt weld type except that socket weld ends may be Pipe Size Maximum Pressure
used for valves having nominal diameters of 80 mm mm O. D. (in. NPS) bar (kgf/cm2, psi)
(3 in.) or less up to and including 39.2 bar (40.0 above 89 (3) not permitted in
kgf/cm2) pressure rating class (ASME 600 Class), and Group I piping service
for valves having nominal diameters of 65 mm (2.5 above 60 (2) through 89 (3) 27.6 (28.10, 400)
in.) or less up to and including 98.1 bar (100 kgf/cm2)
above 33 (1) 41.4 (42.2, 600)
pressure rating class (ASME 1500 Class). through 60 (2)
All cast iron valves are to have bolted bonnets or
above 27 (0.75) 82.8 (84.4, 1200)
are to be of the union bonnet type. For cast iron through 33 (1)
valves of union bonnet type, the bonnet ring is to be
of steel, bronze, or malleable iron. 27 (0.75) 103 (105.5, 1500)
and smaller
Stems, discs or disc faces, seats, and other
wearing parts of valves are to be of corrosion
Flared, flareless, and compression fittings may be
resistant materials suitable for intended service.
used for tube sizes not exceeding 60 mm O.D. (2 in.
Valves are to be designed for the maximum
NPS) in Group I piping. In Group II piping, screwed
pressure to which they will be subjected. The design
fittings, flared, flareless, and compression tube
pressure is to be at least 3.4 bar (3.5 kgf/cm2, 50 psi).
fittings will be accepted without size limitations.
Valves used in open systems, such as vent and drain
Flared fittings are to be used for flammable fluid
lines, (for example, level gauge and drain cocks) may
systems except that both flared and flareless fittings
be designed for a pressure below 3.4 bar (3.5 kg/cm2,
of the non-bite type may be used when the tubing
50 psi) subject to the requirements of 4/6.19.1. Large
system is of steel or nickel-copper or copper-nickel
fabricated ballast manifolds which connect lines
alloys. Only flared fittings are to be used when
exceeding 200 mm (8 in.) nominal pipe size may be
tubing for flammable fluid systems is of copper or
used when the maximum pressure to which they will
copper-zinc alloys. See 4/6.67.4 for hydraulic
be subjected does not exceed 1.7 bar (1.75 kgf/cm2,
systems.
25 psi).
All valves for Group I piping systems and valves
4/6.21.2 Hydrostatic Test and Identification
intended for use in oil lines are to be constructed so
All fittings are to be subjected by the manufacturer to
that the stem is positively restrained from being
a hydrostatic test at a pressure equal to that stipulated
screwed out of the body (bonnet). Plug valves,
by the American National Standards Institute or other
butterfly valves, and valves employing resilient
recognized standard. They are to bear the trademark
material will be subject to special consideration.
of the manufacturer legibly stamped or cast on the
Valve operating systems for all valves which cannot
exterior of the fitting and also the primary pressure
be manually operated are to be submitted for
rating at which the manufacturer guarantees the fitting
approval.
to meet the requirements of the standards.
4/6.19.3 Hydrostatic Test and Identification
4/6.21.3 Non-Standard Fittings
All valves are to be subjected by the manufacturer to
Fittings which are not certified by the manufacturer as
a hydrostatic test at a pressure equal to that stipulated
being in accordance with a recognized standard may
by the American National Standards Institute or other
be accepted based on evidence verifying their
recognized standard. They are to bear the trademark
suitability for the intended service. Acceptable
of the manufacturer legibly stamped or cast on the
evidence include testing or analysis demonstrating
exterior of the valve and the primary pressure rating
adequacy including both structural and material
at which the manufacturer identifies the valve as
capability aspects. Drawings of such fittings showing
meeting the requirements of the standards.
details of construction, material and design
calculations or test results are to be submitted for
review.

PART 4 SECTION 6|13 Pumps and Piping Systems

4/6.22 Welded Non-Standard Valves and 4/6.25 Sea Inlets and Overboard Discharges
Fittings
4/6.25.1 Installation
Non-Standard steel valves and fittings fabricated by
Piping connections bolted to the shell plating are to
means of fusion welding are to comply also with the
have the bolt heads countersunk on the outside and
requirements of Section 2/3. However, after a
the bolts threaded through the plating. Where a
manufacturer's procedure in the fabrication of
reinforcing ring of sufficient thickness is welded to
equipment of this kind has been demonstrated by tests
the inside of the shell, studs may be used.
to the satisfaction of a Surveyor to the Bureau,
subsequent tests on the product need not be
4/6.25.2 Valve Connections to Shell
witnessed, but the manufacturer's guarantee that the
Pipe connections fitted between the shell and the
Rules are complied with will be accepted as for other
valves are to be of substantial construction (i.e., pipe
valves and fittings which conform to standards of the
wall thickness is to be equal to the shell plating
American National Standards Institute or other
thickness but need not be greater than extra heavy)
recognized standards.
and as short as possible. Wafer type valves are not to
be used for any connections to the vessel's shell
4/6.23 Flanges
unless specially approved. Lug type butterfly valves
used as shell valves are to have a separate set of bolts
4/6.23.1 General
on each end of the valve so that the inboard end may
Flanges are to be designed and fabricated in
be disconnected with the valve closed to maintain its
accordance with a recognized standard. Slip-on
watertight integrity.
flanges from flat plate may be substituted for hubbed
slip-on flanges in Group II piping systems.
4/6.25.3 Materials
All shell fittings and valves required by 4/6.27 and
4/6.23.2 Group I Piping Flanges
4/6.29 are to be of steel, bronze or other approved
In Group I piping, flanges may be attached to the
ductile material. Valves of ordinary cast iron or
pipes by any of the following methods appropriate for
similar material are not acceptable. The use of
the material involved:
nodular iron, also known as ductile iron or
a Steel Pipe Over 60 mm O.D. (2 in. NPS)
spheroidal-graphite iron, will be accepted provided
steel pipes are to be expanded into steel flanges, or
the material has an elongation not less than 12% in 50
they may be screwed into the flanges and seal-
mm (2 in.). All pipes to which this subsection refers
welded. They may in all cases be attached by fusion
are to be of steel or other equivalent material, subject
welding in compliance with the requirements of
to special approval.
2/3B.9. Smaller pipes may be screwed without seal-
welding but oil lines are, in addition, to be expanded
4/6.25.4 Shell Reinforcement
into the flanges in order to insure uniformly tight
Overboard discharges are to have spigots extending
threads.
through the shell plate and doubling plate where fitted
b Nonferrous Pipe In Group I, nonferrous pipes
but need not project beyond the outside surface of the
are to be brazed to composition metallic or steel
vessel.
flanges, and in sizes of 60 mm O.D. (2 in. NPS) and
under they may be screwed.
4/6.25.5 Common Overboard Discharge
In general, various types of systems which discharge
4/6.23.3 Group II Piping Flanges
overboard are not to be interconnected without
Similar attachments are also to be used in Group II
special approval; that is closed pumping systems,
piping. However, modifications are permitted for
deck scuppers, gravity drains, etc. are not to have a
welded flanges as noted in 2/3B.9.3 and 2/3B.9.4 and
common overboard discharge
screwed flanges of suitable material may be used in
all sizes.
4/6.27 Machinery and Pumping Systems
4/6.23.4 Group II Plastic Piping Flanges
4/6.27.1 Valves Required
Rigid plastic compounds for flanges in plastic piping
Positive closing valves are to be fitted at the shell in
systems will be considered for Group II piping
inlet and discharge piping. The controls are to be
systems. The design pressure and temperature
readily accessible and are to be provided with
together with the physical characteristics of the
indicators showing whether the valves are open or
material are to be submitted in all cases.
closed.

PART 4 SECTION 6|14 Pumps and Piping Systems

4/6.27.2 Sea Chests
The location of sea chests is to be such as to minimize
the probability of blanking off the suction and
arranged so that the valves may be operated from the
floors or gratings. Power-operated sea valves are to
be arranged for manual operation in the event of a
failure of the power supply.
Sea chests are to be fitted with strainer plates at
the shell. The strainers are to have a clear area of at
least 1.5 times the area of the sea valves. Efficient
means are to be provided for clearing the strainers.
4/6.29 Scuppers and Drains
4/6.29.1 Discharges through the Shell
Discharges led through the shell either from spaces
below the freeboard deck or from within
superstructures and deckhouses on the freeboard deck
fitted with doors complying with the requirements of
3/18.7.1 are to be fitted with efficient and accessible
means for preventing water from passing inboard.
Normally, each separate discharge is to have one
automatic non-return valve with a positive means of
closing it from a position above the freeboard deck
except as follows.
a Where the vertical distance from the summer
loadline to the inboard end of the discharge pipe
exceeds 0.01L, the discharge may have two automatic
non-return valves without positive means of closing,
provided that the inboard valve is always accessible
for examination under service conditions. The
inboard valve is to be above the tropical load
waterline. If this is not practicable, then, provided a
locally controlled stop valve is interposed between
the two non-return valves, the inboard valve need not
be fitted above the tropical load waterline.
b Where the vertical distance exceeds 0.02L, a
single automatic non-return valve without positive
means of closing may be accepted provided the valve
and discharge outlet are located above the deepest
load waterline.
L is defined in Section 3/1.
The means for operating the positive-action valve
is to be readily accessible and provided with an
indicator showing whether the valve is open or
closed.
4/6.29.2 Scuppers and Discharges below the
Freeboard Deck
Scuppers and discharge pipes originating at any level
and penetrating the shell either more than 450 mm
(17.5 in.) below the freeboard deck or less than 600
mm (23.5 in.) above the summer load waterline are to
be provided with a non-return valve at the shell. This
valve, unless required by 4/6.29.1, may be omitted if
the piping has a wall thickness at least equal to the
thickness of the shell plating or extra-heavy pipe,
whichever is less.
PART 4 SECTION 6|15 Pumps and Piping Systems
4/6.29.3 Scuppers from Superstructures or
Deckhouses
a Enclosed Cargo Spaces Drainage of enclosed
cargo spaces situated on the bulkhead deck or the
freeboard deck is to be provided with the following:
1 Where the summer freeboard is such
that the deck edge of the space being
drained is not immersed when the ship
heels 5 degrees, the drainage is to be by
means of a sufficient number of
scuppers of suitable size discharging
directly overboard in accordance with
4/6.29.1.
2 Where the summer freeboard is such
that the deck edge of the space being
drained is immersed when the ship heels
5 degrees, the drainage of the enclosed
cargo spaces is to be led to a suitable
space, or spaces, of adequate capacity,
having a high water level alarm and
provided with suitable arrangements for
discharge overboard. In addition the
system is to be designed such that;
a the number, size and disposition of
the scuppers are to prevent
unreasonable accumulation of free
water;
b the pumping arrangements are to
take into account the requirements
for any fixed, pressurized, water
spraying, fire extinguishing system;
c water contaminated with oil or
other dangerous substances is not
drained to machinery spaces or
other spaces where sources of
ignition may be present; and
d where the enclosed cargo space is
protected by a carbon dioxide fire
extinguishing system the deck
scuppers are fitted with means to
prevent the escape of the
smothering gas.
b Open Superstructures and Deckhouses
Scuppers leading from superstructures or deckhouses
not fitted with doors complying with the requirements
of 3/18.7.1 are to be led overboard.
4/6.29.4 Craft Receiving Subdivision Loadlines
For craft receiving subdivision loadlines, the
bulkhead deck is to apply to provisions given in
4/6.29.1 when it is higher than the freeboard deck.
4/6.31 Cooler Installations External to the Hull
4/6.31.1 General
The inlet and discharge connections of external
cooler installations are to be in accordance with
4/6.25.1 through 4/6.25.3 and 4/6.27.1 except that
wafer type valves will be acceptable.
4/6.31.2 Keel Cooler Installations
The positive closing valves required by 4/6.31.1 need
not be provided if the keel (skin) cooler installation is
integral with the hull. To be considered integral with
the hull, the installation is to be constructed such that
channels are welded to the hull with the hull structure
forming part of the channel, the channel material is to
be at least the same thickness and quality as that
required for the hull and the forward end of the cooler
is to be faired to the hull with a slope of not greater
than 4 to 1.
If positive closing valves are not required at the
shell, all flexible hoses or joints are to be positioned
above the deepest load waterline or be provided with
an isolation valve.
4/6.31.3 Grid Cooler Installations
Where grid coolers are used, if the shell penetrations
are not fully welded, the penetration is to be encased
in a watertight enclosure.
4/6.33 General Arrangement of Bilge Systems
A pumping system is to be provided in all craft
capable of pumping from and draining any
compartment when the craft is on an even keel and
either upright or listed 5 degrees. For this purpose
wing suctions will often be necessary, except in
narrow compartments at the ends of the craft.
Arrangements are to be made whereby water in the
compartment will drain to the suction pipes. Efficient
means are to be provided for draining water from all
tank tops and other watertight flats. Peak tanks, chain
lockers and decks over peak tanks may be drained by
ejectors or hand pumps.
4/6.35 Bilge Pumps
4/6.35.1 Number of Pumps
a Monohull Craft
1 20 m (65 ft) or Greater Each monohull
craft 20m (65 ft) in length or greater is
to be provided with two power-driven
bilge pumps, one of which may be
attached to the propulsion unit.
2 Under 20 m (65 ft) Each monohull
craft under 20 m (65 ft) in length is to
be provided with at least one fixed
power-driven pump, which may be an
attached unit, and one portable hand
pump.
PART 4 SECTION 6|16 Pumps and Piping Systems
b Multihull Craft
1 20 m (65 ft) or Greater On multihull
craft 20 m (65 ft) in length or greater,
each hull is to be provided with at least
two power-driven bilge pumps, unless
a bilge pump in one hull is capable of
pumping bilge in the other hull. At
least one bilge pump in each hull is to
be an independently-driven pump.
2 Under 20 m (65 ft) On multihull craft
under 20 m (65 ft) in length, each hull
is to be provided with at least one fixed
power-driven bilge pump, which may
be an attached unit, unless the system is
arranged such that a single fixed
power-driven bilge pump is capable of
taking suction from either hull. In
either case, one portable hand pump is
also to be provided.
c Alternative Arrangement - Submersible
Pumps As an alternative to a or b, an arrangement
utilizing submersible pumps may be utilized. See
4/6.41.
4/6.35.3 Capacity
The capacity, Q, of each pump is to be in accordance
with the following:
Craft Length, L Minimum Capacity per Pump,
Q
Below 20 m (65 ft.) 5.5 m3/hr (25 gpm)
(hand pump 5 gpm, 1.13 m3/hr)
20 m (65 ft.) or greater 11 m3/hr (50 gpm)
but below 30.5 m (100 ft.)
30.5 m (100 ft.) or greater 14.33 m3/hr (66.6 gpm)
but below 45.7 m (150 ft.)
45.7 m (150 ft.) and greater 5.66 d2/103 m3/hr
(16.1 d2 gpm)
where
d = required diameter of main bilge line suction,
mm or in. See 4/6.39.5
When more than two pumps are connected to the
bilge system, their arrangement and aggregate
capacity are not to be less effective.
4/6.35.4 Centrifugal Pumps
Where centrifugal pumps are installed, suitable means
for priming are to be provided.
4/6.35.5 Independent Power Bilge Pumps
Sanitary, ballast and general service pumps may be
accepted as independent power bilge pumps,
provided they are of the required capacity and are
fitted with the necessary control valves required by
4/6.39.1 for pumping bilges. Pumps used for
pumping oil or other flammable or combustible
liquids are not to be used as bilge pumps.
4/6.39 Bilge and Ballast Piping
4/6.39.1 General
The arrangement of the bilge and ballast pumping
systems is to be such as to prevent the possibility of
water or oil passing into the cargo and machinery
spaces, or from one compartment to another, whether
from the sea, water ballast or oil tanks. The bilge and
ballast mains are to have separate control valves at
the pumps.
4/6.39.2 Installation
Bilge or ballast pipes, where permitted to pass
through compartments intended for the carriage of
oil, are to be of either steel or wrought iron.
Where bilge pipes in way of deep tanks are not
led through a watertight or oiltight tunnel, the bilge
lines are to be of steel and extra heavy. Similarly,
where ballast pipes in way of deep tanks, other than
ballast tanks, are not led through a watertight or
oiltight tunnel, the ballast lines are to be of steel and
extra heavy. For both bilge and ballast piping, the
number of joints is to be kept to a minimum and are
to be welded or extra heavy flanged. The piping
within a deep tank is to be installed to take care of
expansion. A non-return valve is to be fitted at the
open end of bilge pipes.
4/6.39.3 Manifolds, Cocks and Valves
a General All manifolds, cocks and valves in
connection with the bilge pumping arrangement are to
be in positions which are accessible at all times under
ordinary circumstances. All valves in the machinery
space controlling the bilge suctions from the various
compartments are to be of the stop-check type. If
valves are fitted at the open ends of pipes, they are to
be of the non-return type.
b Controls for Ballast Tank Valves Ballast tank
valves are to be arranged so they will remain closed
at all times except when ballasting. For this purpose,
manual screw thread operated valves, positive
holding arrangements for butterfly type valves or
other equivalent arrangements may be used. Where
installed, remote controlled valves are to be arranged
so they will close and remain closed upon loss of
control power, or will remain in their last position and
are provided with a readily accessible manual means
of operation in case of loss of power to the valve
control system. Remote control of bilge and ballast
valves is to be clearly marked at the control station
and means are to be provided to indicate whether the
valve is open or closed.
4/6.39.4 Strainers
Bilge lines in machinery spaces other than emergency
suctions are to be fitted with strainers easily
accessible from the floor plates and are to have
straight tail pipes to the bilges. The ends of bilge
PART 4 SECTION 6|17 Pumps and Piping Systems
lines in other compartments are to be fitted with
suitable strainers having an open area of not less than
three times the area of the suction pipe. In addition
strainers are to be fitted in accessible positions
between the bilge manifolds and the pumps.
4/6.39.5 Size of Bilge Suctions
The least internal diameter of bilge suction pipes is to
be that of the nearest commercial size within 6 mm
(0.25 in.) of the diameter determined by the following
equations.
a Main Line For the diameter of main bilge line
suctions and direct bilge suctions to the pumps:
d = 25 + 1.68 L( B + D) mm
d = 1 + L ( B + D) 2500 in.
b Branch Lines For the equivalent diameter of
the combined branch suctions to a compartment:
d = 25 + 2.16 c( B + D) mm
d = 1 + c ( B + D) 1500 in.
d = internal diameter of pipe in mm or in
L = length of craft as defined in Section 3/1
in m or ft
B = for monohull craft, breadth of craft as
defined in Section 3/1 in m or ft
for multihull craft, the breadth of a hull
at or below the design waterline
c = length of compartment in m or ft
D = molded depth to bulkhead or freeboard
deck in m or ft except that, for the main
line, in a craft having an enclosed cargo
space on the bulkhead or freeboard deck
which is internally drained in accordance
with 4/6.29.3a2 and which extends for
the full length of the ship, D is to be
measured to the next deck above the
bulkhead or freeboard deck. Where the
enclosed cargo spaces cover a lesser
length, D is to be taken as a molded
depth to the bulkhead or freeboard deck
plus lh/L where l and h are aggregate
length and height respectively of the
enclosed cargo spaces.
c Main Line Reduction Where engine room
bilge pumps are fitted primarily for drainage within
the engine room, L may be reduced by the combined
length of the cargo holds. In such cases, the cross
sectional area of the bilge main is not to be less than
twice the required cross sectional area of the engine
room branch lines.
 d Alternate Size Requirements For craft below
45.7 m (150 ft.) in length the bilge main sizes may be
in accordance with the following in lieu of 4/6.39.5a.
Craft Length Minimum Pipe Size (I.D.)
Below 20 m (65 ft.) 25 mm (1 in.)
20 m (65 ft.) or greater but 32 mm (1.25 in)
below 30.5 m (100 ft.)
30.5 m (100 ft) or greater but 38 mm (1.5 in.)
below 45.7 m (150 ft)
e Size Limits For craft of 45.7 m (150 ft) in
length or greater, no main suction piping is to be less
than 63 mm (2.5 in.) internal diameter. For all craft,
no branch piping need be more than 100 mm (4 in.)
I.D., nor is it to be less than 25 mm (1 in.) I.D..
4/6.39.6 Gravity Drains
Gravity drains that penetrate the main machinery
space watertight bulkheads below the freeboard deck
and terminate within the main machinery space are to
be fitted with a valve operable from above the
freeboard deck or with quick-acting, self-closing
valves. The valve should preferably be located in the
main machinery space. When gravity drains from
other spaces are terminated in cargo holds, the cargo
hold bilge well is to be fitted with a high level alarm.
Gravity drains which terminate in spaces which are
protected by fixed gas extinguishing systems are to be
fitted with means to prevent the escape of
extinguishing medium.
4/6.40 Emergency Bilge Suctions
An emergency bilge suction is to be fitted for each
machinery space containing a propulsion prime
mover. This suction is to be provided from the
largest suitable pump in the engine room except a
required bilge pump. The area of the direct bilge
suction pipe is to be equal to the full suction inlet of
the pump selected. A suitable overboard discharge
line is to be provided and the means of control of the
direct bilge suction is to be readily accessible and so
located to provide rapid operation. The emergency
bilge suction is to be provided with suitable non-
return valves.
4/6.41 Submersible Bilge Pumps
In bilge pumping arrangements where a bilge main is
not provided, then, with the exception of the spaces
forward of public spaces and crew accommodation, at
least one fixed submersible pumps is to be provided
for each space. In addition, at least one portable
pump is to be provided and be supplied from the
emergency supply, if electric, for use on individual
spaces.
PART 4 SECTION 6|18 Pumps and Piping Systems
The total capacity, Qt, of the fixed submersible
bilge pumps for each hull is not to be less than 2.4
times the pump capacity, Q, determined in 4/6.35.3.
The capacity, Qn, of each submersible pump is not
to be less than:
Qn = Qt (N − 1) m3/hr (gpm), with a minimum of
8 m3/hr (35 gpm)
N = number of submersible pumps
4/6.42 Bilge Alarms
Any unattended space for which bilge pumping
arrangements are required is to be provided with a
bilge alarm.
4/6.43 Vent Pipes
4/6.43.1 General
Except for comparatively small compartments that are
not fitted with a fixed means of drainage, vent pipes
are to be fitted to all tanks, cofferdams, voids, tunnels
and compartments which are not fitted with other
ventilation arrangements. In all craft the structural
arrangement in double-bottom and other tanks is to be
such as to permit the free passage of air and gases
from all parts of the tanks to the vent pipes. Each
tank is to be fitted with at least one vent pipe, which
is to be located at the highest part of the tank. Vent
pipes are to be arranged to provide adequate drainage
under normal conditions.
4/6.43.2 Height
Where air pipes extend above the freeboard or
superstructure decks, the exposed parts of the pipes
are to be of at least Standard thickness; the height
from the deck to the point where water may have
access below is to be at least 760 mm (30 in.) on the
freeboard deck and 450 mm (17.5 in.) on the
superstructure deck. Where these heights may
interfere with the working of the vessel, a lower
height may be approved, provided that the closing
arrangements and other circumstances justify a lower
height.
As an alternative, the vent pipes may be carried
out through the side of the vessel. The pipe is to
extend to a point close to the weather deck and a non-
return valve is to be located as close as practicable to
the shell. Other means will be considered provided
they ensure equivalent protection against flooding.
4/6.43.3 Size
Vent pipes are to have a minimum internal diameter
not less than 38 mm (1.5 in.) and not less than the
internal diameter of the fill line. Where tanks are to
be filled by pump pressure, the aggregate area of the
vents in the tank is to be at least 125% of the effective
area of the filling line, except that when overflows are
fitted, the area of the overflow is to be at least 125%
of the effective area of the filling line and the vents
need not exceed the above minimum size.
Notwithstanding the above, the pump capacity
and pressure head are to be considered in the sizing
of vents, and overflows; when high capacity and/or
high head pumps are used, calculations demonstrating
the adequacy of the vent and overflows are to be
submitted.
4/6.43.4 Location
Vents for compartments required for subdivision
(such as double bottom or wing spaces) are to be led
to above the freeboard or bulkhead deck. In
addition, vents for ballast tanks, fuel oil tanks, and
those cofferdams adjacent to fuel oil tanks are to be
led to the weather. Vents for other tanks may
terminate within the machinery space but are to be
located so as to preclude the possibility of
overflowing on electrical equipment, engines or
heated surfaces.
4/6.43.5 Vent Outlets
All vent and overflow pipes on the open deck are to
terminate by way of return bends.
a Fuel Oil Tank Vents Vent outlets from fuel
oil tanks are to be fitted with corrosion-resistant
flame screens having a clear area through the mesh of
not less than the required area of the vent pipe.
b Weathertight Closure Satisfactory means,
permanently attached, are to be provided for closing
the openings of the vent pipes. The means of closing
vent pipes is to be weather tight. Closing devices are
to be automatic if, while the craft is at its draught
corresponding to summer loadline, or timber summer
load line where assigned, the openings of the air pipes
submerge at angles up to 40 degrees or up to a lesser
angle which may be accepted on the basis of stability
requirements. Automatic devices are also to be fitted
on vents for craft designed for the carriage of deck
cargoes which may prevent access to the vents.
4/6.45 Overflow Pipes
Overflow pipes discharging through the side of the
craft are to be located as far above the deepest
loadline as practicable and are to be provided with
non-return valves located on the craft's side. Where
the overflow does not extend above the freeboard
deck, there is to be provided in addition an efficient
and accessible means for preventing water from
passing inboard. Such means may consist of a non-
return valve located in an accessible position above
the deepest loadline.
Where it is impracticable to locate the valve in an
accessible position, one non-return valve with
positive means for closing from an accessible position
above the freeboard or bulkhead deck will be
PART 4 SECTION 6|19 Pumps and Piping Systems
acceptable, provided there are suitable arrangements
to insure the valve not being closed by unauthorized
persons and provided a notice is posted in a
conspicuous place at the operating station to the
effect that the valve is never to be closed except as
may be required in an emergency.
Overflow pipes from combustible and flammable
liquid tanks are to be led to an overflow tank of
adequate capacity or to a storage tank having space
reserved for overflow purposes. An alarm device is
to be provided to give warning when the liquid
reaches a predetermined level in the overflow tank.
The sight glasses are to be fitted only in vertical
sections of overflow pipes.
When overflows from the tanks in more than one
watertight subdivision are connected to a common
header below the freeboard or bulkhead deck, the
arrangement is to be such as to prevent fore-and-aft
flooding of one watertight bulkhead subdivision from
another in the event of damage.
4/6.47 Sounding
4/6.47.1 General
All tanks are to be fitted with a suitable means of
determining the level of the liquid therein. Such
means may be sounding pipes, gauge glasses, or other
approved level indicating systems or devices.
Compartments, including cofferdams and pipe
tunnels, which are not readily accessible are to be
fitted with sounding pipes if the compartment is
adjacent to the sea or has pipes carrying liquids
passing through it.
4/6.47.2 Sounding Pipes
Sounding pipes are not to be less than 38 mm (1.5 in.)
inside diameter. They are to be led as straight as
possible from the lowest part of the tank or
compartment to the bulkhead deck or to a position
which is always accessible. If sounding pipes
terminate below the freeboard deck, they are to be
provided with means for closing in the following
manner:
a Oil Tanks Quick-acting, self-closing gate
valves are required.
b Other Tanks A screw cap secured to the pipe
with a chain or a gate valve is required.
Provision is to be made to prevent damaging the
craft's plating by the striking of the sounding rod. In
general sounding pipes are not to pass through bilge
wells, but if this is not practicable, the pipe is to be at
least extra-heavy in the bilge well. Sounding pipes
for combustible or flammable fluids are not to
terminate in accommodation spaces.
 c Ignition of Spillage Sounding pipes for fuel
oil tanks are not to terminate in any space where the
risk of ignition of spillage may exist. In particular,
they are not to not terminate in machinery spaces or
in close proximity to internal combustion engines,
generators, electric equipment or surfaces with
temperatures in excess of 220C (428F) in other
spaces. Where it is impracticable to do otherwise,
sounding pipes from fuel oil tanks may terminate in
machinery spaces provided the following are met:
1 The sounding pipes terminate in
locations remote from ignition hazards
or effective precautions such as
shielding are taken to prevent fuel oil
spillage from coming into contact with a
source of ignition; and
2 The terminations of sounding pipes are
fitted with quick-acting, self-closing
gate valves and with a small diameter
self-closing test cock or equivalent
located below the gate valve is to be
provided for the purpose of ascertaining
that fuel oil is not present in the
sounding pipe before the gate valve is
opened. Provisions are to be made so as
to prevent spillage of fuel oil through
the test cock from creating an ignition
hazard; and
3 An approved level gauge is provided.
For oil tanks other than double bottoms,
the oil level gauge may be omitted
provided an overflow system is fitted.
The oil level gauge may also be omitted
for craft less than 500 gross tons.
4/6.47.3 Gauge Glasses
Tanks may be fitted with gauge glasses, provided the
gauge glasses are fitted with a valve at each end and
adequately protected from mechanical damage.
Gauge glasses for tanks containing flammable or
combustible liquids are to be of the flat glass type
having approved self-closing valves at each end. For
hydraulic oil tanks located in spaces other than
category A machinery spaces, cylindrical gauge
glasses with approved self closing valves at each end
will be acceptable provided such spaces do not
contain internal combustion engines, generators,
major electrical equipment or piping having a surface
temperature in excess of 220 C (428F). Gauge
glasses are not to be used for fuel oil with a flash
point below 43C (109F).
Gauge glasses for tanks integral with the shell
which are located below the deepest load waterline
are to be of the flat glass type and have approved
self-closing valves at each end.
PART 4 SECTION 6|20 Pumps and Piping Systems
4/6.47.4 Level Indicating Systems and Devices
Where a level indicating device or system is provided
for determining the level in a tank containing
flammable or combustible liquid, failure of the
device/system is not to result in the release of the
contents of the tank through the device. If an
overflow is not fitted, means are also to be provided
to prevent overfilling of the tank in the event of
malfuction of the indicating device/system.
4/6.49 Fuel Oil Piping Systems
4/6.49.1 General Arrangement
a Tanks As far as practicable, fuel oil tanks are
to be part of the craft’s structure and located outside
of Category A machinery spaces. Where fuel oil
tanks, other than double bottom tanks, are necessarily
located adjacent to or within a Category A machinery
space, at least one of their vertical sides is to be
contiguous to the machinery space boundaries, and
preferably have a common boundary with the double
bottom tanks, if fitted. The area of the tank boundary
common with the machinery spaces is to be kept to a
minimum. Where such tanks are situated within the
boundaries of a Category A machinery space, they are
not to contain fuel oil having a flash point of 60C
(140F) or less and they are to be made of steel or
equivalent material.
Tanks containing fuel oil are to be separated from
passenger, crew, and baggage compartments by
vapor-proof enclosures or cofferdams which are
suitably ventilated and drained. Fuel oil is not to be
carried forward of public spaces and crew
accommodation.
In general, the use of free standing fuel oil tanks is
to be avoided. Where permitted, they are to be
placed in an oil tight spill tray of ample size with
adequate means of drainage in accordance with
4/6.7.13.
b Spillage No fuel oil tank is to be situated
where spillage or leakage therefrom can constitute a
hazard by falling on heated surfaces. Precautions are
to be taken to prevent any oil that may escape under
pressure during inspection or maintenance of any
pump, filter or heater from coming into contact with a
source of ignition as defined in 4/1.17.9.
4/6.49.2 Piping, Valves and Fittings
Fuel oil pipes, valves and fittings are to be of steel or
other approved materials.
4/6.49.3 Oil Heating Arrangements
a Oil Heaters Where heaters are provided in
fuel oil systems they are to be fitted with a
temperature control and either a high temperature
alarm or a low flow alarm, except where the
maximum temperature of the heating medium does
not exceed 220C (428F).
 Where electric heaters are fitted they are to be
arranged to de-energize automatically when the oil
level falls to a predetermined height to ensure that the
heating elements are permanently submerged during
operation. In addition, a safety temperature switch
with a manual reset independent from the automatic
control sensor is to be provided to cut off the electric
power supply in order to avoid a surface temperature
of 220C (428F) or above.
b Tanks Unless specially approved otherwise,
fuel oil in storage tanks is not to be heated to
temperatures within 10C (18F) below flash point of
the fuel oil.
Where heating arrangements are provided for
settling and service tanks the control and alarm
requirements of 4/6.49.3a are applicable.
c Piping Arrangement As far as practicable, all
parts of the oil fuel system containing heated oil
under pressure exceeding 1.8 bar (1.8 kgf/cm2, 26
psi) are not to be placed in a concealed position such
that defects and leakage cannot readily be observed.
The machinery spaces in way of such parts of the oil
fuel system are to be adequately illuminated.
4/6.49.4 Fuel Oil Purifiers
Fuel oil purifiers for heated oil are to be placed in a
separate room or rooms reserved for the purifiers and
their heaters. If it is impracticable to locate the
purifiers in a separate room, special consideration
will be given with regard to location, containment of
possible leakage and shielding.
4/6.51 Fuel-oil Transfer and Filling
4/6.51.1 General
Where fuel oil transfer arrangements are furnished,
two transfer pumps are to be provided and one of
them is to be independent of the main engine. The
fuel oil pumping arrangements are to be distinct from
the other pumping systems as far as practicable, and
the means provided for preventing dangerous
interconnection in service are to be thoroughly
effective. Where daily service fuel oil tanks are filled
automatically or by remote control, means are to be
provided to prevent overflow spillage.
4/6.51.2 Pipes in Oil Tanks
Oil pipes and other pipes, where passing through oil
tanks, are to be of wrought iron or steel, except that
other materials may be considered where it is
demonstrated that the material is suitable for the
intended service. All packing is to be of a
composition not affected by oil.
4/6.51.3 Control Valves or Cocks
Valves or cocks controlling the various suctions are
to be located close to the bulkhead where the suctions
enter the machinery spaces and wherever practicable
PART 4 SECTION 6|21 Pumps and Piping Systems
directly over the gutterway in way of deep and
settling tanks. Pumps, strainers, etc., requiring
occasional examination are to have drip pans.
4/6.51.4 Valves on Oil Tanks
Where pipe lines emanate from oil tanks at such a
level that they will be subjected to a static head of oil
from the tank, they are to be fitted with positive
closing valves located at the tank. Where the oil
piping passes through adjacent tanks, the valve
required above may be located where the pipe run
exits the adjacent tank(s) provided the piping in the
adjacent tanks is extra-heavy and has all welded
connections.
If the valves are installed on the outside of the
tank, they are not to be of cast iron. The use of
nodular iron, also known as ductile iron or
spheroidal-graphite iron, may be used provided the
material has an elongation not less than 12% in 50
mm (2 in.). Arrangements are to be provided for
closing them at the valve and for tanks having a
capacity of 500 liters (132 US gal.) or greater, from a
readily accessible and safe location outside of the
compartment in which the valve is located.
If the positive closing valve required above is
situated in a shaft tunnel or pipe tunnel or similar
space, arrangements for closing may be effected by
means of an additional valve on the pipe or pipes
outside the tunnel or similar space. If such additional
valve is fitted in the machinery space, it is to be
operated from a position outside this space.
If the valves are located inside of the tank, they
may be of cast iron and arranged for remote control
only, but additional valves for local control are to be
located in the machinery space.
Where independent filling lines are fitted, they are
to enter at or near the top of the tank; but if this be
impracticable, they are to be fitted with non-return
valves at the tank.
The valves required above may be remotely
operated by reach rods or by electric, hydraulic, or
pneumatic means. Other means may be specifically
considered provided that they are not less effective.
The source of power to operate these valves is to be
located outside of the space in which the valves are
located. The positioning of the valve by either the
local or remote means is not to interfere with the
ability of the other means to close the valve.
Materials readily rendered ineffective by heat are
not to be used within the space unless adequately
protected. If electric cables are utilized, they are to
be fire resistant meeting the requirements of IEC 331.
Hydraulic systems are to be in accordance with 4/6.67
for both Class I and II piping systems. For a
pneumatic system, the air supply may be from a
source from within the space provided a separate
receiver complying with the following is located
outside the space:
 a sufficient capacity to cycle all connected
loads
b fitted with low air pressure alarm
c air supply line is fitted with a non-return
valve adjacent to the receiver.
4/6.51.5 Remote Shutdown of Pumps
Machinery driving fuel oil transfer pumps, oil fuel
unit pumps and other similar fuel pumps are to be
fitted with remote shutdowns complying with 4/9.5.3.
4/6.51.6 Oil Drain Tanks
Drain tanks, where fitted, for waste oil, fuel oil
overflows, drains, all oil drip pans, and fuel injection
piping, etc., are to have air and sounding pipes. Non-
return valves are to be fitted in drain lines entering
the drain tanks except where backflow would not
present a hazard. Suitable means are to be provided
for pumping out these drain tanks.
Oil tanks not forming a part of the vessel's
structure, where permitted by 4/6.49.1a, are to have
suitable drip pans with adequate means of drainage in
accordance with 4/6.7.13.
4/6.53 Fuel-Oil Service and Injection Systems
Fuel oil service and injection systems for internal-
combustion engines are to be in accordance with
4/4.3, 4/4.5 and 4/4.7.
4/6.55 Low-Flash Point Fuels
4/6.55.1 General
Fuel oils with a flash point of 60C (140F) closed-cup
or below may be accepted for the following:
a ships classed for restrictive service within
areas having a climate ensuring that ambient
temperatures of spaces where such fuel oil is
stored will not rise within 10C (18F) below
its flash point, may use fuel oil with flash
point of 60C (140F) or below but not less
than 43C (110F).
b for emergency generators fuel oil with a
flash point of not less than 43C (110F) may
be used. See 4/5A3.5.2.
c for gas turbines, subject to compliance with
the requirements in 4/3.9.4.
4/6.55.2 Fuel Heating
For oil heating arrangements, see 4/6.49.3.
4/6.55.3 Fuel Oil Tank Vents
Vent pipes are to extend at least 2.4 m (8 ft.) above
the weather deck or other effective arrangements
which have been approved are to be provided. Where
fuel oil with a flash point below 43C (109F) is
permitted in accordance with 4/6.55.1c, the vents are
to terminate with approved flame arresters.
PART 4 SECTION 6|22 Pumps and Piping Systems
4/6.59 Lubricating Oil Systems
4/6.59.1 General
The lubricating systems are to be so arranged that
they will function satisfactorily under the conditions
specified in 4/1.21. The lubricating oil piping is to be
entirely separated from other piping systems. In
addition, the requirements of 4/6.49.1b, 4/6.49.2,
4/6.49.3 and 4/6.51.4 are applicable.
4/6.59.2 Sight Flow Glasses
Sight flow glasses may be used in lubricating systems
provided they are fire resistant.
4/6.59.3 Internal-Combustion Engines
For internal-combustion engines, see also 4/4.9.
4/6.59.4 Reduction Gears
For reduction gears see also 4/4.9.13
4/6.59.5 Electrical Machinery
For electrical machinery see also 4/5B2.3, 4/5B2.5
and 4/5C2.13.
4/6.59.6 Hose Reels
Where hose reels are used for filling engine or
reduction gear sumps with oil, a self-closing valve is
to be provided at the end of the filling hose to prevent
spillage. Suitable arrangements are to be provided to
properly drain and store the hose and reel when not in
use. Hoses are to be approved for oil service and in
accordance with the requirements for burst pressure,
fire resistance, reinforcement, and end fittings in
4/6.7.11
4/6.59.7 Tank Location
Lubricating oils are not to be carried forward of
public spaces and crew accommodation.
4/6.61 Cooling Water System
Cooling water systems for internal-combustion
engines are to comply with 4/4.11.
4/6.63 Exhaust Piping
4/6.63.1 General
All engine exhaust systems are to be adequate to
assure the correct functioning of the machinery and
that safe operation of the craft is not put at risk. The
exhaust pipes are to be water-jacketed or effectively
insulated. Exhaust systems are to be so installed that
the vessel's structure cannot be damaged by heat from
the systems. Exhaust pipes of several engines or gas
turbines are not to be connected together but are to be
run separately to the atmosphere unless arranged to
prevent the return of gases to an idle engine or
turbine. Exhaust lines which are led overboard near
the waterline are to be protected against the
possibility of the water finding its way inboard.
Exhaust systems are to be so arranged as to minimize
the intake of exhaust gases into manned spaces, air-
conditioning systems, and engine intakes. Exhaust
systems are not to discharge into air-cushion intakes,
where provided. Also see 4/4.17 for internal-
combustion engines and 4/3.13 for gas turbines.
4/6.63.2 Exhaust System Materials
Materials used in the exhaust system are to be
resistant to saltwater corrosion, galvanically
compatible to each other and resistant to exhaust
products. Plate flanges will be considered where the
specified material is suitable for exhaust piping
pressures and temperatures.
4/6.65 Starting-Air Systems
Starting-air systems for internal-combustion engines
are to comply with 4/4.15.
4/6.67 Hydraulic Systems
4/6.67.1 General
The arrangements for Group I hydraulic piping
systems are to be in accordance with the requirements
of this section, except that hydraulic systems which
form part of a unit which is independently
manufactured and assembled and which does not
form part of the ship's piping system (such as a crane)
are not covered by this section.
Plans showing clearly the arrangements and
details are to be submitted for review.
Hydraulic pumps, actuators, motors and
accessories are to be suitable for the intended duty,
compatible with the working fluid and are to be
designed to operate safely at full power conditions.
In general, the hydraulic fluid is to be non-flammable
or have a flash point above 157C (315F).
The requirements for fuel oil systems contained in
4/6.49.1b, 4/6.49.2 and 4/6.51.4 are applicable to
tanks containing hydraulic fluid. See also 4/7.32 and
4/8.4.
4/6.67.2 Valves
a General In general, valves are to comply with
the requirements of 4/6.17 and 4/6.19.
b Relief Valves Relief valves are to be provided
for the protection of the hydraulic system. Each relief
valve is to be capable of relieving not less than full
pump flow with a maximum pressure rise of not more
than 10% of the relief valve setting.
4/6.67.3 Piping
Piping is to meet the requirements of 4/6.4 and
4/6.13, except that mill tests need not be witnessed by
the Surveyor. In such cases, mill certificates are to be
provided which verify the chemical and mechanical
properties for the pipe.
PART 4 SECTION 6|23 Pumps and Piping Systems
4/6.67.4 Pipe Fittings
Fittings and flanges are to meet the requirements of
4/6.17, 4/6.21, and 4/6.23, except as follows:
a Split Flanges Split flanges are not to be used
in steering gear systems nor in systems which are vital
to the propulsion or safety of the vessel. Split flanges
may be considered for use in other systems. Where
split flanges are permitted they are not to be used to
join sections of piping, but may be used for
connections to machinery provided the materials and
construction are suitable for the system design
pressure.
b Straight-Thread "O"-Ring Connections
Straight-thread "O"-ring type connections may be
used for connections to equipment such as pumps,
valves, cylinders, accumulators, gages, and hoses.
Such connections are not to be used for joining
sections of pipe.
c Tapered Threaded Connections Tapered
threaded connections up to and including 89 mm
O.D. (3 in. NPS) may be used without limitation for
connections to equipment such as pumps, valves,
cylinders, accumulators, gages, and hoses. Tapered
threaded connections are not to be used in steering
gear systems, controllable pitch propeller systems,
and other systems associated with propulsion or
propulsion control, except where permitted by
4/6.21.1. Such connections are not to be used for
joining sections of pipe except where permitted by
4/6.21.1.
4/6.67.7 Accumulators and Fluid Power Cylinders
Accumulators are to meet the requirements of Section
4/2 of the "Rules for Building and Classing Steel
Vessels". Each accumulator which may be isolated is
to be protected by suitable relief valves. Where a gas
charging system is used, a relief valve is to be
provided on the gas side of the accumulator.
Fluid Power Cylinders are to meet the
requirements of 4/6.69.
4/6.67.8 Design Pressure
The pressure used for determining the strength and
design of piping and components is not to be less than
the relief valve setting.
4/6.67.9 Segregation of High Pressure Hydraulic
Units
Hydraulic units with working pressures above 15.5
bar (15.8 kgf/cm2, 225 psi) installed within a
machinery space are to be placed in separate room or
rooms or shielded as necessary to prevent any oil or
oil mist that may escape under pressure from coming
into contact with surfaces with temperatures in excess
of 220C (428F), electrical equipment or other sources
of ignition. For the purpose of this requirement, a
hydraulic unit includes the power pack and all
components of the hydraulic piping system.
4/6.69 Fluid Power Cylinders
4/6.69.1 Application
Hydraulic and pneumatic power cylinders are to be in
accordance with the requirements of this section.
Hydraulic steering gear cylinders are to be in
accordance with the requirements of 4/8.3.6.
Cylinders forming a part of an independently
manufactured and assembled unit that do not form
part of ship's piping system are not covered by this
subsection.
4/6.69.2 Cylinders for Group I Piping Systems
a Design The design of hydraulic and
pneumatic power cylinders is to meet the
requirements of 4/2.5.1 (for nodular cast iron, use y =
0.5), 4/2.9 and 4/2.11 of the "Rules for Building and
Classing Steel Vessels", as applicable, with S as
defined in this subparagraph. Welding is to be in
accordance with Section 2/3B. The maximum
allowable stress S is not to exceed the following:
U Y
or
A B
where
U = minimum specified tensile strength of material
at room temperature
Y = minimum specified yield point or yield
strength A & B are as follows:
Rolled or Cast Nodular
Forged Steel Steel Cast Iron
A 3.5 4 5
B 1.7 2 3
Alternatively, designs may be accepted on the basis
of certified burst test reports. Steel cylinders of other
than cast construction are to be designed for a
bursting pressure not less than 4 times the maximum
allowable working pressure. Cylinders of cast steel
or ductile iron are to be designed for a bursting
pressure not less than 5 times the maximum allowable
working pressure.
b Plans and Data to be Submitted
Cylinder and head details
Cylinder rod and piston details
Thread standard and dimensions
Welding details and dimensions
Lug attachments
Material specifications including minimum tensile,
yield and elongation properties
Design pressure and temperatures (minimum and
maximum)
Test pressure
c Material The physical and chemical
characteristics of materials entering into the
construction of hydraulic and pneumatic power
PART 4 SECTION 6|24 Pumps and Piping Systems
cylinders are to be in accordance with the applicable
requirements of Section 2/2 or other such appropriate
material specification as may be approved in
connection with a particular design. Copies of
certified mill test reports are to be made available to
the Surveyor upon request. Ordinary cast iron or
similar materials (elongation less than 12% in 50 mm
(2 in.) are not to be used for cylinders which may be
subjected to shock loading.
d Hydrostatic Tests
1 General Cylinders are to be subjected
to a hydrostatic test. This test need not
be witnessed by the Surveyor.
2 Test Pressure The test pressure applied
is to be not less than 1 ½ times the
maximum allowable working pressure
for steel cylinders, and not less than
twice the maximum allowable working
pressure for cast iron and nodular iron
cylinders.
4/6.69.3 Cylinders for Group II Piping Systems
Hydraulic and pneumatic power cylinders for use in
Group II piping systems may be accepted on the basis
of the manufacturer's data indicating pressure rating
and suitability for the intended service.
4/6.71 Fixed Oxygen--Acetylene Installations
4/6.71.1 Cylinder Storage
Where fixed installations consisting of two or more
cylinders of each gas are located in enclosed spaces,
the cylinders are to be installed in dedicated storage
rooms, a separate room for each gas, on or above the
uppermost continuous deck. Storage rooms are to be
constructed of steel, ventilated and provided with
direct access from the open deck. Access doors are to
open outwards, and bulkheads and decks forming
boundaries between such rooms and other enclosed
spaces are to be gas tight. Ventilation arrangement
for the storage rooms are to be independent of the
ventilation systems of other spaces and are to be
capable of providing at least six air changes per hour
based on the gross volume of the space. The
termination of ventilation inlets and exhausts is to be
at least 3 m (10 ft.) from any source of vapor ignition.
Where the cylinders are to be installed in open
locations, they are to be effectively protected against
mechanical and heavy weather damage and excessive
ambient temperatures. Suitable drainage of the
storage area is to be provided.
Piping systems containing flammable or
combustible liquids are not to run through the storage
rooms/area. Electrical arrangements within the
cylinder storage rooms or areas are to comply with
4/5B7.
Cylinders are to be constructed to a recognized
standard acceptable to the Bureau.
4/6.71.2 Piping and Fittings
The wall thickness of piping between cylinders and
pressure regulators is to be in accordance with
4/6.13.6. Materials for piping on the high pressure
side of the regulators are to be steel for acetylene and
steel or copper for oxygen. All piping is to be
seamless. Copper or copper alloys containing more
than 65% copper are not to be used in connection
with acetylene. Where two or more cylinders are
connected to a manifold, the supply pipe between
each cylinder and the manifold is to be fitted with a
non return valve.
Piping and fittings on the low pressure side of the
regulators are to be in accordance with above
requirements except that seamless steel pipes of at
least standard wall thickness may be used. Except for
the cylinder manifolds, acetylene is not to be piped at
a pressure in excess of 1.0 bar (1.0 kgf/cm2, 15 psi).
All piping on the low pressure side is to have all
joints welded. Branch lines are not to run through
unventilated spaces or accommodation spaces.
The system is to be tested in accordance with
4/6.9.7.
Note: Prior to installation of oxygen and acetylene pipe lines,
all piping and fittings are to be thoroughly cleaned with
a suitable solution, which will not react with oxygen, to
remove all grease, oil and dirt. Piping should be
thoroughly blown out after assembly to remove foreign
materials. For oxygen piping, oil-free air or oil-free
nitrogen should be used. For acetylene, air or inert gas
may be used.
4/6.71.3 Pressure Relief and System Protective
Devices
Pressure relief devices are to be provided in the gas
piping if the maximum design pressure of the piping
system can be exceeded. These devices are to be set
to discharge at not more than the maximum design
PART 4 SECTION 6|25 Pumps and Piping Systems
pressure of the piping system to a location in the
weather at least 3 m (10 ft.) from sources of vapor
ignition or openings to spaces or tanks. The pressure
relief devices may be either a relief valve or rupture
disc.
Outlet stations are to be provided with suitable
protective devices which will:
a Prevent back flow of gas into the supply
lines
b Prevent the passage of flame into the supply
lines
Shutoff valves are to be fitted at each outlet.
4/6.73 Liquefied Petroleum Gases
4/6.73.1 General
Liquefied petroleum gas may be used for cooking and
heating on all craft except passenger vessels.
Liquefied petroleum gas systems are to be of the
vapor withdrawal type only. Cylinders designed to
admit the liquid phase of the gas into any other part of
the system are prohibited. All component parts of the
system, except cylinders, appliances, and low
pressure tubing, shall be designed to withstand a
pressure of 34 bar (35 kgf/cm2, 500 psi) without
rupture.
4/6.73.3 Storage Cylinders
Cylinders for the storage of liquefied petroleum gases
are to be designed and constructed in accordance with
a recognized pressure vessel standard.
4/6.73.5 Installation and Testing
Where liquefied petroleum gases are used, the
installation and testing is to comply with a recognized
standard.
 FIGURE 4/6.1 FIGURE 4/6.2
Fire Endurance Test
Burner Assembly Fire Endurance Test
Stand With Mounted Sample

