RULES FOR CLASSIFICATION OF

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SHIPS IN OPERATION

PART 7 CHAPTER 1

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JANUARY 2001

CONTENTS
Sec. 1 Sec. 2 Sec. 3

PAGE

Application of the Rules............................................................................................................. 5 Scope of Rules for Ships in Operation ...................................................................................... 6 Retroactive Rule Requirements ................................................................................................. 7

DET NORSKE VERITAS

Veritasveien 1, N-1322 Hvik, Norway Tel.: +47 67 57 99 00 Fax: +47 67 57 99 11

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The present edition of the rules includes additions and amendments decided by the board as of December 2000, and supersedes the January 2000 edition of the same chapter. The rule changes come into force on 1 July 2001. This chapter is valid until superseded by a revised chapter. Supplements will not be issued except for an updated list of minor amendments and corrections presented in Pt.0 Ch.1 Sec.3. Pt.0 Ch.1 is normally revised in January and July each year. Revised chapters will be forwarded to all subscribers to the rules. Buyers of reprints are advised to check the updated list of rule chapters printed in Pt.0 Ch.1 Sec.1 to ensure that the chapter is current. force on 1 July 2002. A complete list of the current amendments and corrections is found in Pt.0 Ch.1 Sec.3.

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6HF 5HWURDFWLYH 5XOH 5HTXLUHPHQWV Item E101 has been amended to include the foremost hold in accordance with IACS UR S18. A new sub-section I200 has been added covering carriage requirements for AIS and VDR for ship constructed before 1 July 2002.

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This chapter has been amended since its latest issue in print, see General above. The latest amendments are described under Main changes below. They are incorporated in the present version and enter into

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In addition to the above stated rule amendments, some detected errors have been corrected, and some clarifications have been made in the existing rule wording.

Comments to the rules may be sent by e-mail to UXOHV#GQYFRP For subscription orders or information about subscription terms, please use GLVWULEXWLRQ#GQYFRP Comprehensive information about DNV and the Societys services is found at the Web site http://www.dnv.com Det Norske Veritas Computer Typesetting (FM+SGML) by Det Norske Veritas Printed in Norway by GCS AS.

If any person suffers loss or damage which is proved to have been caused by any negligent act or omission of Det Norske Veritas, then Det Norske Veritas shall pay compensation to such person for his proved direct loss or damage. However, the compensation shall not exceed an amount equal to ten times the fee charged for the service in question, provided that the maximum compensation shall never exceed USD 2 million. In this provision "Det Norske Veritas" shall mean the Foundation Det Norske Veritas as well as all its subsidiaries, directors, officers, employees, agents and any other acting on behalf of Det Norske Veritas.

Rules for Ships, January 2001 Pt.7 Ch.1 Contents Page 3

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A 100 B 100 B 200 Definitions.........................................................................5 Rules for ships in operation ..............................................5 Rules for newbuildings and ships in operation .................5

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Application and definition ................................................8 Load model .......................................................................9 Strength criteria...............................................................12 Local details ....................................................................14 Corrosion addition and steel renewal..............................14

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A A A A A 100 200 300 400 500 Periodical survey regulations ............................................6 Main class requirements....................................................6 Additional class requirements...........................................6 Limitations ........................................................................6 Appendices........................................................................6 Management of safety and environmental protection (SEP)........................................6 Management of safety and environmental protection (ISM)........................................6

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Application and definition ..............................................15 Load model .....................................................................15 Shear capacity .................................................................16 Limit to cargo hold loading, considering flooding .........17 Application......................................................................18 Loading Computer System .............................................18 Loading sequences ..........................................................18

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Navigation bridge visibility ............................................18 Carriage requirements for shipborne navigational systems and equipment.................................................................18

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A 100 B 100 General .............................................................................7 General ..............................................................................7

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Application......................................................................19

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C 100 D 100 D 200 General ..............................................................................8 Safe access to tanker bows................................................8 Emergency towing arrangements for tankers....................8

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Application and definition ..............................................19 Detection of water ingress ..............................................19 Means of water ingress detection....................................19 Installation, testing and survey .......................................20

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General............................................................................20 Application......................................................................20 Existing ships ..................................................................20

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Rules for Ships, January 2001 Pt.7 Ch.1 Contents Page 4

DET NORSKE VERITAS

Rules for Ships, January 2001 Pt.7 Ch.1 Sec.1 Page 5

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$  'HILQLWLRQV  For definition of terms used by the Rules see Pt.1 Ch.1 Sec.1 A. Ships for which the initial newbuilding survey has been carried out by DNV or another recognised classification society: Chapters in force at the date of the signing of the newbuilding class request for the ship in question, see also Pt.1 Ch.1 Sec.1 B303. Other ships: Chapters in force at the date of entry into class of the ship in question, see also Pt.1 Ch.1 Sec.1 B305. Irrespective of these general regulations, requirements adopted from the International Maritime Conventions need not exceed those in force at the time of building of the ship, including later retroactive amendments. Text which is adopted from International Maritime Standards and which is presented in quoted form, is printed in LWDOLFV. For conversions and alterations, see Pt.1 Ch.1 Sec.3 B600.  When applying the relevant chapters mentioned in 203 to ships in operation, some reduction in the requirements may be accepted for normal wear, tear and corrosion.  For hull items, such reductions or corrosion allowances may be established at the time of the renewal survey, according to Classification Note No. 72.1.

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%  5XOHV IRU VKLSV LQ RSHUDWLRQ  Pt.7 covers periodical survey regulations, retroactive rule requirements and mandatory and optional operational requirements. %  5XOHV IRU QHZEXLOGLQJV DQG VKLSV LQ RSHUDWLRQ  Pt.1 of the rules covers general regulations applicable to all ships.  The current chapters of Pt.2 to Pt.6 cover newbuilding requirements. In special cases, amendments to the current newbuilding requirements may be made mandatory to ships in operation. If so, this will be specially stated.  Previous and current chapters of Pt.2 to Pt.6 are applicable to ships in operation as follows:

