Irs Survey

IRS
RULES FOR BUILDING AND CLASSING STEEL VESSELS
PART 1
CLASSIFICATION REGULATION AND SURVEYS
JANUARY 2015
INTERNATIONAL REGISTER OF SHIPPING
Technical Appraisal Department

4770 Biscayne Boulevard
Suite 800
Miami, Florida 33137, USA
PART 1
IRS Rules for Building and Classing Steel Vessels January 2015
CHANGES
General
The present edition of the rules includes amendments and additions approved by the Technical Committee
as of December 2014 and supersedes the December 2013 edition of the same chapter.
The rule changes come into force as described below.
Text affected by the main rule changes in this edition is highlighted in red colour. However, where the
changes involve a whole chapter, section or sub-section, only the title may be in red colour.
This chapter is valid until superseded by a revised chapter.
Main changes coming into force 1 January 2015
• Chapter 1, Sec. 2 CLASSIFICATION REGULATIONS
— Change in 2.4 Class Character and Notations, Sec. 2, 2.4 added c) *GBS IS; Ship type; IM, UM, TS
(OG) and d) *IS; Ship type; IM, UM, TS(OG).
— Change in 2.5 Class Character and Notations, Table 2.2.1 Characters of Classification S.No.2.and Table
2.2.4: Additional Class Notations S.No.7, 8 and 9.
• Chapter 2, Sec. 1.1 Application
— Added 1.1.6, 1.1.7 and 1.1.8;
— Added Sec. 1.4 Submission of Plans and Documents for Approval;
— Added Sec. 1.5 Presence of Surveyor and Inspection;
— Added Sec. 1.6 Hydrostatic test, watertight tests and relevant tests;
— Added Sec. 1.7 Documents to be maintained onboard;
— Added Sec. 1.8 Verification of Coating Application;
— Added Sec. 1.9 Sea trials and stability experiments;
— Added Sec. 1.10 Surveyors.
• Chapter 1, Sec. 4.2 Test Requirements
— Change in 4.2.2.
• Chapter 2, Sec. 1.2 Shipyard quality system
— Change in 1.2.2 and 1.2.3.
• Chapter 2, Sec. 1.3 Material and workmanship
— Change in 1.3.2 and 1.3.5.
• Chapter 2, Sec. 2
— Change in 1.3.3 and 1.3.4.
• Chapter 3, Sec. 1.8 Preparation for surveys and means of access
— Change in 1.8.11 to update for 2011 ESP Code and Change of Table headings.
• Chapter 4, Sec. 3, 3.5 Development of Survey Plan
— Inserted 3.5.1 In Service Plan
• Appendix 4 RECYCLING
— Added 1.3 Material of hazardous nature that cannot be recycled;
— Added 1.4 List of minimum items for the inventory of hazardous materials.
Corrections and Clarifications
In addition to the above stated rule requirements, a number of corrections and clarifications have been
made to the existing rule text.
INTERNATIONAL REGISTER OF SHIPPING 3

PART 1
CONTENTS
CHAPTER 1 GENERAL .................................................................................................................................. 6
SECTION 1 GENERAL INFORMATION..................................................................................................... 7
SECTION 2 CLASSIFICATION REGULATIONS ..................................................................................... 14
SECTION 3 CLASSIFICATION OF SHIPS NOT BUILT UNDER IRS ...................................................... 45
CHAPTER 2 NEW CONSTRUCTION SURVEY REQUIREMENTS ............................................................. 49
SECTION 1 GENERAL ............................................................................................................................. 50
SECTION 2 INSEPECTION OF SHIP HULL WELDS .............................................................................. 60
SECTION 3 NDE TECHNIQUES .............................................................................................................. 65
SECTION 4 HULL TESTING REQUIREMENTS ...................................................................................... 69
CHAPTER 3 PERIODICAL SURVEY REQUIREMENTS ............................................................................. 72
SECTION 1 GENERAL ............................................................................................................................. 73
SECTION 2 ANNUAL SURVEYS ............................................................................................................. 87
SECTION 3 INTERMEDIATE SURVEYS (HULL AND MACHINERY) ..................................................... 93
SECTION 4 SPECIAL SURVEYS (HULL AND MACHINERY)................................................................. 98
SECTION 5 SURVEYS BULK CARRIERS AND ORE CARRIERS ....................................................... 116
SECTION 6 SURVEYS-OIL TANKERS, ORE OR OIL CARRIERS OR COMBINATION CARRIERS .. 140
SECTION 7 SURVEYS- CHEMICAL TANKERS .................................................................................... 163
SECTION 8 LIQUEFIED GAS CARRIERS ............................................................................................. 181
SECTION 9 SURVEYS - OTHER SHIP TYPES ..................................................................................... 198
SECTION 10 DOCKING SURVEYS AND IN-WATERSURVEYS .......................................................... 220
SECTION 11 BOILER SURVEYS ........................................................................................................... 223
SECTION 12 STEAM PIPES SURVEYS ................................................................................................ 226
SECTION 13 SURVEYS OF SCREW SHAFTS, TUBE SHAFTS AND PROPELLERS ........................ 228
SECTION 14 SURVEYS OF INERT GAS SYSTEMS ............................................................................ 232
SECTION 15 SURVEYS OF VESSELS WITH REFRIGERATED CARGO INSTALLATIONS .............. 235
SECTION 16 SURVEYS - VAPOUR CONTROL SYSTEMS ................................................................. 241
SECTION 17 SURVEYS OF THERMAL OIL HEATING SYSTEMS ...................................................... 244
SECTION 18 SURVEYS OF EXTERNAL FIRE FIGHTING SYSTEMS ................................................. 247
SECTION 19 SURVEY REQUIREMENTS FOR ADDITIONAL SYSTEMS AND SERVICES-CREW
HABITABILITY ON SHIPS ................................................................................................ 250
SECTION 20 SURVEY FOR ELECTRICAL EQUIPMENTS .................................................................. 255
SECTION 21 SURVEY REQUIREMENTS FOR DPS NOTATIONS ...................................................... 258
CHAPTER 4 REQUIREMENTS FOR RISK BASED INSPECTION (SC-NOTATION) ............................... 262
4 INTERNATIONAL REGISTER OF SHIPPING

PART 1
SECTION 1 GENERAL ........................................................................................................................... 263
SECTION 2 RBI FUNDAMENTALS ........................................................................................................ 265
SECTION 3 RBI METHODOLOGY ......................................................................................................... 269
APPENDIX 1 SHIP ENERGY EFFICIENCY MANAGEMENT PLAN (SEEMP) SEEMP TEMPLATE
FOR SHIP OWNERS AND OPERATORS ............................................................................ 294
APPENDIX 2 NEW CONSTRUCTION ........................................................................................................ 306
APPENDIX 3 REPAIR ................................................................................................................................. 351
APPENDIX 4 RECYCLING ......................................................................................................................... 365
APPENDIX 5 SHIP CONSTRUCTION FILE ............................................................................................... 371

PART 1
CHAPTER 1 IRS Rules for Building and Classing Steel Vessels
January 2015
CHAPTER 1 GENERAL
CONTENTS
SECTION 1 GENERAL INFORMATION ..................................................................................................... 7
SECTION 2 CLASSIFICATION REGULATIONS ...................................................................................... 14
SECTION 3 CLASSIFICATION OF SHIPS NOT BUILT UNDER IRS ...................................................... 45

PART 1
IRS Rules for Building and Classing Steel Vessels CHAPTER 1
January 2015
SECTION 1 GENERAL INFORMATION
Contents
1.1 International Register of Shipping (IRS) ....................................................................................... 8

1.2 Definitions: .................................................................................................................................... 8
1.3 Fees .............................................................................................................................................. 9
1.4 Customers responsibility ............................................................................................................... 9
1.5 Change of owner or manager ..................................................................................................... 10
1.6 Confidentiality.............................................................................................................................. 11
1.7 Appeals ....................................................................................................................................... 11
1.8 Audits and monitoring ................................................................................................................. 11
1.9 Recommendations ...................................................................................................................... 12
1.10 Responding to Port State Control ............................................................................................... 12
1.11 Force Majeure ............................................................................................................................. 13
1.12 Liability ........................................................................................................................................ 13
1.13 Jurisdiction .................................................................................................................................. 13

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January 2015
1.1 International Register of Shipping (IRS)
1.1.1 The International Register of Shipping (IRS) is one of the most distinguished and independent
classification society of the world that came into existence in 1993 to serve the noble cause of
conserving marine environment, property and life. The Society is also entitled to provide other
services including classification, verification, certification, training and advisory services. The head
office of IRS is in Panama City, Panama.
1.1.2 To meet the demands of their global Customers, IRS has its established network of Surveyors
spread across all the major ports across the world. The staff comprises of experienced Naval
Architects, Master Mariners, Marine Engineers, Engineers and other Technical professionals
proficient in their respective field of work.
1.1.3 For the classification of ships and other marine structures, IRS is entitled to establish a set of
Rules and Guidelines. This covers design, construction and operational maintenance for the
determination of the mechanical and structural fitness for the purpose for which it is proposed.
1.1.4 Maritime conventions are established with help of mediating of the International Maritime
Organization (IMO) across the various maritime nations of the world which includes regulations for
safeguarding property, life and the marine environment. IRS is authorised to act on behalf of 20
governments who are signatory to the conventions. IRS is authorised to conduct statutory surveys
as well as issuing statutory certificates.
1.1.5 The IRS apart from being a classification society also offers a range of services like consulting and
training which fits the requirements of ship owners as well as stakeholders involved within the
maritime industry.
1.1.6 The IRS maintains a management system which observes the international and national standards
for training, consulting, classification, statutory certification and third party inspection services. The
quality management system of IRS is certified to ISO 9001:2008 standard.
1.1.7 With help of the International Register Training Institute (IRTI), IRS also offers training services to
their international network of surveyors. The training helps the surveyors to observe and fulfill
IRS’s quality system as well as different IMO or Flag State requirements.
1.2 Definitions:
The Society: This refers to the International Register of Shipping also referred to as IRS, with its corporate
office at Technical Appraisal Department, 4770 Biscayne Boulevard, Suite 800, Miami, Florida 33137,
USA.
The Committee: This is the technical committee of International Register of Shipping as defined in its
Quality Manuals.
The Board: This refers to the Board of Directors of IRS as mentioned in the articles of association of The
Society.
The Rules: Refers to the prescriptive and performance based technical requirements stipulated by Part II
onwards of the ‘Rules and Regulations for Classification of Ships’ of the society in force or as applicable.
The Regulations: This means the classification principles and the survey requirements stipulated in the
Part I of the ‘Rules and Regulations for Classification of Ships’ of the Society in force or as applicable.
Customer: This refers to the owner or builder of the vessel who has requested for the classification and is
accountable for payment of the Societies fees.
Recognized Society: This means a classification society which is recognized by the committee of the
Society and has adequate competence for providing classification services equivalent to those provided by
the society.

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January 2015
Register of Ships: This refers to a register which is maintained at the Head Office of the society and
contains the main particulars and details of its classification of vessels serviced bythe society. The
Register of Ships can be maintained in electronic or in any other format as considered appropriate by the
committee. Also the society may publish the Register of Ships through online publication on the World
Wide Web or via any other means as decided by the committee.
1.3 Fees
For all the services provided by IRS, fees will be charged, in accordance with normal IRS practice.
Additionally, IRS will charge for other expenses incurred in connection with these services and bill both the
fees and additional expenses to the party requesting that particular service.
1.4 Customers responsibility

Customer is responsible to bring to the notice of the society all information that would be detrimental in the
decision by the committee to class the vessel, in a timely manner. This includes any pending
recommendations imposed by the previous classification society as well. Moreover, the information
supplied to the society shall be authentic and where unauthenticated information is supplied, it is the
responsibility of the Customer to qualify the same as such.
All the measuring equipments used for the construction, operation and surveys of the vessel shall be duly
calibrated or their accuracy shall be to the satisfaction of the Surveyor.
The Customer shall be responsible for maintaining records as deemed necessary by the surveyor for the
efficient conduct of the survey, as well as monitoring of the builders quality system. The surveyor of the
society shall be offered access to the vessel, and any pertinent documentation relevant for the survey at all
reasonable times. When recommendations are given by the surveyor, the Customer shall be responsible
for dealing with the recommendations within the stipulated period and payment of any additional fees as
applicable for the verification by the Surveyor, of having dealt with the recommendations.
It is the responsibility of the Owners to ascertain that all the surveys necessary for the maintenance of
class are done at appropriate time and in accordance with the instructions of the Classification Committee.
IRS will despatch timely notice to Owner in the form of a letter or a computer printout of a ship’s Quarterly
Listing of Surveys, Conditions of Class and Memoranda to inform the Owner about the forthcoming
surveys. The omission of such notice, however, does not absolve the Owner from his responsibility to
comply with IRS’s survey requirements for maintenance of class, all of which are available to Owners on
the ClassDirect Live website.
1.4.1. Submission of Plans
It shall be the responsibility of the Customer to coordinate the submission of plans and documentation as
required by the rules. Underlying are the plans which need to be submitted:
Hull Plans
Plans showing the scantlings, arrangements, and details of the principal parts of the hull structure of
eachvessel to be built under survey are to be submitted and approved before the work of construction
iscommenced. These plans are to indicate clearly the scantlings and details of welding, and they are
toinclude such particulars as the design draft and design speed. Where provision is to be made for
anyspecial type of cargo or for any exceptional conditions of loading, whether in ballast or with cargo,
particulars of the weights to be carried and of their distribution are also to be given. In general, thefollowing
plans are to be submitted for review or reference.

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January 2015
 Anchor handling arrangements
 Bottom construction, floors, girders, etc.
 Bow framing
 Capacity plan
 Damage control plan, as applicable
 Deck plans
 Docking plan
 Framing plan
 General Arrangement
 Hatches and hatch-closing arrangements
 Hull port and framing details
 Inner bottom plating
 Lines and body plan
 Machinery casings, boiler, engine and main auxiliary foundations
 Midship section
 Miscellaneous nontight bulkheads which are used as structural supports
 Pillars and girders
 Scantling profile and decks
 Shaft struts
 Shaft tunnels
 Shell expansion
 Skeg attachment foundations, if applicable
 Spectacle frames and bossing details
 Stem
 Stern frame and rudder
 Stern framing
 Superstructures and deckhouses, and their closing arrangements
 Ventilation system on weather decks
 Vessel Specifications
 Watertight and deep-tank bulkheads
 Watertight doors and framing
 Weathertight doors, framing, and sill heights
 Welding Schedule and details
 Window and framing details
 Arrangement of Cargo handling gear
Plans should generally be submitted electronically to IRS. However, hard copies will also be accepted.
Machinery plans
Plans showing the boilers, main propulsion engines, reduction gears, shafting and thrust bearing
foundationsincluding holding-down bolts; also machinery general arrangement, installation and equipment
plans are tobe submitted and approved before proceeding with the work.
Additional plans
Where certification under International Conventions or Codesis requested, submission of additional plans
and calculationsmay be required.
1.5 Change of owner or manager
The class of a ship is retained when it is transferred to another owner, with the exception of class notations
based on certification of management of operations, which will be deleted automatically. However, in case
of such transfer, a written notice is immediately sent to the Society by the previous owner and until this has
been done, communication with binding effect will be sent to the previous owner.

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1.6 Confidentiality
Except as stated in paragraphs hereunder, without prior permission from the Customer, society will not
disclose any plans, documents, data and information which come in to its possession to any third party.
For dually classed vessels, technical particulars of the vessel, information regarding surveys, etc. as
provided in the agreement with the corresponding society will be exchanged with that society, without
seeking permission from the Customer.
Also, information requested by port states, flag states, underwriters and P&I clubs, with respect to the
status of surveys and certificates issued to the vessel, along with the details of outstanding
recommendations will be given to such bodies without taking permission of the Customer.
1.7 Appeals
The Customer can appeal to the Society and request that its decision be taken up for reconsideration by
one or more surveyors specially appointed by the Society. The party making the appeal has to bear the
expenses incurred in the process. However, if the earlier decision is withdrawn, the Society’s expenses will
be covered by the Society.
1.8 Audits and monitoring

Surveys and other activities related to the services provided by the society are subject to Audits and
monitoring under the quality system of the society by internal and external agencies. The Customer shall
be responsible to provide all necessary assistance for the facilitation of the same. In case the audits or
monitoring reveals any deficiencies in the services provided in the past requiring any rectification to be
carried out for the vessel, the Customer shall be responsible for rectifying such deficiencies.
Audit: A systematic and independent examination to determine whether quality activities and related
results comply with planned arrangements and whether these arrangements are implemented effectively
and are suitable to achieve the stated objectives.
General Audit: An audit that addresses the general operation of a site, and addresses applicable sections
of the Quality and Environmental System Manual, quality and environmental system procedures, and
operating procedures and process instructions.
Surveillance Audit: An audit that addresses specific areas within the operation at a site, and addresses
selected sections of the Quality and Environmental System Manual, quality and environmental system
procedures, and operating procedures and process instructions.
Audit Checklist: A listing of specific items within a given area that are to be audited.
Audit Report/Checklist: A combination of audit report and associated checklist.
Component: Parts/members of a product or system formed from material.
Finding: A statement of fact supported by objective evidence about a process whose performance
characteristics meet the definition of non-conformance or observation.
Flag administration: The maritime administration of a vessel’s country of registry.
Manufacturing Process: The process is the steps that one takes to produce (manufacture) a product.
Manufacturing System: The system is bigger than the manufacturing process, since it considers all of the
factors that affect the process. This includes control of the process inputs, process controlling factors (such
as competency of personnel, procedures, facilities and equipment, training, etc.) process outputs and
measurements of quality, process and product for continual improvement, etc.
Material: Goods used that will require further forming or manufacturing before becoming a new component
or product.
Non-conformance: Non-fulfillment of a specified requirement.

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Observation: A detected weakness that, if not corrected, may result in the degradation of product or
service quality or potential negative impact on the environment.
Original Equipment Manufacturer (OEM): The OEM is the person or legal entity that has the legal or
patent rights to produce the material, component, product or system.
Port State Authority: The maritime authority in the country of the vessel’s port of call.
Product: Result of the manufacturing process.
Production Testing: This is the destructive and nondestructive testing of the materials and components
used in the manufacture of a product and its final testing that is recorded in Unit Certification.
Prototype Testing: This is the destructive and nondestructive testing of the materials and components
presented for evaluation of the original design of a product. If a Surveyor’s witness is required, this may
not be waived under any section of the Rules, unless it is done by a recognized third party.
Recognized Third Party: It is a member of the International Association of Classification Societies, a Flag
Administration, a Nationally Certified testing Laboratories and others who may be presented to IRS for
special consideration.
Type Testing: This is the destructive and nondestructive testing of the materials and components of the
first article of a product manufactured. If a Surveyor’s witness is required, this may not be waived under
any section of the Rules
1.9 Recommendations
Irrespective of the fact that the matter referred to has been approved previously or not and have to be
fulfilled within specified time frame, if it is found that rule requirements required for classification are not
satisfied, the Society will issue a Recommendation for some improvisations, new surveys or other
measures found necessary in order to retain the class with the Society.
If the Society deems it necessary to have technical measurements or other examination carried out to
ascertain whether damage has been sustained or is imminent, a Recommendation will be issued.
Deficiencies recorded by port state control and flag state authorities, shall be treated in the same manner
as recommendations issued by the society, as far they are applicable to vessels classification or statutory
certificates issued by the society and shall be dealt with to the satisfaction of the society.
Recommendations for immediate fulfillment can be made verbally, provided the representative of the
owners accepts the Recommendation and the surveyor ensured that the Recommendation has been dealt
with before the ship leaves port. Where in the opinion of the society a damage that has been sustained or
imminent is not likely to affect the efficient condition of the vessel for an agreed duration then an
Outstanding Recommendation (OSR) will be issued in writing specifying the date by which the
recommendation has to be dealt with.
An outstanding Recommendation (OSR), apart from the request stated above, also constitutes a
confirmation by the society that, in the opinion of the society, the ship is considered to remain efficient
during the mean time. An OSR will be deleted when by survey or other means the Society has established
that the requirements have been fulfilled.
1.10 Responding to Port State Control

When the Port State requests and upon consensus by the vessel's owner/master, IRS Surveyors would go
to attend an onboard ship so as to assist in the rectification of reported deficiencies or other discrepancies
that have adverse affect or may adversely affect classification or the statutory certificates issued by IRS.
This event that is attendance of IRS Surveyor and consequent survey done by him will be notified to the
owner and the vessel's flag state. IRS Surveyors will also help along with Port States by giving relevant
background information to inspectors.

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1.11 Force Majeure
If the vessel is not in port when surveys become overdue and that due to force majeure, the Society may
permit the vessel to sail, in class, directly to an agreed discharge port and then, if required, in ballast to an
approved repair facility at which the survey can be properly done.
In the aforementioned context, “Force Majeure” means any damage to the vessel, sudden possibility of
surveyors unable to attend the vessel due to governmental restrictions on right of access or movement of
personnel, unforeseen delays at ports or inability to discharge cargo due to abnormally lengthy periods of
harsh weather, civil strife, strikes, acts of war, acts of God or other force majeure.
1.12 Liability
It is agreed that as provided below, the society, its subsidiaries, bodies, directors, officers, employees and
agents shall have any liability for any loss, damage or expense allegedly caused directly or indirectly by
their mistake or negligence, breach of warranty, or any other act, omission or error by them including gross
negligence or willful misconduct by any such person with the exception of gross negligence or willful
misconduct by the governing bodies or senior executive officers of the society.
Society will pay by way of compensation to a person a sum limited to the value of fees paid to the
Societyonly if that person used the services of the Society or its subsidiaries or relies on any decision
made or information given by or on behalf of them and in consequence suffers a loss, damage or expense
proved to be due to their negligence, omission or default.
Yet, under no circumstancesshall the individual or individuals who have personally caused the loss,
damage or expense be held liable.
1.13 Jurisdiction
1.13.1. This means all bodies under the IRS which would include its subsidiaries, directors, office bearers,
agents and any other body or member authorised by IRS or acting on behalf of IRS.
1.13.2. Use by other parties
IRS has copyrights of these rules and they fall under its ownership rights. Consequently, only the
IRS is entitled to offer and/or perform classification or other services on the basis of and/or
pursuant to these rules without IRS prior written consent, which can include issuance of
certificates and/or declarations of conformity, wholly or partly. Also IRS cannot be held
accountable for the resultant consequences of using rules other than those specified by IRS.
1.13.3. Governing Law
The Panama’s law shall govern the relationship between IRS and other parties, these rules are
used for the classification of the vessels.
1.13.4. Venue
Any disagreement arising in relation to or as a consequence of the rules set by the IRS shall only
be resolved in the courts of Panama or The Supreme Court of Panama or any other court of
law as deemed appropriate.

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SECTION 2 CLASSIFICATION REGULATIONS
Contents
2.1 General........................................................................................................................................ 15
2.2 Application of rules ...................................................................................................................... 15
2.3 Definitions ................................................................................................................................... 16
2.4 Class Characters and Notations ................................................................................................. 17
2.5 Materials ...................................................................................................................................... 24
2.6 Date of contract for construction ................................................................................................. 24
2.7 Date of build ................................................................................................................................ 25
2.8 Certificates .................................................................................................................................. 25
2.9 Repairs & Alterations .................................................................................................................. 25
2.10 Suspension of class .................................................................................................................... 26
2.11 Withdrawal of class ..................................................................................................................... 27
2.12 Deletion of Class ......................................................................................................................... 27
2.13 Reclassification ........................................................................................................................... 27
2.14 Survey Reports ........................................................................................................................... 28
2.15 Requirements for service providers ............................................................................................ 28
2.16 IRS Type Approval Programme .................................................................................................. 34

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2.1 General
2.1.1 The development of independent technical standards for ships and the authentication of
compliance with these standards throughout the ship's life are covered under the Classification
concept. The aim of these Rules is to ascertain safety against dangers posed to the ship,
personnel, passengers and cargo, as well as to the dangers posed to the environment as a
consequence of sea transport. The classification of ships is to be done as per the requirements of
the Rules and using other standards to which reference is made. After the class is assigned, the
society issues a classification certificate and enters in its Register Book, the main particulars and
details of class for the ship.
2.1.2 Classification process covers the following:
2.1.2.1 The criteria for classification is developed and is contained in the Societie’s Rules and
Regulations based on:
a) Independent research and development activities of the society
b) Applicable international codes, conventions
c) Recognised national or international standards
d) Developments in the ancillary industries
2.1.2.2 Appraisal of the design during and after construction, surveys at the time of construction,
entry in to the class and modifications so as to ascertain that the vessel meets the criteria
specified and stipulated by the rules.
2.1.2.3 Issuance of a ‘Certificate of Classification’ and entering the particulars of the vessels in to
the society’s Register of Ships.
2.1.2.4 To ascertain continued maintenance of conditions of classifications, conducting periodical
surveys as stipulated by the rules.
2.1.2.5 Due to damages, reported poor condition of the vessel by port state control authorities,
etc., conducting additional surveys as deemed necessary by the committee.
2.1.3 Society’s frame their rules and regulations on the basis of experience gained through the survey
reports and feedbacks, independent research and development activities carried out by the
Society or any other acceptable means under its quality system. With a view to participate in the
process of classification, the draft rules, regulations and proposed amendments to the rules are
circulated across all the sections of the maritime industry including the flag states who have
authorised International Register of Shipping to perform statutory surveys under various national
and international regulations, associations of ship owners, shipbuilders, underwriters, etc.and also
the comments or suggestions are invited from them, either through correspondence or through the
formation of Technical advisory committees for various regions. Finally, the rules are approved by
the Technical Committee of International Register of Shipping after considering various
suggestions received from all the sections of maritime industry as described in Chapter 1, Sec
1[1.1] above.
2.1.4 Except as stated in Chapter 1, Sec 1 [1.1] above, the right to amend or alter the rules and
regulation are reserved by the Committee and it does not need to give any advance notice to its
Customers in this case.
2.1.5 Rules, regulations or amendments approved by the committee enter in to force after six months
from the date of approval, unless specifically decided otherwise by the committee.
2.2 Application of rules

2.2.1 In case IRS does not specify otherwise, the regulations contained in this part or amendments
there to shall be applicable to all Ships classed by the Society from date of entry into force.

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2.2.2 In case IRS has not specified otherwise, the rules and regulations or amendments there to shell
not be applicable to a Ship whose keel has been laid or after the approval of original mid ship
section or equivalent structural plans prior to the date of entry into force of the rules or its
ammendments. Where it is intended that existing previously approved plans are used for a new
contract, written application is to be made to IRS.
2.2.3 At its discretion, Committee may make any rules which have entered in to force for ships for which
keel was laid or the mid ship section plan was approved, prior to entering in to force of such rules,
regulations or amendments thereto, in case of vessels where no substantial construction has been
progressed for a long duration after the date of entering force of such rules, regulations or
amendments thereto.
2.2.4 The highly stress areas and the areas which are more prone to fatigue damage will be saved and
forwarded to Attending surveyor while doing Initial plan appraisal from IRS, so that these will be
documented (or) uploaded in vessel document file to give more importance within overall specific
type of surveys when they are in serviceScope of classification
2.2.5 Classification covers marine vessel's hull structure, appendages and machinery including
electrical systems to the extent as specified in these Rules & Regulations.
2.2.6 During and after construction, review of design and survey to verify compliance with rules and
regulations,
2.2.7 To assign registration of class on verification of compliance with rules and regulations,
2.2.8 Yearly renewal of classification certificate with endorsements,
2.2.9 On application by Builder or Owner, certain installation, e.g. refrigerating machinery may be
classed by IRS.
2.2.10 Nothing contained in any certificate or report is to be deemed to relieve any designer, builder,
Owner, manufacturer, seller, supplier, repairer, operator, insurer, or other entity or person of any
duty to inspect or any other duty or warranty express or implied.Any certificate or report evidences
only that at the time of survey the vessel, structure, item of material, equipment or machinery, or
any other item covered by a certificate or report complied with one or more of the Rules, Guides,
standards, or other criteria of the International Register of Shipping and is issued solely for the use
of IRS, its committees, its Customers, or other authorised entities.
2.2.11 IRS cannot insure or guarantee the integrity or safety of a vessel or of any of its equipment or
machinery. The validity, applicability, and interpretation of any report, certificate, plan or document
review or approval are governed by the Rules and standards of the International Register of
Shipping who shall remain the sole judge thereof. Also, it is not responsible for the consequences
of the use of the Rules, Guides, standards, or other criteria of the International Register of
Shippingby other parties, without review, plan approval, and survey by IRS.
2.3 Definitions
2.3.1 Clear water: Water having ample depth to permit the normal development of wind generated
waves.
2.3.2 Fetch: The extent of clear water across which a wind has blown before reaching the ship.
2.3.3 Sheltered water: Water where the fetch is six nautical miles or less.
2.3.4 Reasonable weather: Reasonable weather is assumed to exclude winds exceeding Beaufort force
six associated with sea states resulting in green water being frequently taken on board the ship's
deck. However, it is realised that this is largely a matter of judgment and good seamanship and can
vary for particular ships.
2.3.5 Type notation: A notation indicating that the ship has been designed and constructed with
applicable Rules to that type of ship, e.g. "Bulk Carrier", "Oil Tanker", etc.

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2.3.6 Cargo notation: A notation indicating that the ship has been designed, modified or arranged to carry one
or more particular cargoes, e.g. "Phosphoric Acid". Ships with one or more particular cargo notations are
not thereby prevented from carrying other cargoes for which they are deemed appropriate.
2.3.7 Special feature notation: A notation indicating that the ship incorporates special features which
significantly affect the design, e.g. "movable decks".
2.3.8 Service restriction notation: A notation indicating that a ship has been classed on the understanding that
it will be operated only in suitable areas or conditions which have been agreed to by IRS e.g. "Inland
Water Service".
2.3.9 Anniversary date: The due date for annual surveys every year, which shall coincide with the expiry date
for the certificate of class.
2.3.10 Ballast Tank: A tank which is being used primarily for water ballast.
2.3.11 Spaces: They are distinct compartments including holds and tanks.
2.3.12 A Transverse Section includes all longitudinal members such as plating, longitudinals and girders at the
deck, side, bottom, inner bottom, hopper side, wing tanks and longitudinal bulkhead. For transversely
framed vessels, a transverse section includes adjacent frames and their end connections in way of
transverse section.
2.3.13 Representative Spaces: Those, which are expected to reflect the conditions of other spaces of similar
type and service and with similar corrosion protection systems. When selecting representative spaces,
account should be taken of the service and repair history on board and identifiable critical and/or Suspect
Areas.
2.3.14 Suspect Areas: They are locations showing Substantial Corrosion and/or are considered by the Surveyor
to be prone to rapid wastage.
2.3.15 Substantial Corrosion: An extent of corrosion such that assessment of corrosion pattern indicates
wastage in excess of 75% of allowable margins, but within acceptable limits.
2.3.16 Protective Coatings: They are usually epoxy coating or equivalent. Other coating systems may be
considered acceptable as alternatives provided that they are applied and maintained in compliance with
the manufacturer’s specification.
2.3.17 Coating condition is defined as follows:
 GOOD condition with only minor spot rusting.
 FAIR condition with local breakdown at edges of stiffeners and weld connections light rusting over
20% or more of areas under consideration, but less than as defined for POOR condition.
 POOR condition with general breakdown of coating over 20% or more of areas or hard scale at 10%
or more of areas under consideration.
2.4 Class Characters and Notations

All vessels, when classed with the society, shall be assigned, one or more of the characters of
classification followed by hull, machinery and additional class notations. A complete list of characters of
classification and the class notations are given in Table [2.1.1] to Table [2.2.4]
The characters and notations will appear in the Register of Ships and Certificate of classification in the
following format.
Characters of Classification; Class notations (hull); Class notations (machinery); Additional Class
notations.

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Following examples will illustrate the above format.
a)  ISE; General Cargo; IM, UM, TS (OG)
Assigned for a general cargo vessel built under the special survey of a recognised society having
Unmanned machinery space. The Anchoring and mooring equipment meets the rules. The vessel is
fitted with an approved oil gland.
b) ISERC; Bulk Carrier, Strengthened for Heavy Cargoes, ESP; IM, TS (CM)
Assigned for a Bulk Carrier for coastal trade built under the special survey of the society, having its
main and auxiliary machinery also built under survey. The Anchoring and mooring equipment of the
vessel meets the rules. The vessel is subject to the Enhanced Survey Programme. The vessel is fitted
with an approved oil gland maintained under an extended survey frequency based on Condition
monitoring as per the rules.
c) GBS IS; Ship type; IM, UM, TS (OG).
The vessels which are satisfied and built under the applicability of rules Part 8A Oil tankers,
& 8B of Bulk carriers will be assigned for a Ship type (Ref Part-1, Chap 1, Sec 2, Table 2.2.2,
Point 1 & 3 as applicable for Tankers and Bulk carrier) built under the special survey of a
recognized society having Unmanned machinery space. The vessel is fitted with an approved
oil gland.
d)  ISE; Ship type; IM, UM, TS(OG).
The vessels which doesn’t built under the rules of Part 8A & Part 8B especially bulk carriers
and tankers can be assigned according toPart-1, Chapter 1, Sec 2, 2.5 table 2.2.2, Point 1 &
3 (tankers without notation of GBS) as applicable & Part 8B, Chapter 1, Sec 1,3,[3.1] & [3.2]
(Bulk carriers without notation of GBS) as applicable.
 IS; Ship type; IM, UM, TS(OG).
2.5 Service restrictions

The Service area notation R followed by a number or letter will be assigned to ships with certain
modifications to arrangement, equipment or scantlings, in relation to ships built with unrestricted
trade. The service area resrictions, given in nautical miles and representing the maximum
distamve from nearest port or safe anchorage, are given in Table 2.2.1. The service area notation
RE is limited to enclosed waters such as fjords, ports, rivers and lakes.

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Table 2.2.1: Characters of Classification
S.No Type Notation Description
This mark when prefixed to characters of classification would

1 mean that the vessel has been built and the main and auxiliary
machinery and essential systems have been installed under the
special survey of the society.
This mark when inserted in the beginning of characters of
 classification would mean that the vessel has been built under
2
the special survey of a recognized classification society and
have been accepted in to society’s class
This Character will be assigned to all ships which have been
accepted by the committee into the class of the society and
3 IS signifies that the hull, equipment and machinery installations of
the vessel meet the rules and regulations of the society or
equivalent arrangements have been accepted by the society for
the intended service of the vessel.
This character signifies that the vessel’s anchoring and
4 E mooring equipment complies with the rules and regulations of
Characters of the society.
Classification This character signifies that the anchoring and mooring
5 e equipment provided on board has been accepted by the
committee as adequate for the intended operation of the
vessel.
This character signifies that the committee has agreed that
6 N anchoring and mooring equipment need not be fitted for the
intended operation of the vessel.
R0 Service distance from nearest port within 250 nautical miles

7
RE Service within enclosed waters

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Table 2.2.2 Class Notations (Hull)
The type notation signifies that the vessel complies with the
additional rules and regulations for the specific type of vessel.
1 Type
e.g. General Cargo, Bulk Carrier, Oil Tanker, Chemical Tanker,
Gas Carrier, Container Vessel.
Descriptive notations as agreed by the committee to signify the

special features or limitations of the vessel will be assigned at
the request of the owners or as deemed necessary by the
2 Descriptive
committee, e.g. Strengthened for Heavy Cargoes, Alternate
Holds may be Empty, For Service within (specified Route or
location), Only for Oils with F.P>60deg.C etc.
This notation assigned to Oil Tankers, Bulk Carriers,

Class Combination Carriers, Chemical Tankers and Ore Carriers,
3 ESP
notations signifies that vessel is subject to an Enhanced Survey
(Hull) Programme as described in this part.
4 RORO For Vessels intended for loading/unloading the cargo by Roll-on

Roll-off
5 CarCarrier Vesels intended for carriage of vehicles
This notation (In-water Survey) may be assigned to a ship

4 IWS where the applicable requirements of IRS’s Rules and
Regulations are complied with.

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Table 2.2.3 Class Notations (Machinery)
This distinguishing mark, when prefixed to class notations

1 (machinery) signifies that the main and auxiliary machinery
installed in the vessel are manufactured under special survey
of the society to the extent required by the Rules
This distinguishing mark, when prefixed to class notations
(machinery) signifies that the main and auxiliary machinery
2  installed in the vessel are manufactured under special survey
of a recognised class society and have been accepted by the
committee as complying with the societies Rules.
This notation will be assigned to all self-propelled ships and for
3 IM non-propelled ships having major machinery installations,
required for their primary operation, signified by the type
notation, accepted into the Society’s class.
Descriptive notations as agreed by the committee to signify the
4 Descriptive special features or limitations of the vessel will be assigned at
the request of the owners or as deemed necessary by the
committee, e.g. Computer Controlled Machinery System, etc.
5 UM This notation signifies that the vessel complies with the Rules
Class and regulations for Unmanned machinery spaces.
notations This notation assigned to Oil Tankers and Chemical Tankers,
6 IG signifies that the vessel is fitted with an approved system for
(Machinery) producing inert gas.
7 DP This notation will be assigned to vessels fitted with Dynamic
Positioning system approved by the committee.
This notation followed by letters within parenthesis describes
the type of tailshaft fitted:
TS(OG): Vessel fitted with approved oil gland
8 TS TS(CL): Vessel fitted with continuous shaft liner
TS(ES): Vessel fitted with exposed steel shaft
TS(NC): Vessel fitted with non-corrosive steel shaft
TS (CM): Vessel fitted with approved oil gland and has
extended tailshaft survey based on Condition Monitoring.
9 SP This notation will be assigned to vessels fitted with special

propulsion systems.
This notation will be assigned when machinery, electrical and
control engineering arrangements installed onboard to permit
10 OPS continued operation of services by connection to an external
electrical power supply are assessed and found to comply with
the relevant requirements of the Rules.

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This notation may be assigned when the arrangements are such

that the machinery may be operated with continuous supervision
11 CCS from a centralized control station. It denotes that the control
engineering equipment has been arranged, installed and tested in
accordance with IRS’s Rules, or is equivalent thereto.
This notation may be assigned when the arrangements are such
that the control and supervision of ship operational functions is
12 ICC computer based. It denotes that the control engineering
equipment has been arranged, installed and tested in accordance
with IRS’s Rules, or is equivalent thereto.
PM (Positional mooring system), or

PM
PMC (Positional mooring system for mooring in closeproximity to
13 or other ships or installations. This notation willapply in particular to
PMC any ship operating in conjunctionwith a fixed installation, e.g.
crane barge, accommodationunit, maintenance vessel, etc.)
The additional notation may be assigned where an integrated fire

protection system is fitted to provide control and monitoring of all
Class active fire protection and fixed fire extinguishing systems from a
14 IFP
notations centralized fire-control station. It denotes that the integrated fire
protection system has been arranged, installed and tested in
(Machinery) accordance with IRS’s Rules, or is equivalent thereto.
Denotes that the ship is equipped for early stage firefighting and
15 F1 rescue operations close to structuresincluding means for self
protection of the vessel.
Denotes that the ship is equipped for continuousfighting of large

16 F2 fires and for cooling of structures onfire including means for self
protection of the vessel
Denotes that the ship is equipped for continuousfighting of large
17 F3 fires and for cooling of structures onfire and of greater capacity
than for "F2"
Denotes that the refrigerated cargo installation is capable of
18 RC cooling down fruit in general or a catch offish and complies with
the applicable requirements ofPart 7 of IRS Rules
Denotes that the reliquefaction or refrigeration installation fitted on

a classed liquefied gas carrier for cargo temperature and pressure
19 RC- LGC
control complies with the applicable requirements of Part 7 of IRS
Rules

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Table 2.2.4: Additional Class Notations
1 Additional Descriptive Descriptive notations as agreed by the committee to

Class signify the special features or limitations of the vessel will
Notations be assigned at the request of the owners or as deemed
necessary by the committee, e.g. “Altered (1999)”,
“Modified Survey System” (where the vessel has a
modified survey system in view of the notation‘SC’), etc.
2 SC This notation signifies that the vessel has undergone a
comprehensive assessment of safety utilizing reliability
assessment procedures adopted by the Society such as
Safety Case, FMEA, FSA, etc.
3 CG Vessel is fitted with cargo gear approved by the
committee
4 RM Vessel is fitted with cargo refrigeration machinery
approved by the committee. Distinguishing marks or*
prefixed to this notation means that there frigeration
machinery has been manufactured and installed under
the special survey of the Society or a recognised
5 ICE classification
This notation Society
followedrespectively.
by the digits 1,2,3,4 signifies the
strengthening the vessel has for Navigation in icing
conditions of various severities.
6 ACCOM This notation is assigned to vessels, which comply with
the minimum criteria for accommodation area design,
whole-body vibration (separate criteria for
accommodation areas and workspaces), noise, indoor
climate, and lighting as included in Part 14 of IRS Rules.
ACCOM This notation is assigned to vessels which comply with
more stringent habitability criteria with respect to
accommodation areas, whole-body vibration and noise
aimed at increasing crew comfort and safety as included
in Part 14 of IRS Rules.
ACCOM This notation is assigned to vessels which comply with
more stringent habitability criteria with respect to
accommodation areas, whole-body vibration, noise, and
indoor climate as included in Part 14.
7 BC- Strengthened to carry dry bulk cargoes of density
A 1.0 t/m3 and above with specified holds empty, at
maximum draught in addition to BC-B conditions.
B Strengthened to carry dry bulk cargoes of density

1.0 t/m3 and above with all holds loaded in addition
to BC-C conditions.
C Strengthened to carry dry bulk cargoes wth

cargoes of cargo density less than 1.0 t/m 3.
8 GRAB [X] For ships having BC-A or BC-B, GRAB [X] is compulsory.
9 GBS Hull structure is based on GBS rules for Double Hull Oil
Tankers L ≥ 150 m and Bulk Carriers L ≥ 90 m (Pt 8A &
Pt 8B)

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10 MCDK For movable car decks in RORO ships
11 PWDK For Decks strenghthned for Wheel loading
2.6 Materials
2.6.1 It is required that the materials which are to be used in the construction of hull and machinery
intended for classification, or in the repair of marine vessels already classed, are of good quality
and free from defects and are tested in accordance with the relevant Rules. The steel is to be
manufactured by an approved process at works recognized* by IRS. Alternatively, tests to the
satisfaction of IRS will be required to demonstrate the suitability of the steel.
* Consideration may be given by IRS at their sole discretion to recognize the works on the
approved list of Classification Societies with whom IRS currently has Dual Class Agreements for
this purpose. Such approval of works is intended for limited periods only and may call for such
tests and/or examination to be conducted by the Surveyors of IRS as may be decided from time to
time.
2.7 Date of contract for construction

2.7.1 The date of “contract for construction” of a vessel is the date on which the contract to build the
vessel is signed between the prospective owner and the shipbuilder. This date along with the
construction numbers (i.e. hull numbers) of all the vessels is included in the contract and is also
declared to IRS by the party applying for the assignment of class to a new building.
2.7.2 The date of “contract for construction” of a series of vessels, including specified optional vessels
for which the option is ultimately exercised, is the date on which the contract to build the series is
signed between the prospective owner and the shipbuilder.
For the purpose of the requirement given above, vessels built under a single contract for
construction are referred to as “series of vessels”, if they are built to the same approved plans for
classification purposes. However, vessels within a series may have altered design compared to
the original design provided:
a) such alterations do not affect matters related to classification, or
b) the alterations are subject to classification requirements and fulfill the classification
requirements in effect on the date on which the alterations are contracted between the
prospective owner and the shipbuilder or, in the absence of the alteration contract, fulfill the
classification requirements in effect on the date on which the alterations are submitted to
IRS for approval.
c) the optional vessels will be considered part of the same series of vessels if the option is
exercised not later than 1 year after the contract to build the series was signed.
2.7.3 The date of “contract for construction” for vessels whose contract for construction is amended to
include additional vessels or additional options is the date on which the amendment to the contract
is signed between the prospective owner and the shipbuilder. The amendment is considered as a
“new contract” and the conditions of [2.7.1 and 2.7.2] above now apply on this.
2.7.4 If “contract for construction” is so amended that the ship type is changed, the date of “contract for
construction” of this modified vessel, or vessels, is also modified and it now becomes the date on
which revised contract or new contract is signed between the Owner (or Owners) and the
shipbuilder.

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2.8 Date of build
2.8.1 In the Register Book, the date of completion of the special survey inspection will normally be
entered as the “date of build”. In case there is considerable delay between completion of
construction survey and the ship commencing service, the date of commissioning may be
specified on the classification certificate. However, when modifications are done on a ship, the
initial date of build remains assigned to the ship.
2.8.2 When complete replacement or addition of a main portion of the ship (e.g. forward section,
midship section or aft section) is involved, the following applies:
2.8.2.1 On the classification certificate, date of build assigned to each portion of the ship will be
indicated in the Register Book; the date of modification will also be indicated.
2.8.2.2 Survey requirements shall be based on the date of build related to each main portion of
the ship.
2.9 Certificates
2.9.1 The condition for issuance of certificates of class to Builders or Owners is that the required plans
have been approved and reports on completion of Special Surveys of new ships or of existing
ships submitted for classification have been received from the Surveyors and are also approved
by IRS. A Certificate of class will be issued to the vessel indicating the class notations assigned to
the vessel once the vessel has been entered in to the society’s Register of Ships.
2.9.2 Certificates of class maintenance will also be issued to Owners when periodical special surveys of
hull and machinery are completed.
2.9.3 The Surveyors are authorised to issue Interim Certificates to allow a ship, classed with IRS, to go
on a voyage provided that, in their opinion, she is in top form and good condition. Interim
Certificates have Surveyors' recommendations for continuance of Class, but in all cases, are
subject to authorization by IRS.
2.9.4 There is a provision for issuance of Individual Certificates also which can be issued for those
boilers, propelling machinery, equipments and fittings which have been manufactured under IRS
Survey and as per their regulations meeting IRS rules.
2.10 Repairs & Alterations

2.10.1 When there is any damage or wear and tear to the vessel, its hull, machinery and/or equipment,
the repairs which are required for the maintenance of ship's class are to be performed immediately
to the satisfaction of the Surveyors at the first port of call.
2.10.2 Where ship is damaged to an extent that there is towage outside port limits, it is the Owner’s
responsibility to notify IRS at the first feasible opportunity. However, where such repairs are to be
performed at a port where there is no Surveyor of IRS, arrangement for the survey by IRS’s
surveyor is to be made at the earliest opportunity.
2.10.3 Where repairs to hull, machinery or equipment, which affect or may affect classification, are to
beperformed by a riding crew, they are to be planned in advance. A complete repair procedure
including the extent of proposed repairs and the need for Surveyor's attendance during the voyage
is to be submitted to and agreed upon by the Surveyor well in advance. Failure to notify IRS in
advance may result in suspension of the vessel's class.
2.10.4 Any proposed alterations of the vessel’s hull, machinery or equipment are required to get an
approval from IRS in advance and so plans and technical particulars are also to be submitted in
advance. Such approved alterations are to be performed under the supervision of, and to the
satisfaction of the Surveyors.

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2.11 Suspension of class
2.11.1 The Society may suspend a ship's class where the assumptions related to handling of the vessel
or the provisions for maintenance of class have been violated. The decision to suspend a ship's
class is made by the Committee. Where the decision has been made, the owner’s will be notified
of the same in writing and it may come into effect immediately or after a specified period of time.In
cases of automatic suspension, no individual decision is made.
2.11.2 If the special surveys for hull, machinery installations and equipment related to main character of
class are not executed prior to the expiry date of the classification certificate, and if no deferral has
been granted, the class will be automatically suspended with immediate effect unless the surveys
are under execution in port or at yard.
2.11.3 If the special survey has not been completed by the due date and an extension has not been
agreed to, or the vessel is not under attendance by the Surveyor to complete the surveys prior to
resuming service, the class of a vessel will be automatically suspended from the expiry date of the
Certificate of Class.
2.11.4 If the annual or intermediate surveys are not executed within 3 months from the anniversary date
of the classification certificate, the class is automatically suspended with immediate effect.
Furthermore, the Society may decide to suspend a ship's class if the ship is unavailable for
performing the required surveys including its availability for dealing with exceptional
recommendations, damages, etc. within pre-determined time.
2.11.5 When the surveys relating to specific additional notations of hull or equipment or machinery have
not been executed and thereby the ship is not allowed to retain that notation, then the specific
notation will be suspended till the time related surveys are completed.
2.11.6 The class of a vessel will be suspended, if an item that has to undergo continuous survey is
overdue at the time of annual survey, unless the item is dealt with or postponed by agreement.
Also, if recommendations and/or conditions of class are not dealt with by the due date or
postponed by agreement, by the due date.
2.11.7 The class of a ship is liable to be withheld or, if already granted, may be withdrawn in case fees or
expenses chargeable for the service rendered are not paid.
2.11.8 The ship’s class will be suspended when it proceeds to sea either with less freeboard or when the
freeboard marks are placed higher on the ship's sides than the position assigned or approved by
IRS.
2.11.9 When the society finds out that a ship is being run in a manner contrary to that agreed at the time
of classification, or is being run in unsafe and unreliable conditions or in areas more tedious than
those agreed, the class will be suspended.
2.11.10 In case the Owner fails to notify IRS of any damage to the ship‘s hull, machinery or equipment,
which may unfavorably affect classification of the vessel or subsequently fails to make adequate
arrangements for the survey as advised by IRS, the ship's class will be suspended.
2.11.11 The ship’s class will be suspended after ship suffers major casualty viz. grounding, breaking up or
sinking and when the Owner is unable to arrange for the ship’s survey by IRS and initiate repairs
within a reasonable period of the occurrence of the casualty, unless otherwise agreed to with IRS.
2.11.12 Ships laid up as per the IRS Rules, prior to surveys becoming overdue will not be suspended
when surveys addressed above become overdue.
2.11.13 For ships which are intended for a demolition voyage with any periodical survey overdue, the
vessel’s class will not be suspended till a single direct ballast voyage from the lay up or final
discharge port to the demolition yard is completed.
2.11.14 If a vessel has been detained as a result of port state control inspections twice in a two year period
and the deficiencies are found to be serious, the Society may decide to suspend class.

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2.11.15 Ships which remain laid up as a result of suspension and surveys becoming overdue will remain
so until the overdue surveys are completed.Classification will be reinstated upon satisfactory
completion of overdue survey. Such surveys will be credited from the date originally due.
However, the ship will remain disclassed from the date of suspension until the date class is
reinstated.Where applicable, the Owners and the Flag State, would be intimated in writing of the
suspension and reinstatement of Classification.
2.11.16 Failure to permit the unscheduled surveys referred to in [Ch 3, section 1, 1.3] shall also result in
the suspension orcancellation of class.
2.12 Withdrawal of class

2.12.1 The withdrawal of class is done at the owner's request. Also, if the outstanding surveys are not
completed within stipulated time after the class suspension, the Society will decide to withdraw the
ship's class.Where a withdrawal of class has come into effect, the Society will make necessary
amendments in the Register book or its supplement.
2.12.2 After the end of six months of suspension, ship’s class will be withdrawn, if the Owner has not
initiated any action to reinstate the ship’s class. However, if the ship is not trading or in cases of
lay-up awaiting attendance for reinstatement or in the event of a casualty, a longer suspension
period may be granted and ship’s class is not withdrawn.
2.12.3 The class will be withdrawn with immediate effect when any ship proceeds to sea without having
rectified a condition of class, which was required to be dealt withprior to leaving port.
2.12.4 The Society may withdraw the ship's class with one month's written notice if the outstanding debt
owed to the Society is not paid within a fixed date. This also applies when payment is received by
local representative but is not remitted to the head office.
2.12.5 When on an Owner’s request, the class of a ship holding IRS class is withdrawn by IRS, the
notation "Class withdrawn at Owners' request" (with date) will be made in the ensuing reprints of
the Register of Ships. This entry will remain there until the ship’s class is either deleted or
reinstated.
2.12.6 When the Regulations as regards surveys on the hull or equipment or machinery have not been
fulfilled and the ship thereby is not able to retain her class, the class will be withdrawn and the
notation "Class withdrawn" (with date) will be made in the ensuing reprints of the Register of
Ships. This entry will remain there until the ship’s class is either deleted or reinstated.
2.12.7 Where applicable, the withdrawal of a vessel will be confirmed in writing to the Owner and the Flag
State.
2.13 Deletion of Class

A ship will “cease to exist” when:
a) it is ruined by scrapping or
b) it sinks to unfathomable depths or
c) it is damaged due togrounding or structural failure or due to effects of war or sabotage
d) it is abandoned by the owner.
Ship’s class will be deleted when it “ceases to exist”.
2.14 Reclassification
If the outstanding surveys leading to class suspension are executed within stipulated time, the class will be
reinstated and the existing classification certificate shall retain its validity. In all other cases, a ship's class
may only be reinstated upon a written request from the owner. In such circumstances, the survey extent
will be dependent upon the ship's classification status at the time of suspension or withdrawal.

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2.15 Survey Reports
2.15.1 The Surveyors make all the reports of the survey in the form prescribed andsubmitted for
consideration of the Board or the sub-committee of Classification, but the character assigned by
the latter is to be reported to the Board. The Board may, in some instances, vest in the Managing
Director discretionary powers to act on its behalf, and all such actions are reported to the Board at
its subsequent meeting.
2.15.2 After the reports prepared by the Surveyors get the approval of the Managing Director, they are
open to inspection by the Owner or any other representativeauthorised by the Ownerin writing.
Copies of the reports will, subject to the approval of the Managing Director, be supplied to Owners
or their representatives.
2.16 Requirements for service providers

2.16.1 General
2.16.1.1 Application
a) Firms which, on the behalf of the owner of a ship or a mobile offshore unit, conduct
measurements, tests or maintenance of safety systems and equipment of the ships
and get results which are used by Surveyors in making decisions affecting
classification. However, these firms require approval by the Society as per this
section.
b) Where such services are made use of by the Surveyors in making decisions that
affect statutory certifications, the firms are subject to approval by the Society where
the Society is authorized by the relevant Flag Administration.
c) Firms giving services as described in [a)] and [b)] above shall be hereinafter referred
to as “suppliers” or “service providers”
2.16.1.2 Approval procedure
a) Suppliers or service providers requiring approval as per [2.16.1.1]require to prove
the adequacy of their operation system with respect to resources, proficiency and
quality assurance system, as per the procedural requirements set forth in [2.16.2],
except as given below.
b) Additional requirements as per [2.16.3] would be applicable for the suppliers
categorized below:
i) Firms engaged in surveys and maintenance of fire extinguishing equipment
and systems
ii) Firms engaged in thickness measurements on ships
iii) Firms carrying out in-water survey of ships and mobile offshore units
iv) Firms engaged in tightness testing of hatches with ultrasonic equipment
c) Specific requisites for suppliers of categories other than those stated in [b)] shall be
specially considered.
d) The Society may adopt acustomized approval procedure, where the supplier
proposes to prove its conformation to the requirements given in this section by
means other than those described in this section, as acceptable to the Society.
e) Any deviations from the requirements of this section may be allowed by the Society,
if the committee is satisfied that the operation system adopted by the supplier is
reasonably equivalent to the requirements of this sectionas in the services rendered
by the supplier has same level of reliability as envisioned by the regulations of this
section.

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January 2015
f) Suppliers who have the approval from other recognized classification societies will
be specially considered for the requirement of audit as per [2.16.2.4 a)] based on
the satisfactory review of documentation as per [2.16.2.1] and a satisfactory
demonstration test as per [2.16.2.4 b)].

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2.16.2 Procedure for approval and certification
2.16.2.1 Submission of documents
a) The documents given hereunder are to be submitted to the Society for review.
i) Outline of company, e.g. organization and management structure,
including subsidiaries to be included in the approval/certification
ii) Experience or expertise of the company in the specific service area
iii) Information on the other activities of suppliers which may present a
conflict of interest with the Society
iv) List of operators/technicians/inspectors documenting training and
experience within the relevant service area, and qualifications according
to recognized national, international or industry standards
v) List of nominated agents
vi) Description of equipment used for the particular service for which
approval is sought
vii) A guide for operators of such equipment
viii) Training programs for operators/technicians/inspectors
ix) Quality Manual and/or documented procedures covering requirements in
[2.16.2.3]
x) Check lists and record formats for recording results of the services
provided
xi) Customer complaints and corrective actions requested by certification
bodies
xii) Evidence of approval/acceptance by other bodies, if any
xiii) Where relevant, list of licenses granted by equipment’s manufacturer
2.16.2.2 General requirements
a) Extent of approval: The supplier shall demonstrate, as required by [b) to i)
sub-points of 2.16.2.2 below], that it has the capability and control required to
deliver the services for which approval is sought.
b) Training of personnel – It is the responsibility of the supplier that their

personnel are adequately trained and qualified to a recognized national,
international or industry standard, as applicable. Where such standards are
not there, the supplier is required to define standards for the training and
qualification of its personnel relevant to the functions each is authorised to
perform in agreement with the society. Moreover, it is an additional
requirement that the personnel have an adequate experience and is familiar
with the operation of any necessary equipment especially the
operators/technicians/inspectors shall have a minimum of one (1) year tutored
on-the-job training.
c) Supervision – The supplier shall provide supervision for all the rendered
services. It is also required that the concerned supervisor have atleast two (2)
years experience as an operator/technician/inspector within the activity for
which the supplier is approved.
d) Personnel records – Maintaining the personal records of the approved
operators/technicians/inspectors is the responsibility of the suppliers. The
record maintained by the supplier shall contain information on age, formal
education, training and experience for the services for which they are
approved.

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e) Equipment and facilities – The supplier shall have all the necessary
equipment and facilities so that the services are rendered properly. For the
same purpose, a record of the equipment used shall be kept that contain
information on maintenance and calibration.
f) Procedures – The supplier shall have documented work procedures covering
details of all the rendered services.
g) Subcontractors – The supplier has to furnish detailed information of
agreements and arrangements if any rendered services are subcontracted.
Subcontractors shall also meet the requirements of this section, as far as
applicable and also feasible.
h) Verification – The supplier is responsible for verifying that the rendered
services are executed in accordance with approved procedures.
i) Reporting – The report shall be prepared in a form acceptable to the Society.
Guidelines as given in Chapter 3, where applicable, shall be observed. Where
the regulations are not stated in such guidelines, same shall be to the
satisfaction of the surveyor. The report shall alsohave a copy of the Certificate
of Approval.
2.16.2.3 Quality assurance system
a) A documented system shall be provided by the supplier that covers at least
the following:
i) job preparation
ii) code of conduct for the relevant activity
iii) supervision and verification of operations to ascertain compliace with the
approved operational procedures
iv) training programs for operators/technicians/inspectors
v) upkeep, maintenance and calibration of equipment
vi) quality management of subsidiaries and agents
vii) recording and reporting of information
viii) intermittent review of work process procedures, complaints, corrective
actions, and issuance, maintenance and control of documents
b) A documented Quality Assurance system conforming to the ISO 9000

standard or equivalent and including the above items, would be considered
acceptable.
2.16.2.4 Audit and demonstration test
a) Upon satisfactory review of the submitted documents, the supplier is audited
in order to ascertain that it is duly organized and managed as per the
submitted documents, and that it is considered capable of conducting the
services for which approval/certification is sought.
b) Certification is conditional on a practical demonstration of the specific service
performance and also satisfactory reporting procedure.
2.16.2.5 Certification
a) After satisfactory audit of the supplier and the demonstration test, the Society
will issue a “Certificate of Approval” to the supplier that states that the service
operation system of the supplier has been found to be satisfactory and that
the results of services performed in accordance with that system may be
accepted and utilized by the Society’s Surveyors while making decisions
related to classification or statutory certification, whichever is relevant.