TABLE 4/6.1
Allowable Stress Values S for Steel Piping N/mm2 (kgf/mm2, psi)
Service Temperature -- Degrees C (F)
Sec. 2/2 Par. & Grade -29C (-20F) to
Nominal Composition Tensile Strength 344C (650F) 372C (700F) 399C (750F) 427C (800F)
M = 0.8 M = 0.8 M = 0.8 M = 0.8
2/2.29.3-1 310 46.9 46.6
Elec. res. Carbon Steel (31.5, 45000) (4.78, 6800) (4.75, 6500)
2/2.29.3-2 330 70.3 68.3 62.8 53.1
Elec. res. Carbon Steel (33.7, 48000) (71.7, 10200) (6.96, 9900) (6.40, 9100) (5.41, 7700)
Seamless Carbon Steel 330 82.8 80.6 73.7 62.1
(33.7, 48000) (8.44, 12000) (8.22, 11700) (7.52, 10700) (6.33, 9000)
2/2.29.3-3 415 88.3 84.1 75.8 63.4
Elec. res. Carbon Steel (42, 60000) (9.0, 12800) (8.58, 12200) (7.73, 11000) (6.47, 9200)
Seamless Carbon Steel 415 103.5 99.2 89.6 74.4
(42, 60000) (0.55, 15000) (10.12, 14400) (9.14, 13000) (7.59, 10800)
2/2.29.3-4 330 82.8 80.7 73.7 62.1
Carbon Steel (33.7, 48000) (8.44, 12000) (8.23, 11700) (7.52, 10700) (6.33, 9000)
2/2.29.3-5 415 103.5 99.2 89.6 74.4
Carbon Steel (42, 60000) (10.55, 15000) (10.12, 14400) (9.14, 13000) (7.59, 10800)
Notes
1 Intermediate values of S may be determined by interpolation.
2 For grades of piping other than those given in Table 4/6.1, S values are not to exceed those permitted by ASME B31.1 Code for
Pressure Piping. See 4/6.13.7.
3 Consideration is to be given to the possibility of graphite formation in carbon steel at temperatures above 425C (800F)

PART 4 SECTION 6|26 Pumps and Piping Systems

 TABLE 4/6.4
FIRE ENDURANCE REQUIREMENTS MATRIX

LOCATION
PIPING SYSTEMS A B C D E F G H I
FLAMMABLE LIQUIDS
1 Fuel oil flash point ≤ 60C (140F) X X X X 0 0 0 NA L1
2 Fuel oil flash point > 60C (140F) X X X X 0 0 0 L1 L1
3 Lubricating oil X X X X NA NA 0 L1 L1
4 Hydraulic oil X X X X 0 0 0 L1 L1
SEA WATER (See Note 1)
5 Bilge main and branches L14 L14 X X 0 0 0 NA L1
6 Fire main and water spray L1 L1 X NA NA 0 0 X L1
7 Foam system L1 L1 NA NA NA NA 0 L1 L1
8 Sprinkler system L1 L1 X NA NA 0 0 L3 L3
9 Ballast L3 L3 L3 X 0 0 0 L2 L2
10 Cooling water, essential services L3 L3 NA NA NA 0 0 NA L2
11 Non-essential systems 0 0 0 0 0 0 0 0 0
FRESH WATER
12 Cooling water, essential services L3 L3 NA NA 0 0 0 L3 L3
13 Condensate return L3 L3 0 0 NA NA 0 0 0
14 Non-essential systems 0 0 0 0 0 0 0 0 0
SANITARY/DRAINS/SCUPPERS
15 Deck drains (internal) L12 L12 L12 0 0 0 0 0 0
16 Sanitary drains (internal) 0 0 0 0 0 0 0 0 0
17 Scuppers and discharges (overboard) 01,5 01,5 01,5 01,5 0 0 0 01,5 0
VENTS/SOUNDING
18 Water tanks/dry spaces 0 0 0 0 0 0 0 0 0
19 Oil tanks (flashpoint > 60C (140F)) NA NA NA NA NA 0 0 NA X
20 Oil tanks (flashpoint > 60C (140F)) X X X X 0 0 0 X X
MISCELLANEOUS
21 Control air L13 L13 L13 L13 0 0 0 L13 L13
22 Service air (non-essential) 0 0 0 0 0 0 0 0 0
23 Brine 0 0 0 0 NA NA 0 0 0
24 Auxiliary low pressure steam (Pressure L2 L2 06 06 0 0 0 06 06
≤ 7 bar (7 kgf/cm2, 100 psi))

Locations Abbreviations
A Category A machinery spaces L1 Fire endurance test in dry conditions, 60 minutes, in
B Other machinery spaces accordance with 4/6.15.7
C Ro/Ro Spaces L2 Fire endurance test in dry conditions, 30 minutes, in
D Other dry cargo holds accordance with 4/6.15.7
E Fuel oil tanks L3 Fire endurance test in wet conditions, 30 minutes, in
F Ballast water tanks accordance with 4/6.15.8
G Cofferdams, void spaces, pipe tunnels and ducts 0 No fire endurance test required
H Accommodation, service and control spaces NA Not applicable
I Open decks X Metallic materials having a melting point greater than
925C (1700F).
Notes
1 Where non-metallic piping is used, remotely controlled valves are to be provided at the ship’s side. These valves are to be
controlled from outside the space.
2 For drains serving only the space concerned, “0” may replace “L1”.
3 When controlling functions are not required by statutory requirements, “0” may replace “L1”.
4 For passenger craft, “X” is to replace “L1”.
5 Scuppers serving open decks in positions 1 and 2, as defined in Regulation 13 of the International Convention on Load
Lines, 1966, are to be “X” 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 downflooding.
6 For essential services, such as fuel oil tank heating and ship’s whistle, “X” is to replace “0”.