DET NORSKE VERITAS

Rules for Ships, January 2001 Pt.7 Ch.1 Sec.2 Page 6

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$  3HULRGLFDO VXUYH\ UHJXODWLRQV  Ch.2 comprises periodical survey regulations for maintenance of class and the class certificate. This implies that requirements for maintenance of the IMO convention certificates are included (see Pt.1 Ch.1 Sec.2 A102), and are to be verified at periodical surveys.
*XLGDQFH QRWH The following convention certificates are relevant: ILL, International Load Line Certificate CCC, Cargo Ship Safety Construction Certificate CSC, Cargo Ship Safety Certificate CEC, Cargo Ship Safety Equipment Certificate CRC, Cargo Ship Safety Radio Certificate PSC, Passenger Ship Safety Certificate IOPP, International Oil Pollution Prevention Certificate COF, International Certificate of Fitness, Gas and Chemical Carriers NLS, International Pollution Prevention Certificate for the carriage of Noxious Liquid Substances in Bulk COC, Document of Compliance for ships carrying dangerous goods Note that the following certificates are normally not subject to verification at periodical surveys: DOC, Document of Compliance for companies SMC, Safety Management Certificate for ships. The procedure for certification of DOC and SMC is described in Ch.6 Sec.1 C.
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ditional classes. The requirements are to be observed by the owner and master as conditions for the retention of additional classes as applicable to different types of ships. Related verification requirements are included in Ch.2. $  /LPLWDWLRQV  The requirements of 200 and 300 are limited to items covered by the rules, which may be verified at periodical surveys. They do not imply coverage of the complete field of requirements, regulations, codes, practices, etc. which have to be complied with for all operational purposes. $  $SSHQGLFHV  Additional operational requirements pertaining to International Maritime Standards, not to be verified at periodical surveys, are included in Appendices to Ch.3 and Ch.4, as appropriate.

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%  0DQDJHPHQW RI VDIHW\ DQG HQYLURQPHQWDO SURWHF WLRQ 6(3  Ch.5 comprises an optional system for certification of company and shipboard management based on the principles for quality management laid down by the ISO 9000 series and the ISM Code as referred to in 200.  Ships operated under the certification scheme of 101 may be assigned the additional class notation 6%0. %  0DQDJHPHQW RI VDIHW\ DQG HQYLURQPHQWDO SURWHF WLRQ ,60  Ch.6 comprises the requirements of the ISM Code (IMO Resolution A.741(18), International Management Code for the Safe Operation of Ships and for Pollution Prevention). They form the basis for the Societys verification of compliance with the Code and for issuing compliance documentation and Safety Management Certificate on behalf of a maritime Administration.

$  0DLQ FODVV UHTXLUHPHQWV  Ch.3 comprises operational requirements related to main class. The requirements are to be observed as conditions for the retention of class and are applicable to all ships classed with the Society. Related verification requirements are included in Ch.2. $  $GGLWLRQDO FODVV UHTXLUHPHQWV  Ch.4 comprises operational requirements related to ad-

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Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 7

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$  *HQHUDO  Ferries constructed before 30 June 1996, provided with bow doors and intended for regular transport of passengers and vehicles are to comply with relevant parts of the requirements given in Pt.5 Ch.2 Sec.3 as specified below: a) A300 Documentation, item 302: An approved Operating and Maintenance Manual containing the information specified is to be available on board. b) C200 Arrangement: Items given under C200 apply in general with the following modification to item 202: Where a vehicle ramp is arranged as inner door, the part of the ramp which is situated less than 2,3 m above the freeboard deck is to be within the location range of the collision bulkhead (Pt.5 Ch.2 Sec.2 B300). The part of the ramp which is situated more than 2,3 m above the freeboard deck is not to extend more than 1,0 m forward of the location range of the collision bulkhead. If this is not possible, also with due attention to requirements given in 204, a separate inner door is to be installed, as close as practicable within the location range of the collision bulkhead. c) C300 Materials: All requirements to be complied with. d) C400 Design loads: The Society may decide that bow impact design loads are established on the basis of direct calculations, in particular for very large doors. For ships with service area restriction 5 5 or 5( the bow impact pressure will be specially considered by the Society according to current rules in Pt.3 Ch.1 Sec.4 B, alternatively based on sea state data given for the applicable trading area. e) C500 Strength criteria: All requirements to be complied with. f) C600 Structural arrangement: All requirements to be complied with. g) C900 Girders: Primary strength members are in general to have strength properties compatible to those required in C900. h) C1000 Closing arrangement, general: Requirements given in C1000 apply in general except item 1006. i) C1100 closing arrangement, strength: Requirements given in C1100 apply in general. For outer doors effective supports including surrounding hull structural members are, as a minimum, to be designed to withstand the vertical design force. Separate requirements given for securing devices for doors of the visor type including requirements to redundant provisions as given in 1104 are to be complied with unless it is documented that equivalent measures are provided in order to ensure that the door has positive means for being kept closed during operation. j) C1200 Closing arrangement, system for operation and indication / monitoring: Requirements given in C1200 apply in general except for isolation of hydraulic system from other circuits and blocking of system and mounting of hydraulic cylinders as stipulated in 1203. Measures for ships operating solely in sheltered or protected waters may be specially considered by the Society on a case by case basis. Possible additional requirements from National Authorities are not considered.

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%  *HQHUDO  Ferries provided with side shell doors and/or stern doors and intended for regular transport of passengers are, not later than completion of the first annual survey commenced after 1 July 1997, to comply with requirements given in 102 to 104.  Strength of the closing arrangement of inward opening doors and, where applicable, of the surrounding hull structure is to be re-assessed in accordance with applicable requirements of Pt.3 Ch.1 or Pt.3 Ch.2 and modified accordingly.  The closing arrangement for side shell doors and stern doors which if non-functioning may lead to the flooding of special category spaces or ro-ro spaces, as defined in Pt.4 Ch.10 Sec.1 C, are to comply with the following requirements: a) Indication of the open/closed position of doors and indication that cleats, support and locking devices as applicable, are properly positioned, are to be provided at the operating panel for remote control. The indication panel is to be provided with a lamp test function. b) Separate indicator lights and audible alarms are to be provided on the navigation bridge to show and monitor that doors are properly closed and that cleats, support and locking devices as applicable are properly positioned. c) The indication panel on the navigation bridge is to be equipped with a mode selection function "harbour / sea voyage" so arranged that audible alarm is given if the ship departs the quay side (or terminal) with any of the doors not closed or any of the cleats, support and locking devices not properly positioned. d) The indicator and alarm system on the navigation bridge is to be designed on the fail to safe principle. The panel is to be provided with a function test facility and separate alarm for power failure to the indicator lights and audible alarm system. e) The power supply for indicator and alarm systems is to be independent of the power supply for the operating and closing arrangements. It shall not be possible to turn off indicator lights and alarms. f) A water leakage detection system with audible alarm and television surveillance is to be arranged to provide an indication to the navigation bridge and the engine control room of leakage through the doors.

 Documented operating procedures for closing arrangement for side shell doors and stern doors are to be kept on board and posted at appropriate places. An approved operating and maintenance manual containing the information specified in Pt.3 Ch.1 or Pt.3 Ch.2 is to be available on board.