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b) The “Certificate of Approval” shall clearly mention type and scope of services
and any limitations or restrictions imposed. The supplier will also be included
in the Society’s records of approved service providers.
c) The Certificate of Approval shall be valid for a time period not going beyond
five (5) years subject to intermediate audit between the second and third
anniversary date, and any additional audits as deemed necessary by the
Society.
d) On satisfactory completion of audits as described in [sub-point a-c] of
2.16.2.5] above, the certificate of approval shall be duly endorsed.
e) Where a given firm owns more than one servicing stations, each station shall
be subject to approval procedure as per this section, to the extent, deemed
necessary by the Society.
f) In case where any changes to the certified service operation system of the
supplier is made, such changes are to be instantly reported to the Society.
When deemed necessary by the Society, re-audit may be required.
2.16.2.6 Cancellation of approval
a) The Society reserves the right to terminate the approval in the below
mentioned cases:
i) Where the service was inappropriatelyexecuted or the results were
improperly reported.
ii) Where a Surveyor finds deficits in the certified service operation system of
the supplier and appropriate corrective action is not taken within the time
frame estimated or given by the Society.
iii) Where the supplier fails to report to the Society of any amendment as
described in [sub-point (f)] of [2.16.2.5] above or fails to prove to the
Society the conformation to the operation system thus changed with the
requirements of this section.
iv) Where intermediate or additional audits, as required by [sub-point (c)] of
[2.16.2.5] above has not been executed to the satisfaction of the Society
v) Where unruly acts or omissions are ascertained
vi) Where the supplier fails to pay the fees as per the Societies applicable
tariff.
b) A re-approval may be sought after a period of six (6) months by the supplier
whose approval has been cancelled. However, there is no such possibility if
the cancellation was based on a serious fault such as infringement of ethics.
2.16.3 Resource requirements
2.16.3.1 Firms occupiedwith the thickness measurements
a) Extent of occupancy– Thickness measurement of structural material of
marine vessels.
b) Supervisor – The responsible supervisor shall be qualified as per a
recognized national or international industrial NDT standard (e.g. EN 473 level
II or ISO 9712 level II).
c) Operators – The operators performing the measurements shall be certified to
a recognized national or international industrial standard (e.g. EN 473 level or
ISO 9712 level I) and shall have adequate knowledge of ship structures
sufficient enough to elect a representative position for each measurement.

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d) Equipment – Instruments required for measurement of coating thickness are
those which use pulsed echo technique. It is recommended that the
oscilloscope type or multiple echoes with transmitter/receiver probe (twin
crystal method) instruments are used.
e) Procedures – Work procedures are so documented that information on
survey preparation, selection and identification of test locations, surface
preparation, protective coating preservation, calibration checks, report
preparation and content is maintained properly.
f) Reporting – The report shall be based on the guidelines given in chapter 3 of
this section.
g) Verification – The Surveyor’s verification of each distinct job, documented in
the report along with his signature must be there with the supplier.
2.16.3.2 Firms occupied with ultrasonic tightness testing of hatches

a) Extent of occupancy- ultrasonic tightness testing of hatches
b) Operators – The operator shall have the following qualifications:
i) knowledge of different hatch designs, their functioning and sealing features
ii) experience on operation and maintenance of different hatch designs
iii) ability to document a theoretical and practical training onboard in using
specific ultrasonic equipment.
c) Equipment – The ultrasonic equipment shall be of a type approved by the
Society and it shall be demonstrated to the satisfaction of the surveyor that
the equipment is fit for detecting leakage in hatch covers.
d) Procedures – The supplier shall have documented work procedures, which
shall also contain the manual for the ultrasonic equipment specifiedwith
calibration, maintenance, and operation details along with approval criteria.
2.16.3.3 Firms occupied with in-water survey
a) Extent of occupancy– In-water survey of ships and mobile offshore units.
b) Training of personnel – The supplier is required to employ qualified divers
and use the appropriate diving equipment while conducting survey. The
following qualifications shall be documented:
i) Ship’s terminology in English
ii) Operation of under-water communication system
iii) Under-water thickness gauging and non-destructive testing as per
recognized national or international industrial NDT standard
iv) Under-water video monitoring with TV monitors on deck, as well as still
picture work
v) Bearing clearance measurements on rudders and tail shafts
vi) Operation of Special equipment and tools like grinders, cutters, hull
cleaners, etc.
vii) Knowledge of ship’s underwater structure and appendages, propeller, tail
shaft, rudder and its bearings, etc.
viii) A plan for training of personnel in the reporting system and minimum rule
requirements for relevant ship types, its underwater structure, measuring

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of bearing clearances, identification of corrosion damage, buckling and
detoriated coatings, etc. shall be included.
c) Supervisor – The supervisor shall be qualified as per the supplier’s general
requirements and shall have minimum two (2) years’ experience as a diver
executing survey of marine vessels.
d) Divers carrying out survey – The diver doing the survey shall have at least
one (1) years’ experience as an assistant diver executing survey (at least 10
different assignments).
e) Equipment – The following equipment shall be available:
i) Closed circuit color television with illumination equipment
ii) Video recording device connected to the closed circuit television
iii) Still photography camera
iv) Two-way communication between diver and surface staff
v) Equipment for performing thickness gauging, non-destructive testing and
measurements, e.g. clearances, indents, etc., as relevant to the work to
be done.
vi) Equipment for cleaning of the hull
vii) Diver’s equipment and kit.
f) Procedures and guidelines – The supplier shall have documented
operational procedures and guidelines for how to conduct the survey and
equipment handling. These shall include:
i) Two-way communication between diver and surface
ii) Closed circuit television operation and video recording
iii) Guidance of the diver along the hull to ascertain complete coverage of the
parts to be surveyed
g) Verification – The Surveyor’s verification of each distinct job, documented in

the report along with his signature shall be available with the supplier.
2.16.3.4 Firms occupied with the job of survey and maintenance of fire extinguishing
equipment and systems
a) Extent of occupancy– The supplier shall have the professional knowledge of
fire theory, firefighting and fire extinguishing appliances s to carry out the
surveys and make proper evaluations of the condition of the fire fighting
equipment.
2.17 IRS Type Approval Programme
2.17.1 General
Applicants are required to submit a signed request for Product Type Approval, indicating all
adopted standards by the year of their last issuance. The Type Approval Program is made up of
two components, Design Assessment and Manufacturing Assessment:
Design Assessment, which is approval of the standard product design, consists of:
a) Design evaluation, and
b) Survey and/or testing of a prototype or a production unit (as appropriate)
Manufacturing Assessment, which is approval of the manufacturing process, consists of:
a) Management Assessment.Evaluating the quality assurance and quality control system of
the manufacturing facilities in order to assess and verify their capability to meet the
manufacturer’s specified level of product quality consistently and satisfying the

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January 2015
requirements of the Rules, as applicable. Three categories of quality assurance and
quality control are in the Program:
i) Acceptable Quality System (AQS) is a system in substantial agreement with a
standard such as ISO 9000 series or equivalent and found acceptable by IRS.
ii) Recognized Quality Standard (RQS) is a system that is in compliance with a
recognized standard at least to ISO 9000 series or equivalent and so certified by a
recognized certification body.
iii) Product Quality Assurance (PQA) is a system meeting the requirements for RQS
and having additional approved procedures to carry out tests and surveys as
required by the Rules.
b) Production Assessment. Evaluating the product specific manufacturing process of the
manufacturer in order to assess and verify that manufacture and inspections of the
products are established to provide the manufacturer’s specified level of quality control,
and to satisfying the requirements of the Rules.
The Design Assessment portion of the Type Approval Program may be applied individually for
products submitted without a request for Product Type Approval. It is normally to be done with a
signed request for Type Approval, and in conjunction with the Manufacturing Assessment portion
of the Type Approval Program. The application of the Manufacturing Assessment portion can be
done only in conjunction with Design Assessment. When a manufacturer has already been
granted Manufacturing Assessment, further submission of new products or drawing updates do
not need to be accompanied by a new request for Type Approval. The purposes of the Type
Approval Program are:
a) To avoid repeated evaluation of identical designs,
b) To allow acceptance of the product based on periodic surveillance of the manufacturer’s
quality assurance program and, where applicable, selective inspection and tests in lieu of
surveying and testing individual units at the manufacturer’s facility, [see 2.17.3.2 and
2.17.3.3].
2.17.2 Limitations
The application of the Type Approval Program to a specific product is at the discretion of IRS.
Those products that may not be type approved under The Type Approval Program are identified in
the appropriate Sections of the Rules. (****) Products for which the Rules require witnessed testing
by a Surveyor as part of their certification for use on a vessel, MODU, or facility classed by IRS will
require witnessed testing where the option for Acceptable Quality System (AQS) or Recognized
Quality Standard (RQS) system is exercised. Where Product Quality Assurance Certificate (PQA)
is granted, witnessed testing during the manufacture of the product, which otherwise would be
required by the Rules, may be waived at the discretion of the Surveyor in Charge. Where the
product is manufactured to an Administration standard, any request to waive witnessed testing
must be approved by the Administration.
2.17.3 Process
The process of the Type Approval Program is shown schematically in Figure 1.2.1. Each step in
the process will be described in the following.
2.17.3.1. Design Assessment (DA)
a) Design Evaluation
Plans showing details of construction, and documentation such as product
specifications, performance data, standard of compliance, engineering analyses,
etc., as applicable, are to be submitted for review. The design review must first
show compliance with applicable requirements of the Rules or to standard as may

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January 2015
be permitted by the Rules, prior to further consideration for IRS Type Approval.
Products for which there are no specific standards in the Rules may be evaluated
based on applicable industry standards or, in the absence of applicable Rules or
industry criteria, the manufacturer’s standard or specifications and/or engineering
analyses. The basis of design evaluation will be commenced in IRS’s
documentation concerning the product. The design assessment is intended to fulfill
the requirements of the first element of the Type Approval Program, as described in
[2.17.1]. Design assessment is the first step in determining that, provided that all
other Rule requirements are complied with and subject to completion of
manufacture and testing to the satisfaction of the attending Surveyor, the product
may be used onboard a vessel, MODU or a facility classed by IRS.
b) Survey and/or Testing of Prototype or Production Units
Where applicable, and as deemed necessary for the evaluation process, the
manufacturer is to carry out performance, nondestructive, destructive,
environmental, or other tests on the product as may be specified in the Rules, in the
applicable standard, or in the manufacturer’s specifications in the presence of a
Surveyor. If the required testing has been or is done in a recognized independent
testing facility or in the manufacturer's facility that is certified to ISO 9000 and
Recognized Quality Standard [RQS] as described in [2.17.3.2] of these Rules, that
is acceptable to IRS, consideration will be given to acceptance of test results
obtained without a Surveyor present. Each IRS Technical Office will maintain a list
of recognized testing facilities.
c) Design Assessment Certificate
Products evaluated in accordance with [Design evaluation and Survey and/or
Testing of Prototype or Production Units of 2.17.3.1] and found to be in
conformance with the applicable provisions of the Rules, standards, or
specifications will be issued a Design Assessment Certificate. Designs so approved
will be eligible for listing on the IRS website under the Design Approved Products
(PDA) index. They will remain in this index until a Manufacturing Assessment
Certificate (MA) is issued at which point the listing will be relocated to the Type
Approved Product (PTA) index with the MA certificate data added. Design
Assessment Certificate, by itself, does not reflect that the product is type approved.
For that purpose, manufacturing assessment is to be carried out in accordance with
[2.17.3.2] or [2.17.3.5].

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January 2015
d) Product Design Assessment, Limited
When a Product Design Assessment Certificate expires or is superseded by a Rule
or specification change, the option of maintaining the listing in the category of
Product Design Assessment, Limited (PDA Ltd.) is available. There will be two
categories in this PDA Ltd:
i) A product that has expired is pending renewal and requires technical
revalidation prior to being used. The term of validity will be one year from the
date of expiration of the PDA.
ii) A product that will be listed as in compliance with a previous Rule and remains
valid only for vessels contracted on or before the effective date of the Rule.
The effective date will be included in the service restrictions of the product. The
term of validity will be five years subject to continued compliance with the
applicable Rule.
2.17.3.2. Manufacturing Assessment (MA)
a) Quality Assurance Standard
i) Acceptable Quality Standard (AQS). The manufacturer is required to have in
place an effective quality assurance system that will be evaluated by Surveyors
for essential compliance with a recognized quality standard, such as the ISO
9000 series, or equivalent. The system, as implemented, is to be acceptable to
IRS. The evaluation will involve initial, regular and renewal audits of the quality
system, in accordance with the provisions of the applicable quality assurance
standard. Where considered necessary by the attending Surveyor, more
frequent surveillance may be required to maintain the certification.
ii) Recognized Quality Standard (RQS). The requirements are the same as those
for AQS except that the manufacturer is required to have in place an effective
quality assurance system certified by an internationally recognized certification
body as complying with a recognized quality standard at least equivalent to the
ISO 9000 series. Such certification is to be valid at least during the validity of
Manufacturing Assessment Certificate. In addition, the system as implemented
by the manufacturer is to be acceptable to IRS. For that purpose, a
confirmatory evaluation will be conducted by the Surveyor, which will involve
initial, regular and renewal audits of the quality system, in accordance with the
provisions of the applicable quality assurance standard. Where considered
necessary by the attending Surveyor, more frequent surveillance may be
required to maintain the certification.
iii) Quality Manual. The manufacturer is also required to maintain a quality manual
as may be required by the standard. Where a recognized certification body has
approved the Quality Manual, IRS will not require them to be submitted for
IRS’s approval.
b) Quality Control
Typical quality plans describing methods of assuring and controlling quality during
production as may be required by the product specifications or standard will be
subject to evaluation by IRS. In particular, quality plans are to indicate specific
surveys, tests, etc. wherever required by the Rules.
The manufacturer is to present a sample or specimen of the product, representative
of the “type” to be approved, to the Surveyor for the purpose of verifying that the
“type” has been manufactured in conformance with the design documents.

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c) Manufacturing Assessment Certificate (MA)
Manufacturing facilities that are successfully audited in accordance with Quality
Assurance Standard and Quality Control of [2.17.3.2]and are found to:
i) Have undergone a satisfactory product design evaluation, and
ii) Comply with a quality assurance standard, and
iii) Have manufacturing quality control that meets the applicable provisions of the
Rules, or of the applicable product standard, or the manufacturer’s
specifications, will be issued a Manufacturing Assessment Certificate (MA) by
the attending Surveyors.
Manufacturers so assessed will be eligible for listing on the IRS website under the
Type Approved Product (PTA) index together with the PDA Certificate data, as
appropriate.
d) Confirmation of Type Approval (CTA)
Those products with both a valid Design Assessment Certificate [see Design
Assessment Certificate (DAC) under 2.17.3.1] and a valid Manufacturing
Assessment Certificate [see Manufacturing Assessment Certificate (MAC) under
2.17.3.2] is eligible for a Confirmation of Type Approval. This certificate may be
printed from the IRS website only when all parts of the Type Approval Program
remain current. [See also Acceptability of Type Approved Products under 2.17.3.4].
The Confirmation of Type Approval represents the information recorded by IRS on
the product as of the date and time the certificate is printed.
2.17.3.3. Product Quality Assurance Certification (PQA)
A Product Quality Assurance Certificate (PQA) will be issued to a manufacturer who has
requested that Rule-required surveys and tests be conducted without an IRS Surveyor
in attendance. For that purpose, the manufacturer is to meet the requirements for Type
Approval as described in [(b) under Quality Assurance Standard of 2.17.3.2] and, in
addition, is to have a quality assurance system in operation that is at least as effective
as the Surveyor’s attendance at those surveys and tests. The scope of manufacturing
assessment will be expanded to include a confirmatory evaluation, including at least
initial, semi-annual, annual, and renewal audits of the quality system, in accordance with
the provisions of the applicable quality assurance standard and IRS own criteria. When
requested by the manufacturer, consideration will be given to crediting a semi-annual
audit based on a Surveyor’s recommendation after attendance for Unit Certification or a
surveillance visit on or about the due date of the semi-annual audit. The semi-annual
audit will have a window of 30 days before and 30 days after the midpoint between
annual audits.
The issuance of a Product Quality Assurance Certificate is contingent upon the
recommendation by the attending Surveyor, seconded by the Surveyor in Charge and
final approval by the Manager of the Type Approval Program. During the manufacture of
the product, the Product Quality Assurance certification will provide an alternative to the
requirements for witnessed testing by a Surveyor. This is not a relaxation of the Rule
requirement for production testing, but rather allows such testing to be conducted
without a Surveyor being present.
Where conditions justify the need for increased surveillance, the PQA does not preclude
the Surveyor in Charge from expanding the scope of surveillance. Where the situation
(e.g., frequency of IRS Unit Certification, batch test results, etc.) warrants such action,
IRS may require a closer interval of surveillance surveys. In such instances, the
requirement for a renewal audit will be specially considered. See, [Renewal under
2.17.3.4].
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January 2015
IRS also reserves the right to conduct unscheduled surveillance surveys.
Manufacturers receiving a Product Quality Assurance Certificate will be distinguished on
the IRS website by an added notation (PQA).
2.17.3.4. Certificates
a) Unit-Certification
When a Type Approved Product is proposed for use onboard a vessel or a marine
structure, it is to fulfill all applicable requirements in the Rules, including
[Acceptability of Type Approved Productsunder 2.17.3.4] given hereunder. Where
required by the IRS Rules, Unit Certification is also to be completed as follows:
i) Products Covered by Product Quality Assurance [2.17.3]. Products
requiring unit certification for use on a vessel, MODU, or facility classed
with IRS will be unit-certified by the IRS office having jurisdiction over the
manufacturer. The manufacturer will be responsible to advise the IRS
office of deliveries of products and to supply the IRS office with all
documentation required for unit-certification of the product.
ii) Products Covered by Manufacturing Assessment [2.17.3.]. Where the
Rules require attendance of the IRS Surveyor during any stage of
manufacturing, including but not limited to any testing, the unit certification
will be issued by the attending Surveyor upon completion of all required
surveys and tests. Where the attendance of the Surveyor is not required
by the Rules, no unit certification is required. At the discretion of the
Surveyor, a unit-certification of this category may be credited to the
annual audit, when conducted on or about its due date.
b) Issuance and Updating of Certificates
Issuance of Certificates.The certificates indicated in Design Assessment Certificate
under [2.17.3.1], Manufacturing Assessment Certificate (MA) under [2.17.3.2 and
2.17.3.3] will be issued initially for five years.These certificates are renewable for
another five-year period (from the expiry date of the previous certificate), subject to
assessment of design and manufacturing in accordance with [Renewal of 2.17.3.4].
Failure for renewal of the manufacturing assessment certificate will cease validation
of type approval certification at the end of the five-year period. Where for a practical
reason the renewal process of any certificate cannot be completed before expiry of
the period, a short-term extension may be considered upon application. When the
certificate is renewed within 90 days of its expiration date, the new certificate is to
be valid from the expiration of the previous certificate.
These certificates will be updated in accordance with [see (b) of Issuance and
Updating of Certificates under 2.17.3.4] or [see (c) of Issuance and Updating of
Certificates under 2.17.3.4], where the design, Rules or Regulations used for
certification is changed during the five years period. The updated certificate will be
issued for five years from the date of the updating. In addition, the following
requirements will apply.
i) Changes to Design, Procedures and Regulations other than IRS Rules. At any
time, where there is a change in the design, procedures or the applicable
standards (other than IRS Rules), as listed in [a) to d) of 2.17.3.5], the
manufacturer is to endeavor to notify IRS of those changes with an application
either for incorporation of the change for record purposes, or for re-assessment
of the product, procedures and/or regulations, as the case may be. Failure to
notify IRS about those changes may invalidate the certificate.

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Where a specific implementation date is indicated in the change(s) to the
regulation adopted for the product, the certification will become invalid effective
on the implementation date of the new regulation or the end of the five year
period whichever comes first, unless the product is found or placed in
compliance with the new requirement as a result of reassessment.
ii) Changes to IRS Rules. The foregoing requirements on changes to other
regulations will generally apply to the changes to IRS Rules shown on the
Design Assessment Certificate. In this case, IRS is to endeavor to notify the
manufacturer of the Rule changes, to call the attention of the manufacturer to
the need for reassessment of the product design and manufacture and eventual
updating as may be found necessary.
The listing on the IRS website will be replaced by the new listing upon
completion of the updating, which is to be effected within the five year period
shown on the certificate.
Where a retroactive application of the change(s) to IRS Rules is required and
their implementation date is specified, the certification will become invalid
effective on the specified implementation date or the end of the five year period
whichever comes first, unless the product is found or placed in compliance with
the new requirement as a result of reassessment.
iii) Website Entry. When the Product Type Approval becomes invalid due to
overdue manufacturing audits, the products on the IRS website will be relocated
from the PTA index to the PDA index provided that the design assessment
certification is still valid. When the design assessment certification is withdrawn
or expired, all related entries on the IRS website will be deleted at that point.
c) Acceptability of Type Approved Products
Unless a specific implementation date is indicated in the adopted Regulation [see
(b) of Issuance and Updating of Certificates under 2.17.3.4] or a retroactive
application of the Rule change is required [see (c) of Issuance and Updating of
Certificates under 2.17.3.4], a type approved product may be accepted for use on a
vessel, MODU or facility classed or to be classed with IRS provided its type
approval is valid at the time of the new construction contract of the vessel, MODU or
facility.
If the implementation of change to Rules or Regulation is based on the keel laying
date, then a type approved product with type approval valid at the time of keel laying
of the vessel, MODU or facility will be acceptable.
d) Renewal
For renewal of certificates, the manufacturer is to inform IRS of any change to the
product design, and the following are to be conducted, as appropriate:
i) Re-evaluate the product design in accordance with [2.17.3.1], to update and
verify if there is a design or specification change or a change to the applicable
Rules or standards; and
ii) Re-audit the quality plan in accordance with [Quality Control of 2.17.3.2 or
2.17.3.3]; and
iii) Verify by survey that a valid quality assurance system has been maintained in
accordance with [Quality Assurance Standard of 2.17.3.2 or 2.17.3.3].
Where the manufacturer is on semi-annual or closer audit, the renewal audit for
Manufacturing Assessment Certificate may be specially considered.

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e) Overdue Audit
When a periodic (renewal, annual or closer) audit is not completed within 90 days
after the anniversary date of the Manufacturing Assessment Certificate (for renewal
or annual audit) or within 90 days after the due date (where a closer interval is
specified), the entry in the IRS website will be relocated from the PTA index to the
PDA index if the PDA is still valid and, therefore, the Confirmation of Type Approval
is deemed suspended.
2.17.3.5. Terms and Conditions of the Request for Product Type Approval and Agreement
a) Agreement
Unless otherwise agreed in writing, all services rendered and certificates issued are
governed by the terms and conditions of the “Request for Product Type Approval
and Agreement” (the “Agreement”) which are incorporated by reference. The
Product Design Assessment of record will be the English version published on the
IRS website www.typeapproval.org. By requesting for Product Type Approval, the
Customer gives his consent to be bound by terms and conditions and accepts that
the details of the product, which may have commercial relevancewill be published
on the IRS website and understands and agrees to the publishing.
b) Representation as to Product Type Approval
A Confirmation of Product Type Approval represents that the product design meets
the IRS Rules or Guides, statutory, industrial or manufacturer's standard described
on the Design Assessment Certificate and that the manufacturer has established a
systematic Quality Monitoring System to illustrate its capacity to constantly
manufacture a product which meets the requisite standards. IRS is neither a
substitute for the independent judgment of professional designers or engineers nor
a substitute for the quality control procedures of constructors, makers, suppliers,
manufacturers and vendors of marine structures, materials, machinery orequipment.
IRS solely represents to the manufacturer or other Customer of IRS that it will use
due diligence in developing Rules, Guides and standards in surveying the
manufacturing facility or construction site as called for by IRS criteria for type
approval.
c) Suspension of Certification
Any of the below mentioned events will cause instant suspension of the certificate of
Product Type Approval unless the changes made are submitted to IRS for new
review and audit.
Redesign of the product or products covered by a Design Assessment certificate;
i) change in production methods;
ii) considerable change in management of the organization;
iii) considerable change in frequency or curriculum for personnel training;
iv) refusing access to IRS personnel for periodic or annual audits;
v) failure to take corrective measures against a non-compliance identified during
an audit or in service;
vi) failure to pay IRS fees.
d) Validity
The validity, applicability and interpretation of a certificate issued under the terms of
or in contemplation of IRS Type Approval are governed by the Rules, Guides and
standards of International Register of Shippingwhich shall remain the sole judge
thereof. Nothing contained in a Design Assessment or Manufacturing Assessment

PART 1
January 2015
Certificate or in any report issued in contemplation of these certificates shall be
deemed to relieve any designer, builder, owner, manufacturer, seller, supplier,
repairer, operator or other entity of any warranty express or implied, nor create any
interest, right, claim or benefit in any third party. It is understood and agreed that
nothing expressed hereinis intended or shall be construed to give any person, firm
or corporation other than the parties hereto, any right, remedy, or claim hereunder
or under any of the provisions herein contained; all of the provisions hereof are for
the sole and exclusive benefit of the parties hereto.
e) Disagreement
For resolving any disagreement regarding either the proper interpretation of the
Rules or translation of the Rules from the English language edition, they are to be
referred to IRS.
f) Limitation
IRS makes no representations beyond those contained herein and in the provisions
of the agreement regarding its reports, statements, plan review, surveys, certificates
or other services.
g) Hold Harmless
The party to whom certificates are issued, and his assignee and successor in
interest, agree to indemnify and hold harmless IRS from and against any and all
claims, demands, lawsuits, or actions for damages, including legal fees, to persons
or other legal entities and property, tangible, intangible, or otherwise which may be
brought against IRS incidental to, arising out of or in connection with the work done,
services performed or material to be furnished under IRS certificates, except for
those claims caused solely and completely by the negligence of IRS, its agents,
employees, officers, directors or subcontractors. Any other individual, corporation,
partnership or other entity who is a party hereto or who in any way participates in, is
engaged in connection with or is a beneficiary of, any portion of the services
described herein shall also release IRS and shall indemnify and hold IRS harmless
from and against all claims, demands, lawsuits or actions for damages, including
legal fees, to persons and/or property, tangible, intangible or otherwise, which may
be brought against IRS by any person or entity as a result of the services performed
pursuant to this Agreement, except for those claims caused solely and completely
by the negligence of IRS, its agents, employees, officers, directors or
subcontractors.
h) Arbitration
Any and all differences and disputes of whatsoever nature arising out of this
agreement shall be put to arbitration in the City of New York pursuant to the laws
relating to the arbitration there in force, before a board of three persons, consisting
of one arbitrator to be appointed by IRS, one by Customer, and one by the two so
chosen. The decision of any two of the three on any point or pointsshall be final.
Until such time as the arbitrators finally close the hearings either party shall have the
right by written notice served on the arbitrators and on an officer of the other party to
specify further disputes or difference under this Agreement for hearing and
determination. The arbitration is to be conducted in accordance with the rules of the
Society of Maritime Arbitrators, Inc. in the English language. The governing law shall
be the law of the State of New York, U.S.A. The arbitrators may grant any relief
which they, or a majority of them, deem just and equitable and within the scope of
the agreement of the parties, including, but not limited to, specific performance.
Awards made in pursuance to this clause may include costs including a

PART 1
January 2015
reasonableallowance for attorney's fees and judgment may be entered upon any
award made hereunder in any court having jurisdiction.
Customer shall be required to notify IRS within thirty (30) days of the
commencement of any arbitration between it and third parties which may concern
IRS’s work in connection with this Agreement and shall afford IRS an opportunity, at
IRS’s sole option, to participate in the arbitration.
i) Time Bar to Legal Action
Any statutes of limitation notwithstanding, Customer expressly agrees for itself and
its affiliated companies that its right to bring or to assert against IRS any and all
claims, demands or proceedings whether in arbitration or otherwise shall be waived
unless (a) notice is received by IRS within ninety (90) days after Customer or its
affiliates had notice of or should reasonably have been expected to have had notice
of the basis for such claims; and (b) arbitration or legal proceedings, if any, based
on such claims or demands of whatever nature are commenced within one (1) year
of the date of such notice to IRS.
j) Limitation of Liability
The combined liability of International Register of Shipping, its officers, employees,
agents or subcontractors for any loss, claim, or damage arising from negligent
performance or non performance of any services, or from breach of any implied or
express warranty of workmanlike performancein connection with the 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 (10) 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
(25) times that sum paid for services upon receipt of Customer's written request at
or before the time of performance of service and upon payment by Customer of an
additional fee of $10 for every $1,000 increase in the limitation.
Under no circumstances shall International Register of Shippingbe liable for indirect
or consequential loss or damage (including, but without limitation, loss of profit, loss
of contract, or loss of use) suffered by any person as a result of any failure by IRS in
the performance of its obligations under these Rules. Under no circumstances
whatsoever shall any individual who may havepersonally caused the loss, damage
or expense be held personally liable.
k) Scope of Certification
Nothing contained in any certificate, design assessment, manufacturing
assessment, confirmation of type approval, or report is to be deemed to relieve any
designer, builder, owner, manufacturer, seller, supplier, repairer, operator, insurer or
other entity or person of any duty to inspect or anyother duty or warranty expressed
or implied.
Any certificate, design assessment, manufacturing assessment, confirmation of type
approval or report evidences only that at the time of the review or audit the material,
component, product or system, or any other item covered by a certificate,design
assessment, manufacturing assessment, or report complied with one or more of the
Rules, Guides, standards or other criteria of International Register of Shipping, or,
where there is no IRS standard, complied with the industry or manufacturer’s
standard specified in the Type Approval listing on the IRS Type Approval website.
Any listing or certificate is issued solely for the use of IRS, its committees, its
Customers or other authorised entities.

PART 1
January 2015
Nothing contained in any listing, certificate, design assessment, manufacturing
assessment, confirmation of type approval or report is to be deemed in any way a
representation or statement beyond those contained in Representation as to
Product Type Approval of [2.17.3.5] above. IRS is not an insurer or guarantor of the
integrity, safety or suitability of a vessel or of the material, components, products,
systems, equipment, machinery and other items incorporated in it. The validity,
applicability and interpretation of any certificate, report, plan or document review or
approval are governed by the Rules, Guides, standards or other criteria of
International Register of Shipping who shall remain the sole judge thereof. IRS is
not responsible for the consequences arising from the use by other parties of the
Rules, Guides, standards or other criteria of International Register of Shipping,
without review, plan approval and survey by IRS. 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
acceptable to IRS.

PART 1
January 2015
SECTION 3 CLASSIFICATION OF SHIPS NOT BUILT UNDER IRS
Contents
3.1 Class entry survey....................................................................................................................... 46

3.2 Plans and data to be furnished as required in 3.1.1 ................................................................... 46

PART 1
January 2015
3.1 Class entry survey
3.1.1 General procedure for classification of ships not built under survey of IRS
3.1.1.1 Complete special classification surveys are required to be done by IRS Surveyors to their
satisfactionwherein they carry them out with regards to workmanship and condition of the
ship and to authenticate the approved scantlings and arrangements. However, the scope
of these surveys may be modified for vessels built under the Special Survey. In that case,
theships holding legitimate certificates of class of established classification societies or
equivalent are considered on the basis that the documentary evidence of all hull and
machinery classification surveys held by the other society subsequent to last special
survey done by them are producedbefore the commencement of survey by IRS. Also, in
such cases, a special survey notation will not be assigned in conjunction with the
classification survey. Consequently, the next special survey would become due five years
from the special survey held by the other society and not five years from classification with
IRS.
In cases of such a transfer of class from another society to single class of IRS, the
interim certificate of class or any other documents enabling the ship to trade can be
issued:
a) In case of vessels less than 15 years of age
- only after IRS has carried out all overdue surveys and overdue
recommendations / conditions of class issued earlier, as specified to the
Owner by the previous Society.
b) In case of vessels 15 years of age and over
- only after the previous society has carried out all overdue surveys and
recommendations / conditions of class issued earlier, as specified to the
Owner by the previous Society.
3.1.1.2 For approval, plans of hull and machinery in duplicate, together with torsional vibration
calculations, where applicable, as specified in [3.2.5] are to be submitted. It is preferred
that the plans approved prior to classification survey is initiated.
3.1.1.3 For vessels not built under survey of IRS but subsequently taken in class using the above
procedure, the mark signifying the survey during construction will not be there.
3.1.1.4 Once a vessel has been taken into IRS class, periodical surveys are subsequently to be
held as per the specified rules.
3.2 Plans and data to be furnished as required in 3.1.1

3.2.1 Plans of hull and equipment depicting the main scantlings and arrangements of the actual vessel
and any proposed alterations are to be submitted for approval. These should normally have the
following plans:
a) For information
i) General arrangement
ii) Hydrostatic Curves
iii) Capacity plan
iv) Loading Manual
v) Loading Instrument Details
vi) Lightweight Distribution

PART 1
January 2015
b) For approval
i) Fore body
ii) Aft body
iii) Midship section
iv) Longitudinal section and decks
v) Shell expansion plan
vi) Transverse Bulkheads
vii) Rudder and Rudder Stock
viii) Sternframe
ix) Hatch Covers
x) Fire detection, fighting and extinction and such other plans as may be requested.
3.2.2 Normally it is expected that details of the process of manufacture and testing of material of
construction are furnished. However, consideration will be given to waiving this where such details
are not readily available, provided it can be established that the relevant vessel has been originally
built under special survey of an established classification Society and continues to be so classed
with an established classification Society. In the case of vessels which have been originally built
under the special survey of an established classification society but subsequently is not
maintaining the same, should additionally ascertain that no changes that would notably affect the
material specifications have taken place.
3.2.3 Underlying machinery plans together with the details of the materials used in the construction of
the boilers, air receivers and important forgings should be furnished:
a) For information
i) General machinery lay-out
b) For approval
i) Main engines, propulsion gears and clutch systems (or manufacturer make, model
and rating information)
ii) For steam turbine engines, main boilers, superheaters and economisers (or
manufacturer make, model and rating information) and steam piping - Bilge and
ballast piping system
iii) Thrust, intermediate and propeller shafting
iv) Propeller
v) Wiring diagram
vi) Steering gear systems, piping and arrangements and steering gear manufacturer
make and model information
c) Additional plans for oil tankers
i) General arrangement of cargo piping in tanks and on decks
ii) Pumping arrangements at the forward and after ends and drainage of cofferdams
and pump rooms
iii) Cargo handling gear and arrangement
d) Additional plans for vessels with Unattended Machinery Spaces
i) Block diagram of method of operation of the control system describing it adequately
ii) Line diagrams of the control system for:
- main propelling machinery and vital auxiliaries

PART 1
January 2015
- cargo pumping for tankers
- bilge level systems
- boiler controls
- fire detection
- fire prevention, including details of fuel oil pressure pipes and overall alarm
system including test schedule
e) Additional plans for vessels with Ice Class notations:
Plans for flexible couplings and/or torque limiting shafting devices in the propulsion line
shafting (or manufacturer make, model and rating information)
3.2.4 Calculations of torsional vibration characteristics of the main propelling machinery are to be
furnished specially for ships which have been in service for less than 2 years.
3.2.5 In addition to the requirements of [3.2.1] to [3.2.4], additional plans would require to be submitted
as applicable Chapters of Part.5 of the Rules for vessels with additional class notations.

PART 1
CHAPTER 2 NEW CONSTRUCTION SURVEY REQUIREMENTS

CONTENTS
SECTION 1 GENERAL ............................................................................................................................. 50

SECTION 2 INSEPECTION OF SHIP HULL WELDS .............................................................................. 60
SECTION 3 NDE TECHNIQUES .............................................................................................................. 65
SECTION 4 HULL TESTING REQUIREMENTS ...................................................................................... 69

PART 1
SECTION 1 GENERAL
Contents
1.1 Application .................................................................................................................................. 51

1.2 Shipyard quality system .............................................................................................................. 51
1.3 Materials and workmanship ........................................................................................................ 52

PART 1
1.1 Application
1.1.1 This chapter is applicable for surveys during new constructions of hull and installation of
machinery equipment and vital systems of ships, contemplating the distinguishing mark to
be prefixed to the characters of class.
1.1.2 Requirements of this chapter are also applicable for all marine vessels classed with the
Society and undergoing repairs, modification or alterations to the extent that it affects the
conditions under whichit is classed and class notations assigned to the vessel, as far as
practicable.
1.1.3 Requirements of surveys during construction of machinery and components are covered
inthe respective chapters of the Rules.
1.1.4 Requirements for inspections during installation of machinery and anchoring mooring
equipments are to conform to the relevant parts of the Rules.
1.1.5 Under special circumstances and for individual ships to reach up to same level of quality
and reliability envisioned by the Rules, the Society may desire more stringent requirements
or procedures to be adopted.
1.1.6 In the Classification Survey during construction, the hull and equipment, machinery, fire
protection and detection, means of escape, fire extinction, electrical installation, stability
and load lines are to be examined in detail in order to ascertain that they meet the relevant
requirements in the Rules.
1.1.7 A construction survey procedure meeting construction survey schedule for all assembly
stages from the kick-off meeting, through all major construction phases, up to delivery and
incorporating all the surveyable items with reference to the provisions of this Rule to be
prepared by the Shipyard and submitted to the Society prior to the scheduled kick off
meeting. Construction Survey Procedure to also include the extent and detail of those
areas identified as critical during design approval stage by the Society.
1.1.8 Prior to commencement of surveys for any new building project, the society is to discuss
with the shipbuilder at a kick off meeting the items listed in Table 1 UR z 23 and to verify
and validate the construction survey procedure (1.1.7 above).
1.2 Shipyard quality system
1.2.1 Shipyard: Refers to the organisation which is building, repairing, altering or modifying
vessels classed or to be classed by the Society.
1.2.2 The shipyard doing the activities for which the provisions of this chapter are applicable shall
prove its ability to do such activities to the level of quality and reliability envisioned by the
Rules by satisfactorily completing quality audit by auditor appointed by the Society. Having
satisfactorily done such activities under society’s survey before shall be considered as
acceptable evidence of such abilityThe shipyard doing the activities for which the provisions
of this chapter are applicable shall prove its ability to do such activities to the level of quality
and reliability envisioned by the Rules. Having satisfactorily done such activities under
societies survey before shall be considered as acceptable evidence of such ability
1.2.3 Shipyard shall have an established quality system with laid out construction procedures
having adequate controls in its activities, through yard fit-up and other quality control
inspections for application to these rules, to the satisfaction of the Society verified by proper
quality audit conducted by auditors to the Society. Surveyors of the Society shall have
access to the records of the shipyard that are relevant to the survey being done.
1.2.4 Shipyard shall have adequate supervisory and managerial staff with competence to dothe
job to the satisfaction of Society’s surveyors.
1.2.5 Shipyard’s quality system shall ascertain material control procedures to ensure
traceability.Besides, only those materials which have been accepted by the surveyors of
the Society for the specific job shall be used.
PART 1
1.2.6 Certificates as required by the rules for the machinery, raw materials, components and
consumables shall be maintained by the shipyard and produced for validation by Societies
surveyors.
1.2.7 A quality plan specifying the construction procedures and quality assurance methods
adopted including the scope of inspections to be done by the shipyard’s quality assurance
department and the scope of inspections to be executed by the surveyors shall be agreed
to by the shipyard and the Society before commencement of the job in compliance with the
provisions of the Rules.
1.3 Materials and workmanship

1.3.1 Only welding procedures approved by the Society for the type of job being executed shall
be adopted.
1.3.2 Only those welders who have proven their competence approved as per the requirements
of IACS Rec 104 & 105 to perform the welding procedure as per rules and standards shall
be employed.
1.3.3 Approval of welding procedures and welders shall be executed as AWS/ IACS. If the
shipyard is following any other national or international standard, such standards to be
accepted by society on a case by case basis.
1.3.4 Fabrication tolerances for hull construction adopted by the shipyard shall be acceptable to
the society provided it confirms to the minimum requirements as adopted by Appendix 2 of
this Part 1. As far as practicable, fabrication tolerances as per a recognized national or
international standard shall be accepted if mutually agreed to by the shipyard and the
Society based on successful satisfactory verification by Soceity’s auditors about
implementation of prescribed adaptation procedure suggested by the Society.
1.3.5 Rolled steel plates and sections, steel forgings and steel castings used for hull construction
shall be manufactured undersurvey as per Part 2 of the Rules. Society may accept
materials manufactured as per recognized national or international standards on the basis
of reasonable equivalence with the specifications of the Rules. To further establish the
quality of such materials, additional tests may be required by the surveyors. Those
components which does not satisfy the minimum requirements established are
meant to be rejected.
1.3.6 Welding consumables used shall be of a compatible grade approved by the Society as per
Part 2 of the Rules.
1.3.7 All essential machinery installations shall observe the requirements of Part 5 of the Rules.
1.3.8 All electrical installations shall observe the requirements of Part 6 of the Rules.
1.4 Submission of Plans and Documents for Approval

1.4.1. When it is intended to build a ship for classification by the Society, the following plans and
documents are to be submitted for the approval by the Society before the work is
commenced. The plans and documents may be submitted for examination by the Society
prior to making an application for the classification of the ship as stipulated otherwise by the
Society. The list of submitted documents for review to comply with the requirements of
Rules Part 8 A, Part 8 B and Part 8 C based on the type of vessel.
1.4.2. When it is intended to build a ship to the classification with the Society the following plans
and documents are to be submitted, in addition to those required in 1.4.1
1.4.2.1 Specifications for hull and machinery
1.4.2.2 Calculation sheets for the minimum section modulus of the midship cross section

PART 1
1.4.2.3 Corrosion prevention scheme (Items included in the Coating Technical Files may
be omitted.)
1.4.2.4 Where provisions are to be made for exceptional conditions of loading, plans
showing the particulars of the cargo intended to be carried and its distribution
profile
1.4.3. Other plans or document as deemed necessary by the Society
1.5 Presence of Surveyor and Inspection

1.5.1. The presence of the Surveyor is required at the following stages of the work in relation to
hull and equipment to verify and ascertain that they meet the relevant requirements in the
Rules, relevant fabrication tolerances and acceptance criteria for remedial actions for
construction defects :
1.5.1.1. When the tests for the materials prescribed in Part 2 and the equipment
prescribed in Part 4 are carried out.
1.5.1.2. When the materials or parts manufactured away from the site are being applied
to the ship concerned.
1.5.1.3. When the tests of welding prescribed in Part 2 are carried out.
1.5.1.4. Keel lay
1.5.1.5. When designated by the Society during shop work or sub-assembly.
1.5.1.6. When each block is assembled.
1.5.1.7. Various stages of edge preparation, fit-up, NDE & further examinations after the
completion of welding in areas critical areas identified during design approval and
included in SCF for Oil Tankers and Bulk Carriers complying with SOLAS
Chapter II-1 Part A-1 Regulation 3-10.
1.5.1.8. When hydrostatic tests, watertight tests and non-destructive tests are carried out.
1.5.1.9. When the hull is completed.
1.5.1.10. When performance tests are carried out on closing appliances of openings,
remote control devices, steering gears, anchoring and mooring equipment,
emergency towing arrangements, means of embarkation and disembarkation, fire
fighting systems, piping, etc.
1.5.1.11. When rudder installation, keel line profiling, measurement of principal
dimensions, measurement of hull deflection, etc. are carried out.
1.5.1.12. When a loading computer is installed on board ships that require it in accordance
with the requirements of Part 8 A, Part 8 B and Part 8 C.
1.5.1.13. When the ships are marked with the load lines in accordance with the
requirements in ILLC.
1.5.1.14. When sea trials are carried out.
1.5.1.15. When stability experiments are carried out.
1.5.1.16. When emergency towing arrangements are installed on board ships that require
them in accordance with the requirements of SOLAS CH. II-1 Reg 3-4
1.5.1.17. When installation of fire extinguishing systems and their performance tests are
carried out.
1.5.1.18. When the ship s identification number is marked.
1.5.1.19. When inspections with reference to verification related to PSPC standards are
carried out.
1.5.1.20. When deemed necessary by the Society.

PART 1
1.5.2. The presence of the Surveyor is required at the following stages of the work in relation to
machinery to verify and ascertain that they meet the relevant requirements in the Rules,
relevant installation tolerances and acceptance criteria for remedial actions for construction
defects:
1.5.2.1. When the tests of materials of main parts of machinery prescribed in Part 2 are
carried out.
1.5.2.2. Main parts of machinery
(a) When the tests stipulated in either Part 6 are carried out.
(b) When the materials are assembled for construction of the parts and the parts
are assembled for installation on board.
(c) When machining of the main parts is finished and, if necessary, at appropriate
stages during machining.
(d) In case of welded construction, before welding is commenced and when it is
completed.
(e) When shop trials are carried out.
1.5.2.3. When main parts of machinery are installed on board.

1.5.2.4. When performance tests are carried out on measurement instruments, remote
control devices of closing appliances, remote control devices for machinery and
gears, automatic control devices, steering gear, mooring equipment, fire
extinguishing equipment, piping, etc.
1.5.2.5. When sea trials are carried out.
1.5.2.6. When deemed necessary by the Society.
1.5.3. All components, welds, fit-ups, which does not comply with the Rule or with the minimum
required standard and or tolerance, shall be rejected by the attending surveyor.
1.6 Hydrostatic Tests, Watertight Tests, and Relevant Tests

1.6.1. Hull and equipment, in the Classification Survey during construction, hydrostatic tests,
watertight tests, and other relevant tests are to be carried out in accordance with the
following:
(a) Hydrostatic tests or watertight tests are to be carried out after all work in connection
with watertightness are completed but before painting, in accordance with the
requirements specified in Part 8 A, Part 8 B and Part 8 C.
(b) A part or all of the hose tests may be dispensed with at the discretion of the Society.
(c) Watertight tests may be replaced by airtight tests at the discretion of the Society,
provided that certain tanks designated by the Society are to be subjected to
hydrostatic tests specified in Rule while afloat.
1.6.2. Machinery Hydrostatic, leakage or airtight tests are to be carried out as specified in each
Chapter of Part 2, 4, 6 in relation to the kind of machinery.
1.7 Documents to be maintained on board

1.7.1. At the completion of a classification survey, the Surveyor confirms that the finished versions
of the following applicable drawings, plans, manuals, lists, etc., are on board.
1.7.1.1. Documents approved by the Society or their copies
(a) Operating and maintenance manuals for the door and inner door (Part 8 A, B, C)
PART 1
(b) Damage control plans (Part 8)
(c) Loading manuals (Part 8)
(d) Ship structure access manuals (Part 8)
(e) Stability information booklets (Part 8)
(f) Operation manuals for ships carrying liquefied gases in bulk (Part 8)
(g) Operation manuals for ships carrying dangerous chemicals in bulk (Part 8)
(h) Cargo handling plans (Part 8)
(i) Lists of loading/filling limits (Part 8)
(j) For independent tank of Type B, programs of the non-destructive test for periodical
surveys (Part 8)
(k) For membrane and semi-membrane tanks and internal insulation tanks, programs of the
examination and testing of cargo containment systems for periodical surveys (Note (*1)
to Table B5.27)
(l) Coating Technical File (Part 8)
(m) Plans and documents for in-water surveys (Part 8)
(n) Ship Construction File, as outlined in Appendix 5 of this Rules Part 1 .For Oil Tankers
and Bulk Carriers subject to SOLAS Chapter II-1 Part A-1 Regulation 3-10 for which the
paragraph 3 of Appendix 2 of Class Requirement 1 New construction (IACS UR Z 23)
is to be applied. SCF to be maintained updated onboard as may be guided by
Appendix 5 of this Part.
1.7.2. Other documents

(a) Towing and mooring fitting arrangement plans (Part 8)
(b) Operation manuals for the emergency towing arrangement (Part 8)
(c) Booklets for damage control and Damage Stability Information (Part 8)
(d) Operation manuals for the loading computer (Part 8)
(e) Plans for means of access (Part 8)
(f) Operation manuals for the stability computer (Part 8)
(g) Operating and maintenance instructions for ship machinery and equipment (Part 8)
(h) Manuals for the water level detection and alarm systems (Part 8)
(i) Maintenance records of batteries (Part 7)
(j) Instruction manuals for the cargo tank venting systems (Part 11)
(k) Fire Control Plans, Fire Safety Operational Booklets, Training manuals and
Maintenance plans (Part 11)
(l) Operation manuals for the helicopter facilities (Part 11)
(m) Instruction manuals for the inert gas systems (Part 11)
(n) A copy of the IGC Code or national regulations incorporating the provisions of the IGC
Code (Part 8)
(o) A copy of the IBC Code or national regulations incorporating the provisions of the IBC
Code (Part 8)
(p) Operating Booklets (Part 8)
PART 1
(q) Emergency Towing Procedures (Part 8)
1.7.3. Finished plans specified in 1.7.4
1.7.3.1. For ships engaged on international voyages, the Surveyor confirms that the Ship
Construction File contains the necessary documents from the following drawings,
plans, manuals and documents, and that the Construction File is on board the
ship. For Oil Tankers and Bulk Carriers subject to SOLAS Chapter II-1 Part A-1
Regulation 3-10 for which the paragraph 3 of Appendix 2 of Unified Requirement
Z 23 (IACS) is to be applied.
Duplicate documents as in 1.7.1 are not required.
1.7.3.1.1. Finished plans of hull structural drawings specified in 1.7.1
1.7.3.1.2. (1.7.3.1.2) The following manuals and documents
(a) Operating and maintenance manuals for the door and inner door
(b) Damage control plans (Part 8)
(c) Loading manuals (Part 8)
(d) Stability information booklets (Part 8)
1.7.3.1.3. (1.7.3.1.3) Ship structure access manuals (Part 8)
1.7.3.1.4. (1.7.3.1.4) Copies of certificates of forgings and castings welded into
the hull structures
1.7.3.1.5. (1.7.3.1.5) Plans showing locations, sizes and details of equipment
forming part of the watertight and weather-tight integrity of the ship,
including piping (Part 6)
1.7.3.1.6. (1.7.3.1.6) Corrosion prevention scheme (Part 8)
1.7.3.1.7. (1.7.3.1.7) Plans and documents for in-water surveys (Part 1)
1.7.3.1.8. (1.7.3.1.8) Docking plan including locations and other necessary
information of all penetrations specified in Part 1
1.7.3.1.9. (1.7.3.1.9) Coating Technical File (Part 8)
1.7.3.1.10. (1.7.3.1.10) Plans and documents for Anti-Fouling Systems (Part 8)
1.7.3.1.11. (1.7.3.1.11) Test plans, test records, measurement records, etc.
1.7.3.2. Considering the purpose, characteristics, etc. of the ship, the submission of
additional documents may be deemed necessary by the Society.
1.7.3.3. At the completion of classification surveys, Surveyors confirm that certificates
showing that the following devices have passed all required examinations or
tests are maintained on board.
(a) Fire pumps (including emergency fire pumps)
(b) Fire hoses and nozzles
(c) Fire extinguishers (including spare charges)
(d) Fire-fighter s outfits
(e) Emergency escape breathing devices
(f) Fixed fire-extinguishing systems
(g) Fire dampers and power-operated closing doors
(h) Fixed fire detection and fire alarm systems and automatic sprinkler systems
(i) Fire protection materials

PART 1
(j) Additional equipment required for ships carrying dangerous goods (electrical
equipment of an explosion-proof type, detection systems, full protective
clothing, portable fire extinguishers and water spraying systems)
(k) Deck foam systems (nozzles and foam concentrates)
(l) Inert gas systems (portable oxygen content meters)
(m) Equipment for protection of cargo pump rooms (temperature sensing devices
and hydrocarbon gases concentration meters)
(n) Watertight doors below the freeboard deck
(o) Side scuttles
1.7.4. Finished Plans
At the completion of a classification survey during construction, the applicant is to prepare
finished plans regarding the following drawings, etc., and submit them to the Society. This
“As-built” plans to be submitted with acknowledgement by the attending surveyor for
accuracy of incorporation of all the changes/deviations from the “Approved” drawings.
(1) General arrangement
(2) Midship section, scantling plans (construction profile), deck plans, shell expansion,
transverse bulkheads, plans for rudder and rudder stock, and plans for cargo hatch
covers
(3) Bilge, ballast and cargo piping diagrams
(4) Fire protection plans
(5) Fire extinguishing appliances arrangement
(6) Plans and data showing the navigation bridge visibilities
(7) Plans/ documents as deemed necessary by society.
1.8 Verification of Coating Application

The following items will be carried out by the Society prior to reviewing the Coating Technical File
for the coatings of internal spaces subject to PART 8:
1.8.1. Check that the Technical Data Sheet and Statement of Compliance or Type Approval
Certificate comply with the PERFORMANCE STANDARD FOR PROTECTIVE COATINGS
FOR DEDICATED SEAWATER BALLAST TANKS IN ALL TYPE OF SHIPS AND
DOUBLE-SIDE SKIN SPACES OF BULK CARRIERS (IMO) Performance Standard for
Protective Coatings / IMO resolution MEPC.215(82) as may be amended), however, the
Statement of Compliance or Type Approval Certificate is to be a certificate deemed
appropriate by the Society
1.8.2. Check that the coating identification on representative containers is consistent with the
coating identified in the Technical Data Sheet and Statement of Compliance or Type
Approval Certificate in (1.8.1) above
1.8.2.1. Check that the inspector is qualified in accordance with the qualification
standards deemed appropriate by the Society
1.8.2.2. Check that the inspector s reports of surface preparation and the coating s
application indicate compliance with the manufacturer s Technical Data Sheet
and Statement of Compliance or Type Approval Certificate in (1.8.1) above
1.8.2.3. Monitor implementation of the coating inspection requirements deemed
appropriate by the Society

PART 1
1.9 Sea Trials and Stability Experiments
1.9.1. Sea Trials
1.9.1.1. In the Classification Survey of all ships, sea trials specified in following (a) to (j)
are to be carried out in full load condition, in the calmest possible sea and
weather condition and in deep unrestricted water. However, where sea trials
cannot be carried out in full load condition, sea trials may be carried out in an
appropriate loaded condition.
(a) Speed test
(b) Astern test
(c) Steering test and the change-over test from the main to auxiliary steering
gears
(d) Turning test. The turning test of an individual ship may be dispensed with,
provided that sufficient data is available from the turning test of a sister ship
and subject to special approval by the Society.
(e) Confirmation of no abnormality for the operating condition of machinery and
behaviour of the ship during the trials
(f) Performance test of windlasses
(g) Performance test of automatic and remote control systems for main
propulsion machinery, controllable pitch propellers, boilers and electric
generating sets
(h) Accumulation test of boilers
(i) Measurement of torsional vibration for the shafting systems
(j) Other tests where deemed necessary by the Society
1.9.1.2. 1.9.1.2 The results of the tests specified in -1.9.1.1 are to be submitted to the
Society as Sea trial records.
1.9.1.3. 1.9.1.3 In the case of classification Survey of ships not built under the Society s
survey, the above tests may be dispensed with, provided that sufficient data on
the previous tests are available and no alteration affecting the tests specified in -
1.9.1.1 have been made after the previous tests and the Society deems it
appropriate.
1.9.2. Stability Experiments
1.9.2.1. In the Classification Survey, stability experiments are to be carried out upon
completion of the ship. In addition, a stability information booklet, which is to be
prepared on the basis of the particulars of stability determined by the results of
stability experiments and to be approved by the Society, is to be provided on
board.
1.9.2.2. In the Classification Survey of ships not built under the Society s survey, stability
experiments may be dispensed with, provided that sufficient information based
on previous stability experiments is available and neither alteration nor repair
affecting the stability has been made after the previous experiments.
1.9.2.3. The stability experiments of an individual ship may be dispensed with, provided
that reliable stability data is obtained from the stability experiments of a sister
ship or other adequate means and a special approval is given by the Society.
1.9.2.4. Where a computer for stability calculation is on board the ship as a supplement
to the stability information booklet, an operation manual for the computer is to

PART 1
be provided on board. After the computer is installed on board, a functional test
to ensure that it is working correctly is to be carried out.
1.10 Surveyors
1.10.1. Society to provide the shipyard with adequate number of qualified surveyors as
determined by the Society, based on the size of the project.

PART 1
SECTION 2 INSPECTION OF SHIP HULL WELDS

Contents
2.1 Scope .......................................................................................................................................... 61

2.2 Application .................................................................................................................................. 61
2.3 Applicability of NDE methods ..................................................................................................... 61
2.4 Qualification of personnel ........................................................................................................... 62
2.5 Extent of examination ................................................................................................................. 62
2.6 Acceptance criteria and non-conforming weldments .................................................................. 63

PART 1
2.1 Scope
2.1.1 The guidelines for quality control of vessel’s hull welds during new construction are stated
in this section. The general guidance for the application of non-destructive examination
(NDE) methods, extent of examinations and recommended quality level for satisfactory
workmanship are documented herein.
2.1.2 The guidelines are also intended for welds in structural members within 0.4L amidships in
new constructions of marine vessels having length more than100 m.
2.1.3 These guidelines shall be followed to the extent considered essentialby the attending
Surveyor for examination of other weldments in newconstructions and for repairs as far as
feasible.
2.1.4 This section gives guidelines for increased extent ofexamination that may be required or as
considered necessary by the Surveyor in viewof the criticality of any joints or the quality
level of the shipyard.
2.2 Application
2.2.1 These requirements are applicable for butt weld joints, T, corner and cruciform joints with
and without full penetration, fillet weld joints within 0.4L, amidships, in bottom plating,
including keel plate, strength deck plating, continuous longitudinal members above strength
deck, upper strake in longitudinal bulkhead, vertical strake (hatch side girder) and upper
sloped strake in top wing tank sheer strake at strength deck, stringer plate in strength deck,
deck strake at longitudinal bulkhead, bilge strake, continuous longitudinal hatch coamings,
excluding longitudinal hatch coamings.
2.2.2 Welds in other structural members may be subjected to less stringent requirements. But
forwelds in high stressed areas, morerigorous requirements should be applied at
thediscretion of attending Surveyor.
2.2.3 The welding processes for which these requisites are applicable are the gas metal arc, gas
tungsten arc, flux cored arc, shielded metal arc, submergedarc, electro-slag and electro-
gas welding.
2.2.4 These requirements considers Magnetic particleExamination (ME),Visual examination (VE)
and Liquid Penetrant Examination (PE) for detection ofsurface discontinuities and
Radiographicexamination (RE) and Ultrasonic examination (UE) for detection of embedded
discontinuities.
2.2.5 Other methods may be used as far as they are acceptable to the Society.
2.3 Applicability of NDE methods

2.3.1 The different types of weldments are categorized into four groups of weld joint
configurations with respect to the applicability of methods for detection of embedded
discontinuities (UE and RE)
2.3.2 Weld joint configuration group A: Weldments group for which both UE and RE are
applicable. This group includes butt weld joints (of fullpenetration) in plates of minimum 10
mm thickness.
2.3.3 Weld joint configuration group B: Weldments group for which only RE isapplicable. This
group includes butt welded joints in plates of thicknessless than 10 mm (or partly
penetrated butt welds).
2.3.4 Weld joint configuration group C: Weldments group for which only UE isapplicable. This
group includes T-joints, corner-joints and cruciformjoints of full penetration in plates of
minimum 10 mm thickness.

PART 1
2.3.5 Weld joint configuration group D: Weldments group for which neither UEnor RE is
applicable. This group includes T, corner and cruciformjoints of partly penetration or plate
thickness less than 10 mm and fillet weldedjoints.
2.3.6 For each group of weldjoint configuration, general guidelines for selection of the
appropriate test method to detect expected weld discontinuities is shown in [Table 2.2.1].
Deviations from this table are permitted when the adequacy ofthe technique used to identify
the anticipated discontinuity is acceptable to the Society based on the procedure submitted
by the shipyard.
Table 2.2.1: Applicable NDE methods for various types of weld discontinuities
Type of Weld Weld Joint Configuration Group
Discontinuity A B C D
Porosity VE,ME,PE,UE,RE VE,ME,PE,RE VE,ME,PE,UE VE,ME,PE

Undercut VE,ME,PE,RE VE,ME,PE,RE VE,ME,PE VE,ME,PE
Underfill VE,RE VE,RE VE VE
Overlap (VE),ME,PE (VE),ME,PE (VE),ME,PE (VE),ME,PE
Cracks (VE),ME,PE,UE,(RE) (VE),ME,PE,(RE) (VE),ME,PE,UE (VE),ME,PE
Lackof fusion (VE),ME,PE,UE,(RE) (VE),ME,PE,(RE) UE --
Incomplete
VE,ME,PE,UE,RE VE,ME,PE,RE UE --
Penetration
Slag inclusions UE,RE RE UE --
Lammellar
UE -- UE --
tearing
Notes:
The method shown in parenthesis denotes that the method has only marginal ability to identify the discontinuity listed.
VE and PE can detect only surface discontinuities and ME may detect discontinuities just below surface.
2.4 Qualification of personnel

2.4.1 The shipyard is responsible for providing adequately trained operators certificated as per
an acceptable international or national scheme. The records of operators and their current
certificates are also to be maintained and made easily available to the Surveyors for
inspection.
2.4.2 As a substitute, Society approved external sub-contractors may be employed for the
method being used.
2.5 Extent of examination
2.5.1 In general, the extent of examination as a percentage of the length of welds to be examined
by a specific method shall be as per Table [2.2.2]. The extent of examination will also
depend on the location of the joints and the type of ship.
2.5.2 For group A either UE or RE, or a combination of the two methods may beselected.
2.5.3 The welds should be examined in sections of length in the range 0.2 to 0.5 m for RE and
about 1m for UE.
2.5.4 The Surveyor shall select the sections to be examined. These sections should principally
be evenly distributed, especially with respect toweld crossings and erection welds.