PART 4 SECTION 6|27 Pumps and Piping Systems

PART 4 SECTION 7
Propulsion Shafting, Propellers, Waterjets
and Lift Devices
4/7.1 Propulsion Shafting and Propellers
4/7.1.1 General
The construction of the propellers and propulsion
shafting is to be carried out in accordance with the
following requirements and to the satisfaction of the
Surveyor. Upon satisfactory compliance with the
requirements, a notation will be made in the Record
indicating the type of propeller and the material of
which it is made.
4/7.1.2 Small Conventional Propellers
For planing and semi-planing craft, the propellers
need not to be designed and constructed in
accordance with these requirements provided they do
not exceed 1.5m (60 in.) in diameter and are part of a
manufacturer’s standard product line. In such
instances, neither the Surveyor’s attendance for the
material testing and inspection nor the design review
will be required.
4/7.1.3 Plans and Data to be Submitted
Plans and specifications are to be submitted in
accordance with 1/1.9 as indicated in the following:
a Propulsion Shafting Detailed plans together
with material specifications of the propulsion
shafting, couplings, coupling bolts, propulsion
shafting arrangement, tailshaft bearings and
lubrication system, if oil-lubricated, are to be
submitted. Calculations are to be included for
flexible couplings and demountable couplings, see
4/4.19 and 4/7.10.7. See also 4/7.16.
b Fixed-Pitch Propellers Where the propeller
blades are of conventional design, a propeller plan,
giving the design data and characteristics of the
material, as required by 4/7.23.1, is to be submitted.
For skewed propellers or propeller blades of unusual
design, a detailed stress analysis is also to be
submitted as required by 4/7.23.2 or 4/7.25.2 For
keyless propellers see 4/7.13. For air propellers
associated with air cushion vehicles, see 4/7.38.3.
c Controllable-Pitch Propellers In addition to
the plan and data required in 4/7.1.3b for the
propeller blade; plans of the propeller hub, propeller
blade flange and bolts, internal mechanisms,
hydraulic piping control systems, and instrumentation
and alarm system are to be submitted. Strength
PART 4 SECTION 7|1 Propulsion Shafting, Propellers, Waterjets and Lift Devices
calculations are to be included for the internal
mechanism, see 4/7.30.
Shafting
4/7.2 Materials and Testing
4/7.2.1 Material
The material for shafting, couplings and coupling
bolts is to be tested in the presence of the Surveyor, in
accordance with Section 2/2 or to other specifications
approved in association with the specific design. In
general, material with elongation of less than 16% in
50 mm (2 in.) is not to be used for shafting,
couplings, or coupling bolts, without specific
approval.
4/7.2.2 Alternative Test Requirements
Materials for shafting, couplings, and coupling bolts,
transmitting 373 kW (500 HP) or less, will be
accepted based on the manufacturer's certified mill
tests and hardness check witnessed by the Surveyor.
Bolts manufactured to a recognized standard and used
as coupling bolts will not require material testing.
4/7.2.3 Inspection
Shafting and couplings are to be surface examined at
the manufacturer. Tailshafts in the finished machine
condition are to be subjected to a nondestructive
examination such as magnetic particle, dye penetrant
or other nondestructive methods and are to be free of
linear discontinuities greater than 3.2 mm (1/8 in.)
except that in the following locations the shafts are to
be free of all linear discontinuities:
a Tapered Tailshafts The forward one-third
length of the taper, including the forward end of any
keyway and an equal length of the parallel part of the
shaft immediately forward of the taper.
b Flanged Tailshafts The flange fillet area.
4/7.2.4 Weldability
Steel used for tailshafts is to contain 0.35% or less
carbon content, unless specially approved. See
2/2.19.1b.
4/7.3 Shaft Diameters
The least diameter of propulsion shafting is to be
determined by the following equation:
D = 100 K ( (H
3 R )[c1 U + c2 ] ) a Bronze The thickness of bronze liners to be
C1 = 560 (41.95, 3.695) for single screw craft
45.7 m (150 ft) in length and over and
multiple screw craft 61m (200 ft) in length
and over
= 416.4 (31.22, 2.75) for single screw craft
below 45.7 m (150 ft) and multiple screw
craft below 61m (200 ft)
C2 = 160 (16.3, 23180)
D = required shaft diameter in mm or in. for all
shafts except those covered in 4/7.4.
K = shaft design factor (see Table 4/7.1 and
4/7.2)
H = power at rated speed, kW (PS, HP), [(MKS
units: 1 PS = 0.735 kW), (US units: 1 HP =
0.746 kW)]
R = rpm at rated speed
U = minimum specified ultimate tensile strength
of the material in N/mm2 (kgf/mm2, psi).
For calculation purposes, U is not to be
taken as more than the following:
= 415 N/mm2 (42.2 kgf/mm2, 60,000 psi) for
carbon, and alloy steel tailshafts fitted with
salt-water lubricated bearings and non-
continuous shaft liners.
= 600 N/mm2 (61.2 kgf/mm2, 87,000 psi) for
carbon, alloy and austenitic stainless steel
tailshafts fitted with oil lubricated bearings
or with continuous shaft liners or equivalent.
= 930 N/mm2 (95.0 kgf/mm2, 135,000 psi) for
other shaft sections and for tailshafts
manufactured of age-hardened martensitic
stainless steels or other high strength alloy
materials.
Note In general, the minimum specified ultimate tensile strength
of steel used for propulsion shafting is to be between 400
N/mm2 (40.7 kgf/mm2, 58,000 psi) and 930 N/mm2 (95.0
kgf/mm2, 135,000 psi). See also 4/7.2.1.
4/7.4 Hollow Shafts
For hollow shafts where the bore exceeds 40% of the
outside diameter, the minimum shaft diameter is not
to be less than that given by the following equation.
Do = D 3 1 [1 − ( D i Do )4 ]
Do = required outside diameter in mm or in.
D = solid shaft diameter required by 4/7.3, as
applicable, in mm or in.
Di = actual shaft bore in mm or in.
PART 4 SECTION 7|2 Propulsion Shafting, Propellers, Waterjets and Lift Devices
4/7.5 Tailshaft Liners
4/7.5.1 Thickness at Bearings
shrink fitted to tailshafts or tube shafts of craft is not
to be less in way of bearings than that given by the
following equation.
t = T/25 + 5.1 mm t = T/25 + 0.2 in.
t = thickness of liner in mm or in.
T = required diameter of tailshaft in mm or in.
b Stainless Steel Clad The post machining
thickness of stainless steel clad liners to be fitted to
tailshafts or tube shafts for craft in saltwater service is
not to be less than one-half that required for bronze
liners or 6.5 mm (0.25 inches) whichever is greater.
See 4/7.5.13.
c The thickness of shrink-fitted liners other than
bronze will be subject to special consideration.
4/7.5.3 Thickness Between Bearings
The thickness of a continuous bronze liner between
bearings is to be not less than three-fourths of the
thickness t determined by the foregoing equation.
4/7.5.5 Continuous Fitted Liners
Continuous fitted liners are to be in one piece or, if
made of two or more lengths, the joining of the
separate pieces is to be done by an approved method
of fusion through not less than two-thirds the
thickness of the liner or by an approved rubber seal.
4/7.5.7 Fit between Bearings
If the liner does not fit the shaft tightly between the
bearing portions, the space between the shaft and
liner is to be filled by pressure with an insoluble non-
corrosive compound.
4/7.5.9 Material and Fit
Fitted liners are to be of a high-grade composition,
bronze or other approved alloy, free from porosity
and other defects, and are to prove tight under
hydrostatic test of 1.0 bar (1 kgf/cm2, 15 psi). All
liners are to be carefully shrunk or forced upon the
shaft by pressure and they are not to be secured by
pins.
4/7.5.11 Glass Reinforced Plastic Coating
Glass reinforced plastic coatings may be fitted on
propulsion shafting when applied by an approved
procedure to the satisfaction of the Surveyor. Such
coatings are to consist of at least four plies of cross-
woven glass tape impregnated with resin, or an
equivalent process. Prior to coating, the shaft is to be
cleaned with a suitable solvent and grit blasted. The
shaft is to be examined prior to coating and the first
layer is to be applied in the presence of the Surveyor.
Subsequent to coating, the finished shaft is to be
subjected to a spark test or equivalent to verify
freedom from porosity to the satisfaction of the
Surveyor. In all cases where reinforced plastic
coatings are employed, effective means are to be
provided to prevent water having access to the shaft.
Provisions are to be made for over-lapping and
adequately bonding the coating to fitted or clad liners.
The end of the liner is to be stepped and tapered as
required to protect the end of the wrapping.
4/7.5.13 Stainless Steel Cladding
Stainless steel cladding of shafts is to be carried out
in accordance with an approved procedure. See latest
edition of the ABS Guide for Repair and Cladding of
Shafts.
4/7.7 Tailshaft Bearings
4/7.7.1 Water Lubricated Bearings
a Wood Bearings (resinous, dense hardwoods)
The length of the bearing, next to and supporting the
propeller, is to be not less than four times the required
tailshaft diameter.
b Synthetic Bearings (rubber, reinforced resins,
plastic materials) The length of the bearing, next to
and supporting the propeller, is to be not less than
four times the required tailshaft diameter.
For a bearing design substantiated by
experimental tests to the satisfaction of the Bureau,
consideration may be given to a bearing length of less
than four times but not less than two times the
required tailshaft diameter.
4/7.7.3 Oil Lubricated Bearings
a White Metal Lined The length of white-metal
lined, oil lubricated propeller-end bearings fitted with
an approved oil-seal gland is to be on the order of two
times the required tailshaft diameter. The length of
the bearing may be less provided the nominal bearing
pressure is not more than 0.80 N/mm2 (0.0815
kgf/mm2, 116 psi) as determined by static bearing
reaction calculation taking into account shaft and
propeller weight which is deemed to be exerted solely
on the aft bearing, divided by the projected area of
the shaft. The minimum length, however, is not to be
less than 1.5 times the actual diameter.
b Synthetic Bearings (rubber, reinforced resins,
plastic etc.) The length of synthetic rubber,
reinforced resin or plastic oil lubricated propeller end
bearings fitted with an approved oil-seal gland is to
be on order of two time the required tailshaft
diameter. The length of bearing may be less provided
the nominal bearing pressure is not more than 0.60
N/mm2 (0.0611 kgf/mm2, 87 psi) as determined by
static bearing reaction calculation taking into account
shaft and propeller weight which is deemed to be
exerted solely on the aft bearing, divided by the
projected area of the shaft. The minimum length,
PART 4 SECTION 7|3 Propulsion Shafting, Propellers, Waterjets and Lift Devices
however, is not to be less than 1.5 times the actual
diameter. Where the material has demonstrated
satisfactory testing and operating experience,
consideration may be given to increased bearing
pressure.
4/7.8 Tailshaft Propeller-end Design
Tailshafts are to be provided with an accurate taper fit
in the propeller hub, particular attention being given
to the fit at the large end of the taper.
a Keyed The key is to fit tightly in the keyway
and be of sufficient size to transmit the full torque of
the shaft, but it is not to extend into the liner
counterbore on the forward side of the propeller hub.
The forward end of the keyway is to be so cut in the
shaft as to give a gradual rise from the bottom of the
keyway to the surface of the shaft. Ample fillets are
to be provided in the corners of the keyway and, in
general, stress concentrations are to be reduced as far
as practicable.
b Keyless Where propellers are fitted without
keys, detailed stress calculations and fitting
instructions are to be submitted for review. The
factor of safety against slip at 35C (95F) is to be at
least 2.8 under the action of maximum continuous
ahead rating plus torque due to torsional vibrations.
The astern operation is to be considered if the astern
torque exceeds the ahead torque. For oil injection
method of fit the coefficient of friction is to be taken
no greater than 0.13 for bronze/steel propeller bosses
on steel shafts. For dry method of fit using cast iron
on steel shafts the coefficient of friction is to be taken
no greater than 0.18. The maximum equivalent
uniaxial stress in the boss at 0C (32F) is not to exceed
70% of the minimum specified yield strength of the
material at 0.2% offset (ASTM-E8). For cast iron,
this stress is not to exceed 30% of the minimum
specified tensile strength.
4/7.9 Flexible Couplings
See 4/4.19.1.
4/7.10 Solid Couplings
4/7.10.1 Fitted Bolts
The minimum diameter of fitted shaft coupling bolts
is to be determined by the following equation:
db = 0.65 D3 (U + c) NBU b mm (in.)
c = 160 (16.3, 23180)
db = diameter of bolts at joints in mm or in.
D = required diameter of shaft as per 4/7.3.1 in
mm or in.
N = number of bolts fitted in one coupling
B = bolt circle diameter in mm or in.
U = minimum specific tensile strength of shaft
material in N/mm2, kgf/mm2 or psi
Ub = minimum specific tensile strength of bolt
material in N/mm2, kgf/mm2 or psi. To be
not less than U. Ub is to be taken not more
than 1.7 U or 1000 N/mm2 (102 kgf/mm2,
145,000 psi), whichever is less, for
calculation purposes.
Notes:
1 Coupling bolts are to be accurately fitted.
2 The material for coupling bolt is to be steel with an
elongation of not less than 16% in 50 mm (2 in.).
3 The use of other materials will be subject to special
consideration based on submitted engineering analyses.
4/7.10.3 Non-fitted Bolts
The diameter of pre-stressed non-fitted coupling bolts
will be considered upon the submittal of detailed
preloading and stress calculations and fitting
instructions. The tensile stress on the bolt due to
prestressing and astern pull is not to exceed 90% of
the minimum specified yield strength of the bolt
material. In addition, the bearing stress on any
member such as the shaft, bolt, threads or nut is not to
exceed 90% of the minimum specified yield strength
of the material for that member.
a Power Transmitted by Prestress Only Where
bolts are under pure tension, the factor of safety
against slip under the worst of the operating
conditions, including mean transmitted torque plus
vibratory torque due to torsional loads, is to be at
least as follows:
1 Inaccessible couplings (external to the
hull or not readily accessible)--2.8
2 Accessible couplings (internal to the
hull)--2.0
b Power Transmitted by Combination Prestress
and Shear Where the power is transmitted by a
combination of fitted bolts and prestressed non-fitted
bolts, the components are to meet the following
criteria:
1 Fitted Bolts: The shear stress under the
maximum torque corresponding to the
worst loaded condition, is to be not
more than 50% of the minimum
specified tensile yield strength of the
bolt material.
2 Non-Fitted Bolts: The factor of safety
against slip, under the maximum torque
corresponding to the worst loaded
condition and the specified bolt tension,
is to be at least 1.6 for inaccessible
couplings and 1.1 for accessible
couplings.
c Dowels Used for Transmitting Power Dowels
connecting the tail shaft flange to the controllable
pitch propeller hub, utilized with non-fitted bolts to
transmit power, are considered equivalent to fitted
coupling bolts and are to comply with 4/7.10.1 and, if
applicable, 4/7.10.3b1. The dowels are to be
PART 4 SECTION 7|4 Propulsion Shafting, Propellers, Waterjets and Lift Devices
accurately fitted and effectively secured against axial
movement. The coupling is to be satisfactory for
astern condition.
4/7.10.5 Flanges
The thickness of coupling flanges is not to be less
than the minimum required diameter of the coupling
bolts or 0.2 times D (as defined in 4/7.3), whichever
is greater. The fillet radius at the base of an integral
flange is not to be less than 0.08 times the actual shaft
diameter. Consideration of a recognized shaft
coupling standard will be given to fillets of multiple
radii design. In general, the surface finish for fillet
radii is not to be rougher than 1.6 µ meters (63 µ in.)
RMS. For the fillet radius for tailshaft to propeller
coupling flange, see Note 4 in Table 4/7.2.
4/7.10.7 Demountable Couplings
Couplings are to be made of steel or other approved
ductile material. The strength of demountable
couplings and keys is to be equivalent to that of the
shaft. Couplings are to be accurately fitted to the
shaft. Where necessary, provisions for resisting
thrust loading are to be provided.
Hydraulic and other shrink fit couplings will be
specially considered upon submittal of detailed
preloading and stress calculations and fitting
instructions. In general, the torsional holding
capacity is to be at least 2.8 times the transmitted
mean torque plus vibratory torque due to torsionals
for inaccessible couplings (external to the hull or not
readily accessible) and at least 2.0 times for
accessible couplings (internal to the hull). The
preload stress is not to exceed 70% of the minimum
specified yield strength.
4/7.16 Propulsion Shaft Alignment and
Vibrations
4/7.16.1 General
Propulsion shafting is to be aligned with the location
and spacing of the shaft bearings being such as to
give acceptable bearing reactions and shaft bending
moments and also acceptable amplitudes of vibration
for all conditions of ship loading and operation.
The desiger or the builder is to evaluate the
propulsion shafting system taking into consideration
any forces or factors which may affect the reliability
of the propulsion shafting system including weight of
the propeller and shafts, hydrodynamic forces acting
on the propeller, number of propeller blades in
relation to diesel engine cylinders, misalignment
forces, thermal expansion, flexibility of engine and
thrust bearing foundations, engine induced vibrations,
gear tooth loadings, flexible couplings, effect of
power take-off arrangements from the propulsion
shafting system driving auxiliaries, etc., as applicable,
as well as any limits for vibrations and loadings a Fixed-Pitch Propellers
specified by the equipment manufacturers.
 AH  C   BK  
t0.25 = S  K ±  s    mm (in.)
4/7.16.2 Craft 61 m (200 ft) in Length and Over  1 Cn CRN  Cn   4 C  
a Shaft Alignment Calculations The
requirements in 4/7.33.2 of the Rules for Building A = 1.0 + (6.0/P0.70) + 4.3P0.25
and Classing Steel Vessels are to be complied with. B = (4300wa/N) (R/100)2 (D/20)3
b Torsional Vibrations The requirements in C = (1 + 1.5P0.25) (Wf -B)
4/7.33.3 of the Rules for Building and Classing Steel
b Controllable-Pitch Propellers
Vessels are to be complied with.
c Axial Vibrations The requirements in 4/7.33.4 AH  C   BK 
of the Rules for Building and Classing Steel Vessels t0.35 = K2 ±  s   mm (in.)
Cn CRN  Cn   6.3C 
are to be complied with.
d Lateral (Whirling) Vibrations The A = 1.0 + (6.0/P0.7) + 3P0.35
requirements in 4/7.33.5 of the Rules for Building B = (4900wa/N) (R/100)2 (D/20)3
and Classing Steel Vessels are to be complied with. C = (1+0.6P0.35) (Wf - B)
4/7.16.3 Craft Below 61 m (200 ft) in Length c Nozzle Propellers (Wide Tip Blades)
a Torsional Vibration For craft fitted with
unusual propulsion arrangement or without vibration  AH   C s   BK 
t 0.35 = K 3   ±    mm (in.)
dampers, a torsional vibration analysis of the  C n CRN   Cn   5.6C 
propulsion system showing compliance with 4/7.33.3
of the Rules for Building and Classing Steel Vessels A = 1.0 + (6.0/P0.7) + 2.8P0.35
is to be submitted. This is not required for craft B = (4625wa/N) (R/100)2 (D/20)3
under 20 m (65 ft.) in length or where the installation C = (1+0.6P0.35) (Wf - B)
is essentially the same as previous designs which have S = 1.0. for all propellers with D ≤ 6.1 m (20 ft)
been proven satisfactory. = ( D + 24.0 30.1) SI, MKS units or
Propellers = ( D + 79 99) US units for solid propellers
with D > 6.1 m (20 ft) and weighing in
4/7.22 Materials and Testing excess of 20 tons. S is not to exceed 1.025.
t0.25 = required thickness at the one-quarter radius
4/7.22.1 Propeller Material in mm or in.
For propellers required to be of an approved design, t0.35 = required thickness at the 0.35 radius in mm
the material of the propeller is to be tested in the or in.
presence of and inspected by a Surveyor in K1 = 337 (289, 13)
accordance with the requirements of Section 2/2 or to K2 = 271 (232, 10.4)
other requirements which have been approved by the K3 = 288 (247, 11.1)
Committee. The finished and assembled propeller is H = power at rated speed, kW (hp, HP)
to be inspected by the Surveyor. hp = metric horsepower
HP = US horsepower
4/7.22.3 Stud Material R = rpm at rated speed
The material of the studs securing detachable blades N = number of blades
to the hub is to be of Grade 2 steel or equally P0.25 = pitch at one-quarter radius divided by
satisfactory material and is to be tested in the propeller diameter
presence of and inspected by the Surveyor in P0.35 = pitch at 0.35 radius divided by propeller
accordance with the requirements of 2/2.19.4. diameter, corresponding to the design ahead
conditions
4/7.23 Blade Design P0.7 = pitch at seven-tenths radius divided by
propeller diameter, corresponding to the
4/7.23.1 Blade Thickness design ahead conditions
Where the propeller blades are of conventional W = expanded width of a cylindrical section at
design, the thickness of the blades is not to be less the 0.25 or 0.35 radius in mm or in.
than determined by the following equations: a = expanded blade area divided by the disc area
D = propeller diameter, in m or ft

PART 4 SECTION 7|5 Propulsion Shafting, Propellers, Waterjets and Lift Devices
K = rake of propeller blade in mm/m or in./ft clearance of the spigot in its counterbore or the edge
multiplied by D/2 (with forward rake, use of the flange in the recess is to be kept to a minimum.
minus sign in equation; with aft rake, use
plus sign) 4/7.25 Skewed Propeller
Cs = as/WT (section area coefficient at the 0.25
or 0.35 radius). Also see below. 4/7.25.1 Definitions
Cn = Io/UfWT2 (section modulus coefficient at the a Maximum Skew Angle Maximum skew angle
o.25 or 0.35 radius). Also see below. (θ) is measured from ray A passing through the tip of
Io = moment of inertia of the expanded blade to ray B tangent to the mid-chord line of the
cylindrical section at 0.25 or 0.35 radius projected blade outline. See Figure 4/7.1a.
about a straight line through the center of b Rake Angle Rake angle (φ) for the purpose of
gravity parallel to the pitch line or to the this subsection is the angle measured from the plane
nose-tail line in mm4 or in.4 perpendicular to shaft centerline to the tangent to
as = area of expanded cylindrical section at the generating line at 0.6 radius. See Figure 4/7.1b.
0.25 or 0.35 radius, in mm2 or in.2
Uf = maximum normal distance from the moment 4/7.25.2 Application
of inertia axis to points on the face boundary a θ ≤ 25° The requirements in 4/7.23.1 are
(tension side) of the section, in mm or in. applicable where the maximum skew angle is 25
T = maximum thickness at the 0.25 or 0.35 degrees or less.
radius in mm or in. from propeller drawing b 25° < θ ≤ 50° The requirements in 4/7.25.3
The values of Cs and Cn computed as stipulated above may be used for fixed pitch propellers of ABS Type 4
are to be indicated on the propeller drawing. If the Cn material having skew angle over 25 degrees but not
value exceeds 0.10, the required thickness is to be exceeding 50 degrees. For other material/type
computed with Cn = 0.10. propellers, calculations as required in 4/7.25.2c are to
For craft below 61m (200 ft) in length, the be submitted.
required thickness may be computed with the c θ > 50° Propellers with the maximum skew
assumed values of Cn = 0.10 and Cs = 0.69. angle exceeding 50 degrees will be subject to special
f, w = material constants from the following table consideration upon submittal of detailed stress
calculations.
Representative SI and US Customary
Propeller Materials MKS Units Units
The maximum stress occurring during steady or
Type (See Section 2/2) f w f w transient astern operations is not to exceed seventy
2
Manganese bronze 2.10 8.3 68 0.30 per cent of the minimum specified yield strength of
3
Nickel-manganese 2.13 8.0 69 0.29 the propeller material.
bronze
4 Nickel-aluminum 2.62 7.5 85 0.27
4/7.25.3 Propellers Over 25 up to 50° Skew Angle
bronze
5 Mn-Ni-Al bronze 2.37 7.5 77 0.27 This paragraph applies to fixed pitch propellers of
Cast steel 2.10 8.30 68 0.30 ABS Type 4 material having a maximum skew angle
CF-3 Austenitic stainless 2.10 7.75 68 0.28 over 25 degrees but not exceeding 50 degrees.
steel a Blade Thickness at 0.25 Radius The
Note The f values of materials not covered will be specially maximum thickness at 0.25 radius is not to be less
considered upon submittal of complete material than the thickness required in 4/7.23.1a multiplied by
specifications including corrosion fatigue data to 108
the factor m as given below:
cycles.

m = 1 + 0.0065( θ − 25)
4/7.23.2 Blades of Unusual Design
Propellers of unusual design or application will be b Blade Thickness at 0.6 Radius The maximum
subject to special consideration upon submittal of thickness at 0.6 radius is to be not less than that
detailed stress calculations. obtained from the following equation:
4/7.23.3 Blade-root Fillets
(1 + C0.9 )(1 + 2 C0.9 [
C 0.6 ) ( HDΓ ) ( RP0.6 Y ) ]
0.5
t 0.6 = K
Fillets at the root of the blades are not to be
considered in the determination of blade thickness.
t0.6 = required thickness at the 0.6 radius in mm
4/7.23.4 Built-up Blades
(in.)
The required blade section is not to be reduced in
K3 = 12.6 (6.58, 1.19)
order to provide clearance for nuts. The face of the
C0.9 = expanding chord length at the 0.9 radius
flange is to bear on that of the hub in all cases, but the
divided by propeller diameter

PART 4 SECTION 7|6 Propulsion Shafting, Propellers, Waterjets and Lift Devices
C0.6 = expanded chord length at the 0.6 radius
divided by propeller diameter
H, D, R = as defined in 4/7.23.1
Γ = [1+(θ - 25)/ θ][φ2 + 0.16φθP0.9 + 100]
θ = skew angle in degrees (see 4/7.25.1a and
Figure 4/7.1a.)
φ = rake angle in degrees (see 4/7.25.1b and
Figure 4/7.1b), positive for rake aft
P0.6 = pitch at the 0.6 radius divided by propeller
diameter
P0.9 = pitch at the 0.9 radius divided by propeller
diameter
Y = minimum specified yield strength of ABS
Type 4 propeller material in N/mm2 (kgf/m2,
psi)
c Blade Thickness Between 0.6 and 0.9 Radius
1 Maximum Thickness The maximum
thickness between 0.6 and 0.9 radius is
not to be less than that obtained from
the following equation.
t x = 3.3D + 2.5(1 − x )( t 0.6 − 3.3D) mm
t x = 0.04 D + 2.5(1 − x )( t 0.6 − 0.04 D) in.
tx = required maximum blade thickness at radius
x
t0.6 = blade thickness at 0.6 radius as required by
4/7.25.3b
x = ratio of the radius under consideration to
D/2, 0.6 < x ≤ 0.9
2 Trailing Edge Thickness at 0.9 Radius
The edge thickness measured at 5% of
chord length from the trailing edge is to
be not less than 30% of the maximum
blade thickness required by 1 above at
that radius.
4/7.28 Studs
4/7.28.1 Stud Area
The sectional area of the studs at the bottom of the
thread is to be determined by the following equation:
s = 0.056kWt2f / rn mm2
s = 0.0018kWt2f / rn in.2
k = C/(U+C1) material correction factor
C = 621 (63.3, 90,000)
C1 = 207 (21.1, 30,000)
U = ultimate tensile strength of the stud material
kg/mm2 (psi)
s = area of one stud at bottom of thread in mm2
or in2.
n = number of studs on driving side of blade
PART 4 SECTION 7|7 Propulsion Shafting, Propellers, Waterjets and Lift Devices
r = radius of pitch circle of the studs in mm or
in.
W, f and t are defined under 4/7.23.1.
4/7.28.3 Fit of Studs and Nuts
Studs are to be fitted tightly into the hub and provided
with effective means for locking. The nuts are also to
have a tight-fitting thread and be secured by stop
screws or other effective locking devices.
4/7.30 Blade Flange and Mechanisms
The strength of the propeller blade flange and internal
mechanisms of controllable-pitch propellers subjected
to the forces from propulsion torque is to be at least
1.5 times that of the blade at design pitch conditions.
4/7.32 Controllable Pitch Propeller System
4/7.32.1 Piping Arrangement
a General At least two hydraulic power pump
units are to be provided. Piping for the hydraulic
system is to be arranged so that transfer between
pump units can be readily effected. The arrangement
of piping is to be such that a single failure in one part
of the piping or pump unit will not impair the
integrity of the remaining parts of the system. For
multiple screw craft with controllable pitch propeller
systems that are completely independent of each other
such that a failure in one system will not affect the
other systems, the above single failure criteria need
not be applied provided the ability to control and
propel the craft with the remaining propeller(s) can be
demonstrated to the satisfaction of the Surveyor.
Where necessary, arrangements for bleeding air from
the hydraulic system are to be provided.
b Piping Piping is to meet the requirements of
4/6.67.
c Testing After installation in the craft, the
complete piping system is to be subjected to
hydrostatic test equal to 1.5 times the design pressure,
including a check of the relief valve operation. These
tests are to be performed in the presence of the
Surveyor.
4/7.32.3 Control of Pitch
Independent manual control of pitch is to be provided
at or near the oil distribution box. For craft fitted
with shipboard automatic and remote control systems,
refer to Section 4/11.
4/7.32.5 Instrumentation and Alarms
The following instruments and alarms are to be
provided.
a Pitch Indicators Each station capable of
controlling the propeller pitch is to be fitted with a
pitch indicator. In addition, a pitch indicator is to be
fitted on the navigation bridge for craft 500 gross tons
and above.
b Low Oil Pressure Visual and audible alarms
are to be provided in the engine room control station
to indicate low hydraulic oil pressure.
c High Oil Pressure Visual and audible alarms
are to be provided in the engine room control station
to indicate high hydraulic oil pressure. The alarm is
to be set below relief valve pressure.
d High Temperature Visual and audible alarms
are to be provided in the engine room control station
to indicate high hydraulic oil temperature.
4/7.32.7 Electrical Components
Electrical components are to meet the applicable
requirements of Section 4/5.
4/7.34 Protection Against Corrosion
4/7.34.1 Propeller Aft End
The exposed steel of the shaft is to be protected from
the action of the water by filling all spaces between
cap, hub and shaft with a suitable material. The
propeller is to be fitted with a fairwater cap, acorn
nut, or other suitable after end sealing arrangements
which prevents sea water from having contact with
the shaft taper area. See Figure 4/7.1 for typical
sealing arrangement.
4/7.34.3 Propeller Forward End
The propeller assembly is to be sealed at the forward
end with a well-fitted soft-rubber packing ring. When
the rubber ring is fitted in an external gland, the hub
counterbore is to be filled with suitable material, and
clearances between shaft liner and hub counterbore
are to be kept to a minimum. When the rubber ring is
fitted internally, ample clearance is to be provided
between liner and hub and the ring is to be
sufficiently oversize to squeeze into the clearance
space when the propeller is driven up on the shaft;
and, where necessary, a filler piece is to be fitted in
the propeller hub keyway to provide a flat unbroken
seating for the ring.
The recess formed at the small end of the taper by
the overhanging propeller hub is to be packed with a
rust preventive compound before the propeller nut is
put on.
4/7.34.5 Non-Corrosive, Non-Pitting Alloys
The sealing arrangements above are not required
where the tailshaft is fabricated of corrosion-resistant,
pitting-resistant alloy unless required by the
manufacturer.
PART 4 SECTION 7|8 Propulsion Shafting, Propellers, Waterjets and Lift Devices
Waterjets
4/7.36 Waterjets
4/7.36.1 General
Full details are to be submitted for the force
transmitting parts of waterjet units including material
specifications. For craft over 24 m (79 ft.) the units
are to be manufactured under Surveys. Mill
certificates are to be provided for the components of
the steering section. The material tests for the
impellers shafts and couplings are to be witnessed by
the Surveyor. Hydraulic cylinders are to be
manufactured and inspected in accordance with the
requirements of 4/6.69. The use of galvanically
dissimilar metallic materials is to be considered in the
waterjet design.
4/7.36.3 Design
Design basis stress calculations for the impellers,
shafting, steering mechanism, and reversing
mechanism are to be submitted to substantiate the
suitability and strength of the components for the
intended service. For the purpose of design review
the stress calculations are to be cover the "worst case"
condition for each component. The factor of safety
for the above components is not to be less than 2.0
when determined by the following equation:
1 S S
= s+ a
FS U E
nor less than 4.0 when determined by the following
equation:
U
FS =
Ss
FS = factor of safety
Ss = steady stress of low cycle alternating stress
Sa = alternating stress
U = ultimate tensile strength of material
E = corrected fatigue strength of material (based
on 108 cycles)
4/7.36.5 Housings
Calculations or test results to substantiate the
suitability and strength of the pressure and suction
housing are to be submitted for review. The
condition with the inlet of the suction blocked is also
to be considered. A factor of safety of not less than 4
based on the ultimate tensile strength of the material
(or 2 based on the yield strength) is to be maintained
at each point in the housing. Housing are to be
hydrostatically tested to 1.5 times the maximum
working pressure or to 3.4 bar (3.5 kgf/cm2, 50 psi)
whichever is greater.
4/7.36.7 Reversing Mechanisms
Astern thrust is to be provided in sufficient amounts
to secure proper control of the craft in all normal
circumstances. The reversing mechanism is to
provide for reversing at full power.
4/7.36.9 Impeller Bearings
Antifriction bearings are to have a B10 life of at least
80,000 hours.
Propulsion and Lift Devices for Air
Cushion Vessels
4/7.38 Propulsion and lift devices
4/7.38.1 General
Propulsion arrangements and lift arrangements may
be provided by separate devices, or be integrated into
a single propulsion and lift device. Propulsion
devices are those which directly provide the
propulsive thrust and include machinery items and
any associated air propellers, ducts, vanes, scoops
and nozzles, the primary function of which is to
contribute to the propulsive thrust. The lift devices
are those items of machinery which directly raise the
pressure of the air and move it for the primary
purpose of providing lifting force for an air-cushion
vehicle.
PART 4 SECTION 7|9 Propulsion Shafting, Propellers, Waterjets and Lift Devices
4/7.38.3 Design
Design basis stress calculations for the propulsion
and lift devices are to be submitted to substantiate the
suitability and strength of the components for the
intended service and compliance with a recognized
standard or code of practice.
4/7.38.5 Environment
The design of propulsion and lift devices is to pay
due regard to the effects of allowable corrosion,
electrolytic action between different metals, erosion
or cavitation which may result from operation in
environments in which they are subjected to spray,
debris, salt, sand, icing, etc.
4/7.38.7 Arrangement
Appropriate arrangements are to be made to ensure
that:
a Ingestion of debris or foreign matter is
minimized:
b The possibility of injury to personnel from
shafting or rotating parts is minimized; and
c Where necessary, inspection and removal of
debris can be carried out safely in service.
 Figure 4/7.1
Propeller Hub Details
1 Liberal Fillet
2 Chamfer corners of key
3 Break sharp corners
4 Fill with suitable sealing
material
5 Locking device
6 Threaded holes for jack bolts
FIGURE 4/7.1a
Maximum Skew Angle
PART 4 SECTION 7|10 Propulsion Shafting, Propellers, Waterjets and Lift Devices
7 Soft rubber ring
8 Fill and vent holes. One to be
centered on kewyway
9 See 4/7.23.4
10 See typical hub seals
11 Face (tension side)
12 Back (compression side)
FIGURE 4/7.1b
Rake Angle at the 0.6 Radius,
Positive Aft
The rake angle φ, measured at
0.6 radius, is formed between
line D which is tangent to the
generating line, and the line C
which is perpendicular to the
propeller shaft centerline
 TABLE 4/7.1
Shaft Design Factor K for Lineshafts, Thrust Shafts, and Oil Distribution Shafts
Design Features1
In way of
Radial On both axial
holes, sides of bearings
Propulsion Integral Shrink fit transverse Longitudinal thrust used as Straight
Type flange coupling Keyways2 holes3 slots4 collars thrust sections
bearings
Turbine Drives
Electric Drives
Diesel Drives
through slip
couplings 0.95 0.95 1.045 1.045 1.14 1.045 1.045 0.95
(electric or
hydraulic)
All Other Diesel 1.0 1.0 1.1 1.1 1.2 1.1 1.1 1.0
Drives
Notes
1 Geometric features other that those listed will be specially considered
2 After a length of not less than 0.2 x D from the end of the keyway, the shaft diameter may be reduced to the diameter calculated for straight
sections.
Fillet radii in the transverse section of the bottom of the keyway are to be not less than 0.0125 x D
3 Diameter of bore not more than 0.3 x D
4 Length of the slot not more than 1.4 x D, width of the slot not more than 0.2 x D, whereby D is calculated with k = 1.0

TABLE 4/7.2
Shaft Design Factor K for Tail Shafts and Stern Tube Shafts
Tail shafts may be reduced to stern tube shaft diameter forward of the bearing supporting the propeller. The inboard end of tailshafts or tube
shafts is to be designed the same as line shafts, with shaft design factors in accordance with Table 4/7.1.
Propeller attachment method1
Stern tube Keyless attachment Flanged4 Stern Tube Shafts5,6
Propulsion Type configuration Keyed2 by shrink fit3
All Oil lubricated 1.26 1.22 1.22 1.15
bearings
All Water lubricated 1.26 1.22 1.22 1.15
bearings with
continuous shaft
liners or equivalent
All Water lubricated 1.29 1.25 1.25 1.18
bearings with
noncontinuous shaft
liners
Notes
1 Other attachments are subject to special consideration.
2 Fillet radii in the transverse section at the bottom of the keyway are not to be less than 0.0125D.
3 See also 4/7.8.
4 The fillet radius in the base of the flange, for the tail shaft flange supporting the propeller, is to be at least 0.125D. Special consideration
will be given to fillets of multiple radii design. The fillet radius is to be accessible for non-destructive examination during tail shaft surveys.
See 2/3.13.3. For other fillet radii, see 4/7.10.5.
5 K factor applies to shafting between the forward edge of the propeller-end bearing and the inboard stern tube seal.
6 Where keyed couplings are fitted on stern tube shaft, the shaft diameters are to be increased by 10% in way of the coupling. See Note 2 of
Table 4/7.1.