DET NORSKE VERITAS

Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 8

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(SOLAS Reg. II-1/20-2.2)  Passenger ships constructed before 1 July 1997 are to comply with Pt.3 Ch.1 Sec.8 A500 or Pt.3 Ch.2 Sec.7 A400 (SOLAS Reg. II-1/19.4) as appropriate.  Passenger ships constructed before 1 July 1997 are to comply with Pt.5 Ch.2 Sec.2 B301 3) and 4) (SOLAS Reg. II1/10.3 and 10.4).

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(  $SSOLFDWLRQ DQG GHILQLWLRQ  These requirements apply to all bulk carriers of 150 m in length and above, in the foremost hold, subject to mandatory class notation %XON &DUULHU (63, intending to carry solid bulk cargoes having a density of 1.78 t/m3 or above, with single deck, topside tanks and hopper tanks and fitted with vertically corrugated transverse bulkheads between cargo holds no. 1 and 2. Where: i) the foremost hold is bounded by the side shell only for ships which were contracted for construction prior to 1 July 1998, and have not been constructed in compliance with IACS Unified Requirement S18. ii) the foremost hold is double side skin construction of less than 760 mm breadth measured perpendicular to the side shell in ships, the keel of which was laid, or which was at a similar stage of construction, before 1 July 1999 and has not been constructed in compliance with IACS Unified Requirement S18. (Rev.2, Sept. 2000). These requirements apply to vertically corrugated transverse watertight bulkheads between cargo hold no. 1 and 2. The net thickness tnet is the thickness obtained by applying the strength criteria as given in 301 to 308. The required thickness is obtained by adding the corrosion addition ts, given in 500, to the net thickness tnet. In this requirement, homogeneous loading condition means a loading condition in which the ratio between the highest and the lowest filling ratio, evaluated for each cargo hold, does not

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DET NORSKE VERITAS

Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 9

exceed 1.2 (corrected for different cargo densities). The requirements shall, at the latest, be complied with as follows: i) for ships that were 20 years of age or more on 1 July 1998, by the due date of the first intermediate, or the due date of the first complete periodical survey to be held after 1 July 1998, whichever comes first; ii) for ships that were 15 years of age or more but less than 20 years of age on 1 July 1998, by the due date of the first complete periodical survey to be held after 1 July 1998, but not later than 1 July 2002; iii) for ships that were 10 years of age or more but less than 15 years of age on 1 July 1998, by the due date of the next complete periodical survey after the date on which the ship reaches 15 years of age but not later than the date on which the ship reaches 17 years of age; and iv) for ships that were less than 10 years of age on 1 July 1998, by the date on which the ship reaches 15 years of age. Thickness measurements are to be taken according to Ch.2 Sec.3 F500 prior to the relevant compliance deadline. (  /RDG PRGHO  *HQHUDO The loads to be considered as acting on the bulkhead are those given by the combination of the cargo loads with those induced

by the flooding of cargo hold no. 1. The most severe combinations of cargo induced loads and flooding loads are to be used for the check of the scantlings of the bulkhead, depending on the loading conditions included in the loading manual: homogeneous loading conditions non-homogeneous loading conditions. Non-homogeneous part loading conditions associated with multiport loading and unloading operations for homogeneous loading conditions need not be considered according to these requirements.  %XONKHDG FRUUXJDWLRQ IORRGLQJ KHDG The flooding head hf (see Fig. 1) is the distance in m, measured vertically with the ship in the upright position, from the calculation point to a level located at a distance df, in m, from the baseline equal to: a) in general: D for the foremost transverse corrugated bulkhead. b) for ships less than 50 000 tonnes deadweight with B freeboard: 0,95 D for the foremost transverse corrugated bulkhead. c) for ships to be operated at an assigned load line draught Tr less than the permissible load line draught T, the flooding head defined in a) and b) above may be reduced by T Tr.

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 3UHVVXUH LQ QRQIORRGHG EXON FDUJR ORDGHG KROG At each point of the bulkhead, the pressure pc, in kN/m2, is given by: pc = c g h1 K where: c g h1 = bulk cargo density, in t/m3 = 9,81 m/s2, gravity acceleration = vertical distance, in m, from the calculation point to horizontal plane corresponding to the volume of the cargo (see Fig. 1), located at a distance d1, in m, from the baseline = sin2 tan2 (45-0,5 ) + cos2 = angle between panel in question and the horizontal

plane, in degrees = angle of repose of the cargo, in degrees, that may generally be taken as 35 for iron ore. V LS Mc b HT - + --------- + ( h HT h DB ) --------- + h DB d 1 = ------------c Oc B Oc B B

where: Mc = c = Oc = V LS = mass of cargo, in tonnes, in cargo hold no. 1 bulk cargo density, in t/m3 length of cargo hold no. 1, in m volume, in m3, of the bottom stool above the inner bottom

DET NORSKE VERITAS

Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 10

h HT = height of the hopper tanks amidship, in m, from the base line h DB = height of the double bottom, in m b HT = breadth of the hopper tanks amidship, in m B = ships breadth amidship. The force Fc, in kN, acting on a corrugation is given by: ( d 1 h DB h LS ) -K F c = c gs 1 ------------------------------------------2
2

where: c, g, d1, K = as given above s1 h LS h DB = spacing of corrugations, in m (see Fig. 2) = mean height of the lower stool, in m, from the inner bottom = height of the double bottom, in m.

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 3UHVVXUH LQ IORRGHG EXON FDUJR KROGV Two cases are to be considered, depending on the values of d1 and df. a) df d1 At each point of the bulkhead located at a distance between d1 and df from the baseline, the pressure pc,f, in kN/m2, is given by: pc,f = g hf where:

g hf

= sea water density, in t/m3 = as given in 203 = flooding head as defined in 202.

At each point of the bulkhead located at a distance lower than d1 from the baseline, the pressure p c,f, in kN/m2, is given by: pc,f = g hf + [ c (1 perm) ] g h1 K where: , hf = as given above

DET NORSKE VERITAS

Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 11

c, g, h1, K = as given in 203 perm = permeability of cargo, to be taken as 0,3 for ore (corresponding bulk cargo density for iron ore may generally be taken as 3,0 t/m3). The force Fc,f, in kN, acting on a corrugation is given by: F c, f ( df d1 ) = s 1 g ----------------------- + 2
2

g ( d f d 1 ) + ( p c, f ) O e ---------------------------------------------------- ( d 1 h DB h LS ) 2 where: s1, g, d1 hDB, hLS df (Pc,f)Oe = = = = = as given above as given in 203 as given in 203 as given in 202 pressure, in kN/m2, at the lower end of the corrugation.