PART 1
2.5.5 The extent of examination may be tailored at the discretion of the Surveyor depending on
the overall quality of the production welds and the welding procedures and the quality
control procedures used at the shipyard.
Table2.2.2: Extent of NDE examination
NDEMethod WeldJoint Configuration Group
A B C D
VE 100% 100% 100% 100%
ME/PE CriticalPoints(1) CriticalPoints(1) CriticalPoints(1) CriticalPoints(1)
UE 2-4% -- 2-4% --
RE 2-4% 2-4%
Notes:
1. ME and PE shall be carried out at critical points such as crossings, fillet weld ends, excavations and repairs
and any location with suspected discontinuities, as a supplementary examination to VE
2. Spots for NDE where 100% is not required shall be judged by the Surveyor.
2.6 Acceptance criteria and non-conforming weldments

2.6.1 In general, the techniques used for each method shall fulfill the requirements specified in
[Section 3].
2.6.2 General guidline [in Table 2.2.3] gives the acceptance criteria for different methods,.
However, stringent requirements may be given by the Society in way ofhighly stressed
areas and areas subjected to vibration stresses. Lack of fusion and cracks of any
magnitude are not acceptable.
2.6.3 If a non-conforming discontinuity is detected by a method which is applied to an extent less
than 100%, the lengths welded immediately before and after the section containing the
discontinuity should be examined by this method.
2.6.4 If systematically repeated discontinuities are revealed the extent of examination may be
increased at the Surveyors discretion for welds manufactured under same conditions and
where similar defects may be expected.
2.6.5 If non-conforming discontinuities are noticed regularly, the Surveyor may reassess the
welding procedures before continuation ofthe welding and take necessary actions to bring
the production to thedesired quality level.
2.6.6 Observed non-conforming discontinuities are to be repaired, unless they are found
acceptable by the Society.
2.6.7 Removal of weld discontinuities and repairs are to be done in accordancewith a procedure
approved by the Society.
2.6.8 Parts of weldments which are fixed should be examined using VE and one surface
inspection method (ME or PE) as well as one volumetric inspectionmethod (UE or RE).

PART 1
Table 2.2.3: Acceptance criteria
Discontinuity Applicable Methods Criteria
Porosity
Pore diameter (d) VE,ME,PE,RE t/4 or 3mm,whichever is lesser (Max.)
Distance to adjacent pore VE,ME,PE,RE 2.5d (Min)
Clustered Porosity
Length of cluster VE,ME,PE,RE 25mm. (Max.)
Undercut
Depth VE,ME,PE,RE 0.5 mm.(Max.)
Underfill
Depth VE,ME,PE,RE 1.5 mm (Max.)
Length VE,ME,PE,RE t/2 (Max.)
Excess Reinforcement
Height VE,ME,PE,RE b/5 or 6mm, whichever is lesser(Max.)
Incomplete Penetration
Height VE,ME,PE,RE t/10 or 1.5 mm whichever is lesser(Max.)
Length VE,ME,PE,RE t(max.)
Overlap
Length VE,ME,PE t (Max.)
Slag Inclusions
Width RE 3.0 mm (Max.)
Length RE t or 25 mm, whichever is lesser (Max.)
Notes:
t: Thickness of the thinnest plate in the connection
b: Width of weld reinforcement
Discontinuities on a line where the distance between discontinuities are shorter than the longest discontinuity are to be
treated as one discontinuity.
Where UE is employed discontinuities up to an amplitude rejection level of 100% shall be disregarded. For ARL>100%
excavation and repairs may not be necessary for length of indications less than the thickness of the thinnest plate in
the connection or 25 mm, whichever is lesser.

PART 1
SECTION 3 NDE TECHNIQUES

Contents
3.1 General ....................................................................................................................................... 66

3.2 Visual Examination (VE) ............................................................................................................. 66
3.3 Magnetic Particle Examination (ME)........................................................................................... 66
3.4 Penetrant Examination (PE) ....................................................................................................... 66
3.5 Ultrasonic Examination (UE) ....................................................................................................... 67
3.6 Radiographic Examination (RE) ................................................................................................. 68
3.7 Acceptance Criteria..................................................................................................................... 68

PART 1
3.1 General
The NDE-procedure specification for each specific NDE-method is used and is prepared as per a
recognized national or international standard and in conformation to this section. The attending
Surveyor shall be satisfied with the used procedure.
Additionally, for each method, the procedure should contain surface requirements such as cleaning
and preparation, location reference such as identification and marking, evaluation of findings,
indications and reporting.
3.2 Visual Examination (VE)
It is required for the direct visual examination that there isadequate illumination at the weldment
being examined so that the unacceptable surface discontinuities are easily revealed. The welds
should be presented in clean, dry and free of paint.
3.3 Magnetic Particle Examination (ME)
3.3.1 For Magnetic particle Examination, it is required to detect magnetic leakage fluxes from
surface discontinuities, and to a certain extent also sub-surface discontinuities, in
ferromagnetic materials by using ferromagnetic particles during application of magnetic
field.
3.3.2 The ME procedure shall abide with the following in addition to the requirements specified in
Sec 2 [2.6.2].
 Magnetising procedure and equipment
 Detection media
 Detection media application
 Field strength measurement/verification
 Demagnetization
 Viewing conditions
 Safety measures against arcing
3.3.3 The ME technique should meet the following requirements:

 Facilitate search for weld surface discontinuities of any orientation.
 The surface to be examined may be welded but should be clean, dry and, if
noticeable irregularities exist, smoothed by grinding.
 Magnetisation by AC or HWDC should be used.
 In the area being examined, the peak value of the tangential magnetic field
strength should be between 2.4 and 4.0 kA/m.
 Fluorescent or non-fluorescent magnetic inks may be applied.
 The preparation and illumination (by visible or ultraviolet light, depending on type of
detection media) of the surface under examination should be adequate to reveal
and describe any unacceptable surface discontinuity.
3.4 Penetrant Examination (PE)

3.4.1 The Penetrant Examination technique requires the application of a low surface tension
liquid which penetrates into surface open discontinuities and use of a suitable developer
that makes the penetrated liquid visible thereby indicating the discontinuity.
3.4.2 The procedure for PE shall be as following:
 Penetrant and developer type
 Developer application
 Surface cleaning and preparation
 Penetrant application and removal
 Reference/calibration/verification specimens

PART 1
 Object temperature
 Penetration time
 Development time
3.4.3 The PE technique require the following requirements to be met:

3.4.3.1 The surface to be examined may be as welded, but should be clean, dry and
without noticeable irregularities.
3.4.3.2 To avert any masking of discontinuities, grinding should be done with utmost care.
3.4.3.3 Fluorescent / visible, solvent removable, water washable, or post emulsified
penetrants may be applied.
3.4.3.4 Developers may be aqueous, non-aqueous wet or dry powders.
3.4.3.5 Penetration times should typically be between 20 and 60 minutes and development
times minimum 15 minutes.
3.4.3.6 Beyond the temperature range 5 - 50°C reference, comparator blocks should be
used.
3.4.3.7 When the temperature is below 15°C the development times should be minimum
30 minutes.
3.4.3.8 During the first 2 minutes of development, the building up of indications should be
carefully watched.
3.4.3.9 The illumination (by visible or ultraviolet light, depending on type of detection
media) of the surface under examination should be adequate to reveal and
describe any unacceptable surface discontinuity.
3.5 Ultrasonic Examination (UE)

3.5.1 The Ultrasonic examination technique to be used is the ultrasonic pulse echo technique
supplying normal and angle probes. The examination may be performed manually or by
mechanised or automated equipment.
3.5.2 The procedure for UE shall contain the following:
 Equipment type
 Couplant
 Probe types, frequencies and angles
 Calibration block(s)
 Reference block(s)
 Equipment calibration and checks (linearity, resolution, wear)
 Sensitivity setting and transfer corrections
 Scanning and sizing techniques
 Examination of parent material
3.5.3 The UE technique employed shall meet the following requirements:

3.5.3.1 Using one angle probe from each side of weld, the examination should be such
that all longitudinal and transverse weld discontinuities are seen.
3.5.3.2 Depending on the weld geometry, normal probes may also be used to reveal
weld discontinuities.
3.5.3.3 The weld examination should be done using the echo from a 3 mm diameter side
drilled hole as reference (defining the Reference Level).

PART 1
3.5.3.4 Other reflectors such as flat bottomed holes or notches may substitute the side
drilled hole as reference reflector, provided the same sensitivity is attained, for
example the DGS- method(Distance Gain Sensitivity-m).
3.6 Radiographic Examination (RE)

3.6.1 The technique used is projective imaging using X-rays or Gamma-rays with film as the
recording and displaying medium. X-rays are to be preferred for material thickness less
than 15 mm. Other displaying media, e.g. fluoroscopic screens, may be applied provided
the basic requirements to the applied technique are met.
3.6.2 The procedure for RE shall be as following:
 Film type
 Film identification marking
 Film processing
 Film density
 Film viewing conditions
 Film coverage
 Radiation source, type and focal spot size
 Geometry of radiographic setup
 Intensifying screens
 Image quality indicators
 Exposure conditions
3.6.3 The RE technique shall meet the following requirements

The wire image quality indicator sensitivities, or equivalent for other types of image quality
indicators (IQI), should be attained:
Plate thickness(t) IQI WireSensitivity

10mm 2.0%
80mm 1.0%
>80mm. 0.8 mm / t
For thickness between 10 and 80 mm, the required sensitivity is found by linear
interpolation between the above values.
3.7 Acceptance Criteria

3.7.1 The acceptance criteria shall observe the Rules, where they are applicable. In all other
cases, acceptance criteria shall be mutually agreed to between the shipyard and the
Society, in advance.
3.7.2 Acceptance criteria of other codes or standards may be in agreement with the Societyand
fully or partly replace the requirements specified in the Rules.
3.7.3 Discontinuities which unacceptable as per the Rules or other criteria agreed upon, are
referred to as "non-conforming" discontinuities in the Rules.

PART 1
SECTION 4 HULL TESTING REQUIREMENTS

Contents
4.1 Definitions: .................................................................................................................................. 70

4.2 Test Requirements...................................................................................................................... 70

PART 1
4.1 Definitions:
4.1.1 Structural Testing is basically the verification of the structural adequacy of the design and
the tightness of the tanks. It may be either hydrostatic testing or hydro pneumatic testing.
4.1.2 Leak testing verifies the tightness of the structure using air pressure difference.
All boundary welds, erection joints, and penetrations including pipe connections are to be
examined as per the approved procedure and under a pressure differential of not less than
0.15 bar (0.15 kgf/cm2) with a leak indicating solution. It is recommended that the air
pressure in the tank be raised to and maintained at 0.20 bar (0.20 kgf/cm 2) for around one
hour, with a minimum number of personnel around the tank, before being lowered to the
test pressure. A U-tube with adequate height to hold a head of water corresponding to the
required test pressure is to be arranged. The cross sectional area of the U-tube is to be not
less than that of the pipe supplying air. In addition to U-tube, a master gauge or other
approved means are facilitated to verify the pressure. Other effective methods of leak
testing, including compressed air fillet weld testing or vacuum testing, may be considered
by the Society upon submission of detailed particulars and procedure.
4.1.3 Hose Testing verifies the tightness of the structure using a jet of water.
Hose testing is to be done with the pressure in the hose of minimum 2 bar (2kgf/cm 2). The
nozzle is to have minimum inside diameter of 12 mm (0.5 in.)and is to be located at a
distance not exceeding 1.5 m from the joint.
4.1.4 Hydro pneumatic Testing combines the principles of hydrostatic and leak testing and
uses a tank filled by water with air pressure applied on top. Hydro pneumatic testing may
be used as an alternative to hydrostatic testing for verifying the structural adequacy of the
design, provided every part of the structure being tested will be subjected to a pressure at
least equal to the pressure that part would have been subjected to during hydrostatic
testing.
4.1.5 Hydrostatic Testing verifies the structural adequacy of the design and the tightness of the
tanks structures using the water pressure, by filling water to the level as specified in [Table
2.4 1].
4.2 Test Requirements

4.2.1 All tank boundaries, watertight boundaries other than tank boundaries and weather tight
boundaries including their closing appliances shall be tested as specified requirement in the
[Table 2.4.1].
4.2.2 Coatings which may conceal defects or leaking, other than shop primer with DFT less than
50 Microns, shall not be applied prior to the testing as required by [4.2.1]. However, this
requirement may be ignored, provided the Surveyor is satisfied with the condition of the
welds after careful visual examination or performing suitable tests. For example, final
coating may be done prior to structural testing if a leak test was done upon it before
coating. Neither leak test nor structural test to be carried out when the painting is certified
to be properly cured by the coating inspector,
4.2.3 Tests are to be completed in the presence of the Surveyor at a stage sufficiently close to
completion and after all attachments, outfitting or penetrations which mayaffect the strength
or tightness of the structure have been completed and before any ceiling and cement work
is applied over joints.

PART 1
Table 2.4.1: Hull Testing Requirements- New Construction
Type of Hydrostatic Head or
S. No. Structures to be tested Remarks
Testing Pressure
The greater of top of the If more than one tank
1. Double BottomTanks Structural overflow or top of are structurally similar,
bulkhead deck. leak testing may be
acceptable, provided at
2. Ballast holds of Bulk Carriers The greater of top of
least one tank of each
overflow or to 0.9 m.
Structural type has been
Independent Tanks not above top of tank.
3. satisfactorily subjected
forming part of hull structure. to structural testing.
The greatest of top of

All other tanks and overflow to 2.4 m above
4. Structural top of tank or setting of
cofferdams
pressure relief valve, if
any.
5. Fore peak void space Structural To top of bulkhead deck.
6. Aftpeak void space Leak
7. Watertight bulkheads
Watertight doors below
8.
freeboard deck.
Weathertight hatch covers,
9. doors and other closing Hose
appliances.
10. Shaft tunnel clear of deep
tanks
11. Hawse pipes
12. Chain Locker aft of collision Structural To top of chain locker
bulkhead
13. Double plate rudder Leak
Notes:
1. Top of tank is the deck forming top of the tank excluding hatchways except for ballast holds in Bulk Carriers and tanks of
combination carriers, where the top of hatch cover shall be treated as the top of tank.
2. Structural testing may be carried out after the vessel is launched.
3. Those structures or closing appliances subjected to satisfactory structural testing or leak testing need not be hose tested
as required by this table.
4. Where hose testing is impractical due to the stage of outfitting, same may be replaced by leak testing, careful visual
examination of the boundary. Where necessary ultrasonic leak testing or other acceptable test method may be required.

PART 1
CHAPTER 3 PERIODICAL SURVEY REQUIREMENTS

CONTENTS
SECTION 1 GENERAL ............................................................................................................................. 73
SECTION 2 ANNUAL SURVEYS ............................................................................................................. 87
SECTION 3 INTERMEDIATE SURVEYS (HULL AND MACHINERY) ..................................................... 93
SECTION 4 SPECIAL SURVEYS (HULL AND MACHINERY)................................................................. 98
SECTION 5 SURVEYS BULK CARRIERS AND ORE CARRIERS ....................................................... 116
SECTION 6 SURVEYS-OIL TANKERS, ORE OR OIL CARRIERS OR COMBINATION CARRIERS .. 140
SECTION 7 SURVEYS- CHEMICAL TANKERS .................................................................................... 163
SECTION 8 LIQUEFIED GAS CARRIERS ............................................................................................. 181
SECTION 9 SURVEYS - OTHER SHIP TYPES ..................................................................................... 198
SECTION 10 DOCKING SURVEYS AND IN-WATERSURVEYS .......................................................... 220
SECTION 11 BOILER SURVEYS ........................................................................................................... 223
SECTION 12 STEAM PIPES SURVEYS ................................................................................................ 226
SECTION 13 SURVEYS OF SCREW SHAFTS, TUBE SHAFTS AND PROPELLERS ........................ 228
SECTION 14 SURVEYS OF INERT GAS SYSTEMS ............................................................................ 232
SECTION 15 SURVEYS OF VESSELS WITH REFRIGERATED CARGO INSTALLATIONS .............. 235
SECTION 16 SURVEYS - VAPOUR CONTROL SYSTEMS ................................................................. 241
SECTION 17 SURVEYS OF THERMAL OIL HEATING SYSTEMS ...................................................... 244
SECTION 18 SURVEYS OF EXTERNAL FIRE FIGHTING SYSTEMS ................................................. 247
SECTION 19 SURVEY REQUIREMENTS FOR ADDITIONAL SYSTEMS AND SERVICES-CREW
HABITABILITY ON SHIPS ................................................................................................ 250
SECTION 20 SURVEY FOR ELECTRICAL EQUIPMENTS .................................................................. 255
SECTION 21 SURVEY REQUIREMENTS FOR DPS NOTATIONS ...................................................... 258

PART 1
SECTION 1 GENERAL
Contents
1.1 Existing Ships – Periodical Surveys ........................................................................................... 74

1.2 Frequency of Surveys ................................................................................................................. 77
1.3 Unscheduled Surveys ................................................................................................................. 77
1.4 Statutory Surveys ........................................................................................................................ 77
1.5 Surveys by Chief engineers ........................................................................................................ 78
1.6 Surveys at sea or at anchorage .................................................................................................. 78
1.7 Definitions ................................................................................................................................... 79
1.8 Preparation for survey and means of access ............................................................................. 81
1.9 Scope of thickness measurement at surveys ............................................................................. 85
1.10 Scope of surveys for damage or alterations ............................................................................... 86

PART 1
1.1 Existing Ships – Periodical Surveys
1.1.1 Annual Surveys are to be done on all marine vessels within three months, before or after
each anniversary after completion, commissioning or Special Survey or as per the
requirements given in Chapter 3 Sec 1, [1.2].
1.1.2 Intermediate Surveys are to be done on all marine vessels in lieu of the second or third
Annual Survey after completion, commissioning or Special Survey. The Intermediate
Survey may begin at the second Annual Survey and progressed with completion of the third
Annual Survey.. The concomitant crediting of items towards both Intermediate Survey and
Special Survey is not allowed.
1.1.3 IRS shall be notified by the Owner that a ship can be examined in dry-dock or on a slipway.
Minimum two Docking Surveys are to be done in each five (5) -year Special Survey period
and the maximum interval between the successive Docking Surveys is not to go beyond
three (3) years. One of the twoDocking Surveys required in each five (5) year period is to
coincider with the Special Survey. However, in exceptional circumstances, an extension of
this interval can be given but not for more than three (3) months after the due date.
‘Exceptional circumstances’ are defined in [1.1.9] below. The Classification Committee may
accept an In-water Survey in lieu of the intermediate docking between Special Surveys,
[see Section 10, 10.3].
For ships over 15 years of age and assigned the notation ESP, an In-water Survey shall not
be permitted. A Docking Survey is considered to concur with the Special Survey when held
within the 15 months before the due date of the Special Survey.
Where the Special Survey of the hull is executed on a Continuous Survey basis, as given in
[1.1.14], the survey in dry-dock may be held at any time within the five (5) year cycle.
1.1.4 The time interval between dry-docking for ships operating in fresh water and for some non-
self-propelled crafts may be greater than that described in [1.1.3] above.
1.1.5 The relevant statutory requirements of the National Authority of the country in which the
ship is registered are given due consideration.
1.1.6 The date of the last examination in dry-docks or on a slipway will be available on the
ClassDirect Live website.
1.1.7 Survey requirements for In-water Surveys are given in [Section 10, 10.3].
1.1.8 All ships classed with IRS are also subjected to Special Surveys as per the specified
requirements of Chapter 3, Section 4. These Surveys become due every five (5) years. The
first five years from the date of build or date of Special Survey for Classification are as
recorded in the RegisterBook, and subsequently five years are from the date recorded for
the previous Special Survey. Any exceptional circumstances justifying an extension of the
hull classification to a maximum of three months beyond the fifth year are given due
consideration at the discretion of the Committee. If an extension isagreed, the next period
of hull classification will begin from the due date of the Special Survey before the extension
was granted. In this context the ‘exceptional circumstances’ refers to unavailability of repair
facilities, dry-docking facilities, vital or necessary materials, equipment or spare parts or
delays incurred by action taken to avoid extreme weather conditions.
1.1.9 Special Surveys may be initiated at the fourth Annual Survey after completion,
commissioning, or previous Special Survey, and can be carried on during the succeeding
year for completion within the due date of the Special Survey.
1.1.10 When Special Surveys are initiated prior to the fourth Annual Survey, the entire survey is to
be completed within 15 months if this work is to be attributed towards the Special Survey.
1.1.11 Ships which have passed a Special Survey will have a record in the Register Book
indicating the date and the notation ESP, if this is applicable, see [1.1.10] above. Where the
Special Survey is completed in more than three (3) months prior to the due date, the new

PART 1
record of Special Survey will be the final date of survey. In all other cases, the date
recorded will be the fifth anniversary.
1.1.12 At Owner’s request, it may be agreed that the Special Survey of the hull, except for general
dry cargo ships, bulk carriers, combination carriers, oil tankers and chemical tankers, be
carried out on the Continuous Survey basis and all compartments of the hull kept opened
forsurvey and testing, in rotation, with an interval of five years between subsequent
examinations of each part. Thereby, approximately one fifth of the Special Survey is done
each year and all the requirements of the particular Hull Special Survey are completed at
the end of the five year cycle. For examination of items listed in Chapter 3 Section 2,
[2.2.21 to 2.2.22, 2.2.26] and Chapter 3 Section 3, [3.2.6, 3.2.7] and 3.2.9], the time
intervals between inspection will be specially agreed. For ships above 10 years of age, an
examination of the ballast tanks is to be donetwo years in each five year cycle, i.e. once
within the scope of the Intermediate Survey and once within the scope of the Continuous
Survey. Ships which have satisfactorily completed the cycle will have a record entered in
IRS register indicating the date of completion which will not be later than five (5) years from
the last assigned date of Complete Survey of the hull. The agreement for surveys to be
done on Continuous Survey basis may be withdrawn at the discretion of the Classification
Committee.
1.1.13 Machinery is to be submitted to the surveys specified in Chapter 3 Sections 11, 12 13&17.
1.1.14 Complete Surveys of machinery become due at five-yearly intervals, the first one five years
from the date of build or date of first classification as entered in the IRS register and
thereafter five years from the date recorded for the previous Complete Survey.
Consideration can be given at the discretion of the Committee to any exceptional
circumstances justifying an extension of machinery class to a maximum of three (3) months
beyond the fifth year. If an extension is agreed, the next period of machinery class will
begin from the due date of Complete Survey of machinery before extension was granted.
Surveys which are initiated prior to their due date are not to extend over a period greater
than 12 months, except with the prior approval of the Classification Committee. Where the
survey is completed more than three (3) months prior to the due date, the recorded date of
completion will be the final date of survey. In all other cases, the date recorded will be the
fifth anniversary.
1.1.15 Upon Owner’s request, if the Classification Committee may agree to giving an extension to
the survey requirements for main engines, which, by the nature of the ship’s normal
service, do not reach up to the number of running hours recommended by the engines’
manufacturer for major overhauls within the survey periods given in [1.1.14] above.
1.1.16 If it is desired that any part of the machinery should be examined again prior to the due
date of the next survey, a certificate for a limited period will be granted as per the nature of
the case.
1.1.17 upon owner’s request, it has been agreed by the Classification Committee that the
Complete Survey of the machinery may be conducted on the Continuous Survey basis, the
items of machinery are opened for survey in rotation, as far as practicable, to ascertain that
the interval between subsequent examinations of each item will not exceed five years
period. In general, approximately one-fifth of the machinery is to be examined each year.
1.1.18 If any examination during Continuous Survey reveals defects, all the parts are to be opened
up and examined as considered necessary by the Surveyor, and the defects are to be
made good to his satisfaction.
1.1.19 The Classification Committee, upon application by the Owner, will amend applicable
Periodical Survey requirements where condition monitoring equipment is fitted and
operation and its system details submitted to the Society and found satisfactory. Where
machinery installations are accepted for this method of survey, an Annual Survey will be
held, monitoredrecords analysed and the machinery examined under working conditions.

PART 1
As part of the condition monitoring procedures,an acceptable lubricating oil trend analysis
programme may be required.
1.1.20 Boiler Surveys, examination of steam pipes and Screwshaft Surveys are to be done as
stated in Chapter 3, Sections 11 to 13.
1.1.21 Where any inert gas system is fitted for the protection of cargo tanks on board a ship meant
for the carriage of oil or liquid chemicals in bulk, the system is to be surveyed every year as
per the requirements of Chapter 3 Section 2, [2.2.27]. In addition, on ships to which an IG
notation has been assigned, a Special Survey of the inert gas plant is to be done at
intervals not exceeding five years, as specified in the requirements detailed in [Chapter 3,
Section 14].
1.1.22 Where the ship is fitted with a dynamic positioning system, the system is to be examined
and tested every yearas per the requirements of Chapter 3, Section 2 [2.2.20]. In addition,
a Special Survey is to be conducted at intervals not exceeding five years as given below:
The control system and associated machinery items are to be examined and tested under
operating conditions to an approved Test Schedule.
1.1.23 Where the ship is fitted with a classed refrigerated cargo installation, the installation is to be
surveyed every year as per the requirements of Chapter 3, Section 15[15.1]. In addition, a
Special Survey is to be carried out at intervals not exceeding five years as per the
requirements of Chapter 3, Section 15, [15.2].
At Owner’s request, consideration will be given by the Society to Survey the installation on
the Continuous Survey basis.
1.1.24 A Loading Port Survey is not mandatory for classification but may be executed concurrently
with the Annual, Continuous or Special Surveys if so desired.For ships fitted with a classed
refrigerated cargo installation, this survey may be done as detailed in Chapter 3, Section 15
[15.4] at the request of the Owner. On its completion, a certificate will be issued for
recording, giving other details, the temperatures in the various refrigerated spaces at the
time of the survey. The certificate issued by IRS is not in respect of the cargo to be loaded
or the manner in which it is to be stowed.
1.1.25 Where the ship has been assigned an OPS notation, the on-shore power supply
arrangements are to be examine annually as per the requirements of Chapter 3 Section
2,[2.2.23]. In addition, a Special Survey is to be done at intervals not exceeding five years
in accordance with the requirements given below:
For ships having an OPS notation assigned, the on-shore power supply arrangements are to be
examined and functionally tested while connected to an external electrical power supply in
accordance with approved test schedules [see Part 7 of IRS Rules] during the Complete Surveys of
machinery or, where it is not practical to provide the facilities and operations for testing during the
required Surveys of other machinery items, within 12 months of the due date of the Complete
Surveys of machinery.
1.1.26 Upon owner’s request, the Classification Committee may give special consideration to the
application of the periodical survey requirements given in this chapter to military ships or
commercial ships owned or chartered by Governments, which are utilised in support of
military operation or service.
1.1.27 The ship may be retained in class where the Committee has agreed to an Owner’s request
to assign the ‘laid-up’ condition, provided a satisfactory general examination of the hull and
machinery is executed at the Annual Survey due date and in addition an Underwater
Examination (UWE) is completed at the Special Survey due date. The general examination
may be carried out within three (3) months prior to or after the Annual Survey due date.

PART 1
1.2 Frequency of Surveys
The frequency of surveys shall be determined from the table given below.
Table 3.1.1: Survey Frequencies

Type of Survey Interval (Months) Window Period
(months)
Special Survey -- Hull 60 -3
Special Survey -- Machinery 60 -3
Annual Survey – Main Class 12 +/-3
Intermediate Survey – Main Class With second or third annual survey (see note1)
Bottom Survey(see Note2) 30 +/-6
Boiler Survey (seeNote3) 30 +/-6
TailShaft Survey
 TS(OG),TS(CL),TS(NC) 60 -6
 TS(CM)(SeeNote4) 120 -6
 TS(ES) 30 +/-6
Survey of Special Propulsion Device(SP) 60 -60
Unattended Machinery Space(UM) - Annual 12 +/-3
Unattended Machinery Space(UM) - Special 60 +/-3
Inert Gas System(IG)-Annual 12 +/-3
Inert Gas System(IG)-Special 12 -3
Refrigeration Machinery (RM)-Annual 12 +/-3
Refrigeration Machinery(RM)-Special 60 -3
Notes:
1. Intermediate surveys shall be carried out generally with second or third annual survey.
However, survey items in addition to annual survey may be dealt with in between second and third annual
survey with a view to complete the intermediate survey at the third annual survey.
2. Bottom surveys to be credited towards special survey hull shall be carried out in a dry dock. In water surveys
may be permitted by the society at alternate bottom surveys not coinciding with special surveys based on the
general condition of the vessel, for vessels less than 15 years of age. For vessels of more than 15 years age
special consideration by the committee would be required for permitting in water surveys.
3. For vessels not having adequate capacity for generation of steam for supplying for all essential services, in the
event of one boiler being shutdown, boilers of more than15 years old from the date of commissioning shall be
examined at12 months interval, unless specifically recommended by the surveyor, based on the satisfactory
condition of the boiler.
4. Intervals of 120 months between withdrawal of tailshaft shall be permitted subject to condition monitoring as
per 7.2 being carried out and a modified survey as per 7.3 being carried out within 60 months (+/-6months)
from the previous withdrawal.
1.3 Unscheduled Surveys

1.3.1 If International Register of Shipping (hereinafter referred to as IRS) has caused to believe
that its Rules and Regulations are not being observed, IRS reserves the rightto perform
unscheduled surveys of the hull or machinery andthe applicable statutory requirements no
matter theappropriate statutory certificate has been issued by IRS or not.
1.3.2 In the event of major damage or defect affecting any ship, IRSreserves the right to do
unscheduled surveysof the hull or machinery of other similar ships classed by IRS and
deemed to be susceptible.
1.4 Statutory Surveys
Statutory Surveys are to be executed by IRS when so appointed, or by the Exclusive Surveyors to a
National Administration or by an IACS member when so authorised by the National Authority, or, in

PART 1
the case of Cargo Ship Safety Radio Certificates or Safety Management Certificates, by any
organisation authorised by the National Authority.
In the case of dual classed ships, Convention Certificates may be issued by other Society with
which the ship is classed, provided this is recognised in a formal Dual Class Agreement with IRS
and provided the other Society is also authorised by the National Authority.
1.5 Surveys by Chief engineers
1.5.1 Continuous machinery surveys of some machinery items may be done under certain
conditions in the supervision of the Chief Engineer of the ship at ports where IRS is not
representedand where possible, at sea.
1.5.2 A limited confirmatory survey should be done at the next port of call by an exclusive
Surveyorof IRS. Where IRS Surveyor is unavailable, such survey may be done by the
exclusive Surveyorof a Society with whom IRS has collaboration agreement.
Where an Owner wishes to make use of this type of survey, Owner has to send in an
application stating the name, age, qualification and experience of the Chief Engineer for the
consideration of IRS.
1.5.3 More particulars of this scheme are available at IRS Head Office.
1.6 Surveys at sea or at anchorage

1.6.1 Survey at sea or at anchorage is acceptable provided the Surveyor is provided
necessaryassistance from the personnel onboard. Precautions and procedures for
executing thesurvey are to be as per [1.7].
1.6.2 There has to be a communication system between the survey party in the tank and
theresponsible officer on deck. If boats or rafts are used, this system must also include the
personnel in charge of ballast pump handling.
1.6.3 Only if the Surveyor agrees, surveys of tanks or applicable holds by means of boats or rafts
may be undertaken, who is to take into account the safety arrangements provided,
includingweather forecasting and ship response under predictable conditions and provided
the expected rise ofwater within the tank due to ship motion does not go beyond 0.25 [m].
1.6.4 When rafts or boats will be used for close-up survey, the conditions given below are to be
observed:
1.6.4.1 Inflatable rafts or boats meant for rough use and having satisfactory residual
buoyancy and stability are to be used which are safe even when their one chamber
is ruptured;
1.6.4.2 It is required to tether the boat or raft to the access ladder and a person is to be
stationed down the access ladder who gets a clear view of it while survey is being
done;
1.6.4.3 All the participants shall have access to appropriate lifejackets;
1.6.4.4 The surface of water in the tank or hold is to be calm and its level stationary (and
under all predictable conditions the expected rise of water within the tank should
not be more than 0.25 m). The level of the water shall not rise while the boat or raft
is in use;
1.6.4.5 The hold, tank, or space must contain only clean ballast water and even a thin
sheen of oil water surface is not acceptable; and
1.6.4.6 The water level is allowed to be within 1 m of the deepest under deck web face flat
so that the survey team is not cut off from a direct escape route to the tank hatch at
any time. Filling to levels above the deck transverses is only contemplated if a deck
access manhole is fitted and opens in the bay that is being examined, so that an
escape route for the survey party is always available. Consideration should also be
given to other effective escape routes to the deck.

PART 1
1.6.4.7 If the tanks (or spaces) are connected via a common venting system, or inert gas
system, the tank in which the boat or raft is used should be inaccessible to prevent
a transfer of gas from other tanks (or spaces). The tank being examined is to be
also cut offto prevent transfer of liquids/gas through cargo or ballast piping.
1.6.5 For the under deck areas in tanks, survey by means of boats or rafts will be permitted, if the
depth ofthe webs is 1.5 [m] or less.If the depth of the webs is more than 1.5 [m], boats or
rafts may only be permitted when:
1.6.5.1 the coating of the under deck structure is in GOOD condition and there is no
noticeablewastage; or
1.6.5.2 some permanent access means are provided in each bay to facilitate safe entry
and exit, which means:
a) access direct from the deck via a vertical ladder and a small platform fitted
approximately 2 [m] below the deck in each bay; or
b) access to deck from a longitudinal permanent platform having ladders to deck
in each end of the tank. For full length of the tank, the platform shall be
arranged in level with, or above, the maximum water level needed for rafting
of under deck structure. For the purpose, the ullage corresponding to the
maximum water level is to be assumed not more than 3 [m] from the
deckplate measured at the midspan of deck tranverses and in the middle
length of the tank.
If none of the above conditions are met, then staging or an “other equivalent
means” is to be provided for the survey of the under deck areas.
1.6.6 The requisites regarding the usage of boats or rafts in [1.6.5] does not rule out their use
formoving about within a tank during a survey.
1.7 Definitions
1.7.1 An Oil Tanker is a self-propelled sea going ship which has integral tanks constructed for
meeting its intended primary useof carrying oil in bulk and oil tankers cover ship types such
as combination carriers viz. ore/oil and ore/bulk/oil ships, etc. Where referred to in Chapter
3, it shall also include double hull oil tankers and tankers with alternative structural
arrangements, like for mid-deck designs, except where specified otherwise.
1.7.2 A Double Hull Oil Tanker is a self-propelled sea going ship which primarily is meant for
the carriage of oil in bulk, where the cargo tanks are secured by a doublehull extending for
the entire length of the cargo area, consisting of double side and double bottom spaces for
thecarriage of salt-water ballast.
1.7.3 A Bulk Carrier is a self-propelled sea going ship which has single deck, double bottom,
topside tanks and hopper side tanks and with single side skin construction in the cargo
length area, and is primarily meant for carrying dry cargo in bulk and cover ship types such
as ore carriers. Where referred to in Chapter 3, it shall also include double skin bulk
carriers except where specified otherwise.
1.7.4 A Double Skin Bulk Carrier is a self-propelled sea going ship which generally has
singledeck, double bottom, topside tanks and hopper side tanks and with double side skin
construction in the cargo length area (regardless of the width of the wing space), and is
primarily meant for carrying dry cargo in bulk and cover such ship types as ore carriers.
1.7.5 An Ore Carrier is a self-propelled sea going shipwhich generally has single deck, two
longitudinal bulkheads and a double bottom throughout the cargo length area and is
primarily meant for carrying ore cargoes in the centre holds only.
1.7.6 A Chemical Tanker is a self-propelled sea going ship which generally has integral tanks
and being single or double hull construction, or having alternative structural arrangements,

PART 1
is used primarily for the carrying bulk of any liquid product listed in Chapter 17 of the
International Code for the Construction and Equipment of Ships Carrying Dangerous
Chemicals in Bulk, IBC Code.
1.7.7 A Gas Carrier is a cargo ship constructed or adapted for carrying in bulk any liquefied gas
or other products of flammable nature listed in Chapter 19 of the International Code for the
Construction and Equipment of Ships Carrying Liquefied Gases in Bulk.
1.7.8 A Ballast Tank is a tank which solely carries salt-water ballast. For bulk carriers, a space
which is used for both cargo and salt-water ballast will be treated as a salt-water ballast
tank when substantial corrosion has been found in that space. For double skin bulk
carriers, the doubleside tank is to be considered as a distinct tank even if it is connected to
either the topside or hopper side tank. For oil tankers and chemical tankers, a combined
tank which is used for both cargo and salt-water ballast as a routine part of the ship’s
operation will be treated as a ballast tank. A cargo tank, which in exceptional cases, may
carry salt-water water ballast during extreme weather conditions and is not designated as a
combined cargo / ballast tank will be considered as a cargo tank.
1.7.9 Spaces are distinct compartments such as tanks, holds, cofferdams and void spaces
bounding cargo holds, decks and the outer hull.
1.7.10 An Overall Survey is a survey reports the overall condition of the hull structure and helps
in determining the extent of additional Close-up Surveys.
1.7.11 A Close-up Survey is a survey wherein the details of structural components are within the
close visual inspection range of the Surveyor that implies they are within reach of hand.
1.7.12 A Transverse Section covers all longitudinal members such as longitudinal, plating and
girders at the deck, side, bottom,inner side, inner bottom, hopper side, top wing side and
longitudinal bulkhead, where fitted. A transverse section covers adjacent frames and their
end connections falling in the way of transverse sectionsfor transversely framed ships.
1.7.13 Representative Spacesare those spaces which are expected to reflect the condition of
other spaces of similartype, service and with similar corrosion preventionsystems. When
selecting representative spaces, the service and repair history on board andidentifiable
Critical Structural Areas are to be taken into account.
1.7.14 Critical Structural Areas or Suspect Areas are those sites which have been identified
from calculations or from the service history of the subject ship or from similar ships or
sister ships, if applicable, and thus require monitoring being sensitive to buckling,cracking
or corrosion which would impair the structural integrity of the ship.
1.7.15 Substantial Corrosionis wastage of individualplates and stiffeners in excess of 75 per
cent of allowable margins, but within acceptable limits.
1.7.16 A Corrosion Prevention System is a system designed to reduce or prevent corrosion of
metals; such as a cathodic protection system, a coating system or a combination of the
above.
1.7.17 For the application of requirements outlined in [Sections 2, 3, 10 and 4], a general dry
cargo ship is a self-propelled ship of 500 gross tonnes or above, constructedgenerally with
a tween deck and meant to carry solidcargoes. This excludes bulk carriers, roll on-roll-off
ships, livestock carriers, refrigerated cargo ships, dock/deck ships andships dedicatedly
used for the carriage of containers, forest products (but not log or timber carriers), cement
and wood chips.
1.7.18 Coating Condition is defined as follows:
GOOD: Condition with spot rusting on less than 3% of the area under consideration without
visible breakdown of the coating. Rusting at edges or weld lines must be on less than 20%
of the area under consideration.

PART 1
FAIR: Condition with breakdown of coating or rust penetration on less than 20% of the
area underconsideration.Hard rust scale must be less than 10% and rusting at edges or
welds must be on less than 20% of edges or weld lines respectively in the area
underconsideration.
POOR: Condition with breakdown of coating or rust penetration on more than 20% of the
area under consideration. Hard rust scale on more than 10% and local breakdown
concentrated at edges or weldson more than 20 % of edges or weld lines respectively in
the area under consideration.
1.7.19 A Prompt and Thorough Repair is permanentrepair completed at the time of survey to the
satisfaction of the Surveyor, so that the need for the imposition of any associated condition
of class or recommendation is not there.
1.7.20 Bulk carriers with hybrid cargo hold arrangements are to have single skin cargo holds
surveyed as per the requirements for single skin bulk carriers and thedouble skin cargo
holds surveyed as per the requirements for double skin bulk carriers.
1.7.21 Special consideration or specially considered (in connection with close-up surveys and
thickness measurements) means adequate close-up inspection and thickness
measurements are to be taken to confirm the actual average condition of the structure
under the coating.
1.7.22 Air pipe heads installed on the exposed decks are those that extend above the freeboard
deck or superstructure decks.
1.7.23 The Cargo Area or Cargo Length Area is that part of the ship which contains all cargo
holds and adjacent areas including fuel tanks, ballast tanks, cofferdams and void spaces.
For oil tankers and chemical tankers, the Cargo Area is that part of the ship which contains
cargo tanks, slop tanks and cargo/ballast pump-rooms, ballast tanks, cofferdams and void
spaces in proximity to cargo tanks and also deck areas throughout the entire length and
breadth of the part of the ship over the above mentioned spaces.
1.8 Preparation for survey and means of access
1.8.1 The owner and IRS are required to agree to facilitate the attending Surveyor(s) with proper
and safe access to carry out the survey. Tanks and spaces are required to be safe for
access, gas free and properly ventilated. Prior to entering a tank, void or enclosed space, it
is to be substantiated that the atmosphere in that space is free from hazardous gases and
has sufficient breathing oxygen.
1.8.2 In the very preparation for survey, thickness measurements and thorough examination, all
spaces are to be cleaned properly including removal from surfaces of all loose accumulated
corrosion scale. Spaces are to be free from water, scale, dirt, oil residues, etc., to reveal
corrosion, deformation, fractures, damages or other structural deterioration and the
condition of the protective coating. However, those areas of structure whose renewal has
already been decided by the owner shall only be cleaned and descaled to the extent
necessary to determine the limits of renewed areas.
1.8.3 Ample illumination is required to reveal corrosion, fractures, deformation, damages or other
structural deterioration.
1.8.4 Surveyor shall be facilitated with all the means to examine the structure in a safe and
practical way. Where such provisions of safety and required access are found to
beinadequate by the Surveyor, then the survey of the space(s) involved is not to proceed.
1.8.5 For surveys, including Close-up Survey, where applicable, in cargo spaces and ballast
tanks, one or more of the underlying means of access, is to be provided:
 Lifts and movable platforms
 Permanent staging and passages through structures
 Temporary staging and passages through structures

PART 1
 Boats or rafts
 Portable ladders, refer to Note below
 Other equivalent means
Note:
At the discretion of the Surveyor, portable ladders may be used for survey of the hull
structure of single skin bulk carriers, but not for the close-up survey of cargo hold shell
frames, see [1.8.6 and 1.8.7]
1.8.6 For Close-up Surveys of the cargo hold shell frames of single skin bulk carriers with a
deadweight below 100,000 tonnes, one or more of following means of access may be used:
 Boats or rafts, provided the structural capacity of the hold is adequate to withstand
static loads at all levels of water.
 Permanent staging and passages through structures.
 Temporary staging and passages through structures.
 Hydraulic arm vehicles such as lifts, movable platforms and conventional cherry
pickers.
 Portable ladder restricted to 5 m in length may be accepted for surveys of the lower
section of a shell frame together with bracket.
 Other equivalent means.
1.8.7 For Close-up Surveys of the cargo hold shell frames of single skin bulk carriers with a
deadweight equal to or more than 100,000 tonnes the use of portable ladders is not
accepted and one or more of thefollowing means of access are to be used:
1.8.7.1 At Annual Surveys, Intermediate Surveys held before the ship is 10 years old and
Special Survey I:
a) Boats or rafts provided the structural capacity of the hold is adequate to bear
b) Permanent staging and passages through structures.
c) Temporary staging and passages through structures.
d) Hydraulic arm vehicles such as conventional cherry pickers, lifts and movable
platforms.
e) Other equivalent means.
1.8.7.2 At Special Survey II and all subsequent surveys:

a) Boats or rafts provided the structural capacity of the hold is adequate to bear
b) Either permanent or temporary staging or passage through structures for close-
up survey of at least the upper part of hold frames.
c) Lifts and movable platforms.
d) Hydraulic arm vehicles such as conventional cherry pickers for surveys of
lower and middle part of shell frames as substitute to staging.
e) Other equivalent means.
1.8.7.3 Not abiding by the above requirements, for single skin bulk carriers above the age
of 10 years, at Annual Survey, the use of a portable ladder fitted with a mechanical
device to secure the upper end of the ladder is acceptable when the Close-up
Survey of cargo hold shell frames is required.
1.8.8 When the Surveyor is absolutely satisfied with the assistance provided by the personnel
onboard and the foregoing preparations for survey, as applicable, survey at sea or

PART 1
anchorage may be undertaken. additionally, the following conditions and limitations are to
be applied:
1.8.8.1 A communication system is to be arranged between the responsible officer on deck
and survey party in the tank. This system must also be accessible to the personnel
in charge of ballast pump handling when boats or rafts are to be used.
1.8.8.2 The attending Surveyor has to agree with the survey of tanks using boats or rafts
after taking into account the safety arrangements provided, including weather
forecasting and ship’s response under predictable sea conditions and provided the
expected rise of water within the tank does not go beyond 0.25 m.
Where Close-up Survey is carried out using boats or rafts, the following conditions
are to be observed:
a) Only rough duty, inflatable rafts or boats with satisfactory residual
buoyancy and stability, even if one chamber is ruptured, are to be used.
b) The boat or raft is to be tethered to the access ladder and an additional
person is to be stationed down the access ladder with a clear view of the
boat or raft.
c) Appropriate life jackets are to be available for all participants.
d) The surface of water in the tank is to be calm and the water level
stationary. On no account is the level of the water to be rising while the
boat or raft is in use.
e) The tank or space must contain clean ballast water only. Even a thin sheen
of oil on the water is not acceptable.
f) At no time is the water level to be allowed to be within 1 m of the deepest
under deck web face flat so that the survey team is not isolated from a
direct escape route to the tank hatch. Filling to levels above the deck
transverses is only to be contemplated if a deck access manhole is fitted
and open in the bay being examined, so that an escape route for the
survey party is available at all times. Other effective means of escape to
the deck may be considered.
g) If the tanks (or spaces) are connected via a common venting system or
Inert Gas system, the tank in which the boat or raft is to be used is to be
cut off to prevent a transfer of gas from other tanks (or spaces).
1.8.8.3 Rafts or boats may be permitted for the survey of the under deck areas of tanks or
spaces, if the depth of the under deck web plating is 1, 5 m or less. If the depth of
the under deck web plating is greater than 1,5 m, then rafts or boats may be
permitted only when the coating of the under deck structure is in GOOD condition
and there is no evidence of wastage or if a permanent means of access is provided
in each bay to allow safe entry and exit. A permanent means of access is
considered to mean:
a) Access direct from the deck via a vertical ladder and a small platform fitted
approximately 2 m below the deck in each bay or,
b) Access to deck from a longitudinal permanent platform having ladders to
the deck at each end of the tank. The platform shall be arranged over the
full length of the tank and level with, or above, the maximum water level
needed for rafting of the under deck structure. For this purpose, the ullage
corresponding to the maximum water level is to be assumed not more than
3 m from the deck plate measured at the mid-span of deck transverses and
at the mid point of the tank’s length. If neither of the above conditions are
met, then staging or another equivalent means is to be provided for the
survey of the under deck areas.

PART 1
1.8.9 Where soft or semi-hard coatings have been applied, the Surveyor is to be given safe
access to authenticate the effectiveness of the coating and to perform an assessment of
the conditions of internal structures which may even include spot removal of the coating.
Such coating is to be removed when safe access cannot be provided.
1.8.10 During the survey, an oxygen-meter, lifeline, breathing apparatus, riding belts with rope and
hook and whistles along with instructions and guidelines on their use is to be made
available. A safety checklist is to be provided and for chemical tankers and oil tankers, an
explosimeter is to be given.
1.8.11 The owner of ships assigned the ESP Notation, is required to respond to a ‘Survey
Planning Questionnaire’ and prepare a Survey Programme in accordance to 2011 ESP
Code: IMO Resolution A.1049(27). In such cases, the underlying requirements are
applicable:
1.8.11.1 Before the preparation of a ‘Survey Programme’, the ‘Survey Planning
Questionnaire’ is to be submitted to IRS. The response to the Questionnaire is to
include information on cargo history; access provisions for Close-up Surveys and
thickness measurements; the results of surveysdone by the Owner; a list of reports
of Port State Control Inspectioncontaining hull structural deficiencies; a list of
Safety Management System non-conformities related to hull maintenance and
details of the thickness measurement company.
1.8.11.2 The ‘Survey Programme’ in a written format is to be submitted to IRS at least six
months in advance of the survey and before the initiation of any part of the
Intermediate Survey and Special Survey on ships over 10 years of age. The
Survey Programme at Intermediate Survey may include the Survey Programme
agreed for the previous Special Survey supplemented by the ‘Executive Hull
Summary’ of that Special Survey and later relevant survey reports. The survey will
not commence until a Survey Programme has been agreed.
1.8.11.3 The ‘Survey Programme’ is to be so worked out that amendments to the survey
requirements implemented after the Special Survey done previously are taken into
account.
1.8.11.4 A Survey Planning Meeting is to take place prior to the occurrence of any part of
the Intermediate Survey and Special Survey and the attending Surveyor(s),
Owner’s representative in attendance, the thickness measurement company
operator representative (as applicable) and the Master of the ship or a qualified
representative appointed by him are required to attend itso that all the
arrangements envisioned in the Survey Programme and the safe and efficient
conduct of the survey is ascertained. An indicative list of items that are to be
addressed in the meeting is given below:
a) Provisions and arrangements for thickness measurements (i.e. illumination,
ventilation, access, cleaning/de-scaling, personal safety).
b) Schedule of the ship (i.e. the voyage, docking and undocking manoeuvres,
periods alongside, cargo and ballast operations, etc.).
c) Permissible diminution levels.
d) Extent of Close-up Survey and thickness measurement considering the
coating condition and suspect areas/areas of substantial corrosion.
e) Extent of the thickness measurements.
f) Execution of thickness measurements.
g) Taking representative readings in general and where uneven
corrosion/pitting are found.
h) Mapping of areas of substantial corrosion.
i) Free communication between attending Surveyor(s), thickness
measurement company operator(s) and Owner’s representative(s)
concerning findings.

PART 1
1.8.11.5 Proper preparation and close co-operation between the attending Surveyor(s) and
the Owner’s representative on board before and during the survey are an essential
part in the safe and efficient conduct of the survey. During the survey on board,
safety meetings are to take place regularly.
1.9 Scope of thickness measurement at surveys
1.9.1 This Section is applicable to the thickness measurement of the hull structure where
required by [Sections 2, 3, 4, 5, 6, 7 and 8].
1.9.2 Before the Intermediate Survey and Special Survey begins, a meeting is to be held
between the attending Surveyor(s), the Owner’s representative in attendance, the thickness
measurement company representative and the Master of the ship or an appropriately
qualified representative appointed by the Master or Owner, so as to ascertain safe and
efficient conduct of the survey and thickness measurements.
1.9.3 For non-ESP ships with less than 500 gross tons and all fishing vessels, the designated
Surveyor, who has received specific training and been qualified by IRS, may conduct
thickness measurements.
1.9.4 Thickness measurements are normally done using ultrasonic test equipment and are
executed by a firm approved in accordance with IRS’s Approval for Thickness
Measurement of Hull Structure.
1.9.5 The Surveyor may measure the thickness of the material in any part of the structure where
signs of wastage are seen or where wastage is normally found. Any part of the structure
which is found defective or greatly reduced in scantlings is to be mended using materials of
the approved scantlings and quality. Special attention is to be given tothe structure in way
of discontinuities.
1.9.6 The Surveyor is to witness the thickness measurements. Surveyor is required to be on
board, while the measurements are made, to the extent necessary to control the process.
This also applies to thickness measurements done on ships which areat sea.
1.9.7 The Surveyor may extend the scope of thickness measurement, if deemed necessary.
1.9.8 Where it is required to take thickness measurements for the structural areas subject to
Close-up Survey, then these measurements are to be simultaneously done.
1.9.9 Thickness measurements are to be taken in the forward and aft areas of all plates. Where
plates cross ballast/cargo tank boundaries split measurements for the area of plating in way
of each type of tank are to be reported.
1.9.10 In all cases, the measurements are to represent the average of multiple measurements
taken on each plate and/or stiffener. Where measured plates are renewed, the thicknesses
of adjacent plates in the same strake are to be reported.
1.9.11 An approved firm or Surveyor performing the thickness measurements is required to
prepare a report. The report is to give the location of measurement, the thickness
measured and the corresponding original thickness. The report is to also include details
such as date when measurement was made, type of measuring equipment, names of
personnel andtheir qualifications and is to be signed by the operator.
1.9.12 The thickness measurement report is to be validated and signed by the Operator/Surveyor
and countersigned by an authorising Surveyor.
1.9.13 In all cases, the extent of the thickness measurements is to be adequate to represent the
real average condition.

PART 1
1.10 Scope of surveys for damage or alterations
1.10.1 Any damage as in wastage over the allowable limit (including grooving, buckling,
detachment or fracture), or extensive areas of wastage over the allowable limits, which
affects or will affect the ship’s structural, watertight or weathertight integrity, in the openion
of the Surveyor, is to be promptly and thoroughly repaired. Areas to be considered
comprise of, (where fitted):
 side shell frames, their end attachments and adjacent shell plating;
 bottom structure and its plating;
 side structure and its plating;
 deck structure and its plating;
 inner bottom structure and its plating;
 inner side structure and its plating;
 watertight or oiltight bulkheads;
 hatch covers and hatch coamings.
For places where adequate repair facilities are unavailable, allowing the ship to proceed
directly to a repair facility is also considered. This may require discharging the cargo and/or
temporary repairs for the proposed voyage.
1.10.2 Additionally, when survey results in the identification of structural defects or corrosion,
which in the view of the Surveyor, will harm ship’s fitness for unremitting service, corrective
measures are to be taken before the ship continues in service.
1.10.3 Before the survey is considered complete, all the extended thickness measurements are to
be done and required repairs completed as per the specifications of the Rules.

PART 1
SECTION 2 ANNUAL SURVEYS
Contents
2.1 General ....................................................................................................................................... 88

2.2 Requirements of Annual Surveys ............................................................................................... 88

PART 1
2.1 General
2.1.1 Annual Surveys are to be concurrently executed alongside statutory, annual or other
relevant statutory surveys, wherever feasible.
2.1.2 At Annual Surveys, the Surveyor is required to examine the ship and machinery, as much
as required and feasible, so as to be satisfied with respect to its general conditions.
2.1.3 Refer to Section 8 for additional requirements for ships for liquefied gases.
2.1.4 The Surveyor is to review the overall effectiveness of the Code onboard ship for ships
which are required by International Convention to observe the International Safety
Management Code (ISM Code). This is to be executed regardless of the organisation
issuing the Safety Management Certificate (SMC).
2.1.5 For ships assigned the notation ‘laid-up’, in lieu of the normal Annual Survey requirements,
a general examination of the hull and machinery is to be done.
2.2 Requirements of Annual Surveys
2.2.1 The Annual Survey is to comprise of:
2.2.1.1 Examination to ensure, as far as feasible, that the hull, hatch coamings, hatch
covers, equipment, closing appliances and related piping aremaintained in a
satisfactory condition.
2.2.1.2 Examination of weather decks, ship side plating above the waterline, hatch cover
and coamings.
2.2.1.3 External examination of all air pipe heads installed on exposed decks and
watertight penetrations, as far as feasible.
2.2.1.4 Examination of the weld connection between air pipes, ventilators and deck plating
and of ventilators with closing devices, if any.
2.2.1.5 Examination of flame screens on air pipes to all bunker tanks.
2.2.1.6 The Surveyor is to be satisfied with the condition of:
a) scuppers, sanitary discharges and valves on discharge lines (as much as
feasible) and their controls; bulwarks and guard rails; freeing ports,
gangways and life-lines; fittings and appliances for timber deck cargoes.
b) skylights, exposed casings,flush deck fittings, deckhouses and
companionways, superstructure bulkheads, side, bow and stern doors,
side scuttles and deadlights, chutes and other openings with all closing
appliances.
c) alarm systems and bilge level detection on ships assigned a UM notation.
2.2.2 The underlying requirements for hatch covers andcoamings are applicable:
2.2.2.1 The Surveyor is to obtain confirmation that since the previous survey, no
unapproved changes have been made to the hatch covers, hatch coamings and
their securing and sealing devices.
2.2.2.2 Surveyors are required to ascertain that where mechanically operated steel hatch
covers are fitted, the following are in proper condition:
a) hatch covers;
b) clamping devices, retaining bars, cleating;
c) tightness devices of longitudinal, transverse and intermediate cross
junctions (gaskets, gasketlips, compression bars, drainage channels);
d) guides;
e) guide rails and track wheels;

PART 1
f) chain or rope pulleys arrangement;
g) hydraulic system vital for closing and securing;
h) stoppers, etc;
i) wires, chains, gypsies, tensioning devices;
j) safety locks and retaining devices.
2.2.2.3 Surveyors are required to ascertain the satisfactory condition of following, where
portable hatch covers, steel or wooden pontoons are fitted:
a) wooden covers and portable beams, carriers or sockets for the portable
beam, and their securing devices;
b) steel pontoons;
c) guide plates and chocks;
d) tarpaulins;
e) cleats, battens and wedges;
f) loading pads/bars and the side plate edge;
g) hatch securing bars and securing devices;
h) compression bars, drainage channels and drain pipes (if any).
2.2.2.4 Where applicable, the Surveyor is to ensure that the condition ofhatch coaming
plating and their stiffeners is satisfactory.
2.2.2.5 The Surveyor is required to do random checking of the satisfactory operation of
mechanically operated hatch covers including:
a) proper fit and efficiency of sealing in closed condition,
b) stowage and securing in open condition,
c) operational testing of hydraulic and power components, wires, chains and
link drives.
2.2.2.6 Where deemed necessary by the Surveyor, theefficacy of sealing arrangements

may be proved by chalk testing or hose in addition to dimensional measurements
of seal compressing components.
2.2.3 The Surveyor is to confirm, where required, that an approved loading instrument together
with its operation manual is available on board.As per IRS’s certification procedure, the
operation of the loading instrument is to be verified.
2.2.4 As much as feasible, the anchoring and mooring equipment is to beexamined.
2.2.5 In watertight bulkheads, the watertight doors, their watertight bulkhead penetrations,
indicators and alarms, are to be examined and tested (locallyas well as remotely).
2.2.6 The Surveyor is to examine and test in operation all main and auxiliary steering
arrangements including their associated equipment and control systems, and validate,
where applicable, that log book entries have been made as per statutory requirements.
2.2.7 The Surveyor inspects the machineryand boiler spaces especially ship’s propulsion system,
auxiliary machinery and there are any existence of fire and explosion hazards. Emergency
escape routes are also to be checked to ascertain that they are not obstructed.
2.2.8 The Surveyor is to be content satisfied with the freeboardmarks on the ship’s side.
2.2.9 The communication means between the machinery control positions and navigating bridge,
as well as the bridge and the alternative steering position, if fitted, are to be tested.
2.2.10 As far as feasible, the bilge wells and pumping systems including operation of extended
spindles and level alarms, where fitted, are to be examined. Satisfactory working condition
of the bilge pumps is to be proven.