PART 4 SECTION 7|11 Propulsion Shafting, Propellers, Waterjets and Lift Devices
PART 4 SECTION 8
Steering
4/8.1 General
4/8.1.1 Application
Theses requirements apply to craft with a traditional
type steering gear which have a rule required upper
rudder stock diameter less than 230 mm (9 in.).
Where the rule required upper rudder stock diameter
is 230 mm (9 in.) or above, the Rules for Building
and Classing Steel Vessels are to be applied.
Where a rudder is not fitted and steering is
achieved by change of setting of the propulsion units,
such as the use of cycloidal, azimuthing or similar
type propulsion systems, Sections 2 and 4 of the ABS
“Guide for Thrusters and Dynamic Positioning
Systems” are to be applied.
Where a rudder is not fitted and steering is
achieved by waterjet nozzles, the material and design
requirements of 4/7.36 are applicable. Where the
directional control system is power operated, the
control and power systems are to meet the intent of
4/8.4 and 4/8.6.
4/8.1.2 Definitions
a Main Steering Gear Main steering gear is the
machinery, rudder actuators, power units, ancillary
equipment and the means of applying torque to the
rudder stock (e.g. tiller or quadrant) necessary for
effecting movement of the rudder for the purpose of
steering the ship.
b Auxiliary Steering Gear Auxiliary steering
gear is the equipment other than any part of the main
steering gear necessary to steer the ship in the event
of failure of the main steering gear but not including
the tiller, quadrant or components serving the same
purpose.
c Control System Control system is the
equipment by which orders are transmitted from the
navigation bridge to the power units. Control systems
comprise transmitters, receivers, hydraulic control
pumps and their associated motors, motor controllers,
piping and cables. For the purpose of the Rules,
steering wheels or steering levers are not considered
to be part of the control system.
d Power Units A steering gear power unit is:
1 in the case of electric steering gear, an
electric motor and its associated
electrical equipment,
PART 4 SECTION 8|1 Steering
2 in the case of electro-hydraulic steering
gear, an electric motor and its
associated electrical equipment and
connected pump(s), and
3 in the case of other hydraulic steering
gear, a driving engine and connected
pump(s).
e Power Actuating System Power actuating
system is the hydraulic equipment provided for
supplying power to turn the rudder stock, comprising
a power unit or units, together with the associated
pipes and fittings, and a rudder actuator. The power
actuating systems may share common mechanical
components, i.e. tiller, quadrant, rudder stock or
components serving the same purpose.
f Rudder Actuator Rudder actuator is the
component which directly converts hydraulic pressure
into mechanical action to move the rudder.
g Maximum Working Pressure Maximum
working pressure is the expected pressure in the
system when the steering gear is operated to comply
with 4/8.1.5.
4/8.1.3 Plans and Data
Plans and data of the steering gear system to be
submitted are as follows:
Plans
a General arrangements of the main and
auxiliary steering gears, and of the steering
gear compartment.
b Assembly of upper rudder stock, tiller, tie
rod, rudder actuators, etc. as applicable.
c Construction details of all torque-
transmitting components of steering gear,
such as tiller, tiller pin, tiller/rudder stock
interference fit mechanism, tie rod, rudder
actuator, etc, including bill of materials,
welding procedures, non-destructive testing,
as applicable.
d Schematic hydraulic piping diagram,
incorporating hydraulic logic diagram, and
including bill of materials, typical pipe to
pipe joint details, pipe to valve joint details,
pipe to equipment joint details, pressure
rating of valves and pipe fittings, and
pressure relief valve settings.
 e Steering gear control system incorporating
schematic electrical control logic diagram,
instrumentation, alarm devices, etc, and
including bill of materials.
f Electrical power supply to power units and
to steering gear control, including schematic
diagram of motor controllers, feeder cables,
feeder cable electrical protection.
Data
g Rated torque of main steering gear.
h Calculations of torque-transmitting
components such as tiller, tie rod, rudder
actuator, etc.
4/8.1.4 Power Operation
The main steering gear is to be power operated, by
one or more power units, if the rule required upper
rudder stock diameter is 120 mm (4.7 in.) or greater.
Notwithstanding the above, the performance
requirements stated in 4/8.1.5 and 4/8.1.6 are to be
used to determine if it is necessary for the main and
auxiliary steering gears to be power operated.
4/8.1.5 Main Steering Gear Capability
The main steering gear is to be capable of putting the
rudder from 35o on one side to 35o on the other side
with the craft running ahead at maximum continuous
shaft rpm and at the design draft; and under the same
conditions, the travel time from 35o on either side to
30o on the other side is not to be more than 28
seconds. For controllable pitch propellers, the
propeller pitch is to be at the maximum design pitch
approved for the above maximum continuous ahead
rated RPM.
4/8.1.6 Auxiliary Steering Gear
The auxiliary steering gear is to be capable of putting
the rudder from 15o on one side to 15o on the other
side in not more than 60 seconds with the craft
running ahead at half speed, or seven knots,
whichever is greater.
The auxiliary steering gear is to be so arranged
that the failure of the main steering gear will not
render it inoperative. Likewise, failure of auxiliary
steering gear is not to affect the main steering gear.
An auxiliary steering gear is not required under
the following conditions.
a When the main steering gear comprises two or
more power units, and is so arranged that after a
single failure in its piping system or in one of the
power units the defect can be isolated so that the
steering capability can be maintained or regained; and
provided that
1 for passenger craft, the main steering
gear is capable of operating the rudder
as required in 4/8.1.5 while any one of
the power units is out of operation; and
PART 4 SECTION 8|2 Steering
2 for cargo craft, the main steering gear is
to be capable of operating the rudder as
required by 4/8.1.5 while all the power
units are in operation.
b When the main steering gear is non-power
operated such as an orbitrol system or consists solely
of mechanical components such as sheaves, blocks,
wires, chains, etc.
4/8.1.7 Steering Gear Compartment Unit
Location
The main and the auxiliary steering gears are to be
protected from weather. The power units may be
located either within or outside the compartment
containing the rudder actuators. In the event of loss
of hydraulic fluid and of the need to restore the
operation of the main or the auxiliary steering gear,
the steering gear compartment is to be provided with
handrails and gratings, or other non-slip surfaces, to
ensure suitable working condition.
In the event of control system failure, or the need
to operate the main or the auxiliary steering gear from
within the steering gear compartment or from
positions other than the navigating bridge, craft of
500 gross tons and above are to be provided with a
means to indicate the position of the rudder at these
positions where emergency steering is to be
conducted.
4/8.2 Materials
4/8.2.1 General
All steering gear components transmitting a force to
the rudder and pressure retaining components of
hydraulic rudder actuator are to be of steel or other
approved ductile material. The use of gray cast iron
or other material having an elongation less than 12%
in 50 mm (2 in.) is not acceptable.
4/8.2.2 Material Testing
Except as modified below, materials for the parts and
components mentioned in 4/8.2.1 are to be tested in
the presence of the Surveyor in accordance with the
requirements of 2/2.
Material tests for steering gear coupling bolts and
torque transmitting keys need not be witnessed by the
Surveyor.
Material tests for commercially supplied tie-rod
nuts need not be witnessed by the Surveyor provided
the nuts are in compliance with the approved steering
gear drawings and are appropriately marked and
identified in accordance with a recognized industry
standard. Mill test reports for the tie-rod nuts are to
be made available to the Surveyor upon request. For
all non-standard tie-rod nuts, material testing is
required to be performed in the presence of the
Surveyor.
 Material tests for forged, welded or seamless steel
parts (including the internal components) and all non-
ferrous parts of rudder actuators that are not more
than 152.4 mm (6 in.) in internal diameter need not be
carried out in the presence of the Surveyor. Such
parts are to comply with the requirements of 2/2 or
such other appropriate material specifications as may
be approved in connection with a particular design,
and will be accepted on the basis of presentation of
mill certificates to the Surveyor for verification.
4/8.3 Design
4/8.3.1 Power Gear Stops
Power operated steering gears are to be provided with
arrangements for stopping the steering gear before the
rudder stops are reached. These arrangements are to
be synchronized with the rudder stock or position of
the steering gear itself rather than with the steering-
gear control system.
4/8.3.2 Mechanical Components
All steering gears parts transmitting force to or from
the rudder, such as tillers, quadrants, rams, pins, tie
rods and keys are to be proportioned to have strength
equivalent to that of the rule required upper rudder
stock diameter.
4/8.3.3 Tiller
Tillers are to comply with the following requirements.
All terms in the formulae are to have consistent units.
1 Depth of tiller hub is not to be less than rule
required upper rudder stock diameter.
2 Thickness of tiller hub is not to be less than
one third of the rule required upper rudder
stock diameter.
3 Notwithstanding (2) above, polar section
modulus of the tiller hub is not to be less
than:
UR
. S3
0196
UT
where
S = rule required upper rudder stock diameter
UR = ultimate tensile strength of the rudder stock
UT = ultimate tensile strength of the tiller
4 The shear area of the tiller key is not to be
less than:
0.196S 3 U R
⋅ 4/8.3.6 Rudder Actuators
r UK
where
r = mean radius of the rudder stock in way of
the key
UK = ultimate tensile strength of the key
Other symbols are defined above.
5 Bearing stress of the tiller and rudder stock
keyways are not to be less than 0.9 times the
material yield stress.
6 If tiller is shrink fitted to the rudder stock,
preloading and stress calculations and fitting
instructions are to be submitted. The
calculated torsional holding capacity is to be
at least 2.0 times the transmitted torque
based on the steering gear relief valve
setting. Preload stress is not to exceed 70%
of the minimum yield strength.
7 Section modulus of tiller arm at any point
within it length is not to be less than:
0.167S 3 ( L2 − L1 ) U R
⋅
L2 UT
where
L2 = distance from the point of application of the
force on the tiller to the center of rudder
stock
L1 = distance between the section of the tiller arm
under consideration and the center of the
rudder stock
Other symbols are defined above
8 Where tiller is of welded construction, weld
design and weld sizes are to be proportioned
such that they are commensurate with the
strength of the tiller.
4/8.3.4 Pin
Shear area of tiller pin is not to be less than:
0.196S 3 U R
⋅
L2 UP
where
UP = ultimate tensile strength of the pin
Other symbols are defined above.
4/8.3.5 Tie Rod (Jockey Bar)
The buckling strength of the tie rod is not to be less
than:
. S 3U R
0113
L2
Symbols are defined above.
a General Rudder actuators are to meet the
requirements in 4/8.2 for materials and material tests
and 2/3B.1 for welding. They are also to meet the
requirements for pressure vessels in the Rules for
Building and Classing Steel Vessels, specifically

PART 4 SECTION 8|3 Steering

4/2.5.1 (for malleable cast iron, use y = 0.5), 4/2.9
and 4/2.11 (in association with S as defined below)
for design and 4/2.39 for hydrostatic tests. The
maximum allowable stress S is not to exceed the
lower of the following:
U Y
or
A B
where
U = minimum specified tensile strength of
material at room temperature
Y = minimum specified yield point or yield
strength
A & B = factors as given in the following table.
Factor Rolled or Cast Nodular
Forged Steel Cast Iron
Steel
A 3.5 4 5
B 1.7 2 3
b Oil Seals Oil seals between non-moving parts
form the external boundary are to be of the pressure
seal type. Oil seals between moving parts forming
the external pressure boundary are to be fitted in
duplicate so that the failure of one seal does not
render the actuator inoperative. Alternative seal
arrangement may be acceptable provided equivalent
protection against leakage can be ensured.
4/8.3.7 Mechanical Steering Gear
Where mechanical steering system are permitted, the
following are applicable.
a Steering Chains and Wire Ropes Steering
chains and wire rope are to be tested as required by
2/1.11 and 2/1.13 respectively.
b Sheaves Sheaves are to be of ample size and
so placed as to provide a fair lead to the quadrant and
avoid acute angles. Parts subjected to shock are not
to be of cast iron. Guards are to be placed around
the sheaves to protect against injury. For sheaves
intended to use with ropes, the radius of the grooves
is to be equal to that of the rope plus 0.8 mm
(1/32in.), and the sheave diameter is to be determined
on the basis of wire rope flexibility. For 6 X 37 wire
rope, the sheave diameter are to be not less than 18
times that of the rope. For wire ropes of lesser
flexibility, the sheave diameter is to be increased
accordingly. Sheave diameters for chain are to be not
less than 30 times the chain diameter.
c Buffers Steering gears other than hydraulic
type are to be designed with suitable buffer
arrangement to relieve the gear from shocks to the
rudder.
PART 4 SECTION 8|4 Steering
4/8.4 Hydraulic System
4/8.4.1 Pipes, Valves & Fittings
Pipes, valves and fittings are to meet the requirements
of 4/6.67, as applicable. The design pressure of
piping components subject to internal hydraulic
pressure is to be at least 1.25 times the maximum
working pressure of the system. Arrangements for
bleeding air from hydraulic system are to be
provided, where necessary.
4/8.4.2 Relief Valves
Relief valves are to be provided for the protection of
the hydraulic system. Each relief valve is to be
capable of relieving not less than the full flow of all
the pumps which can discharge through it increased
by 10%. With this flow condition, the maximum
pressure rise is not to exceed 10% of the relief valve
setting. In this regard, consideration is to be given to
the extreme expected ambient conditions in respect to
oil viscosity. The relief valve setting is to be at least
1.25 times the maximum working pressure but is not
to exceed the design pressure.
4/8.4.3 Filtration
A means is to be provided to maintain cleanliness of
the hydraulic fluid.
4/8.4.4 Single Failure
Where multiple power units are provided and an
auxiliary steering gear is not fitted, the steering gear
hydraulic system is to be designed so that after a
single failure in its piping system, one of the power
units, or mechanical connection to the power units,
the defect can be isolated so that the integrity of the
remaining part of the system will not be impaired and
the steering capability can be maintained or regained.
For this purpose, piping system associated with each
power unit is to be independent of that of the other
units as far as practicable and connections are made
only where necessary. Isolation valves are to be
fitted, as necessary, to allow any single failure in the
piping system be isolated and the steering gear be
operated with the remaining intact part of the system.
Isolation valves are to be fitted at the pipe
connections to rudder actuators. Where non-
duplicated rudder actuator is employed, the isolation
valves are to be mounted directly on the actuator.
Piping systems are to be so arranged that transfer
between power units can be readily effected.
4/8.4.5 Reservoir and Storage Tank
All open-loop hydraulic systems are to be provided
with an oil reservoir of suitable capacity. In addition,
for craft of 500 gross tons and above, a fixed storage
tank having sufficient capacity to recharge at least
one hydraulic power system including the reservoir is
to be provided. The tank is to be permanently
connected by piping in such a manner that the system
can be readily recharged from a position within the
steering gear compartment.
4/8.5 Power Units
If the rule required upper rudder stock diameter is
120 mm (4.7 in.) or greater, power units are to be
tested and certified in accordance with the following
requirements. If the rule required upper rudder stock
diameter is less than 120 mm (4.7 in.), and if the craft
is 500 gross tons or greater, power units are to be
tested and certified in accordance with 4/8.5.2 only.
For craft less than 500 gross tons, power units may be
accepted based on manufacturer’s guarantee for
suitability for the intended purpose and subject to
satisfactory functional tests after installation.
4/8.5.1 Prototype Test
A prototype of each new design power unit pump is
to be shop tested for a duration of not less than 100
hours. The testing is to be carried out in accordance
with an approved agenda and is to include the
following as a minimum.
a The pump and stroke control (or directional
control valve) is to be operated continuously from full
flow and relief valve pressure in one direction
through idle to full flow and relief valve pressure in
the opposite direction.
b Pump suction conditions are to simulate
lowest anticipated suction head. The power unit is to
be checked for abnormal heating, excessive vibration,
or other irregularities. Following the test, the power
unit pump is to be disassembled and inspected in the
presence of a Surveyor.
4/8.5.2 Production Unit Test
Each power unit pump is to meet the hydrostatic and
capacity tests in accordance with 4/6.8, as applicable.
4/8.6 Steering Gear Control System
4/8.6.1 Locations of Control
a The main steering gear is to be provided with
control both from the navigating bridge and from
within the steering compartment. However, if the
power unit is located in a space other than the
steering compartment, the control is to be provided in
that space instead of the steering compartment. For
purpose of controlling from the steering gear
compartment (or the space containing the power
unit), a means is to be provided in the steering
compartment (or the space containing the power unit)
to disconnect any control system from the navigating
bridge.
b The auxiliary steering gear is to be operable
from a space in which the operation of the auxiliary
steering gear can be effectively carried out, or from
within the steering compartment. However, if power
operated, it is to be provided with control from the
navigation bridge also.
PART 4 SECTION 8|5 Steering
c Where duplicate (or more) power units are
provided and an auxiliary steering gear is not fitted,
two independent systems of control are to be
provided. Each of these systems is to meet the
requirements of the control system of the main
steering gear (See 4/8.6.1a). Where the control
system consists of a hydraulic telemotor, a second
independent system need not be fitted.
d If steering gear is operated by manual means
only, such as by means of a steering wheel through a
mechanical or a non-power operated hydraulic
system, only the requirements of 4/8.6.4 and 4/8.6.5a
are applicable.
4/8.6.2 Control System Segregation
a Control systems of the main and the auxiliary
steering gears are to be independent of each other in
all respects. The control wires are to be separated as
far as practicable throughout their length. Where
found necessary, the wiring of the two systems may
share the same terminal box, provided a safety barrier
is fitted in the box to segregate the wiring.
b If the main steering gear consists of duplicated
(or more) power units and an auxiliary steering is not
fitted, the two independent means of control are to
comply with the segregation requirement of 4/8.6.2a.
However, this does not require duplication of steering
lever or other steering apparatus on the navigating
bridge.
c If the main steering gear consists of a single
power unit and the auxiliary steering gear is not
power operated, only one control system for the main
steering gear need be provided.
4/8.6.3 Control System Power Supply
Electrical power for steering gear control system is to
be derived from the motor controller of the power
unit it is controlling, or from the main switchboard at
a point adjacent to the supply to the power unit.
4/8.6.4 Communication
A means of communication is to be provided between
the navigating bridge and all other locations where
steering can be effected, such as the steering gear
compartment, the space where the power units are
located and the space where auxiliary steering gear is
to be operated, as applicable.
4/8.6.5 Instrumentation and Alarms
The following instruments and alarms are to be
provided. The audible and visual alarms are to have
provisions for testing.
a Rudder Position Indicator The angular
position of the rudder is to be indicated on the
navigating bridge and all other locations where
steering can be effected, such as the steering gear
compartment, the space where the power units are
located and the space where auxiliary steering gear is
to be operated, as applicable. The rudder angle
indication is to be independent of the steering gear
control system.
b Autopilot Where autopilot is fitted, a visual
and audible alarm is to be provided on the navigating
bridge to indicate its failure.
Where power unit is provided and steering is
controlled from navigating bridge, the following are
applicable:
c Motor Alarm A visual and audible alarm is to
be given on the navigating bridge and the engine
room control station to indicate an overload condition
of the steering gear power unit motor. Where three
phase electrical power is used a visual audible alarm
is to be installed which indicates failure of any one of
the supply phases. The operation of these alarms is
not to interrupt the circuit.
d Motor Running Indicators Indicators for
running indication of motors are to be installed on the
navigating bridge and the engine room control
station.
e Power Failure A visual and audible alarm is
to be given on the navigating bridge and engine room
control station to indicate a power failure to any one
of the steering gear power units.
f Control Power Failure A visual and audible
alarm is to be given on the navigating bridge and
engine room control station to indicate an electrical
power failure in any steering gear control circuit or
remote control circuit.
In addition, hydraulic power operated steering gear is
to be provided with the following:
g Low Oil-level Alarm A visual and audible
alarm is to be given on the navigating bridge and
engine room control station to indicate a low oil level
in any power unit reservoir.
h Hydraulic Lock Where the arrangement is
such that a single failure may cause hydraulic lock
and loss of steering, an audible and visual alarm
which identifies the failed system or component is to
be provided on the navigating bridge. The alarm is to
be activated upon steering gear failure if:
- position of the variable displacement pump
control system does not correspond to the
given order, or
- incorrect position of 3-way full flow valve or
similar in constant delivery pump system is
detected.
4/8.7 Electrical Power Supply
Electrical power circuits are to meet the requirements
of 4/5A6 and 4/5A3.3.5.
PART 4 SECTION 8|6 Steering
4/8.8 Testing and Trials
4/8.8.1 Testing of Piping System
The following tests are to be performed in the
presence of the Surveyor.
a Shop Tests After fabrication, each component
of the steering gear piping system, including the
power units, hydraulic cylinders and piping is to be
hydrostatically tested at the plant of manufacture to
1.5 times the relief valve setting, except that for
steering gear cylinders of nodular iron, the test
pressure is to be at least 2 times the relief valve
setting.
b Installation Tests After installation in the
craft, the complete piping system, including power
units, hydraulic cylinders and piping is to be
subjected to a hydrostatic test equal to 1.1 times the
relief valve setting, including a check of the relief
valve operation.
4/8.8.2 Trials
The steering gear is to be tried out on the trial trip in
order to demonstrate to the Surveyor’s satisfaction
that the requirements of the Rules have been met.
The trial is to include the operation of the following:
a The main steering gear, including
demonstration of the performance requirements of
4/8.1.5 or with the rudder fully submerged. Where
full rudder submergence cannot be obtained in ballast
conditions, special consideration may be given to
specified trials with less than full rudder
submergence.
Trials are to be carried out with the craft running
ahead at maximum continuous rated shaft RPM. For
controllable pitch propellers, the propeller pitch is to
be at the maximum design pitch approved for the
above maximum continuous ahead RPM.
b The auxiliary steering gear, if required,
including demonstration to the performance
requirements of 4/8.1.6 and transfer between main
and auxiliary steering gear.
c The power units, including transfer between
power units.
d The emergency power supply required by
4/5A3.3.5.
e The steering gear controls, including transfer
of control, and local control.
fThe means of communications as required by
4/8.6.4
g The alarms and indicators required by
4/8.6.5 (test may be done at dockside).
h The storage and recharging system contained
in 4/8.4.5 (test may be done at dockside).
i The isolating of one power actuating system,
and checking for regaining steering capability are
required by 4/8.4.4 if applicable (test may be done at
dockside).
j Where steering gear is designed to avoid
hydraulic locking, this feature is to be demonstrated.
PART 4 SECTION 9
Fire Extinguishing Systems
4/9.1 General
4/9.1.1 Classification Requirements
The following are the minimum classification
requirements for high speed cargo craft which do not
proceed, in the course of their voyage, more than 8
hours, at operational speed, from a place of refuge.
(See 4/1.17.11 for definition of “cargo craft”). Cargo
craft which proceed more than 8 hours from a place
of refuge are to comply with either Section 4/9 of the
“Rules for Building and Classing Steel Vessels” or
Section 4/9 of the “Rules for Building and Classing
Steel Vessels Under 90 Meters (295 Ft) in Length”,
as appropriate.
4/9.1.2 Governmental Authority
Attention is directed to the appropriate governmental
authority. In each case there may be additional
requirements depending on the gross tonnage, length,
type and intended service of the craft as well as other
particulars and details. Consideration will be given to
fire extinguishing systems which comply with the
published requirements of the governmental authority
of the country in which the craft is to be registered.
4/9.1.3 Automated Propulsion Machinery Spaces
Where automatic controls for propulsion machinery
spaces are installed and it is intended that the
propulsion machinery spaces are either not
continuously manned at sea or only one person is
required on watch, the requirements of Section 4/11
are to be met.
4/9.1.4 Fire Safety Measures
The applicable requirements of Section 3/24 are to be
complied with.
4/9.1.5 Plans and Specifications
The plans together with supporting data and
particulars listed in 4/1.11 are to be submitted for
review.
4/9.1.7 Fire Control Plans
a Required Information Fire control plans are
to be general arrangement plans showing for each
deck the provision, location, controls and particulars,
as applicable, of fixed fire detection, alarm and
extinguishing systems, portable fire fighting
appliances and equipment, controls for shutdowns of
PART 4 SECTION 9|1 Fire Extinguishing Systems
the ventilation system, fuel oil pumps and valves,
along with details of the means provided for the
closing of openings, and locations of accesses to
critical spaces (such as fire control stations, Category
A machinery spaces, etc.). For craft where structural
fire protection is required by the Rules, locations and
type of fire retarding bulkheads are to be specified on
the plan.
b Plan Location The fire control plans are to be
conspicuously posted on the craft for the guidance of
the crew.
4/9.3 Fire Pumps, Fire Main, Hydrants and
Hoses
4/9.3.1 Materials
Materials readily rendered ineffective by heat are not
to be used for fire mains unless adequately protected.
In order to be considered not “readily rendered
ineffective by heat”, a component is to be certified as
having passed an applicable recognized fire test, or
the material is to have a melting temperature higher
than the test temperature specified in an applicable
fire test.
4/9.3.2 Fire Pumps
a Number of Pumps All craft are to have at
least two fire pumps. For craft of 500 gross tons and
above, the pumps are to be independently power-
driven. For craft less than 500 gross tons, only one of
the pumps need be independently power-driven and
one of the pumps may be attached to the propulsion
unit. For craft less than 20m (65 ft.) in length, one
power driven pump which may be an attached unit,
and one hand operated fire pump may be provided.
b Type of Pumps Sanitary, ballast, bilge or
general service pumps may be accepted as fire
pumps, provided that they are not normally used for
pumping oil. If the pumps are subject to occasional
duty for the transfer or pumping of fuel oil, change
over arrangements that prevent operation for fire
fighting when configured for fuel transfer are to be
fitted.
c Pump Capacity
1 Craft Of 500 Gross Tons And Above
Each of the power-driven fire pumps
required by 4/9.3.2a is to have a
capacity of not less than two-thirds of
the quantity required under 4/6.35.3 to
 be dealt with by each of the independent
bilge pumps but not less than 25 m3/hr
(110 gpm) and in any event is to be
capable of delivering at least the two
required jets of water. These pumps are
to be capable of supplying the water
under the required conditions. Where
more pumps than required are installed,
their capacity will be subject to special
consideration.
2 Craft Less Than 500 Gross Tons The
capacity of each power driven fire pump
is to be in accordance with item 1 above
or Table 4/9.3, whichever is less. Hand
pumps, where permitted, are to have a
minimum capacity of 1.1 m3/hr (5 gpm).
d Pressure Power-driven fire pumps are to have
sufficient pressure to simultaneously operate the
adjacent hydrants as required by 4/9.3.4a.
e Relief Valves In conjunction with all fire
pumps, relief valves are to be provided if the pumps
are capable of developing a pressure exceeding the
design pressure of the water service pipes, hydrants
and hoses. These valves are to be so placed and
adjusted as to prevent excessive pressure in any part
of the fire main system. In general, the relief valve is
to be set to relieve at no greater than 1.7 bar (1.75
kgf/cm2, 25 psi) in excess of the pump pressure
necessary to maintain the requirements of 4/9.3.2c.
f Arrangement For craft of 500 gross tons and
above, the two main fire pumps including their power
source, fuel supply, electric cables, and lighting and
ventilation for the spaces in which they are located
are to be in separate compartments so that a fire in
any one compartment will not render both main
pumps inoperable. Only one common boundary is
allowed between the compartments in which case the
single common boundary is to be at least to A-0
standard.
No direct access is allowed between the
compartments except that where this is impracticable,
an access meeting the requirements in subparagraph g
may be considered.
g Alternative Arrangement Where it is
impracticable to do otherwise, a direct access
between the compartments containing the main fire
pumps may be considered provided:
1 A watertight door capable of being
operated locally from both sides of the
bulkhead, and from a safe and
accessible location outside of these
spaces is provided. The means for the
latter operation is expected to be
available in the event of fire in these
spaces; or
PART 4 SECTION 9|2 Fire Extinguishing Systems
2 An air lock consisting of two gastight
steel doors. The doors are to be self-
closing without any hold back
arrangements.
3 In addition to the arrangements
specified in 1 or 2 above, a second
protected means of access is to be
provided to the space containing the fire
pumps.
h Isolation For craft of 500 gross tons and
above, isolating valves and other arrangements, as
necessary, are to be provided so that if a fire pump
and its associated piping within its compartment are
rendered inoperable, the fire main can be pressurized
with a fire pump located in another compartment.
4/9.3.3 Fire Main
a Size The diameter of the fire main and water
service pipes is to be sufficient for the effective
distribution of the maximum required discharge from
two fire pumps operating simultaneously except that
the diameter need only be sufficient for the discharge
of 140 m3/hr (616 gpm).
b Cocks or Valves A valve is to be fitted to
serve each fire hose so that any fire hose may be
removed while the fire pumps are at work.
c Cold Weather Protection Fire main systems
are to be provided with drains, circulation loops or
other means for cold weather protection.
4/9.3.4 Hydrants
a Number and Position of Hydrants The
number and position of the hydrants are to be such
that at least two jets of water not emanating from the
same hydrant, one of which is to be from a single
length of hose, may reach any part of the craft.
b Materials Materials readily rendered
ineffective by heat are not be used for fire protection
systems unless adequately protected. See 4/9.3.1.
c Installation The pipes and hydrants are to be
so placed that the fire hoses may be easily coupled to
them. In craft where deck cargo may be carried, the
positions of the hydrants are to be such that they are
always readily accessible and the pipes are to be
arranged to avoid risk of damage by such cargo.
4/9.3.5 Hoses
a General Fire hoses are to be of a type
certified by a competent independent testing
laboratory as being constructed of non-perishable
material to a recognized standard. The hoses are to
be sufficient in length to project a jet of water to any
of the spaces in which they may be required to be
used. The maximum length of hose is not to exceed
23 m (75 ft.). Each hose is to have a nozzle and the
necessary couplings. Fire hoses together with any
necessary fittings and tools are to be kept ready for
use in conspicuous positions near the hydrants.
 b Diameter Hoses are not to have a diameter
greater than 38 mm (1.5 in.). Hoses for craft under
20 m (65 ft.) in length may be of a good commercial
grade having a diameter of not less than 16 mm (5/8
in.) and are to be have a minimum test pressure of
10.3 bar (10.5 kgf/cm2 , 150 psi) and a minimum burst
pressure of 31.0 bar (31.6 kgf/cm2 , 450 psi).
c Number of Fire Hoses One fire hose with the
couplings and nozzle is to be provided for each
hydrant. Additionally, at least one spare hose is to be
kept on board.
4/9.3.7 Nozzles
a Size Standard nozzle sizes are to be 12 mm
(0.5 in.), 16 mm (0.625 in.) and 19 mm (0.75 in.), or
as near thereto as possible. Larger diameter nozzles
may be permitted subject to compliance with
4/9.3.2c. For accommodation and service spaces, a
nozzle size greater than 12 mm (0.5 in.) need not be
used. For machinery spaces and exterior locations,
the nozzle size is to be such as to obtain the
maximum discharge possible from two jets at the
pressure mentioned in 4/9.3.2c from the smallest
pump; however, a nozzle size greater than 19 mm
(0.75 in.) need not be used.
b Type All nozzles are to be of an approved
dual-purpose type (i.e. spray and jet type)
incorporating a shut-off. Fire hose nozzles of plastic
type material such as polycarbonate may be accepted
subject to review of their capacity and serviceability
as marine use fire hose nozzles.
4/9.5 Means for Closing of Openings, Stopping
of Machinery and Oil Containment
4/9.5.1 Ventilation Fans and Openings
Means are to be provided for stopping ventilation
fans serving machinery and cargo spaces and for
closing all doorways, ventilators, and other openings
to such spaces. These means are to be capable of
being operated from outside such spaces and also
from a continuously manned control station in case of
fire. See 4/5A10.1.1.
4/9.5.3 Other Auxiliaries
Machinery driving forced- and induced-draft fans,
oil-fuel transfer pumps, oil-fuel unit pumps and other
similar fuel pumps are to be fitted with remote
shutdowns situated outside the spaces concerned and
also from a continuously manned control station so
that they may be stopped in the event of a fire arising
in the space.
4/9.5.5 Oil Tank Suction Valves
Except for small independent tanks, having a capacity
less than 500 liters (132 gal.) every oil suction pipe
from a storage, settling, daily service or lube oil tank
situated above the double bottom, as applicable, is to
PART 4 SECTION 9|3 Fire Extinguishing Systems
be fitted with a valve capable of being closed from
outside the space where such tanks are located in the
event of a fire. In the special case of deep tanks
situated in any shaft or pipe tunnel, control may be
effected by means of an additional valve on the pipe
line outside the tunnel. See 4/6.51.4 and 4/6.59.1.
4/9.7 Portable Extinguishers
Portable extinguishers are to be provided in the
quantities and locations indicated in Tables 4/9.1 and
4/9.2.
4/9.9 Fireman's Outfits
At least two complete fireman's outfits are to be
carried on board each craft of 500 gross tons and
above. Each outfit is to consist of an approved
breathing apparatus, a lifeline, a safety lamp, an axe,
non-conducting boots and gloves, a rigid helmet and
protective clothing complying with the following
requirements. The fireman’s outfits and equipment
are to be stored so as to be easily accessible and
ready for use and are to be stored in widely separate
positions.
a Breathing Apparatus The breathing apparatus
is to be of an approved type and may be either of the
following.
1 Smoke Helmet or Mask A smoke
helmet or smoke mask with a suitable
air pump and a length of air hose
sufficient to reach from the open deck,
well clear of hatch or doorway, to any
part of the holds or machinery spaces.
If, in order to comply with this
requirement, an air hose exceeding 36 m
(120 ft) in length would be necessary, a
self-contained breathing apparatus is to
be substituted or provided in addition.
2 Self-contained Breathing Apparatus A
self-contained breathing apparatus,
which is to be capable of functioning for
a period of at least 30 minutes. Other
periods of time will be specially
considered. At least one spare charge is
to be carried for each required breathing
apparatus carried on board.
b Lifeline Each breathing apparatus is to have
attached to its belt or harness, by means of a
snaphook, a fire-proof lifeline of sufficient length and
strength.
c Safety Lamp and Axe A safety lamp (hand
lantern) of an approved type and an axe are to be
provided. Such safety lamps are to be electric, and
are to have a minimum burning period of three hours.
d Boots and Gloves The boots and gloves are to
be made of rubber or other electrically non-
conducting material.
 e Helmet A rigid helmet is to be supplied which
will provide effective protection against impact.
f Protective Clothing The protective clothing is
to be made of material that will protect the skin from
the heat of fire and burns from scalding steam or
gases. The outer surface is to be water resistant.
4/9.11 Machinery Spaces
4/9.11.1 Fire Detection and Fire Alarm Systems
Fire detection and fire alarm systems complying with
4/9.23 are to be provided for any machinery space
containing an internal combustion engine, gas turbine,
oil filling station, or switchboards of aggregate
capacity exceeding 800 kW.
4/9.11.2 Fixed Fire Extinguishing System
For craft of 500 gross tons and above, Category A
machinery spaces are to be protected by a fixed fire
extinguishing system. A fixed fire extinguishing
system is not required in a machinery space for craft
below 500 gross tons unless the space contains an oil
fuel unit. The fixed fire extinguishing system is to
comply with 4/9.25 and be capable of local manual
control as well as remote control from a continuously
manned control station.
4/9.13 Paint or Flammable Liquid Lockers
4/9.13.1 Fire Detection and Fire Alarm System
Paint lockers and flammable liquid lockers are to be
provided with fire detection and alarm system
complying with 4/9.23.
4/9.13.2 Fixed Fire Extinguishing Arrangements
Paint lockers and flammable liquid lockers are to be
protected by an approved fire extinguishing
arrangement. Unless required otherwise by the flag
Administration, the following arrangements will be
acceptable:
a Paint lockers and flammable liquid lockers of
deck area 4 m2 (43 ft2) and more are to be provided
with a fire extinguishing system enabling the crew to
extinguish a fire without entering the space. One of
the fixed arrangements specified below are to be
provided unless subparagraph c is applicable.
1 CO2 system, designed for 40% of the
gross volume of the space. See
4/9.25.2.
2 Dry-powder system, designed for at
least 0.5 kg/m3 (0.03 lb/ft3).
3 Water spraying system, designed for 5
l/m2-min (0.12 gpm/ft2). The water
spraying system may be connected to
the ship's main system.
4 Systems other than those mentioned
above may also be considered.
b For paint lockers and flammable liquid lockers
of deck area less than 4 m2 (43 ft2), 6.3 kg (15 lb)
CO2 or 4.5 kg (10 lb) dry-powder fire extinguisher(s)
may be accepted unless subparagraph c below is
applicable.
c Portable fire extinguishing equipment of the
type and size indicated in b above stowed near the
entrance may be accepted for paint lockers of deck
area less than 10 m2 (108 ft2), located outside the
main superstructure block and having no contiguous
boundaries with accommodation, Category A
machinery spaces, or gas dangerous spaces.
4/9.15 Tanks for Low Flash Point Fuel for Gas
Turbines
Where fuel with a flash point below 43C (109F) is
permitted by 4/3.9.4 for gas turbines, each space
containing a non-integral tank for the low flash point
fuel is to be fitted with a fire detection system
complying with 4/9.23 and a fire extinguishing
system complying with 4/9.25.
4/9.17 Cargo Spaces
For craft of 500 gross tons and above, cargo spaces,
except deck areas or refrigerated holds, are to be
provided with an approved automatic smoke
detection system complying with 4/9.23 to indicate at
the control station the location of outbreak of a fire
and are to be protected by an approved quick-acting
fire extinguishing system complying with 4/9.25
operable from the control station.
4/9.19 Spaces Containing Dangerous Goods
Craft intending to carry dangerous goods are to
comply with the applicable requirements of Chapter
II-2, Part C, Regulations 53 and 54 of International
Convention for the Safety of Life at Sea (SOLAS)
1974 and Amendments in force.
4/9.21 Accommodation and Service Spaces
A fire detection and fire alarm system complying with
4/9.23 is to be provided for accommodation and
services spaces.
4/9.23 Fire Detection and Fire Alarm Systems
Where required, fire detection and fire alarm systems
are to comply with Regulations 7.7.1, 7.7.2 and 7.7.3
of the International Code of Safety for High Speed
Craft, as applicable.