s1, g, hDB, hLS = as given in 203 = as given in 204 a) = as given in 202. df  5HVXOWDQW SUHVVXUH DQG IRUFH  +RPRJHQHRXV ORDGLQJ FRQGLWLRQV At each point of the bulkhead structures, the resultant pressure p, in kN/m2, to be considered for the scantlings of the bulkhead is given by: p = pc,f 0,8 pc The resultant force F, in kN, acting on a corrugation is given by: F = Fc,f 0,8 Fc  5HVXOWDQW SUHVVXUH DQG IRUFH  1RQKRPRJHQHRXV ORDG LQJ FRQGLWLRQV At each point of the bulkhead structures, the resultant pressure p, in kN/m2, to be considered for the scantlings of the bulkhead is given by: p = pc,f The resultant force F, in kN, acting on a corrugation is given by: F = Fc,f In case cargo hold no. 1, in non-homogeneous loading conditions, is not allowed to be loaded, the resultant pressure p, in kN/m2, to be considered for the scantlings of the bulkhead is given by: p = pf and the resultant force F, in kN, acting on a corrugation is given by: F = Ff  %HQGLQJ PRPHQW LQ WKH EXONKHDG FRUUXJDWLRQ The design bending moment M, in kNm, for the bulkhead corrugation is given by: FO M = ---8 where: F O = resultant force, in kN, as given in 206 or 207 as relevant = span of the corrugation, in m, to be taken according to Fig. 2 and Fig. 3.

b) df < d1 At each point of the bulkhead located at a distance between df and d1 from the baseline, the pressure pc,f, in kN/m2, is given by: pc,f = c g h1 K where: c, g, h1, K = as given in 203. At each point of the bulkhead located at a distance lower than df from the baseline, the pressure p c,f, in kN/m2, is given by: pc,f = g hf + [ c h 1 (1 perm) hf ] g K where: , hf, perm = as given in a) above = as given in 203. c, g, h1, K The force Fc,f, in kN, acting on a corrugation is given by: F c, f ( d1 df ) = s 1 c g ----------------------- K + 2
2

c g ( d 1 d f ) K + ( p c, f ) O e ----------------------------------------------------------- ( d f h DB h LS ) 2 where: s1, c, g, d1 = as given in 203 hDB, hLS, K = as given in 203 df = as given in 202 (Pc,f)O e = pressure, in kN/m2, at the lower end of the corrugation.  (PSW\ FDUJR KROGV DQG SUHVVXUH GXH WR IORRGLQJ ZDWHU DORQH At each point of the bulkhead, the hydrostatic pressure pf induced by the flooding head hf is to be considered. The force Ff, in kN, acting on a corrugation is given by: ( d f h DB h LS ) F 1 = s 1 g -----------------------------------------2 where:
2

 6KHDU IRUFH LQ WKH EXONKHDG FRUUXJDWLRQ The shear force Q, in kN, at the lower end of the bulkhead corrugations is given by: Q = 0,8 F

where: F = as given in 208.

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Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 12

)LJ  'HILQLWLRQ RI O

(  6WUHQJWK FULWHULD  *HQHUDO The following criteria are applicable to transverse bulkheads with vertical corrugations (see Fig. 2 and Fig. 3). Where the corrugation angle shown in Fig. 2 is less than 50, an horizontal row of staggered shedder plates to be fitted at approximately mid depth of the corrugations (see Fig. 2) to help preserve dimensional stability of the bulkhead under flooding loads. The shedder plates are to be welded to the corrugations by double continuous welding, but they are not to be welded to the side shell. Requirements for local net plate thickness are given in 308. In addition, the criteria as given in 302 and 305 are to be complied with. The thickness of the lower part of corrugations considered in the application of 302 and 303 is to be maintained for a distance from the inner bottom, or the top of the lower stool not less than 0,15 O. The thickness of the middle part of corrugations as considered in the application of 302 and 304 is to be maintained to a distance from the deck, or the bottom of the upper stool not greater than 0,3 O.  %HQGLQJ FDSDFLW\ DQG VKHDU VWUHVV The bending capacity is to comply with the following relationship: 3 M 10 --------------------------------------------------------- 1, 0 0, 5 Z O e a , O e + Z m a , m where: M = bending moment, in kNm, as given in 208 ZOe = section modulus, in cm3, at the lower end of corrugations, to be calculated according to 303 Zm = section modulus, in cm3, at the midspan of corrugations, to be calculated according to 304 a,Oe = allowable stress, in N/mm2, as given in 305, for the lower end of corrugations a,m = allowable stress, in N/mm2, as given in 305, for the

mid-span of corrugations. In no case is Zm to be taken greater than the lesser of 1,15 ZOe and 1,15 Z 'Oe for calculation of the bending capacity, Z 'Oe as being defined below. In case shedder plates are fitted which: are not knuckled are welded to the corrugations and the top of the lower stool by one side penetration welds or equivalent are fitted with a minimum slope of 45 and their lower edge is in line with the stool side plating, or gusset plates are fitted which: have a height not less than half of the flange width are fitted in line with the stool side plating have thickness and material properties at least equal to those provided for the flanges, the section modulus ZOe, in cm3, is to be taken not larger than the value Z 'Oe, in cm3, given by: Qh g 0, 5 h g s 1 p g Z O e = Z g + 10 -------------------------------------------a
3 2

where: Zg = section modulus, in cm3, of the corrugations calculated, according to 304, in way of the upper end of shedder or gusset plates, as applicable Q = shear force, in kN, as given in 209 hg = height, in m, of shedders or gusset plates, as applicable (see Fig. 4, Fig. 5, Fig. 6 and Fig. 7) s1 = as given in 203 pg = resultant pressure, in kN/m2, as defined in 206 or 207 as relevant calculated in way of the middle of the shedders or gusset plates, as applicable a = allowable stress, in N/mm2, as given in 305. Stresses, , are obtained by dividing the shear force, Q, by the shear area. The shear area is to be reduced in order to account

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Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 13

for possible non-perpendicularity between the corrugation webs and flanges. In general, the reduced shear area may be obtained by multiplying the web sectional area by (sin ), being the angle between the web and the flange. When calculating the section modulus and the shear area, the net plate thickness is to be used. The section modulus of corrugations are to be calculated on the bases of the following requirements given in 303 and 304.  6HFWLRQ PRGXOXV DW WKH ORZHU HQG RI FRUUXJDWLRQV The section modulus is to be calculated with the compression flange having an effective flange width,bef, not larger than as given in 306. If the corrugation webs are not supported by local brackets below the stool top (or below the inner bottom) in the lower part, the section modulus of the corrugations is to be calculated considering the corrugation webs 30% effective. a) Provided that effective shedder plates, as defined in 302, are fitted (see Fig. 4 and Fig. 5), when calculating the section modulus of corrugations at the lower end (cross- section (1) in Fig. 4 and Fig. 5), the area of flange plates, in cm2, may be increased by: 2, 5 a t f t sh Fsh ---------- Ff O

webs considered effective and the compression flange having an effective flange width, b ef, not larger than as given in 306.  $OORZDEOH VWUHVV FKHFN The normal and shear stresses and , are not to exceed the allowable values a and a, in N/mm2, given by: a a = F = 0,5 F

F being the minimum upper yield stress, in N/mm2, of the material.