PART 1
2.2.11 Piping systems having oil fuel, lubricating oil or other flammable liquids are to be examined
and operated, as far as practicable, especially the tightness, flexible hose, fire precaution
arrangements and sounding arrangements.
2.2.12 The Surveyor is to be content with the condition of non-metallic joints in piping systems
which penetrate the hull, where both penetration and joints are below the deepest load
waterline.
2.2.13 Generally, the vital auxiliary and emergency generators and main propulsion, including
safety arrangements, controls and foundations, are to be examined. Surveyors are to
ascertain that all the Periodical Surveys of engines have been carried out as required by
the Rules and that safety devices have been tested.
2.2.14 The boilers, other pressure vessels and their appurtenances, including foundations,
controls, high pressure and waste steam piping and insulation and gauges, are to be
examined. Surveyors should ascertain that Periodical Surveys of boilers and other pressure
vessels have been carried out as required by the Rules.
For boilers and other pressure vessels, the safety devices are to be tested,and the safety
valves are to be examined and operated using the relievingdevices. Thesafety valves of
exhaust gas heated economisers/boilers are to be tested at sea by the Chief Engineerand
details of the tests are to be recorded in the log book.
2.2.15 The operation, maintenance records, repairhistory and feed water chemistry records of
boilers are to beinspected.
2.2.16 As much as feasible, the electrical equipment and cables forming the main and emergency
electrical installations are to be generally examined under operating conditions.The proper
operation of the main and emergency sources of power and electrical services vital to
safety in an emergency is to be substantiated and where these are automatically controlled,
should be tested in the automatic mode. Where fitted, bonding straps for the control of
static electricity and earthing arrangements are to be examined as well.
2.2.17 The electrical installation in areas with flammable gas or vapour and/or combustible dust is
to be examined to substantiate that it is in appropriate condition and has been properly
maintained.
2.2.18 For main propulsion, essential auxiliary and emergency machinery control engineering
systems, a general examination of the equipment and arrangements is to be carried out.
The attending Surveyor shall review the records of modifications. The documentation
required by IRS including configuration management, are to be reviewed following system
modifications to confirm compliance with applicable Rules.
Satisfactory operation of the safety devices and control systems is to be validated. For
ships having UM or CCS notation, a general examination of the control engineering
equipment required for these notations is also to be conducted.
2.2.19 It is to be tested to the Surveyor’s satisfaction that the dead ship starting arrangements for
bringing machinery into operation without external aid are adequate.
2.2.20 On ships fitted with a dynamic positioning system, the control system and its allied
machinery items are to be examined and tested to demonstrate that they are in proper
working condition.
2.2.21 For ships assigned with PM or PMC notationas specified in Part 7 of IRS rules the thruster
assisted positional mooring system, control system and allied machinery items are to be
examined and tested under operating conditions as per an approved Test Schedule.
2.2.22 For ships fitted with positional mooring equipment as specified in Part 7 of IRS rules a
schedule or rota of mooringsto be examined at Annual Survey should be agreed for
component parts of the positional moorings.

PART 1
2.2.23 For ships assigned with OPS notation, a general examination of on-shore power supply
arrangements is to be carried out as per Part 8 of IRS rules.
2.2.24 For ships to which requisites specified in [Part 7 Chapter 7 Section 4] applies, the following
arrangements for fire protection, detection and extinction are to be examined and verified. It
is to be verified that:
 no significant changes have been made to the arrangement of structural fire
protection and fire-control plans are properly posted.
 fire-hoses, nozzles, applicators and spanners are in good working condition at their
respective locations.
 manual and/or automatic doors, where fitted, are properly operating.
 all portable and semi-portable fire extinguishers are in their stowed positions.
 there are evidence of proper maintenance and servicing and random checks for
evidence of discharged containers are done.
 the remote control for stopping fans and machinery and shutting-off fuel supplies in
machinery spaces and, where fitted, the remote controls for stopping fans in
accommodation spaces and the means of cutting off power to the galley are in
good working order.
 the firemen’s outfits are complete and in good condition.
 examination and testing, as feasible, of the fire and/or smoke detection and alarm
system(s) is done.
 examination of fire main system, and confirmation that each fire pump, including
the emergency fire pump can be operated separately so that the two required
powerful jets of water can be produced simultaneously from different hydrants.
 examination of fixed fire-fighting systems controls, piping, instructions and marking,
checking for evidence of proper maintenance and servicing, including date of last
systems tests.
 examination of the closing arrangements of ventilators, funnel annular spaces,
skylights, doorways and tunnels, where applicable.
2.2.25 The requirements of Chapter 3 Section 3 [3.2.4, 3.2.5, 4.1.3.3 and 4.1.3.4] with respect to
the survey of water ballast spaces are also to be fulfilled.
2.2.26 The Surveyor is to conduct an examination and thickness measurement of structure
identified at the previous Special Survey or Intermediate Survey as having substantial
corrosion, (defined in Chapter 3, Section 1, [1.7]). This requirement, however, does not
apply to cargo tanks of oil tankers and chemical tankers. The extent of thickness
measurements is to be increased as per the applicable tables in [Sections 4, 5, 6, 7] to
determine the full extent of the corrosion pattern. The Survey will not be considered
complete until these additional thickness measurements have been taken.
2.2.27 Where fitted, for the inert gas systems, the underlying are to be taken care of:
2.2.27.1 External examination of the condition of piping, vent piping above the upper deck
in the cargo tank area and overboard discharges through the shell together with
components for signs of corrosion or gas leakage/effluent leakage.
2.2.27.2 Checking that both the inert gas blowers are in proper working condition.
2.2.27.3 Checking the scrubber room ventilation system.
2.2.27.4 Checking of the deck water seal for automatic filling and draining and for
presence of water carry-over. Checking the operation of the non-return valves.
2.2.27.5 Testing of all remotely operated or automatically controlled valves and also the
flue gas isolating valve(s).
2.2.27.6 Checking the interlocking features of soot blowers.
2.2.27.7 Checking gas pressure regulating valve that needs to automatically close when
the inert gas blowers are secured.

PART 1
2.2.27.8 If practicable, the following alarms and safety devices of the inert gas system are
to be checked using simulated conditions:
a) low gas pressure in the inert gas main;
b) low pressure in the supply to the deck water seal;
c) low water pressure to the scrubber;
d) high oxygen content of gas in the inert gas main;
e) high temperature of gas in the inert gas main;
f) precision of portable and fixed oxygen measuring equipment using
calibration gas.
2.2.28 For navigational arrangements for periodic one man watch and integrated bridge
systems, Annual Surveysare to be done as per the approved test schedule as required by
[Part 8 of IRS rules] to ascertain that the equipment and arrangements required for the
applicable class notation(s) are being maintained in good working order. At the time of the
survey, relevant statutory certificates may be considered as proof of satisfactory operation.
2.2.29 Where a special features notation ‘certified container securing arrangements’ is assigned,
the Surveyor is to inspect the securing arrangements in order to be satisfied with their
general working condition, as far as possible.
2.2.30 For single hold general dry cargo ships, except bulk carriers, fitted with water level
detectors in the cargo hold, a random inspection of the water ingress detection system and
alarms are to be done.

PART 1
SECTION 3 INTERMEDIATE SURVEYS (HULL AND MACHINERY)

Contents
3.1 General ....................................................................................................................................... 94

3.2 Requirements of Intermediate Surveys ...................................................................................... 94

PART 1
3.1 General
3.1.1 Intermediate Surveys are to be concurrently executed alongside statutory annual or other
relevant statutory surveys, wherever feasible.
3.2 Requirements of Intermediate Surveys
3.2.1 As applicable, the requirements of [Section 2] are to be observed.
3.2.2 As specified in [3.2.6 and 3.2.7], general examination of salt-water ballast tanks is to be
done.Except for oil tankers and chemical tankers, if such examinations reveal no visible
structural defects, then the examination may be restricted to verification that the protective
coating is in GOOD or FAIR condition as defined in Chapter 3, Section 1, 1.7. When
deemed necessary by the Surveyor, thickness measurement of the structure is to be taken.
3.2.3 In application of [3.2.12, 3.2.15 and 3.2.17] for oil tankers (including ore/oil and ore/bulk/oil
ships), chemical tankers and bulk carriersrespectively, over 15 years of age, a survey in
dry-dock is to be a part of the Intermediate Survey. The overall, Close-up Surveys and
Thickness measurements, as applicable, of the lower parts of cargo tanks/holds and water
ballast tanks are to be taken as per the applicable requirements for Intermediate Surveys, if
not surveyed previously.
3.2.4 For oil tankers (including ore/oil and ore/bulk/oil ships) and chemical tankers, salt-water
ballast tanks are to be examined and gauged as indispensable at Annual Surveys where:
 A hard protective coating has not been applied at the time of construction; or is
found to be in less than GOOD condition, as defined in Chapter 3 Section 1,[ [1.7],
and/or the hard protective coating is not repaired to the satisfaction of the
Surveyor, or;
 A soft or semi-hard coating has been applied; or
 Substantial corrosion is found within the tank.
3.2.5 For salt-water ballast tanks not listed in [3.2.4], where a hard protective coating is found to
be in POOR condition, as defined in Chapter 3 Section 1,[1.7], and has not been repairedor
where a soft or semi-hard coating has been applied or protective coating was not applied
from the time of construction, the underlying requisites are applicable:
 For salt-water ballast tanks, excluding independent double bottom tanks,
maintenance of class will be subject to the spaces in question being examined and
gauged as necessary at Annual Surveys.
 For independent salt-water double bottom tanks*, maintenance of class may, at the
discretion of the Surveyor, be subject to the spaces in question being examined
and gauged as necessary at Annual Surveys.
*Independent double bottom tanks are those double bottom tanks which are different from
topside tank, side tanks or deep tanks.
3.2.6 For ships between 5 to 10 years of age, representative salt-water ballast tanks are to be
examined. In addition to this, the underlying requirements are applicable:
 For general dry cargo ships, an Overall Survey of representative salt-water ballast
tanks (as selected by the Surveyor) is to be done.
 For bulk carriers, an Overall Survey of representative salt-water ballast tanks, (as
selected by the Surveyor) is to be done. The selected tanks are to comprise of the
fore peak tank, aft peak tank and some other tanks, taking into consideration the
sum total of and type of ballast tanks.
3.2.6.1 For single hull oil tankers (including ore/oil and ore/bulk/oil ships), an examination
of all salt-water ballast tanks is to be done. Where Surveyor considers that

PART 1
thethickness measurement and testing is required, these are to be done to
ascertain that the structural integrity remains effective.
3.2.6.2 For double hull oil tankers and chemical tankers, an Overall Survey of
representative salt-water ballast tanks (as selected by the Surveyor) is to be done.
If the survey reveals no visible defects, the examination may be restricted to
verification that the hard protective coating is in GOOD condition, as defined in
Chapter 3 Section 1, [1.7].
3.2.6.3 Where a hard protective coating is found to be in POOR condition, as defined in
Chapter 3 Section 1, [1.7], where a soft or semi-hard coating has been applied,
where a protective coating was not applied from the time of construction or other
defects are found, the survey is to be extended to other ballast tanks of the same
type.
3.2.7 For all ships over 10 years of age:
 All salt-water ballast tanks are to be inspected.
 The anchors are to be partly lowered and raised with help of the windlass.
3.2.8 The Surveyor is to execute an examination and thickness measurement of structure having
substantial corrosion as identified at the previous Special Survey [also refer Sections 4, 5,
6, 7].
3.2.9 For all ships, the electrical generating sets are to be examined under working conditions to
validate conformation to [Part 7of IRS rules].
3.2.10 In addition, for all oil tankers (including ore/oil and ore/bulk/oil ships), the underlying are to
be taken care of, where applicable:
 An examination of cargo, bunker, ballast, crude oil washing, steam and vent piping
on the weather decks, as well as vent masts and headers. If upon examination,
there is any doubt pertaining to the condition of the piping, the piping may be
required to be pressure tested, gauged, or both.
 A general examination within the zones and spaces deemed as hazardous, such
as cargo pump rooms and spaces adjacent to and zones above cargo tanks, for
defective and non-certified safe-type electrical equipment, improperly installed,
defective and dead-end wiring. The circuits terminating in or passing through the
hazardous spaces and zones have to undergo an electrical insulation resistance
test. If the ship is not in a gas free condition, the results of previously recorded test
readings may be accepted.
3.2.11 In addition to [3.2.10], for oil tankers (including ore/oil and ore/bulk/oil ships), the
underlying are required for ships over 10 years of age:
 A survey to the same extent as the previous Special Survey [applicable only to
ESP surveys, see Section 6, [6.4].
 Pressure testing of cargo and ballast tanks and the requirements for the
longitudinal strength evaluation [see Section 6, 6.4.7] are to be executed, if
deemed mandatory by the attending Surveyor.
3.2.12 For chemical tankers, in addition to the applicable requirements of [3.2.1 to 3.2.9], the
underlying are to be taken care of:
 Examination of vent line drainage arrangements.
 Verification that the cargo heating/cooling system and the ship’s cargo hoses are in
approved good condition.
 Verification independent cargo tanks and pipelines are electrically bonded to the
hull, where applicable.
PART 1
 An examination of cargo, cargo washing, bunker, ballast, steam and vent piping on
the weather decks, as well as vent masts and headers. If upon examination, to the
condition of the piping, the piping may require to be pressure tested, gauged or
both.
 A general examination of the zones and spaces deemed as hazardous, such as
cargo pump rooms and spaces in proximity to and zones above cargo tanks, for
defective and non-certified safe-type electrical equipment, improperly installed,
defective and dead-end wiring. The circuits terminating in or passing through the
hazardous spaces and zones have to undergo an electrical insulation resistance
test. If the ship is not in a gas free condition, the results of previously recorded test
readings may be accepted.
3.2.13 In addition to [3.2.12], for chemical tankers, the underlying are required for ships over 10
years of age:
 A survey to the same extent as the previous Special Survey [applicable only to
ESP surveys, see Section 7, [7.1.]
 Pressure testing of cargo and ballast tanks is to be done, if deemed mandatory by
the attending Surveyor.
3.2.14 In addition to the applicable requirements of [3.2.1 to 3.2.9], for bulk carriers, the
underlying are to be taken care of on ships over five (5) years of age:
 Examination of holds is as per [Section 5 Table 3.5.1].
 Thickness measurement requirements as specified in [3.2.8] are to be fulfilled.
Where substantial corrosion, as defined in Chapter 3 Section 1, [1.7], has been
seen, then additional measurements are to be done as per [Tables 3.6.4, 3.6.5,
3.6.6 and 3.6.7]. The survey will not be accomplished, until these additional
thickness measurements have been taken.
 Thickness measurement of areas subject to Close-up Survey,is undertaken to
determine general as well as local corrosion levels. The extent of thickness
measurement may be specially considered if the Surveyor is satisfied that there is
no structural attenuation and the protective coating, where provided, is in GOOD
condition, as defined in Chapter 3 Section 1, [1.7].
 In addition to the requirements of [3.2.7],for ore carriers, the examination of salt-

water ballast tanks is to comprise of the following:
- All web frame rings in one ballast wing tank.

- Both transverse bulkheads in one ballast wing tank and one in each
remaining ballast wing tank.
- One deck transverse in each remaining ballast wing tank.
3.2.15 In addition to the applicable requirements of [3.2.1 to 3.2.9],for bulk carriers, the
underlying is required for ships over 10 years of age:
 A survey to the same extent as the previous special Survey [applicable to ESP
surveys.
 Pressure testing of all tanks and the internal examination of fuel oil tanks are to be
done, if deemed mandatory by the attending Surveyor.
3.2.16 In addition to the applicable requirements of [3.2.1 to 3.2.8], for dry cargo ships over 15
years old (except bulk carriers and general dry cargo ships), an Overall Survey of selected
cargo holds is to be done.

PART 1
3.2.17 In addition to the applicable requirements of [3.2.1 to 3.2.9], for general dry cargo ships,
the underlying is required for ships over 5 years of age:
 An overall survey of one forward and one after cargo hold and their related ‘tween
deck spaces.
the underlying are required for ships over 10 years of age:
 An overall survey of all cargo holds and ‘tween deck spaces.
 Where considered mandatory by the attending Surveyor, thickness measurement
is to be done. Where the results indicate substantial corrosion, the extent of
thickness measurement should be as per the Section 5 Table 3.5.6. The survey will
be accomplished when these additional thickness measurements have been taken.
the underlying are required for ships over 15 years of age:
 A survey to the same extent as the previous special Survey (applicable only to
surveys of the hull structure and piping systems in way of the cargo holds,
cofferdams, pipe tunnels and void spaces within the cargo area and all salt water
ballast tanks).
 Survey of automatic air pipe heads, tank testing and internal examination of fuel oil,
lubricating oil and fresh water tanks are to be executed, if deemed mandatory by
the attending Surveyor.

PART 1
SECTION 4 SPECIAL SURVEYS (HULL AND MACHINERY)
Contents
4.1 Special Surveys – HULL ............................................................................................................. 99

4.2 Special Surveys – MACHINERY .............................................................................................. 111

PART 1
4.1 Special Surveys – HULL
4.1.1 General
4.1.1.1 The extent of Special Survey is to be such that the hull and related piping are in
satisfactory condition and fit for the intended purpose for the new five (5) years
period of class to be assigned, subject to proper maintenance and operation and to
periodical surveys being done as required by the Regulations.
4.1.1.2 The requirements of [Section 2] are to be fulfilled for all ships, as applicable.
4.1.1.3 Additional requirements for general dry cargo ships are given in this Section; dry
bulk cargo ships bulk carriers in [Section 5]; oil tankers (including ore/oil ships
and ore/bulk/oil ships) in [Section 6]; chemical tankers in [Section 7]; ships for
liquefied gases in [Section 8].
4.1.1.4 As specified in [Section 10], Docking Survey is to be executed as part of the
Special Survey.During the Docking Survey, for general dry cargo ships, oil tankers
(including ore/oil ships and ore/bulk/oil ships), chemical tankers and bulk carriers,
the overall and close-up surveys and thickness measurements, of the lower parts
of the cargo spaces and ballast tanks, if not already surveyed and as applicable,
are to be done as required.
4.1.1.5 For ships assigned with the notation ‘laid-up’, an Underwater Examination (UWE)
and general examination of hull and machinery is to be done in lieu of the normal
Special Survey requirements.
4.1.2 Preparation
4.1.2.1 The ship is to be made ready for Overall Survey as per [Table 3.4.1]. The extent of
preparation should be such that an examination to determine any significant
corrosion, deformation, fractures, damages and other structural deterioration is
facilitated.

PART 1
TABLE 3.4.1: SURVEY PREPARATION
Special Survey 1 Special Survey 2 Special Survey 3
Ships ≤ 5 years 5 < Ships ≤ 10 years 10 < Ships ≤ 15 years
(1) The holds, tween decks, peaks, deep In addition to the requirements for Special In addition to the requirements for Special
tanks, engine and boiler spaces, and Survey I,the following are to be complied Survey II the following are to be complied
other spaces, are to be cleared and with: with:
cleaned as necessary, and the bilges and
limbers all fore and aft are to be cleaned (1) A sufficient amount of ceiling in the
and prepared for examination. Plat form holds and other spaces is to be
removed from the bilges and inner (1) Ceiling in holds is to be removed in
plates in engine and boiler spaces are to order to as certain that the steel work is
be lifted as may be necessary for the bottom to enable the condition of the
structure in the bilges,the inner bottom in good condition, free from rust and
examination of the structure below. coated.If the Surveyor is satisfied,after
plating, pillar feet,and the bottom
Where necessary,close and spar ceiling, plating of bulkheads and tunnel sides removal of portions of the ceiling then it
lining and pipe casings are to be removed to be examined.If the Surveyor deems need not all be removed
for examination of the structure it necessary, the whole of the ceiling is (2) Portions of wood sheathing,or other
to be removed covering,on steel decks are to be
(2) In ships having a single bottom, a
sufficient amount of close ceiling is to be (2) In ships having a single bottom, the removed,as considered necessary by
lifted all fore and aft on each side from the limber boards and ceiling equal to not the Surveyor,in order to ascertain the
bottom and bilges to permit the structure less than three strakes,all fore and aft condition of the plating
below to be examined on each side are to be removed,one (3) Where the holds are insulated for the
such strake being taken from the purpose of carrying refrigerated cargoes,
(3) In ships having a double bottom, a bilges.Where the ceiling is fitted in
sufficient amount of ceiling is to be the limbers and hatches are to be lifted
hatches,the whole of the hatches and and sufficient insulation is to be removed
removed from the bilges and inner bottom atleast one strake of ceiling in the
to enable the condition of the plating to be in each of the chambers to enable the
bilges are to be removed.If the Surveyor to satisfy himself of the
ascertained.If it is found that the plating is Surveyor deems it necessary the
clean and in good condition, and free from condition of the framing and plating.
whole of the ceiling and limber boards
rust, the removal of the remainder of are to be removed
ceiling maybe dispensed with. The All subsequent Special Surveys
Surveyor may waive the removal of heavy
reinforced compositions if there is no (3) The chain locker is to be cleaned
evidence of leakages, cracking or other internally.The chain cables are to be In addition to the requirements for Special
faults in the composition ranged for inspection.The anchors Survey III the following are to be complied
areto be cleaned and placed in an with:
(4) Where holds are insulated for the purpose accessible position for inspection
of carrying refrigerated cargoes, and the (1) Where the holds are insulated for the
hull in way of the insulation was examined purpose of carrying refrigerated
by Surveyors of IRS at the time such cargoes,the limbers and hatches are to
insulation was fitted, it will be sufficient to be lifted,and sufficient additional
remove.The limbers and hatches to insulation is to be removed in each of
enable the framing and plating in way to the chambers to enable the Surveyor to
be examined; in other cases, addition all be satisfied as to the condition of the
insulation is to be removed as necessary steel structure,and to enable the
to satisfy the Surveyor as to the condition thickness of the shell plating to be
of the structure. ascertained as required by 4.1.4
(5) The steel work is to be exposed and

cleaned and rust removed as may be
required for its proper examination by the
Surveyor
(6) All tanks are to be cleaned as necessary
to permit examination, where this is
required by Table 3.4.2
(7) Casings or covers of air, sounding, steam
and other pipes, spar ceiling and lining in
way of the side scuttles are to be
removed, as required by the Surveyor
4.1.3 Examination and testing

4.1.3.1 All spaces within the hull and superstructure are to be examined.
4.1.3.2 The tank internal examination requirements are given in [Table 3.4.2].
4.1.3.3 For oil tankers (including ore/oil and ore/bulk/oil ships) and chemical tankers, the
condition of the corrosion prevention system is to be examined in cargo tanks and

PART 1
salt-water ballast tanks, where it is fitted. Thickness measurements are to be taken,
as deemed necessary by the attending Surveyor. Ballast tanks are to be examined
and gauged, as necessary, at Annual Surveys where:
a) A hard protective coating has not been applied from the time of
construction or is in less than GOOD condition, as defined in Chapter 1
Section 1,[1.7], or is not repaired to the satisfaction of the Surveyor.
b) A soft or semi-hard coating has been applied, or
c) Substantial corrosion is found within the tank

PART 1
Table 3.4.2: Tank Internal Examination Requirements
Special Survey 1 Special Survey 2 Special Survey 3 Special Survey 4

Tank
Ships ≤ 5 years 5 < Ships ≤ 10 years 10 < Ships ≤ 15 years Ships > 15 years
(1) Peaks All tanks Alltanks All tanks All tanks

(2) Saltwater ballast All tanks All tanks Special All tanks All tanks
Survey 1
(3) Lubricating oil None Ships ≤ 5 years None One tank
Special Survey 3
(4) Freshwater None 10 < Ships ≤ 15 All tanks All tanks
years Special
(5) Oil fuel-in way of Survey 3
10 < Ships ≤ 15 years
(i) Engine Room None One tank One tank
None
(ii) Cargo Area None Two tanks, Note 3 50% of tanks– Notes
One tank 3 and 4
Notes:
1. The above requirements apply to integral tanks only.
2. Where a selected number of tanks are examined, then different tanks are required to be examined depending upon the overall
number of tanks.
3. To include one deep tank, if any.
4. Where 50% of tanks are to be examined, a minimum of two tanks are to be examined at each Special Survey on a rotational basis.
4.1.3.4 For ships not listed in [4.1.3.3], the condition of the corrosion prevention system in
salt-water ballast tanks is to be examined, where it is fitted. Thickness
measurements are to be taken, as deemed necessary by the Surveyor. Where a
hard protective coating is found to be in POOR condition, as defined in Chapter 3
,Section 1 [1.7], and it has not been repaired, or where a soft or semi-hard coating
has been applied or where a protective coating was not applied from the time of
construction, the underlying requirements are applicable:
a) For salt-water ballast tanks, other than independent double bottom tanks,
maintenance of class will be subject to spaces in question being examined
and gauged, as required at Annual Surveys.
b) For independent salt-water double bottom tanks, maintenance of class
may, at the discretion of the Surveyor, be subject to the spaces in question
being examined and gauged, as required at Annual Surveys.
Note:
Independent double bottom tanks are those double bottom tanks which are
different from topside tank, side tanks or deep tanks.
4.1.3.5 Double bottom, ballast, deep, peak and other tanks, including cargo holds assigned
for the carriage of salt water ballast, are to be tested with a head of liquid to the top
of air pipes or to near the top of hatches for ballast/cargo holds. Boundaries of oil
fuel, lubricating oil and fresh water tanks are to be tested with a head of liquid to
the highest point that liquid will rise under service conditions. Tank testing of oil
fuel, lubricating oil and fresh water tanks may be specially considered based upon
a satisfactory external examination of the tank boundaries, and a confirmation from
the Master stating that the pressure testing has been executedas per the
requirements with satisfactory results. Surveyors may extend the testing, as
required.
4.1.3.6 Where repairs are done to the shell plating or bulkheads, tanks in way are to be
again tested to the Surveyor’s satisfaction after these repairs are done.
PART 1
4.1.3.7 On ship-borne barges, instead of water testing, tanks and cofferdams may be air
tested.
4.1.3.8 Where the inner surface of the bottom plating is covered with cement, asphalt, or
other materials, the removal of this covering may be done away with, if it is
inspected, tested by beating or chipping, and yet is found adhering satisfactorily to
the steel.
4.1.3.9 All casings, decks and superstructures are to be examined.
4.1.3.10 Wood decks or sheathing are to be examined and if it is found that it has decayed
or is excessively worn, the wood is to be changed. When a wood deck, laid on
stringers and ties, has worn by 15 mm or more, it is to be changed.The condition of
the plating underwood decks, sheathing or other deck covering is to be taken care
of. If it is found that such coverings are broken, or are not adhering closely tothe
plating, sections are to be removed to ascertain the condition of the plating.
4.1.3.11 Mechanically-operated hatch covers are to be tested to ensure their satisfactory
operation including stowage; securing in open condition; proper fit and efficiency of
sealing in closed conditions; operational testing of hydraulic and power
components, wires, chains and link drives. The effectiveness of sealing
arrangements of all hatch covers is to be checked by doing hose testing or
equivalent tests.
4.1.3.12 The masts and standing rigging are to be examined.
4.1.3.13 The anchors are to be examined. If the chain cables are ranged, they are to be
examined. If any length of chain cable is found to be reduced in mean diameter by
12% or more from its nominal diameter,it is to be changed. The windlass is to be
examined. For equipment forming part of a positional mooring system, see
4.1.3.16.
4.1.3.14 The chain cables on ships over five (5) years are to be ranged and examined.
4.1.3.15 When required by the Rules, the Surveyor is to be satisfied that there are suitable
mooring ropes.
4.1.3.16 On ships fitted with positional mooring equipment as specified in Part 4 or wire
rope anchor cables as stated in Part 4, the anchors are to be cleaned and
examined. Wire rope anchor cables are to be examined.If cables are found to
contain broken, badly corroded or birdcaging wires they are to be changed. Chain
cables are to be ranged and examined. If any length of chain cable is found to be
reduced in mean diameter by 12 % or more from its nominal diameter, it is to be
changed. The windlass’ or winches are to be examined.
4.1.3.17 The suctions, hand pumps, watertight doors, air and sounding pipes are to be
examined. In addition, the Surveyor is to internally and externally examine air pipe
heads as specified in [Table 3.4.7].
4.1.3.18 The Surveyor is to be satisfied as to the efficient functioning and condition of:
a) Means of escape from crew and passenger spaces, and spaces in which
crew are normally employed for ships to which requirements of [Part 7,
Chapter 7] applies.
b) Helm indicator, protection of aft steering wheel and gear.
4.1.3.19 Where a special features notation ‘certified container securing arrangements’ is
assigned, the Surveyor is to be satisfied as to the efficient condition of:
a) Cell guide structure including the connections between vertical cell guides
and cross tie and cell guide entry devices.
b) Portable frameworks or other forms of structural restraints.

PART 1
c) Fittings attached to the ship structure, with special attention to any signs of
leakage in way of tanks or deck and shell plating.
d) End connecting pieces for lashings, twist locks and other loose fittings,
which are to be examined and substantiated with the Register.
e) All lashings, rods, wire ropes, and chains, together with turn buckles and
other tightening devices, which are to be examined and substantiated with
the Register.
f) Lashing wire ropes, which are to be renewed where more than five (5) %
(%) of the wires are broken, worn or corroded in any length of 10 diameters
of the wire rope.
g) Chains, which are to be changed, where worn or damaged. The new item
which is to be used, it is to be of approved type and manufacture. Where
test certificates are unavailable, the item is to be tested as per Part 3 of
IRS rules.
4.1.3.20 To the satisfaction of the Surveyor, all bilge and ballast piping systems are to be
examined and operationally tested to working pressure, to ascertain that tightness
and condition remain effectively functional.
4.1.3.21 For engine room and machinery space fire dampers, the underlying is applicable:
a) At Special Survey I, Surveyors are to chose and internally examine one
engine room fire damper and one machinery space fire damper. After
examination, where required by the Surveyor, the extent of examinations
may be extended to include other fire dampers.
b) At each subsequent Special Survey, the Surveyor is required to internally
examine all engine rooms and machinery space fire dampers.
Note:
The internal examination of fire dampers may be specially considered by the
Surveyor where there is sufficient documented evidence of their replacement in the
past five (5) years.
4.1.4 Overall Survey

The following requirements are applicable to general dry cargo ships.
4.1.4.1 All cargo holds, salt-water ballast tanks includingpipe tunnels, double bottom tanks,
cofferdams and void spaces bounding cargo holds, decks and outer hull are to be
examined, and this is to be supplemented by Close-up Survey, thickness
measurement and testing as deemed necessary, to ascertain that the structural
integrity is maintained.
4.1.4.2 The examination is to be such that substantial corrosion, significant deformation,
fractures, damages or other structural deterioration may be ascertained and, if
deemed necessary by the Surveyor, suitable non-destructive examination may be
undertaken.
4.1.4.3 All piping systems within the tanks and spaces specified in [4.1.4.2] are to be
examined and operationally tested to working pressure to the satisfaction of the
Surveyor, to ascertain satisfactory working condition.
4.1.4.4 Where the salt-water ballast tanks have been converted to void spaces, the survey
extent is to be specially considered on the basis of salt-water ballast tank
requirements.
4.1.4.5 For single hold general dry cargo ships, exceptbulk carriers, fitted with water level
detectors in the cargo hold, an examination and testing of the water ingress
detection system and alarms are to be executed.

PART 1
4.1.5 Close-up Survey

The following requirements are applicable to general dry cargo ships.
4.1.5.1 The minimum requirements for Close-up Survey arespecified in [Table
3.4.4].These may be extended, as required by the Surveyor, after taking into
consideration the maintenance of the spaces under survey, the condition of the
corrosion prevention system and where spaces have structural arrangements
which have defects in similar spaces or on similar ships as per available
information.
4.1.5.2 For areas in tanks and cargo holds where coatings are found to be in GOOD
condition, as defined in Chapter 3 Section 1 [1.7], the extent of Close-up Surveys
may be specially considered.
4.1.6 Thickness measurement

4.1.6.1 The general minimum requirements for thickness measurement are specified in
[Table 3.4.3] and specifically for general dry cargoships, in [Table 3.4.5]. The
Surveyor may extend the thickness measurements, as deemed necessary.
4.1.6.2 Thickness measurements may be taken in association with the fourth Annual
Survey.
4.1.6.3 In areas where substantial corrosion, as defined in Chapter 3 Section 1,[1.7], has
been noted, then additional measurements are to betaken, as applicable, as
specified in [Table 3.4.6] to determine the full extent of the corrosion pattern. The
survey will not be complete until these additional thickness measurements have
been taken.
4.1.6.4 Where substantial corrosion is noticed but not rectified, this will be subject to re-
examination and gauging as necessary at Annual and Intermediate Surveys
4.1.6.5 At each Special Survey, thickness measurements are to be taken in the critical
areas, as considered necessary by the Surveyor. Critical areas are to comprise of
sites throughout the ship that show substantial corrosion and/or are prone to rapid
wastage
4.1.6.6 Where required by IRS, a check of the buckling capacity of the upper deck is to be
done for tankers having a length more than 90 m

PART 1
Table 3.4.3: Thickness measurement – General

Ships ≤ 5 years 10 < Ships ≤ 15 years Ships > 15 years
(1) Critical areas, as required by (1) Within 0.5L amidships; (1) Within 0.5L amidships; a
the Surveyor 2 transverse sections in way minimum of 3 transverse
of two different cargo sections in way of cargo
spaces, see Notes 2, 3 and 4 spaces, see Notes 2, 3 and 4
(2) All cargo hold hatchcovers (2) All cargo hold hatch covers and
Special Survey 2 and coamings (plating and coamings (plating and
5 < Ships ≤ 10 years stiffeners) stiffeners)
(1) Within 0.5 L amidships; (3) All transverse webs with (3) All exposed main deck plating
1 transverse section of deck associated plating and over full length of ship
plating in wayof acargo space longitudinals, and the
(4) All wind and water strakes over
transverse bulkhead
(2) Critical areas,as required by the full length of the ship, port
complete in the fore peak
the Surveyor and starboard.
tank (see Notes 3 and 5)
(5) Representative exposed super
(4) Critical areas, as required by
structure deck plating (i.e.
the Surveyor
poop,bridge and forecastle
deck)
(6) Lowest strake and strakes in
way of ‘tween deck of all
transverse bulkheads in cargo
spaces together with internals in
way, see Note 3.
(7) All transverse webs with
associated plating and
longitudinals, and the
transverse bulkhead complete
in the forepeak tank and aft
peak tank, see Notes 3 and 5
(8) All keel plates over the full
length of the ship. Also
additional bottom plates in way
of cofferdams, machinery space
and aftend of tanks
(9) Plating of seachests.Also side
shell plating in way of overboard
discharges, as considered
necessary by the Surveyor.
(10)Critical areas, as required by
the Surveyor.

PART 1
Notes:
(1) Thickness measurement locations are to be selected to provide the best representatives ampling of areas likely to be
most exposed to corrosion, considering cargo and ballast history and arrangement, and condition of protective coatings.
(2) A transverse section is to include all longitudinal members such as plating, longitudinal and girders at the deck,
sides,bottom,inner bottom, hopperside and longitudinal bulkheads,where fitted.
(3) Where the protective coating is in GOOD condition, then the extent of thickness measurements of internals maybe
specially considered at the discretion of the Surveyor.
(4) For ships having length L less than100 m:
(a) The number of transverse sections required at Special Survey III maybe reduced to one;
(b) The number of transverse sections required at Special Survey IV and subsequent surveys may be reduced to two;
(c) At Special Survey III, thickness measurements ofexposed deck plating within 0.5Lamidships maybe required.
(5) Transverse bulkhead complete including stiffening system.
(6) The requirements for thickness measurement for bulk carriers, oil tankers (including ore/oil and ore/bulk/oil ships),
chemical tankers and ships for liquefied gases are given in Sections 6, 7, 8 and 9 respectively.

PART 1
Table 3.4.4: Close-up Survey – General dry cargo ships
Special Survey 4
Ships > 15 years
Ships ≤ 5 years 5 < Ships ≤ 10 years 10 < Ships ≤ 15 years
(1) Selected shell frames (1) Selected shell frames in all (1) All shell frames in the (1) All shell frames in all
in one forward and cargo holds and ‘tween deck forward lower cargohold cargo holds and ‘tween
one aft cargo hold and spaces. and 25% ofshell frames deck spaces, including
associated ‘tween deck in each remaining cargo their end attachments
(2) One transverse bulkhead
spaces. hold and ‘tween deck and adjacent shell
in each cargo hold,
spaces, including their plating.
(2) One selected cargo including stiffening
end attachments and
hold transverse system. (2) All cargohold transverse
adjacent shell plating.
bulkhead. bulkheads, including
(3) Forward and aft
(2) All cargohold transverse stiffening system.
(3) All cargo hold hatch transverse bulkhead in
bulkheads, including
covers and coamings one side ballast tank, (3) All transverse bulkheads
stiffening system.
(plating and including stiffening in ballast tanks,
stiffeners). system. (3) All transverse bulkheads including stiffening
in ballast tanks, system.
(4) One transverse web with
including stiffening
associated plating and (4) All transverse webs with
system.
framing in two associated plating and
representative water (4) All transverse webs with framing in each water
ballast tanks ofeach type associated plating and ballast tank.
(i.e. topside, hopper side, framing in each water
(5) All cargo hold hatch
sidetank or double bottom ballast tank.
cover sand coamings
tank).
(5) All cargo hold hatch (plating and stiffeners).
(5) All cargo hold hatch covers and coamings
(6) All deck plating and
covers and coamings (plating and stiffeners).
underdeck structure
(plating and stiffeners).
(6) Alldeck plating and inside the line of hatch
(6) Selected areas ofall deck underdeck structure openings between cargo
plating and underdeck inside the line of hatch hold hatches.
structure inside the lineof openings between cargo
(7) All areas of inner bottom
hatch openings between hold hatches.
plating.
cargo hold hatches.
(7) All areas of inner bottom
(7) Selected areas of inner plating.
bottom plating.
Notes:
(1) Close-up survey of cargo hold transverse bulkheads to be carried out at the following areas:
(i) Immediately above the inner bottom and immediately above the ‘tween decks, as applicable.
(ii) Mid-height of the bulkhead for holds without ‘tween decks.
(iii) Immediately below the main deck plating and ‘tween deck plating.
(2) Ballast tank includes peaktanks.

PART 1
Table 3.4.5: Thickness measurement – General dry cargo ships
(1) Critical areas, as required by (1) Within 0.5 L amidships; (1) Within 0.5 L amidships; a
the Surveyor. 2 transverse sections in wayof minimum of 3 transverse
two different cargo spaces sections, see Notes 2, 3 and 4.
see Notes 2, 3 and 4.
(2) Measurements for the general
(2) Measurements for the general assessment and recording
assessment and recording of ofcorrosion pattern of those
corrosion pattern of those structural members subject to
structural members subject to Close- up Survey in accordance
Close-up Survey in withTable 3.5.4 see Note 5.
accordance with Table 3.5.4
(3) Within the cargo length area;
see Note 5.
(i) Each deck plate outside the
(3) Within the cargo length area;
line of cargohatch
(i) Each deck plate outside the openings.
line of cargo hatch (ii) Each bottomplate, including
openings. turnofbilge.
(ii) All wind and water strakes. (iii) Duct keel or pipe tunnel
plating and internals.
(4) Selected wind andwater
strakes outside the cargo (4) All wind and water strakes over
length area. the full length of the ship, port
and starboard.
(5) All cargo holds hatch covers
and coamings (plating and (5) All cargo hold hatch covers
stiffeners). and coamings (plating and
stiffeners).
associated plating and (6) Representative exposed
longitudinals, and the superstructure deck plating (i.e.
transverse bulkhead complete poop, bridge and fore castle
in the fore peak tank, see deck).
Notes 3 and 6.
(7) Lowest strake and strakes in
(7) Critical areas, as required by way of ‘tween decks of all
the Surveyor. transverse bulkheads in cargo
spaces together with internals
in way, see Note 3.
in the fore peak tank and aft
peak tank, see Notes 3 and 6.
(9) All keel plates over the full length
of the ship. Also additional
bottom plates in way of
cofferdams, machinery spaces
and aftend of tanks.
(10)Plating of seachests. Also
sideshell plating in way of
overboard discharges, as

PART 1
Special Survey 2 considered necessary by the

5 < Ships ≤ 10 years Surveyor.
(11)Critical areas, as required by
(1) Within 0.5 L amidships; 1 the Surveyor.
transverse section ofdeck
plating in wayofa cargo
space.
(2) Measurements for the
general assessment and
recording of corrosion
pattern of those structural
members subject to Close-
up Survey in accordance
with Table 3.5.4 see Note 5.
the Surveyor.
Notes:
(1) Thickness measurement locations are to be selected to provide the best representative sampling ofareas likely to be
most exposed to corrosion, considering cargo and ballast history and arrangement, and condition of protective
coatings.
(2) A transverse section is to include all longitudinal lmembers such as plating, longitudinal and girders at deck, sides,
bottom, inner bottom, hopper side and longitudinal bulkheads, where fitted.
(3) Where the protective coating is in GOOD condition, then the extent of thickness measurements of internals may be
specially considered at the discretion of the attending Surveyor.
(4) For ship shaving length L less than100 m:
a) The number of transverse sections required at Special Survey III may be reduced to one.
b) The number of transverse sections required at SpecialSurvey IV and subsequent surveys may be reduced to two.
(5) For areas in cargo holds and s alt-water ballast tanks subject to Close-up Survey , the thickness measurements may
be dispensed with provided the Surveyor is satisfied with the Close-up Survey examination, that there is no structural
diminution and the protective coating remains effective.
(6) Transverse bulkhead complete including stiffening system.
Table 3.4.6: Thickness measurement – Additional requirements in way of structure identified with
substantial Corrosion
Structural member Extent of measurement Pattern of measurement
Plating Suspect are as and adjacent 5 point pattern over 1 m2

plates
Stiffeners Suspect areas 3 measurements each in line across web
and flange

PART 1
Table 3.4.7: Air pipe head internal examination requirements (applicable for automatic air pipe
heads installed on exposed decks of all ships except passenger ships)

Ships ≤ 5 years 5 < Ships ≤ 10 years Ships >15 years
(1) Two air pipe heads (one port (1) All air pipe heads on All air pipe heads on exposed
and one starboard) on exposed decks in the decks. See Notes1 to 6
exposed decks in the forward forward 0,25L. See Notes 1
0,25L. See Notes1 to 5. to 5
(2) Two air pipe heads (one port (2) Atleast 20% of air pipe
and one starboard) on the heads on exposed decks,
exposed decks, serving serving spaces aft of
spaces aft of 0,25L. See
0,25L.See Notes 1 to5
Notes 1 to 5
Notes:
(1) Air pipe heads serving ballast tanks are to be selected where available.
(2) The Surveyor is to select which air pipe heads are to be examined.
(3) Where considered necessary by the Survey or as a result of the examinations, the extent of examinations may be
extended to include other air pipe heads on exposed decks.
(4) Where the inner parts of air pipe head cannot be properly examined due to its design, it is to be removed to allow an
internal examination.
(5) Particular attention is to be given to the condition of the zinc coating in heads constructed from galvanized steel.
(6) Exemption may be considered for air pipe heads where there is documented evidence of their replacement within the
previous five years.
4.2 Special Surveys – MACHINERY

4.2.1 General
4.2.1.1 The Special Survey - Machinery becomes due five (5) years from the date of build
or from the last assigned Machinery Special Survey (SSM) date. The special
survey may initiate at 4th anniversary date and continue during the coming year to
complete by due date.
4.2.1.2 If at the time classification, ship’s certificate expires and it is not in a port in which
it is to be surveyed, upon Owners request, IRS may extend the validity of the
classification certificate for a period notexceeding 3 months. Such requests will
only be considered so as to enable the ship to complete its voyageto the port of
survey and in cases it is considered reasonable. It is to be kept in mind that even
after extension beyond the due date is granted, the next period of class will start
from the due date of thespecial survey, before it was granted.
4.2.1.3 Upon completion of the Machinery Special Survey, its detailed record will be
entered in the supplement of Register of Ships.
4.2.1.4 More machinery parts may need to be opened if some defects have been found
during the Survey of any item and these are to be made good to the satisfaction of
the Surveyor.
4.2.2 Continuous survey of machinery (CSM)
4.2.2.1 Upon Owner’s request and approval of the proposed arrangement, a system of
Continuous Survey of Machinery (CSM) may be undertaken whereby the
requirements of Special Survey of machinery are completed within a five (5) year
period. The Machinery Survey cycle should be such that the interval between two

PART 1
subsequent examinations of each item does not exceed five (5) years and it is
expected that approximately equal proportion of the machinery would be subjected
for Survey each year.
4.2.2.2 Upon completion of the continuous Machinery Survey cycle, a record of thedate of
completion of the cycle will be recorded in the supplement of Register of Ships.
4.2.3 Auxiliary engines
All auxiliary engines driving the generators and other vital machinery along with their
coolers and attached pumps are to be opened and examined as required by the Surveyor.
Also, alarms and safety devices fitted on these units are to be surveyed.
4.2.4 Air compressors, receivers and starting air pipes
4.2.4.1 Air receivers and other pressure vessels for vital services together with their
mountings and safety devices are to be cleaned and examined internally and
externally. If an internal examination of an air receiver is not feasible, it is to be
tested hydraulically to 1.3 times the working pressure.
4.2.4.2 Air compressors are to be opened and coolers tested as required by the
Surveyor.Selected pipes in the starting air systems are not to be involved in the
internal examination and instead hammer tested. If an appreciable amount of
lubricating oil is found in the pipes, the starting air system is to be carefully
cleaned by steaming or other appropriate means. Some of the selected pipes are
to be those adjacent to the starting air valves at the cylinders and to the
discharges from the air compressors.
4.2.5 Freshwater generators and evaporators
As much as applicable, these are to be opened and examined. Afterwards, their relief
valves are to be checked under working conditions, where feasible.
4.2.6 Fuel tanks
Fuel tanks which are not the part of the ship's structure are to be examined externally and
also internally, if deemed necessary by the Surveyor. All mountings, fittings and remote
control devices are to be examined, as much as feasible. All such tanks are filled to
maximum working level and then tested.
4.2.7 Pumps, heat exchangers, forced draught fans, etc.
All the above used for vital purposes are to be opened and examined as deemed
4.2.8 Pumping and piping system
4.2.8.1 The valves, cocks and strainers of the bilge system including bilge injection are to
be opened, as deemed necessary by the Surveyor and, together with pipes, are to
be examined and tested under working conditions. If non-return valves are fitted in
hold bilges, these are also opened for examination.
4.2.8.2 The oil fuel, feed and lubricating systems and ballast connections and blanking
arrangements to deep tanks which may carry liquid or dry cargoes, together with all
pressure filters, heaters and coolersused for vital service, are to be opened,
examined or tested as deemed necessary by the Surveyor. All safety devices for
the abovementioned are to be examined.
4.2.8.3 Non-metallic expansion joints in piping systems, if situated in system which
penetrates the ship's side and both the penetration and the non-metallic expansion
joint which are situated below the deepest load waterline, are to be examined and
replaced as required or at an interval suggested by the manufacturer.

PART 1
4.2.9 Reduction gears, flexible couplings and clutch arrangements
These are to be opened in order to allow the examination of the gears, gear teeth, spiders,
pinions, shafts and bearings, reversing gears, etc by the Surveyor. Essential parts of other
power transmission arrangements are also to be opened and examined as deemed
4.2.10 Securing arrangements
Holding down bolts and chocks of main and auxiliary engines, gear cases, thrust blocks
and tunnelbearings are to be examined thoroughly.
4.2.11 Shafting
Intermediate shafts and bearings, thrust bearings and their seating are to be examined.
The lower halves of these need not be exposed if alignment and wear are in acceptable
condition.
4.2.12 Seaconnections
Internal and external examination of all openings to the sea including sanitary and other
overboard discharges in the machinery spaces and pump rooms together with valves and
cocks is required. Also, the fastenings of valves and cocks to the hull are to be checked
and renewed when considered necessary by the Surveyor with special attention to the sea
suctions and sea water cooling pipes.
4.2.13 Windlass and steering machinery
These along with any relief valves, if fitted, are to be examined to ensure that their working
condition is proper.
4.2.14 Internal combustion engines for propulsion
All working parts of the engines, their attached pumps including all cylinders, cylinder
heads, valves and valve gear, piston rods, pistons, cross heads,connecting rods,
crankshafts, guides, vibration dampers and all bearings, camshafts and driving gear,fuel
pumps and fittings, scavenge pumps, scavenge blowers and their prime movers,
superchargers, air compressors, inter coolers, reverse gears, clutches,crankcase door
fastenings and explosion reliefdevices and such other parts,as may be considered
necessary, are to be opened and examined. Moreover, integral piping systemsand the
maneuvering of engines is to be examined and tested under working condition respectively.
4.2.15 Steam turbines for propulsion
4.2.15.1 Upper halves of turbine casings are to be opened, rotors are to be lifted up and
inside of casings, rotors and bearings (including thrust) and governors are to be
examined.
4.2.15.2 At the very first Special Periodical Survey, ships having more than one main
propulsion engines ahead of turbine with emergency steam crossover
arrangement, the turbine casings need not be opened, if approved vibration
indicators and rotor position indicators are fitted and that the Surveyor considers
the operating records to be satisfactory. An operational test of the turbines may
be conducted, if considered necessary by the Surveyor.
4.2.15.3 Essential valves attached to the turbines and flexible couplings are to be
examined and their maneuvering is to be tested under working conditions.
4.2.15.4 Exhaust steam turbines supplying power for main propulsion purposes in
conjunction with reciprocating engines together with their gearing and appliances,
steam compressors or electrical machinery are to be examined, if feasible. Where
cone connections to internal gear shafts are fitted, the coned ends are to be
examined. The maneuvering of engines is to be tested under working conditions.

PART 1
4.2.16 Steam reciprocating engines for propulsion
Working parts of main engines and attached pumps including bulkhead stop valves,
maneuvering valves, pistons, piston rods, cylinders, valves and valve gear, connecting
rods, crankshaft and bearings and governor are to be opened and examined. The
maneuvering of engines is to be tested underworking conditions.
4.2.17 Gas turbines and free piston gas generators for propulsion
The Survey should include opening and examination of the following parts:
The blading, impellers, rotors, and casings of the turbines and casing of aircompressors,
the combustion chambers, burners, inter coolers, heat exchangers, gas and air pressure
piping and fittings and reversing arrangements
When gas turbines operate in conjunction with free piston gas generators, the following
parts of the free piston gas generators are to be openedand examined:
gas and air compressor cylinders and pistons and the compressor end covers, thevalves
and valve gear, fuel pumps and fittings, synchronising and control gear, cooling system
explosion relief devices, gas and air piping, receivers and valves including by-pass. The
maneuvering of engines is to be tested under working conditions.
4.2.18 Unattended machinery spaces/remote control systems
4.2.18.1 Where remote and/or automatic controls such as bridge controls, bilge controls
and bilge level alarms, local hand controls, fire detection and prevention, alarms
warning systems and shut-offs, electric supply, main controls station, are fitted for
essential machinery, they are to be examined and tested to demonstrate that they
are in good working order.
4.2.18.2 During such trials the proper operation of the safety devices will be checked, in
particular, such as emergency stops, emergency astern movement, standby
control of the propelling gear, fire alarm.
4.2.18.3 The log recording the operating conditions should be checked. If such scrutiny
reveals that certain portion of the automated equipment has behaved abnormally
the cause of such failure is to be investigated and appropriate remedies
determined.
4.2.19 Electrical equipment survey
Electrical installations including auxiliary and emergency equipment are to be examined as
given below during each Survey cycle.
4.2.19.1 Switch boards (including for emergency use) and their accessories including
section-boards and sub-division fuse boards are to be examined and over current
protective devices and fuses inspected to substantiate that they provide suitable
protection for their respective circuits.
4.2.19.2 All generator circuit breakers are to be tested to verify that the protective devices
including preference tripping relays, if fitted, operate satisfactorily. The generators
are to be run under load either separately or in parallel, and the governing of the
engines to be tested.
4.2.19.3 The insulation resistance of cables, generators, switch gear, motors, heaters,
lighting and other fittings is to be tested and should not be less than 100,000
ohms between all insulated circuits and earth. The installation may be subdivided
to any desired extent by opening switches, removing fuses or disconnecting
appliances for the purpose of this test. The electric cables are to be examined as
far as possible without undue disturbance of fixtures or casings unless deemed
4.2.19.4 Transformers are to be examined. Samples of oil, in case of oil immersed
transformers or electrical apparatus associated with supplies to essential

PART 1
services, are to be taken and tested for acidity, breakdown voltage, and moisture
by a competent testing authority and a certificate stating the test results are to be
given to the Surveyor.
4.2.19.5 Motors and their starters, which are used for vital services, are to be examined
under working conditions, if deemed necessary by the Surveyors.
4.2.19.6 Generators and steering gear motors are to be tested in working conditions and
air gaps are to be examined for undue wear down.
4.2.19.7 In the case of electromagnetic couplings, the air gaps are to be measured,
reported and an excessive eccentricity corrected. Examination and testing of the
switch gear and couplings for same are also to be done.
4.2.19.8 The emergency source of power and its allied circuits are to be tested. In the case
of passenger ships, the temporary source of power and its automatic
arrangements (if fitted) are also to betested.
4.2.19.9 Navigation light indicators are to be tested under working conditions, and their
correct operation on the failure of supply or failure of navigation lights is to be
verified.
4.2.19.10 In tankers, a general examination of electrical equipment situated in dangerous
zones and spaces is to be made to ascertain the integrity of the safe type
electrical equipment and establish that owing to corrosion, missing bolts, etc., it
has not impaired. Cable runs are to be examined for sheath and armouring
defects and to ascertain that the means for supporting the cable are in good
order. To demonstrate the effectiveness of earth bonding straps, tests are to be
conducted. Similarly, alarms and interlocks associated with pressurized
equipment or spaces are to be tested and insulation resistance is to be measured
for circuits terminating in, or passing through dangerous zones.
4.2.20 Electrical propelling machinery
4.2.20.1 On ships which are electrically propelled, the main propulsion motors, cables,
generators, all ancillary electrical gear, exciters and ventilating plant (including
coolers) are to be examined and their insulation resistance to earth is to be
measured. Protective gear and alarm devices are to be monitored especially
windings, commutators and slip rings. Safety interlocks that are there to prevent
unsafe operation or unauthorised access and emergency over speed governors
are to be tested to verify that they are functioning properly. Where insulating oil is
used, samples of oil are to be taken and tested for acidity, breakdown voltage,
and moisture by a competent testing authority and a certificate stating the test
results are to be given to the Surveyor.

PART 1
SECTION 5 SURVEYS BULK CARRIERS AND ORE CARRIERS
Contents
5.1 Scope ........................................................................................................................................ 117

5.2 Annual surveys ......................................................................................................................... 117
5.3 Intermediate Surveys ................................................................................................................ 123
5.4 Special Survey – Bulk carriers – Hull requirements ................................................................. 126
5.5 Special Surveys – Machinery ................................................................................................... 139

PART 1
5.1 Scope
5.1.1 Section 5 gives the requirements for periodical surveys of ships which have been assigned
the class notations :
Bulk Carrier ESP
BC-A, B or C ESP
Ore Carrier ESP
5.1.2 The requirements applicable to double skin bulk carriers and those applicable to other bulk
carriers have been discussed in the relevant clauses. For bulk carrier with hybrid cargo
hold arrangements, e.g. with some cargo holds of single side skin and others of double side
skin, the requirements are to be applied to the individual cargo holds depending on their
type of side skin construction.
5.2 Annual surveys

5.2.1 General
5.2.1.1 Surveyor is examines the hull and machinery, so far as feasible, to be content with
their general condition, at the Annual Survey.
5.2.1.2 Annual Surveys are to be executed within 3 months prior to or after the
anniversary date each year and should be concurrently done with statutory annual
or other relevant statutory surveys, where feasible.
5.2.2 Hull
5.2.2.1 The survey is to examine for the purpose of ensuring, as much as feasible, that the
weather decks; hull, hatch coamings, hatch covers including their equipment and
related piping, securing arrangement and otherclosing appliances are maintained
in proper and efficient condition.The underlying is to be paid special attention:
a) Weather deck, shipside plating above waterline.
b) Watertight bulkheads and their penetrations as much as feasible.
c) Hatchways on freeboard and superstructure decks; deck houses; exposed
casings; skylights and fiddley openings; companionways and
superstructure bulkheads; side scuttles and dead lights; flushdeck scuttles;
ash shoots and other openings.
d) Weld connection between air pipes and deck plating; air pipe heads on
exposed decks (external examination); flame screens on vents to all
bunker tanks; ventilators and closing devices.
e) Scuppers and sanitary discharges with valves and their controls.
f) Guard rails, bulwarks, freeing ports, gangways, walkways and life lines,
fittings and appliances fortimber deck cargo.
5.2.2.2 Examine of cargo hatch covers and coamings to ascertain that no amendments
have beenmade to the approved arrangements:
A thorough survey of above is to be executed in the open as well as closed
positions and should include verification of proper opening and closing of these.
The sets of hatch covers within the forward 25% of the ship’s length and minimum
one additional set, such that all sets on the ship are assessed at least once in
every 5-year period, are to be surveyed open, closed and in operation to the full
extent in each direction at every Annual Survey, covering:
i) proper fit and efficiency of sealing in closed condition;
ii) stowage and securing in open condition; and
iii) operational testing or hydraulic and power components, wires, chains and
link drives.