PART 4 SECTION 9|4 Fire Extinguishing Systems

4/9.25 Fixed Fire Extinguishing Systems
4/9.25.1 Gas Smothering
a Storage The cylinders for the gas smothering
medium are to be stored outside the protected space
in a room which is situated in a safe and readily
accessible location. The access doors to the storage
space are to open outwards. The storage room is to
be gastight and effectively ventilated by a ventilation
system independent of the spaces protected. Any
entrance to the storage room is to be independent of
the protected space, except that where this is
impracticable due to space limitations, access
between the storage location and the protected space
may be considered for craft under 500 gross tons
subject to compliance with the following:
1 The door between the storage location
and the protected space is to be self-
closing with no hold-back arrangements.
2 The space where cylinders are stored is
to be adequately ventilated by a system
which is independent of the protected
space.
3 Means are to be provided to prevent
unauthorized release of gas, such as
containment behind a break glass.
4 There is to be provision to vent the
bottles to the atmosphere in order to
prevent a hazard to personnel occupying
the storage area.
5 An additional entrance to the storage
location, independent of the protected
space, is to be provided.
b Design Containers and associated pressure
components are to be designed based upon an
ambient temperature of 55C (131F).
c Alarm Means are to be provided for
automatically giving audible warning of the release of
fire extinguishing gas into any space to which
personnel normally have access. The alarm is to
operate for at least a 20 second period before the gas
is released. Alarms may be pneumatically (by the
extinguishing medium or by air) or electrically
operated.
1 Electric If electrically operated, the
alarms are to be supplied with power
from the main and an emergency source
of electrical power.
2 Pneumatic If pneumatically operated
by air, the air supply is to be dry and
clean and the supply reservoir is to be
PART 4 SECTION 9|5 Fire Extinguishing Systems
automatically kept charged at all times
and is to be fitted with a low pressure
alarm. The air supply may be taken
from the starting air receivers. Any stop
valve fitted in the air supply line is to be
locked or sealed in the open position.
Any electrical components associated
with the pneumatic system are to be
powered from the main and an
emergency source of electrical power.
d Controls Except as otherwise permitted
herein two independent manual control arrangements
are to be provided, one of them being positioned at
the storage location, and the other in a readily
accessible position outside the protected space.
4/9.25.2 Carbon Dioxide Systems
In addition to the applicable requirements of the
Rules, fixed carbon dioxide fire extinguishing
systems are to be in accordance with Regulations
7.7.6.1 and 7.7.6.2 of the International Code of Safety
for High Speed Craft. Fixed low pressure carbon-
dioxide systems are to be in accordance with the
latest edition of the ABS Guide for the Use of
Refrigerated (Low Pressure) Carbon-Dioxide as a
Fire Extinguishing Medium on Board Ship.
4/9.25.3 Foam
a Fixed High Expansion Foam Systems In
addition to the applicable requirements of the Rules,
fixed high expansion foam systems are to be in
accordance with Chapter II-2, Regulation 9 of the
International Convention for the Safety of Life at Sea
(SOLAS) 1974 and Amendments in force.
b Low Expansion Foam System Low
expansion foam systems may be fitted in machinery
spaces in addition to the required fixed fire
extinguishing system. In addition to the applicable
requirements of the Rules, fixed low expansion foam
systems are to be in accordance with Chapter II-2,
Regulation 8 of the International Convention for the
Safety of Life at Sea (SOLAS) 1974 and
Amendments in force.
4/9.25.4 Fixed Water Spraying Systems
In addition to the applicable requirements of the
Rules, fixed water spraying systems are to be in
accordance with Chapter II-2, Part A, Regulation 10
of the International Convention for the Safety of Life
at Sea (SOLAS) 1974 and Amendments in force.
 TABLE 4/9.1
Classification of Portable and Semiportable Extinguishers

Fire extinguishers are designated by type as follows: A, for fires in combustible materials such as wood; B, for fires
in flammable liquids and greases; C, for fires in electrical equipment.
Fire extinguishers are designated by size where size I is the smallest. Sizes I and II are hand portable extinguishers
and sizes III and V are semiportable.

Classification Water Foam Carbon Dry

liters liters Dioxide Chemical
Type Size (US gallons) (US gallons) kg (lb) kg (lb)

A II 9 (2.5) 9 (2.5) ---- 2.25 (5)1

B II ---- 9 (2.5) 6.8 (15) 4.5 (10)
B III ---- 45 (12) 15.8 (35) 9 (20)
B V ---- 152 (40) 45 (100)2 22.7 (50)2
C I ---- ---- 1.8 (4) 0.9 (2)
C II ---- ---- 6.8 (15) 4.5 (10)

Notes
1 Must be specifically approved as Type A, B, or C extinguisher
2 For outside use, double the amount to be carried.

PART 4 SECTION 9|6 Fire Extinguishing Systems

 TABLE 4/9.2
Portable and Semiportable Extinguishers
Space Classification Quantity and Location
5
Safety Areas
Communicating corridors A-II 1 in each main corridor not more than 46m (150 ft.)
apart. (May be located in stairways.)
Pilothouse C-I 2 in vicinity of exit. See Note 4.
Radio room C-II 1 in vicinity of exit. See Note 4.
Accommodations5
Sleeping accommodations A-II 1 in each sleeping accommodation space. (Where
occupied by more than 4 persons.)
Service Spaces5
Galleys B-II or C-II 1 for each 230 m2 (2500 ft2) or fraction thereof for
hazards involved.
Storerooms A-II 1 for each 230 m2 (2500 ft2) or fraction thereof
located in vicinity of exits, either inside or
outside of spaces. See Note 4.
Workshops A-II 1 outside the space in vicinity of exit. See Note 4.
6
Machinery Spaces
Internal combustion or gas turbine- B-II 1 for each 746 kW (1000 hp), but not less than 2
engines and nor more than 6. See Note 1.
B-III 1 required. See Note 3.
Electric motors or generators of the open C-II 1 for each motor or generator unit. See Note 2.
type
Notes
1 When installation is on weather deck or open to atmosphere at all times, one B-II for every three engines is allowable.
2 Small electrical appliances, such as fans, etc., are not to be counted or used as basis for determining number of extinguishers
required.
3 Not required on craft of less than 500 gross tons.
4 Vicinity is intended to mean within 1 m (3 ft).
5 For craft of 500 gross tons and above, at least five extinguishers are to be provided for accommodation spaces, service spaces,
spaces where the ship's radio, main navigating equipment or emergency source of power is located, and locations where the fire
recording or fire control equipment is located.
6 At least one of the required extinguishers is to be located outside each main entrance to the machinery space and the remaining
required extinguishers distributed throughout the engine room located adjacent to high fire risk areas.

TABLE 4/9.3
Fire Pump Minimum Capacity for Craft Less Than 500 Gross Tons

Craft Length Minimum Capacity

Less than 20m (65 ft.) 5.50m3/hr (25 gpm)
20m (65 ft.) or greater but less than 11.0m3/hr (50 gpm)
30.5m (100 ft.)
30.5m (100 ft.) or greater but less 14.3m3/hr (66.6 gpm)
than 61m (200 ft.)
61 m (200 ft) or greater Capacity is to be in accordance
with 4/9.3.2c1

PART 4 SECTION 9|7 Fire Extinguishing Systems

PART 4 SECTION 11

Shipboard Control and Monitoring Systems

4/11.1 General installed under survey by the Surveyor. A symbol

without ! (Maltese cross) signifies that pertinent
4/11.1.1 Scope control and monitoring systems have not been
The installation of machinery and monitoring of the assembled and installed under survey but have
propulsion-machinery space in high speed craft is to be subsequently been surveyed and satisfactorily reported
so arranged that same permits the normal operation of upon by the Surveyor.
the craft with the propulsion-machinery space
a Craft ≥ 500 GT and ≤ 46 m (150 ft) in
unattended. However, as an alternative, consideration
Length
may be given to craft installations having minimum
1 ACCU Symbol Control and monitoring
manning levels from a centralized location in the
systems complying with 4/11.3 will be
propulsion- machinery space, see Note in 4/11.1.2.
distinguished in the Record by the symbol
The requirements contained in this Section are in
ACCU.
addition to those in other Sections of the Guide.
2 ABCU Symbol Control and monitoring
The following Table indicates the applicability of the
systems complying with 4/11.5 will be
relevant requirements:
distinguished in the Record by the symbol
ABCU.
Gross Tonnage (GT)
Note: ACCU or ABCU class symbol may be granted to
Craft’s Length (l) Under 500 500 or over craft of < 500 GT and a length of 20 m (65 ft)• l
• 46 m (150 ft), provided that the applicable
requirements in 4/11.1 through 4/11.5 of this
l < 20 m (65 ft) Will be specially Will be specially Section are met. Likewise, ACC class symbol may
considered considered be granted to craft provided the applicable
requirements in Section 4/11 of the “Rules for
Building and Classing Steel Vessels” are met.
20 m (65 ft)• l • 46 Use 4/11.7 Use 4/11.1 -
m (150 ft) 4/11.5
4/11.1.3 Definitions
The following definitions apply for the purpose of this
l > 46 m (150 ft) Use 4/11.7 Use Section 4/11 Section.
of the “Rules for a Machinery Space See 4/1.17.
Building and b Manned Space Means any space assigned at all
Classing Steel times with crew members needed to locally supervise
Vessels”, as the operation of the specific machinery or system
applicable installed in the space.
c Automatic Control Type of control which is
self-regulating in carrying out ordered instruction
Consideration will be given to craft of special without action by the operator.
design such as surface effect craft, air cushion craft, d Remote Control Control of a device by an
etc., upon submission of manufacturer's specification operator from a distance through mechanical, electrical,
and drawings. electronic, pneumatic, hydraulic, electromagnetic
(radio) or optical means or their combination.
4/11.1.2 Propulsion Class Symbols e Local Control Control by an operator of
Control and monitoring systems for propulsion and machinery through a device located on or adjacent to
monitoring systems of propulsion-machinery space that the controlled machinery.
comply with the relevant requirements, of this Section f Remote Station A permanent installation fitted
will be distinguished in the Record as follows. A with effective control and/or monitoring means and
certificate indicating the degree of automation, located at a distance from the specific machinery.
particulars and operating limitations, if any, will be
issued. A symbol preceded by ! (Maltese cross)
signifies that the installations have been assembled and