(not to be taken greater than 2,5 a tf) where: a = width, in m, of the corrugation flange (see Fig. 2) t sh = net shedder plate thickness, in mm tf = net flange thickness, in mm. Fsh = minimum upper yield stress, in n/mm2 of the material used for the shedder plates FfO = minimum upper yield stress, in n/mm2 of the material used for the corrugation flanges. b) Provided that effective gusset plates, as defined in 302, are fitted (see Fig. 6 and Fig. 7) when calculating the section modulus of corrugations at the lower end (cross-section (1) in Fig. 6 and Fig. 7), the area of flange plates, in cm2, may be increased by (7 hg tgu) where: hg = height of gusset plate in m, see Fig. 6 and Fig. 7, not to be taken greater than: 10 -----s 7 gu s gu = width of the gusset plates, in m tf = net flange thickness, in mm, based on the as built condition. t gu = net gusset plate thickness, in mm not to be taken greater than tf c) If the corrugation webs are welded to a sloping stool top plate, which is at an angle not less than 45 with the horizontal plane, the section modulus of the corrugations may be calculated considering the corrugation webs fully effective. In case effective gusset plates are fitted, when calculating the section modulus of corrugations the area of flange plates may be increased as specified in b) above. No credit can be given to shedder plates only. For angles less than 45, the effectiveness of the web may be obtained by linear interpolation between 30% for 0 and 100% for 45.  6HFWLRQ PRGXOXV RI FRUUXJDWLRQV DW FURVVVHFWLRQV RWKHU WKDQ WKH ORZHU HQG The section modulus is to be calculated with the corrugation
)LJ  6\PPHWULF VKHGGHU SODWHV

)LJ  $V\PPHWULF VKHGGHU SODWHV

 (IIHFWLYH ZLGWK RI FRPSUHVVLRQ IODQJH RI FRUUXJDWLRQV The effective width bef, in m, of the corrugation flange is given by: b ef = Ce a where: 2, 25 1, 25 - ----------- for >1,25 Ce = ----------2

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Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 14

The bulkhead local net plate thickness t, in mm, is given by: Ce = 1,0 for 1,25 a = 10 -tf
3

F ----E

t = 14, 9 s w where:

1, 0 p ----------F

sW = plate width, in m, to be taken equal to the width of the corrugation flange or web, whichever is the greater (see Fig. 2) p = resultant pressure, in kN/m2, as defined in 206 or 207 as relevant, at the bottom of each strake of plating. In all cases, the net thickness of the lowest strake is to be determined using the resultant pressure at the top of the lower stool, or at the inner bottom, if no lower stool is fitted or at the top of shedders, if shedder or gusset/ shedder plates are fitted F = minimum upper yield stress, in N/mm2 of the material. For built-up corrugation bulkheads, when the thickness of the flange and web are different, the net thickness of the narrower plating is to be not less than tn, in mm, given by: t n = 14, 9 s n
1, 0 p ----------F

sn being the width, in mm, of the narrower plating. The net thickness of the wider plating, in mm, is not to be taken less than the maximum of the following values:
)LJ  6\PPHWULF JXVVHWVKHGGHU SODWHV

t w = 14, 9 s w and tw =

1, 0 p ----------F

440 s w 1, 0 p 2 ----------------------------- t np F

where tnp actual net thickness of the narrower plating and not to be greater than:
14, 9 s w 1, 0 p ----------F

)LJ  $V\PPHWULF JXVVHWVKHGGHU SODWHV

tf a F E

= = = =

net flange thickness, in mm width, in m, of the corrugation flange (see Fig. 2) minimum upper yield stress, in N/mm2, of the material modulus of elasticity of the material, in N/mm2, to be assumed equal to 2,06 105 for steel.

(  /RFDO GHWDLOV  The design of local details, for the purpose of transferring the corrugated bulkhead forces and moments to the boundary structures, are to reflect local stress concentration due to abrupt change in stiffness. Areas of concern are in particular connection to double bottom, cross-deck structures and connection of stool construction (upper and lower) to top-wing and hopper tank construction. The thickness and stiffening of effective gusset and shedder plates, as defined in 303, are to comply with Pt.3 Ch.1 Sec.9, based on the pressure load as given in 201 to 207. Unless otherwise stated, weld connections and materials are to be dimensioned and selected in accordance with Pt.3 Ch.1. (  &RUURVLRQ DGGLWLRQ DQG VWHHO UHQHZDO  Steel renewal is required where the gauged thickness is less than tnet + 0,5 mm, tnet being the thickness used for the calculation of bending capacity and shear stresses as given in 302 or the local net plate thickness as given in 308. Alternatively, reinforcing doubling strips may be used providing the net thickness is not dictated by shear strength requirements for web plates (see 305 and 307) or by local pressure requirements for web and flange plates (see 308). Where the gauged thickness is within the range tnet + 0,5 mm and tnet + 1,0 mm, coating (applied in accordance with the coating manufacturers requirements) or annual gauging may

 6KHDU EXFNOLQJ The buckling check is to be performed for the web plates at the corrugation ends. The shear stress, , is not to exceed the critical value c, in N/ mm2, as given in Pt.3 Ch.1 Sec.14, assuming a buckling factor kt = 6,34 and net plate thickness as defined in this subsection.  /RFDO QHW SODWH WKLFNQHVV

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Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 15

be adopted as an alternative to steel renewal.  Where steel renewal or reinforcement is required, a minimum thickness of tnet + 2,5 mm is to be replenished for the renewed or reinforced parts.  When: 0,8 (FfO tfO ) FS tst where: FfO = minimum upper yield stress, in N/mm2, of the material used for the corrugation flanges FS = minimum upper yield stress, in N/mm2, of the material used for the lower stool side plating or floors (if no stool is fitted) tfO = flange thickness, in mm, which is found to be acceptable based on the criteria specified in 501 above or, when steel renewal is required, the replenished thickness according to the criteria specified in 502 above. The above flange thickness dictated by local pressure requirements (see 308) need not be considered for this purpose tst = as built thickness, in mm, of the lower stool side plating or floors (if no stool is fitted). Gussets with shedder plates, extending from the lower end of corrugations up to 0,1 O, or reinforcing doubling strips (on bulkhead corrugations and stool side plating) are to be fitted. If gusset plates are fitted, the material of such gusset plates is to be the same as that of the corrugation flanges. The gusset plates are to be connected to the lower stool shelf plate or inner bottom (if no lower stool is fitted) by deep penetration welds (see Fig. 8).  Where steel renewal is required, the bulkhead connections to the lower stool shelf plate or inner bottom (if no stool is fitted) are to be at least made by deep penetration welds (see Fig. 8).  Where gusset plates are to be fitted or renewed, their connections with the corrugations and the lower stool shelf plate or inner bottom (if no stool is fitted) are to be at least made by deep penetration welds (see Fig. 8).