PART 1
The closing of the covers is to cover the fastening of all peripheral and cross joint
cleats or other securing devices especially the condition of the hatch covers in the
forward 25%of the ship’s length, where sea loads are usually the greatest.
5.2.2.3 At the discretion of Surveyor, sets in addition to those required by [5.2.2.2] are to
be tested in operation as some difficulty in operating and securing hatch covers
was indicated.Where the system does not function properly at all, repairs are to be
done under the supervision of the Surveyors.
5.2.2.4 Underlying items are to be surveyed for each cargo hatch cover set:
a) Cover panels, including stiffener attachments and side plates that may be
accessible in the openposition by Close-up Survey (for cracks, corrosion,
deformation);
b) Sealing arrangements of perimeter and cross joints (gaskets for condition
and permanent deformation, flexible seals on combination carriers,
compression bars,gasket lips, drainage channels and non return valves);
c) Clamping devices, cleating, retaining bars (for wastage, adjustment and
condition of rubber components);
d) Closed cover locating devices (for distortion and attachments);
e) Chain or rope pulleys;
f) Guides; guide rails and track wheels;
g) Wires, chains, tensioners and gypsies;stoppers;
h) Hydraulic system, electrical safety devices and interlocks; and
i) Pins, stools and end and interpanel hinges, where fitted.
5.2.2.5 At each hatchway, the coamings with panel stiffeners and brackets are to be
subjected to a CloseupSurvey and checked for cracks, corrosion and deformation,
especially of the coaming tops.
5.2.2.6 Where deemed necessary, the effectiveness of sealing arrangements may be
proved by hose or chalk testing supplemented by dimensional measurements of
seal compressing components.
5.2.2.7 Cargo hatch covers of the portable type (i.e. wood or steel pontoons) are to be
examined to check the satisfactory condition of:
a) wooden covers and portable beams, carriers or sockets for the portable
beams and their securing devices;
b) steel pontoons;
c) cleats, wedges and battens;
d) tarpaulins;
e) hatch securing bars and their securing devices;
f) loading pads/bars and the side plate edge;
g) guide plates and chocks;
h) compression bars, drainage channels and drain pipes, if any.
5.2.2.8 Examination and testing (locally and remotely) of all watertight doors in watertight
bulkheads, asmuch as feasible.
5.2.2.9 Close-up Survey of suspect areas identified at Previous, Special or Intermediate
surveys are to be executed. Also, at the area of substantial corrosion identified at
previous surveys, thickness measurements are to be taken.Where annual gauging
is required, thickness measurement of aft bulk-head of the forward cargo hold is
also to be done.
5.2.2.10 Examination of ballast tanks is to be done when required as a consequence of the
results of the Special and Intermediate surveys. When considered necessary by
the Surveyor or where extensive corrosion exists, thickness measurement is to be
done. If the results of these thickness measurements indicate substantial corrosion

PART 1
additional thickness measurements are to be done to the extent given in [Table
3.5.6]
5.2.2.11 Examination of anchoring and mooring equipment, as much as feasible.
5.2.2.12 Where applicable, Surveyor should examine the freeboard marks on the ship's
side.
5.2.2.13 The Surveyor is to ensure that an approved loading instrument together with its
operation manual is available on board, [See Pt.3, of IRS rules].It is to be also
validated by the Surveyor that the loading instrument is checked for precision by
the ship's staff by applying test loading conditions.
5.2.2.14 On bulk carriers of over 10 years of age, the underlying are to be executed in
addition to the requirements in [5.2.2.1 to 5.2.2.13]:
a) Overall survey of two chosen cargo holds in double skin bulk carriers and
all cargo holds in the caseof other bulk carriers.
b) For single side skin bulk carriers, Close-up Survey of minimum 25% of
frames,to establish the condition of the lower part of the shell frames
including approximately lower one third length of side frame at side shell
and side frame end attachment and the adjacent shell plating in a forward
cargo hold. Where the need for remedial measures is required, the survey
is to be extended to include a Close-up Survey of all of the shell frames
and adjacent shell plating of that cargo hold as well as of sufficient extent
of all remaining holds.
c) When deemed necessary by the Surveyor, thickness measurement is to be
taken. If the results of these thickness measurements indicate substantial
corrosion, additional thickness measurements are to be taken as well to
the extent given in Table 3.5.4.
d) All piping and penetrations in cargo holds, including overboard piping are
to be examined.
e) Where a hard protective coating in cargo holds is found to be in GOOD
condition, the extent of Closeup Surveys may be specially considered.
5.2.2.15 On bulk carriers of over 15 years of age, the underlying are to be executed in
addition to the requirements given in [5.2.2.1 to 5.2.2.14]:
a) Overall survey of all cargo holds.
b) Close-up examination of a selected cargo hold in addition to the forward
cargo hold as required in [5.2.2.14b) and c)].
c) Examination of all piping and penetrations in cargo holds, including
overboard piping.
d) Where a hard protective coating in cargo holds is found to be in GOOD
condition, the extent of Closeup Surveys may be specially considered.
5.2.2.16 Accommodation ladders are to be examined at Annual Surveys and the condition
of the underlying items are to be checked specifically:
a) Steps and platforms;
b) All support points such as pivots, rollers, etc.;
c) All suspension points such as lugs, brackets, etc.;
d) Stanchions, rigid handrails, hand ropes and turntables;
e) Davit structure, wire and sheaves, etc.
5.2.2.17 Gangways are to be examined at Annual Surveys to check the working condition of
the underlying items specifically :
a) Tread-side stringers, cross-members, decking, deck plates, etc.;
b) Stanchions, rigid handrails, hand ropes.
c) All support points such as wheel, roller, etc.;

PART 1
5.2.2.18 Winches of accommodation ladders and gangways are to be examined to check
the satisfactory condition of the underlying items:
a) Brake mechanism including condition of brake pads and band brake, if
fitted;
b) Power supply system for electric motor, and
c) Remote control system
Besides that their maintenance and inspection records are to be verified. It is also
to be ensured that supporting wires are being renewed at intervals not exceeding 5
years.
5.2.2.19 Proper functioning of davits and fittings associated with accommodation ladders
and gangways that are present on the ship’s deck areto be examined at Annual
Surveys. Structures of access to deck such as stanchions and handholds in a
gateway or bulwark ladder are also to be examined.
5.2.3 Additional Annual Survey requirements for the foremost cargo hold of ships subject to
SOLAS XII/9.1:
5.2.3.1 Ships subject to SOLAS XII/9.1:
- Bulk Carriers of 150 [m] in length and upwards of single side skin
construction as defined in Part 8 B of IRS rules;
- Carrying solid bulk cargoes having a density of 1780 [kg/m3] and above;
and
- Contracted for construction before 1 July, 1999 and
- Constructed with inadequate number of transverse watertight bulkheads so
that they are able to bear flooding of the foremost cargo hold in all loading
conditions and remain afloat in equilibrium as specified in SOLAS XII/4.3.
5.2.3.2 In accordance with SOLAS XII/9.1 for the foremost cargo hold of such ships, the
additional survey requirements listed in [5.2.3.3 to 5.2.3.6] shall apply.
5.2.3.3 For bulk carriers of age between 5 - 15 years:
a) An overall survey of the foremost cargo hold, including Close-up Survey of
minimum 25% of frames, is to be done to establish the condition of:
- Shell frames including their upper and lower end attachments,
adjacent shell plating, and transverse bulkheads.
- Suspect areas noticed at the previous Special Survey.
b) Where deemed necessary by the Surveyor after Overall and Close-up
Survey as described in a) above, the survey is to be extended to include
Close-up Survey of all the shell frames and adjacent shell plating of the
cargo hold.
5.2.3.4 For bulk carriers exceeding age of 15 years:
An overall survey of the foremost cargo hold, including Close-up Survey is to be
executed to establish the condition of:
- All shell frames including their upper and lower end attachments, adjacent
shell plating and transverse bulkheads.
- Suspect areas noticed at the previous Special Survey.
5.2.3.5 Extent of thickness measurement:
a) Thickness measurement is to be taken to an extent sufficient to determine
both general and local corrosion levels at areas subject to Close-up
Survey, as described in [5.2.3.3a) and 5.2.3.4a)] above. The minimum

PART 1
requirement for thickness measurements are areas found to be suspect
areas at the previous Special Survey.
Where substantial corrosion is visible, the extent of thickness measurements is
to be increased withthe requirements of Table 3.5.5.
The thickness measurement may be done away with, provided the Surveyor is
satisfied by the Closeup Survey and finds no visible structural attenuation and
an effective protective coating.
5.2.3.6 In case the protective coating in the foremost cargo hold is in GOOD condition and
where owners may decide to coat or recoat cargo holds as noted above in case of
bulk carriers, theextent of Close-up Surveys and thickness measurements may be
specially considered. Prior to the coating of cargo holds of existing ships,
scantlings should be checked in the presence of a Surveyor.
5.2.4 Machinery and systems
5.2.4.1 A general examination of the machinery, boilers, pressurised systems (steam,
pneumatic, hydraulic) their associated fittings, propulsion system and auxiliary
machinery is done to see to check that they are properly maintained especially with
respect to fire and explosion hazards.
5.2.4.2 Ascertain that machinery, boilers, pressure vessels, associated piping systems
andfittings are so installed such that there is no danger to persons on board,
especially from the moving parts, hot surfaces and other hazards.
5.2.4.3 Ascertain that Periodical Surveys of boilers and other pressure vessels have been
done and safety devices have been tested as required by the Rules.
5.2.4.4 Examining the proper operation of the main and auxiliary machinery vital for
propulsion and safety of the ship, including, the means to run of remote controlled
propulsion machinery from the navigating bridge and the arrangements to operate
the main and other machinery from machinery control room. Also ascertain the
normal operation of the propulsion machinery, its sustenance and restoration, even
if one of the vital auxiliaries becomes inoperative.
5.2.4.5 Assurance that means are to bring machinery into operation from the dead ship
condition without external help is possible.
5.2.4.6 It is required to examine and test all main and auxiliary steering arrangements and
their associated equipment and control systems. Where applicable, Surveyors are
to verify that log entries are in line with the statutory requirements.
5.2.4.7 Steering chains are to be cleaned so that there remains no wear and tear and
lengths of chain worn by more than 12% of the original rule diameter atthe mean
diameter are to be renewed.
5.2.4.8 Communication means between the navigating bridge and the machinery control
positions and bridge and the main alternative steering position, if fitted, are to be
tested. It is to be ensured that means of indicating the angular position of the
rudder are functioning properly.
5.2.4.9 Assurance that in ships having emergency steering positions, there are means of
relaying heading information and, when required, the visual compass readings are
also available.
5.2.4.10 Assurance that various alarms needed in hydraulic power operated, electric and
electro-hydraulic steering gears are operating properly and that the recharging
arrangements for hydraulic power operated steering gears is available.
5.2.4.11 Assurance that the engine room telegraph, the second means of communication
between the navigation bridge and the machinery space and the means of

PART 1
communication with any other positions from which the engines are controlled are
operating satisfactorily.
5.2.4.12 Ascertain that engineer's alarm is clearly audible in the engineer's accommodation.
5.2.4.13 The bilge pumping systems, bilge wells including operation of each bilge pump,
extended spindles and level alarms, where fitted, are to be examined and it is to be
ensured that the bilge pumping system for each watertight compartment is in
proper working order. It is also to be ensured that drainage from enclosed cargo
spaces situated on freeboard deck is proper.
5.2.4.14 Visual examination of the condition of any expansion joints in sea water system.
5.2.4.15 Examination of the main electrical machinery, the emergency sources of electrical
power, the switch gear, other electrical equipment including the lighting system
visually and in operation, as feasible, is to be done.
5.2.4.16 Assurance that the operation of the emergency source(s) of electrical power,
including their starting arrangement, the systems supplied, and when appropriate,
their automatic operation is in satisfactory working order.
5.2.4.17 Satisfactory operation of automation equipment, safety devices, bilge level
detection, alarm systems and control systems is to be verified.Assurance that
precautions provided against shock, fire and other hazards ofelectrical origin are
duly taken.
5.2.4.18 Examination of bunker and vent piping systems. Assurance that machinery space
ventilation systems are in good working condition.
5.2.4.19 For ships conforming to the requirements of SOLAS XII/12 for hold, ballast and dry
space waterlevel detectors, the Annual Survey is to include an examination of and
a test, at random, of the water ingress detection systems and of their alarms.
5.2.4.20 For ships conforming to the requirements of SOLAS XII/13 for the availability of
pumping systems, the Annual Survey is to include an examination of and a test, of
the means for draining and pumping ballast tanks forward of the collision bulkhead
and bilges of dry spaces any part of which extends forward of the foremost cargo
hold and of their controls.
5.2.5 Fire protection, detection and extinction

5.2.5.1 The arrangements for fire protection, detection and extinction are to be examined
and it is to be ensured that no changes have been made in the structural fire
protection. Underlying are to bechecked:
a) Examination and testing, as feasible, of the fire and/or smoke detection
system(s);
b) Fire control plans are properly posted;
c) Fire main system and verification that each fire pump including the
emergency fire pump can be operated separately so that the two required
powerful jets of water can be produced simultaneously from different
hydrants;
d) Fire hoses, nozzles, applicators and spanners are in good working
condition and situated at their respective locations;
e) Fixed fire fighting system controls, piping, instructions and marking,
evidence of proper maintenance and servicing including date of last
systems tests;
f) All semi-portable and portable fire extinguishers are in their stowed
positions, evidence of proper maintenance and servicing, conducting
random check for evidence of discharged containers;

PART 1
g) The remote controls for stopping fans and machinery and shutting off fuel
supplies in machinery spaces are in working order;
h) The closing arrangements of ventilators, funnel annular spaces, skylights,
doorways and tunnel, as and where applicable;
i) The fire fighters’ outfits and emergency escape breathing devices (EEBDS)
are complete and in good condition and that the cylinders, including the
spare cylinders, of any required self-contained breathing apparatus are
suitably charged.
j) Any manual and automatic fire doors and their operations.
k) The fire-extinguishing systems for spaces containing paint and/or
flammable liquids and deep fat cooking equipment in accommodation and
service spaces;
l) The fire safety requirements of any helicopter facilities;
m) The fire protection arrangements in cargo spaces, as feasible;
n) Appropriate special arrangements for carrying dangerous goods, including
the electrical equipment and wiring, ventilation, provision of protective
clothing and portable appliances and the water supply, bilge pumping and
any water spray system.
At the discretion of the Surveyor, surveys carried out by the National Authority of
the country in which the ship is registered would normally be accepted as meeting
these requirements.
5.2.5.2 Ensure that the means of escape from accommodation, machinery spaces and
other spaces are appropriate.
5.2.5.3 Examination of the arrangements for gaseous fuel for domestic purposes.
5.3 Intermediate Surveys

5.3.1 General
5.3.3.1 Intermediate surveys are to be conducted at or between the second or third Annual
Survey. However, only additional items of Annual Survey may be examined
between the second or third Annual Survey. Simultaneous crediting to both
Intermediate survey and Special survey for surveys and thickness measurements
of spaces is not acceptable.
5.3.3.2 The underlying requirements are applicable for ships over five years of age. For
ships below 5years of age additional examination over and above the requirements
of Annual survey may be required though only at the discretion of the Surveyors.
5.3.3.3 For ships over 10 years of age, a specific survey program is to be planned by the
Owner in collaboration with the Surveyors considering the requirements of the
previous Special Survey, executive hull summary of that survey, later relevant
survey records and taking account of any amendments to the survey requirements
after the last Special Survey. For approval, the survey program is to be submitted
in written formaton board until the Intermediate Survey has been accomplished.
5.3.3.4 Before initiation of any part of the Intermediate Survey, a survey planning meeting
is to take place between the attending Surveyor(s), the Owner’s representative and
where involved, the thickness measurement company representative and the
master of ship or a qualified representative appointed by the Master or Company to
ascertain that all the arrangements envisioned in the survey programme are in
order, and conducting the survey work is safe and efficient.

PART 1
5.3.2 Ships between age of 5 and 10 years
5.3.2.1 Ballast tanks
a) An Overall Survey of representative ballast tanks is to be executed which
are selected to include the fore and aft peak tanks and other tanks, taking
into account the total number and type of ballast tanks. When severe
corrosion is found, thickness measurements are to be taken. If the overall
survey reveals no visible structural defects, the examination may be
restricted to validation that ensures that the corrosion prevention system is
intact.
b) Where POOR coating condition, corrosion or other defects are noticed in
ballast tanks or where a hard protective coating was not applied from the
time of construction, the examination is to be extended to similar type of
ballast tanks.
c) For ballast tanks other than double bottom tanks, where a hard protective
coating is in POOR condition or where a hard protective coating was not
applied from the time of construction and is not renewed either or where a
soft or semi-hard coating has been applied the tank(s) in question, are to
be examined and thickness measurements taken at subsequent Annual
Surveys, as required.
In case such a breakdown of hard coating is found in double bottom ballast
tanks, the tanks in question may be examined at annual intervals. When
deemed necessary by the Surveyor, or where extensive corrosion is found,
thickness measurements are to be taken.
d) Overall and Close up Survey of suspect areas identified at previous
surveys are to be executed.
5.3.2.2 Cargo holds
a) Overall survey of all cargo holds. For single side skin bulk carriers, Close-
up Survey of minimum 25% of frames, is to be done to establish the
condition of :
i) Shell frames including their end attachments, adjacent shell plating
and transverse bulkheads in the forward cargo hold and one other
selected cargo hold.
ii) Suspect areas found at the previous Special Survey.
Where considered necessary by the Surveyor, for single side skin bulk carriers,
after theOverall and Close-up Survey, the survey is to be extended to include a
Close-up Survey of all of the shell frames and adjacent shell plating of that
cargo hold as well as of all remaining cargo holds.
For double skin bulk carriers, after Overall Survey, the survey may be extended
to include a Close-up Survey of those areas of structure in the cargo holds
selected by the Surveyor.

PART 1
Table 3.5.1: Bulkcarriers – Intermediate Surveys
5 < Ships ≤ 10 years 10 < Ships ≤ 15 years Ships > 15 years old
a) Overall Survey of all cargo A survey to the same extent as the A survey to the same extent as
holds, see Notes1, 2, 3 and 4 previous Special Survey (applicable the previous Special Survey
only to ESP surveys, see 6.1.2), see (applicable only to ESP surveys,
b) Close up Survey to establish
Note 3. see 6.1.2), see Note 3.
the condition of atleast 25
percent of the cargo hold side
shell frames including their
upper and lower end
attachments, adjacent shell
plating and the transverse
bulkheads in the forward cargo
hold and one other selected
cargo hold on single skin
ships,see Notes 1,3 and 4.
Notes:
The requirements in this Table apply to both single skin and double skin ships, unless stated otherwise.
1. For single skin ships, where considered necessary by the Surveyor as a result of the Overall and Close-up Survey, the Survey is
to be extended to include a Close-up Survey of all of the side shell frames and adjacent shell plating of that cargo hold, as well as
a Close-up Survey of sufficient extent of all remaining cargo holds.
2. For double skin ships, where considered necessary by the Surveyor as a result of the Overall Survey, the Survey is to be
extended to include a Close-up Survey of those areas of structure in cargo holds selected by the Surveyor.
3. Thickness measurement is to be carried out of sufficient extent to determine the level of corrosion of those is as subject to Close-
up Survey. Where the results of thickness measurement indicate substantial corrosion, the extent of thickness measurement
should be in accordance with Section 6, Tables 3.6.5 to 3.6.10 as applicable. The survey will not be considered complete until
these additional thickness measurements have been carried out.
4. For ships between 5 and10 years old where hard protective coatings in cargo holds are found to be in GOOD condition, as
defined in Chapter 1 Sec 1, [1.7], the extent of Close-up Survey and thickness measuremen t may be specially considered. Prior
to any coating or recoating of cargo holds, scantlings are to be confirmed by thickness measurement with the Survey or in
attendance.
5.3.2.3 Extent of thickness measurements

a) Thickness measurements to an extent sufficient to determine both general
and local corrosion levels at areas subject to Close-up Survey as per
[5.3.2.2a)] are to be taken. The minimum requirements for thickness
measurement are the identification of suspect areas at the previous survey.
The extent of thickness measurement may be specially considered when
the Surveyor is satisfied by the Close-up Survey, that there is no structural
attenuation and the hard protective coatings are found to be in GOOD
condition.
b) Where substantial corrosion is found, the extent of thickness
measurements is to be increased as specified in [Table 3.5.5]. Suspect
areas identified at previous surveys are to be examined and their thickness
measurements taken.
c) In case the protective coating in the foremost cargo hold is in GOOD
condition and where owners may decide to coat or recoat bulk carriers as
noted above in case of bulk carriers, the extent of Close-up Surveys and
thickness measurements may be specially considered. Prior to the coating
of bulk carriers of existing ships, scantlings should be checked in the
presence of a Survey.

PART 1
The Intermediate Survey requirements to the same extent as the previous Special Survey
as required in [5.4] for hull structure and piping systems in way of the cargo holds
cofferdams, pipe tunnels, void spaces and fuel oil tanks in the cargo area and all ballast
tanks are given here as under. However, tank testing, survey of automatic air pipe heads
and internal examination of fuel oil, lube oil and fresh water tanks specified in [Table 3.4.2]
need not be done unless deemed necessary by the attending Surveyor. Thickness
measurement is to be taken for [items 1) to 6) of Table 3.5.4]. A survey programme as per
[Ch, 2.4.3] is to be planned before initiation of survey.
5.3.4 Ships of over 15 years of age
tanks are given here as under. However, tank testing specified in [Table 4.2.2], survey of
automatic air pipe heads and internal examination of fuel oil, lub.oil and fresh water tanks
need not be done unless deemed necessary by the attending Surveyor. Thickness
measurement is to be taken for [items 1) to 6) of Table 3.5.4]. A survey programme is to be
planned before initiation of survey.
5.3.4.1 A Dry Dock Survey is to be part of the Intermediate Survey. Rest with respect to
the Overall and Close-up Surveys and thickness measurements and repairs
applicable to the lower parts of cargo holds and ballast tanks (i.e. parts below light
ballast water line), are to be accomplished in the drydock.
5.4 Special Survey – Bulk carriers – Hull requirements

5.4.1 General
5.4.1.1 The requirements of [Chapter 3, Sections 2, 4 and 10] are to be fulfilled, as
applicable.
5.4.1.2 To maintain and/or assign the ESP notation, the underlying requirements apply to
the surveys of the hull structure and piping systems in way of the cargo holds,
cofferdam, pipe tunnels, void spaces, topside tanks and double bottom tanks in
way of the cargo hold area and all salt-water ballast tanks.
5.4.2 Documentation
5.4.2.1 The Owner is to obtain, supply and maintain documentation on board as given
below:
a) A survey file consisting of the reports of structural surveys, thickness
measurement and executive hull summary as per IMO Resolution A.
1049(27).
b) Supporting documentation comprising of:
i) Main structural plans of cargo holds and ballast tanks.
ii) Repair history, cargo and ballast history.
iii) Well maintained records of ship’s inspection by the personnel for
checking any structural deterioration in general, leakages in bulkheads
and piping and the condition of the corrosion prevention systems, if
any.
iv) Other relevant information that may help to identify critical structural
areas and/or suspect areas that needs attention.
5.4.2.2 For the lifetime of the ship, documentation is to be kept on board.

PART 1
5.4.3 Planning for survey
5.4.3.1 Owner is required to completely fill and submit a Survey Planning Questionnaire
before the Survey Programme is developed [see Ch3, Section 1, 1.8]
5.4.3.2 Later, Owner has to submit a Survey Programme that covers the proposals for
survey along with the means of providing access for Close-up Survey, thickness
measurement and tank testing and information detailed in [5.4.3.1].
5.4.4.1 All cargo holds, salt-water ballast tanks including double bottom tanks, pipe
tunnels, cofferdams and void spaces bounding cargo holds, decks and outer hull
are to be examined, and this examination is to be supplemented by Close-up
Survey, thickness measurement and testing as required, to ascertain that the
structural integrity is intact.
5.4.4.2 The examination to ascertainsubstantial corrosion, significant deformation,
fractures, damages or other structural deterioration and, if deemed necessary by
the Surveyor, required non-destructive examination may also be done.
5.4.4.3 Where substantial corrosion, as defined in [1.7], is seen and is not rectified, the
areas will be subject to reexamination at Annual and Intermediate Surveys.
5.4.4.4 All piping systems within the tanks and spaces discussed in[5.4.4.1] are to be
examined and tested under working conditions to ascertain their efficient
functioning.
5.4.4.5 On the basis of the ballast history records, the extent and condition of the corrosion
protection system provided, and the extent of structural attenuation (corrosion), the
extent of survey of combined salt-water ballast cargo holds is to be evaluated.
5.4.4.6 Where salt-water ballast tanks have been transformed to void spaces, the survey
extent gets its basis from the salt water ballast tank requirements.
5.4.4.7 For ships fitted with water level detectors in cargoholds, ballast tanks forward of the
collision bulkhead and any dry or void space which extends forward of the foremost
cargo hold, testing and checking of the water ingress detection systems and of
their alarms is to be done.
5.4.4.8 For ships fitted with a means for draining and pumping ballast tanks forward of the
collision bulkhead andthe bilges of dry spaces, any part of which extends forward
of the foremost cargo hold, testing and checking of the draining and pumping
systems including their controls is to be done.
5.4.5 Testing
The minimum requirements for tank testing, as applicable, are given in [4.1.3.5] and the
Surveyor may extend it, if required.
5.4.6.1 The minimum requirements for Close-up Survey are given in [Tables 3.5.1, 3.5.2
and 3.5.3] as applicable. It may be extended, as deemed necessary by the
Surveyor, after evaluating the condition of the corrosion prevention system and
spaces with structural arrangements or details which have suffered defects in
similar spaces or on similar ships (according to available information) or on the
basis of the maintenance of the spaces under survey.
5.4.6.2 The extent of Close-up Surveys may be specially considered for areas in tanks and
cargo holds where coatingsare found to be in GOOD condition, as defined in [1.7].

PART 1
The minimum requirements for thickness measurements are detailed in [Table 3.5.4].
5.4.7.1 As applicable and as specified in [Tables 3.5.5, 3.5.6, 3.5.7, 3.5.8, 3.5.9 and
3.5.10], additional measurements are taken in areas where substantial corrosion,
as defined in [1.7], has been noted to determine the full extent of the corrosion
pattern. The survey is considered complete only when these have been taken.
5.4.7.2 These measurements are required to determine both general and local levels of
corrosion in salt-water ballast tanks and in the shell frames and their end
attachments in all cargo holds and also to determine the corrosion levels on the
transverse bulkhead plating.
5.4.7.3 Single skin bulk carriers contracted for construction prior to 1 July 1998 are to
undergo a re-assessment and evaluation of their cargo hold shell frames as perthe
Provisional Rules for Existing Ships. The number of shellframes to be measured is
equivalent to number of shell frames subject to Close-up Survey [see Table 3.5.1],
with representative measurements to be taken at specific areas for each frame.
The Surveyor may specially consider the extent of thickness measurement,
provided the structural members indicate no thickness attenuation with respect to
the Rule thickness and the coating is found in ‘as-new’ condition without
breakdown or rusting. Repairs to shell frames are to be done on the basis of
minimum thickness values given in the evaluation records.

PART 1
Table 3.5.2: Close-up Survey – Single skin bulk carriers
(1) 25% of shell frames (1a)For bulk carriers with a (1) All shell frames in (1) All shell frames in all
and their end deadweight less than the forward and cargoholds, including
attachments in the 100,000 tonnes, all one other selected their end attachments
forward cargo hold at shell frames in the cargohold and 50% and adjacent shell
representative forward cargo hold and of frames in each of plating.
positions. 25% of frames in each the remaining
(2) All transverse webs
of the remaining cargo cargoholds,
(2) Selected shell frames with associated
holds, including their including their end
and their end plating and
end attachments and attachments and
attachments in longitudinals in each
adjacent shell plating. adjacent shell
remaining cargo water ballast tank.
plating.
holds. (1b)For bulk carriers with a
(3) All transverse
deadweight equal to or (2) All transverse webs
(3) 1 transverse web with bulkheads in ballast
greater than 100,000 with associated
associated plating and tanks, including
tonnes, all shell frames plating and
longitudinals in 2 stiffening system.
in the forward cargo longitudinals in
representative water
hold and 50% of frames each water ballast (4) All cargohold
ballast tanks of each
in each of the remaining tank. transverse bulkheads,
type (i.e. topside or
cargo holds, including including internal
hopper side tank). (3) All transverse
their end attachments structure of upper and
bulkheads in ballast
(4) 2 selected cargo hold and adjacent shell lower stools, where
tanks, including
transverse bulkheads, plating. fitted.
stiffening system.
including internal
(2) 1 transverse web with (5) All cargo hold hatch
structure of upper and (4) All cargo hold
associated plating and covers and coamings
lower stools, where transverse
longitudinals in each water (plating and
fitted. This is to bulkheads,
ballast tank. stiffeners).
include the aft including internal
bulkhead of the (3) Forward and aft structure of upper (6) All deck plating and
forward hold. transverse bulkhead in 1 and lower stools, underdeck structure
side ballast tank, where fitted. inside line of hatch
including stiffening openings between all
covers and coamings (5) All cargo hold hatch
system. cargo hold hatches.
(plating and covers and
stiffeners). (4) All cargo hold transverse coamings (plating
bulkheads including and stiffeners).
internal structure of
upper and lower stools,
underdeck structure
where fitted.
inside line of hatch
(5) All cargo hold hatch openings between
covers and coamings all cargo hold
(plating and stiffeners). hatches.
under deck structure
openings between all
cargo hold hatches.

PART 1
Notes:
The requirements in this Table apply to all single skin bulk carriers unless stated otherwise.
(1) Ballast tank includes peak tanks.
(2) Close-up Survey of transverse bulkheads to be carried out at four levels:
Level (a) Immediately above the inner bottom and immediately above the line of gussets (if fitted) and shedders for ships without
lower stool.
Level (b) Immediately above and below the lower stool shelf plate (for those ships fitted with lower stools), and immediately
above the line of the shedder plates.
Level (c) About mid-height of the bulkhead.
Level (d) Immediately below the upper deck plating and immediately adjacent to the upper wing tank and immediately below the
upper stool shelf plate for those ships fitted with upper stools, or immediately below the topside tanks.

PART 1
Table 3.5.3: Close-up Survey–Double skin Bulk Carriers (excluding Ore Carriers)
Ships ≤ 5 years 5 < Ships ≤ 10 years 10 < Ships ≤ 15 years Ships > 15 years (Ships >
(1) 1 transverse web with (1) 1 transverse web with (1) All transverse webs with (1) All transverse 15 years) webs
associated plating and associated plating and associated plating and with associated plating
longitudinal in 2 longitudinal in each longitudinal in each and longitudinal in each
representative water water ballast tank water ballast tank water ballast tank
ballast tanks of each
(2) Forward and aft (2) All transverse bulkheads (2) All transverse
type.This is to include
transverse in ballast bulkheads in ballast
the foremost topside
bulkheads,including tanks,including stiffening tanks, including
and double side ballast
stiffening system,in a system stiffening system.
tankson either side
complete ballast
(3) 25% of ordinary (3) All ordinary transverse
(2) 2 selected cargo hold tank,see Note 1
transverse webframes in web frames in all
transverse bulkheads
(3) 25% of ordinary all double side tanks double side tanks.
including internal
transverse web frames
structureof upper and (4) All cargohold transverse (4) All cargo hold
in the fore most double
lower stools,where fitted bulkheads including transverse bulkheads
side tanks
internal structure of including internal
(4) One transverse upper and lower stools, structure of upper and
covers and coamings
bulkhead in each cargo where fitted. lower stools, where
(plating and stiffeners)
hold including internal fitted.
(5) All cargo holdhatch
structure of upper and
covers and coamings (5) All cargo hold
lower stools, where
(plating and stiffeners) hatchcovers and
fitted.
coamings (plating and
(6) All deck platingand
(5) All cargo hold hatch stiffeners)
under-deck structure
covers and coamings
inside line of hatch (6) All deck plating and
openings between all under-deck structure
(6) All deck plating and cargo hold hatches inside line of hatch
under-deck structure openings between all
inside line of hatch cargo hold hatches.
cargo hold hatches
Notes:
(1) Complete ballast tank means topside tank, hopper tank, double bottom tank and double side tank, even if these are separate.
(2) Ballast Tank includes peak tanks.
(3) Close-up survey of transverse bulkheads to be carried out at four levels:
Level (a) Immediately above the inner bottom and immediately above the line of gussets (if fitted) and shedders for ships without
lower stool.
Level (b) Immediately above and below the lower stool shelf plate (for those ships fitted with lower stools), and immediately above
the line of the shedder plates.
Level (d) Immediately below the upper deck plating and immediately adjacent to the upper wing tank and immediately below the
upper stool shelf plate for those ships fitted with upper stools, or immediately below the top side tanks.

PART 1
Table 3.5.4: Close-upSurvey Ore carriers
(1) 1 web frame ring (1) All web frame rings (1) All web frame rings (1) All web frame rings
complete including complete including complete including complete including
adjacentstructural adjacent structural adjacent structural adjacent structural
members in a water members in a water members in each water members in each water
ballast wing tank. ballast wing tank. ballast tank. ballast tank.
(2) 1 transverse bulkhead (2) 1 deck transverse (2) All transverse bulkheads (2) All transverse bulkheads
lower part including including adjacent including girder system including girder system
girder system and structural members and adjacent structural and adjacent structural
adjacent structural members in each ballast members in each ballast
In each remaining water
members in a ballast tank. tank.
ballasttank.
tank.
(3) 1 web frame ring (3) 1 web framering
(3) Forward and aft
(3) 2 selected cargo hold complete including complete including
transverse bulkheads, adjacent structural adjacent structural
including girder system
including internal members in each wing members in each wing
and adjacent structural
structure of upper and void space. void space.
members in a ballast
lower stools where
wing tank. (4) Additional web frame (4) Additional web frame
fitted, see Note 2.
rings including adjacent rings including adjacent
(4) 1 transverse bulkhead
(4) All cargo hold hatch structural members in structural members
lower part including
covers and coamings void spaces as deemed invoid spaces as
girder system and
(plating and stiffeners). necessary by the deemed necessary by
adjacent structural
Surveyor. the Surveyor.
members in each
remaining ballast tank. (5) All cargo hold transverse (5) All cargo hold transverse
bulkheads, including bulkheads, including
(5) 1 transverse bulkhead
internal structure of internal structure of
in each cargo hold,
upper and lower stools upper and lower stools
including internal
where fitted, see Note 2. where fitted, see Note 2.
lower stools where fitted, (6) All cargo hold hatch (6) All cargo hold hatch
see Note2. covers and coamings covers and coamings
(plating and stiffeners). (plating and stiffeners).
covers and coamings (7) All deck plating and (7) All deck plating and
(plating and stiffeners). underdeck structure under deck structure
inside line of hatch inside line of hatch
openings between all openings between all
under deck structure
cargo hold hatches cargo hold hatches.
cargo hold hatches.
Notes:
(1) Ballast tank includes peak tanks.
(2) Close-up Survey of transverse bulkheads to be carried out at four levels:
Level (a) Immediately above the inner bottom and immediately above the line of gussets (iffitted) and shedders for ships without
lower stool.
Level (b) Immediately above and below the lower stool shelf plate (for those ships fitted with lower stools), and immediately above
the line of the shedder plates.
Level (d) Immediately below the upper deck plating and immediately adjacent to the upper wingtank and immediately below the
upper stool shelf plate for those ships fitted with upper stools, or Immediately below the top side tanks.

PART 1
Table 3.5.5: Thickness measurement – Single skin and double skin bulk carriers
(1) Measurement, for (1) Within the cargo length (1) Within the cargo length (1) Within the cargolength area:
general assessment area: area: (a) Each deck plate outside line
and recording of (a) Each deck plate outside of cargo hatch openings.
corrosion pattern, of a) 2 sections ofdeck plating line ofcargo hatch (b) 3 transverse sections,
those structural outside line of cargo openings. outside line ofcargo hatch
members subject to hatch openings. (b) 2 transverse sections, openings. (A minimum of 2
Close-up Survey in (2) Measurement for general outside line of cargo hatch of the above transverse
accordance withTable assessment and recording openings. (A minimum of sections is to be within 0,5L
3.6.1, Table3.6.2 or of corrosion pattern, of 1 of the above transverse amidships).
Table3.6.3. those structural members sections is to be within (c) Each bottom plate.
(2) Critical areas, as subject to Close-up Survey 0,5L amidships). (2) Measurement, for general
required by the in accordance (2) Measurement, for general assessment and recording of
Surveyor. withTable3.6.1, Table 3.6.2 assessment and recording corrosion pattern, of those
or Table 3.6.3. of corrosion pattern, of structural members subject
those structural members to Close-upSurvey in
(3) Wind and water strakes in subject to Close-up accordance withTable 3.6.1,
way of the transverse Survey in accordance Table 3.6.2 or Table3.6.3.
sections considered in item withTable 3.6.1, Table (3) All wind and water strakes
(1). 3.6.2 or Table3.6.3. over the full length of the
(3) All wind and waterstrakes ship, port and starboard.
(4) Selected wind and water within the cargo length
strakes outside the cargo (4) All cargo hatchcovers and
area. coamings (plating and
length area. (4) Selected wind and stiffeners).
(5) Cargo hold shell frames on waterstrakes outside the
(5) Remaining exposed
single skin ships, see Note cargo length area.
maindeck plates not
5. (5) All cargo hatchcovers and
considered in item (1) and
representative exposed
(6) Critical areas, as required stiffeners).
superstructure deck plating
by the Surveyor. (6) All transverse webs with
(i.e. poop, bridge and
forecastle deck).
transverse bulkhead
complete in the fore peak
tank see Notes1 and 3.
transverse bulkhead
(7) The aft bulkhead of the
complete in the forepeak
forward cargo hold on
tank and aftpeak tank, see
single skin ships, see
Notes1 and 3.
Note4.
(8) Cargohold shell frames on (7) All keel plates outside the
single skin ships, see cargo length area. Also
Note 5. additional bottom plates in
(9) Critical areas, as required way of cofferdams.
by the Surveyor. Machinery space and aft end
of tanks.
(8) Plating of seachests. Also side
discharges, as considered
(9) The aft bulkhead of the forward
cargo hold on single skin ships,
see Note 4.
(10) Cargo hold shell frames on
single skin ships, see Note 5.
(11) Critical areas, as required
by the Surveyor

PART 1
Notes:
The requirements in this table apply to both single skin and double skins hips unless stated otherwise.
1. For areas in spaces where coatings are found to be in GOOD condition, as defined in Chapter 3 Section 1, [1.7], the extent of
thickness measurement maybe specially considered. Prior to any coatingor re-coating ofcargo holds, scantlings are to be confirmed
by thickness measurement with the Surveyor in attendance.
2. Transverse sections shouldbe chosen where the largest reductions are likely to occur, or as revealed by deck plating measurement.
3. Transverse bulkhead complete including stiffening system.
4. For ships assigned the notation ESP, the corrugated part of the aft transverse bulkhead of the forward cargo hold is to be subject to
thickness measurement. This is to include each vertical corrugation at its lower and middle level including shedder plates and gusset
plates, where applicable.
Single skin bulk carriers contracted for construction prior to1 July 1998 are to undergo are-assessment of their cargo hold shell
frames in accordance with the Provisional Rules for Existing Ships.The number of shell frames to be measured is
equivalent to the number of shell frames subject to Close-up survey, with representative measurements to be taken at
specific are as for each frame.

PART 1
Table3.5.6: Thickness measurement–Single skin Bulk Carriers– Shell plating and stiffening, with
substantial corrosion
(1) Bottom and side shell plating (1) Suspect plate, plus four adjacent 5 point pattern for each panel
plates between longitudinal
(2) Bottom/side shell longitudinal (2) Minimum of three longitudinals in 3 measurements in line across web
way of suspect areas and 3 measurements on flange
(3) Side shell frames (3) Suspect frame and each adjacent a) At each end and mid-span:
5 point pattern on both web
and flange
b) 5 point pattern within 25 mm of
welded attachment to both
shell and hopper sloping plate
Table3.5.7: Thickness measurement–Single skin Bulk Carriers –Double bottom and hopper
structure, with substantial corrosion
(1) Inner bottom plating Suspect plate plus all immediately 5 point pattern for each panel between
adjacent plates longitudinal over 1 m length
(2) Inner bottom longitudinals Three longitudinal in way of plates 3 measurements in line across web
measured and 3 measurements on flange
(3) Transverse floors and Suspect plates 5 point pattern over approximately 1 m 2
longitudinal girders of plating
(4) Watertight floors and (a) lower1/3of tank (a) 5 point pattern over 1 m 2 of plating
girders (b) upper2/3of tank (b) 5 point pattern alternate plates
over 1 m2 of plating
(5) Transverse web frames Suspect plate 5 point pattern over1 m2 of plating

PART 1
Table3.5.8: Thickness measurement–Single skin and double skin Bulk Carriers –Transverse
bulkheads in cargoholds, with substantial corrosion
(1) Lower stool a) Transverse band within 25 mm of a) 5 point pattern between
welded connection to inner-bottom stiffeners over 1 m length
b) Transverse band within 25 mm of b) As above
welded connection to shelf plate
(2) Transverse bulkhead a) Transverse band immediately a) 5 point pattern over 1 m length
above lower stool shelf plate
b) Transverse band at approximately b) 5 point pattern over 1 m2 of
mid- height plating
c) Transverse band at part of
bulkhead adjacent to upper deck c) 5 point pattern over1 m 2 of
or below upper stool shelf plate (for plating
those ships fitted with upper stools)

PART 1
Table 3.5.9: Thickness measurement–Single skin and double skin Bulk Carriers –Deck structure
including cross strips, main cargo hatchways, hatch covers, coamings and topside tanks, with
substantial corrosion
(1) Cross deck strip plating Suspect crossdeck strip plating 5 point pattern between under deck
stiffeners over 1 m length
(2) Under deck stiffeners (a) Transverse members (a) 5 point pattern at each end and
mid-span
(b) Longitudinal member (b) 5 point pattern on both web and
flange
(3) Hatch covers (a) Each side and end plate 3 (a) 5 pointpatternateach location
locations
(b) Top plate, 3 longitudinal (b) 5 point measurement at eachband
bands– 2 on outboard strakes
and 1 on centreline strake
5 point measurement at each band
(4) Hatch coamings Each side and end of coaming,
one upper and one lower band
(5) Topsides all water ballast (a) Watertight transverse
tanks bulkheads
(i) lower 1/3 of Bulkhead (i) 5 point pattern over 1 m 2 of plating
(ii) upper 2/3 of bulkhead (ii) 5 point pattern over 1 m 2 of plating
(iii) stiffeners (iii) 5 point pattern over 1 m length
(b) Swash transverse bulkheads
(i) lower 1/3 of bulkhead (i) 5 point pattern over 1 m 2 of plating
(ii) upper 2/3 of bulkhead (ii) 5 point pattern over 1 m 2 of plating
(iii) stiffeners (iii) 5 point pattern over 1 m length
(c) 3 representative bays of the
topside sloping plate
(i) lower 1/3 of tank (i) 5 point pattern over 1 m 2 of plating
(ii) upper 2/3 of tank (ii) 5 point pattern over 1 m 2 of plating
(d) suspect longitudinals and 5 point pattern both web and flange
adjacent longitudinals over 1 m length
(6) Maindeck plating Suspect plates and 4 immediately 5 point pattern over 1 m2 of plating
adjacent plates
(7) Maindeck longitudinals Minimum of 3 longitudinals where 5 point pattern on both web and
plating measured flange over 1 m length
(8) Webframes/transverses Suspect plates 5 point pattern over 1 m2 of plating

PART 1
Table 3.5.10: Thickness measurement–Double skin Bulk Carriers–Bottom, inner bottom and hopper
structure, with substantial corrosion
(1) Bottom,inner bottom and (a) Minimum of 3 bays across double 5 point pattern for each panel
hopper structure plating bottom tank, including aft bay between longitudinal and floors
(b) Measurements around and under
all suction bellmouths
(2) Bottom, inner bottom and Minimum of 3 longitudinals in each 3 measurements in line across flange
hopper structure bay where bottom plating measured and 3 measurements on the vertical
longitudinals web
(3) Bottom girders, including At fore and aft watertight floors and in Vertical line of single measurements
watertight girders centre of tanks on girder plating with 1 measurement
between each panel stiffener, or a
minimum of 3 measurements
(4) Bottom floors, including 3 floors in the bays where bottom 5 point pattern over 2 m2 area
watertight floors plating measured,with measurements
at both ends and middle
(5) Hopper structure web frame 3 floors in bays where bottom plating 5 point pattern over1 m2 of plating and
ring measured single measurements on flange
(6) Hopper structure transverse (a) Lower 1/3 of bulkhead (a) 5 point pattern over1 m 2 of plating
watertight bulkhead or
(b) Upper 2/3 of bulkhead (b) 5 point pattern over 2 m 2 ofplating
swash bulkhead
(c) Stiffeners (minimum of 3) (c) For web, 5 point pattern over span
(2 measurements across web a
teach end and 1 at centreof span).
For flange,single measurements at
each end and centre of span
(7) Panel stiffening Where applicable Single measurements

PART 1
Table3.5.11: Thickness measurement–Double skin Bulk Carriers–Double side space structure
(including wing void spaces of Ore Carriers), with substantial corrosion
(1) Side shell and inner plating:
(i) Upper strake and strakes in (i) Plating between each pair of (i) Single measurement
way of horizontal girders transverse frames/longitudinals
in a minimum of 3 bays along the
tank
(ii) All other strakes (ii) Plating between every third pair (ii) Single measurement
of longitudinals in same 3 bays
(2) Side shell and innerside

transverse frames/longitudinal
on:
(i) Upper strake (i) Each transverse (i) 3 measurements across web
frame/longitudinal in same 3 bays and 1 measurement on flange
(ii) All other strakes (ii) Every third transverse (ii) 3 measurements across web
frame/longitudinal in same 3 bays and 1 measurement on flange
(3) Transverse Minimum of 3 at top,middle and 5 point pattern over area of bracket
frames/longitudinals– brackets bottom of tank in same 3 bays
(4) Verticalweb and transverse
bulkheads:
(i) Strakes in way of horizontal (i) Minimum of 2 webs and both (i) 5 point pattern over approx.2 m 2
girders transverse bulkheads area
(ii) Other strakes (ii) Minimum of 2 webs and both (ii) 2 measurements between each
transverse bulkheads pair of vertical stiffeners
(5) Horizontal girders Plating on each girder in a 2 measurements between each

minimum of 3 bays pair of longitudinal girder stiffeners
5.5 Special Surveys – Machinery

[Sec 4] gives the detailed requirements for examination of machinery and piping.

PART 1
SECTION 6 SURVEYS-OIL TANKERS, ORE OR OIL CARRIERS OR

COMBINATION CARRIERS
Contents
6.1 Scope ........................................................................................................................................ 141

6.2 Annual surveys ......................................................................................................................... 141
6.4 Special Surveys –Hull ............................................................................................................... 147

PART 1
6.1 Scope
6.1.1 This requirements for periodical surveys of ships which have been assigned class notations
given here under are discussed in this section:
Oil Tanker ESP
Ore or Oil Carrier ESP
Oil or Bulk Carrier ESP
6.1.2 For ships with class notation Ore or Oil Carrier ESP and Oil or Bulk Carrier ESP, the
relevant requirements given in [Sec.5] are also applicable.
6.2 Annual surveys

6.2.1 General
6.2.1.1 Surveyor examines the hull and machinery, so far as feasible, to be content with
6.2.1.2 Annual Surveys are to be executed within 3 months prior to or after the anniversary
date each year and should be concurrently executed with statutory annual or other
relevant statutory surveys, where feasible.
6.2.1.3 Normally, access to cargo tanks or other spaces within the cargo areas that
necessitates gas freeing will not be required unless correct functioning for checking
items of equipment and installations is to be done.
6.2.2 Hull and weather deck
6.2.2.1 The survey is done to examine and ensure, as much as feasible, that the
weather decks; hull, hatch coamings, hatch covers including their equipment and
related piping, securing arrangement and other closing appliances are
maintained in proper and efficient condition. The underlying is to be paid special
attention:
a) Weather deck, ship side plating above water line.
c) Weld connection between air pipes and deck plating; air pipe heads on
exposed decks (external examination); ventilators and closing devices.
d) Scuppers and sanitary discharges with valves and controls.
e) Guard rails, bulwarks, freeing ports, gangways, walkways and life lines.
f) Openings on superstructure decks and freeboards; exposed casings;
skylights and fiddley; deck houses; companionways; superstructure
bulkheads; side scuttles; dead lights; flush deck scuttles; ash shoots and
other openings.
g) Cargo tank openings including gaskets, covers, coamings and flame
screens.
h) Cargo tanks pressure/vacuum valves and devices that prevent passage of
flame besides secondary means to prevent over or under pressure.
i) Flame screens on vents to all bunker tanks.
j) Cargo, crude oil washing, bunker and vent piping systems, including vent
masts and headers.
6.2.2.2 Examination of pump room and pipe tunnel, if fitted, is to be executed and
underlying also included:
a) All pump room bulkheads for signs of oil leakage or fractures and, in
particular, the sealing arrangements of all penetrations of pump room
bulkheads.
b) The condition of all piping systems.

PART 1
bulkheads, as much as feasible.
previous surveys, thickness measurements are to be taken.
results of the Special and Intermediate surveys.When considered necessary by the
Surveyor or where extensive corrosion exists, thickness measurement is to be
3.6.6.].
6.2.2.6 As much as feasible, anchoring and mooring equipment is to be examined. A
general examination of emergency towing arrangements is to be done to ensure
their ready availability. For ships with single point mooring arrangements and
where 'SPM' notation is assigned, the underlying are to be specifically examined:
a) Components of the single point mooring system (bow fairleads, bow chain
stoppers, pedestal roller fairleads, winches and capstans), to verify their
b) Hull structures supporting adjacent to the components of the single point
mooring system, to validate that there isn’t any deformation or fracture.
6.2.2.7 Where applicable Surveyor should satisfy himself regarding the freeboard marks
on the ship's side.
operation manual is available on board, [See Part 3 of IRS rules] It is to be also
fitted;
6.2.2.12 Davits and fittings on the ship’s deck associated with accommodation ladders and
gangways are to be examined for satisfactory condition at annual surveys. Fittings
or structures for means of access to deck such as handholds in a gateway or
bulwark ladder and stanchions are also to be examined.

PART 1
years.
6.2.3.1 A general examination of the machinery, boilers, all pressurised systems (steam,
pneumatic, hydraulic) and their associated fittings, propulsion system and
auxiliary machinery to see whether they are being properly maintained and with
particular attention to the fire and explosion hazards.
6.2.3.2 Ascertain that machinery, boilers, pressure vessels, associated piping systems
and fittings are so installed such that there is no danger to persons on board,
especially from the moving parts, hot surfaces and other hazards.
6.2.3.3 Ascertain that Periodical Surveys of boilers and other pressure vessels have een
propulsion and safety of the ship, including, the means to run of remote
controlled propulsion machinery from the navigating bridge and the
arrangements to operate the main and other machinery from machinery control
room. Also ascertain the normal operation of the propulsion machinery, its
sustenance and restoration, even if one of the vital auxiliaries becomes
inoperative.
6.2.3.6 It is required to examine and test all main and auxiliary steering arrangements
and their associated equipment and control systems. Where applicable,
Surveyors are to verify that log entries are in line with the statutory requirements.
Confirming, when appropriate, that requisite arrangements to regain steering
capability in the event of the prescribed single failure are being maintained.
lengths of chain worn by more than 12% of the original rule diameter at the mean
relaying heading information and, when required, the visual compass readings
are also available.
communication with any other positions from which the engines are controlled
are operating satisfactorily.
6.2.3.12 Ascertain that engineer's alarm is clearly audible in the engineer's
accommodation.
extended spindles and level alarms, where fitted, are to be examined and it is to
be ensured that the bilge pumping system for each watertight compartment is in
PART 1
6.2.3.15 Examination of the main electrical machinery, the emergency sources of
electrical power, the switch gear, other electrical equipment including the lighting
system visually and in operation, as feasible, is to be done.
including their starting arrangement, the systems supplied, and when
appropriate, their automatic operation is in satisfactory working order.
detection, alarm systems and control systems is to be verified. Assurance that
precautions provided against shock, fire and other hazards of electrical origin are
duly taken.
6.2.3.18 Assurance that machinery space ventilation systems are in good working
condition.
6.2.3.19 Examination of cargo, bilge, ballast and stripping pumps for excessive gland seal
leakage, proper operation of electrical and mechanical remote operating
systems, shutdown devices and pump room bilge system, and also ensure that
pump foundations are intact.
6.2.3.20 Checking the protection of cargo pump room and specifically:
a) Checking temperature sensing devices for bulkhead glands and alarms;
b) Checking interlock between lighting and ventilation.
c) Checking gas detection system.
d) Checking bilge level monitoring devices and alarms.
6.2.3.21 The operational condition of installed pressure gauges on cargo discharge lines
and level indicating systems.
6.2.3.22 Examination of emergency lighting in all cargo pump rooms of tankers
constructed after 1 July 2002.

protection. Underlying are to be checked:
system(s);
hydrants;
systems tests;

PART 1
suitably charged.
k) Ascertain that the pump room ventilation system and dampersare
functioning properly and ducting is intact and screens are clean;
l) Examination of piping and cut-out valves of cargo tank and cargo pump
room fixed fire fighting system externally;
m) verification that the deck foam system and deck sprinkler system are in
good operating condition so far as is practicable;
n) Ascertain that all electrical equipments in danger zones are in good
condition and properly maintained, as much as feasible;
o) Ensuring that the deck foam system and supplies of foam concentrate are
proper and test that minimum number of jets of water at the required
pressure in the fire main are availableduring operation of the system;
p) The fire-extinguishing systems for spaces containing paint and/or
service spaces;
q) The fire safety requirements of any helicopter facilities;
these requirements.
6.2.4.2 For tankers installed with inert gas system, as per the requisites of [Section 14,],
its examination is to be executed.

6.3.1 General
6.3.1.1 Intermediate surveys are to be conducted at or between the second or third
Annual Survey. However, only additional items of Annual Survey may be
examined between the second or third Annual Survey. Simultaneous crediting to
both Intermediate survey and Special survey for surveys and thickness
measurements of spaces is not acceptable.
ships below 5 years of age additional examination over and above the
requirements of Annual survey may be required though only at the discretion of
the Surveyors.
in written format on board until the Intermediate Survey has been accomplished.

PART 1
is to take place between the attending Surveyor(s), the Owner’s representative
and where involved, the thickness measurement company representative and the
master of ship or a qualified representative appointed by the Master or Company
to ascertain that all the arrangements envisioned in the survey programme are in
6.3.2 Examination and testing
The underlying items are to be examined and tested:
6.3.2.1 Depending on the type and age of the tanker, the survey to the extent specified in
[6.3.2 to 6.3.5] is initiated.
6.3.2.2 For weather decks, cargo, crude oil washing, bunker, ballast, steam and vent
piping systems as well as vent masts and headers are examined. If there is any
deterioration in the condition of the piping, it may either be pressure tested or its
thickness is measured or both.
6.3.2.3 The electrical equipments in dangerous zones are examined and insulation
resistance of their circuits is measured. The recent readings may be accepted if
they are properly recorded after testing. These measurements are only attempted
when the ship is in gas free condition and are taken within an acceptable time
period.
6.3.3 Oil tankers between age of 5 and 10 years
6.3.3.1
a) Single hull oil tankers:
Examination of all ballast tanks is done and ifdeemed necessary by the Surveyor,
their thickness measurement and testing is also done to ascertainintegrity of the
structure.
b) Double hull oil tankers:
Instead of testing all the tanks, Surveyor selects representative tanks from the
tanks used for water ballast, to execute an Overall Survey. If it reveals no visible
structural defects, the testing may be restricted to verification that the hard
protective coating is in GOOD condition or not.
6.3.3.2 Close up Survey of suspect areas identified in the previous surveys are done in
addition to the requirements above.
6.3.3.3 For ballast tanks, where a hard protective coating is in less than GOOD condition
or where a hard protective coating was not applied from the time of construction
and is not renewed either or where a soft or semi-hard coating has been applied
the tank(s) in question, are to be examined at subsequent Annual Surveys, as
required.
6.3.4 Oil tankers between age of 10 and 15 years

tanks are given here as under. However, pressure testing of cargo and ballast tanks and
survey of automatic air pipe heads and the requirements for longitudinal strength evaluation
of hull girder are not executed, unless deemed necessary by the attending Surveyor.
Thickness measurement is to done as per the specifications of [items 1) to 4) of Table
3.6.6]

PART 1
6.3.5 Oil tankers of over 15 years of age:
tanks are given here as under. However, pressure testing of cargo and ballast tanks and
survey of automatic air pipe heads as specified in [3.4.6.10] and the requirements for
longitudinal strength evaluation of hull girder as required in [3.4.10.2] are not executed,
unless deemed necessary by the attending Surveyor. Thickness measurement is to done
as per the specifications of [items 1) to 4) of Table 3.6.6]
6.3.5.1 The Intermediate Survey may be initiated at the second Annual Survey and be
progressed during the succeeding year to completion by the third Annual Survey
instead of the application of [3.4.1.4].
6.3.5.2 A Dry Dock Survey is to be part of the Intermediate Survey. Rest with respect to
the Overall and Close-up Surveys and thickness measurements and repairs
applicable to the lower parts of cargo holds and ballast tanks (i.e. parts below light
ballast water line), are to be accomplished in the drydock.
6.4 Special Surveys –Hull

6.4.1 General
6.4.1.1 The requirements of [Sections 2.10 and 4.1] are to be fulfilled, as applicable.
6.4.2 Documentation
below:
measurement and executive hull summary as per IMO Resolution A.744
(18).
any.
iv) Extent of use of inert gas plant and tank cleaning procedures.
v) Other relevant information that may help to identify critical structural
vi) Survey Programme as required by [6.4.3].
The complete documentation in [6.4.2.1] is to be readily available for examination
by the Surveyor and should be used as a basis for survey.

before the Survey Programme is developed.

PART 1
6.4.4.2 The examination to ascertain substantial corrosion, significant deformation,
6.4.4.3 Where substantial corrosion, as defined in Chapter 3 Section 1, [1.7], is seen and
is not rectified, the areas will be subject to reexamination at Annual and
Intermediate Surveys.
For salt-water ballast tanks and combined tanks that carry salt-water ballast and
cargo oil, the examination will be done at Annual Survey and Intermediate Survey.
For cargo oil tanks, the examination will be required at Intermediate Surveys.
6.4.4.4 All cargo piping on deck, including Crude Oil Washing (COW) piping, and cargo
and ballast piping within those spaces indicated in [6.4.4.1]are to be examined and
tested under working conditions to ascertain tightness and proper functionality. The
ballast piping in cargo tanks and any cargo piping in ballast tanks and void spaces
are specially attended to.
extent gets its basis from the saltwater ballast tank requirements.
6.4.4.6 In tanks, the attachments to the structure and condition of anodes are examined.
6.4.4.7 If strums are fitted in the cargo suction pipes, they are detached or lifted to facilitate
examination of the shell plating and bulkheads placed in proximity, unless other
means for visual inspection of these parts are provided.
6.4.5 Testing
The minimum requirements for tank testing, as applicable, are given in [Table 3.6.1] and
the Surveyor may extend it, if required. The other requirements for tank testing, as
applicable, are given in [4.3.1.5]
6.4.6.1 The minimum requirements for Close-up Survey are given in [Table 3.6.2] (Single
hull oil tankers), [Table 3.6.3] (Double hull oil tankers), [Table 3.6.4] (Ore/oil ships)
and [Table 3.6.5] (Ore/bulk/oil ships). It may be extended, as deemed necessary
by the Surveyor, after evaluating the condition of the corrosion prevention system
and spaces with structural arrangements or details which have suffered defects in
similar spaces or on similar ships (according to available information) or spaces
which have structures approved with reduced scantlings in association with an
approved Corrosion Control System (C.C.).
6.4.6.2 The extent of Close-up Surveys may be specially considered for areas in tanks
and cargo holds where coatings are found to be in GOOD condition, as defined in
Chapter 3 Section 1,[1.7].

PART 1
6.4.7.1 [Table 3.6.6] gives the minimum requirements for thickness measurements (Single
and double hull oil tankers, including Ore/Bulk/Oil ships and Ore/Oil ship).
6.4.7.2 Where substantial corrosion, as defined in Chapter 3 Section 1,[1.7], is there in
some areas, then additional measurements are to be taken, as applicable and as
per [Tables 3.6.7, 3.6.8, 3.6.9, 3.6.10, 3.6.11, 3.6.12, 3.6.13, 3.6.14 and 3.6.15] to
determine the full extent of the corrosion pattern. Until and unless the additional
thickness measurements have been taken, survey will not be considered
complete.
6.4.7.3 In case of Oil tankers (including Ore/Oil and Ore/Bulk/Oil ships) of 130 m in
length and upwards (as defined by the International Convention on Load Lines in
force), the ship’s longitudinal strength is to be evaluated by using the thickness
ofstructural members measured, renewed and reinforced as appropriate, during
the Special Surveys executed after the ship attains 10 years of age.
Table 3.6.1: Tank testing requirements – Single hull and double hull oil tankers, ore/oil ships and
ore/bulk/oil Ships
Special Survey I (Ships 5 years old) Special Survey II and subsequent (Ships 10 years
old and over)
All ballast tank boundaries All ballast tank boundaries
Cargo tank boundaries facing ballast tanks,void All cargo tank bulkheads
spaces,pipe tunnels, pump rooms or cofferdams

PART 1
Table 3.6.2: Close-up Survey – Single hull oil tankers
(1) One web frame ring–in (1) All web framerings–in a (1) All web frame rings, (1) As Special Survey III
a wing ballast tank, if wing ballast tank,if any,
See Note1: (2) Additional transverse
any, or a cargo wing or a cargo wing tank
(a) in all ballast tanks areas if deemed
tank used primarily for used primarily for water
(b) in a cargo wing necessary by the
water ballast, see ballast, see Note 1
tank Surveyor
Note1
(2) One deck transverse,
(2) Aminimum of 30% of all
(2) One deck transverse – See Notes 2 and 8:
web framerings in each
in a cargo tank,see
(a) In each of the remaining cargo wing
Note 2
remaining ballast tank, see Notes 1 and
(3) One transverse tanks, if any 8
bulkhead, (b) in a cargo wing
(3) All transverse
tank
See Note 4: bulkheads–in all cargo
(c) in 2 cargo centre
(a) in a ballast tank and ballast tanks, see
tanks
(b) in a cargo wing Note 3
tank (3) Both transverse
(4) A minimumof 30% of
(c) in a cargo centre bulkheads– In a wing
deck and bottom
tank ballast tank, if any,or a
transverses in each
cargo wing tank used
cargo centre tank, see
primarily for water
Notes 5 and 8.
ballast, See Note 3
(5) As considered
(4) One transverse
necessary by the
bulkhead,
Survey or, see Note 6
See Note 4:
(a) in each remaining
ballast tank
(b) in a cargo wing
tank
tanks
Notes:
1. Complete transverse web framering including adjacent 5. Deck and bottom transverse including adjacent structural
structural members. members.
2. Deck transverse including adjacent deck structural members. 6. Additional complete transverse web framering.
3. Transverse bulkhead complete, including girder system and 7. Ballast tank includes peak tanks.
adjacent members and adjacent longitudinal bulkhead structure. 8. Within the mid 0.5 length of the tank.The 30% is to be rounded
4. Transverse bulkhead lower part including girder system and up to the next whole number of structural
items.adjacent structural members.