PART 4 SECTION 11|1 Shipboard Control and Monitoring Systems

 g Centralized Control and Monitoring Station A
remote station designated as the central location where
the necessary instrumentation required to maintain the
control and monitoring of the specific machinery is
fitted, and which is equivalent at least as if the
machinery were under local supervision.
h Operating Compartment Means the enclosed
area from which the navigation and control of the craft
is exercised.
i Instrumentation A monitoring device
including sensing and transmitting component.
j Monitoring The display and alarming of the
operational status of a specific machinery/system.
k Display Systems Display systems are those
which display operating machinery parameter values
such as pressure, temperature, liquid flow, motor
running, etc., or the sequential operation of the system'
process.
l Alarm A visual and audible signal of a
predetermined out of limits parameter for the controlled
and/or monitored machinery or system.
m Summary-alarm A common alarm activated by
any abnormal condition of the monitored machinery or
system.
n Safety Systems Systems which provide
automatic actions in response to faults that may
develop too fast to be countered by manual
intervention. The safety systems are intended to
operate automatically in case of faults within the
machinery plant for the purpose of:
1 Temporarily adjusting the operation of the
machinery to the prevailing conditions (by
reducing the output of the machinery), or
2 Restoring the normal operating conditions (by
starting of standby units), or
3 Protecting the machinery from critical
conditions by stopping the machinery
(shutdown).
o Emergency Shutdown Systems Systems
intended for manual activation in an emergency to stop
a particular system's function or machinery operation.
p Fail-safe Fail-safe means that upon failure or
malfunction of a component, sub-system or system, the
output automatically reverts to a predetermined design
state of least critical consequence.
q Independent As applied to two systems, means
that one system will operate with the failure of any part
of the other system including power sources and its
supply connection. However, for electrical systems
which are not required to have an emergency source of
power as the standby power source, failure of the
power source may be excluded from this criteria.
r Computer-based System A computer-based
system consists of one or more electronic or optical
devices which together with their peripherals and using
fixed or programmable logic and memories, processes
input data and output signals for purposes of display,
alarm, control or storage. The system is understood to
PART 4 SECTION 11|2 Shipboard Control and Monitoring Systems
comprise all required hardware, i.e., microprocessors,
monitor (video display unit), keyboard, etc., and data
transmission path (data highways).
s Non-volatile Memory Memory which does not
require power to retain the stored data.
t Computer Monitor (Video Display Unit) A
device where computer information or data is
displayed.
u ABS Type Approval Program Certification
scheme whereby ABS certifies, at the request of the
equipment manufacturer, that the specific equipment
conforms to cited standards and to cited ratings which
ABS has verified by engineering analysis and that an
appropriate quality system is in place to manufacture a
product of consistent quality.
v Integrated Propulsion Machinery A
propulsion machinery having its auxiliaries (fuel oil
pumps, cooling water pumps, etc.), necessary for
normal operation driven by the engine, the reduction
gear or the propulsion shaft.
4/11.1.4 Required Plans and Data
Plans and data associated with control and monitoring
of machinery and systems are to be submitted for
approval in accordance with 4/1.11 and are to include
the following:
a A list of electrical, pneumatic or hydraulic
equipment associated with the particular systems. This
is to include manufacturer's name, model number,
material, ratings, degree of protection, permissible
angles of inclination and location of installation within
the craft.
b A list of all major components installed within
the particular equipment (i.e., control console, etc.) and
the data as required in 4/11.1.4a.
c Certificates or test reports, as appropriate,
attesting to the suitability of the particular equipment in
compliance with the environmental criteria set forth in
4/11.3.7 and 4/11.3.8, as applicable. For equipment
that have been already certified by the Bureau and
provided their certification remains valid, the
submission of a copy of pertinent certificate will
suffice. See 4/11.3.8b.
d Plans showing the location of control and
monitoring stations, controlled equipment and
piping/cable runs, etc.
e Arrangements and details of the control
consoles and panels including plan views and elevation
details, installation details and wiring data (rating,
construction standard, insulation type,
armored/unarmored/ shielded/non-shielded,
temperature rating, flame-retardant properties, etc.).
f A list of all cables connecting equipment
associated with the systems. This is to include
construction standard, electrical rating, insulation type,
armored/unarmored/ shielded/non-shielded,
temperature rating, size and connected load's power
consumption requirements.
 g A complete operational description of the
control and monitoring systems including a list of
alarms and displays and functional sketches or
description of all special valves, actuator, sensors and
relays.
h A simplified one-line diagram (electrical and
piping) of all power and control and monitoring
systems. This is to include power supplies, circuit or
piping protection ratings and settings, cable or pipe
sizes and materials, rating of connected loads, etc.
i A schematic diagram of all control, alarm,
display and safety systems.
j For computer-based systems, the following is to
be included:
1 Overall description and specification of the
systems and equipment.
2 Block diagrams for the computer hardware
showing interfacing between the work
stations, input/output (I/O) units, local
controllers, traffic controllers, data highways,
etc.
3 Logic flow chart or ladder diagrams.
4 Description of the alarm system indicating the
ways it is acknowledged, displayed on the
monitor or mimic display board, etc.
5 Description of the system redundancy and
back-up equipment, if any.
6 Description of the data communication
protocol including anticipated data process
response delays.
7 Description of the system' security protocol to
prevent unauthorized program changes which
may compromise the integrity of the systems.
8 Description of the system with regard to the
degree of independence or redundancy
provided for the control systems,
alarm/display systems and safety systems.
9 Description of system's task priorities.
10 Where applicable, description of UPS
(uninterruptable power supply) and their
capacities including system's power
consumption.
11 Equipment ratings and environmental
parameters.
k Installation methods (electrical, pneumatic and
hydraulic). This is to include details of cable or pipe
runs, separation of cables of different voltage rating
and insulating rating, cable tray laying, deck or
bulkhead penetration, prevention of magnetic
interference, etc. See also 4/11.3.7e.
l A matrix chart for each of the systems indicating
the following, as applicable, upon activation of a given
alarm or safety action:
1 Name, device designations and type, and
location of alarms.
2 Preset parameter values, if any.
PART 4 SECTION 11|3 Shipboard Control and Monitoring Systems
3 Automatic tripping and other safety provisions
of controlled equipment.
4 Location of control stations where shutdown,
and control and monitoring power supply
transfer devices are fitted.
5 Special remarks, if any.
4/11.1.5 Tests and Surveys
a Installation Tests Control and monitoring
systems are to be subjected to tests witnessed by the
Surveyor during and after installation onboard as
outlined in this Section.
b Periodical Surveys The continuance of
certification is subject to periodic survey of the control
and monitoring systems installation as outlined in
1/3.19.
Propulsion Control and Monitoring
Systems and Monitoring Systems for
Propulsion-machinery Space
4/11.3 Craft Classed with ACCU Symbol
4/11.3.1 General
The requirements in this sub-section are applicable to
craft fitted with 1) the means to control and monitor the
craft’s propulsion, steering and trim related machinery
and the means to monitor a periodically unattended
propulsion-machinery space from the operating
compartment, and 2) similar controlling an monitoring
means, as required in 4/11.3.10, at a suitably located
centralized control and monitoring station. See
4/11.1.2a1.
The requirements in this sub-section cover the
operation required for propulsion machinery start-up,
safe sailing during open sea and maneuvering
conditions, and do not cover operations after anchoring
or mooring.
4/11.3.2 Propulsion Control Systems
a Characteristics Propulsion control systems are
to be of the fail-safe type and designed to preclude
detrimental mechanical or thermal overloads to the
controlled machinery.
b Propulsion Control Capability Under all
sailing conditions, including maneuvering, the speed,
direction of thrust and, where applicable, the pitch of
the propeller, is to be fully controllable from the remote
propulsion control station. The remote control is to be
performed, for each independent propeller, by a control
device so designed and constructed that its operation
does not require particular attention to the operational
details of the machinery. Additionally, where multiple
propellers are designed to operate simultaneously, they
may be controlled by one control device.
 c Interlocks Controlled machinery or systems
fitted with more than one remote propulsion control
station are to be provided with interlocking means to
preclude simultaneous control or unauthorized transfer
to associated remote stations not in control. However,
propulsion control units interconnected with a specific
associated remote control station and which are within
sight of each other, may be accepted without interlocks.
d Propulsion Starting
1 An alarm is to be provided in the propulsion-
machinery space and at any propulsion control
station fitted outside the propulsion-machinery
space to indicate a low level starting condition
which is to be set at a level to permit further
main engine starting operations. Where
automatic starting of the propulsion machinery
is fitted, the number of consecutive attempts to
automatically start an engine is to be limited in
order to safeguard sufficient capacity for local
starting from the propulsion-machinery space.
See also 4/4.15.
2 Propulsion machinery control system is to be
designed so that it will automatically inhibit
the starting of the propulsion machinery where
conditions exist which may damage the
propulsion machinery, i.e., shaft turning gear
engaged, insufficient lubricating oil pressure,
etc.
e Transfer of Control Transfer of propulsion
controls from a remote control station under operation
to other associated remote stations is to be possible by
a request from the receiving station and acceptance by
the station in operation, or vice versa. However, the
propulsion control station in the propulsion-machinery
space is to be capable of assuming control at all times
and to block orders from other associated remote
control stations, if fitted. Considerations will be given
to cases where, due to the intended craft's service and
operational requirements, it may be necessary for other
associated stations to have override controls over the
remote propulsion control stations in the propulsion-
machinery space.
All propulsion control stations are to have
indicators showing which station is in control.
f Propulsion Control Orders Propulsion
machinery orders from the operating compartment
are to be indicated in the centralized control station or
maneuvering platform in the propulsion-machinery
space, as appropriate.
g Failure of Propulsion Control or Failure of
Control Transfer In the event of failure of the
propulsion control system or failure of control transfer,
the propulsion units are to continue to operate at the
last ordered speed and direction of thrust of the
propellers until local control is in operation or control
power is safely resumed. However, considerations will
be given to special cases, where due to the intended
craft's propulsion design and operational requirements,
it may be necessary to automatically bring the craft to
low speed without hazarding passengers or the craft.
PART 4 SECTION 11|4 Shipboard Control and Monitoring Systems
h Critical Speeds of Propulsion Drives
Adequate means are to be provided at the remote
propulsion control station to alert the station operator
of prolonged operation of the propulsion drives within
barred speed ranges.
i Automatic Propulsion Controls Automatic
propulsion control systems are to be designed to
maintain the controlled machinery within pre-set
parameters and to ensure the machinery operation in
the correct sequence and time intervals. Deviation
from these pre-set conditions is to force the sequential
controls to a safe sequence stage that will not be
detrimental to the propulsion machinery and overall
safety of the craft. Additionally, the automatic
propulsion control system is to be designed and
arranged so that a failure in the system is not to
compromise the integrity nor the manual operation of
the propulsion machinery..
j Automatic Shutdown If the control system
automatically shuts down the main propulsion
machinery for any reason, this is to be alarmed at the
remote propulsion control station(s).
k Local Propulsion Controls Remotely operated
propulsion machinery or systems are to be provided
with effective means of independent controls at or in
the proximity to the propulsion machinery or systems.
Means are to be provided locally to disconnect or
override other associated remote stations or disable
automatic control, if any.
4/11.3.3 Alarm Systems
a Characteristics Alarm systems are to be of the
self-monitoring type and designed so that a fault in the
alarm system is to cause it to fail to the alarmed
condition. Additionally, they are not to react to normal
transient conditions or spurious signals.
b Independence Alarm systems are to be
independent of control and safety systems except that
common sensors will be acceptable as permitted in
4/11.3.4c.
c Visual and Audible Alarms Alarms are to be
both audible and visual and are to be provided at the
control stations, as required in this Section. Alarms are
to clearly identify the system and service of the faulted
machinery or machinery components. Visual alarms
are to be displayed in a distinguishable manner such
that alarms for similar machinery or systems are
grouped together and the colors representing a
particular function or condition remain uniform. Visual
alarms are to flash when first activated. Audible alarms
associated with machinery are to be of distinctive tone
from other alarms such as fire-alarm, general alarm, gas
detection, etc. and they are to be of sufficient loudness
to attract the attention of duty personnel; for spaces of
unusual high noise levels, a beacon light or similar,
installed in a conspicuous place is to supplement any of
the audible alarms in such spaces; however, red light
beacons are only to be used for fire alarms.
 A fault in the visual alarm circuits is not to affect
the operation of the audible alarm circuits. For
computer-based system, see 4/11.3.5.
d Acknowledgment of Alarms Alarms are to be
acknowledged by manually changing the flashing
display of the incoming alarm to a steady display and
by silencing the audible signal; the steady state light
display is to remain activated until the fault condition is
rectified. Alarming of other faults that may occur
during the acknowledgment process is not to be
suppressed by such action and is to be alarmed and
displayed accordingly. The silencing of the audible
alarm from an associated remote control station is not
to lead automatically to the silencing of the original
alarm at the centralized control and monitoring station.
e Disconnection and Resumption of Alarm
Functions Alarm circuits may be temporarily disabled
for maintenance purposes or during initial start-up of
machinery provided that such action is clearly indicated
at the associated station in control. . However, such
alarm is to be automatically re-activated after a preset
time period.
f Summary-alarms In addition to required
alarms to be fitted at the centralized control and
monitoring station, visual alarms may be displayed and
alarmed at other associated remote control stations as
summary-alarms.
g Built-in Testing Alarm systems are to be
provided with effective means for testing all audible
and visual alarms and indicating lamps without
disrupting the normal machinery or system operation.
Such means are to be fitted in the associated remote
stations.
4/11.3.4 Safety Systems
a General Safety systems are to be provided as
required in this Section. Considerations will be given
to the manual activation of safety systems provided that
measures are taken, by the inherent design of the
system or by suitable arrangements, to retard the
escalation of the abnormal condition and to alert
personnel to take the appropriate action prior to the
developing of a dangerous condition.
b Characteristics Safety systems are to be of the
fail-safe type and are to respond automatically to fault
conditions that may endanger the machinery or safety
of the crew. Unless otherwise required in this Section
or specially approved, this automatic action is to cause
the machinery to take the least drastic action first, as
appropriate, by reducing its normal operating output or
switching to a stand-by machinery and last, by stopping
it, i.e., disrupting source of fuel or power supply, etc.
c Independence Safety systems for different
parts of the machinery plant are to be independent of
each other. The safety system intended for the
functions specified in 4/11.1.3n3 (shutdown) is to be
completely independent of the control and alarms
systems so that a failure in these systems will not
PART 4 SECTION 11|5 Shipboard Control and Monitoring Systems
prevent the safety system from operating. However, for
the functions specified in 4/11.1.3n1 and .3m2,
complete independence of the safety systems from the
control and alarm systems is not required.
d Activation Each safety action is to be alarmed
at the associated remote station. When both an alarm
and a safety action are required for a specific failure
condition, the alarm is to be activated first.
e Resumption of Operation Machinery that is
stopped as a result of a safety action, is not to resume
operation unless it is reset manually.
f Override of Safety Provisions Remote override
of safety provisions is not permitted for the following:
1 Shutdown of propulsion gas turbines upon
failure or loss of the oil lubricating system.
See 4/3.13.3 of the “Rules for Building and
Classing Steel Vessels”.
2 Shutdown of prime-movers for propulsion and
ship's service diesel-generators upon
activation of overspeed mechanism. See
4/5C2.17 of these Rules and 4/4.11.6 of the
“Rules for Building and Classing Steel
Vessels”. However, considerations will be
given to specific cases where due to the craft's
design and operational requirements, it may be
necessary to momentarily override the
propulsion machinery over the overspeed
automatic shutdown.
3 Shutdown of prime-movers upon failure or
loss of oil lubricating system to forced-
lubricated propulsion or ship's service diesel-
generators. See 4/5C2.13.
Remote overrides for other safety provisions as
specified in subject Section 4/11 are to be so arranged
that they cannot go unnoticed and their activation and
condition are to be alarmed and indicated at the
associated remote station. The override is to be
arranged to preclude inadvertent operation and is not to
deactivate alarms associated with safety provisions.
The override mechanism to disconnect safety
provisions is to be fitted at the associated remote
station except that same may be fitted at the centralized
control and monitoring station instead. Overrides fitted
at the operating compartment are to be operable only
when in the operating compartment control mode.
4/11.3.5 Computer-based Systems
a General Computer-based systems are to be
designed so that failure of any of the system's
components will not cause unsafe operation of the
system. Hardware and software serving vital and non-
vital systems are to be arranged to give priority to vital
systems.
b Independence Control, alarm and safety
shutdown system functions are to be arranged such that
a single failure or malfunction of the electronic
computer equipment will not affect more than one of
these system functions. This is to be achieved by
dedicated equipment for each of these functions within
a single system, or by the provision of back-up
equipment, or by other suitable means considered not
less effective.
c Visual Display of Alarms
1 Incoming Signals In addition to the
requirements contained in 4/11.3.3, and when
displayed by way of a computer monitor
(video display unit), alarms are to be
presented in an identifiable manner, and when
displayed, alarms are to appear in the
sequence as the incoming signals are received.
Alarming of incoming fault signals are to
automatically appear on the screen, to alert the
on-duty personnel, regardless of whether the
computer and monitor (video display unit) are
in a mode other than the monitoring mode,
i.e., computing or displaying other system's
mimic or schematic diagrams.
2 Unrectified Alarms Alarms associated with
faults which have not been rectified may be
displayed in a summarized fashion until all the
faults have been dealt with.
3 Computer Monitor (Video Display Unit)
Displays on the computer monitor (video
display unit) are to be clearly visible under
ambient lighting conditions Computer
monitors on the operating compartment are to
be provided with dimmers to control display
lighting. Data displayed on computer
monitors are to be readable by the operator
from the normal operating position.
4 Response Delay The time limit on response
delays for safety and alarm displays is not to
exceed 2 seconds.
d Memory Capacity and Response Time
Computer system's memory is to be of sufficient
capacity to handle the operation of all computer
programs (software) as configured in the computer
system. The time response for processing and
transmitting data is to be such that undesirable chain of
events may not arise as a result of unacceptable data
delay or response time during the computer system's
worst data overload operating condition (multi-tasking
mode).
e Data Loss and Corruption To preclude the
possible loss or corruption of data as a result of power
disruption, program and associated memory data
considered to be essential for the operation of the
specific system is to be stored in non-volatile memory
or a volatile memory with a secure uninterruptable
power supply (UPS).
f Power Supply Disruption The system's
software and hardware is to be designed so that upon
restoration of power supply, after power failure,
control and monitoring capabilities can immediately be
available after the pre-established computer control
access (sign-in) procedure has been completed.
PART 4 SECTION 11|6 Shipboard Control and Monitoring Systems
g Parameters and Program Changes Alteration
of parameters that may affect the system's performance
are to be limited to authorized personnel by means of
keyswitch, keycard, password or other approved
methods. Similarly, computer program or system's
configuration changes are to be effected only by
authorized personnel.
4/11.3.6 Supply, Arrangement and System
Protection of Control and Monitoring Systems
a Supply and Arrangement
1 General The power distribution to control
systems, alarm/display systems (considered as
one for the purpose of this requirement) and
safety systems is to be provided with their
individual circuits so that a fault in one of the
systems cannot cause loss of the other
systems. Their supply status and failure
condition is to be displayed and alarmed at the
associated remote propulsion station.
2 Electrical
a Power Supply Two means of power
supply for the circuits in 4/11.3.6a are to
be provided, one of which is to be
connected to the emergency switchboard
(distribution board). The supply circuits in
4/11.3.6a1 may be either connected
directly or supplied via a common supply
feeder connected to their respective
switchboards (distribution boards) and are
to be provided with short-circuit protection
at such boards. The power supply status
and failure condition of each of the circuits
in 4/11.3.6a1 is to be monitored on the
load side of the feeder's protective device.
Additionally, control and monitoring
systems that may require constant power
supply are to be provided with an
uninterruptable power supply (UPS)
system of sufficient capacity to cover the
required main power transition period.
See 4/11.3.5e.
b Power Supply Transfer Transfer of power
supply is to be effected automatically. The
power supply transfer device is to be
arranged for manual operation.
c Continuity of Power Provision is to be
made for automatic starting and
connecting to the main switchboard of a
standby generator of sufficient capacity to
permit propulsion and steering and to
ensure the safety of the craft with
automatic re-starting of the essential
auxiliaries including, where necessary,
sequential operations. This standby
electric power is to be available in no more
than 45 seconds. To satisfy the
aforementioned requirement, the operation
of propulsion machinery and vital services
may be at reduced power.
 3 Hydraulic The hydraulic pumps for control
and monitoring systems are to be fitted in
duplicate. The pump suctions are to be from a
reservoir of sufficient capacity to contain all
the fluid when drained from the system,
maintain the fluid level at an effective working
height and allow air and foreign matter to
separate out. The pump suctions are to be
sized and positioned to prevent cavitation or
starvation of pump. The hydraulic fluid is to
be suitable for its intended operation.
4 Pneumatic Compressed air for control and
monitoring systems is to be available from at
least two air compressors. The starting air
system may be used as a source of control air.
The air pressure to the pneumatic control or
display system is to be automatically
maintained at a level required for the
operation of the installation. Means to prevent
the accumulation of moisture is to be
provided. Additionally, means are to be
provided to assure the supply, from a safe
area, of clean, dry and oil-free air to the
pneumatic controls or displays.
b System Protection
1 Electrical Circuits are to be arranged so that a
fault in one circuit will not cause maloperation
or failure on another circuit or system. It is to
be possible to isolate the faulted circuit.
Additionally, systems are to be protected
against accidental reversal of power supply
polarities, voltage spikes and harmonic
interference, and in no case is the system's
total harmonic distortion to exceed 5%.
2 Hydraulic Pipe systems subject to pressure
build-up that may exceed the rated pressure of
the pipe and associated components are to be
provided with suitable pressure relief devices
fitted on the pump’s discharge side. Each
relief valve is to be capable of relieving not
less than full pump flow with a maximum
pressure rise of not more than 10% of the
relief valve setting.
3 Pneumatic The requirements in 4/11.3.6b2
are to be complied with, as applicable.
4/11.3.7 Equipment Construction, Design and
Installation
a General Equipment associated with remote or
automatic control and monitoring systems is to meet
compliance with the requirements contained herein.
Deviation from the environmental requirements such as
temperature, humidity and corrosion will be considered
for equipment intended for installation in ambient
controlled rooms or enclosures. See also 4/11.3.7e2
and 4/11.3.7e7. Similarly, where equipment is installed
in environments having parameters other than those as
specified in Table 4/11.1, i.e., cryogenic or highly
PART 4 SECTION 11|7 Shipboard Control and Monitoring Systems
corrosive environments, etc., special consideration
corresponding to those of the operating environment
will be required.
b Electrical Equipment is to be constructed of
robust, durable and flame-retardant material. It is to be
designed to incorporate the degree of enclosure
protection as required in Table 4/5B.1. Wiring and
cables are to meet the requirements contained in
4/5C4.11.4 and 4/5C7, respectively.
Non-current carrying metal parts are to be
effectively earthed.
c Hydraulic Hydraulic pumps, actuators, motors
and accessories are to be suitable for the intended
service, compatible with the working fluid and are to be
designed to operate safely at full-power conditions. In
general, the hydraulic fluid is to be non-flammable or
have a flash point above 157C (315F).
d Pneumatic Air compressors, actuators, motors
and accessories are to be suitable for the intended
service and have working and other parts that will not
be damaged or rendered ineffective by corrosion.
e Installations
1 General The installation of equipment
associated with control and monitoring
systems is to be carried out taking into
consideration adverse effects that may be
introduced by their exposure to unintended
temperatures, weather, vibration conditions,
falling objects or liquid, electromagnetic
interference, high voltage systems, electric
noise, etc. Additionally, the installation is to
facilitate the checking, adjustment and
replacement of components, including filters
and sensing devices, without disrupting the
normal operation of the system, as far as
practicable.
2 Ranges in Ambient Temperatures For the
selection and installation of equipment
associated with control and monitoring
systems, a temperature range of 5C (41F) to
55C (131F) is to be considered for machinery
space, control rooms, accommodations and
operating compartment. When equipment is
located inside panels or cubicles,
consideration is to be given to the temperature
rise inside those panels due to the dissipation
of heat from its own components. See also
Note 1 of Table 4/11.1.
Where compliance with the above temperature
ranges cannot be met, consideration will be
given to the installation of equipment per
4/11.3.7e7.
3 Electromagnetic and Conducted Interference
In general, the installation of equipment
associated with control and monitoring
systems in areas of unusual electromagnetic
sources is to be avoided. Where the values
per Table 4/11.1 may be exceeded,
 appropriate measures are to be implemented to
reduce the effects of electromagnetic and
conducted interference. To avoid
electromagnetic noise caused by circulating
currents, the conductive shield and cable
armor is to be earthed only at one end of the
cable. Description of the preventive measures
to be followed is to be submitted for review.
4 Shielded Cables To avoid possible signal
interference, cables for control and
monitoring systems occupying the same cable
tray, trunk or conduit with power cables are to
be of the shielded type.
5 Electrical Grounding Control and monitoring
systems are not to have common earth
conductors with systems of higher voltage
level.
6 Condensation Electrical equipment liable to
be exposed to ambient temperature
fluctuations is to be provided with means to
prevent accumulation of moisture inside the
component's enclosure, i.e., by the provisions
of space heaters that automatically energizes
upon shutdown or disconnection of the
electrical component.
7 Cold Environment Electrical equipment
which may be adversely affected by the
exposure to temperatures lower than those for
which they are designed for, is to be provided
with suitable heating arrangements so that they
may be readily operated when needed. See
4/11.3.7e2.
8 Protection Against Falling Liquids or
Leakage of Fluid Medium Electrical
equipment is not to be installed in the same
compartment or cabinet containing equipment
or pipes carrying water, oil or steam unless
effective measures are taken in order to
protect the electrical equipment from possible
fluid leakage, i.e., welded connections,
physical isolation together with suitable
draining arrangements, etc.
9 Measuring and Sensing Devices The
installation of measuring and sensing elements
is to permit their easy access for functional
testing or replacement.
10 Marking All units, controllers, actuators,
displays, terminal strips, cable and test points,
etc. are to be clearly and permanently marked.
Their systems and system's functions are to be
included so that they can be easily identified
in associated drawings and instrument lists.
4/11.3.8 Equipment/components Qualifications
Equipment associated with the automatic/remote
control and monitoring of the propulsion machinery are
to comply with the following requirements:
PART 4 SECTION 11|8 Shipboard Control and Monitoring Systems
a Testing of Equipment
1 General Testing is to be carried out in
accordance with Tables 4/11.1 and 4/11.2.
Where environmental operating parameters
exceed those specified herein, special
arrangements will be considered. See
4/11.3.7a.
With the exception of field sensors, all
required system's components are to be
subjected to these tests. For computer-based
systems, the equipment to be tested includes
microprocessors, storage devices, power
supply units, signal conditioners,
analog/digital converters, computer monitors
(video display units), keyboards, etc. but it
excludes printers, data recording or logging
devices not required in this Section.
2 Documentation The manufacturer or
assembler of the associated equipment is to
provide documented evidence indicating that
the equipment meets the criteria specified in
Tables 4/11.1 and 4/11.2. Additionally, for
computer-based systems, evidence is to be
included to indicate that semiconductor
devices such as CPU, non-volatile memories,
etc., have been subjected to a burn-in test for a
period not less than 72 hours, at an operating
temperature of 70C (158F), with power
connected to the device.
3 Environmental Testing Environmental testing
on the associated equipment is to be carried
out in accordance with the criteria outlined in
Table 4/11.1. With the exception of the
inclination and vibration tests, all
environmental tests are to be carried out and
satisfactorily reported upon by the
manufacturer and/or assembler; such test
report is to be submitted for review.
Inclination and vibration tests are to be carried
out in the presence of the Surveyor at the
manufacturer's or assembler's plant, or at an
independent testing laboratory in accordance
with Table 4/11.1.
4 Performance Testing Performance testing in
accordance with Table 4/11.2 are to be carried
out in the presence of the Surveyor at the
testing plant or after installation of the
equipment onboard the vesselcraft. Where
deemed necessary by the Surveyor, insulation
resistance and high voltage tests in accordance
with Table 4/11.1 may be required to be
carried out.
b Type Approval of Automatic or Remote
Control and Monitoring Equipment Equipment that
meets the requirements contained in 4/11.3.8a is
eligible to be certified under the ABS Type Approval
Program upon formal request by the equipment
manufacturer. See also 4/11.1.4c.
4/11.3.9 Station in the Operating Compartment
Effective control of the propulsion machinery, from the
operating compartment, is to be performed with
automatic performance of all associated functions,
including, where necessary, means of preventing
overload of the propulsion machinery. The required
automatic control means to operate the propulsion
machinery are to be capable of meeting load demands
from standby to full system rated load under all
operating conditions, without the need for manual
adjustment or manipulation.
The operating compartment control station is to
include the controls, displays and alarms as required in
Table 4/11.3. In addition, the following controls
arranged for easy reach of the crew member for use in
an emergency are to be provided at the operating
compartment:
a Stopping the main propulsion and auxiliary
machinery. The stopping device for the main
propulsion is to be independent of the navigating
bridge control system.
b Disconnecting all electrical power sources
from the normal power distribution system (the
operating control is be so arranged to preclude its
inadvertent or careless operation).
c Stopping the machinery-space ventilation
blowers and closing of openings as per 4/9.5.1.
d Stopping all fuel-oil pumps and forced-draft
blowers.
e If provided, closing machinery-space
skylights.
f Closing machinery-space watertight and fire-
resistant doors.
g Closing propulsion-machinery space fuel oil
tanks suction valves. (See 4/9.5.5).
h Starting the emergency generator or
connecting a source of emergency power, unless
automatic operation is provided.
i Means for starting any one of the fire pumps
(inclusive of the one located outside the propulsion-
machinery space) including associated valves necessary
to deliver required capacity to the fire main.
j Releasing of the fire-fighting media for the
propulsion-machinery space This release is to be
manual and not initiated automatically by signals from
the fire-detecting system.
4/11.3.10 Centralized Control and Monitoring
Station
The centralized control and monitoring station is to
include adequate controls, displays and alarms needed
to maintain normal and safe operation of the propulsion
machinery and monitor associated ship' service
systems, electrical power generating machinery, and
propulsion-machinery space. The installed control and
monitoring system is to provide the same degree of
control as if the propulsion-machinery space was
manned. See Tables 4/11.4 through 4.11.8 for required
PART 4 SECTION 11|9 Shipboard Control and Monitoring Systems
controls, alarms and displays to be fitted at such
station.
4/11.3.11 Automatic Transferring of Vital
Auxiliary Pumps
The means for the automatic starting and transferring of
required standby vital auxiliary pumps associated with
propulsion are to be provided. The automatic starting
and transferring of vital auxiliary pumps is to be
alarmed at the centralized control and monitoring
station. The aforementioned is applicable to the
following machinery/systems:
a Propulsion Machinery
b Electrical Power Generating Machinery
c Controllable Pitch Propellers (C.P.P)
d Sea Water Main Circulating System
e Propulsion-machinery Space Bilge System
f Fuel Oil Transfer or Service System This is
applicable to pumps associated with settling and daily
service tanks.
4/11.3.12 Propulsion Gas Turbines
The centralized control and monitoring station is to be
provided with the alarms and displays as listed in
Table 4/11.6.
4/11.3.13 Propulsion Diesel Engines
a Lubricating Oil In the event of loss of
lubricating oil, there is to be an automatic shutdown of
the main engine.
b Overspeed An overspeed condition is to cause
the automatic shutdown of the main engine.
c Controls and Instrumentation The centralized
control and monitoring station is to be provided with
the safety provisions, alarms and displays as listed in
Table 4/11.5 .
4/11.3.14 Electric Propulsion
For electric propulsion driven craft, in order to prevent
nuisance tripping of the main generator circuit
breakers, a power management system is to be
provided and arranged so that when the power
requirement for the propulsion motors exceeds the on-
line generating capacity, the power management system
is to take, automatically, a corrective action, such as
reduction of power, shedding of non-essential loads,
etc. The centralized control and monitoring station is
to be provided with the alarms and displays as listed in
Table 4/11.7.
4/11.3.15 Electrical Power Generating Machinery
The centralized control and monitoring station is to be
provided with the alarms and displays as listed in Table
4/11.8.
4/11.3.16 Fuel Oil Settling and Daily Service
Tanks
a General Low level conditions of fuel oil
settling and daily service tanks are to be alarmed at the
operating compartment and centralized control and
monitoring station; additionally, adequate interlock
means to prevent tank over-pressurization or overflow
spillages are to be provided.
b Automatic Filling The fuel oil settling or daily
service tanks are to be of a capacity sufficient for at
least 8 hours operation at normal power. The
arrangements are to include high level alarm together
with automatic filling-pump shutdown and automatic
pump start-up at a predetermined low level, in addition
to the arrangements per 4/11.3.16a.
c Heating Arrangements See 4/11.3.18b3.
4/11.3.17 Propulsion and Associated Machinery
Start-up
Starting of the propulsion and associated machinery or
preparing the engines for sea may be performed
manually, but if done automatically this is to be
programmed that the propulsion machinery cannot be
started until all engine auxiliaries are functioning
correctly.
4/11.3.18 Arrangement and Monitoring of
Machinery Space
a Bilges
1 General The propulsion-machinery space is
to be provided with a bilge water-level
system to detect excessive water influx or rise
in the propulsion-machinery space bilges, at
the various angles of craft's heel and trim; the
bilge wells are to be large enough to
accommodate the normal drainage. Excessive
water influx or rise in the bilge wells is to be
alarmed at the centralized control and
monitoring station. See also Tables 4/11.3
and 4/11.4 for alarms and displays.
2 Excessive Automatic Starting of Bilge Pumps
Means are to be provided to indicate, at the
centralized control and monitoring station,
when the influx of liquid is greater than the
pump capacity or when the pump is operating
more frequently than would normally be
expected. Additionally, special attention is to
be given to oil pollution prevention
requirements.
b Fire Prevention To minimize the outbreak of
fire, the following is to be provided:
1 In high pressure fuel-oil piping (see 4/4.7.3 of
these Rules and 4/3.25.3 of the “Rules for
Building and Classing Steel Vessels”), an oil
leakage condition is to be alarmed at the
operating compartment and at the centralized
control and monitoring station.
PART 4 SECTION 11|10 Shipboard Control and Monitoring Systems
2 Drip trays for collecting oil as required in
4/6.7.13 are to be of suitable height and
provided with suitable drainage to a collecting
tank incorporating a high level alarm audible
at the centralized control and monitoring
station.
3 Where heaters are provided in fuel systems,
the required alarms in 4/6.49.3 are to be
located at the centralized control and
monitoring station.
4 Fuel oil heaters, purifiers, pumps, and filters
are to be shielded, or grouped in a special
room or location ventilated by suction.
c Fire Detection and Alarm The propulsion-
machinery space is to be provided with a fixed fire
detection and alarm system complying with 7.7.1
through 7.7.3 of the IMO International Code of Safety
for High-Speed Craft. This fixed fire detection and
alarm system may be combined with other fire
detection and alarm system required on board the craft.
d Fire Alarm Call Points Manually operated fire
alarm call points are to be provided in, and in the
passageways leading to, the propulsion-machinery
space.
4/11.3.19 Monitoring Station in Engineer's
Accommodation
The following is applicable to craft fitted with
engineer’s accommodations, if provided.
a General At least one alarm monitoring station
is to be provided in the engineer's public spaces. Each
such station is to be provided with alarms for fire, high
bilge-water level in the propulsion-machinery space,
and summary-alarms for the propulsion and its
associated machinery Any of the alarm conditions as
listed in Tables 4/11.5 through 4/11.8, as applicable,
are to activate the specific machinery summary-alarm.
Additionally, alarm monitoring stations through a
selector switch are to be provided in each individual
engineer's stateroom and arranged so that at least one
alarm monitoring station is active at all times.
Selective switching is not to be provided for the fire
alarms. The fire alarm is to be separate and distinct
from the alarms of any other systems. Fire, high bilge-
water level and the specific machinery summary-alarms
are to be audible in the engineer's public spaces and
staterooms until manually silenced at the centralized
control and monitoring station in the propulsion-
machinery space.
b Alternative Arrangement The arrangements in
4/11.3.19a may be modified to permit the audible
machinery summary-alarm and high bilge water level
alarm to be silenced locally at the alarm monitoring
stations in the engineer's public spaces and staterooms
provided the associated visual alarm is not
extinguished. Also, the arrangements are to be such
that if the audible alarm is not also silenced manually at
the centralized control and monitoring station in a
reasonable period of time, the system is to activate the electric power is to be simulated with the main engine
engineer's alarm audible in the engineer's running.
accommodations. The means for silencing locally at f Independent Manual Control Independent
the alarm monitoring stations is not to be provided for manual control of the propulsion machinery is to be
fire alarms. demonstrated. This is to include demonstration of
independent manual control through the full
4/11.3.20 Communications maneuvering range and transfer from automatic control.
For communication systems associated with propulsion
control stations, the requirements in 4/5A8.5.1 are 4/11.5 Craft Classed with ABCU Symbol
applicable and is to include the engineer's
4/11.5.1 General
accommodations area, if provided.
The requirements in this sub-section apply to craft
capable of operating as ACCU classed craft but
4/11.3.21 Sea Trials
because of their compact propulsion-machinery space
The ability to effectively control the propulsion from
design are not fitted with the means to control the
the remote propulsion control station is to be
propulsion and its associated machinery from a
demonstrated to the satisfaction of the Surveyor during
centralized location within the propulsion-machinery
sea trials or at dockside. These trials are to include
space. Except as noted herein, the requirements in
propulsion control transfer, propulsion starting,
4/11.1 through 4/11.3, as applicable, are to be
verification of propulsion control responses, propulsion
complied with.
control power failure and actuation of propulsion
emergency stop device. In addition, effective operation
4/11.5.2 Station in the Operating Compartment
of the following is to be demonstrated to the
Controls, alarms and displays as listed in 4/11.3.9 are
satisfaction of the Surveyor. With the exception of
to be provided on the station in the operating
4/11.3.21e, it is recommended that these
compartment. See Table 4/11.3. For craft having non-
demonstrations or tests be carried out before sea trials
integrated propulsion machinery, the means for
and are to include simulated failures so that proper
starting, stopping and transferring vital auxiliary pumps
corrective actions may be carried out and witnessed by
(see 4/11.3.11) are to be fitted at the station in the
the Surveyor.
operating compartment and may also be fitted in the
a Control and Monitoring System for Propulsion
centralized station. See 4/11.1.3v for definition of
Machinery and Electrical Power Generating
integrated propulsion machinery.
Machinery In addition to the verification of required
control responses, alarms and displays, this
4/11.5.3 Centralized Monitoring Station
demonstration is to include the automatic transferring
The requirements in 4/11.3.10 are applicable except
of the required standby vital auxiliary pumps
that the centralized station need not be provided with
b Local Control Local control of the propulsion
propulsion controls but is to include displays and
machinery is to be demonstrated.
alarms needed for the monitoring of the propulsion
c Fire Control and Alarm System In addition to
machinery and associated ship' service systems,
the verification of required detectors, displays and call
electrical power generating machinery, and monitoring
points and where the fire main is not maintained
of propulsion-machinery space. The monitoring system
pressurized, it is to be demonstrated that at least one of
is to provide the same degree of equivalency as if the
the main fire pumps can be started from the station in
propulsion-machinery space was manned. See Tables
the operating compartment.
4/11.4 through 4.11.8 for required alarms and displays
d Bilge Detection System Automatic starting of
to be fitted at this station.
the propulsion-machinery space bilge pumps is to be
demonstrated.
4/11.5.4 Communications
e Operational Test of Propulsion Machinery
Communications as required in 4/11.3.20 is also to
After the propulsion machinery has been running for at
include the centralized monitoring station in the
least 2 hours, the ability to control the machinery
propulsion-machinery space.
functions correctly for all loads and engine maneuvers
without any manual intervention in the propulsion-
4/11.5.5 Sea Trials
machinery space is to be demonstrated for an additional
In addition to the trials per 4/11.3.21, successful
period of 4 hours. Propulsion machinery or engine
operation of the propulsion machinery is to be
response to throttle control demands is to be tested
demonstrated with the propulsion-machinery space
during the trials and after final adjustments to
unattended for a period of at least 12 hours.
demonstrate that no part of the plant or engine is
jeopardized by the rate at which the throttle is moved
from one extreme position to the other. The loss of