the first renewal survey to be held after 1 July 1998, whichever comes first; ii) for ships that were 15 years of age or more but less than 20 years of age on 1 July 1998, by the due date of the first renewal survey to be held after 1 July 1998, but not later than 1 July 2002; iii) for ships that were 10 years of age or more but less than 15 years of age on 1 July 1998, by the due date of the next renewal survey after the date on which the ship reaches 15 years of age but not later than the date on which the ship reaches 17 years of age; and iv) for ships that were less than 10 years of age on 1 July 1998, by the date on which the ship reaches 15 years of age. The loading in cargo hold no. 1 is not to exceed the limit to hold loading in flooded condition, calculated as per 401, using the loads given in 201 and 202 and the shear capacity of the double bottom given in 301 to 303. In no case is the loading in each cargo hold to exceed design hold loading in intact condition.

) ([LVWLQJ %XON &DUULHUV  /LPLW WR +ROG /RDG LQJ FRQVLGHULQJ +ROG )ORRGLQJ
)  $SSOLFDWLRQ DQG GHILQLWLRQ  These requirements apply to the double bottom structure of cargo hold no. 1 for all bulk carriers of 150 m in length and above, in the foremost hold, subject to mandatory class notation %XON &DUULHU (63, intending to carry solid bulk cargoes having a density of 1.78 t/m3 or above with single deck, topside tanks and hopper tanks. Where: i) the foremost hold is bounded by the side shell only for ships which were contracted for construction prior to 1 July 1998, and have not been constructed in compliance with IACS Unified Requirement S20. ii) the foremost hold is double side skin construction of less than 760 mm breadth measured perpendicular to side shell in ships, the keel of which were laid, or which were at a similar stage of construction, before 1 July 1999 and have not been constructed in compliance with IACS Unified Requirement S20.(Rev.2, Sept. 2000) The requirements shall, at the latest, be complied with as follows: i) for ships that were 20 years of age or more on 1 July 1998, by the due date of the first intermediate, or the due date of

)LJ  'HHS SHQHWUDWLRQ ZHOGV

)  /RDG PRGHO  *HQHUDO The loads to be considered as acting on the double bottom of cargo hold no.1 are those given by the external sea pressures and the combination of the cargo loads with those induced by the flooding of cargo hold no.1. The most severe combinations of cargo induced loads and flooding loads are to be used, depending on the loading conditions included in the loading manual: homogeneous loading conditions non-homogeneous loading conditions packed cargo conditions (such as steel mill products). For each loading condition, the maximum bulk cargo density

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Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 16

to be carried is to be considered in calculating the allowable

hold loading limit.

)LJ  'HILQLWLRQ RI IORRGLQJ KHDG DQG '

 ,QQHU ERWWRP IORRGLQJ KHDG The flooding head hf (see Fig. 9) is the distance, in m, measured vertically with the ship in the upright position, from the inner bottom to a level located at a distance df, in m, from the baseline equal to: a) in general: D for the foremost cargo hold

special consideration. In calculating the shear strength, the net thickness of floors and girders is to be used. The net thickness tnet, in mm, is given by: tnet = t 2,0 where: t = thickness, in mm, of floors and girders.

b) for ships less than 50,000 tonnes deadweight with Type B freeboard: 0,95D for the foremost cargo hold

D being the distance, in m, from the baseline to the freeboard deck at side amidships (see Fig. 9). )  6KHDU FDSDFLW\  6KHDU FDSDFLW\ RI WKH GRXEOH ERWWRP The shear capacity, C, of the double bottom of cargo hold no.1 is defined as the sum of the shear strength at each end of: all floors adjacent to both hoppers, less one half of the strength of the two floors adjacent to each stool, or transverse bulkhead if no stool is fitted (see Fig. 10) all double bottom girders adjacent to both stools, or transverse bulkheads if not stool is fitted. The strength of girders or floors which run out and are not directly attached to the boundary stool or hopper girder is to be evaluated for the one end only. Note that the floors and girders to be considered are those inside the cargo hold boundaries formed by the hoppers and stools (or transverse bulkheads if no stool is fitted). The hopper side girders and the floors directly below the connection of the bulkhead stools (or transverse bulkheads if no stool is fitted) to the inner bottom are not to be included. When the geometry and/or the structural arrangement of the double bottom are such to make the above assumptions inadequate, the shear capacity C of double bottom will be subject to

 )ORRU VKHDU VWUHQJWK The floor shear strength in way of the floor panel adjacent to hoppers S f1, in kN, and the floor shear strength in way of the openings in the outmost bay (i.e. that bay which is closer to hopper) Sf2, in kN, are given by the following expressions: a 3 S f 1 = 10 A f ----1 a 3 S f 2 = 10 A f, h ----2 where: Af Af,h a = sectional area, in mm2, of the floor panel adjacent to hoppers = net sectional area, in mm2, of the floor panels in way of the openings in the outmost bay (i.e. that bay which is closer to hopper) = the allowable shear stress, in N/mm2, to be taken equal to: F -----3 F = minimum upper yield stress, in N/mm2, of the material 1 = 1,10 2 = 1,20 2 may be reduced to 1,10 when appropriate reinforcements are fitted around openings.

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Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 17

)LJ  $UUDQJHPHQW RI GRXEOH ERWWRP

 *LUGHU VKHDU VWUHQJWK The girder shear strength in way of the girder panel adjacent to stools (or transverse bulkheads, if no stool is fitted) Sgl, in kN, and the girder shear strength in way of the largest opening in the outmost bay (i.e. that bay which is closer to stool, or transverse bulkhead, if no stool is fitted) Sg2, in kN, are given by the following expressions: Sg1 a 3 = 10 A g ----1

where: F c V h1 X = = = = 1,1 in general 1,05 for steel mill products bulk cargo density, in t/m3 (see 201). volume, in m3, occupied by cargo at a level h1 X = -------c g = the lesser of X1 and X2 given by Z + g( E hf ) X 1 = ----------------------------------------- - ( perm 1 ) 1 + ---c X2 = Z + g (E hf perm ) = = = = d f, D = = hf Z = g E sea water density, in t/m3 9,81 m/s2, gravity acceleration ship immersion in m for flooded hold condition df 0,1D as given in 202 flooding head, in m, as defined in 202 the lesser of Z1 and Z2 given by: Ch Z 1 = --------------A DB, h Ce Z 2 = --------------A DB, e Ch = shear capacity of the double bottom, in kN, as defined in 301, considering, for each floor, the lesser of the shear strengths Sf1 and Sf2 (see 302) and, for each girder, the lesser of the shear strengths Sg1 and Sg2 (see