PART 1
Table 3.6.3: Close-up Survey – Double hull oil tankers
(1) One web frame ring in (1) All web frame rings in a (1) All web frame rings in all (1) As Special Survey III
a complete ballast complete ballast ballast tanks, see Note
(2) Additional transverse
tank,see Notes 1 and 3 tank,see Notes 1 and 3 3
are as if deemed
(2) One deck transverse in (2) The knuckle area and (2) All web framerings in a necessary by the
a cargo tank, see the upper part cargo tank, see Note 9 Surveyor, see Note 10
Notes 4 and 12 (approx.5m) of one
(3) One web frame ring in
web frame ring in each
(3) One transverse each remaining cargo
remaining ballast tank,
bulkhead in a complete tank, see Note 9
see Note 8
ballast tank, see Notes
(4) All transverse
1 and 6 (3) One deck transverse in
bulkheads–in all cargo
two cargo tanks, see
(4) One transverse and ballast tanks, see
Note 4
bulkhead in a cargo Notes 5 and 6
centre tank, see Notes (4) One transverse
(5) As considered
2 and 7 bulkhead in each
necessary by the
complete ballast tank,
(5) One transverse Surveyor, see Note10
see Notes 1 and 6
bulkhead in a cargo
wing tank, see Note 7 (5) One transverse
bulkhead in two cargo
centre tanks, see Notes
2 and 7
(6) One transverse
bulkhead in a cargo
wing tank, see Note 7
Notes:
1. Complete ballast tank means double bottom tank plus the 6. Transverse bulk head complete in ballast tanks, including
girder double side tank and the double deck tank, as applicable, system and adjacent structural members including longitudinal
even if these are separate. bulkheads,girders in double bottom tanks,inner bottom
2. Where there are no centre tanks, the transverse bulkheads in plating, hopperside, connecting brackets.
Wing tanks are to be subject to Close-up Survey. 7. Transverse bulkhead lower part in cargo tanks, including girder
3. Web framering in a ballast tank includes the vertical web in system,adjacent structural members(including longitudinal
side tank,hopperweb inhopper tank,floor in double bottom bulkheads)and internal structure of lower stool, where fitted
tank and deck transverse in a double deck tank and adjacent 8. The knuckle area and the upper part(approximately 5
m),structural members.In peak tanks a web frame means a including adjacent structural members.Knuckle area is the
complete transverse web frame,including adjacent structural area of the web frame around the connections of the sloping
members. Hopper plating to the inner hull bulkhead and the inner bottom
4. Deck transverse including adjacent deck structural members plating,upto 2 m from the corners both on the bulkhead and
(or external structure on deck in way of the tank,where the double bottom.
applicable). 9. Web frame ring in cargo tank includes deck transverse,
5. Transverse bulkhead complete in cargo tanks, including girder longitudinal bulkhead vertical girder and cross ties, where
system, adjacent structural members(including longitudinal fitted,and adjacent structural members.
bulkheads)and internal structure of lower and upper stools, 10. Additional complete transverse web frame
ring.where fitted. 11. Ballast tanks include peak tanks.
12. Within the mid 0.5 length of the tank.

PART 1
Table 3.6.4: Close-up Survey – Ore/oil ships
(1) One web framering– in a (1) All web framerings– in (1) All web frame rings, (1) As Special Survey III
wing ballast tank, if any, a wing ballast tank,if see Note1:
(2) Additional transverse
or a cargo wing tank used any, or a cargo wing (a) in all ballast tanks
areas if deemed
primarily for water ballast, tank used primarily for (b) in a cargo wing
necessary by the
see Note 1 water ballast, see Note tank
Surveyor
1
(2) One deck transverse –in
(2) One web framering–
a cargo tank, see Note 2 (2) Onedeck transverse,
in each remaining
see Notes 2 and 6:
(3) One transverse bulkhead, cargo wing tank, see
see Note 4: (a) in each of the Notes 1 and 6
remaining ballast
(a) in a ballast tank (3) One deck transverse–
tanks,if any
(b) in a cargo wing tank in each cargo centre
(b) in a cargo wing tank
(c) in a cargo centre tank tank, see Notes 2 and
6
tanks
(4) All transverse
(3) Both transverse
bulkheads– in all
bulkheads–in a wing
cargo and ballast
ballast tank, if any,or a
tanks,see Note 3
cargo wing tank used
primarily for water (5) All cargo hold hatch
ballast, see Note 3 covers and coamings
(4) One transverse
bulkhead, (6) All deck plating inside
see Note 4: line of hatch
coamings between
(a) in each remaining
cargo hold hatches
ballast tank
(b) in a cargo wing tank (7) As considered
(c) in 2 cargo centre necessary by the
tanks Surveyor, see Note 5
(5) Selected cargo hold
hatch covers and
coamings(plating and
stiffeners)
(6) Selected areas of deck
plating inside line of
hatch openings
between cargo hold
hatches
Notes:
1. Complete transverse web frame ring including adjacent 4. Transverse bulkhead lower part including girder system
and structural members. Adjacent structural members.
2. Deck transverse including adjacent deck structural members. 5. Additional complete transverse web framering.
3. Transverse bulkhead complete, including girder system and 6. Within the mid 0.5 length of the tank adjacent
members,and adjacent longitudinal bulkhead structure.

PART 1
Table 3.6.5: Close-up Survey – Ore/Bulk/Oil ships
(1) 25% of shell frames (1) 25% of shell frames (1) All shell frames in the (1) All shell frames
and their end including their end forward cargo hold including their end
attachments in the attachments and and 25% of frames in attachments and
forward cargo hold at adjacent shel plating remaining cargo holds, adjacent shellplating
representative in all cargo holds including their end in all cargo holds
positions attachments and
(2) 1 transverse web with (2) All transverse webs
adjacent shell plating
(2) Selected frames and associated plating and with associated plating
their end attachments longitudinals in each (2) All transverse webs and longitudinals in
in remaining cargo water ballast tank (i.e. with associated plating each water ballast
holds topside, hopper side and longitudinals in tank (i.e. topside,
or side tank) each water ballast hopper side or side
(3) 1 transverseweb with
tank (i.e. topside, tank)
associated plating and (3) Forward and aft
hopper side or side
longitudinals in 2 transverse bulkhead in (3) All transverse
tank)
representative water 1 side ballast tank, bulkheads in ballast
ballast tanks of each including stiffening (3) All transverse tanks, including
system bulkheads in ballast stiffening system
(i.e.topside,hopper
tanks, including
side or side tank) (4) 1 transverse bulkhead (4) All cargohold
stiffening system
in each cargo hold transverse bulkheads
(4) 2 selected cargo hold
including internal (4) All cargohold including internal
structure of upper and transverse bulkheads structure of upper and
including internal
lower stools where including internal lower stools, where
fitted.This is to include structure of upper and fitted
lower stools where
the aft bulkhead in the lower stools, where
fitted.This is to include (5) All cargo hold hatch
forward cargo hold fitted
the Aft bulkhead in the covers and coamings
forward cargo hold (5) Selected cargo hold (5) All cargo hold hatch (plating and stiffeners)
hatch covers and covers and coamings
(6) All deck plating inside
coamings (plating and (plating and stiffeners)
line of hatch openings
stiffeners)
(6) All deck plating inside between cargo hold
(6) Selected areas of line of hatch openings hatches
deck platingin sideline between cargo hold
of hatch openings hatches
between cargo hold
hatches
Notes:
1. Ballast tank includes peak tanks.
2. Close-up Survey of transverse bulkheads to be carried out at four levels:
Level (a) Immediately above the inner bottom and immediately above the line of gussets (if fitted) and shedders for ships
without lower stool.
Level (b) Immediately above and below the lower stool shelf plate (for those ships fitted with lower stools), and immediately
above the line of the shedder plates.
Level (d) Immediately below the upperdeck plating and immediately adjacent to the upper wing tank and immediately below
the upper stool shelf plate for those ships fitted with upper stools, or immediately below the topside tanks.

PART 1
Table 3.6.6: Thickness measurement – Single hull and double hull Oil tankers, Ore/Oil ships and
Ore/Bulk/Oil ships
(1) 1 section of deck plating for (1) Within the cargo area : (1) Within the cargo area:
the full beam of the ship within
(a) Each deck plate. (a) Each deck plate.
0.5L amidships In way of a
(b) 2 transverse sections, see (b) 3 transverse sections, see
ballast tank, if any, or a cargo
Note 6. Note6.
tank used primarily for water
(c) Each bottom plate.
ballast. (2) Measurements for general
assessment and recording of (2) Measurements for general
(2) Measurements for general
corrosion pattern of the assessment and recording of
assessment and recording of
structural members subject to corrosion pattern of the
corrosion pattern of the
Close-up Survey in accordance structural members subject to
structural members subject to
with Table 3.7.2, Table 3.7.3, Close-up Survey in accordance
Close-up Survey in
Table 3.7.4 or Table 3.7.5. with Table3.7.2, Table3.7.3,
accordance with Table 3.7.2,
Table3.7.4 or Table3.7.5.
Table 3.7.3, Table 3.7.4 or (3) Selected wind and waterstrakes
Table 3.7.5. outside the cargo area. (3) All wind and water strakes over
the full length of the ship, port
(3) Critical areas, as required by (4) All wind and water strakes
and starboard.
the Surveyor. within the cargo area.
Special Survey 2 (4) All cargo hold hatch covers and
(5) All cargo hold hatch covers and
5 < Ships ≤ 10 years coamings (plating and
stiffeners), see Note 5.
(1) Within the cargo area: stiffeners), see Note 5.
(5) Remaining exposedmain deck
(a) Each deck plate. (6) All transverse webs with
plating not considered in item (1)
(b) 1 transverse section, see associated plating and
and representative exposed
Note 6. longitudinals, and the
superstructure deck plating
(2) Measurements for general (i.e.poop, bridge and forecastle
in thefore peaktank, see Notes
assessment and recording of deck).
1 and 4.
corrosion pattern of the (6) All transverse webs with
structural members subject to (7) Critical areas, as required by
Close-up Survey in the Surveyor.
longitudinals, and the transverse
accordance with Table 3.7.2, bulkhead complete in the
Table3.7.3, Table3.7.4 or forepeak tank and aft peak tank,
Table 3.7.5. see Notes1 and 4.
(3) Selected wind and water (7) All keel plates outside the cargo
strakes outside the cargo tank length. Also additional
area. bottom plates in wayof
(4) Critical areas, as required by cofferdams, machinery space
the Surveyor. and aft end of tanks.
discharges,
As considered necessary by the
Surveyor.
(9) Critical areas, as requiredby the
Surveyor.

PART 1
Notes:
1. For areas in tanks where coatings are found to be in GOOD condition, as defined in Chapter 3 Section 1, [1.7], the extent of
thickness measurements may be specially considered.
2. Transverse sections should be chosen where the largest reductions are likely to occur, or as revealed by deck plating measurements.
3. Where two or three transverse sections are required to be measured, atleast one is to include a ballast tank within 0.5L amidships.
5. All cargo hold hatch covers and coamings, where fitted, are to be measured on ore/oil and ore/bulk/oilships.
6. For oil tankers (including Ore/Oil and Ore/Bulk/Oil ships), with length ≥130m and over10 years of age, the longitudinal strength is
to be evaluated. In such cases, a minimum of three transverse sections are to be measured within 0.5 Lamidships.
Table 3.6.7: Thickness measurement – Single hull Oil Tankers, Ore/Oil ships and Ore/Bulk/Oil ships
– Bottom structure with substantial corrosion
(1) Bottom plating Minimum of 3 bays across 5 point pattern for each panel
tank, including aft bay between longitudinals and webs
Measurement around and under
all suction strums
(2) Bottom longitudinals Minimum of 3 longitudinals in each 3 measurements in line across
bay where bottom plating flange and 3 measurements on
measured vertical web
(3) Bottom girders and brackets At fore and aft transverse Vertical line of single
bulkhead, bracket toes and in measurements on web plating with
centre of tanks 1 measurement between each
panel stiffener, or a minimum of 3
measurements. 2 measurements
across face flat. 5 point pattern on
girder/bulkhead brackets.
(4) Bottom transverse webs 3 webs in bays where bottom 5 point pattern over 2 m 2 area.
plating measured, with Single measurements on face flat
measurements at middle and both
ends

PART 1
– Deck structure with substantial corrosion
(1) Deck plating 2 bands across tank Minimum of 3 measurements per

plate per band
(2) Deck longitudinals Minimum of 3 longitudinals in each 3 measurements in line vertically on

of 2 bays webs and 2 measurements on
flange (if fitted)
(3) Deck girders and brackets At fore and aft transverse bulkhead, Vertical line of single measurements
bracket toes and in centre of tanks on web plating with1 measurement
between each panel stiffener, or a
minimum of 3 measurements. 2
measurements across face flat. 5
point pattern on girder/bulkhead
brackets
(4) Deck transverse webs Minimum of 2 webs with 5 point pattern over 2 m 2 area.
measurement at both ends and Single measurements on face flat
middle of span
– Shell and longitudinal bulkheads with substantial corrosion
(1) Deck head and bottom Plating between each pair of Single measurement
strakes and strakes in way of longitudinals in a minimumof 3
stringer platforms bays
(2) All other strakes Plating between every 3rd pair of Single measurement
longitudinals in same 3 bays
(3) Longitudinals–deck head and Each longitudinal in same 3 bays 3 measurements across web and
bottom strakes 1 measurement on flange
(4) Longitudinals–all others Every third longitudinal in same 3 3 measurements across web and
bays 1 measurement on flange
(5) Longitudinals–bracket Minimum of 3 at top,middle and 5 point pattern over area of

bottom of tank in same 3 bays bracket
(6) Web frames and crossties 3 webs with minimum of 3 5 point pattern over 2 m2 area,
locations on each web, including in plus single measurements on web
way of cross tie connections frame and cross tie faceflats

PART 1
– Transverse bulkheads and swash bulkheads with substantial corrosion
(1) Deck head and bottom strakes Plating between pair of stiffeners at 5 point pattern between stiffeners
in way of stringer platforms 3 locations: approx.1/4,1/2 and ¾ over 1m length
width of tank
(2) All other strakes Plating between pair of stiffeners at Single measurement
middle location
(3) Strakes in corrugated Plating for each change of scantling 5 point pattern over 1 m2 of plating
bulkheads at centre of panel and at flange or
fabricated connection
(4) Stiffeners Minimum of 3 typical stiffeners For web, 5 point pattern over span
between bracket connections(2
measurements across web at each
bracket connection and one at
centre of span).For flange,single
measurements at each bracket toe
and at centre of span
(5) Brackets Minimum of 3 at top, middle and 5 point pattern over area of bracket
bottom of tank
(6) Deepwebs and girders Measurements at toe of bracket For web, 5 point pattern over 1 m2
and at centre of span area.
3 measurements across face flat
(7) Stringer platforms All stringers with measurements at 5 point pattern over 1 m2 area plus
middle and both ends single measurements near bracket
toes and on face flats

PART 1
Table 3.6.11: Thickness measurement – Double hull Oil Tankers – Bottom, inner bottom and hopper
structure with substantial corrosion
(1) Bottom,inner bottom and hopper Minimum of 3 bays across double 5 point pattern for eachp anel
plating bottom tank, including aft bay. between longitudinals and floors
Measurement around and under all
suction strums
(2) Bottom,inner bottom and hopper Minimum of 3 longitudinals in each 3 measurements in line across
longitudinals bay where bottom plating measured flange and 3 measurements on
vertical web
(3) Bottom girders,including At the fore and aft watertight Vertical line of single measurements
watertight girders floorsand in centre of tanks on girder plating with 1
measurement between each panel
stiffener,or a minimum of 3
measurements
(4) Bottom floors, including 3 floors in bays where bottom 5 point pattern over 2 m2 area
watertight floors plating measured, with
measurements at both ends and
middle
(5) Hopper web framering 3 floors in bays where bottom 5 point pattern over1 m2of
plating measured plating.Single measurements on
flange
(i) 5 point pattern over1 m2 of
(6) Hopper transverse watertight (i) Lower1/3 of bulkhead plating
bulkhead or swash bulkhead (ii) 5 point pattern over 2 m 2 of
(ii) Upper2/3 of bulkhead
plating.
(iii) For web, 5 point pattern
(iii) Stiffeners(minimumof 3)
overspan (2 Measurements
across web at each end and 1
at centr eof span).For flange,
single measurement at each
end and centre of span.

PART 1
Table 3.6.12: Thickness measurement – Double hull Oil Tankers – Deck structure with substantial
corrosion
(1) Deck plating 2 transverse bands across tank Minimum of 3 measurements per
plate per band
(2) Deck longitudinals Every 3rd longitudinal in each of 2 3 measurements in line vertically on
bands with a minimum of 1 webs and
longitudinal 2 measurements on flange (If fitted)
(3) Deck girders and brackets At the foreand aft transverse Vertical line of single measurements
(usually in cargo tanks only) bulkhead, bracket toes and in centre on web plating with1 measurement
of tanks between each panel stiffener, or a
minimum of 3 measurements. 2
measurements across flange. 5
point pattern on girder/bulkhead
brackets
(4) Deck transverse webs Minimum of 2 webs, with 5 point pattern over 1 m2 area.
measurements at both ends and Single measurements on the flange
middle of span
(5) Vertical web and transverse Minimum of 2 webs, and both 5 point pattern over1 m² area
bulkhead in wing ballast tank transverse bulkheads
(two metres from deck)

PART 1
Table 3.6.13: Thickness measurement – Double hull Oil Tankers – Wing ballast tank structure with
substantial Corrosion
(1) Side shell and longitudinal
bulkhead plating:
(i) Upper strake and strakes in (i) Plating between each pair of (i) Single measurements
way of horizontal girders longitudinals in a minimum of 3
bays (along the tank)
(ii) All other strakes (ii) Plating between every 3rd pair of (ii) Single measurements
longitudinals on same 3 bays

bulkhead longitudinals on:
(i) Upper strake (i) Each longitudinal in same 3 bays (i) 3 measurements across web
and 1 measurement on flange
(ii) All other strakes (ii) Every 3rd longitudinal in same 3 (ii) 3 measurements across web
bays and 1 measurement on flange
(3) Longitudinals–brackets Minimum of 3 at top, middle and 5 point pattern over area of
(4) Verticalweb and transverse

bulkheads (excluding deckhead
area):
(i) Strakes in way of horizontal (i) Minimum of 2 webs and both (i) 5 point pattern over
girders transverse bulkheads approximately 2 m 2 area
(ii) Otherstrakes (ii) Minimum of 2 webs and both (ii) 2 measurements between
transverse bulkheads each pair of vertical stiffeners
(5) Horizontal girders Plating on each girder in a minimum of 2 measurements between each
3 bays pair of longitudinal girder
stiffeners

PART 1
Table 3.6.14: Thickness measurement – Double hull Oil Tankers – Longitudinal bulkhead structure
in cargo tanks with substantial corrosion
(1) Deckhead and bottom strakes, Plating between each pair of Single measurement
and strakes in way of horizontal longitudinals in a minimumof 3 bays
stringers on transverse
bulkheads
(2) All other strakes Plating between every 3rd pair of Single measurement
longitudinals in same 3 bays
(3) Longitudinals on deck head and Each longitudinal in same 3 bays 3 measurements across web and
bottom strakes 1 measurement on flange
(4) All other longitudinals Every 3rd longitudinal in same 3 3 measurements across web and
bays 1 measurement on flange
(5) Longitudinals–brackets Minimum of 3 at top,middle and 5 point pattern over area of bracket
bottom of tank in same 3 bays
(6) Web frames and crossties 3 webs with minimum of 3 locations 5 point pattern over approximately 2
on each web, including in way of m2 area of webs, plus single
cross tie connections measurements on flanges of web
frames and crossties
(7) Lower end brackets (opposite Minimum of 3 brackets 5 point pattern over approximately 2
side of web frame) m2 area of brackets, plus single
measurements on bracket flanges

PART 1
Table 3.6.15: Thickness measurement – Double hull Oil Tankers – Transverse watertight and swash
bulkhead structure in cargo tanks with substantial corrosion
(1) Upper and lower stool, where Transverse band within 25 mm of 5 point pattern between stiffeners
fitted welded connection to inner bottom/ over 1m length
deckplating
Transverse band within 25 mm of
(2) Deckhead and bottom strakes, Plating between pair of stiffeners at 5 point pattern between stiffeners
and strakes in way of horizontal 3 locations; approximately 1/4,1/2 over 1 m length
stringers and 3/4 width of tank
middle location
(4) Strakes in corrugated bulkheads Plating for each change of scantling 5 point pattern over approximately
at centre of panel and at flange of 1 m2 of plating
fabricated connection
(5) Stiffeners Minimum of 3 typical stiffeners For web, 5 point pattern over span
between bracket connections (2
bracket connection and 1 at centre
of span). For flange,single
measurement at bracket toe and at
centre of span
(6) Brackets
Minimum of 3 at top,middle and 5 point pattern over area of bracket
bottom of tank
(7) Horizontal stringers
All stringers with measurements at 5 point pattern over 1 m2 area, plus
both ends and middle single measurements near bracket
toes and on flanges

[Sec.4] gives the detail requirements for examination of machinery and systems.

PART 1
SECTION 7 SURVEYS- CHEMICAL TANKERS
Contents
7.1 Scope ........................................................................................................................................ 164

7.2 Annual surveys ......................................................................................................................... 164
7.4 Special Survey – Chemical tankers – Hull requirements.......................................................... 172

PART 1
7.1 Scope
Section 7 gives the requirements for periodical surveys of ships which have been assigned the
class notation:
Chemical Tanker ESP
For ships, which also carry products covered by the IGC Code, it may be required to fulfill the
requirements of Part 8 8C IRS rules to apply the survey requirements given in [7.4].
7.2 Annual surveys
7.2.1 General
7.2.2.3 Normally, access to cargo tanks or other spaces within the cargo areas that
necessitates gas freeing will not be required unless correct functioning for checking
items of equipment and installations is to be done.
7.2.2.1 The survey is done to examine and ensure, as much as feasible, that the weather
decks; hull, hatch coamings, hatch covers including their equipment and related
piping, securing arrangement and other closing appliances are maintained in
proper and efficient condition. The underlying is to be paid special attention:
other openings.
g) Cargo tank openings including gaskets, covers, coamings and flame
screens.
h) Cargo tanks pressure/vacuum valves and devices that prevent passage of
flame besides secondary means to prevent over or under pressure.
i) Flame screens on vents to all bunker tanks.
j) Cargo, crude oil washing, bunker and vent piping systems, including vent
masts and headers.
k) The good state of wheelhouse doors and windows, side scuttles and
windows in superstructure and deckhouse ends facing the cargo area are
to be verified.
7.2.2.2 Examination of pump room and pipe tunnel, if fitted, is to be executed and
underlying also included:
a) All pump room bulkheads for signs of oil leakage or fractures and, in
particular, the sealing arrangements of all penetrations of pump room
bulkheads.
b) The condition of all piping systems.

PART 1
3.7.4]
their ready availability. For ships with single point mooring arrangements and
where 'SPM' notation is assigned, the underlying are to be specifically examined:
on the ship's side.
operation manual is available on board, [See Part.3, of IRS rules].It is to be also
fitted;

PART 1
years.
pneumatic, hydraulic) and their associated fittings, propulsion system and auxiliary
machinery to see whether they are being properly maintained and with particular
attention to the fire and explosion hazards.
7.2.3.2 Ascertain that machinery, boilers, pressure vessels, associated piping systems and
fittings are so installed such that there is no danger to persons on board, especially
from the moving parts, hot surfaces and other hazards.
to verify that log entries are in line with the statutory requirements. Confirming,
when appropriate, that requisite arrangements to regain steering capability in the
event of the prescribed single failure are being maintained.
also available.
PART 1
duly taken.
7.2.3.18 Assurance that machinery space ventilation systems are in good working condition.
7.2.3.19 Examination of cargo, bilge, ballast and stripping pumps for excessive gland seal
leakage, proper operation of electrical and mechanical remote operating systems,
shutdown devices and pump room bilge system, and also ensure that pump
foundations are intact.
7.2.3.20 It is to be validated that installed pressure gauges on cargo discharge lines
including those fitted outside the cargo pump room and level indicating systems are
operational.
7.2.3.21 It is to be validated that all the pumps, valves and pipelines are properly identified
and distinctively marked.
7.2.3.22 The good working condition of machinery space ventilation systems is to be
validated.

and are to include confirmation that no changes have been made in the structural
fire protection. Following are to be examined / verified:
system(s);
hydrants;
systems tests;
random check for evidence of discharged containers

PART 1
suitably charged.
k) Ascertain that the pump room ventilation system and dampers are
functioning properly and ducting is intact and screens are clean;
l) Examination of piping and cut-out valves of cargo tank and cargo pump
room fixed fire fighting system externally;
m) Ascertain that all electrical equipments in danger zones are in good
n) Ensuring that the deck foam system and supplies of foam concentrate are
proper and test that minimum number of jets of water at the required
pressure in the fire main are available during operation of the system;
o) Examination of the fixed fire fighting system for the cargo pump room and
the deck foam system for the cargo area and ensuring that their means of
operation are marked distinctively and properly;
p) It is to be ensured that there are no potential sources of ignition in or near
the cargo pump room, such as loose gear, combustible materials etc., and
that there are no signs of undue leakage as well. Besides, access ladders
are also in satisfactory condition;
q) It is to be ensured that the condition of portable fire-fighting equipment in
the cargo area is satisfactory;
r) The fire-extinguishing systems for spaces containing paint and/or
service spaces;
s) The fire safety requirements of any helicopter facilities;
t) Confirming, as far as practicable, that the intrinsically safe systems and
circuits used for measurement, monitoring, control and communication
purposes in all hazardous locations are being properly maintained.
these requirements.
7.2.4.2 For tankers installed with inert gas system, as per the requisites of [Section 16,
Para 16.2.1], its examination is to be executed.
7.2.5 Other cargo related safety arrangements

The underlying items are examined and their functionality is checked, as applicable:
7.2.5.1 Gauging devices, high level alarms and valves associated with overflow control.
7.2.5.2 Devices fitted for measuring the temperature of the cargo and any associated
alarms.

PART 1
7.2.5.3 Removable pipe lengths or other approved equipment necessary for cargo
separation.
7.2.5.4 The ventilation system including portable equipment, if any, of all spaces in the
cargo area
7.2.5.5 The arrangements made for sufficient inert/padding/drying gas that compensate for
normal losses and provide means for monitoring ullage spaces.
7.2.5.6 The arrangements for sufficient medium where drying agents are used on air inlets
to cargo tanks.
7.2.5.7 The cargo heating/cooling system sampling arrangements, where fitted.
7.2.5.8 The cargo transfer arrangements and that hoses are serving their intended
purpose.
7.2.6 Personnel protection

The working and availability of underlying arrangements and equipments are checked and
verified:
7.2.6.1 Cargo pump room rescue arrangements.
7.2.6.2 Protective clothing for crew engaged in loading and discharging operation.
7.2.6.3 Safety equipment and associated breathing apparatus with requisite air supplies
and emergency escape respiratory and eye protection, if applicable.
7.2.6.4 Medical first aid equipment including stretchers and oxygen resuscitation.
7.2.6.5 Satisfactory arrangements for antidotes for cargoes actually carried on board.
7.2.6.6 Decontamination arrangements.
7.2.6.7 Gas detection instruments on board and arrangements for the supply of required
vapour detection tubes.
7.2.6.8 Cargo sample stowage arrangements.
7.2.6.9 Special arrangements made for bow or stern loading and unloading and testing of
the means of communication and remote shutdown of the cargo pump.
7.2.6.10 If applicable, the provisions made for chemicals which have special requirements
listed in relevant Part.8C of the IRS Rules.

7.3.1 General
requirements of Annual survey may be required though only at the discretion of the
Surveyors.

PART 1
in written format on board until the Intermediate Survey has been accomplished.
7.3.2 Examination of tanks and spaces
As specified from [7.3.3 to 7.3.5] below, the survey of integral cargo tanks and ballast tanks
is executed depending on the age of the vessel.
7.3.2.1 Chemical tankers of age between 5 and 10 years
a) Instead of testing all the tanks, Surveyor selects representative tanks from the
tanks used for water ballast, to execute an Overall Survey. If it reveals no
visible structural defects, the testing may be restricted to verification that the
hard protective coating is in GOOD condition or not.
b) Examination of suspect areas, identified in the previous surveys is done in
addition to the requirements above.
c) For ballast tanks, where a hard protective coating is in less than GOOD
condition or where a hard protective coating was not applied from the time of
construction and is not renewed either or where a soft or semi-hard coating has
been applied the tank(s) in question, are to be examined at subsequent Annual
7.3.2.2 Chemical tankers of age between 10 and 15 years
The Intermediate Survey requirements to the same extent as the previous Special
Survey as required in [7.4] for hull structure and piping systems in way of the cargo
holds cofferdams, pipe tunnels, void spaces and fuel oil tanks in the cargo area
and all ballast tanks are given here as under. However, pressure testing of cargo
and ballast tanks and survey of automatic air pipe heads as specified inthe tank
testing requirement are not required unless deemed necessary by the attending
Surveyor. Thickness measurement is to done as per the specifications of [items 1)
to 4) of Table 4.4.9.1].
a) The Intermediate Survey may be initiated at the second Annual Survey and
be progressed during the succeeding year to completion by the third
Annual Survey instead of the application of [4.4.1.4].
b) An in-water survey conforming to the requirements of Sec.10.3 may be
accepted instead of docking survey required by [4.4.1.10].
7.3.2.3 Chemical tankers over 15 years of age:
The Intermediate Survey requirements to the same extent as the previous Special
Survey as required in [7.4] for hull structure and piping systems in way of the cargo
holds cofferdams, pipe tunnels, void spaces and fuel oil tanks in the cargo area
and all ballast tanks are given here as under. However, testing of cargo and ballast
tanks is not required unless deemed necessary by the attending Surveyor.
Thickness measurement is to done as per the specifications of [items 1) to 4) of
Table 3.7.4].
a) For the application of [4.3.5.1], the Intermediate Survey may be initiated at
the second Annual Survey and be progressed during the succeeding year
to completion by the third Annual Survey instead of the application of
[4.4.1.4].
PART 1
b) A Dry Dock Survey is to be part of the Intermediate Survey. Rest with
respect to the Overall and Close-up Surveys and thickness measurements
and repairs applicable to the lower parts of cargo holds and ballast tanks
(i.e. parts below light ballast water line), are to be accomplished in the
drydock.
7.3.3 Cargo related safety arrangements
The underlyingsystems and arrangements are examined and checked:
a) Vent line drainage arrangements.
b) Cargo heating/cooling system.
c) Ship's cargo hoses.
d) Where applicable, pipelines and independent cargo tanks are electrically bonded to
the hull.
e) Cargo, cargo washing, bunker, ballast, steam and vent piping on the weather
decks, as well as vent masts and headers. These are pressure tested, gauged or
both, as applicable.
f) The electrical equipment and cables in dangerous zones such as cargo pump-
rooms, and areas adjacent to cargo tanks for defective certified safe type
equipment, improperly installed wiring, non-approved lighting and fixtures and dead
end wiring. Testing insulation resistance of the circuits except in cases where a
proper record of the testing is maintained, consideration is to be given to accepting
recent readings by the crew. If any of the readings are marginal or if the condition
of the cables, fixtures or equipments appears defective in any way, verification
measurements may be required. These measurements are not to be attempted
until the ship is in a gas free condition and are to be carried out within an
acceptable time period.
g) Arrangement of spares for cargo area mechanical ventilation fans.
h) Equipment for personal protection.
i) Pumping and piping systems, including a stripping system, if fitted and its
associated equipment.
j) The tank washing piping and the type, capacity, number and arrangement of the
tank washing machines.
k) The wash water heating system.
l) As much as feasible, the underwater discharge arrangement.
m) Means of controlling the rate of discharge of the residue.
n) Flow rate indicating device.
o) Ventilation equipment for residue removal.
p) As far as is accessible, the heating system required for solidifying and high
viscosity substances.
q) Cargo tank high level alarms.
r) Cargo record book that the pumping and stripping arrangements have been
emptying the tanks efficiently and all are in working order.
s) The condition of discharge outlets.
t) The recording device, as fitted and verifying by an actual flow test that it has a
precision of ± 15% or more.

PART 1
At the discretion of the Surveyor, surveys carried out by the National authority of the
country in which the ship is registered may be accepted, provided they meet these
additional requirements.
7.4 Special Survey – Chemical tankers – Hull requirements
7.4.1 General
7.4.1.1 The requirements of [Sections 2, 4.1 and 10] are to be fulfilled, as applicable.
7.4.2 Documentation
below:
measurement and executive hull summary as per IMO Resolution A.744
(18).
any.
iv) Extent of use of inert gas plant and tank cleaning procedures.
v) Other relevant information that may help to identify critical structural
vi) Survey Programme as required by [7.4.3].
The complete documentation in [7.4.2.1] is to be readily available for examination
by the Surveyor and should be used as a basis for survey.
before the Survey Programme is developed.
7.4.4.2 The examination to ascertain substantial corrosion, significant deformation,

PART 1
7.4.4.3 Where substantial corrosion, as defined in Chapter 3 Section 1, [1.7], is seen and
is not rectified, the areas will be subject to reexamination at Annual and
Intermediate Surveys.
For salt-water ballast tanks and combined tanks that carry salt-water ballast and
cargo oil, the examination will be done at Annual Survey and Intermediate Survey.
For cargo oil tanks, the examination will be required at Intermediate Surveys.
7.4.4.4 All cargo piping on deck, including Crude Oil Washing (COW) piping, and cargo
and ballast piping within those spaces indicated in [6.4.4.1] are to be examined and
tested under working conditions to ascertain tightness and proper functionality. The
ballast piping in cargo tanks and any cargo piping in ballast tanks and void spaces
are specially attended to.
extent gets its basis from the saltwater ballast tank requirements.
7.4.4.6 In tanks, the attachments to the structure and condition of anodes are examined.
7.4.4.7 If strums are fitted in the cargo suction pipes, they are detached or lifted to facilitate
examination of the shell plating and bulkheads placed in proximity, unless other
means for visual inspection of these parts are provided.
7.4.5 Testing
The minimum requirements for tank testing, as applicable, are given in [Table 3.8.1] and
the Surveyor may extend it, if required. The other requirements for tank testing, as
applicable, are given in [4.1.3.5].
7.4.6.1 The minimum requirements for Close-up Survey are given in [Table 3.8.2] (Single
hull chemical tankers) and [Table 3.8.3] (Double hull chemical tankers). It may be
extended, as deemed necessary by the Surveyor, after evaluating the condition of
the corrosion prevention system and spaces with structural arrangements or details
which have suffered defects in similar spaces or on similar ships (according to
available information) or spaces which have structures approved with reduced
scantlings in association with an approved Corrosion Control System (C.C.).
cargo holds where coatings are found to be in GOOD condition, as defined in
Chapter 3 Section 1,[1.7].
7.4.7.1 [Table 3.8.4] gives the minimum requirements for thickness measurements.
7.4.7.2 Where substantial corrosion, as defined in Chapter 3 Section 1,[1.7], is there in
per [Tables 3.8.5, 3.8.6, 3.8.7 and 3.8.8] to determine the full extent of the
corrosion pattern. Until and unless the additional thickness measurements have
been taken, survey will not be considered complete.
Table 3.7.1: Tank testing requirements – Chemical tankers

Special Survey 1 Special Survey 2
Ships ≤ 5 years 5 < Ships ≤ 10 years and subsequent
All ballast tank boundaries All ballast tank boundaries
Cargo tank boundaries facing ballast tanks,void All cargo tank bulkheads
spaces,pipe tunnels, pump rooms or cofferdams

PART 1
Table 3.7.2: Close-up Survey – Single hull Chemical Tankers
(1) One web frame ring in (1) All web framerings in a (1) All web frame rings in (1) As Special Survey III
a ballast wing tank,see ballast wing tank, see all ballast tanks, see
Note1 Note1 Note1
(2) One deck transverse in (2) One deck transverse in (2) All web framerings in a (2) Additional transverse
a cargo tank or on each remaining ballast cargo wing tank,see areas if deemed
deck, see Note 2 tank or on deck, see Note1 necessary by the
Note 2 Surveyor
(3) One transverse (3) One deck transverse in (3) One web framering in
bulkhead in a ballast a cargo wing tank or each remaining cargo
tank,see Note3 on deck, see Note 2 tank,see Note 1
(4) One transverse (4) One deck transverse in (4) All transverse
bulkhead in a cargo two cargo centre tanks bulkheads–in all cargo
wingtank,see Note 3 orondeck, see Note 2 and ballast tanks,see
Notes 4
(5) One transverse (5) Both transverse
bulkhead in a cargo bulkheads in a ballast
centre tank,see Notes wing tank, see Note 4
3 and 5
(6) One transverse
bulkhead in remaining
ballast tank, see Note
3
(7) One transverse
bulkhead in a cargo
wing tank, see Note 3
(8) One transverse
centre tanks, see
Notes 3 and 5
Notes:
1. Complete transverse web frame ring including adjacent structural members.
2. Deck transverse including adjacent deck structural members (or external structure on deck in way of the tank).
3. Transverse bulkhead lower part including girder system and adjacent structural members.
4. Transverse bulkhead complete, including girder system and adjacent members, and adjacent longitudinal bulkhead structure.
5. Where there are no centre tanks, the transverse bulkheads in wing tanks are to be subject toClose-upSurvey.

PART 1
Table 3.7.3: Close-up Survey – Double hull Chemical Tankers
and sub sequent
(1) Oneweb frame ring in a (1) All web framerings in a (1) All web framerings in (1) As Special Survey III
ballast double hull tank, ballast double hull tank, all ballasttanks, see
see Notes1 and 6 see Notes1 and 6 Note 1
(2) One deck transverse in (2) The knuckle area and (2) All web framerings in a (2) Additional transverse
a cargo tank or on the upper part cargo wing tank, see areas if deemed
deck, see Note2 (approx.3m) of one Note1 necessary by the
web framering in each Surveyor
remaining ballast tank
(3) One transverse (3) One deck transverse in (3) One web framering in
bulkhead in a ballast two cargo tanks, see each remaining cargo
tank, see Note4 Note2 tank, see Note1
(4) One transverse (4) One transverse (4) All transverse
bulkhead in ac argo bulkhead in each bulkheads–in all cargo
wing tank, see Note3 ballast tank,see Note4 and ballast tanks, see
Note 4
(5) One transverse (5) One transverse
bulkhead in a cargo bulkhead in a cargo
centretank, see Notes3 wing tank, see Note 3
and 5
(6) One transverse
centre tanks, see Notes
3 and 5
Notes:
2. Deck transverse including adjacent deck structural members (or external structureon deck in way of the tank).
4. Transverse bulkhead complete, including girder system and adjacent members, and adjacent longitudinal bulkhead structure.
5. Where there are no centre tanks, the transverse bulkheads in wing tanks are to be subject to Close-upSurvey.
6. Double hull tank includes double bottom and side tank even though these tanks may be separate.

PART 1
Table 3.7.4: Thickness measurement – Single and double hull Chemical Tankers
(20 years and over)
(1) 1 section of deck plating for (1) Within the cargo area: (1) Within the cargo area:
the full beam of the ship
(a) Each deck plate (a) Each deck plate
within 0.5L amidships (in way
(b) 2 transverse sections (b) 3 transverse sections
of a ballast tank, if any)
(c) Each bottom plate
(2) Measurements for general (2) Measurements for general (2) Measurements for general
assessment and recording of assessment and recording of assessment and recording of
corrosion pattern of the corrosion pattern of the corrosion pattern of the
structural members subject to structural members subject to structural members subject to
Close-up Survey in Close-up Survey in accordance Close-up Survey in
accordance with Table 3.8.2 with Table 3.8.2 or 3.8.3 accordance with Table 3.8.2
or 3.8.3 or 3.8.3
(3) Critical areas, as required by (3) Selected wind and water (3) All wind and water strakes
the Surveyor strakes outside the cargo area over the full length of the ship,
port and starboard
(4) All wind and water strakes
Special Survey 2
within the cargo area (4) Remaining exposed main
5 < Ships ≤ 10 years
deck plating not considered in
(1) Within the cargo area: (5) All transverse webs with
item (1) and representative
(a) Each deck plate associated plating and
exposed superstructuredeck
(b) 1 transverse section longitudinals,and the transverse
plating(i.e. poop,bridge and
bulkhead complete in the fore
forecastle deck)
(2) Measurements for general peak tank,see Notes 1 and 4
assessment and recording of (5) All transverse webs with
(6) Critical areas,as required by
corrosion pattern of the associatedplating and
the Surveyor
structural members subject to longitudinals,and the
Close-up Survey in transverse bulkhead complete
accordance with Table 3.8.2 in the fore peak tank and aft
or 3.8.3 peaktank,see Notes1 and4
(6) All keel plates outside the
(3) Selected wind and water cargo tank length.Also
strakes outside the cargo area additional bottom plates in
way of cofferdams,machinery
(4) Critical areas, as required by space and aftend of tanks
the Surveyor
shellplating in way of
considered necessary by the
Surveyor
the Surveyor
Notes:
1. For areas in tanks where coatings are found to be in GOOD condition, as defined in Chapter 3 Section 1, [1.7], the extent of thickness
measurements maybe specially considered.
2. Transverse sections should be chosen where the largest reductions are likely to occur, or as revealed bydeck plating measurements.
3. Where two or three transverse sections are required to be measured, atleast one is to include a ballast tank within 0.5L amidships.

PART 1
7.4.8 Ships over the age of 10 years
7.4.8.1 Chosen steel cargo pipes outside cargo tanks and ballast pipes passing through
cargo tanks are to be:
a) Thickness measured at random or selected pipe lengths to be opened for
internal inspection.
b) Pressure tested to the maximum working pressure.
NOTE: The cargo/slop discharge pipingthrough ballast tanks and void spaces is given
special attention.
Table 3.7.5: Thickness measurement – Single and double hull Chemical Tankers – Bottom,
inner bottom and hopper structure with substantial corrosion
(1) Bottom, inner bottom and hopper Minimum of 3 bays across double 5 point pattern for each panel
plating bottom tank, including aft bay. between longitudinals and floors
Measurement around and under all
suction strums
(2) Bottom,inner bottom and hopper Minimum of 3 longitudinals in each 3 measurements in line across
longitudinals bay where bottom plating flange and 3 measurements on
measured vertical web
(3) Bottom girders, including At the foreand aft watertight Vertical line ofsingle
watertight girders floorsand in centre of tanks measurements on girder plating
with 1 measurement between each
across face flat (if fitted)
(4) Bottom floors, including 3 floors in bays where bottom 5 point pattern over 2 m2 area
watertight floors plating measured, with
measurements at both ends and
middle
(5) Hopper web framering 3 floors in bays where bottom 5 point pattern over 1 m2 of plating.
plating measured Single measurements on flange
(6) Hopper transverse watertight (i) Lower 1/3 of bulkhead (i) 5 point pattern over 1 m 2 of
bulkhead or swash bulkhead plating
(ii) Upper 2/3 of bulkhead
(ii) 5 pointpattern over 2 m 2 of
(iii) Stiffeners (minimum of 3) plating
(iii) For web, 5 point pattern over
span (2 measurements across
web at each end and 1 at centre
of span). For flange, single
measurement at each end and
centre of span

PART 1
Table 3.7.6: Thickness measurement – Single and double hull Chemical Tankers – Deck structure
with substantial corrosion
(1) Deck plating 2 transverse bands across tank Minimum of 3 measurements per
plate per band
(2) Deck longitudinals Every 3rd longitudinal In each of 2 3 measurements in line vertically
bands with a minimum of 1 on webs and 2 measurements on
longitudinal flange (if fitted)
(3) Deck girders and brackets At the fore and aft transverse Vertical line of single
bulkhead,bracket toes and in centre measurements on web plating with
of tanks 1 measurement between each
across flange. 5 point pattern on
girder/bulkhead brackets
(4) Deck transverse webs Minimum of 2 webs,with 5 point pattern over 1 m2 area.
measurements at both ends and Single measurements on the flange
middle of span
(5) Vertical web and transverse Minimum of 2 webs,and both 5 point pattern over1 m2 area
bulkhead in wing ballast tank (2 transverse bulkheads
m from deck)–for double hull
chemical tankers

PART 1
Table 3.7.7: Thickness measurement – Single and double hull Chemical tankers – Side shell and
longitudinal bulkheads with substantial corrosion
bulkhead plating:
(i) Top and bottom (i) Plating between each pair of (i) Single measurements
strakes, and strakes in longitudinals in a minimum of
way of horizontal 3 bays (along the tank)
girders
(ii) All other strakes (ii) Plating between every 3rd pair (ii) Single measurements
of longitudinals on same 3
bays
bulkhead longitudinals on:
(i) Top and bottom strakes (i) Each longitudinal in same3 (i) 3 measurements across web
bays and 1 measurement on
flange
(ii) All other strakes (ii) Every 3rd longitudinal in same (ii) 3 measurements across web
3 bays and 1 measurement on
flange
(3) Longitudinals–brackets Minimum of 3 at top, middle and 5 point pattern over area of
(4) Vertical web and
transverse bulkheads of
double side tanks
(excluding deckhead area):
(i) Strakes in way of (i) Minimum of 2 webs and both (i) 5 point pattern over
horizontal girders transverse bulkheads approximately 2 m 2 area
(ii) Other strakes (ii) Minimum of 2 webs and both (ii) 2 measurements between
transverse bulkheads each pair of vertical stiffeners
(5) Web framesand cross ties 3 webs with minimum of 3 5 point pattern over
for other tanks than double locations on each web, including approximately 2 m2
side tanks in way of cross tie connections area of webs, plus single
and lower end bracket measurements on flanges of
web frame and cross ties
(6) Horizontal girders Plating on each girder in a 2 measurements between each
minimum of 3 bays pair of longitudinal girder
stiffeners

PART 1
Table 3.7.8: Thickness measurement – Single and double hull Chemical Tankers – Transverse
watertight bulkheads and swash bulkheads with substantial corrosion
(1) Upper and lower stool, where Transverse band within 25 mm of 5 point pattern between stiffeners
fitted welded connection to inner over 1 m length
bottom/ deck plating
Transverse band within 25 mm of
(2) Top and bottom strakes,and Plating between pair of stiffeners at 5 point pattern between stiffeners
strakes in way of horizontal 3 locations; approximately 1/4, ½ over 1 m length
stringers and ¾ width of tank
middle location
(4) Strakes in corrugated bulkheads Plating for each change of 5 point pattern over approximately
scantling at centre of panel and at 1 m2 of plating
flange of fabricated connection
(5) Stiffeners Minimum of 3 typical stiffeners For web, 5 point pattern overspan
between bracket connections (2
bracket connection and 1 at centre
of span). For flange, single
measurement at bracket toe and at
centre of span
(6) Brackets Minimum of 3 at top,middle and 5 point pattern over area of
bottom of tank bracket
(7) Horizontal stringers All stringers with measurements at 5 point pattern over 1 m 2 area,
both ends and middle plus single measurements near
bracket toes and on flanges
(8) Deep webs and girders Measurements at toe of bracket For webs, 5 point pattern over
and centre of span 1 m2 area.
3 measurements across face flat

7.5.1 [Sec.4] gives the requirements for examination of machinery and systems.

PART 1
SECTION 8 LIQUEFIED GAS CARRIERS
Contents
8.1 Scope ........................................................................................................................................ 182

8.2 Annual surveys ......................................................................................................................... 182
8.4 Special Surveys- Liquefied Gas carriers – Hull requirements .................................................. 191

PART 1
8.1 Scope
8.1.1 Section 8 gives the requirements for periodical surveys of ships which have been assigned
the class notation:
Liquefied gas carrier

8.2 Annual surveys
8.2.1 General
8.2.1.3 Preferably, the annual survey is executed during loading or unloading operations.
b) Watertight bulkheads and their penetrations, as much as feasible.
other openings.
g) Examination of cargo, bunker, ballast and vent piping systems, including
vent masts and protective screens, as much as feasible.
a) The gastight condition of the wheel house doors and windows, non-
opening type side scuttles and windows in superstructure and deck
house ends facing the cargo area.
b) If some special arrangements to survive conditions of damage are
made, they have to be in good order.
8.2.2.2 Examining the cargo compressor rooms and electrical motor rooms to check their
there is no leakage or fracture in their bulkheads and the sealing arrangements of
all penetrations on bulkheads are in good condition.The sealing arrangements at
the gas domes shall also be satisfactory.

PART 1
3.8.4].
their ready availability where 'SPM' notation is. For ships with single point mooring
arrangements and assigned, the underlying are to be specifically examined:
on the ship's side.
8.2.2.8 The Surveyor is to confirm that, where required, an approved loading instrument
together with its operation manual is available on board, [See Part.3 of IRS rules].It
is to be also validated by the Surveyor that the loading instrument is checked for
precision by the ship's staff by applying test loading conditions.
fitted;
years.

8.2.3.1. A general examination of the machinery, boilers, all pressurised systems (steam,

PART 1
8.2.3.2. Ascertain that machinery, boilers, pressure vessels, associated piping systems and
8.2.3.3. Ascertain that Periodical Surveys of boilers and other pressure vessels have been
8.2.3.4. Examining the proper operation of the main and auxiliary machinery vital for
8.2.3.5. Assurance that means are to bring machinery into operation from the dead ship
8.2.3.6. It is required to examine and test all main and auxiliary steering arrangements and
8.2.3.7. Steering chains are to be cleaned so that there remains no wear and tear and
8.2.3.8. Communication means between the navigating bridge and the machinery control
8.2.3.9. Assurance that in ships having emergency steering positions, there are means of
also available.
8.2.3.10. Assurance that various alarms needed in hydraulic power operated, electric and
8.2.3.11. Assurance that the engine room telegraph, the second means of communication
8.2.3.12. Ascertain that engineer's alarm is clearly audible in the engineer's accommodation.
8.2.3.13. The bilge pumping systems, bilge wells including operation of each bilge pump,
8.2.3.14. Visual examination of the condition of any expansion joints in sea water system.
8.2.3.15. Examination of the main electrical machinery, the emergency sources of electrical
8.2.3.16. Assurance that the operation of the emergency source(s) of electrical power,

PART 1
8.2.3.17. Satisfactory operation of automation equipment, safety devices, bilge level
duly taken.
8.2.3.18. Assurance that machinery space ventilation systems are in good working condition.
system(s);
hydrants;
systems tests;
suitably charged.
k) Ensuring that proper maintenance and servicing is done and discharged
containers are randomly checked as well;
l) Examining the fixed fire fighting system for the cargo pump room and
ascertaining its means of operation is distinctively marked;
m) Examining the water spray system for cooling, fire protection and crew
protection and ascertaining its means of operation is distinctively marked;
n) Ascertain that all electrical equipments in danger zones are in good
o) Examining the dry chemical powder fire extinguishing system for the cargo
area and ascertain that its means of operation is distinctively marked;
p) Examining the deck foam system for the cargo area and confirming that
their means of operation are distinctively marked.

PART 1
q) The fire-extinguishing systems for spaces containing paint and/or
service spaces;
r) The fire safety requirements of any helicopter facilities;
these requirements.
8.2.4.2 For tankers installed with inert gas system, as per the requisites of [Section 16], its
examination is to be executed.
8.2.5 Other cargo related safety arrangements

The systems and arrangements given here under are examined and their functionality is
verified, as applicable:
8.2.5.1 The ship's log and operational records for the cargo containment system as
recorded from the time of previous survey on the basis of hours per day of the
reliquefaction plant or the boil-off rate. If some malfunction is observed in the
system and same is entered in the log, it is to be probed, its cause is to be
ascertained, and it is to be fixed, as required.
8.2.5.2 Functionality of cargo liquid level indicating devices is along with low level, high
level, and overfill alarms is examined. For this purpose, the simulated tests are
acceptable, provided that they are done at the cargo temperature, or if
comprehensive maintenance records and test details as per the cargo plant
instrumentation maintenance manual is maintained. The calibration status of the
measuring instruments may also be verified.
8.2.5.3 Examination and testing of cargo gas leakage detection systems is done to
ascertain their functionality and these are calibrated using sample gas. The gas
detection arrangements for cargo control rooms are also examined and the
measures are taken to exclude ignition sources where such spaces are not safe
from gases.
8.2.5.4 Verification of the functioning of the cargo containment system temperature and
pressure indicating equipment, together with any associated alarms, is to be done
8.2.5.5 Functionality of control devices for the cargo containment systems and cargo
handling equipment with associated shutdown and/or interlock are checked under
simulated working conditions and, if required, these may also be recalibrated.
8.2.5.6 The manually operated emergency shutdown system together with the systems
responsible for automatic shut down of the cargo pumps and compressors are to
be checked. Alternatively, ship’s log books may be examined to check if these
have been adequately tested or not.
8.2.5.7 Operation of ventilation systems and air locks in working spaces are to be checked.
8.2.5.8 Valves, fittings and cargo pipeline are examined and especially the expansion
bellows, supports and vapour seals on insulated pipes.

PART 1
8.2.5.9 Examining and checking the arrangements for the process piping including the
expansion arrangements, insulation from hull structure, pressure relief and
drainage.
8.2.5.10 The condition of portable and/or fixed drip trays or insulation for deck protection in
the event of cargo leakage is examined.
8.2.5.11 Bow or stern loading and unloading arrangements especiallythe electrical
equipment, fire-fighting arrangements and means of communications between the
cargo control room and the shore location is examined.
8.2.5.12 The cargo tank and interface pressure and relief valves, including safety systems
and alarms are verified and checked.
8.2.5.13 Assurance that all liquid and vapour hoses serve their intended purpose.
8.2.5.14 Any air drying system, inter barrier and hold space purging inert gas system are
checked. Master is also required to ensure that for membrane containment
systems, the nitrogen control system for insulation and inter barrier spaces there is
operating properly.
8.2.5.15 Verification of presence of two sets of portable gas detection equipments for the
cargoes and a suitable instrument for measuring oxygen levels is there.
8.2.5.16 Verification of electrical bonding of the cargo pipes and tanks to the hull is to be
done.
8.2.6 Reliquefaction/ refrigeration equipment

Where these equipments for cargo temperature and pressure control is fitted and notation
RC (LGC) assigned, the underlying systems (under working conditions) are to be
examined, externally and internally, as much asfeasible:
a) The machinery and reliquefaction/refrigeration plant spare gear.
b) Externally, the shells of all pressure vessels in the system are examined, provided
that insulation is not showing any deterioration or is not damp which could lead to
external corrosion of the ship. If such a defect is noticed, it is to be probed.
c) Externally, primary refrigerant gas and liquid pipes, cargo vapour and liquid
condensate pipes and condenser cooling water pipes, provided that insulation is
not showing any deterioration or is not damp which could lead to external corrosion
of the ship. If such a defect is noticed, it is to be probed.
8.2.7 Methane burning equipment and other relevant equipment components
The underlying components are generally examined externally, provided that insulation is
not showing any deterioration or is not damp which could lead to external corrosion of the
ship. If such a defect is noticed, it is to be probed.
8.2.7.1 Heat exchangers and pressure vessels used for methane burning in boilers or
machinery.
8.2.7.2 Cargo heaters, vaporizers, masthead heaters and other miscellaneous pressure
vessels.
8.2.7.3 Exhaust fans and/or pressurizing system for gas trunking.
8.2.7.4 Alarm systems, controls and interlocks.
8.2.7.5 The relevant information material viz. cargo handling plans, filling limit information,
cooling down procedures etc.

PART 1
8.2.8 Cargo containment systems
8.2.8.1 At the first Annual Survey after commissioning of the ship, examination of the
operating records of the primary gas detection system is to be done.
8.2.8.2 Where due to insulation arrangement, the insulation cannot be examined during
special surveys, the surrounding structures of wing tanks, double bottom tanks and
cofferdams are to be examined for cold spots, before the survey. This examination
is to be held at a convenient cargo discharge operation with the cargo tanks loaded
at nearly minimum notation temperature.
8.2.8.3 Upon Owner’s application, consideration will be given to the cold spot examination,
where applicable, being executed by the ship's staff.
8.2.8.4 When tests are done after repairs, independent cargo tanks, other than
independent tanks, Type C, are to be tested by hydraulic or hydropneumatic
means or as appropriate. Test heads and pressures should be as defined in [Part.6
of IRS rules]. Cargo tanks of the membrane or semi-membrane type are to be
tested using a detectable gas in the inter-barrier spaces and discolouring paint on
the weld seams of the cargo tanks wall, or other appropriate means. Type C
independent cargo tanks are to be hydraulically tested at 1.25 times the approved
maximum vapour pressure.
8.2.9 Personnel protection
The working and availability of underlying arrangements and equipments are checked and
verified:
8.2.9.1 Safety equipment and associated breathing apparatus with requisite air supplies
and emergency escape respiratory and eye protection, if applicable.
8.2.9.2 Medical first aid equipment including stretchers and oxygen resuscitation.
8.2.9.3 Satisfactory arrangements for antidotes for cargoes actually carried on board.
8.2.9.4 Decontamination arrangements.

8.3.1 General
requirements of Annual survey may be required though only at the discretion of the
Surveyors.
8.3.1.3 The Intermediate Survey of ships carrying liquefied gases in bulk is done with the
ship in a gas free condition. This survey supplements the Annual Survey as it
establishes the functionality of the cargo handling installations with related
automatic control, alarm and safety systems after adequate testing. Yet, the extent
of the testing will normally be such that the survey is not donewhile loading or
discharging operations are going on.

PART 1
8.3.2 Ballast tanks
8.3.2.1 Ships of age of 5 years but not exceeding 10 years
a) An internal general examination of representative ballast tanks is to be
executed as required by [(c) and (d)]. When severe corrosion is found,
thickness measurements are to be taken. If no visible structural defects are
revealed, the examination may be restricted to validation that ensures that
the corrosion prevention system is intact.
ballast spaces.
soft or semi-hard coating has been applied on the tank(s) in question, are
to be examined and thickness measurements taken at subsequent Annual
d) For double bottom ballast tanks, where a protective coating is in POOR
condition or was not applied from the time of construction and is not
renewed either or where a soft or semi-hard coating has been applied on
the tank(s) in question, it is required to be examined at subsequent Annual
surveys.
8.3.2.2 Vessels of more than 10 years of age
executed. When severe corrosion is found, thickness measurements are to
be taken. If no visible structural defects are revealed, the examination may
be restricted to validation that ensures that the corrosion prevention system
is intact.
b) For ballast tanks other than double bottom tanks, where a hard protective
soft or semi-hard coating has been applied on the tank(s) in question, are
to be examined and thickness measurements taken at subsequent Annual
c) For double bottom ballast tanks, where a protective coating is in POOR
condition or was not applied from the time of construction and is not
renewed either or where a soft or semi-hard coating has been applied on
the tank(s) in question, it is required to be examined at subsequent Annual
surveys.
d) The Surveyor is required to execute a Close-up survey and take thickness
measurement of structure, if substantial corrosion was identified in it at the
previous Special Survey. The minimum requirements for Close-up Surveys
done at the Intermediate Survey are given in Table 3.8.1.
8.3.3 Cargo related safety arrangements
The underlying systems are to be checked and verified, as applicable:
a) Means for draining the vent piping system.