PART 4 SECTION 11|11 Shipboard Control and Monitoring Systems

4/11.7 Craft Less Than 500 GT Having a Length
Equal or Greater Than 20 m (65 ft)
4/11.7.1 General
The requirements contained in this sub-section are
intended for craft less than 500 GT having a length
greater than 20 m (65 ft). The installation of machinery
and monitoring of the propulsion-machinery space in
such craft is to be so arranged that permits the normal
operation of the craft with the propulsion-machinery
space unattended. Craft having a length equal or less
than 20 m (65 ft) will be specially considered.
Note: ACCU or ABCU class symbol may be granted to craft of <
500 GT and a length of 20 m (65 ft)• l • 46 m (150 ft),
provided that the applicable requirements in 4/11.1
through 4/11.5 of this Section are met.
4/11.7.2 Definitions
See 4/11.1.3.
4/11.7.3 Plans to be Submitted
Plans and specifications are to be submitted in
accordance with 4/1.11 for approval and are to include
the following information.
a Machinery arrangement plans showing
location of control stations in relation to controlled
units;
b Arrangements and details of control consoles
including front views, installation arrangements
together with schematic diagrams for all power, control
and monitoring systems including their functions; and a
list of alarms/displays as required in 4/11.7.8c.
c Type and size of all electrical cables and
wiring associated with the control systems including
voltage rating, service voltage and currents together
with overload and short-circuit protection;
d Description of all alarm and emergency
tripping arrangements; functional sketches or
description of all special valves, actuators, sensors and
relays;
e Schematic plans and supporting data of fire-
protection and extinguishing systems, including fire-
detection and alarm systems and bilge high water
alarms,
f Schematic plans of hydraulic or pneumatic
control systems.
4/11.7.4 Electrical Cables and Console Wiring
In general, cables are to be used external to the
consoles and they are to be of the marine type in
accordance with the applicable parts of Section 4/5.
Cables in accordance with other standards which are
not less effective will be considered. Cables and
console wiring for control and monitoring are to be of
the flame-retarding type and are to be stranded except
that solid conductors may be used in low-energy circuit
where they are properly supported and not subject to
undue vibration or movements.
PART 4 SECTION 11|12 Shipboard Control and Monitoring Systems
4/11.7.5 Alarms
The alarm system is to be able to indicate more than
one fault at the same time and be so arranged that
acceptance of one fault is not to inhibit another alarm.
Audible alarms are to be maintained until they are
acknowledged, and visual indication is to remain until
the fault is corrected.
4/11.7.6 Safety System
Safety systems are to be of the fail-safe type and are to
respond automatically to fault conditions that may
endanger the machinery or safety of the crew. This
automatic action is to cause the machinery to take the
least drastic action first, as appropriate, by reducing its
normal operating output or switching to a stand-by
machinery and last, by stopping it, i.e., disrupting
source of fuel or power supply, etc. However, the
propulsion machinery is to automatically shutdown
upon a loss of lubricating oil or an overspeed
condition, and such conditions are to be alarmed.
Where arrangements for overriding the shut-down of
the main propelling machinery are fitted, these are to be
such as to preclude inadvertent activation. Visual
means shall be provided to show whether or not it has
been activated.
4/11.7.7 Propulsion
The requirements in 4/11.3.2b, .2e, .2f, .2g and .2h are
applicable. Additionally, it is to be possible to control
the propelling machinery locally in the case of failure
in any part of the control systems.
4/11.7.8 Propulsion-machinery Spaces
a Fire Protection
1 Fire Prevention
a Piping for high pressure fuel injection and
return piping on main and auxiliary engines
is to be effectively shielded and secured to
prevent fuel or fuel mist from reaching a
source of ignition on the engine or its
surroundings. Leakages from such piping
are to be collected in a suitable drain tank
provided with high level alarm audible at the
operating compartment.
b Drip trays for collecting fuel and lubricating
oil are to be fitted below pumps, heaters,
burners, tanks not forming part of the craft’s
structure, etc., with connections to a suitable
drain tank with high level alarm audible at
the operating compartment.
c Where daily service fuel oil tanks are filled
automatically or by remote control, means
are to be provided to prevent overflow
spillages. Similar consideration is to be
given to other equipment which treat
flammable liquids automatically (e.g., fuel
oil purifiers), which whenever practicable
shall be installed in special space reserved
for purifiers and their heaters.
 d Where fuel oil daily service tanks or settling
tanks are fitted with heating arrangements, a
high temperature alarm, audible at the
operating compartment, is to be provided if
the flashpoint of the fuel oil can be
exceeded.
2 Fire Detection A fire detection system is to
be provided for the machinery spaces.
b Protection Against Flooding Bilges in
machinery spaces are to be provided with a high level
alarm in such a way that the accumulation of liquids is
detected at normal angles of trim and heel. The
PART 4 SECTION 11|13 Shipboard Control and Monitoring Systems
detection system is to initiate an audible and visual
alarm on the operating compartment.
c Operating Compartment In addition to
other instrumentation which may be required for the
satisfactory operation of the propulsion machinery and
navigation of the craft, the following controls, alarms
and displays are to be provided at theoperating
compartment in accordance with Table 1.
 TABLE 1
Displays and Alarms to be Fitted at the Operating Compartment
(Applicable to craft complying with 4/11.7)

Items Display Alarm

1 Propeller Speed RPM

2 Propeller Ahead
3 Direction or Astern
4 Pitch Pitch
5 Generator voltage Volt1
6 Generator current Amps1

The following alarms giving distinctive indication of conditions requiring immediate action and in full view of
the crew
7 Main engines Overspeed
8 Normal electrical supply Loss
9 Control power Available Failure
10 Any permanently installed nickel-cadmium battery associated with systems for Thermal
the control and monitor of the craft’s propulsion, steering and trim related runaway
machinery and propulsion-machinery space
11 Activation of a fire-detection system Light Fire
12 Bilge level High

With the exception of items 15 and 21, the following alarms are to be distinct from those referred in items
7 through 12 and are to indicate conditions requiring actions to prevent degradation to an unsafe condition
13 L.O. Pressure to main engine & reduction gear Pressure Low
14 Engine coolant Temperature High
15 Starting air (if applicable) pressure Low
16 Normal power supply to the powered directional or trim control devices Failure
17 Compass system Failure
18 Side, masthead or stern navigation lights Extinction
19 Fuel oil tank level Low
20 Oil collecting tank(see 4/11.7.8a1b) High or
Overflow
21 Fuel oil day tank heater temperature (see 4/11.7.8a1d) High
22 Level of contents of any fluid reservoir the contents of which are essential for Low
normal craft operation
23 High pressure fuel line (see 4/11.7.8a1a) Leakage
24 Any ventilation fan installed for ventilating spaces in which inflammable Failure
vapours may accumulate
25 Any automatic bilge pump Operation

Emergency Controls to be Fitted at the Operating Compartment and Arranged for Easy Reach of the Crew Members

Items Provision of
Device
26 Stops for main propulsion and auxiliary machinery x
26 Means to disconnect electrical power sources from the normal power distribution system x
27 Stops for the machinery-space ventilation blowers and means for closing of openings as per 4/9.5.1 x
29 Stops for all fuel-oil pumps and forced-draft blowers x
30 Means for starting any one of the fire pumps (inclusive of the one located outside the propulsion- x
machinery space) including associated valves necessary to deliver required capacity to the fire main
31 Releasing of the fire-fighting media for the propulsion-machinery space This release is to be manual x
and not initiated automatically by signals from the fire-detecting system.

Note:
1 As an alternative, these displays may be provided locally.

PART 4 SECTION 11|14 Shipboard Control and Monitoring Systems

 TABLE 4/11.1
Environmental Tests for Propulsion Control and Monitoring Equipment

No TEST PROCEDURE ACCORDING TO TEST PARAMETERS OTHER INFORMATION

[See note 4]

1 Visual - - - Conformance to drawings, design data;

Inspection - quality of workmanship and construction.

The equipment specification - Standard atmosphere conditions. - Confirmation that operation is in

- Temperature: 25 C (77 F) ± 10 C (18 F)
- Relative humidity: 60% ± 30%.
2 Conditional - Air pressure: .96 bar (.98 Kgf/cm 2.,
13.92 Psi) ± .10 bar (.10 Kgf/ cm 2, 1.45
Psi)
accordance with the requirements specified
for particular automatic systems or
equipment;
- checking of self-monitoring features;
- checking of specified protection against
an access to the memory and effects of
unerroneous use of control elements in the
case of computer systems.

IEC Publication 68-2-2 (1974), Temperature: 55 C (131 F) ± 2 C (3.6 F) - Equipment operating during conditioning
Amendment No. 1 (1993) and No. 2 (1994) Duration: 16 hours and testing;
- Test Bb - for non-heat dissipating or - functional test during the last hour of the
equipment. Temperature: 70 C (158 F) ± 2 C (3.6 F) test temperature;
Duration: 2 hours [See note 1] - functional test after recovery.
3 Dry heat

IEC Publication 68-2-2 (1974), Temperature: 55 C (131 F) ± 2 C (3.6 F) - Equipment operating during conditioning
Amendment No. 1 (1993) and No. 2 (1994) Duration: 16 hours [See note 1] and testing with cooling system on, if
- Test Bd - for heat dissipating equipment. or provided;
Temperature: 70 C (158 F) ± 2 C (3.6 F) - functional test during the last hour at the
Duration: 2 hours test temperature;
- functional test after recovery.

- Measurement of insulation resistance be

IEC Publication 68-2-30 (1980), Temperature: 55 C (131 F) fore test;
Amendment No. 1 (1985) - Test Db. Humidity: 95% - equipment operating during complete first
Duration: 2 cycles (12 + 12 hours cycle) cycle and switched off during second cycle
except for functional test;
- functional test during the first 2 hours of
4 Damp heat the first cycle at the test temperature and
during the last 2 hours of the second cycle
at the test temperature;
- recovery at standard atmosphere condit-
ions;
- insulation resistance measurements and
conditional test.

IEC Publication 68-2-1 (1990), Temperature: 5 C (41 F) ± 3 C (5.4 F) - Initial measurement of insulation
Amendment No. 1 (1993) and No. 2 (1994) Duration: 2 hours resistance;
- Test Ab - for non-heat dissipating or - equipment not operating during condition
equipment Temperature:-25 C (-13 F) ± 3 C (5.4 F) ing and testing except for functional test;
Duration: 2 hours [See note 2] - functional test during last hour at the test
temperature;
5 Cold - insulation resistance measurement and the
functional test after recovery.

IEC Publication 68-2-1 (1990), Temperature: 5 C (41 F) ± 3 C (5.4 F)

Amendment No. 1 (1993) and No. 2 (1994) Duration: 2 hours [See note 2]
- Test Ad - for heat dissipating equipment. or
Temperature:-25 C (-13 F) ± 3 C (5.4 F)
Duration: 2 hours

( Cont-)

PART 4 SECTION 11|15 Shipboard Control and Monitoring Systems

 TABLE 4/11.1 )
Environmental Tests for Propulsion Control and Monitoring Equipment

No TEST PROCEDURE ACCORDING TO TEST PARAMETERS OTHER INFORMATION

[See note 4]

IEC Publication 68-2-52 (1984) Test Kb Four spraying periods with a storage of 7 - Initial measurement of insulation
days after each. resistance and initial functional test.
- equipment not operating during
conditioning of the test specimen;
6 Salt mist functional test on the 7th day of storage
period;
insulation resistance measurement and
operational; test after recovery.
[See note 3]

Rated Test Minimum - Insulation resistance is to be carried out

supply voltage insulation before and after: damp heat test , cold test
voltage resistance and salt mist test;
7 Insulation - Before After - between all circuits and earth;
resistance (V) (V) (M•) (M•) - on the supply terminals, where
Un •65 2*Un 10 1,0 appropriate.
(min. 24V) - Un is the rated (nominal) voltage.
Un >65 500 100 10

Rated voltage Un Test voltage - Separate circuits are to be tested against

(A.C. voltage each other and all circuits connected with
50 or 60 Hz) each other tested against earth;
8 High voltage - (V) (V) - printed circuits with electronic
up to 65 2* Un+500 components may be removed during the
66 to 250 1500 test;
251 to 500 2000 - period of application of the test voltage: 1
minute

IEC Publication 801-2 (1991). Test voltage: 8KV according to level 3 - To simulate electrostatic discharge as may
severity standard. occur when persons touch the appliance;
- the test is to be confined to the points and
surfaces that can normally be reached by
the operator;
9 Electrostatic - the equipment is to operate during testing;
discharge - as a result of the test neither permanent or
transient effects nor damage to the
equipment are allowed.

IEC Publication 801-3 (1984). Frequency range: 30 kHz to 500 MHz - To simulate electromagnetic fields
Field strength: 10 V/m radiated by different transmitter;
10 Radiated - according to severity level 3. - the test is to be confined to the appliance
electro- exposed to direct radiation by transmitters
magnetic field at their place of installation;
- as a result of the test neither permanent or
transient effects nor damage to the
equipment are allowed.

IEC Publication 801-4 (1988) Fast transient Test voltage (± 10%) : - To simulate interference by electric arcs
(burst) 2 kV on I/O signal data and control lines generated when actuating electrical
2kV on power supply contacts;
11 Conducted - interference effect occurring on the power
interference supply, as well as at the external wiring of
the test specimen.
- as a result of the test neither permanent or
transient effects nor damage to the
equipment are allowed.

( Cont-)

PART 4 SECTION 11|16 Shipboard Control and Monitoring Systems

 TABLE 4/11.1
Environmental Tests for Propulsion Control and Monitoring Equipment
(Applicable to ACCU or ABCU Craft)

No TEST PROCEDURE ACCORDING TO TEST PARAMETERS OTHER INFORMATION

[See note 4]

- To simulate interference generated for

IEC Publication 801-5 (Draft 1990) Surge Test voltage: instance, by switching on or off high-
voltage immunity 1,0 kV differential mode; power inductive consumers;
2,0 kV common mode - the test is to be carried out at the power
Rise time: 1,2 µseconds supply;
Surge time (50 % value): 50 µseconds - as a result of the test neither permanent or
according to severity level 3. transient effects nor damage to the
Test duration: equipment are allowed.
not less than 3 min. positive pulse;
11 Conducted not less than 3 min. negative pulse;
interference Repetition rate: 6 pulses/min.

IEC Publication 1000-4-6 Conducted radio
frequencies interference
Testing signals: - To simulate electromagnetic fields
1.0 Veff the range between 10 kHz and 50 coupled as high frequency into the test
kHz specimen via the connecting lines;
Modulation: 30% - as a result of the test neither permanent or
Modulation frequency: 1 kHz transient effects nor damage to the
(Provisional values applicable to equipment are allowed.
navigational instrument)

IEC Publication 68-2-6 (1995) Test Fc 2.0 (+3/-0) Hz to 13.2 Hz - amplitude ± 1
mm (.039 in).
13.2 Hz to 100 Hz- acceleration 0.7 g.
For severe vibration conditions such as, e.g.
12 Vibration on diesel engines, air compressors, etc.:
2.0 Hz to 25 Hz- amplitude ± 1.6 mm
(.0630 in).
25.0 Hz to 100 Hz- acceleration 4.0 g.
- Duration in case of no resonance
condition 90 minutes at 30 Hz;
- duration at each resonance frequency at
which Q•2 is recorded- 90 minutes;
- during the vibration test, operational
conditions are to be demonstrated;
- test to be carried out in three mutually
perpendicular planes;
- it is recommended that Q does not exceed
5.

Static 22.5° a) Inclined at an angle of at least 22.5° to

the vertical
b) Inclined at least 22.5° on the other side
of the vertical and in the same plane as in
(a),
c) inclined at an angle of at least 22.5° to
the vertical and in a plane at right angle to
that used in (a),
d) Inclined to at least 22.5° on the other
side of the vertical and in the same plane as
13 Inclination in (c).
Note: The period of testing in each position
should be sufficient to fully evaluate the
behavior of the equipment.

Dynamic 22.5° Using the direction defined in a) to d)

above, the equipment is to be rolled to an
angle of 22.5° each side of the vertical with
a period of 10 seconds.
The test in each direction is to be carried
out for not less than 15 minutes.

Notes:

1) Dry heat at 70 C (158 F) is to be carried out for equipment located in a non-air conditioned space. See also 4/11.3.7e2.
2) For equipment installed in non-weather protected locations or cold locations test is to be carried out at-25 C (-13 F).See also 4/11.3.7e2 and
4/11.3.7e7.
3) Salt mist test is to be carried out for equipment installed in weather exposed areas.
4) Alternative equivalent testing procedures may be accepted provided the requirements in the other columns are complied with.
.

PART 4 SECTION 11|17 Shipboard Control and Monitoring Systems

 TABLE 4/11.2
Performance Tests for Propulsion Control and Monitoring Equipment
(Applicable to ACCU or ABCU Craft)

No TEST PROCEDURE ACC. TO TEST PARAMETERS OTHER INFORMATION

[See note 1]

1 Visual - - - Conformance to drawings, design data,

inspection - quality of workmanship and
construction.

- 3 interruptions during 5 minutes; - Verification of the specified action of

2 Power - - switching-off time 30 seconds each case. the equipment on loss and restoration of
supply supply in accordance with the system
failure design.

Combination Voltage Frequency

variation variation
permanent permanent
(%) (%)

1 +10 +5
2 +10 -5
3 -10 -5
4 -10 +5
3 Power - -
supply Combination Voltage Frequency
(electric) transient transient
1.5s 5s
(%) (%)

5 +20 +10
6 -20 -10

Electric battery supply:

+30% to -25% for equipment connected
to battery during charging;
+20% to -25% for equipment not
connected to the battery during charging.

Power Pressure: ± 20%.

supply Duration: 15 minutes. -
(pneumatic
and
hydraulic)

Notes:
1) The conditional test parameters per Table 4/11.1 are applicable.

PART 4 SECTION 11|18 Shipboard Control and Monitoring Systems

 TABLE 4/11.3
Control Station in the Operating Compartment
(Applicable to ACCU or ABCU Classed Craft) 8)

Provisions
Item Alarm Display of Device Remarks
1), 9) on Station
1)

A1 Failure or malfunctioning of system x 2), 10)

A2 Failure, supply x Main/Standby Automatic transfer 2), 10)
Control A3 Control station in operation Station
and A4 Control transfer switch x
Monitoring System A5 Alarm, disabled (override) Disabled 4)
A6 Safety, activation x 3),10)
A7 Safety disabled x Disabled 4), 10)
Main Power B1 Normal electrical supply, loss x
Source
Nickel-cadmium C1 Any permanently installed nickel-cadmium x Associated with systems for the control and
Battery battery, thermal runaway monitor of the craft’s propulsion, steering and
trim related machinery and propulsion-
machinery space
Supply to Steering D1 Normal power supply to the powered x 11)
& Trim System directional or trim control devices, failure
Compass E1 Compass system, failure x 11)
Navigation Lights F1 Side, masthead or stern navigation lights, x 11)
extinction
Controllable Pitch G1 Start/stop switch for CPP hydraulic motor x If provided
Propeller (CPP) G2 CPP hydraulic motor running Running If provided
G3 Automatic starting of required standby x If provided
pump
H1 Remote controls x For each propelling unit and all units, as
applicable
H2 Propeller shaft, speed Speed
Propulsion, H3 Propeller shaft, direction Direction
General H4 Propeller, pitch Pitch For controllable-pitch propeller
H5 Prime movers, prolonged operation within x Visual display may be acceptable
critical speed range
H6 Main engine, overspeed x
I1 Starting medium, pressure or level, low x Pressure or 5)
Propulsion Level
Starting I2 Hazardous condition present x See 4/11.3.2d2
I3 Start/stop switch for starting system x Not required for non-reversing engines
Electric Propulsion J1 Propulsion generator load-share overload x See 4/5C2.19.3 &.21.3 and 4/11.3.14
Summary-alarms K1 Propulsion and associated machinery, x 6), 7), 11)
failure
Vital Auxiliary L1 Start/stop and transfer switches x For ABCU craft having non-integrated
Pumps propulsion machinery; it may be combined
with item T1 below
M1 Level, tank, low x See 4/11.3.16a 11)
FO Settling
and M2 Level, tank, high x See 4/11.3.16b 11)
Daily Service Tanks M3 Fuel oil tank, heater temperature, high x See 4/11.3.18b3
FO & LO N1 Tank, level high or overflow x See 4/11.3.18b2 11)
Collect. Tank
High Pressure O1 Leakage x See 4/11.3.18b1 11)
FO System
Essential P1 Level of contents of any fluid reservoir the x 11)
Fluid contents of which are essential for normal
Reservoirs craft operation, low
( Cont-)

PART 4 SECTION 11|19 Shipboard Control and Monitoring Systems

 TABLE 4/11.3
Control Station in the Operating Compartment
(Applicable to ACCU or ABCU Classed Craft) 8)

Provisions
Item Alarm Display of Device Remarks
1), 9) on Station
1)

Q1 Any ventilation fan installed for ventilating x 11)

Ventilation System spaces in which inflammable vapours may
accumulate, failure
Fire in Machinery R1 Fire control x Fire x See 4/11.3.18c 7)
Space
Bilges in Mach. S1 Any automatic bilge pump, operation x 11)
Space S1 Level, bilges, high x See 4/11.3.18a1 7)
Emergency T1 To be arranged for easy reach of the crew x See 4/11.3.9
Controls members

Notes:

1) Required actuation device or alarm is denoted by a (x).

2) For each system: control systems, alarm/display systems and safety systems. See 4/11.3.6a1 and 4/11.3.6a2.
3) Actuation of propulsion safeties is to either reduce output or shutdown the propulsion machinery as required. See also 4/11.3.4, 4/11.3.4f and
Tables 4/11.5 through 4/11.8.
4) Deactivation means are to be arranged so that such action cannot be done inadvertently. Alternative means to indicate disabling of safety actions or
alarms
will be considered.
5) This alarm is also to be provided in the machinery space.
6) This summary-alarm is to be activated by any of the alarm conditions as listed in Tables 4/11.5 through 4/11.8. 4/11.3.19.
7) These alarms are also to be alarmed at the engineer's accommodations, see 4/11.3.19.
8) Except for the controls prescribed in item T1 of this Table, the listed instrumentation is also applicable to other remote propulsion control stations
iinstalled outside the operating compartment.
9) Provided the audible alarms re-activate automatically after a preset time, audible alarms may be by-passed or de-activated during machinery start-up.
10) May be arranged as a summary-alarm (common).
11) These alarms are to be distinct from others listed in this Table and are to indicate conditions requiring actions to prevent degradation to an
unsafe condition.

PART 4 SECTION 11|20 Shipboard Control and Monitoring Systems

 TABLE 4/11.4
Centralized Control and Monitoring Station
(Applicable to ACCU or ABCU Craft)

Item Alarm Display Provisions Remarks

1), 6) of Device
on Station
1)
A1 Failure or malfunctioning of system x 2), 5)
A2 Failure, supply x Main/Standby Automatic transfer to standby supply 2), 5)
A3 Control station in operation Station
A4 Control transfer switch x
Control and A5 Control power available, pressure or level Pressure/Level 5)
Monitoring System A6 Alarm, disabled (override) Disabled 4), 5)
A7 Safety, activation x 3), 5)
A8 Safety disabled x Disabled 4), 5)
A9 Safety, disabled (override) switch x See 4/11.3.4f 5)
Main Power B1 Normal electrical supply, loss x 5)
Source
Nickel-cadmium C1 Any permanently installed nickel-cadmium x Associated with systems for the control and
Battery battery, thermal runaway monitor of the craft’s propulsion, steering and
trim related machinery and propulsion-
machinery space 5)
Supply to Steering D1 Normal power supply to the powered x 5), 7)
& Trim System directional or trim control devices, failure
Compass E1 Compass system, failure x 5), 7)
Navigation Lights F1 Side, masthead or stern navigation lights, x 5), 7)
extinction
G1 Remote controls x
G2 Propeller shaft, speed Speed 5)
Propulsion, G3 Propeller shaft, direction Direction 5)
General G4 Propeller, pitch Pitch For controllable-pitch propeller 6)
G5 Prime movers, prolonged operation within x Visual display may be acceptable 6)
critical speed range
G6 Main engine, overspeed x 5)
Propulsion H1 Starting medium, pressure or level, low x Pressure or 5)
Level
Starting H2 Hazardous condition present x See 4/11.3.2d2 5)
Diesel Propulsion I1 Alarms and displays See Table 4/11.5
Gas turbine J1 Alarms and displays See Table 4/11.8
Propulsion
Electric K1 Alarms and displays See Table 4/11.7
Propulsion K1 Propulsion generator load-share overload x See 4/5C2.19.3 &.21.3 and 4/11.3.14
Elect. Gen. L1 Alarms and displays See Table 4/11.8
Machinery
FO Settling M1 Level, tank, low x See 4/11.3.16a 5), 7)
and M2 Level, tank, high x See 4/11.3.16b 5), 7)
Daily Service Tanks M3 Fuel oil tank, heater temperature, high x See 4/11.3.18b3 5)
FO & LO N1 Tank, level high or overflow x See 4/11.3.18b2 5), 7)
Collect.Tank
High Pressure O1 Leakage x See 4/11.3.18b1 5), 7)
FO System
LO Stern Tube P1 Level, oil, low x 5)
Tank
Q1 Level of contents of any fluid reservoir the x 5), 7)
Essential Fluid contents of which are essential for normal
Reservoirs craft operation, low
( Cont-)

PART 4 SECTION 11|21 Shipboard Control and Monitoring Systems

 TABLE 4/11.4
Centralized Control and Monitoring Station
(Applicable to ACCU or ABCU Craft)

Item Alarm Display Provisions Remarks

1), 6) of Device
on Station
1)
R1 Any ventilation fan installed for ventilating x 5), 7)
Ventilation System spaces in which inflammable vapours may
accumulate, failure
S1 Level, bilges, high x See 4/11.3.18a1 5)
Bilges in S2 Any automatic bilge pump, operation x 5), 7)
Machinery Space S3 Excessive running of bilge pump motor x See 4/11.3.18a2 5)

Notes:

1) Required actuation device or alarm is denoted by a (x).

2) For each system: control systems, alarm/display systems and safety systems. See 4/11.3.6a1 and 4/11.3.6a2.
3) Actuation of propulsion safeties is to either reduce output or shutdown the propulsion machinery, as required. See 4/11.3.4f and Tables 4/11.5
through 4/11.8.
4) Deactivation means are to be arranged so that such action cannot be done inadvertently. Alternative means to indicate disabling of safety actions or
alarms
will be considered.
5) For ABCU craft, only these items and the alarms and displays per Tables 4/11.5 through 4/11.8, as applicable, need to be provided on such station.
6) Provided the audible alarms re-activate automatically after a preset time, audible alarms may be by-passed or de-activated during machinery start-up.
7) These alarms are to be distinct from others listed in this Table and are to indicate conditions requiring actions to prevent degradation to an unsafe
condition.

PART 4 SECTION 11|22 Shipboard Control and Monitoring Systems

 TABLE 4/11.5
Monitoring of Propulsion Machinery - Medium/High (Trunk Piston) Speed Diesel Engines
(Applicable to ACCU or ABCU Craft. See also Table 4/11.4)

Automatic
Start of
Required
Standby
Item 11) Alarm Display Vital Remarks
1) Auxiliary
Pump
with
Alarm
1)
A1 Fuel oil after filter (engine inlet), pressure- x Pressure x 3)
low
A2 Fuel oil before injection pumps,
temperature or viscosity-low, and x 5)
Fuel Oil System Fuel oil before injection pumps,
temperature or viscosity, high
A3 Leakage from high pressure pipes x
A4 Fuel oil in daily service tank, level-low x See also 4/11.3.16a.
B1 Lube oil to main bearing and thrust x Pressure x 3), 4)
bearing, pressure-low
B2 Lube oil filter differential, pressure-high x Pressure x 3)
Lube Oil System B3 Lube oil inlet, temperature-high x Temp.
B4 Oil mist concentration in crankcase, mist- x Automatic engine shutdown 3), 6)
high
B5 Flow rate cylinder lubricator, flow-low. x Automatic engine slowdown 2), 10)
Each apparatus
Turbo-charger C1 Turbo-charger lube oil inlet, pressure-low x Pressure 7)
S. W. Cooling D1 Sea water cooling, pressure-low x Pressure x 3)
Cylinder Fresh E1 Water inlet, pressure-low or flow-low x Press. or flow x Automatic engine slowdown 2), 3)
Cooling
Water System E2 Water outlet (general), temperature-high x Temp. Automatic engine slowdown 8)
E3 Cooling water in expansion tank, level-low x
Air F1 Starting air before main shut-off valve, See item H1 in Table 4/11.4
pressure-low
System F2 Control air, pressure-low x Pressure
Scavenge Air G1 Scavenge air receiver, temperature-high x
System
Exhaust Gas H1 Exhaust gas after each cylinder, x Temp. Automatic engine slowdown 2), 9)
temperature-high
System H2 Exhaust gas after each cylinder, deviation x
from average, temperature-high 9)
Engine I1 Engine speed Speed
I2 Engine overspeed Automatic engine shutdown ; see also item
G6 in Table 4/11.4 3)
Power Supply J1 Control, alarm or safety system, power x
supply failure

Notes:

1) Required alarm or starting of standby pump is denoted by a (x).

2) A common sensor for alarm/display and automatic slowdown is acceptable.
3) Separate sensors are required for: a) alarm/automatic starting of required standby pump, and b) automatic engine shutdown.
4) Automatic engine shutdown is to be alarmed and effected upon loss of oil pressure. .
5) For heavy fuel oil burning engines only.
6) Only for medium speed engines having a power of more than 2250 kW (3000 hp) or a cylinder bore of more than 300 mm (11.8 in.).
7) If without integrated self-contained oil lubrication system.
8) Two separate sensors are required for alarm and slowdown.
9) For engine power > 500 kW/cyl.
10) If necessary for the safe operation of the engine.
11) For ABCU craft having integrated propulsion machinery, exemption from the listed instrumentation and safety provisions will be considered.

PART 4 SECTION 11|23 Shipboard Control and Monitoring Systems

 TABLE 4/11.6
Monitoring of Propulsion Machinery - Gas Turbine
(Applicable to ACCU or ABCU Craft). See also Table 4/11.4)

Automatic
Starting
of
Item Alarm Display Required Remarks
1) Standby
Vital
Auxiliary
Pump
1), 4)

A1 Pressure, inlet, low x Pressure x Turbine automatic shutdown 3)

Lube Oil A2 Temperature, inlet, high x Temperature
2) A3 Differential pressure, filter, high x
A4 Level, tank, low x In gravity tank and sump
Bearings B1 Temperature, high x Main bearings
Cooling C1 Pressure or flow, low x Pressure, or
flow
Medium C2 Temperature, high x
D1 Pressure or flow, low x Pressure, or
flow
Fuel D2 Temperature or viscosity, low x Temperature, For heavy fuel
or
D3 Temperature or viscosity, high x viscosity For heavy fuel
E1 Temperature, high x
Exhaust Gas E2 Temperature, high-high x Turbine automatic shutdown
E3 Temperature deviation, high x
Turbine F1 Vibration level, high x
F2 Vibration level, high-high x Turbine automatic shutdown
Rotor G1 Axial displacement, high x
Overspeed H1 Device activated See also item G6 in Table 4/11.4

Notes:

1) Required alarm or starting of standby pump is denoted by a (x).

2) Individual alarms are required where separate systems (e.g., reduction gear, bearing, etc.) are installed.
3) The automatic shutdown is to be effected upon loss of lube oil pressure.
4) For ABCU craft having non-integrated propulsion machinery, starting of required standby pump is to be alarmed.

PART 4 SECTION 11|24 Shipboard Control and Monitoring Systems

 TABLE 4/11.7
Monitoring of Propulsion Machinery Electric
(Applicable to ACCU or ABCU Craft. See also Table 4/11.4)

Item Alarm Display Remarks

1)

A1 Pressure, bearing, lube oil inlet, low x Pressure Prime mover automatic shutdown
A2 Voltage, off-limits x Voltage To read all phases and at least one bus 2)
Propulsion A3 Frequency, off-limits x Frequency
Generator A4 Current Current To read all phases 2)
A5 Temperature, stationary windings, high x Temperature To read all phases; for generators >500 kW
A6 Transfer of standby generator x
B1 Pressure, bearing, lube oil inlet, low x Pressure
B2 Voltage, armature, off-limits x Voltage To read all phases and at least one bus
B3 Voltage, field Voltage
B4 Frequency, off-limits x Frequency
Propulsion B5 Current, armature Current To read all phases
A.C. Motor B6 Current, field Current For synchronous motors
B7 Ground lights or similar Status
B8 Temperature, stationary windings, high x Temperature To read all phases; for motors >500 kW
B9 Motor running Running
B10 Transfer of standby motor x
B11 Motor cooling medium temperature, high x Temperature If required
C1 Pressure, bearing, lube oil inlet, low x Pressure Automatic shutdown
C2 Voltage, armature x Voltage
C3 Voltage, field Voltage
C4 Current, armature Current
Propulsion D.C. C5 Current, field Current
Motor C6 Ground lights or similar Status
C7 Motor running Running
C8 Failure of on-line motor x
C9 Transfer of standby motor x
C10 Motor cooling medium temperature, high x Temperature If required
D1 Voltage, SCR Voltage
Propulsion D2 Current, SCR Current
Semi-conductor D3 Overloading conditions, high current x Alarms before protective device is activated
Rectifier (SCR) D4 Open/close position for assignment switches Position
D5 SCR cooling medium temperature, high x Temperature If required

Notes:

1) Required alarm is denoted by a (x).