a 3 S g 2 = 10 A g, h ----2 where: Ag = minimum sectional area, in mm2, of the girder panel adjacent to stools (or transverse bulkheads, if no stool is fitted) Ag,h = net sectional area, in mm2, of the girder panel in way of the largest opening in the outmost bay (i.e. that bay which is closer to stool, or transverse bulkhead, if no stool is fitted) a = allowable shear stress, in N/mm2, as given in 302 1 = 1,10 2 = 1,15 2 may be reduced to 1,10 when appropriate reinforcements are fitted around openings. )  /LPLW WR FDUJR KROG ORDGLQJ FRQVLGHULQJ IORRGLQJ  The limit to cargo hold loading, W, in tonnes, is given by:
1 W = c V -F

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Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 18

303) Ce = shear capacity of double bottom, in kN, as defined in 301, considering, for each floor, the shear strength Sf1 (see 302) and, for each girder, the lesser of the shear strengths Sg1 and Sg2 (see 303)
i=n

103 DUH WR EH SURYLGHG ZLWK GHWDLOHG LQIRUPDWLRQ RQ VSHFLILF FDU

JR KROG IORRGLQJ VFHQDULRV 7KLV LQIRUPDWLRQ VKDOO EH DFFRPSD QLHG E\ GHWDLOHG LQVWUXFWLRQV RQ HYDFXDWLRQ SUHSDUHGQHVV XQGHU WKH SURYLVLRQV RI 6HFWLRQ  RI WKH ,QWHUQDWLRQDO 6DIHW\ 0DQDJH PHQW ,60 &RGH DQG EH XVHG DV WKH EDVLV IRU FUHZ WUDLQLQJ DQG GULOOV.

(SOLAS reg. XII/9.3).

A DH, h =

Si BDB, i
i=1

i=n

A DB, c = n

Si ( BDB sO )
i=1

+ ([LVWLQJ %XON &DUULHUV  /RDGLQJ ,QIRUPDWLRQ

+  /RDGLQJ &RPSXWHU 6\VWHP  All vessels with one of the following class notations are to be provided with an approved Loading Computer System: %XON &DUULHU (63 2UH &DUULHU (63 %XON &DUULHU RU 7DQNHU IRU 2LO (63 2UH &DUULHU RU 7DQNHU IRU 2LO (63 This is applicable for vessels of 150 m in length (L) and above, that were contracted for construction before 1 July 1998. The loading computer system is to be installed, in approved order, not later than their entry into service or 1 January 1999, whichever occurs later.  The loading computer system is to be of a multipoint type and be able to easily and quickly ascertain that, at specified read-out points, the still water bending moment, shear forces and still water torsional and lateral loads, where applicable, in any load or ballast condition will not exceed the specified permissible values. +  /RDGLQJ VHTXHQFHV  All single side skin vessels with class notation %XON &DUULHU (63 of 150 m in length (L) and above, that were contracted for construction before 1 July 1998 are to be provided, before 1 July 1999 or their entry into service, whichever occurs later, with an approved loading manual with typical loading and unloading sequences. The loading sequences should describe the loading from commencement of cargo loading to reaching full deadweight capacity, for homogenous conditions, relevant partload conditions and alternate conditions where applicable.

= number of floors between stools (or transverse bulkheads, if no stool is fitted) Si = space of i th-floor, in m BDB, i = BDB sO for floors whose shear strength is given by Sfl (see 302) BDB, i = BDB,h for floors whose shear strength is given by Sf2 (see 302) B DB = breadth of double bottom, in m, between hoppers (see Fig. 11) BDB, h = distance, in m, between the two considered opening (see Fig. 11) sO = spacing, in m, of double bottom longitudinals adjacent to hoppers

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* ([LVWLQJ %XON &DUULHUV  'DPDJH 6WDELOLW\

*  $SSOLFDWLRQ  Vessels subject to rule requirements in subsections E and F shall, when loaded to the summer load line, be able to withstand flooding of the foremost cargo hold in all loading conditions and remain afloat in a satisfactory condition of equilibrium as specified in 102.  The condition of equilibrium after flooding shall satisfy the condition of equilibrium laid down in the annex to resolution A.320(IX) - Regulation equivalent to regulation 27 of the International Convention on Load Lines, 1966, as amended by resolution A.514(13), (see Pt.3 Ch.5 Sec.3 A100). The assumed flooding need take into account flooding of the cargo hold space only. The permeability of the loaded hold shall be assumed as 0,9 and the permeability of an empty cargo hold shall be assumed as 0,95, unless a permeability relevant to a particular cargo is assumed for the volume of a flooded hold occupied by cargo and a permeability of 0,95 is assumed for the remaining empty volume of the hold.  Bulk carriers which have been assigned a reduced freeboard in compliance with the provisions of regulation 27(8) of the annex to resolution A.320(IX), as amended by resolution A.514(13) (see Pt.3 Ch.5 Sec.3 A100), may be considered as complying with requirements as given in 101.  Vessels not satisfying the requirements given in 101 or

, 6DIHW\ RI 1DYLJDWLRQ
,  1DYLJDWLRQ EULGJH YLVLELOLW\  6KLSV FRQVWUXFWHG EHIRUH  -XO\  VKDOO ZKHUH SUDF
GLWLRQDO HTXLSPHQW QHHG QRW EH UHTXLUHG

(Pt.4 Ch.11 Sec.2 A100). +RZHYHU VWUXFWXUDO DOWHUDWLRQV RU DG (SOLAS reg. V/22) ,  &DUULDJH UHTXLUHPHQWV IRU VKLSERUQH QDYLJD WLRQDO V\VWHPV DQG HTXLSPHQW  $XWRPDWLF LGHQWLILFDWLRQ V\VWHP $,6
 $OO VKLSV RI  JURVV WRQQDJH DQG XSZDUGV HQJDJHG RQ LQ WHUQDWLRQDO YR\DJHV DQG FDUJR VKLSV RI  JURVV WRQQDJH DQG XSZDUGV QRW HQJDJHG RQ LQWHUQDWLRQDO YR\DJHV DQG SDVVHQJHU VKLSV LUUHVSHFWLYH RI VL]H VKDOO EH ILWWHG ZLWK DQ DXWRPDWLF LGHQ WLILFDWLRQ V\VWHP $,6 DV IROORZV  VKLSV FRQVWUXFWHG RQ RU DIWHU  -XO\   VKLSV HQJDJHG RQ LQWHUQDWLRQDO YR\DJHV FRQVWUXFWHG EH IRUH  -XO\ 