PART 1
b) Heating arrangements, if any, for steel structures.
c) Items in accordance with [8.2.8.1 and 8.2.8.2] with respect to cargo containment
systems.
d) Cargo tank and inter-barrier space pressure and vacuum relief valve settings.
e) Cargo tank pressure relief valve harbour settings, if applicable. Valves may be
detatched from the tanks for time being during checking.
f) It is also to be checked that cargo tank pressure relief valves will lift at a pressure
not more than the percentage age given below, above the maximum vapour
pressure, for which the tanks have been approved.
 For 0 to 1.5 bar - 10 per cent.
 For 1.5 to 3.0 bar - 6 per cent.
 For pressure exceeding 3.0 bar - 3 per cent.
Table 3.8.1: Table of the minimum requirements for close-up survey of hull at intermediate
surveys of Liquefied Gas Carriers
10 <age≤15 age >15
Close-upsurvey of: Close-up surveyof :
- all web frames and both transverse - all web frames and both transverse
bulkheads in a representative ballast bulkheads in two representative ballast
tank(1) and(2) tanks(1)and (2)
- the upper part of one webframe in
another representative ballast tank
- one transverse bulkhead in another
representative ballast tank(2)
(1) Complete transverse web frame including adjacent structural members
(2) Transverse bulkhead complete,including girder system and adjacent members and adjacent
longitudinal bulkhead structure
Note1: Ballast tanks include topside, double hullside, double bottom, hopper side or any combined arrangement of
the aforementioned and peak tanks where fitted.
Note2: For areas in tanks where protective coating isfound to be in good condition, the extent of close-up survey
maybe specially considered.
Note3: For ships having independent tanks of Type C, with amidship section similar to that of a general cargoship,
the extent of close-up surveys maybe specially considered.
Note4: The extent of close-up surveys may be extended by the Surveyor as deemed necessary, taking into account
the maintenance of the tanks under survey, the condition of the corrosion prevention system and also in the
following cases:
- in particular,in tanks having structural arrangements or details which have suffered defects in
similar tanks,or on similarships according to available information;
- in tanks having structures approved with reduced scantlings.
g) The electric cablesand equipments in dangerous zones like cargo pump rooms and
areas adjacent to cargo tanks are examined to check for defective equipment,
fixtures and wiring. The insulation resistance of the circuits is to be tested and
where a proper record of testing is maintained already, acceptable recent readings
are also considered. The underlying items are to be examined:
i) Protective earthing (spot check).

PART 1
ii) Damage of outer sheath of cables.
iii) Integrity of flame proof enclosures.
iv) Function testing of pressurized equipment and alarms.
v) Testing of systems for de-energizing non-certified safe electrical equipment
located in spaces protected by air locks, such as electrical motor-rooms,
cargo control rooms, etc.
h) Assurance that spares for cargo area mechanical ventilation fans are provided.
i) Equipment for personnel protection.
j) The arrangements for the use of cargo as fuel and testing that the gas supply to
the machinery space is cut off if the exhaust ventilation is not functioning properly
and that the master gas fuel valve may be remotely closed from within the
machinery space.
k) The emergency shutdown system without flow in the pipelines is tested, to validate
that the trip system cease the cargo pumps and compressors.
8.4 Special Surveys- Liquefied Gas carriers – Hull requirements

8.4.1 General
8.4.1.1. The requirements of [8.1] to [8.3] are to be fulfilled.
8.4.1.2. Furthermore, the requirements for Close-up Survey andthickness measurement
given in [8.4.6 and .8.4.7] are to be fulfilled.
8.4.1.3. Internal as well as external (as much as feasible) examination of all cargo tanks are
to be done especially the plating in way of supports of securing arrangements,
tower structures, seatings, pipe connections and sealing arrangements in way of
the deck penetrations are checked.If the structural examination and the gas
leakage monitoring systems areoperating satisfactorily and the voyage records
show normal operation, cargo tanks need not be hydraulically tested. The primary
membranes of ‘GasTransport’ design should be examined with the primary
insulation space under a vacuum of at least -500 mbar gauge. For ‘Moss Type’
LNG cargo tanks, the Structural Transition Joints (STJ) are to be examined at the
port, starboard, forward and aft locations. Insulation is to be removed or as
required and non-destructive testing may also be required, where considered
necessary.
8.4.1.4. The Non-Destructive Testing (NDT) of cargo tanks is executed as given here
under:
a) As deemed necessary by the Surveyor, Non-destructive testing is done to
supplement cargo tank inspection wherein especially the integrity of the
main structural members, tank shell and highly stressed parts, including
welded connections are attended to. The underlying items are, inter alia,
considered as highly stressed parts:
i) Cargo tanks supports and anti-rolling/anti pitching devices;
ii) Foundations for pumps, towers, ladders, etc.;
iii) Swash bulkhead boundaries;
iv) Dome and stump connections to tank shell;
v) Web frames or stiffening rings;
vi) Pipe connections.
b) For Type B independent tanks, the extent of Non-destructive Testing is as
given in the programme specially prepared for the cargo tank design.
c) Where independent Type C cargo tanks are to be subjected to Non-
Destructive Testing of the plating in way of supports and also at selected

PART 1
lengths of welds and it raises doubt to the structural integrity, a hydraulic
test should be done at 1.25 times the approved maximum vapour pressure.
Alternatively, Pneumatic Testing can also be considered under special
circumstances, provided full details are submitted for approval.
d) At each alternate Special Survey (i.e. SSII, SSIV and so on), all
independent cargo tanks of Type C are to be either:
i) Hydraulically or hydro-pneumatically tested to1.25 times MARVS,
followed by Non-Destructive Testing as per [paragraph (a)]
above,or,
ii) Subjected to a thorough, planned, Non destructive Testing as per
the programme specially prepared for the tank design. If a special
programme does not exist, the underlying applies:
 Cargo tank supports and anti-rolling/anti pitching devices;
 Swash bulkhead boundaries;
 Stiffening rings;
 Y-connections between tank shell and a longitudinal bulkhead
of bi-lobe tanks;
 Dome and sump connections to the tank shell;
 Foundations for pumps, towers, ladders etc.;
 Pipe connections.
Minimum, 10 per cent of the length of the welded connections in each of
the above mentioned areas is to be tested, internally or externally or as
applicable. Insulation is to be removed, as required for the Non-Destructive
Testing.
8.4.1.5. Just as main cargo tanks, deck mounted cargo storage tanks are to beexamined.
8.4.1.6. For membrane containment systems, a tightness test of the secondary barrier shall
be done as per the system designer’s procedures approved by IRS. If they are
glued with secondary barriers, the values obtained shall be compared with results
obtained at the new-building stage or previous results. If differences are observed
for each tank or between tanks, then an evaluation and additional testing, as
required by the Surveyor, is to be done.
8.4.1.7. Where the insulation is accessible and a cargo tank or the hull structure is
insulated, it should be examined externally, along with any vapour or protective
barrier. If considered necessary by the attending Surveyor, sections may be
removed for examination. Insulation in way of chocks, supports and keys are given
special attention. Portions of the insulation are also to be removed, if required by
the Surveyor, to establish the condition of the plating.
8.4.1.8. Cargo tank internal pipes and fittings are to be examined, also all valves and cocks
in direct communication with the interiors of the tanks are to be opened for
inspection and the connection pipes are to be examined internally, if feasible.
8.4.1.9. Relief valves are to be surveyed as given here under:
a) The pressure relief valves for the cargo tanks are tobe opened for
examination, adjusted, function tested, and sealed. If the cargo tanks are
equipped with relief valves with non-metallic membranes in the main or
pilot valves, such non-metallic membranes are to be replaced.
b) Pressure relief valves are subsequently to be adjusted to lift at a pressure
as per “NOTE” given below. Relief valve harbour settings are to be
checked, if applicable.Valves may be removed from the shell for the

PART 1
purpose of making this adjustment under pressure of air or other suitable
gas.
c) Where a proper record of continuous overhaul and retesting of individually
identifiable relief valves is maintained, consideration will be given to
acceptance on the basis of opening, internal examination, and testing of a
representative sampling of valves, including each size and type of liquefied
gas or vapour relief valve in use, provided there is log book evidence that
the remaining valves have been overhauled and tested since crediting of
the previous Special Survey.
d) Relief valves on cargo gas and liquid pipelines are to have their pressure
settings checked. The valves may be removed from the pipelines for this
purpose. At the Surveyor’s discretion, a sample of each size and typeof
valve may be opened for examination and testing.
NOTE:
Where required by the manufacturer’s maintenance instructions, cargo tank and
inter-barrier space pressure and vacuum relief valve settings are to be checked
and adjusted as required. Cargo tank pressure relief valve harbour settings are
also to be checked, if applicable.Cargo tank pressure relief valves are to lift at a
pressure not more than the percentage given below, above the maximum vapour
pressure for which the tanks have been approved.
 For 0 to 1.5 bar (0 to 1.5 kgf/cm 2), 10 per cent.
 For 1.5 to 3.0 bar (1,5 to 3.0 kgf/cm2), 6 per cent.
 For pressures exceeding 3.0 bar (3.0 kgf/cm2), 3 per cent.
 Valves may be removed from the tanks for the purpose of checking.
8.4.1.10. For examination, all cargo pumps, cargo booster pumps and cargo vapour pumps
are to be opened. Upon Owner’s request, these things may be examined on a
Continuous Survey basis, provided the five (5) years interval between
examinations of each does not get exceeded.Functionality of pumping systems for
inter-barrier spaces is to be checked and verified.
8.4.1.11. For examination, piping for cargo and process systems including valves, actuators
and compensators are to be opened. To ascertain the condition of the piping,
insulation may need to be removed or as required. If any doubt regarding the
integrity of the piping arises on basis of visual examination then, where deemed
necessary by theSurveyor, a pressure test at 1.25 times MARVS for the pipeline is
to be done. After re-assembly, the complete piping systems are to be tested for
leaks.
8.4.1.12. Equipmentsfor the production of inert gas are required to operate satisfactorily
within the gas specification limit and it is to be examined. Pipelines, valves, used
for the distribution of the inert gas, liquid nitrogen storage vessels and all control
equipment, alarms and safety devices are to be examined and verified as
operational. Pressure vessels for the storage of inert gas are to be examined
internally and externally and the securing arrangements are to be specially
examined. It is to be demonstrated that pressure relief valves are in good working
order.
8.4.1.13. When ship is in dry-dock, sea connections associated with the cargo handling
equipment are to be opened and examined.
8.4.1.14. Similarly, gas tight bulkhead shaft seals are to be opened so that the sealing
arrangements may be examined.
8.4.1.15. In an emergency, the arrangement for discharging the cargo overboard is to be
checked.

PART 1
8.4.2 Special Survey I (ships five years old) – Relique faction/refrigeration equipment
8.4.2.1 Each reciprocating compressor is to be opened. Cylinder bores, pistons, piston
rods, connecting rods, valves and seats, glands, relief devices, suction filters and
lubricating arrangements are to be examined. Crankshafts are to be examined,
however, if the alignment and wear of the crankcase glands and the lower half of
main bearings is satisfactory in the eyes of the attending Surveyor, it need not be
exposed.
8.4.2.2 Where there is replacement programme instead of surveys on board and other
than reciprocating-type compressors are fitted, alternative survey arrangements will
be considered and each individual case will be given consideration.
8.4.2.3 The water end covers of condensers from tubes, tubeplates and covers are to be
removed for examination.
8.4.2.4 Refrigerant condenser cooling water pumps including standby pump(s) which may
be used on other services, are to be opened for examination.
8.4.2.5 From the insulation of pressure vessel, sufficient insulation is to be removed,
especially in way of connections and supports, to enable the ship’s condition to be
ascertained. Similarly, enough insulation from the insulated pipes is to be removed
to enable their condition to be ascertained. Vapour seals are to be specially
examined.
8.4.2.6 The Surveyor is to be satisfied with the condition of all pressure relief valves and/or
safety discs throughout the system. However, testing of primary refrigerant
pressure relief valves on board ship is not to be attempted.
8.4.2.7 The items covered under[8.4.2.1 to .8.4.2.4] may, upon Owner’s request, be
examined on a Continuous Survey basis provided the five (5) years interval
between examinations of each does not get exceeded
8.4.3 Special Survey I (ships five years old) – Methane burning equipment
8.4.3.1 Where for main propulsion purposes methane is used, the associated compressors
and heat exchangers are to be opened and examined for reliquefaction/
refrigeration equipment. The steam side of steam heaters is to be hydraulically
tested to 1.5 times the design pressure.
8.4.3.2 Methane gas pipe trunks or casings are to be examined and the exhaust or inerting
arrangements for these trunks are to be substantiated.
8.4.3.3 All alarms allied with the methane burning systems are to be substantiated.
8.4.4 Special Survey II and Special Surveys thereafter (ships 10 years old and over)
8.4.4.1 The requirements of [8.1 to 8.4.3] are to be fulfilled.
8.4.4.2 Water cooled condensers in which the primary refrigerant is in contact with the
shell are to have the end covers removed and the shell pneumatically tested to a
pressure equal to the designed working pressure.
8.4.4.3 Rest of the pressure vessels in the reliquefaction/ refrigeration system, methane
burning system and other handling systems are also to be pneumatically tested to
a pressure equal to the designed working pressure.
8.4.4.4 The requisites for Close-up Survey and thickness measurement are given in [8.4.6
and 8.4.7].

PART 1
8.4.5 Special Survey III and Special Surveys thereafter (ships 15 years old and over)
8.4.5.1 The requirements of [8.1 to 8.4.4] are to be fulfilled.
8.4.5.2 Well in advance of the Special Survey, the Owner is required to submit the
proposals for Type B independent tanks, for deciding the extent of Non-Destructive
Testing of the cargo tanks.
8.4.6.1 Table 3.8.2 gives the minimum requirements for Close-up Survey.
8.4.6.2 It may be extended, as deemed necessary by the Surveyor, after evaluating
maintenance of the tanks under survey, condition of the corrosion prevention
system and spaces with structural arrangements or details which have suffered
defects in similar spaces or on similar ships (according to available information)
and tanks having structures approved with reduced scantlings.
cargo holds where coatings are found to be in GOOD condition, as defined in
Chapter 3 Section 1, [1.7].
Table 3.8.2: Close-up Survey – Ships for liquified gases
(20 years and over)
(1) One web frame in: (1) All web frames in (1) All web frames in all (1) All web frames in all
either a topside ballast ballast tanks, see Note ballast tanks, see
(a) a top side ballast
tank or a doublehull 2. Note2.
tank
side ballast tank, see
(b) a hopper side (2) All transverse (2) All transverse
Notes 2 and 5.
ballast tank bulkheads in all ballast bulkheads in all ballast
(c) a double hull side (2) One web frame in each tanks, see Note 3. tanks, see Note 3.
ballast tank remaining ballast tank,
See Note 2. see Note 2.
(3) One transverse
(2) One transverse
bulkhead in each
bulkhead in a ballast
ballast tank, see
tank, see Note 4.
Note3.
Notes:
1. Ballast tanks include topside, double hullside, double bottom, hopper side, or any combined arrangement of the aforementioned,
and peak tanks where fitted.
3. Transverse bulkhead complete, including girder system and adjacent structural members and adjacent longitudinal bulkhead
structure.
5. If top side tanks and double hull side tanks are not fitted, then another ballast tank is to be selected.
6. For ships having independent cargo tanks of Type C, with amidship section similar to that of a general cargo ship, the extent of
Close-up Survey may be specially considered.

PART 1
Table 3.8.3: Thickness measurement – Ships for liquefied gases
(20 years and over)
(1) 1 section of deck plating for (1) Within the cargo area: (1) Within the cargo area:
the full beam of the ship within
(a) Each deck plate (a) Each deck plate
0.5L amid ships in way of a
(b) 2 transverse sections (b) 3 transverse sections
ballast tank, if any
(c) Each bottomplate
assessment and recording of (2) Measurements for general
corrosion pattern of the assessment and recording of
structural members subject to corrosion pattern of the
Close-up Survey in accordance structural members subject to
close-up survey in accordance
with Table 3.8.3 Close-up Survey in
with Table 3.8.3
(3) Selected wind and water
(3) Critical areas,as required by
strakes outside the cargo area (3) All wind and water strakes
the Surveyor
over the full length of the ship,
(4) All wind and water strakes
port and starboard
within the cargo area
Special Survey 2 (4) Remaining exposed main
5 < Ships ≤ 10 years deck plating not considered in
(1) Within the cargo area: item(1) and representative
longitudinals,and the transverse
exposed superstructure deck
(a) Each deck plate bulkhead complete in the fore
plating (i.e. poop,bridge and
peak tank, see Notes 1 and 4
forecastle deck)
(b) 1 transverse section
(2) Measurements for general the Surveyor
associatedplating and
longitudinals,and the
in the fore peak tank and
Close-up Survey in
aftpeak tank, see Notes 1 and
4
(3) Selected wind and water
(6) All keel plates outside the
strakes outside the cargo
cargo tank length.Also
area
additional bottom plates in
(4) Critical areas,as required by way of cofferdams, machinery
the Surveyor space and aft end of tanks
(7) Plating of sea chests.Also side
shell plating in way of
considered necessary by the
Surveyor
the Surveyor
Notes:
1. For areas in tanks where coatings are found to be in GOOD condition, as defined in Chapter 1 Secrtion 3, [1.7], the extent of
thickness measurements may be specially considered.
2. Transverse sections should be chosen where the largest reductions are likely to occur, or as revealed by deck plating
measurements.
3. Where two or three transverse sections are required to be measured, at least one is to include a ballast tank within 0.5L amidships.
5. Where considered necessary by the Surveyor, the inner bottom plating and adjacent tank supports are to be subject to thickness
measurement for general assessment and recording of the corrosion pattern.
6. For those ships designated to carry light oils in the independent cargo tanks, thickness measurement of the independent cargo tank
structure is to be carried out as considered necessary by the Surveyor.

PART 1
Table 3.8.4: Thickness measurement – Ships for liquefied gases – Structural areas with substantial
corrosion
Plating Suspect area and adjacent plates 5 point pattern over1 m 2 of plating
Stiffeners Suspect area 3 measurements each in line
across web and flange

8.4.7.1 Table 3.8.3 gives the minimum requirements for thickness measurement.
8.4.7.2 Where substantial corrosion, as defined in Chapter 3 Section 1, [1.7], is there in
per Table 3.8.4 to determine the full extent of the corrosion pattern. Until and
unless the additional thickness measurements have been taken, survey will not be
considered complete.

[Sec 4] gives the requirements for examination of machinery and systems.

PART 1
SECTION 9 SURVEYS - OTHER SHIP TYPES

Contents
9.1 Scope ........................................................................................................................................ 199

9.2 Annual surveys ......................................................................................................................... 199
9.3 Intermediate surveys................................................................................................................. 204
9.4 Special surveys - Hull ............................................................................................................... 205
9.5 Special surveys – Machinery .................................................................................................... 219

PART 1
9.1 Scope
9.1.1 [Sections 9.2 to 9.5] of this chapter gives the requirements for periodical surveys of all ship
types other than Bulk Carriers, Oil Tankers, Chemical Tankers and Liquefied Gas Carriers.
General requirements for general dry cargo ships defined in [Chapter 3, Section 1, [1.7] are
also included.
9.2 Annual surveys
9.2.1 General
9.2.2 Hull – General
9.2.2.2 Cargo hatch covers and coamings are to be examined to ascertain that no
alterations have been made to the approved arrangements :
a) Mechanically operated hatch covers are to be examined for satisfactory
condition of:
i) tightness devices of longitudinal, transverse and intermediate
cross junctions, gaskets, gasket lips, compression bars, drainage
channels;
ii) hatch covers;
iii) clamping devices, retaining bars, cleating;
iv) chain or rope pulleys;
v) guide rails and track wheels;
vi) guides;
vii) stoppers, etc.;
viii) wires, chains, gypsies, tensioning devices;
ix) hydraulic system essential to closing and securing;
x) safety locks and retaining devices.
b) Cargo hatch covers of the portable type (i.e. wood or steel pontoons) are to
be examined to ascertain the satisfactory condition of:
i) wooden covers and portable beams, carriers or sockets for the
portable beams and their securing devices;
ii) steel pontoons;
iii) tarpaulin, cleats, battens and wedges;
iv) hatch securing bars and their securing devices;
v) loading pads/bars and the side plate edge;
vi) guide plates and chocks;
vii) compression bars, drainage channels and drain pipes, if any.

PART 1
c) Checking the satisfactory condition of hatch coamings plating and their
stiffeners.
d) Random checking of the satisfactory operation of mechanically operated
hatch covers:
i) proper fit, locking and efficiency of sealing in closed condition;
ii) stowage and securing in open position;
iii) operational testing of hydraulic and power components, wires,
chains and link drives
In the case of hatch covers / steel pontoons of general dry cargo ships, a Close-up
Survey of hatch cover plating is to be done.
9.2.2.4 As much as feasible, anchoring and mooring equipment is to be examined.
on the ship's side.
3.9.5].
9.2.2.8 It is to be also validated by the Surveyor that the loading instrument is checked for
precision by the ship's staff by applying test loading conditions.
fitted;
PART 1
years.
9.2.3 Examination of cargo holds of general dry cargo ships
9.2.3.1 For cargo ships of 10 – 15 years of age:
a) Overall survey of one forward and one after cargo hold and their
associated tween deck spaces.
b) When considered necessary by the Surveyor or where extensive corrosion
exists, thickness measurement is to be taken. If the results indicate
substantial corrosion, then the extent of thickness measurements is to be
increased to determine the extent of areas of substantial corrosion in
accordance with [Table 3.9.7].
9.2.3.2 For cargo ships over 15 years of age:
a) Overall survey of all cargo holds and tween deck spaces.
b) In a forward lower cargo hold and one other selected lower cargo hold:
Close-up examination of sufficient extent, minimum 25% of frames, to
establish the condition of the lower region of the shell frames including
approx. lower one third length of side frame at side shell, side frame end
attachment and the adjacent shell plating. Where this level of survey
reveals the need for remedial measures, the survey is to be extended to
include a close-up survey of all of the shell frames and adjacent shell
plating of those cargo holds and associated tween deck spaces (as
applicable) as well as a close-up survey of sufficient extent of all remaining
cargo holds and tween deck spaces (as applicable).
c) When considered necessary by the Surveyor, or where extensive corrosion
exists, thickness measurement is to be taken. If the results of indicate
substantial corrosion, then the number of thickness measurements are to
be increased to determine the extent of substantial corrosion in accordance
with [Table 3.9.7].
d) Where the protective coating in cargo holds, as applicable, is found to be in
a GOOD condition, the extent of Close-up Surveys may be specially
considered.
e) All piping and penetrations in cargo holds, including overboard piping are
to be examined.
9.2.4.2 Ascertain that machinery, boilers, pressure vessels, associated piping systems and
9.2.4.4 Ascertain the normal operation of the propulsion machinery, its sustenance and
restoration, even if one of the vital auxiliaries becomes inoperative.

PART 1
also available.
the main and other machinery from machinery control room.
duly taken.
9.2.4.19 For single hold cargo ships which require fitment of hold water level detectors as
per [Part.8 C of the IRS rules], at the Annual Survey, the water ingress detection
system and their alarms shall be tested.
9.2.4.20 Assurance that machinery space ventilation systems are in good working condition.
PART 1
system(s);
hydrants;
systems tests;
suitably charged.
k) The fire-extinguishing systems for spaces containing paint and/or
service spaces;
l) The fire safety requirements of any helicopter facilities;
m) Examination of the fire protection arrangement in cargo, vehicle and Ro-Ro
spaces, as appropriate and the operation of the means of control provided
for closing the various openings;
Examination, when appropriate, of the special arrangements for carrying
dangerous goods, including checking the electrical equipment and wiring, the
ventilation, protective clothing and portable appliances and testing of water supply,
bilge pumping and any water spray system. At the discretion of the Surveyor,
surveys carried out by the National Authority of the country in which the ship is
registered would normally be accepted as meeting these requirements.

PART 1
9.3 Intermediate surveys
9.3.1 General
9.3.1.1 Intermediate surveys are to be conducted at or between the second or third
Annual Survey. However, only additional items of Annual Survey may be
examined between the second or third Annual Survey. Simultaneous crediting to
both Intermediate survey and Special survey for surveys and thickness
measurements of spaces is not acceptable.
requirements of Annual survey may be required though only at the discretion of
the Surveyors.
is to take place between the attending Surveyor(s), the Owner’s representative
and where involved, the thickness measurement company representative and the
master of ship or a qualified representative appointed by the Master or Company
to ascertain that all the arrangements envisioned in the survey programme are in
executed as required by (c) and (d). When severe corrosion is found,
thickness measurements are to be taken. If the overall survey reveals no
visible structural defects, the examination may be restricted to validation
that ensures that the corrosion prevention system is intact.
ballast tanks.
d) For double bottom ballast tanks, where a protective coating is found to be
in POOR condition or where a soft or semi-hard coating was not applied
from the time of construction and is not renewed, the tank(s) in question
are to be examined at subsequent Annual surveys.
9.3.2.2 Cargo hold of general dry cargo ships
a) An overall survey of one forward and one after cargo hold and their
associated tweendeck spaces.
b) Suspect areas found at previous surveys are to be surveyed as specified in
[9.2.2.6].
executed as required by (c) and (d). When severe corrosion is found,
thickness measurements are to be taken. If the overall survey reveals no
PART 1
visible structural defects, the examination may be restricted to validation
that ensures that the corrosion prevention system is intact.
ballast tanks.
d) For double bottom ballast tanks, where a protective coating is found to be
in POOR condition or where a soft or semi-hard coating was not applied
from the time of construction and is not renewed, the tank(s) in question
are to be examined at subsequent Annual surveys.
9.3.3.2 Cargo holds of general dry cargo ships:
a) An overall survey of one forward and one after cargo hold and their
associated tweendeck spaces.
b) Suspect areas found at previous surveys are to be surveyed as specified in
[9.2.2.6].
c) When deemed necessary by the Surveyor or where extensive corrosion
happens to be there, thickness measurement is to be taken. If those results
indicate substantial corrosion, its extent is to be increased to determine the
extent of substantial corrosion in those areas as given in [Table 3.9.7].
9.3.4 Ships above the age of 15 years
a) For ships other than general dry cargo ships, in addition to the requirements given
in [9.3.3], an internal examination of selected cargo holds is to be done.
b) For general dry cargo ships, the requirements of the Intermediate Survey is to be to
the same extent as the previous Special Survey as required in [9.4] for hull
structure and piping systems in way of the cargo holds, cofferdams, pipe tunnels,
void spaces and fuel oil tanks in the cargo area and all ballast tanks. However, tank
testing specified in [9.4.6], survey of automatic air pipe heads specified in [9.4.4.7]
and internal examination of fuel oil, lub.oil and freshwater tanks specified in [Table
3.9.2] need not be executed unless deemed necessary by the Surveyor. In water
survey, conforming to the requirements of [10.2] may be accepted instead of
docking survey required by [9.4.1.11].
c) Thickness measurement is to be taken for [items 1 to 4 of Table 3.9.6].In lieu of
the application of [9.4.1.4], the Intermediate Survey may be initiated at the 2 nd
Annual Survey and completed at the 3rd Annual Survey.
9.4 Special surveys - Hull

9.4.1 General
9.4.1.1 At every five (5) year interval, Special Surveys of all the ships classed under IRS
are executed. If IRS finds it appropriate or the concerned party requests it, the
interval between the Special Surveys may be reduced.
9.4.1.2 The first Special Survey is to be executed within 5 years from the date of the initial
classification and subsequently after every 5 years from the assigned date of the

PART 1
previous Special Survey. As per [1.11],under exceptional circumstances, an
extension of class for maximum 3 months after the 5th year may be granted and in
such cases, the next period of class will begin from the expiry date of the original
Special Survey before extension was granted.
9.4.1.3 For the surveys completed 3 months before the expiry date of the Special Survey,
the next period of class will begin from the expiry date of the Special Survey.
However, for surveys completed after more than 3 months prior to expiry date, the
period of class will begin from the survey completion date.
9.4.1.4 The Special Survey may be initiated at the 4th Annual Survey and can be
accomplished till the 5th anniversary date. If it initiates prior to 4th Annual Survey,
the entire survey is to be accomplished within 15 months so as to be credited to the
special survey and in this case the next period of class will begin from the survey
completion date. Simultaneous crediting to both Intermediate survey and Special
Survey for surveys and thickness measurements of spaces is not acceptable.
9.4.1.5 For Special Survey, results of thickness measurement attained during or after the
4th Annual Survey would only be considered.
9.4.1.6 Record of Special Survey- Hull is simultaneously assigned with the Machinery
Survey and in agreement with IRS.
9.4.1.7 If any ship satisfactorily passes a Special Survey, its record will be entered in the
supplement to the Register Book with its assigned date.
9.4.1.8 For ships other than general dry cargo ships, IRS may, upon Owners request,
accept a Special Survey of the hull on a continuous basis spread over a period of 5
years wherein approximately one-fifth of the Special Survey is to be done every
year. For the same, proposals for such continuous Surveys are to be submitted to
IRS. All hull compartments should be opened for Survey and tested in rotation so
that in those 5 years consecutive examination of each part may be done and
defects revealed, if any. This agreement to do surveys on a continuous survey
system basis may be withdrawn at the discretion of IRS or upon Owners request.
Ships so surveyed are not exempted from other periodical survey requirements.
The ballast tanks of ships above the age of 10 years, are to be internally examined
two times in each five-year class period, i.e. once within the scope of the
intermediate survey and also within the scope of the continuous system for the Hull
Special Survey. Ships, for which the Survey of all the items on such basis is
accomplished, will have a record entered in the supplement to the Register of
Ships with the date of survey completion.
9.4.1.9 The Special Survey, in addition to the requirements of the Annual Survey, is to
include examination, tests and checks to an extent that the hull, equipment and
related piping are ascertained to be in satisfactory condition and it is established
that the ship is fit for its intended purpose for the new period of class of five (5)
years to be assigned, also subject to proper maintenance and the Periodical
Surveys being executed at the due dates.
9.4.1.10 The examination of the hull is to be supplemented by thickness measurements and
testing, as deemed necessary, to ensure the structural integrity. It is also to
determine any significant corrosion, deformation, fractures, damages and other
structural deterioration.
9.4.1.11 A Docking Survey as per the requirements of [Sec.10] is to be executed as part of
the Special Survey. Rest of it, n respect of the overall and close-up surveys and
thickness measurements, as applicable, of the lower parts of cargo holds and
ballast tanks (i.e. parts below light ballast water line) are to be completed in dry
dock.

PART 1
9.4.2 Preparation for survey
9.4.2.1 The ship is to be made ready for Overall Survey as per [Table 3.9.1].The extent of
preparation should be such that an examination to determine any significant
corrosion, deformation, fractures, damages and other structural deterioration is
facilitated.

PART 1
Table 3.9.1: Survey preparation

(1) The holds, tweendecks, (1) Requirements of (1) Requirements of (1) Requirements of
deep tanks, peaks, bilges Special Survey I to Special Survey II to Special survey III
and drain wells, engine be complied with be complied with to be complied
and boiler spaces, coal with
bunkers and otherspaces
are to be cleared out and
cleaned as necessary for
examination. Floor plates
in engine and boiler
spaces are to be lifted as
may be necessary for
examination of the
structure underneath.
Where necessary close
and spar ceiling, lining
and pipe casings are to
be removed for
examination of the (2) Ceiling in the holds
structure. (2) In ships having a is to be removed in (2) Where holdsare
single bottom, a order to as certain insulated for the
(2) In ships with single sufficient amount of that the steel work purpose of
bottom, a sufficient amount ceiling is to be lifted is in good carrying
of close ceiling is to be to allow the condition, free from refrigerated
lifted to enable examination of the rust and coated. If cargoes, limbers
examination of the structure the Surveyor is and hatches are
structure below.The underneath.The satisfied, after to be lifted and a
ceilings to be lifted is to lifting of the ceiling removal of portions sufficient
comprise of atleast two is to comprise of of the ceiling, than additional
strakes on each side of atleast three it need not all be amount of
centreline fore and aft and strakes all fore and removed insulation is to be
one of these strakes is to aft on each side removed in each
be in way of the bilges and one such compartment to
strake one each enable the
side to be inway of Surveyor to
the bilges.Where ascertain the
the ceiling is fitted condition of the
in hatches, the structure in
whole of the wayand to
hatches and atleast enable the
one strake of thickness of the
planks in way of the shell plating to
bilges on each side be ascertained
are to be lifted. If
the Surveyor
considers it
necessary the
whole of the ceiling

PART 1
(3) In ships having double bottom, (3) In ships with double (3) Portions of wood
a sufficient amount of ceiling is bottom, a sufficient sheathing, or
to be lifted from the tank top amount of ceiling in the other covering, on
and the bilges to enable the holds and other spaces steel decks are to
condition of plating underneath is to be removed from be removed, as
to be ascertained. If the the bilges and the inner considered
condition of the plating is found bottom to enable the necessary by the
to be satisfactory, lifting of the conditionof the structure Surveyor, in order
remainder of the ceiling may in the bilges, the inner to ascertain the
be dispensed with. All bilges bottom plating, pillar feet condition of the
are to be cleaned for and the bottom plating of plating
examination. Where the inner bulkheads and tunnel
bottom plating Is covered with sides to be examined. If
cement or asphalt the removal the Surveyor considers it
of such covering may be necessary, the whole of
dispensed with provided it is the ceiling is to be
found to be adhering properly removed.
to the plating when carefully
examined by hammering and
chipping
(4) Where holds are insulated for (4) The chain locker is to be (4) Where the holds
the carriage of refrigerated cleaned internally. The are insulated for
cargoes and the hull in way chain cables are to be the purpose of
was examined by IRS ranged for carrying
Surveyors prior to the fitting of inspection.The anchors refrigerated
the insulation, it will be are to be cleaned and cargoes, the
sufficient to remove the placed in an accessible limbers and
limbers and hatches for position for inspection hatches are to be
examination of the structure in lifted and
way. In all other cases sufficient
additional insulation will require insulation is to be
to be removed as considered removed in
necessary to enable the eachof the
Surveyor to satisfy himself chambers to
regarding condition of the enable the
structure Surveyor to satisfy
himself of the
condition of the
framing and
plating.

PART 1
(5) The steel work is to be
exposed and cleaned asmay
be required for itsproper
examination by the Surveyor
and close attention is to be
paid to the parts of the
structure which are particularly
liable to excessive corrosion or
to deterioration due to other
causes
(6) All tanks are to be cleaned as
necessary to permit
examination required by Table
6.4.3.1
(7) Casings or covers of air,
sounding, steam and other
pipes, spar ceiling and lining in
wayof the side scuttles are to
be removed, as required by
the Surveyor.
9.4.2.2 Before initiation of any part of the Special Survey, a survey planning meeting is to
take place between the attending Surveyor(s), the Owner’s representative and
9.4.3 Space protection
9.4.3.1 For ballast tanks other than double bottom tanks, where a hard protective coating
is in POOR condition or where a hard protective coating was not applied from the
time of construction and is not renewed either or where a soft or semi-hard coating
has been applied the tank(s) in question, are to be examined and thickness
measurements taken at subsequent Annual Surveys, as required.
9.4.3.2 For double bottom ballast tanks, where a protective coating is found to be in POOR
condition or where a soft or semi-hard coating was not applied from the time of
construction and is not renewed, the tank(s) in question are to be examined at
subsequent Annual surveys.
9.4.4 Survey and examination
9.4.4.1 All spaces within the hull and superstructure are to be examined.
9.4.4.2 Internal examination of all tanks is to be doneas per the requirements of [Table
3.9.2]. All bilge and ballast piping systems are to be examined and operationally
tested to working pressure to Surveyor’s satisfaction and ascertaining the tightness
and the condition of the systems.
9.4.4.3 For general dry cargo ships, the underlying requirements are also to be applied:
a) An Overall Survey of all cargo holds, pipe tunnels, cofferdams and void
spaces bounding cargo holds, decks and outer hull is to be done.
b) All piping systems within the above spaces and in ballast tanks are to be
examined and operationally tested to working pressure to Surveyor’s

PART 1
satisfaction and ascertaining the tightness and the condition of the
systems.
c) On the basis of the requirements of ballast tanks, the survey extent of
ballast tanks converted to void spaces is decided.
Table 3.9.2: Requirements for internal examination of tanks

Tank Special Survey 1 Special Survey 2 Special Survey 3 Special Survey 4
Fuel oil bunker
tanks
- Engine room None None One One
- Cargo area None One Two Half the number of
tanks, minimum 2
Lub.oil None None None One
Fresh water None One All All

Water ballast All All All All
Notes:
1. These requirements apply to tanks of integral (structural) type.
2. If a selection of tanks is accepted to be examined, then different tanks are to be examined at each special survey, on a
rotational basis.
3. Peak tanks (all uses) aresubject to internal examination at each special survey.
4. At special survey No.III and subsequent special surveys one deep tank for fuel oil in the cargo area is to be included, if fitted.
9.4.4.4 All watertight bulkheads and watertight doors are to be examined.

9.4.4.5 All decks, casings and superstructures especially the corners of openings and
other discontinuities in way of the strength decks and top sides are examined.
Wooden decks or sheathings are to be extensively examinedto check for any
decay or rot or see if it is excessively worn, and if it is so, the wood should be
renewed. The condition of the plating under wood decks, sheathing or other deck
coverings is given special attention and these are not removed only if they are
found to be adhering satisfactorily to the plating.
9.4.4.6 Engine room structure especially tank tops, shell plating in way of tank tops,
brackets connecting side shell frames and tank tops and engine room bulkheads in
way of tank tops and bilge wells are examined. Where severe areas of wastage are
found, thickness measurements are to be taken and renewals or repairs made
when wastage exceeds allowable limits.
9.4.4.7 The hand pumps and suctions, air and sounding pipes are to be examined. The
Surveyors are to ascertain that striking plates are fitted under the sounding pipes
while tanks are internally examined. For ships other than passenger ships,
automatic air pipe heads are to be internally examined at Special Surveys as given
in Table 3.9.3.Where the inner parts cannot be properly inspected, the head is to
be removed from the air pipe and the condition of zinc coating in heads constructed
from galvanised steel is specially attended to.
9.4.4.8 Examination of the steering gear, and its connections and control systems (main
and alternative).

PART 1
9.4.4.9 Examination of the auxiliary steering gear with its various parts in working
condition.
Table 3.9.3: Requirements for internal examination of automatic air pipe heads
Location Special Survey 1 Special Survey 2 Special Survey 3
And subsequent
forward Two air pipe heads1,2 one All air pipe heads on
0.25L port and one starboard on exposed decks
exposed decks
All air pipe heads3 on
Aft of 0.25L Two air pipe heads1,2 one Atleast 20% ofair pipe
exposed decks
from the port and one starboard on heads1,2 on exposed
forward exposed decks decks
perpendicular
Notes:
1. Preferably air pipes serving ballast tanks.
2. The selection of air pipe heads is to be made by the attending Survey or. According to the results of the inspection;
the Surveyor may require additional air pipeheads to be examined.
3. When there is substantiated evidence of replacement within the previous five years, individual air pipe heads may not
be examined.
9.4.4.10 The anchors, masts and standing rigging are to be examined. The Surveyor should
ascertain that there are adequate mooring ropes on board and a tow line when this
is a Rule requirement.
9.4.4.11 The condition of the following is to be ascertained:
i) Protection to the aft steering wheel and the gear;
ii) Means of escape from machinery spaces, crew and passenger spaces and
spaces in which crew are normally employed;
iii) Means of communication between bridge and engine room and between
bridge and alternative steering position;
iv) Helm indicator.
9.4.4.12 At Special Survey No. II and subsequent Special Surveys, the chain cables are to
be gauged and in general also chain cables are to be ranged and the anchors and
the chain cables are to be examined. Any length of chain cable which has reduced
in mean diameter by more than 12 per cent of its original diameterin the most worn
area is to be renewed.
9.4.4.13 Examination of the windlass is to be done.
9.4.4.14 The pumping arrangements and chain locker, hold fasts, hawse pipes, chain
stoppers etc. are to be examined and locker tested.
9.4.4.15 In presence of the attending Surveyor, the loading instrument is to be checked for
precision by applying test load conditions.
9.4.4.16 For single hold cargo ships where fitment of hold water level detectors as per
[Part.8C of IRS rules] in the Special Survey, it is required to examine and a test
water ingress detection system and their alarms.
9.4.5 Hatch covers and coamings

9.4.5.1 In addition to the requirements of Annual Survey, the underlying
examination/testing is to be done:

PART 1
a) Checking of the satisfactory operation of the mechanically operated hatch
covers:
i) proper fit, locking and efficiency in closed condition;
ii) stowage and securing in open condition;
iii) operational testing of hydraulic and power components, wires, chains
and link drives.
b) Checking the effectiveness of sealing arrangements of all hatch covers by

hose testing or equivalent.
c) Checking the residual thickness of coamings, steel pontoon or hatch cover
plating and stiffening members, as deemed necessary by the Surveyor. For
general dry cargo ships, thickness measurement of plating and stiffeners of
hatch cover and coaming is to be taken as required by [Table 3.9.6].
9.4.6 Tank testing

9.4.6.1 Boundaries of ballast, double-bottom, deep, peak and other tanks, including holds
adapted for the carrying water ballast are to be tested with a head of liquid to the
top of air pipes or to near the top of hatches for ballast/cargo holds. Boundaries of
fuel oil, lub.oil and fresh water tanks are to be tested with a head of liquid to the
highest point that liquid will rise under service conditions. Tank testing of fuel oil
and fresh water tanks may be specially considered upon satisfactory external
examination of the tank boundaries and when the master reassures stating that the
pressure testing has been doneas per the requirements.
9.4.6.2 The Surveyor may extend the tank testing, as required.
9.4.7 Close-up Surveys of general dry cargo ships

See [Chapter 3, Section 4.1.5].

PART 1
Table 3.9.4: Requirementsof close-upsurvey– General dry cargo ships

(A) Selected shell (A) Selected shell frames (A)All shell frames in the (A) All shell frames
frames in one forward in all cargo holds and forward lowercargo hold in all cargo holds
and one aft cargo hold tween deckspaces. and 25% frames in each and tween deck
and associated tween of the remaining cargo spaces including
(B) One transverse
deck spaces. holds and tween deck upper and lower
bulkhead in each cargo
spaces including upper end attachments
(B) One selected hold.
and lower end and adjacent shell
cargo hold transverse
(B) Forward and aft attachments andadjacent plating.
bulkhead.
transverse bulkhead in shell plating.
(D)All cargo hold hatch one side ballast tank,
(B)All cargohold
covers and coamings including stiffening Areas(B—F) as for
transverse bulkheads.
(plating and stiffeners). system. Special
(B)All transverse
(C)One transverse web Survey No.III
bulkheads in ballast
with associated plating
tanks, including stiffening
and framing in two
system.
representative ballast
tanks of each type(i.e. (C)All transverse webs
topside,hopperside,side with associated plating
tank or double bottom and framingin each
tank). ballast tank
(D)All cargo hold hatch (D) All cargo hold hatch
covers and coamings covers and coamings
(plating and stiffeners). (plating and stiffeners).
(E)Selected areas of all (E) All deck plating and
deck plating and underdeck structure
underdeck structure in inside line of hatch
side line of hatch openings between cargo
openings between cargo hold hatches.
hold hatches.
(F) All areas of inner
(F)Selected areas of bottom plating.
inner bottom plating.
(A) Cargo hold transverse frames.

(B) Cargo hold transverse bulkhead plating, stiffeners and girders.
(C) Transverse web frame or watertight transverse bulkhead in ballast tanks.
(D) Cargo hold hatch covers and coamings.
(E) Deck plating and underdeck structure inside line of hatchopenings between cargo hold hatches.
(F) Inner bottom plating.
Note: Close-upsurveyof cargo hold transverse bulkheads to carried out at the following levels:
 Immediately above the inner bottom and immediately above the tween decks, as applicable.
 Mid-heightof the bulkheads for holds without tween decks.
 Immediately below the main deck plating and tween deck plating.

PART 1
9.4.8.1 The general minimum requirements for thickness measurement are specified in
[Table 3.9.5 and Table 3.9.6.].The Surveyor may extend the thickness
measurements, as deemed necessary.
9.4.8.2 In areas where substantial corrosion, as defined in Chapter 3 Section 1,[1.7], has
been noted, then additional measurements are to be taken, as applicable. Refer to
[Table 3.9.7] as guidance for additional measurements.
Table 3.9.5: Thickness measurement: GeneralShip Types

(other than general dry cargo ships)

1)Suspect areas 1)Suspect areas 1)Suspect areas 1)Suspect areas

throughout the throughout the throughout the throughout the vessel
vessel vessel vessel
2)One transverse 2)Two transverse 2)A minimum of three
section of deck sections ofdeck transverse sections in
plating in way of plating in wayof cargo way of cargo spaces
cargo space spaces within the amidships
0.5L
Within the amidships Within the amidships
0.5L 0.5L
3)Internals in fore 3)Internals in fore
peak and after peak peak and after peak
tanks tanks
4)All cargo hold 4)All cargo hold hatch
hatchcovers and coversand coamings
coamings (plating and (plating and stiffeners)
stiffeners)
5) All exposed main
deck plating full length
6)Representative
exposed superstructure
deck plating (poop,
bridg eand forecastle
deck)
7)Lowest strake and
strakes in way of tween
decks of all transverse
bulkheads in cargo
spaces together with
internals in way
8)All wind and
waterstrakes,port and
starboard, full length

PART 1
9) All keel plates full
length. Also additional
bottom plates in way
of cofferdams,
machinery space and
aft endPlating
10)a) of tanksof sea
chests.
b)Shell plating inway of
overboard discharges
as
considered necessary
Notes: by the Surveyor
1. Thickness measurement locations are to be selected to provide the best representative sampling of areas likely to
be most exposed to corrosion considering cargo and ballast history and arrangement and condition of protective
coatings.
2. Thickness measurements of internals may be specially considered by the Survey or if the hard protective coating
is in GOOD condition.
3. For ships less than 100 [m] in length, the numberof transverse sections required at Special Survey No.III may be
reduced to one (1) and the number of transverse sections required at Subsequent Special Surveys may be
reduced to two (2).
4. For ships equal to or more than 100 [m] in length, at special Survey No.III, additional thickness measurements of
exposed maindeck plating within amidship 0.5L may be required.

PART 1
Table 3.9.6: Thickness measurement: General dry cargo ships

1)Suspect areas 1)Suspect areas 1)Suspect areas 1)Suspect areas

throughout the throughout the throughout the throughout the vessel
vessel vessel vessel
2)Within the cargo 2)Within the cargo 2) Within the cargo area:
area:One transverse area:
a) A minimum of three
section
a) Two transverse transverse sections
Of deck plating in sections within within the amidships
wayof the amidships 0.5L
0.5L in wayof two
Cargo space b) Each deck plate
different cargo
within the
spaces c) All wind and water
amidships 0.5L
strakesd) Each
b) Each deckplate
bottomplate,
outside line of
including lower turn
cargo hatch
of bilge.
openings
e) Duct keel or pipe
c) All wind and water
tunnel plating and
strakes
internals
3)Measurement for 3)Measurement for 3)Measurement for
general assessment general assessment general assessment
and recording of and recording of and recording of
corrosion pattern of corrosion pattern of corrosion pattern of
those Structural those Structural those structural
members subject to members subject to members subject to
close-up survey close-up survey close-up survey
according to Table according to Table according to Table
6.4.7.1 6.4.7.1 6.4.7.1
4) Selected wind 4)All wind and water

and water strakes strakes outside cargo
outside the cargo area
length area
5)Internals in forepeak 5)Internals in fore peak
tank tank
6) All exposed main
deck plating outside
cargo area
7)Representative
exposed super structure
deck plating (poop,
bridge and fore castle
deck)
8)All keel plates,
additional bottom plates
in way ofmachinery
space, aft end oftanks
and cofferdams outside
cargo area

PART 1
9)a) Plating of sea
chests.
b) Shell plating inway
of overboard
discharges as
considered
necessary by the
Surveyor
Notes:
1. Thickness measurement locations should be selected to provide the best representative sampling of areas likely to
be most exposed to corrosion, considering cargo and ballast history and arrangement and condition of protective
coatings.
2. For ships less than100 metres in length, the number of transverse sections required at Special SurveyNo.III maybe
reduced to one and the number of transverse sections at Special Survey No.IV and subsequent surveys maybe
reduced to two.
9.4.8.3 To determine general and local levels of corrosion in the shell frames and their end
attachments in all cargo holds and ballast tanks in case of general dry cargo ships,
representative thickness measurement is to be taken. It is also to be taken to
determine the corrosion levels on the transverse bulkhead plating. It may be
dispensed with, provided the Surveyor is satisfied with the results of the close-up
examination as has not observed any structural attenuation and finds the hard
protective coating intact, where applied.
9.4.8.4 For tank areas where coating is in a GOOD condition, the Surveyor may especially
consider the extent of thickness measurements.
9.4.8.5 Where largest reductions are expected to occur or where they are actually revealed
from the deck plating measurements, transverse sections are to be taken from
those regions.
9.4.8.6 The thickness measurements are to be taken by a qualified firm that is IRS
certified. And to extend its necessary control during the process, they appoint a
Surveyor for the same. The Surveyor ensures that thickness measurements are so
taken that they are acceptably accurate and if need be, they are also checked and
re-checked.
Table 3.9.7: Guidance for additional thickness measurements in way of substantial

corrosion
Structural Member Extent of Measurement Pattern of Measurement
Plating Suspect area and adjacent 5 point pattern over 1 square
plates meter
Stiffeners Suspect area 3 measurements each in line

across web and flange
9.4.8.7 Subsequently, a thickness measurement report is prepared that has details of the
location of measurements, the thickness measured and the corresponding original
thickness. The date when the measurements were taken, type of measurement
equipment, names of personnel and their qualifications is also included and it is
signed by the operator. Later, the Surveyor reviews the report after repairs have
been done and he countersigns the cover page.
PART 1
9.4.9 Reporting and evaluation of survey of general dry cargo ships
9.4.9.1 The data and information on the structural condition of the ship collected during the
survey is to be evaluated for continued structural integrity.
9.4.9.2 The Survey Report would be issued to the Owner along with a copy of the
thickness measurement report, verified and countersigned by the Surveyor. As
reference for the future surveys, it is to be placed on board the ship.
9.5 Special surveys – Machinery

[Sec. 4] gives the requirements for examination of machinery and piping at Special Survey.

PART 1
SECTION 10 DOCKING SURVEYS AND IN-WATERSURVEYS
Contents
10.1 General ..................................................................................................................................... 221

10.2 Docking Surveys ....................................................................................................................... 221
10.3 In-water Surveys ....................................................................................................................... 221
10.4 Machinery verification runs ....................................................................................................... 222

PART 1
10.1 General
10.1.1 As to the satisfaction of Surveyor, at Docking Surveys or In-water Surveys, the ship and
machinery, as necessary and feasible, is examined.
10.1.2 For oil tankers (including ore/oil and ore/bulk/oil ships), chemical tankers and bulk carriers
over the age of 15 years, intermediate docking between Special Surveys is to be held in
dry-dock. Further, this survey is to be held as part of the Intermediate Survey.
10.2 Docking Surveys

10.2.1 Where a ship is in dry-dock or on a slipway it is to be placed on blocks of adequate height,
and proper staging is to be erected, for the examination of the shell including bottom and
bow plating, keel, stern, sternframe and rudder. The rudder is to be lifted for examination of
the pintles, if deemed necessary by the Surveyor.
10.2.2 Examination of the shell plating is done for excessive corrosion, deterioration due to
chafing or contact with the ground and for undue unfairness or buckling especially the
connection between the bilge strakes and the bilge keels are checked.
10.2.3 The clearances in the rudder bearings are measured and pressure tested, where
applicable, or if deemed necessary by the Surveyor.
10.2.4 Examination of the sea connections and overboard discharge valves and cocks and their
attachments to the hull.
10.2.5 The propeller, sternbush and sea connection fastenings and the gratings at the sea inlets
and clearance in the sternbushare to be examined.
10.2.6 The efficiency of the oil glands is to be ascertained.
10.2.7 Surveyor is required to examine anchors and cables when chain cables are ranged.
10.2.8 Where the anti fouling system is changed, or partial repair is done that affects 25 per cent
or more of the anti fouling system, the coating specification and antifouling system is to be
examined by the Surveyor as per IMO Anti fouling System Convention.
10.3 In-water Surveys

10.3.1 The Committee will accept an In-water Survey in place of the intermediate docking between
Special Surveys required in a five (5) year period for ships not covered in 10.1.2 and where
an *IWS notation is assigned, [see Ch1, Sec 2.5].
10.3.2 The Committee may accept an In-water Survey in place of the intermediate docking
between Special Surveys required in a five (5) year period on ships applied with protection
to underwater portion of the hull. If requested, an *IWS notation may be assigned on
satisfactory completion of the Survey, provided that the applicable requirements of IRS’s
Rules and Regulations are fulfilled, see also see [Ch 1, Sec 2.5].
10.3.3 The In-water Survey is required to provide information that is obtained from the Docking
Survey.
10.3.4 After review of the operating history, stem bearing oil analysis and onboard testing, special
consideration shall be given to ascertaining rudder bearing clearances and sternbush
clearances and these are also included in the proposals. In-water Surveys are to be
submitted in advance of the survey that is required, so that suitable arrangements can be
agreed with IRS.
10.3.5 The In-water Survey is to be executed at an agreed geographical site under the
surveillance of an attending Surveyor to IRS, with the ship at a suitable draught in sheltered
waters and with weak tidal streams and currents. For this purpose, the in-water visibility is
to be good and the hull below the waterline is to be clean. The pictorial presentation is
required to be satisfactory to Surveyor and there has to be a two-way communication
PART 1
between him and the diver. A qualified diver approved by IRS can alone carry out the In-
water Survey.
10.3.6 Before initiating the In-water Survey, the equipment and procedures for observing and
reporting the survey are to be agreed upon between Owners, the Surveyor and the diving
firm.
10.3.7 If the In-water Survey reveals damage or deterioration, the Surveyor may dry-dock the ship
and begin with a fuller survey to carry out the necessary work.
10.3.8 For ship assigned with*IWS notation, the conditions of the high resistant paint at each
drydocking has to be ascertained to maintain the notation.
10.3.9 Some National administrations may have additional requirements to those given from
[10.3.1 to 10.3.9].
10.4 Machinery verification runs

At the time of drydocking, a sea trial is to be executed to attending Surveyor's satisfaction for
satisfactory operation of main and auxiliary machinery. If significant repairs are done to main or
auxiliary machinery or steering gear, a sea trial is also given consideration.

PART 1
SECTION 11 BOILER SURVEYS
Contents
11.1 Frequency of surveys................................................................................................................ 224

11.2 Scope of surveys ...................................................................................................................... 224

PART 1
11.1 Frequency of surveys
11.1.1 All boilers, economisers, steam receivers, steam heated steam generators, thermal oil and
hot water units engaged in vital services, together with boilers used for non-essential
services having a working pressure exceeding 3,5 bar and a heating surface exceeding 4,5
m2 are to be surveyed internally. During each 5 year Special Survey cycle, there is to be a
minimum of two internal examinations between which intervals is not to exceed 36 months.
An external examination is to be done at the time of the Annual Survey.
11.1.2 Under exceptional circumstances, an extension of the internal examination of the boiler
may be considered, but it shall not exceed three months beyond the due date. The
extension may be granted after :
a) Examination and operational test of the boiler safety valve relieving gear (easing
gear) is done
b) External examination of the boiler is done
c) Operational tests of the boiler protective devices is done
d) Review of the following records since the previous Boiler Survey is done:
 Operation
 Maintenance
 Repair history
 Feedwater chemistry
‘Exceptional circumstances’ means unavailability of repair facilities, equipment or spare
parts, essential materials, or delays incurred by action taken to avoid severe weather
conditions.
11.1.3 An external survey of boilers including tests of safety and protective devices, and tests of
safety valves using their relieving gear, is to be done annually within the range dates of the
Annual Survey of the ship. For exhaust gas heated economisers, the safety valves are to
be tested by the Chief Engineer at sea within the range dates of the Annual Survey. This
test is to be recorded in the log book and reviewed by the attending Surveyor prior to
crediting the Annual Survey.
11.2 Scope of surveys

11.2.1 At the surveys described in [11.1], the boilers, superheaters, economisers and air heaters
are to be examined internally on the water-steam side and the fire side. Where required,
the pressure parts are to be tested by hydraulic pressure and the thicknesses of plates and
tubes and sizes of stays are to be ascertained to determine a safe working pressure. The
safety valves and principal mountings on boilers, superheaters and economisers are to be
examined and opened up as necessary by the Surveyor. During each boiler survey, the
adjustment of safety valves is to be verified. Boiler safety valves and their relieving gear are
to be examined and tested to verify their satisfactory operation. Safety valves are to be set
under steam to a pressure not greater than the approved design pressures of the
respective parts. As a working tolerance, the setting is acceptable, provided that the valves
lift at not more than 103 per cent of the approved design pressure. However, for exhaust
gas heated economisers, if steam cannot be raised in port, the safety valves may be set by
the Chief Engineer at sea, and the results recorded in the log book and reviewed by the
attending Surveyor. The following records since the previous Boiler Survey are to be
reviewed as part of the survey:
 Operation
 Maintenance
 Repair history
 Feedwater chemistry

PART 1
The remaining mountings are to be examined externally and, if considered necessary by
the Surveyor, are to be opened for internal examination. Collision chocks, rolling stays and
boiler stools are to be examined and maintained in an efficient condition.
11.2.2 In addition to the abovementioned, in exhaust gas heated economisers of the shell type, all
accessible welded joints are to be subjected to a visual examination to identify cracking.
Non-Destructive Testing may be required for this purpose and may be requested by the
Surveyor.
11.2.3 At each Boiler Survey, in fired boilers employing forced circulation, the pumps used for this
service are to be opened and examined.
11.2.4 The oil fuel burning system is to be examined under working conditions.
11.2.5 General examination of fuel tank valves, pipes, deck control gear and oil discharge pipes
between pumps and burners is to be done.
11.2.6 At each survey of a cylindrical boiler which is fitted with smoke tube superheaters, the
saturated steam pipes are to be examined as given in [Section 12].
11.2.7 At the annual general examination referred to in [11.1.1], the requirements of [Chapter1,
Section 2, [2.5] are to be fulfilled.

PART 1
SECTION 12 STEAM PIPES SURVEYS
Contents
12.1 General ..................................................................................................................................... 227

12.2 Scope of surveys ...................................................................................................................... 227

PART 1
12.1 General
12.1.1 For saturated steam pipes and superheated steam pipes in which the temperature of the
steam at the superheater outlet does not go beyond 450°C, survey is to be executed 10
years from the date of build (or installation) and subsequently at five-year intervals.
12.1.2 For superheated steam pipes where the temperature of the steam at the superheater outlet
is over 450°C, survey is to be donefive (5) years from the date of build (or installation) and
subsequently at five-year intervals.
12.1.3 After 10 years from the date of build (or installation) subsequently at five-year intervals,
copper or copper alloy steam pipes over 76 mm external diameter that supply steam for
vital services at sea, are to be hydraulically tested to up to two times the working pressure.
12.2 Scope of surveys
12.2.1 At each survey, some main steam pipes and also auxiliary steam pipes, which:
 are over 76 mm external diameter,
 supply steam for vital services at sea, and
 have bolted joints
are to be removed for internal examination and are to be hydraulically tested to 1.5 times
the working pressure. If these are satisfactory in all respects, rest of them need not be
tested. It is to be made a point that pipes are selected in rotation for examination and
hydraulic testing, so that in the course of surveys all the pipes will be tested.
12.2.2 Where main and/or auxiliary steam pipes categorized in [12.2.1.1 and 12.2.1.2] have
welded joints between the length of pipe and/or between pipes and valves, the lagging
between their welds is to be removed, and these examined and, if considered necessary by
the Surveyor, crack detected. Pipe ranges having welded joints are to be hydraulically
tested to 1.5 times the working pressure. Where lengths having ordinary bolted joints are
fitted in such pipe ranges and can be easily disconnected, they are to be removed for
internal examination and hydraulically tested to 1.5 times the working pressure.
12.2.3 For cylindrical boilers having smoke tube superheaters and where the saturated steam
pipes adjoining the saturated steam headers are partially located in the boiler smoke
boxes, pipes adjoining and cross-connecting these headers in the smoke boxes are,
included in the pipes selected for examination and testing, as defined in [12.2.1]. Where
saturated steam pipes inside the smoke boxes have steel castings of substantial
construction, above mentioned requisites need be applied to a sample casting. Where steel
castings are not fitted, it is the discretion of the Surveyor whether he wants to remove a
sample pipe for examination at Boiler Survey or is satisfied with the condition of the ends of
the saturated steam pipes in the smoke boxes.
12.2.4 At surveys specified in [12.1.3], any of the copper or copper alloy pipes with expansion or
other bends as well as closing lengths adjacent to steam driven machinery, may be
subjected to bending and/or vibration, are to be annealed before testing.
12.2.5 Where the Owner fulfills all the requirements of a Steam Pipe Survey at its due date, the
Committee will consider delaying the survey, partly or wholly.