2) For D.C. generators. Additionally, field' voltmeters and ammeters are to be included.

PART 4 SECTION 11|25 Shipboard Control and Monitoring Systems

 TABLE 4/11. 8
Monitoring of Auxiliary Prime-movers and Electrical Generators
(Applicable to ACCU or ABCU Craft. See also Table 4/11.4)

Item Alarm Display Remarks

1)
Lube Oil A1 Pressure, lube oil inlet, low x Pressure Automatic engine shutdown
A2 Temperature, inlet, high x Temperature
Cooling B1 Pressure or flow, low x Pressure, or
flow
Medium B2 Temperature, outlet, high x
B3 Level, expansion tank, low x If separate from main system
Diesel C1 Fuel oil leakage from pressure pipe x
Engine Fuel Oil C2 Level, in fuel oil daily service tank, low x See also 4/11.3.16a
Crankcase D1 Oil mist concentration, high x Automatic engine shutdown 2)
Starting E1 Pressure or level, low x Pressure, or
Medium level
Overspeed F1 Device activated x Automatic shutdown. See 4/5C2.17.2 and
4/4.11.6 of the “Rules for Building and
Classing Steel Vessels”
GE1 Pressure, bearing, lube oil inlet, low x Pressure Prime mover automatic shutdown
GE2 Voltage, off-limits x Voltage To read all phases and at least one bus 3)
Electrical GE3 Frequency, off-limits x Frequency
Generator GE4 Current, high x Current To read all phases 3)
GE5 Transfer of standby generator x

Notes:
1) Required alarm is denoted by a (x).
2) For engines having a power of more than 2250 kW (3000 Hp) or having a cylinder bore over 300 mm (11.8 in.).
3) For D.C. generation. Additionally, field' voltmeters and ammeters are to be included.

PART 4 SECTION 11|26 Shipboard Control and Monitoring Systems

PART 5
Contents
Specialized Craft and Services

SECTION
1 Craft Intended to Carry Passengers

Appendix
5/A Guidelines for Accommodation Design of Passenger Craft
PART 5 SECTION 1
Craft Intended to Carry Passengers
5/1.1 General
5/1.1.1 Classification
In accordance with 1/1.3.2, either the
classification of !A1 HSC Passenger Craft (A)
or !A1 HSC Passenger Craft (B) is to be
assigned to craft designed and specifically fitted
for the carriage of passengers and built to the
applicable requirements of this section and other
relevant sections of the Guide. In addition, the
craft is to have a Safety Certificate for High-
Speed Craft from the Administration of registry
or its agent evidencing the craft compliance with
the requirements of the International Code for
Safety for High-Speed Craft (IMO HSC Code).
5/1.1.2 Application
These requirements are intended to apply to a
craft of Category A or Category B of the
International Code for Safety for High-Speed
Craft, carrying more than twelve passengers on
an international voyage.
5/1.1.3 Scope
This section is intended to cover the additional
hull construction, accommodation arrangement,
machinery and safety equipment required to class
a craft as a passenger craft. These requirements
are applicable to those features that are
permanent in nature and can be verified by plan
review, calculation, physical survey or any other
means. This Guide does not address the
requirements for Life Saving Appliances and
Arrangements (Chapter 8), Navigational
Equipment (Chapter 13), Radio Communications
(Chapter 14), and Operational Requirements
(Chapter 18) found in the International Code for
Safety for High-Speed Craft, which are not a
condition for classification.
For a passenger craft intended for
international voyage which is beyond the scope
of the International Code for Safety for High-
Speed Craft, the arrangements and scantlings are
to comply with the requirements of Section 5/5
of Rules for Building and Classing Steel Vessels.
For a passenger craft intended for service in
domestic waters, the additional hull construction,
accommodation arrangement, machinery and
safety equipment requirements in this section
may be replaced with the Regulations of the flag
Administration for a craft intended solely for
service in domestic waters.
PART 5 SECTION 1| 1 Craft Intended to Carry Passengers
5/1.1.4 Safety Certificate for High-Speed
Craft
Where authorized by the Administration of
country signatory to the International Convention
for the Safety of Life at Sea, 1974 as amended,
and upon request of the owners of a classed craft
or one intended to be classed, the Bureau will
review the plans, data, etc., and survey the craft
for compliance with the requirements of the
International Code for Safety for High-Speed
Craft and issue a Safety Certificate for High-
Speed Craft, prescribed in the Convention on
behalf of the Administration.
5/1.1.5 Independent Review
When the Safety Certificate for High-Speed Craft
is issued by an Administration or its agent other
than the Bureau, the Bureau when requested by
the owner, shipyard, or designers, will conduct
an independent review of any of the following:
Subdivisions and Stability
Trim and Stability Booklet
Inclining Experiment
Structural Fire Protection
Life-Saving Appliances and Arrangements
Fees for such independent reviews will be
charged to the owner when the review is
requested.
5/1.1.6 Administration Approval
In general, the approval of material for use in
accommodation, safety equipment, life-saving
appliances, etc. is a function of the
Administration. When the craft is issued a
Passenger Ship Safety Certificate by the
Administration or its agent other than the Bureau,
such certificate will be accepted as evidence that
the Administration has approved the material,
safety equipment, life-saving appliances, etc.
On other passenger craft, the designer or
builder will submit evidence that the
Administration has approved the material, safety
equipment, life-saving appliances, etc. for
Bureau acceptance on craft building to class.
 When given specific instructions from the
Administration, the Bureau may approve and
accept the material, equipment, life-saving
appliances, etc. fitted on the craft.
5/1.3 Definitions
5/1.3.1 General
For definitions of terms used in this section and
not shown below, reference is to be made to the
definitions in the various Chapters in the
International Code of Safety for High-Speed
Craft. (Abbreviated: IMO HSC Code).
5/1.3.2 Administration
Administration means the Government of the
State whose flag the craft is entitled to fly.
5/1.3.3 Category A Craft
Any high-speed passenger craft carrying not
more than 450 passengers and operating on a
route where it has been demonstrated to the
satisfaction of the flag and port States that there
is a high probability that, in the event of an
evacuation at any point of the route, all
passengers and crew can be rescued safely within
the least of : a) the time to prevent persons in
survival craft from exposure causing
hypothermia in the worst intended conditions, b)
the time appropriate with respect to
environmental conditions and geographical
features of the route, or c) 4 hours.
5/1.3.4 Category B Craft
Any high-speed passenger craft, other than a
category A craft, with machinery and safety
systems arranged such that, in the event of
damage disabling any essential machinery and
safety systems in one compartment, the craft
retains the capability to navigate safely.
5/1.3.5 Crew Accommodation
Crew accommodation are those spaces allocated
for the use of the crew, and include cabins, sick
bays, offices, lavatories, lounges and similar
spaces.
5/1.3.6 Passenger
A passenger is every person other than, a) the
master and members of the crew or other
persons employed or engaged in any capacity on
board a craft on the business of that craft and b) a
child under one year of age.
PART 5 SECTION 1| 2 Craft Intended to Carry Passengers
5/1.3.7 Public Space
Public spaces are those spaces allocated for the
passengers and include bars, kiosks, smoke
rooms, main seating areas, lounges, dining
rooms, recreation rooms, lobbies, lavatories and
similar permanently enclosed spaces allocated
for passengers.
5/1.5 Intact Stability
The intact stability for passenger craft, in the
displacement mode, in the transient mode and in
the non-displacement mode are to comply with a
recognized standard. The submission of
evidence showing approval by an Administration
will be acceptable. Alternatively, upon request
the review will be performed by the Bureau for
compliance with the applicable requirements of
IMO HSC Code.
5/1.7 Subdivision and Damage Stability
When the craft is issued a Safety Certificate for
High-Speed Craft by the Administration or its
agent other than the Bureau, such certificate will
be accepted as evidence of compliance with the
subdivision and stability requirements of
Chapter 2.6 of IMO HSC Code. On all other
passenger craft, when authorized by an
Administration and requested by the Owner, the
Bureau will review the data on the subdivision
and stability for compliance with IMO HSC
Code on behalf of the Administration. However,
also see 5/1.1.5.
5/1.9 Inclining Experiment and Stability
Information
When the craft is issued a Safety Certificate for
High-Speed Craft by the Administration or its
agent other than the Bureau, such certificate will
be accepted as evidence of compliance with the
requirement for an inclining experiment and
stability information of Chapter 2.7 of IMO HSC
Code. On all other passenger craft, when
authorized by an Administration and requested
by the Owner, the Bureau will review the
inclining experiment and stability information for
compliance with IMO HSC Code on behalf of
the Administration. However, also see 5/1.1.5.
5/1.11 Construction
The scantlings and arrangements of the hull
structure are to be in accordance with the
applicable requirements of Part 3.
5/1.13 Accommodation Space Design
Passenger and crew accommodation spaces are
to be designed and arranged so that the occupants
are protected from unfavorable environmental
conditions, and the risk of injury to occupants
during normal and emergency conditions is
minimized. Spaces accessible to passengers are
not to contain controls, electrical equipment,
high-temperature parts and pipelines, rotating
assemblies, or other items from which injury to
passengers could result, unless such items are
adequately shielded, isolated, or otherwise
protected.
The design and location of public spaces and
crew accommodation may be in accordance with
the requirements in Appendix 5/A “Guidelines
for Accommodation Design of Passenger Craft”
unless the flag Administration has specific
requirements in this respect.
5/1.15 Emergency Source of Power
The emergency source of electrical power is to
comply with 4/5A3 except as modified below.
5/1.15.1 Alternative to Emergency Source of
Power
Where the main source of electrical power is
located in two or more compartments which are
not contiguous, each of which has its own self-
contained systems, including power distribution
and control systems, completely independent of
each other and such that a fire or other casualty
in any one of the spaces will not affect the power
distribution from the others, or to the services
required by 5/1.15.3a or 5/1.15.3b, the
requirements of 4/5A.3.1, 4/5A.3.1.1 and
4/5A.3.5.4 may be considered satisfied without
an additional emergency source of electrical
power, provided that:
a There is at least one generating set,
meeting the inclination requirements of 4/1.21
and of sufficient capacity to meet the
requirements of 5/1.15.3a or 5/1.15.3b in each of
at least two non-contiguous spaces;
b The arrangements required by 5/1.15.1a in
each such space are equivalent to those required
by 4/5A3.5.2, 4/5A3.9 and 4/5A3.15 so that a
source of electrical power is available at all times
to the services required by 5/1.15.3a or
5/1.15.3b; and
c The generator sets referred to in 5/1.15.1a
and their self-contained systems are installed
such that one of them remains operable after
damage or flooding in any one compartment.
PART 5 SECTION 1| 3 Craft Intended to Carry Passengers
5/1.15.3 Emergency Services
a Category A Craft The emergency source of
power is to be capable of supplying
simultaneously the following services:
1 For a period of 5 h, emergency lighting:
a At the stowage positions of life-saving
appliances;
b At all escape routes such as alleyways,
stairways, exits from accommodation and
service spaces, embarkation points, etc;
c In the public spaces;
d In the machinery spaces and main
emergency generating spaces, including their
control positions;
e In control stations;
f At the stowage positions for fireman's
outfits; and
g At the steering gear;
2 For a period of 5 h:
a Main navigation lights, except for "not
under command" lights;
b Electrical internal communication
equipment for announcements for passengers
and crew required during evacuation;
c Fire-detection and general alarm system
and manual fire alarms; and
d Remote control devices of fire-
extinguishing systems, if electrical;
3 For a period of 4 h of intermittent
operation:
a The daylight signaling lamps, if they have
no independent supply from their own
accumulator battery; and
b The craft's whistle, if electrically driven;
4 For a period of 5 h:
a Craft radio facilities and other loads as set
out in 14.12.2 of the IMO’s International
Code of Safety for High-speed Craft; and
b Emergency control monitoring systems as
required by 4/11.3.6a2a
5 For a period of 12 h, the "not under
command" lights; and
6 For a period of 10 min continuous
operation, steering gear to comply with
4/5A6.5 if powered from the emergency
source.
b Category B Craft The electrical power
available is to be sufficient to supply all those
services that are essential for safety in an
emergency, due regard being paid to such
services as may have to be operated
simultaneously. The emergency source of
electrical power is to be capable, having regard
to starting currents and the transitory nature of
certain loads, of supplying simultaneously at
least the following services for the periods
specified hereinafter, if they depend upon an
electrical source for their operation:
1 For a period of 12 h, emergency lighting:
a At the stowage positions of life-saving
appliances;
b At all escape routes, such as alleyways,
stairways, exits from accommodation and
service spaces, embarkation points, etc.;
c In the passenger compartments;
d In the machinery spaces and main
emergency generating spaces, including their
control positions;
e In control stations;
f At the stowage positions for fireman's
outfits; and
g At the steering gear;
2 For a period of 12 h:
a The navigation lights and other lights
required by the International Regulations for
Preventing Collisions at Sea in force;
b Electrical internal communication
equipment for announcements for passengers
and crew required during evacuation;
c Fire-detection and general alarm system
and manual fire alarms; and
d Remote control devices of fire-
extinguishing systems, if electrical;
3 For a period of 4 h of intermittent
operation:
a The daylight signaling lamps, if they have
no independent supply from their own
accumulator battery; and
b The craft's whistle, if electrically driven;
4 For a period of 12 h:
a The navigational equipment as required
by Chapter 13 of the IMO’s International
Code of Safety for High-speed Craft. Where
such provision is unreasonable or
impracticable, the Administration may waive
this requirement for craft of less than 5,000
GT;
b Essential electrically powered instruments
and controls for propulsion machinery, if
alternate sources of power are not available
for such devices;
c One of the fire pumps required by 4/9.3;
d The sprinkler pump and drencher pump, if
fitted;
e The emergency bilge pump and all the
equipment essential for the operation of
electrically powered remote controlled bilge
valves as required by 5/1.21; and
PART 5 SECTION 1| 4 Craft Intended to Carry Passengers
f Craft radio facilities and other loads as set
out in 14.12.2 of the IMO’s International
Code of Safety for High-speed Craft;
5 For a period of 30 min, any watertight
doors, required by Section 3/3, to be power-
operated, together with their indicators and
warning signals;
6 For a period of 10 min continuous
operation, steering gear to comply with
4/5A6.5 if powered from the emergency
source.
5/1.15.5 Transitional Source of Power
The transitional source of emergency electrical
power required by 4/5A3.5.2b2 may consist of an
accumulator battery suitably located for use in an
emergency which is to operate without
recharging while maintaining the voltage of the
battery throughout the discharge period within
12% above or below its nominal voltage and be
of sufficient capacity and so arranged as to
supply automatically in the event of failure of
either the main or emergency source of electrical
power at least the following services, if the
depend upon an electrical source for their
operation:
a For a period of 30 min, the load specified in
5/1.15.3a1 through .15.3a3 or in 5/1.15.3b1
through .15.3b3; and
b With respect to the watertight doors:
1 Power to operate the watertight doors, but
not necessarily simultaneously, unless an
independent temporary source of stored
energy is provided. The power source should
have sufficient capacity to operate each door
at least three times, i.e. closed - open -
closed, against an adverse list of 15°; and
2 Power to the control, indication and alarm
circuits for the watertight doors for half an
hour.
The above requirements may be considered
satisfied without the installation of a transitional
source of emergency electrical power if each of
the services required by that paragraph has
independent supplies, for the period specified,
from accumulator batteries suitably located for
use in an emergency. The supply of emergency
power to the instruments and controls of the
propulsion and direction systems should be
uninterruptible.
5/1.15.7 Supplemental Emergency Lighting
for Craft Having Special-category
Spaces
In addition to the emergency lighting required by
5/1.15.3a1, 5/1.15.3b1 and 5/1.15.5a on every
craft with special-category spaces:
a All passenger public spaces* and alleyways
are to be provided with supplementary electric
lighting that can operate for at least 3 h when all
other sources of electric power have failed and
under any condition of heel. The illumination
provided is to be such that the approach to the
means of escape can be readily seen. The source
of power for the supplementary lighting is to
consist of accumulator batteries located within
the lighting units that are continuously charged,
where practicable, from the emergency
switchboard. Alternatively, any other means of
lighting, which is at least as effective, may be
accepted by the Administration.
The supplementary lighting is to be such that
any failure of the lamp will be immediately
apparent. Any accumulator battery provided is
to be replaced at intervals having regard to the
specified service life in the ambient condition
that it is subject to in service; and
b A portable rechargeable battery-operated
lamp is to be provided in every crew space
alleyway, recreational space and every working
space which is normally occupied unless
supplementary emergency lighting, as required
by 5/1.15.7a, is provided.
* In category A craft having limited public spaces,
emergency lighting fittings of the type described in
5/1.15.7a as meeting the requirements of 5/1.15.3a1
and 5/1.15.5a may be accepted, provided that an
adequate standard of safety is attained.
5/1.15.9 Arrangements for Periodic Testing
Provision is to be made for the periodic testing of
the complete emergency system, including the
emergency consumers required by 5/1.15.3a or
5/1.15.3b and 5/1.15.5, and is to include the
testing of automatic starting arrangements.
5/1.15.11 Distribution
Distribution systems are to be so arranged that
fire in any main vertical zone will not interfere
with services essential for safety in any other
such zone. This requirement will be met if main
and emergency feeders passing through any such
zone are separated both vertically and
horizontally as widely as is practicable.
PART 5 SECTION 1| 5 Craft Intended to Carry Passengers
5/1.17 Fire Safety Measures
The requirements specified in 3/24.3 are
applicable. In addition, the arrangement of
spaces is to be as follows:
a For category A craft, a single public space
is acceptable.
b For category B craft, public spaces are to
be divided into zones according to the following:
1 Passenger spaces are to be divided
into at least two zones and the mean
length of each zone is to be less than
40 m.
2 For the occupants of each zone there
should be an alternative safe area to
which it is possible to escape in case
of fire. The alternative safe area is to
be separated from other passenger
zones by smoke-tight divisions of non-
combustible materials or fire-
restricting materials extending from
deck to deck. The alternative safe
area can be another passenger zone
provided the additional number of
passengers may be accommodated in
an emergency.
3 The alternative safe area is to be
located adjacent to the passenger zone
it is intended to serve. There should
be at least two exits from each
passenger zone, located as far away
from each other as possible, leading to
the alternative safe area. Escape
routes should be provided to enable
all passengers and crew to be safely
evacuated from the alternative safe
area.
c Control stations, stowage positions of life-
saving appliances, escape routes and places of
embarkation into survival craft are not to be
located adjacent to any area of major or of
moderate fire hazard.
5/1.19 Fire Fighting
5/1.19.1 General
The requirements in Section 4/9 applicable for
cargo craft of 500 gross tons and above are to be
applied for all passenger craft, regardless of the
gross tonnage. The following requirements also
apply.
5/1.19.2 Fixed Sprinkler System
Public spaces, service spaces, storage rooms
other than those containing flammable liquids,
and similar spaces are to be protected by a fixed
sprinkler system. Manually operated sprinkler
systems are to be divided into sections of
appropriate size, and the valves for each section,
the means to start the sprinkler pump(s) and
alarms are to be operable from two spaces
separated as widely as possible, one of which is
to be a continuously manned control station. In
category B craft, no section of the system is to
serve more than one of the zones required in
5/1.17.1.
Plans of the system are to be displayed at
each operating station.
Suitable alternatives may be accepted in lieu
of a fixed sprinkler system provided the
alternative is acceptable to the Administration.
5/1.19.3 Fireman's Outfits
a Category A Craft The fireman’s outfits in
4/9.9 are not required for Category A Craft.
b Category B Craft In addition to the two
fireman's outfits required by 4/9.9, there are to be
two more fireman’s outfits for every 80m (265
ft), or part thereof, of the aggregate of the lengths
of all passenger spaces and service spaces on the
deck which includes such spaces. If there is
more than one such deck, the deck which has the
largest aggregate of such lengths is to be used for
determining the number of additional fireman’s
outfits to be carried. Each fireman’s outfit is to
consist of the items in 4/9.9. Also, one water fog
applicator is to be provided for each pair of
breathing apparatus. The water fog applicator is
to be stored adjacent to the breathing
apparatuses.
5/1.21 Bilge System
5/1.21.1 General
The bilge system is to comply with 4/6.33
through 4/6.42 except as modified below.
Suitable arrangements are to be provided for the
drainage and discharge of water which may be
discharged by the fixed sprinkler system in
5/1.19.2.
5/1.21.2 Number of Fixed Bilge Pumps
a Monohull Craft Each category B
monohull craft is to be provided with three power
bilge pumps connected to the bilge main. Each
category A craft is to be provided with at least
two power bilge pumps connected to the bilge
PART 5 SECTION 1| 6 Craft Intended to Carry Passengers
main. One of the pumps in either case may be
driven by the propulsion machinery.
b Multihull Craft On multihull craft, each
hull is to be provided with at least two bilge
pumps.
5/1.21.3 Arrangement of Fixed Bilge Pumps
The bilge system is to be arranged such that at
least one power bilge pump will be available for
use in all flooding conditions which the craft is
required to withstand as follows:
a One of the bilge pumps is to be an
emergency pump of a reliable submersible type
connected to an emergency source of power; or
b The bilge pumps and their sources of
power are to be distributed throughout the length
craft so that at least one pump in an undamaged
compartment will be available.
5/1.21.4 Submersible Bilge Pumps
As an alternative to 5/1.21.2 and 5/1.21.3, an
arrangement utilizing submersible pumps may be
utilized. See 4/6.41.
5/1.21.5 Manifolds, Cocks and Valves
Manifolds, cocks and valves in connection with
the bilge pumping system are to be so arranged
that, in the event of flooding, one of the bilge
pumps may be operative in any compartment. In
addition, damage to a pump or its pipe
connection to the bilge main is not to make the
bilge system inoperable. When, in addition to
the main bilge pumping system, an emergency
bilge pumping system is provided, it is to be
independent of the main system and so arranged
that a pump is capable of operating in any
compartment under the specified flooding
conditions. In that case, only the valves
necessary for the operation of the emergency
system need be capable of being operated from
above the bulkhead deck.
All cocks and valves referred to above which
can be operated from above the bulkhead deck
are to have their controls at their place of
operation clearly marked and are to be provided
with means to indicate whether they are open or
closed.
5/1.23 Ro/Ro Craft
Craft which are intended for carrying motor
vehicles in addition to passengers are to comply
with the following requirements.
5/1.23.1 Definition of Spaces test in conditions simulating a flowing petrol fire
Vehicles may be carried in open vehicle spaces in a special category space to be not less
or in special category spaces, which are defined effective in controlling fires likely to occur in
as follows: such a space.
a Open Vehicle Spaces Open vehicle
5/1.23.5 Fire Extinguishing Equipment
spaces are spaces intended for the carriage of
Each special category space is to be provided
motor vehicles with fuel in their tanks for their
with the following fire extinguishing equipment.
own propulsion, to which passengers have
a at least three water fog applicators.
access, that are either open at both ends or open
b one portable foam applicator unit
at one end and provided with adequate natural
consisting of an air-foam nozzle of an inductor
ventilation effective over their entire length
type capable of being connected to the fire main
through permanent openings in the side plating
by a fire hose, together with a portable tank
or deckhead or from above.
containing 20 liters (5 U.S. gallons) of foam-
b Special Category Spaces Special
making liquid and one spare tank. The nozzle is
category spaces are those enclosed spaces
to be capable of producing effective foam
intended for the carriage of motor vehicles with
suitable for extinguishing an oil fire at the rate of
fuel in their tanks for their own propulsion, into
at least 1.5 m3/min. (53 ft3/min.). Each craft
and from which such vehicles can be driven, and
having special category spaces is be provided
to which passengers have access, including
with at least two portable foam applicator units
spaces intended for the carriage of cargo
as a minimum.
vehicles.
c portable fire extinguishers located so that
no point in the space is more than 15 m (50 ft)
5/1.23.2 Electrical Equipment and Ventilation
from an extinguisher, provided that at least one
Electrical equipment and ventilation for special
portable extinguisher is located at each access to
category spaces are to be in accordance with
the space.
4/5E1.
5/1.23.6 Scuppers, Bilge Pumping and
5/1.23.3 Fire Detection and Fire Alarm
Drainage
Systems
In order to prevent a serious loss of stability
Open vehicle spaces and special category spaces
which could result due to large quantities of
are to be provided with fire detection and fire
water accumulating on the vehicle deck(s) from
alarms system complying with 4/9.23.
operation of the fixed water spraying system in
5/1.23.4 Fire Extinguishing System 5/1.23.5, scuppers are to be fitted to directly
Each special category space is to be fitted with discharge the water overboard. Alternatively,
an approved manually-operated fixed pressure pumping and drainage arrangements may be
water spraying system. Other types of fire provided additional to the requirements in
extinguishing systems may be considered 5/1.21.
provided that they have been shown by full-scale

PART 5 SECTION 1| 7 Craft Intended to Carry Passengers

PART 5 APPENDIX A

Guidelines for Accommodation Design of

Passenger Craft
Note:
This Appendix is prepared to give guidelines to users of the Guide to design, build and operate craft intended to
carry passengers on International voyages. It should be noted that any interpretations to the International Code
of Safety for High-Speed Craft in this respect issued by the flag Administration govern the guidelines in this
Appendix.

5/A.1 General k3 = 1 (1, 0.305)

For passenger craft, superimposed vertical
accelerations above 1.0g at the longitudinal center of
gravity should be avoided unless special precautions
are taken with respect to passenger safety.
5/A.2 Design Acceleration Levels
Passenger craft are to be designed for the collision
load with respect to the safety in, and escape from,
the public spaces, crew accommodation and escape
routes, including in way of life-saving appliances, and
emergency source of power. The size and type of
craft together with speed, displacement and building
material are to be taken into consideration when the
collision load is determined. The collision design
condition is to be based on a head on collision at
operational speed with a vertical rock with maximum
2 m height above the waterline. Unless any specific
data of collision energy are available in the process of
design, the following may be used for assessment of
collision deceleration. Where the deceleration of the
craft is determined by carrying out a collision load
analysis of the craft in accordance with these
assumptions, that value may be used as gcoll.
1 Monohulls
12
. kP
gcoll =
∆ f
where
gcoll = collision deceleration in g’s
k = 0.102 (1.0, 1.0)
k1 3 EC H ( MC L ) kN (tf, Ltf),
2
P =
k 2 MC L C H (k 3 d c + 2)
but not less than
kN (tf, Ltf)
k1 = 460 (100, 66.9)
k2 = 9000 (918, 903)
M = 0.95 for mild steel
= 1.3 for higher tensile steel
= 1.0 for aluminum alloy
= 0.8 for fiber reinforced plastic
(165 + k 3 Lc ) +  k 3 Lc  0.4
CL =  
245  80 
k 3 d c + 2 + f (k 3 Dc 2)
CH =
2 k 3 Dc
Lc = overall length of the underwater watertight
envelope of the rigid hull, excluding
appendages, at or below the design waterline
in the displacement mode with no lift or
propulsion machinery active.
Dc = depth of the craft measured at the middle of
L from the underside of the keel to the top of
the effective hull girder in meters (feet)
dc = bouyancy tank clearance to skirt tip (m, (ft),
(negative)) for air-cushion vehicles; lifted
clearance from keel to water surface (m, (ft)
(negative)) for hydrofoils; and draft of the
craft measured at the middle of L from the
underside of the keel to the design load
waterline in m (ft) for all other craft.
= 0 when (dc + 2) < Dc SI or MKS units,
[(dc + 6.6) < Dc U.S. units]
= 1 when (dc + 2) ≥ Dc SI or MKS units,
[(dc + 6.6) ≥ Dc U.S. units]
E = kinetic energy of the craft, 0.132∆V2 kN-m
(0.0135∆V2 tf-m, 0.0442∆V2 Ltf-ft.)
∆
= average craft displacement taken as the mean
of the lightweight and the maximum
operational displacement in tonnes (long
tons)
V = operational speed of the craft in knots.
g = 9.81 (1.0, 32.2)

PART 5 Appendix A|1 Guidelines for Accommodation Design of Passenger Craft

 2 Catamarans and SES Craft Catamarans and
SES craft may use the same equation as given in a for
gcoll with the following exceptions:
f = 0 for T+2<Dc-HT SI or MKS units,
(T+6.6<Dc-HT U.S. units)
= 1 for Dc>(T+2)≥Dc-HT SI or MKS units,
(Dc>(T+6.6)≥Dc-HT U.S. units)
= 2 for T+2≥Dc SI or MKS units,
(T+6.6≥Dc U.S. units)
T = lifted clearance from the keel to the water
surface in m (ft.), taken as negative
HT = minimum height from tunnel or wet deck
bottom to the top of the effective hull girder
in meters (feet)
3 Air Cushion Vehicles
Air cushion vehicles may use the same equation as
given in a for gcoll with the following exceptions:
f = 1 for HT > 2 SI or MKS units,
(HT > 6.6 US units)
= 2 for HT ≤ 2 SI or MKS units,
(HT ≤ 6.6 US units)
HT is as defined in 5/A.2.2
4 Hydrofoils Hydrofoils may use the same
equation as given in a for gcoll, however gcoll is not to
kF
be taken less than where
∆
F = failure load of bow foil assembly applied at
the operational waterline in kN (tf, Ltf)
k and ∆ are as defined in 5/A.2.1
5/A. 3 Accommodation Design
1 Location of Public Spaces Public spaces are
0.0132V
2
not to be located within a distance of
g coll
 0.0434V 2 
meters  ft of the extreme forward end
 g coll 
of the top of the effective hull girder of the craft,
where the terms V and gcoll are as defined in 5/A.2.
For the purpose of this requirement, gcoll is not to be
taken as greater than 12, and need not be taken as less
than 3.
2 Accommodation Requirements
Accommodations are to be as required by Table
5/A.1, and are to be designed to a recognized
standard.
3 Foundations Calculations are to be submitted
indicating that foundations for large masses such as
main engines, auxiliary engines, lift fans,
transmissions and electrical equipment can withstand
the collision design acceleration, gcoll, as given in
5/A.2 without fracturing.

Table 5/A. 1 Accommodation Requirements

gcoll
<3 3 ≤ gcoll ≤ 12 > 12
Seat Seatback Low or high High seatback with protective High seatback with protective
Requirements seatback deformation and padding deformation and padding
Seating No restrictions Forward or backward Forward or backward
Direction
Sofas Sofas allowed Not allowed as seats Not allowed
Seat Belts Not required Lap belt required in seats Three point belt or belt with
with no protective structure shoulder harness in forward
forward facing seats
Tables No restrictions Protective features and Not allowed
dynamic testing required
Projecting Padding required Padding required Padding required and is to be
objects specially approved.
Kiosks, No restrictions Only on aft side of bulkheads Specially approved
bars, etc. or specially approved
Baggage No restrictions Protection required forward Protection required forward
and is to be specially
approved
Large To be restrained To be restrained and To be restrained and
masses and positioned positioned positioned and to be specially
approved

PART 5 Appendix A|2 Guidelines for Accommodation Design of Passenger Craft