WLFDEOH PHHW WKH UHTXLUHPHQWV RI SDUDJUDSKV DL DQG DLL

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Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 19

 LQ WKH FDVH RI SDVVHQJHU VKLSV QRW ODWHU WKDQ  -XO\   LQ WKH FDVH RI WDQNHUV QRW ODWHU WKDQ WKH ILUVW VXUYH\ IRU VDIHW\ HTXLSPHQW RQ RU DIWHU  -XO\  *XLGDQFH QRWH Refer to regulation I/8.
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.  $SSOLFDWLRQ DQG GHILQLWLRQ  The requirements in K apply to vessels subject to the requirements in G, but which do not satisfy either G101 or G103 due to having been constructed with an insufficient number of transverse watertight bulkheads.  The requirements shall be complied with as follows: i) for ships that were 20 years of age or more on 1 July 1998, by the due date of the first intermediate, or the due date of first complete periodical survey to be held after 1 July 1998, whichever comes first; ii) for ships that were 15 years of age or more but less than 20 years of age on 1 July 1998, by due date of the first complete periodical survey to be held after 1 July 1998, but not later than 1 July 2002; iii) for ships that were 10 years of age or more but less than 15 years of age on 1 July 1998, by the due date of the next complete periodical survey after the date on which the ship reaches 15 years of age but not later than the date on which the ship reaches 17 years of age; and iv) for ships that were less than 10 years of age on 1 July 1998, by the date on which the ship reaches 15 years of age. (IACS UR S23.1) However, ships that have already passed their due date are to comply not later than the first intermediate or the first complete periodical survey. .  'HWHFWLRQ RI ZDWHU LQJUHVV  7KH YHVVHO VKDOO EH SURYLGHG ZLWK DQ DSSURYHG ELOJH ZHOO

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(Part of regulation V/19)

*XLGDQFH QRWH For requirements for new ships and the complete regulation V/ 19, see Pt.4 Ch.11 Sec.3 A300.
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(SOLAS reg. XII/9.2)  In addition, the vessel is to be provided with an approved permanent means of detecting the presence of water in the cargo holds, in excess of the small amounts which may be normally expected in the bilge wells. (IACS UR S24.2) .  0HDQV RI ZDWHU LQJUHVV GHWHFWLRQ  The method of detection is to be by direct means. A direct means is one where the presence of water is detected by physical contact of the water with the measuring device. Examples of direct means are pressure sensitive tape and individual liquid actuated switches.  The bilge well high water level alarm and water ingress detectors are to actuate audible and visual alarms in a permanently manned space when water has reached the pre-set detection level for the cargo hold (see 306). When the alarm is actuated, the cargo hold affected should be identifiable on a control panel in the permanently manned space.  A water ingress detector is to be fitted in the aft part of each cargo hold or in cargo conveyor tunnels, as appropriate.  An interlocking device may be installed in the water detection system for the floodable cargo hold.  Detectors, such as pressure sensitive tapes, are to be installed in tubes or similarly protected locations to protect them from mechanical damage and to isolate them from the cargo.  Water ingress detectors are to be arranged to detect water when it reaches a level 2 metres above the inner bottom. (IACS UR S24.3)

(SOLAS reg. V/20)

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-  $SSOLFDWLRQ  All ships with the additional class notation ( or (&2 are to be provided with a maintenance and testing programme as required in Pt.6 Ch.3 Sec.1 C102, stamped by the Society for identification.

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Rules for Ships, January 2001 Pt.7 Ch.1 Sec.3 Page 20

.  ,QVWDOODWLRQ WHVWLQJ DQG VXUYH\  The system is to be installed and tested in accordance with the manufacturers specifications. At the initial installation and at each subsequent complete periodical survey the surveyor is to verify the proper operation of the water detection system. (IACS UR S24.5).

T B - ------C 2 = 3 . 52 ( g 1 + g 2 B ) + g 3 1 + 1 . 2 -- B L For ice class ,&($ , ship with bulb, C1 and C2 shall be calculated as follows: BL C 1 = f 1 ---------------- + 2 . 89 ( f 2 B + f 3 L + f4 BL ) T -+1 2 --B T B - ------C 2 = 6 . 67 ( g 1 + g 2 B ) + g 3 1 + 1 . 2 -- B L f1 f2 f3 f4 g1 g2 g3 C3 C4 C5 = = = = = = = = = = 10,3 N/m2 45,8 N/m 2,94 N/m 5,8 N/m2 1530 N 172 N/m 400 N/m1,5 460 kg/(m2s2) 18,7 kg/(m2s2) 825 kg/s2
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/  *HQHUDO  For general information and definitions, see Pt.5 Ch.1 Sec.3 J101, J102 and J103, respectively. /  $SSOLFDWLRQ  For assignment of ice class notation ,&($ or ,&( $ a ship shall comply with the new power requirements in 300. /  ([LVWLQJ VKLSV  To be entitled to ice class ,&($ or ,&($ a ship the keel of which is laid or which is at a similar stage of construction before 1 January 2001 shall comply with the requirements in Pt.5 Ch.1 Sec.3 J104 or the alternative requirements in 302 by: 1 January 2005 1 January in the year when 20 years has elapsed since the year the ship was delivered, whichever occurs the latest.  When, for an existing ship, values for some of the hull parameters required for the calculating method in Pt.5 Ch.1 Sec.3 J104 are difficult to obtain, then the following alternative formulae can be used: R CH = C 1 + C 2 + C 3 ( H F + H M ) ( B + 0 . 658 H F )
2 LT 3 B - --- (N) + C 4 LH F + C 5 ----- 2 4 B For ice class ,&($, C1 and C2 can be taken as zero. For ice class ,&($ , ship without bulb, the following apply: 2

The following shall apply: LT 3 - 5 20 ----- 2 B  The Society may, by permission of the maritime administration of Sweden and Finland, grant an existing ship its original ice class even if it does not comply with the requirements in 301 and 302. This is provided the ship has regularly called at ports in the respective country, in the winter season and on the condition that the experience of the performance of the ship in ice, has been satisfactory to the administration in question.  2WKHU PHWKRGV RI GHWHUPLQLQJ .H RU 5&+ The Society may for an individual ship, in lieu of the Ke or RCH values defined above, approve the use of Ke values based on more exact calculations or RCH values based on model tests. Such an approval will be given on the understanding that it can be revoked if experience of the ships performance in practice motivates this.

BL C 1 = f 1 ---------------- + 1 . 84 ( f 2 B + f 3 L + f 4 BL ) T -+1 2 --B

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