PART 1
SECTION 13 SURVEYS OF SCREW SHAFTS, TUBE SHAFTS AND

PROPELLERS
Contents
13.1 General ..................................................................................................................................... 229

13.2 Normal surveys ......................................................................................................................... 229
13.3 Modified Survey ........................................................................................................................ 229
13.4 Partial Survey............................................................................................................................ 230
13.5 Screwshaft Condition Monitoring (TS - CM) ............................................................................. 230

PART 1
13.1 General
13.1.1 Shafts with keyed propeller attachments and fitted with continuous liners or approved oil
glands, or made of approved corrosion resistant materials, are to be surveyed at intervals
of five (5) years when the keyway conforms to the present Rules.
13.1.2 Shafts having keyless-type propeller attachments are to be surveyed at intervals of five (5)
years, provided that they are fitted with approved oil glands or are made of
approvedcorrosion resistant materials.
13.1.3 Shafts having solid coupling flanges at the after end are to be surveyed at intervals of five
(5) years, provided that they are fitted with approved oil glands or are made of approved
corrosion resistant materials.
13.1.4 Rest other shafts not covered under [13.1.1 to 13.1.3] areto be surveyed at intervals of 2 1/2
years.
13.1.5 Controllable pitch propellers for main propulsion purposes are to be surveyed at the same
intervals as the screwshaft.
13.1.6 Directional propeller and podded propulsion units for main propulsion purposes are to be
surveyed at intervals not exceeding five years.
13.1.7 Water jet units for main propulsion purposes are to be surveyed at intervals not exceeding
five years, provided that the impeller shafts are made of approved corrosionresistant
material or have approved equivalent arrangements.
13.1.8 Dynamic positioning and/or thruster-assisted mooring and athwartship thrust propellers and
shaftings are to be surveyed at intervals not exceeding five years.
13.2 Normal surveys

13.2.1 All screwshafts are to be withdrawn for examination by IRS’s Surveyors at the intervals
prescribed in [13.1.1 to 13.1.4]. The after end of the cylindrical part of the shaft and forward
one-third of the shaft cone, or fillet of the flange, are to be examined by a magnetic particle
crack detection method. In the case of a keyed propeller attachment, at least the forward
one-third of the shaft cone is to be examined with the key removed. Weardown is to be
measured and the sterntube bearings, oil glands, propellers and fastenings are to be
examined. Controllable pitch propellers, where fitted, are to be opened up and the working
parts examined, together with the control gear.
13.2.2 Directional propeller and podded propulsion unitsunits are to be dismantled for examination
of the propellers, shafts, gearing, control and electrical gear.
13.2.3 Water jet units are to be dismantled for examination of the impeller, casing, shaft, shaft
seal, shaft bearing, inletand outlet channels, steering nozzle, reversing arrangements, and
control gear.
13.2.4 Dynamic positioning and/or thruster-assisted mooring and athwartship thrust propellers are
to be generally examined so far as possible in dry-dock and tested underworking conditions
afloat for satisfactory operation.
13.2.5 Podded propulsion unit screwshaft roller bearings are to be renewed when the calculated
life at the maximum continuous rating no longer exceeds the survey interval. [See Part 6, of
IRS rules].
13.3 Modified Survey
13.3.1 A Modified Survey may be accepted at alternate five-yearly surveys for shafts described in
[13.1.1], provided that they are fitted with oil lubricated bearings and approved oil glands,
and also for those in [13.1.2 and 13.1.3].

PART 1
13.3.2 The Modified Survey is to consist of the partial withdrawal of the shaft, sufficient to
ascertain the condition of the stern bearing and shaft in way. For keyless propellers
orshafts with a solid flange connection to the propeller, a visual examination to confirm the
good condition of the sealing arrangements is to be made. The oil glands are to be capable
of being replaced without removal of the propeller.The forward bearing and all accessible
parts, including the propeller connection to the shaft, are to be examined as faras possible.
Wear down is to be measured and found satisfactory. Where a controllable pitch propeller
is fitted, atleast one of the blades is to be dismantled complete for examination of the
working parts and the control gear.
13.3.3 For keyed propellers, the after end of the cylindrical part of the shaft and forward one-third
of the shaft cone is to be examined by a magnetic particle crack detection method, for
which dismantling of the propeller and removal ofthe key will be required.
13.3.4 Where the requirements for the descriptive note SCM have been complied with as
described in [13.3.1] and alldata are found to be within permissible limits, partial
withdrawalof the shaft will not be required. Where doubt exists regarding any of the above
findings, the shaft is to be withdrawn to permit an entire examination.
13.4 Partial Survey
13.4.1 For shafts where the Modified Survey is applicable, upon application by the Owner, the
Committee will be prepared to give consideration to postponement of the survey for a
maximum period of half the specified cycle provided a Partial Survey is held.
13.4.2 The Partial Survey is to consist of the propeller being backed off in any keyed shaft and the
top half of thecone examined by an efficient crack detection method forwhich removal of
the key will be required. Oil gland and sealsare to be examined and dealt with as
necessary. Weardown isto be measured and found satisfactory. Propeller and fastenings
are to be examined.
13.4.3 The Committee will be prepared to give consideration to the circumstances of any special
case upon application by the Owner.
13.5 Screwshaft Condition Monitoring (TS - CM)
13.5.1 Where oil lubricated shafts with approved oil glands are fitted, and the Owner has complied
with the following requirements, the descriptive note TS- CM (Screwshaft Condition
Monitoring) may be entered in the Register Book:
13.5.1.1 Lubricating oil analysis to be carried out regularly at intervals not exceeding six
months. The lubricating oil analysis documentation is to be available on board.
Each analysis is to include the following minimum parameters:
a) water content
b) chloride content
c) bearing material and metal particles content
d) oil ageing (resistance to oxidation).
13.5.1.2 Oil samples are to be taken under service conditions andare to be representative of
the oil within the sterntube.
13.5.1.3 Oil consumption is to be recorded.
13.5.1.4 Bearing temperatures are to be recorded, (two temperature sensors or other
approved arrangements are to be provided).
13.5.1.5 Facilities are to be provided for measurement of bearing wear down.
13.5.1.6 Oil glands are to be capable of being replaced without withdrawal of the
screwshaft.
13.5.2 For maintenance of the descriptive note SCM, therecords of analyses, consumption and
temperatures, together with weardown readings, are to be retained on board and audited
annually.

PART 1
13.5.3 Where the requirements for the descriptive note SCM have been complied with, the
screwshaft need not be withdrawn at surveys as required by [13.2.1], provided all condition
monitoring data are found to be within permissible limits and all exposed areas of the shaft
are examined by a magnetic particle crack detection method. The remaining requirements
of [13.2.1] are to be complied with. Where the Surveyor considers that the data presented
are not entirely to his satisfaction, the shaft will be required to be withdrawn in accordance
with [13.2.1].

PART 1
SECTION 14 SURVEYS OF INERT GAS SYSTEMS
Contents
14.1 General ..................................................................................................................................... 233

14.2 Annual surveys ......................................................................................................................... 233
14.3 Special Surveys ........................................................................................................................ 233

PART 1
14.1 General
14.1.1 Inert gas systems installed on board the ships that are meant to carry oil or liquid chemicals
in bulk or liquefied gases are to be surveyed periodically as specified in [Section 1 of this
Chapter].
14.2 Annual surveys
14.2.1 At each Annual Survey, underlying items are to be examined:
a) Condition of all piping and components for signs of corrosion or gas /effluent
leakage.
b) Operation of both inert gas blowers.
c) Operation of scrubber room ventilation system.
d) Deck water seal for automatic filling and draining and checking the presence of
water carry over and condition of non-return valve.
e) Operation of all remotely or automatically operated valves and, in particular, the
flue gas isolating valve(s).
f) Interlocking feature of soot blowers.
g) The gas pressure regulation valve that automatically closes when the inert gas
blowers are secured.
h) Alarms and safety devices of the inert gas systems using simulated conditions,
where required:
i) high oxygen content of gas in the inert gas main;
ii) high temperature of gas in the inert gas main;
iii) high pressure of gas in the inert gas main.
iv) low gas pressure in the inert gas main;
v) low pressure in the supply to the deck water seal;
vi) low water pressure to the scrubber;
vii) precision of portable and fixed oxygen measuring equipment using
calibration gas;
viii) high water level in scrubber;
ix) failure of the inert gas blowers;
x) failure of the power supply to the automatic control system for the gas
regulating valve and to theinstrumentation for continuous indication and
permanent recording of pressure and oxygen content in the inert gas main.
14.2.2 At the Surveyor’s discretion, surveys conducted by the National Authority of the country in
which the ship is registered wouldnormally be accepted as meeting these requirements.
14.2.3 When feasible, the proper operations of the inert gas system are checked, once checks
listed in [14.2.1] are done.
14.3 Special Surveys

14.3.1 At each Special Survey of the inert gas system, the inert gas generator, scrubber and
blower are to be opened and examined, as required. Besides, gas distribution lines and
shut off valves, including soot blower interlocking devices, deck sealand non-return valve
are to be examined. Cooling water systems including the effluent piping and overboard
discharge from scrubbers are to be examined. All automatic shut down devices and alarms
areto be tested. In fact, the whole installation is to be tested on completion of survey in the
working condition.
14.3.2 When upon Owner’s request, it has been agreed by IRS that complete survey of the
inertgas system may be done on continuous basis, the various items of the system are to

PART 1
be opened for survey in rotation, if feasible, to ensure that the interval between consecutive
examinations of each item will not exceed five years. In general, one-fifth of the machinery
is to be examined each year.
14.3.3 If examination during Continuous Survey reveals defects, more parts are to be opened and
examined, as considered necessary by the Surveyor, and the defects are to be fixed.

PART 1
SECTION 15 SURVEYS OF VESSELS WITH REFRIGERATED

CARGO INSTALLATIONS
Contents
15.1 General ..................................................................................................................................... 236

15.2 Periodical surveys ..................................................................................................................... 236
15.3 Continuous special survey of refrigerating installation ............................................................. 236
15.4 Annual survey requirements ..................................................................................................... 236
15.5 Requirements of first Special Survey........................................................................................ 237
15.6 Subsequent Special Surveys .................................................................................................... 239
15.7 Loading Port Surveys................................................................................................................ 239

PART 1
15.1 General
15.1.1 Refrigerated cargo installation on ships assigned the character RC are to be surveyed
periodically as given in [Section.1 of this Chapter].
15.1.2 Where these installations hold dual classification with IRS, additional Periodical Survey
requirements, if any, of the corresponding Society would also be applicable.
15.2 Periodical surveys
15.2.1 A Special Survey is to be held at five (5) years intervals. When due to special
circumstances, a Special Survey is initiated before its due date, the Survey is to be
accomplished within a period not exceeding 9 months and not later than the expiry date of
the classification certificate including any postponement that may be granted by IRS.
15.2.2 If classification certificate expires and the ship is not in a port in which it is to be surveyed,
Owners may request IRS to extend the validity of the classification certificate for a period
notexceeding 3 months. Such requests will only be considered so that ship is able to
complete its voyageto the port of survey and only where it is appropriate and reasonable.
15.3 Continuous special survey of refrigerating installation
15.3.1 Upon Owner’s request and upon receipt of a satisfactory proposed arrangement, IRS may
consider a system of Continuous Survey of refrigerating installation (CS HY) and execute it
whereby the requirements of Special Surveys as detailed in [15.5 and 15.6] are completed
within a five (5) year period. In such cases, various items of machinery should be opened
for Survey in rotation, as much as feasible, to ascertain that the interval between
subsequent examinations does not exceed five (5) years and that approximately an equal
proportion of the surveyable items would be subjected to survey each year.
15.3.2 At Surveyor’s discretion, if any defects are revealed during these examinations, further
parts may have to be opened and examined.
15.4 Annual survey requirements
15.4.1 To ascertain that installations have been working properly and efficiently, log books or other
records are to be examined. If some proofs of breakdowns or defects, during the previous
12 months, are indicated, they are to be noted and reported. When feasible, the
refrigerating plant is to be examined right at the arrival of the ship at the port of discharge
prior to unloading of refrigerated cargo.
15.4.2 Examination of refrigerated chambers/holds and spaces are to begin after careful cleaning
and that is supposed to be very detailed. For the same, removable panels and covers are
to be removed and ifappropriate, spot checks of the insulation are to be performed for
condition and shrinkage. If there is trace of damp or leakage of the insulation from any
source viz. fuel tank, pipe work, pipe coils,scuppers, etc. or in the insulation or its lining of
the air ducts or air coolers, thorough examination is to be done and required remedial
measures taken to correct the defects.
15.4.3 Where the cargo is refrigerated by circulating air, the air tightness of the air ducts, air cooler
casings, hatch covers, doors, butterfly dampers in ventilation ducts etc. are to be checked
and so also the insulation of the lining joints.
15.4.4 The Surveyor should be satisfied that the bilges are cleaned and all scuppers draining the
chambers and cooler traysare in proper working condition. Also, suction pipes, sounding
pipes and scupper non-return valves are to be examined.
15.4.5 Cooling grids, air cooler coils and valves are to be examined and the Surveyor should be
satisfied that no pipe is partially or completely choked and that the valves are in proper
working condition.
15.4.6 Brine coils are to be examined whilst under a pressure of 1.5 times working pressure or 3
bar whichever is greater.

PART 1
15.4.7 Grids and primary refrigerant cooler coils are to be examined whilst under the refrigerant
pressure prevailing in the system at the time of the Survey with the plant at rest and the
regulating valves opened just adequate to obtain an approximate balance of pressure
throughout the system and to avoid accumulation of liquid in the grids or coils.
15.4.8 The shells of evaporators, condensers, separators, receivers, and other pressure vessels
are tobe examined. Any proof of excessive corrosion of water end covers of "shell and
tube" and "double-pipe" type condensers is found, than it is to be probed.
15.4.9 Primary refrigerant gas and liquid pipes, valves and condenser cooling water piping are to
be examined.
15.4.10 Any evidence of dampness or deterioration of the insulation which could lead to external
corrosion of the ships or other parts mentioned is to be probed and required corrective
measures are to be taken to correct the defects.
15.4.11 Examination of the fans, their motors, control gear is to be made and the insulation
resistance is to be measured and shall not less than 100,000 ohms. The generating plant
supplying electric power is to be examined to ascertain that the plant is being efficiently
maintained.
15.4.12 The thermometers for measuring the chamber air suction and air delivery temperatures are
to be examined. If renewals and changes are made, the thermometers are to be checked
for accuracy.
15.4.13 Onboard the ship, a survey book or other permanent record is to be kept to show the date
of examination of various parts. This is to be readily available to the Surveyor always and is
to be signed by the Surveyor every time after the survey.
15.5 Requirements of first Special Survey

15.5.1 Each reciprocating compressor, including those provided for sub-cooling the primary
refrigerant,is to be opened and examination of the cylinder bores, pistons, piston rods,
connecting rods, valves and seats, glands, relief devices, suction filters and lubricating
arrangements are to be done. Crankshafts are to be examined, but if the Surveyor is
satisfied with the alignment and wear of the crankcase glands and the lower halves of main
bearings, they need not be exposed.
15.5.2 For screw-type compressors, the time before opening up may be extended to 6 years or
25000 running hours, whichever comes first.
15.5.3 Where there is a replacement programme instead of surveys on board, alternative survey
arrangements will be considered and each case will be given individual consideration.
15.5.4 Refrigerant condenser cooling water pumps, including standby pump(s) used onother
services are to be opened such that their working parts are exposed.
15.5.5 Brine and primary refrigerant pumps are to be opened such that their working parts are
exposed. The survey requirements for primary refrigerant pumps of the hermetically sealed
type are specially considered.
15.5.6 The water end covers of "shell and tube" and "double-pipe" type condensers are not
included during examination of the tubes, tube plates and covers.
15.5.7 The shells and connections of "shell-and-tube" and "double-pipe" type condensers and
evaporators, separators, receivers, driers, filters and other pressure vessels, and the coil
terminals of"coil-in-casing" type condensers and evaporators, are to be examined, as
feasible.
15.5.8 For pressure vessels covered by insulation, any proof of deterioration of the insulation that
could cause external corrosion of the ships or their connections, is to be probed.

PART 1
15.5.9 Adequate insulation is to be stripped from insulated pressure ships for ascertaining the
condition of theships and their connections. During replacement of the insulation, the
vapour sealing of the outer covering is carefully handled.
15.5.10 Adequate insulation is to be stripped from pipes at various points of the system both
outside and inside the insulated chambers that carry the refrigerant to ascertain the
condition of the pipes. Exposed sections of piping are to include locations where lengths of
piping have been connected by screwed couplings or butt welding. The ungalvanized
portions of the piping in way of joints that have been exposed shall be carefully and suitably
coated and taped, after pressure testing, to prevent corrosion. After replacement of the
insulation, the vapour sealing of the outer covering is to be carefully corrected.
15.5.11 The Surveyor shall be satisfied that all pressure relief valves and/or safety discs in
refrigerating plant are functioning properly. However, testing primary refrigerant pressure
relief valves on board ship shall not be attempted.
15.5.12 Sea connections to refrigerant condensers cooling water pumps are to be opened during
hull and/or main machinery Special Survey.
15.5.13 The insulation resistance of electric motors that run refrigerant compressors, pumps and
fans and their controlgear and cables, are to be tested and this is to be not less than
100000 ohms between all insulated circuits and earth. The installation may be sub-divided
to desired extent byopening switches, removing fuses or disconnecting appliances during
this test.
15.5.14 The fittings on switchboards and section boards are to be examined besides the over-
current protective devices and fuses to verify that they have suitable protection for their
respective circuits.
15.5.15 To ensure that the circuits for cargo refrigerating machinery are included in the last group to
be disconnected, any arrangements that are fitted to automatically disconnect the excess
non-essential load when the electrical generators are overloaded are to be examined.
15.5.16 All alarms and automatic controls are to be tested.
15.5.17 To ascertain the condition of the insulation, insulation linings, grounds, supports, hangers
and fixtures which support the insulation, grids, meat rails, etc., adequate air trunking and
insulation lining is to be stripped from the chamber's overhead and vertical surfaces.
Replacement shall be done taking care that the ducts and linings are sealed against air
blowing into the insulation, or against moisture ingress from refrigerated cell or space
atmosphere.
15.5.18 To ascertain the condition of the grounds and inner insulation lining, adequate tank top
insulation is to be stripped.
15.5.19 When determining the amount of insulation lining to be removed as detailed in [15.5.17 and
15.5.18, due consideration is to be given to the type of insulation used in the holds and
chambers. In places whereorganic foam insulants including foamed "in situ”, or other
insulants in slab form have been used, at Surveyor’s discretion, the removal of linings using
test bore holes is done so that the condition of the insulation remains good.
15.5.20 Under normal circumstances, when the Special Survey of the ship's steel structure is being
executed, the condition of hold and chamber insulation, grounds, etc., can be ascertained.
15.5.21 Arrangements made for defrosting air coolers, and for draining condensate from trays
belowcoolers, are to be examined to ensure that they are properly functioning.
15.5.22 Any air refreshing arrangements are to be probed.

PART 1
15.6 Subsequent Special Surveys
In addition to the requirements for first Special Survey, the underlying items, as stated in [Table
13.6.1] are to be tested and examined.
15.7 Loading Port Surveys
At the loading port, upon Owner’s or his authorised representative’s request, a Loading Port
Survey, as given below, is to be executed.
15.7.1 For ships that are on voyages for less than two months time, a loading port certificate is
valid for two months, provided the cargoes they carry are such that they do neither damage
the insulation or appliances in the insulated chambers, nor affect by taint or mould, the
loaded refrigerated cargoes.
15.7.2 If a ship loads cargo at more than one port, Loading Port Survey at the first loading port
would onlybe required, provided all the chambers loaded with refrigerated cargo are probed
and no general cargo is loaded in these chambers later and priorto loading of refrigerated
cargo.
15.7.3 The empty refrigerated cargo spaces are to be examined that is prior to loading the
cargo.The Surveyor shall be satisfied with their cleanliness and be assured that they are
free from odour which may adversely affect the cargo to be loaded. There shall be no
leakage in brine or other refrigerant pipe grids, cooler coils and connections. The Surveyor
shall also be satisfied that the fixed cargo battens onthe vertical surfaces are in good order,
that cargo gratings or dunnage battens are provided for the floors or decks and that no
damage has been caused to the insulation or its lining before the loading of the refrigerated
cargo.
15.7.4 If there is found any indication of defective insulation that does not need urgent attention
should be specially noted and reported.
15.7.5 The bilges and scuppers in the refrigerated cargo spaces are to be clean and dry and the
liquid seals should be primed.
15.7.6 The operations of entire refrigerated cargo installation will be checked by the Surveyor who
also keeps record of the temperatures in the cargo spaces.
15.7.7 The proper operation of air duct couplings for connecting refrigerated containers on the
ship's own refrigerating installation has to be examined. If refrigerated containers are
coupled to the air ducts during the on board survey, the tight sealing effect of the couplings
is also to be checked.
15.7.8 The certificate issued for the executing a Loading Port Survey is clearly not in respect to
the loaded cargo or the manner in which it is to be stowed.

PART 1
Table 3.15.1: The requirements of special surveys
Item Dichlorodifluoro- Ammonia(NH3) or Carbon dioxide(CO2)

methane (R12) Monochlorodifluoro-
methane R22)
"Shell and tube"type 7bar 14bar -
gas condensers or
gas evaporators Water or brine end covers to be removed and shell pneumatically tested with
(brine coolers) the refrigerant or air or a mixture of inert gas and refrigerant to the above
(primary refrigerant in pressures
the shell)
"Coilin casing" 17 bar 70 bar 140 bar
type gas Where it is impracticable to remove the coils they may be examined and
condensers tested in place
"Coilin casing" type 14bar 35bar 105 bar
gas evaporators Where it is impracticable to remove the coils they may be examined and
(brine coolers) tested in place
Primary refrigerant
chamber grids or
air 7bar 10bar 70 bar
Cooler coils
"Shell and tube"type Primary refrigerant end covers are to be removed and tested
gas evaporators
(brine coolers)(brine Shell to be hydraulically tested to twice the design pressure but not less than
is in the shell) 3 bar

PART 1
SECTION 16 SURVEYS - VAPOUR CONTROL SYSTEMS
Contents
16.1 For tankers and combination carriers with notation VCS1 ....................................................... 242
16.2 For tankers and combination carriers with notation VCS2 ....................................................... 243

PART 1
16.1 For tankers and combination carriers with notation VCS1
16.1.1 Annual Surveys
The vapour emission control system is to be examined to ensure its condition at each
Annual Survey. The survey is to include:
16.1.1.1 Components and piping
External examination of these including isolating / relief valves, means of collecting
and draining condensate and separating vapours from non-compatible cargoes and
electrical continuity / bonding arrangements.
16.1.1.2 Manifold isolating valve
Ascertaining that the vapour manifold isolating valve and its manual operation is
proper.
16.1.1.3 Vapour connection flanges
Confirmation of the continuing effectiveness of the “lug and hole” construction of
the vapour connection flange(s), or other approved means of preventing
misconnection of the loading hose to the vapour collection system.
16.1.1.4 Hoses
Confirmation that any hose used for the conveyance of vapour are as specified in
[Part.8, of IRS rules].
16.1.1.5 Inert gas distribution piping
Where it is used for vapour collection, checking the effectiveness of the inert gas
main isolating valve(s).
16.1.1.6 Cargo gauging system
Correct operation of these for each tank, which is connected to the vapour
collection system. Where portable gauging devices are used, the number of
devices available is to be equal to the number of tanks that can be loaded plus two
(2) additional units.
16.1.1.7 Cargo tank venting system
Examination of this system including flame screens, where fitted.
16.1.1.8 Alarms and safety devices
Ascertaining the satisfactory operation of the alarms and safety devices using
simulated conditions, where required.
a) Low vapour pressure in main vapour collection line(s) (not applicable to
tank barges).
b) High vapour pressure in main vapour collection line(s) (not applicable to
tank barges).
c) Cargo tank high liquid level.
d) Cargo tank overfill (high-high liquid level), where fitted.
e) Loss of power to alarm system or, alternatively, failure of tank level sensor
circuitry.
f) Automatic shutdown system, where fitted.
16.1.1.9 Operation and maintenance records
a) Examination of the permanent records to verify the satisfactory operation
and maintenance of the system.
b) Surveyor may consider that certain items are functioning satisfactorily and
their operation has been properly documented and recorded.

PART 1
16.1.2 Special surveys
At each Machinery Special Survey, the underlying items of the vapour emission control
system are to be examined; in addition to the requirements of Annual Survey in [16.1.1]:
16.1.2.1 Valves
All valves, including cargo tank isolating valves, main vapour line cross-over valves
(where fitted forvapour segregation), condensate drain valves, manifold isolating
valves, pressure / vacuum relief valvesand spill valves / rupture disks (where fitted
as additional overfill control devices).
16.1.2.2 Gauging system
The closed gauging system including portable gauging devices, where fitted.
16.1.2.3 Alarms
The independent cargo tank overfill alarms, where fitted.
16.1.2.4 Hoses
Vapour collection system hoses for electrical continuity or non-conductivity, as
applicable.
16.1.2.5 Inert gas distribution piping
The inert gas distribution piping used for vapour collection, deck seals or double
block and bleed assemblies.
16.2 For tankers and combination carriers with notation VCS2

16.2.1 Annual surveys
At each Annual Survey, in addition to the requirements of [16.1.1], the underlying items of
the vapour emission control system are to be examined:
16.2.1.1 Detonation flame arrester
The detonation flame arrester (where fitted).
16.2.1.2 Vapour manifold
Ascertaining that means of electrical insulation (insulating flange or non-conductive
hose, etc.) is provided for the vapour manifold connection.
16.2.1.3 Fixed oxygen analyzer
Ascertaining of the precision of the fixed oxygen analyzer (required to be fitted
within 3 [m] (10 feet) ofthe ship’s vapour manifold connection) by means of a
calibration gas.
16.2.1.4 Vapour blowers / compressors
Any devices (such as compressors or blowers) that are used to increase the
vapour flow rate.
16.2.2 Special surveys
At each Machinery Special Survey, in addition to the requirements of [16.1.2 and 16.2.1],
the underlying items of the vapour emission control system are to be examined:
16.2.2.1 Vapour Blowers / Compressors and detonation flame arresters
Vapour blowers / compressors and detonation flame arresters including isolating
and relief valves, where fitted and as applicable.

PART 1
SECTION 17 SURVEYS OF THERMAL OIL HEATING SYSTEMS
Contents
17.1 General ..................................................................................................................................... 245

17.2 Oil fired thermal oil heater and Economiser.............................................................................. 245
17.3 Circulating pumps ..................................................................................................................... 245
17.4 Dump cooler .............................................................................................................................. 245
17.5 Piping arrangement................................................................................................................... 245
17.6 Expansion tank ......................................................................................................................... 245
17.7 Alarms and safety devices ........................................................................................................ 245
17.8 Thermal oil analysis .................................................................................................................. 246
17.9 System operation test ............................................................................................................... 246
17.10 Repairs ...................................................................................................................................... 246

PART 1
17.1 General
17.1.1 Thermal Oil Heating systems are to be surveyed at survey intervals specified in [Sec.1,] of
this Chapter.
17.1.2 At each survey, the underlying components are to be examined:
 Oil fired thermal oil heater/s and Economiser/s including the heat exchanger coils,
insulation and fuel oil burning arrangement are to be examined externally
 Circulating pumps
 Dump cooler
 Piping arrangement including control valves and insulation
 Expansion tank and temperature blocking pipe
 Alarms and safety devices −Thermal oil (analysis results).
17.2 Oil fired thermal oil heater and Economiser
17.2.1 These are to be externally examined to check the condition of the insulation, cleanliness
and their attachment to the ship’s structure.
17.2.2 Heat exchanger coils are to be examined to ascertain that there are no signs of overheating
or corrosion and that they are in a state to do heat exchange properly.
17.2.3 Heat exchanger coils are subjected to a leakage test, at working pressure and with working
fluid.
17.2.4 All mountings are to be externally and internally examined at the discretion of the Surveyor.
17.2.5 Fuel oil burning arrangements are to be examined for proper operation, also during safety
cut-outs.
17.3 Circulating pumps
Circulating pumps are to be examined externally and internally at Surveyor’s discretion to check
that they are properly operating even during automatic change over.
17.4 Dump cooler
Dump coolers including pressure relief devices are to be examined externally and internally.
17.5 Piping arrangement
17.5.1 Complete piping arrangement including condition of insulation is to be externally examined
and tested for any leaks.
17.5.2 At Surveyor’s discretion, pipe fittings and valves are to be examined externally and
internally.
17.6 Expansion tank
17.6.1 Expansion tank including associated save-alls is to be visually examined.
17.6.2 To check and examine the arrangement to limit the temperature of thermal oil in the
expansion tanks (in open vent systems) such as ‘Temperature Blocking Pipe”.
17.6.3 To check and examine the operation of de-aeration arrangement and vent.
17.7 Alarms and safety devices
Underlying alarms and safety devices are to be tested:
17.7.1 Thermal oil high temperature alarm and safety cut out (both in oil fired heater and
economiser)
17.7.2 Minimum flow control device, alarm and safety cut out (both in oil fired heater and
economiser)

PART 1
17.7.3 Flue gas high temperature alarm and safety cut out (both in oil fired heater and
economiser)
17.7.4 Expansion tank low level and low-low level alarm and safety cut out
17.7.5 Thermal oil leakage alarm and safety cut out (both in oil fired heater and economiser)
17.7.6 Fire Extinguishing arrangements.
17.8 Thermal oil analysis

17.8.1 Thermal oil is to be analysed at regular intervals or annually and shall be free from harmful
contaminants and signs of oxidation or deterioration.
17.9 System operation test
On completion of survey, the entire system is to be examined under working conditions especially
any signs of leakage and functioning of control and safety devices.
17.10 Repairs
17.10.1 Any defects to alarms and safety devices the proper operation of which may pose a fire risk
are to be promptly repaired in presence of the Surveyor.
17.10.2 When system parts or components are changed or repaired, these are to be subjected to a
pressure test to 1.5 times the working pressure before putting back into service.

PART 1
SECTION 18 SURVEYS OF EXTERNAL FIRE FIGHTING SYSTEMS

Contents
18.1 General ..................................................................................................................................... 248

18.2 Annual survey ........................................................................................................................... 248
18.3 Special survey........................................................................................................................... 249

PART 1
18.1 General
At intervals specified in [Section 1 ] of this chapter, external Fire Fighting Systems on ships
assigned with class notations F1, F2 or F3 are to be surveyed.
18.2 Annual survey
18.2.1 The annual survey is to comprise of general examination/verification of the items indicated
in [18.2.2 to 18.2.7].
18.2.2 Hull General examination of:
 Floodlights
 Maneuvering arrangements including side thrusters and power management
system, where fitted
18.2.3 Self-protection of the ship assigned F1 notation:
18.2.3.1 General examination and functional authentication of fixed water-spraying
system.
18.2.3.2 Ship assigned F2 &F3 notation:
a) General examination of dead lights and external steel shutters
b) General examination / functional authenticationof insulation / water spray
system, where fitted.
18.2.4 Water monitors and controls
18.2.4.1. General examination of water monitors and their securing arrangements
18.2.4.2. Functional authentication of water monitors
18.2.4.3. General examination and functional authentication of remote and local/manual
controls.
18.2.4.4. Additional for ships with F3 notation:
a) General examination of foam concentrate tank, foam monitors and
associated pumping and pipingarrangements including their securing
arrangements
b) Condition of foam concentrate
c) Functional test of the foam monitors
d) General examination and functional authetication of remote and
local/manual controls.
18.2.5 Pumping and piping
18.2.5.1. General examination of fire pumps and water spray pumps related to piping from
sea inlets tomonitors and required instrumentation.
18.2.5.2. Examination and test of water spray piping over pressure preventing arrangement,
where fire pumps also supply to water spray piping.
18.2.5.3. Validation of arrangement for prevention of overheating of fire pumps at low
delivery rates.
18.2.6 Portable fire-fighting equipment
18.2.6.1. General examination of hose stations and fire hydrants.
18.2.6.2. Ascertaining ready availability of hoses and nozzles for the hose stations and their
condition.
18.2.6.3. Examination of pressure reducing arrangement at hose stations.
18.2.6.4. Additional forships assigned F2 & F3 notation:
PART 1
a) Examination of portable high expansion foam generator including condition
of the foam forming liquid.
18.2.7 Fireman’s Outfits
18.2.7.1. Ascertaining ready availability and condition of fireman’s outfit including self
contained breathing apparatus with spare air bottle.
18.2.7.2. Inspection of compressor for recharging air bottles.
18.3 Special survey
To complement the requirements for Annual Survey, the internal examination and testing of the
underlying need to be executed at each Special Survey.
 Fire and water spray pumps and the prime movers
 One section of fire and water spray piping to assess the condition of corrosion prevention
measures
 Electrical equipment associated with the external fire fighting systems
 Foam tank to the extent possible.

PART 1
SECTION 19 SURVEY REQUIREMENTS FOR ADDITIONAL

SYSTEMS AND SERVICES-CREW HABITABILITY ON SHIPS
Contents
19.1 Annual Surveys ......................................................................................................................... 251

19.2 Special Periodical Surveys ....................................................................................................... 251
19.3 Requirements for Ship Alterations ............................................................................................ 254
19.4 Requirements for Geographical Area of Ship Operations ........................................................ 254

PART 1
19.1 Annual Surveys
The information given below is to be reviewed by the attending Surveyor as these issues could
possibly affect the Habitability notation.
a) Ship’s log and Chief Engineer’s log since the previous Initial, Annual or Special Periodical
Survey
b) Collision and grounding reports since the previous Initial, Annual or Special Periodical
Survey
c) Fire, repair and damage reports since the previous Initial, Annual or Special Periodical
Survey
d) A list of all amendments made to the ship since the previous Initial, Annual or Special
Periodical Survey
e) Validation that equipment and facilities of the ship are fit for purpose and are in proper
operating condition and as per the Accommodations Criteria stated within the IRS Rules
Part 14.
f) Validation that the geographical area of ship operations has not altered since the previous
Initial, Annual or Special Periodical Survey.
While the Surveyor reviews the submitted information, a determination will be made as to
whether changes or alterations that have taken place could affect the Habitability notation.
Consequently, the ship may be subject to the review, ambient environmental testing and
inspection requirements of the Part 14.
19.2 Special Periodical Surveys

19.2.1. Special Periodical Survey Number 1 (Age ≤ 5 Years)
The Survey is to be composed of engineering reviews, Surveyor’s verifications and ambient
environmental testing. The Survey will cover all five (5) habitability aspects. The underlying
information is to be submitted to the IRS Technical Office before three (3) months the
ambient environmental testing is done:
a) Collision and grounding reports since the previous Annual Survey
b) Fire, repair or damage reports since the previous Annual Survey
c) A list of all amendments made to the ship since the previous Annual Survey
d) Any change in the geographical area of ship operations since the Initial Survey
e) Any drawings/arrangements of crew spaces, HVAC, electrical, etc. affected by
those amendments
f) Copy of approved Test Reports and Initial Test Plans
g) Test Plans and Test Reports of Annual Surveys
h) Previous Special Periodical Survey Test Plans and Reports, if applicable
i) Proposed Special Periodical Survey Test Plans for the current survey
The submitted data of Special Periodical Survey serves three purposes. The first is to
perform an engineering review of crew spaces against any alterations to the vessel since
the Initial Survey, with measurements verified by a Surveyor. The second purpose is to
provide a history of ambient environmental testing, aswell as the Special Periodical Survey
ambient environmental test plans for review and approval. The third is to allow scheduling
of measurement verifications and ambient environmental testing.
A Special Periodical Survey Test Plan for each ambient environmental aspect of
Habitability is to besubmitted in accordance with the criteria stated below. The approved
Initial Test Plans can be used as abasis for creating the Special Periodical Survey Test
Plans.

PART 1
For creation of the Special Periodical Survey Test Plans, Subsection, “Test Plan”, and
Subsection, “Test Requirements”, of Chapters 3 through 6 of Part 14 specify the
requirements for each ambient environmental aspect(i.e., 3.2.1,4.2.1,5.3.1, 6.2.1 , etc.). For
specifying measurement locations for the Special Periodical Survey Test Plans, the
following changes to Subparagraph, “Selection of Spaces where Measurements are to be
Conducted”, of each ambient environmental aspect of Habitability are to be followed:
Measurements shall be taken in all areas affected by ship alterations. Measurements would
be restricted to the ambient environmental aspect affected by the alteration. For example,
structural changes would require both vibration and noise measurements. Structural
changes would not necessarily require indoor climate or lighting measurements. Changes
to luminaries would require lighting measurements but not vibration, noise or indoor climate
measurements.
i) Measurements shall be taken in all worst case or problem area locations. Worst
case or problem area locations for a particular ambient environmental aspect shall
be selected based on the requirements set forth in Subparagraph , “Selection of
Spaces where Measurements are to be Conducted”, of the appropriate section of
the Part 14.
ii) For whole-body vibration, additional measurements shall be taken in crew cabins
and staterooms throughout the vessel. For vessels with fewer than one hundred
(100) crew cabins and staterooms, ten (10) % of cabins and staterooms shall be
measured.
For vessels with one hundred (100) or more crew cabins and staterooms, apply the
following:
 In the forward one-third (1/3) of the vessel, three (3) % or 1 in 33 of cabins and
staterooms shall be measured.
 In the midsection (center 1/3) of the vessel, two (2) % or 1 in 50 of cabins and
 In the aft one-third (1/3) of the vessel, five (5) % or 1 in 20 of the cabins and
Within each one-third (1/3) section of the vessel, measurement locations shall be
distributedthroughout the length of each section and on each deck.
iii) Regardless of the number of crew cabins and staterooms on a vessel, attention
must be given to selecting a variety of locations port, starboard, fore, amidships
and aft. The worst case locations can be considered part of the representative
sample for crew cabins and staterooms, if applicable.
iv) For whole-body vibration, additional measurements shall also be taken in crew
living and working spaces other than crew cabins and staterooms. Where a single
instance of one (1) type of manned crew space exists within the vessel (e.g.,
bridge, radio room, officer’s mess, gymnasium, library, etc.), that location shall be
selected for measurement. Where multiple instances of manned crew recreational
spaces exist, a representative sample of at least ten (10) % of each type shall be
selected for measurement. The worst case locations are to be considered part of
the representative sample, if applicable.
v) If any of the spaces identified for measurement extend or are situated over a large
portion of the vessel, measurement locations shall be selected throughout the
length of the vessel and on each deck.
vi) Additionally, attention must be given to selecting a variety of locations port,
starboard, amidships, fore and aft.

PART 1
vii) For noise, indoor climate and lighting, where a single instance of a particular crew
space exists, a representative sample of at least ten (10) % of these spaces shall
be selected for measurement.
viii) The worst case locations can be considered part of the single instance
representative sample, if applicable.
ix) For noise and indoor climate, where multiple instances of a particular type of crew
space exist, a representative sample of at least ten (10) % of these spaces shall be
selected for measurement.
x) The worst case locations can be considered part of the multiple instance
representative sample, if applicable.
xi) For lighting, select a sample of at least ten (10) % of spaces where crew are
involved in recreational activities (e.g., mess rooms or recreation areas) for
measurement. Where a number of cabins, staterooms and sanitary spaces are
identical in configuration in terms of lighting systems, surface treatments,
geometry, furnishings and equipment layout, only two (2) of the spaces shall be
selected to determine whether the lighting requirements are met. A sample of at
least fifteen (15) % of the remaining spaces shall be visually inspected. The worst
case locations can be considered part of these lighting representative samples, if
applicable. For all ambient environmental conditions, visual inspections are to be
conducted.
19.2.2. Special Periodical Survey Number 2 (5 Years < Age ≤ 10 Years)
The Survey is to be comprised of engineering reviews, Surveyor verifications and ambient
environmental testing. The Survey will cover all five (5) habitability areas and will follow the
same procedures and requirements as the Initial Survey, except that for the drawing and
information submittals stated here.The following is to be submitted to an IRS Technical
Office three (3) months prior to doing the ambient environmental testing:
a) Collision and grounding reports since the previous Annual Survey
b) Fire, repair and damage reports since the previous Annual Survey
c) A list of all amendments to the ship since the previous Annual Survey
d) Notice of any change in the geographical area of vessel operations since the
previous Initial, Annual or Special Periodical Survey
e) Any drawings/arrangements of crew spaces, HVAC, electrical, etc. affected by
alterations
f) Copy of the approved Initial Test Plans and Reports
g) Test Plans and Test Reports resulting from Annual Surveys
h) Previous Special Periodical Survey Test Plans and Reports
i) Proposed Special Periodical Survey Test Plans for the current survey
The Special Periodical Survey data submittal serves three purposes. The first is to perform
an engineering review of crew spaces against any alterations to the ship since the initial
and subsequent Special Periodical Surveys, with measurements validated by a Surveyor.
The second purpose is to give a historyof ambient environmental testing as well as new
Special Periodical Survey ambient environmental testing plans for review and approval.
The third is to allow scheduling of verification measurements and ambient environmental
testing.
A Special Periodical Survey Test Plan for each ambient environmental aspect of habitability
is to besubmitted as specified in Subsection, “Test Plans” and Subsection, “Test
Requirements” of theappropriate ambient environment section. The Test Plan is to include
the same procedures and requirementsas the Initial Survey with the following addition.
Measurement locations will be specified for spaces whereship alterations have occurred or
where such alterations may affect the ambient environmental aspectsrelated with a space.

PART 1
Despite of that, the approved Initial Test Plans can be used as a basis for creating thenew
Special Periodical Survey Test Plans.
19.2.3. Special Periodical Survey Number 3 (10 Years < Age ≤ 15 Years)
The Survey is to follow the procedures and requirements similar to that described in 19.2.2
19.2.4. Subsequent Special Periodical Surveys (Age > 15 Years)
The Survey is to follow the procedures and requirements similar to that described in 19.2.2
19.3 Requirements for Ship Alterations
No changes which affect or may affect the Habitability notation (ACCOM or ACCOM+), including
amendments to the structure, machinery, electrical systems, piping, furnishings or lighting systems,
are to be made to the ship unless plans of the proposed alterations are submitted and approved by
an IRS Technical Office before the work is initiated. If the IRS Technical Office determines that the
change will affect the Habitability notation, the altered ship is to be subject to the review, verification
and ambient environmental testing requirements of the Part 14.
19.4 Requirements for Geographical Area of Ship Operations
When the intention is to change the geographical area of ship operations, it may affect the
Habitability notation (ACCOM or ACCOM+) and the details of such a change are to be submitted to
the IRS Technical Office for review. If the review by the IRS Technical Office determines that the
change will affect the Habitability notation, the vessel is to be subject to the review and ambient
environmental testing requirements in Chapter 3, “Vibration”, Chapter 4 , “Noise Prevention” and/or
Chapter 5, “Indoor Climate” of the Part 14.

PART 1
SECTION 20 SURVEY FOR ELECTRICAL EQUIPMENTS

Contents
20.1 Annual and Intermediate Surveys ............................................................................................. 256

20.2 Complete Surveys ..................................................................................................................... 256

PART 1
20.1 Annual and Intermediate Surveys
As much as practically feasible, the requirements of 2.2 and 3.2 are to be complied with.
20.2 Complete Surveys
20.2.1. On all the cables and electrical equipment, an electrical insulation resistance test is to be
conducted. The equipment which may get damaged is to be disconnected and installation
may be sub-divided, for the purpose of this test.
20.2.2. All the fittings on the main and emergency switchboard, distribution boards and section
boards are to beexamined and fuses and over-current protective devices inspected to
certify that they are capable of providing protection for their respective circuits.
20.2.3. It is required to test generator circuit-breakers, as much as feasible, to certify that all the
protective devices also including preference tripping relays, if fitted, are in satisfactory
operating condition.
20.2.4. It is required to examine the electric cables, as much as feasible, without creating any
disturbance affecting fixtures or casings, unless opening them up is considered
absolutely essential as a result of observation or of the tests required by 20.2.1.
20.2.5. As per the provisions of Sections 16 and 17, the generator prime movers are to be
surveyed and the governing of the engines is tested. The motors performing vital services
together with allied control and switch gear are to be examined and, if considered
mandatory, are to be operated, so far as practicable, under working conditions. In fact, all
generators and steering gear motors are to be examined under working conditions,
although not necessarily under full load or simultaneously.
20.2.6. Where liquid-immersed transformers are associated with supplies to essential services,
Owner is required to arrange for that liquid’s samples for testing of its breakdown voltage,
acidity and moisture that is executed by a competent testing authority. Consequently, a
certificate is submitted to the Surveyor which encloses the test results.
20.2.7. Navigation light indicators are to be tested underworking conditions, and their operation
on the supply failure or failure of navigation lights is to be validated.
20.2.8. It is required to test the emergency electrical power sources, their
automaticarrangements and associated circuits.
20.2.9. It is required to test emergency lighting, supplementary emergency lighting, transitional
emergency lighting, general emergency alarmand public address systems.
20.2.10. It is required that a ship which is electrically propelled, the propulsion motors, cables,
generators and all ancillary electrical gear, exciters and ventilating plant (including
coolers) associated there with are examined, and the insulation resistance to earth is
tested. The operation of protective gear and alarm devices is to be checked and special
attention is paid to windings, commutators and slip-rings.If insulating oil is used, it is to be
tested as specified in 20.2.6. Interlocks intended to prevent risky operations or
unauthorised access are to be checked to validate that they are correctly functioning.
Emergency overspeed governors are also to be tested.
20.2.11. In areas where flammable gas or vapour and/or combustible dust is contained, a general
examination of the electrical equipment insuch areas is to be made to ascertain that the
integrity of the safe-type electrical equipment has not been impaired due to corrosion,
missing bolts, etc., and also that there is not an excessive build-up of dust on or in such
electrical equipments.
20.2.12. Where feasible, cable runs are to be examined for sheath and armouring defects and it is
acsertained that the means of supporting the cables are in good order. Tests are to be
done to demonstrate the effectiveness of bonding straps for the control of static
electricity. Alarms and interlocks associated with pressurised equipment or spaces are to
be tested for correct operation.
PART 1
20.2.13. For ships assigned with OPS notation, the on-shore power supply arrangements are to
be examined andfunctionally tested whilst connected to an external electrical power
supply as per approved test schedules (see Pt 7, Ch 14) during the Complete Surveys of
machinery. Where it is not feasible to provide the facilities and operations for testing
during the required Surveys of other machinery items, within 12 months of the due date
of the Complete Surveys of machinery.

PART 1
SECTION 21 SURVEY REQUIREMENTS FOR DPS NOTATIONS

Contents
21.1 Annual Surveys ......................................................................................................................... 259

21.2 First Drydocking Survey after Delivery ..................................................................................... 261
21.3 Special Periodical Surveys ....................................................................................................... 261

PART 1
21.1 Annual Surveys
The vessel is to be operated for duration of at least two hours to demonstrate that the dynamic
positioning system has been maintained properly and is in good working order. The operational
testing is to be carried out to the Surveyor’s satisfaction. Special consideration may be given,
subject to the discretion of the Surveyor, when sufficient test reports are in place demonstrating that
the vessel has been engaged in a DP testing program. In addition, the following items are to be
generally examined so far as can be seen and placed in satisfactory condition:
21.1.1. Controls and Alarms
Control system, including independent emergency shut-down facility for each thruster at the
main dynamic positioning control station, position keeping redundancy, and alarms and
instrumentation are to be generally examined and confirmed to be functioning satisfactorily.
21.1.2. Environment Sensors
Windsensors(s) and gyro-compass(s) are to be generally examined and confirmed to be
functioning satisfactorily.
21.1.3. For DP-1 Notation
The operation of the automatic control system and a manual position control system
including manual transfer of control between the two systems is to be confirmed to be
functioning satisfactorily.
21.1.4. For DPS-2 Notation
The operation of two automatic control systems and a manual position control system
including automatic transfer of one automatic control system to another upon failure is to be
confirmed to be functioning satisfactorily. Upon failure of the two automatic control systems,
it is to be verified that the manual position control is possible. [See 21.1.6]
21.1.5. For DP-3 Notation
The operation of three automatic control systems and a manual position control system
including automatic transfer of one automatic control system to another upon failure is to be
confirmed to be functioning satisfactorily. Manual transfer of control is to be verified possible
at the third automatic control system located in the emergency back-up control station.
Upon failure of the automatic control systems, it is to be verified that the manual position
control is possible. [See 21.1.6]
21.1.6. Manual Position Control System for DP-1, DP-2, and DP-3 Notations
The operation of the manual position control system using one joystick on the Navigation
Bridge or DP control station in accordance with Part 6 and supplemented by an automatic
heading control is to be confirmed to be functioning satisfactorily.
21.1.7. Manual Thruster Control System
In addition to 21.1.3 through 21.1.6, the operation of the manual thruster control system
using individual levers on the Navigation Bridge or DP control station in accordance with
Part 7 is to be confirmed to be functioning satisfactorily.
21.1.8. Alarms and Instrumentation
The following audible and visual alarms including indicators at each control station are to be
examined, verified operational and confirmed to be functioning satisfactorily, as applicable:
Thruster Power System
i) Engine lubricating oil pressure – low*
ii) Engine coolant temperature – high*
iii) CPP hydraulic oil pressure – low and high*

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iv) CPP hydraulic oil temperature – high*
v) CPP pitch**
vi) Thruster RPM**
vii) Thruster direction**
viii) Thruster motor/semiconductor converter coolant leakage*
ix) Thruster motor/semiconductor converter temperature**
x) Thrust motor short circuit**
xi) Thruster motor exciter power available**
xii) Thruster motor supply power available**
xiii) Thruster motor overload*
xiv) Thruster motor high temperature*
Power Distribution System
i) Status of automatically controlled circuit breakers**
ii) Bus bar current and power levels**
iii) High power consumers – current levels**
System Performance
i) Excursion outside operating envelope*
ii) Control system fault*
iii) Position sensor fault*
iv) Vessel target and present position and heading**
v) Wind speed and direction**
vi) Selected reference system**
In addition, for DP-2 and DP-3 notations
i) Thruster location (pictorial)**
ii) Percentage thrust**
iii) Available thrusters on stand-by**
iv) DP alert through consequence analyzer*
v) Position information of individual position reference systems connected**
* Alarm ** Display
21.1.9. Uninterruptible Power Systems (UPS)
The uninterruptible power systems (UPS) are to be operated and confirmed to be
functioning satisfactorily. The uninterruptible power systems (UPS) are to be operated
without the normal main power input for 15 minutes to confirm that the batteries are
capable of supplying the output power and are in satisfactory condition. The schedule of
batteries is to be examined to verify that the batteries have been maintained.
21.1.10. Communication
i) A means of voice communication between the DP control position (navigation
bridge), and the thruster room(s) is to be tested and confirmed to be functioning
satisfactorily.

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ii) A means of voice communication between the DP control position (Navigation
Bridge), the engine control position and any operational control centers associated
with DP is to be tested and confirmed to be functioning satisfactorily.
Note: No back up required.
21.1.11. Dynamic Positioning System
Confirmation of dynamic positioning system operations manual onboard. Verification that
the manual is up to date with any modifications performed on the installation.
21.2 First Drydocking Survey after Delivery
At the first drydocking survey after delivery, thruster units are to be examined and confirmed in
satisfactory condition including the following.
i) External examination including propeller, gear housing, bolting and their securing
arrangements and for seal leakage.
ii) Internal gear train examination through inspection opening. Where inspection opening is
not provided, at least one unit is to be opened for examination.
iii) Lubrication oil sample analysis.
iv) In addition, for controllable pitch propellers, blade seal leak check and functional test.
Where deemed necessary by the Surveyor, non destructive testing may be required. In
case the first drydocking survey after delivery is the first Special Periodical Survey after
delivery, [20.3] will apply and in addition, [20.2 ii)] is to be carried out.
21.3 Special Periodical Surveys
In addition to the requirements of the Annual Survey, complete performance tests are to be carried
out to the Surveyor’s satisfaction. The schedule of these tests is to be designed to demonstrate the
level of redundancy established in the FMEA (Failure Modes and Effects Analysis,) for DP-2 and
DP-3. In addition, thrusters are to be surveyed as part of the Special Periodical Survey in
accordance [with 21.3].

PART 1
CHAPTER 4 REQUIREMENTS FOR RISK BASED INSPECTION

(SC-NOTATION)
CONTENTS
SECTION 1 GENERAL ........................................................................................................................... 263

SECTION 2 RBI FUNDAMENTALS ........................................................................................................ 265
SECTION 3 RBI METHODOLOGY ......................................................................................................... 269

PART 1
SECTION 1 GENERAL
Contents
1.1 General ..................................................................................................................................... 264

PART 1
1.1 General
The inspection of ship structural systems and various machinery systems play a significant role in
preventing failures. In general the inspection requirements are prescriptive and allow detecting and
evaluating the extent of deterioration caused by in service operation.
Some of the major drawbacks of the current inspection practice are listed below:
 It does not consider the likelihood of failure of a component under its operation and loading
conditions, nor the consequences of a failure.
 It is difficult to find out whether the existing level of reliability or more can be achieved by varying
inspection methods or frequencies or locations.
 It is also hardto identify if an inspection activity is excessive andprovides no measure of increased
assurance for the integrity of the component.
The Risk Based Inspection (hereafter referred to as RBI) Programme of IRS has been developed so that
the operator/ owner of the vessel is able control the integrity of the assets with a focus on its economic
value, while maintaining an acceptable service performance.
It allows the owner/operator to have a documentation trail for the inspection process which allows for a
focused and confident inspection planupdating should the operator undergo changes in operations,
equipment, structures, personnel, contractors, company organization, etc.
Risk-Based Inspection focuses on optimizing inspection programs for equipment, machinery and hull. RBI
begins with the recognition that the essential goal of inspection is to prevent incidents that impair the safety
and reliability of the vessel. As a risk-based approach, RBI provides an excellent means to evaluate the
consequences and likelihood of component failure from specific degradation mechanisms and develop
inspection approaches that will effectively reduce the associated risk of failure. RBI is a process that
assures inspection resources are focused on the areas of greater concern, and provides a methodology for
determining the optimum combination of inspection methods and frequencies. As a result of this there is a
continuous improvement aspect to the RBI process that allows for recalculation of risk and subsequent
refocusing of the inspections activities.
This chapter provides risk-based guidelines for managing inspection needs for maintaining structural
integrity of ships and other marine vessels in a lifecycle framework. The chapter also provides risk
measures thatcan help focus a vessel condition manager’s attention on the most risk-significant
degradation modes and sites.The purpose of this chapter is also to provide guidance to IRS Customers on
the application of RBI programs to maintain class for a marine vessel. This chapter describes the
fundamentals of RBI, the essential steps in the development of an RBI program and the management
systems necessary for maintaining documentation, data requirements and analysis updates. It also
describes the interaction between executing the RBI programs and how IRS will audit the plan and execute
surveys for maintenance of class within the context of such a program. Specifically, it identifies the
minimum elements that IRS requires to be considered in the development and implementation of an RBI
program so that it can be considered in lieu of the conventional maintenance of class surveys.This chapter
is intended to clarify the elements involved in the development and implementation of an RBI program, but
it does not intend to be a detailed technical reference of RBI methodologies, nor does it intend to single out
or endorse any one specific RBI methodology.
The application of this Guide does not cover any statutory survey requirements that may apply to the vessel
being considered (e.g., SOLAS, MARPOL, coastal state regulations, etc.).
Although IRS is authorized to perform statutory surveys on behalf of some authorities, IRS is not ina
position to alter or waive them. The cognizant administration or regulatory body is the final determining
body for statutory or regulatory requirements under their jurisdiction. The Owner shall ensure that in
developing the RBI plan, due consideration is given to Coastal and Flag State requirements.

PART 1
SECTION 2 RBI FUNDAMENTALS
Contents
2.1 RBI ............................................................................................................................................ 266

PART 1
2.1 RBI
RBI is a risk assessment and management process that is focused on failure modes initiated by material
deterioration, and controlled primarily through hull structure, machinery & equipment inspection. RBI
combines risk assessment and risk management techniques with all inspection activities, such as planning,
inspecting, documentation and data analysis, to develop inspection plans that direct inspections towards
the areas of highest risk. RBI can be applied to all types of material deterioration processes that may cause
loss of integrity for pressure retaining equipment and structures.
Risk is defined as the product of the frequency with which an event is anticipated to occur and the
consequence of the event’s outcome. In mathematical terms, risk is calculated by:
Risk = Frequency × Consequence
Risk assessment is the process of identifying the sources of hazards, estimating the risk and evaluating the
results.The risk assessment process answers the following three questions to determine the risk:
i) What can go wrong?
ii) How likely is it?
iii) What are the consequences?
Risk can be expressed quantitatively as a measure of loss per unit of time or presented qualitatively.
Fig 4.2.1: Risk Matrix

Presenting risk qualitatively is an effective means of illustrating risk. A qualitative risk matrix ispresented in
Figure 4.2.1 above illustrates how risk is related to the likelihood and consequence. This matrix is simply a
plot with likelihood on one axis and consequence on the other. The matrix shows the basic principles
behind all evaluations of risk. A high likelihood combined with a high consequence results in a high risk,
located in the upper right hand corner of Figure 1. A low likelihood combined with a low consequence
results in a low risk, located in the lower left hand corner of Figure 1. These two extremes usually do not
present any difficult decisions on the persons conducting the risk assessment. If the risk is “High”, then the
situation may not be acceptable and changes must be made to lower the risk. If the risk is “Low”, then the
situation is tolerable and no changes need to be made. The challenge lies in addressing risks in the central
area of the matrix between “Low” and “High”. In this “Medium Risk” range, the question arises as to how
much risk is acceptable. An important concept to understand is that high consequence may not mean high

PART 1
risk, and similarly, high likelihood may not mean high risk. The level of risk can only be determined once
both of these variables are known or estimated.
As previously defined, RBI is an inspection planning process using risk assessment and risk management.
The setting of inspection frequency within RBI is not a rigid process with fixed, predetermined inspection
intervals. Inspection intervals for any given component may change throughout the life of the asset as risk
increases or decreases. The frequencies that RBI derives are aligned to the needs of the component or
situation and the risks associated. There is, nonetheless, a general logic to the inspections and frequency
of the inspections, namely:
 Higher risk systems/components generally have the shorter frequencies of inspection and have
potentially larger inspection population requirements
 Lower risk systems/components often have extended inspection frequency (or even no inspection)
and have reduced inspection population requirements
Risk for RBI is considered to be the product of the factors of consequence and likelihood:
i) Consequence (i.e., the outcomes that would ensue should a catastrophic failure of the component
occur); and
ii) Likelihood (i.e., the probability that a catastrophic failure for the component will occur)
In general, unless there is a major change in the use, service duty or service parameters for a given piece
of equipment or structure, the consequence of failure from each type of degradation is likely to remain fixed
for its service life. Given this fact, it is correct to assume that the type and frequency of inspection activity
will have no impact in modifying the consequence factor values.
In comparison, inspection activities, specifically the actions/results derived from inspections, have a major
influence on likelihood and, subsequently, the determined risk value for the component. Rates for
degradation of components are the major time based factor that governs likelihood of failure. RBI usually
relies on these time-based models of failure frequency, where the expected frequency of failure rises with
ongoing degradation. Such time-based models are essential for setting specific inspection intervals that will
allow detection of significant degradation before the likelihood of failure (and hence the risk of failure)
reaches an unacceptable level. This process allows for enhanced monitoring of degrading components,
implementation of mitigation measures to slow down the degradation or corrective actions such as repair or
replacement.
Typical standard inspection programs base the inspection techniques and frequencies mainly on
manufacturer’s recommendations, industry standards, classification society or regulatory requirements. The
general belief is that a decrease in the level of inspection activities would bring an associated increase in
failures and hence a risk increase. Conversely, an increase in inspection activities is thought to result in a
safer installation, amid an increase in cost. This belief, though accurate in general, has exceptions:
i) If failure of a component does not result in significant risk exposure, then any inspection activity for
that component will result in additional costs without any risk reduction and further inspection may
not be necessary.
ii) Excessive inspection activities (i.e., too frequent) may not bring any additional risk decrease. The
extra inspection could even cause a risk increase due to issues such as human error during
inspection and damage to protective coatings.
iii) Inspection activities that do not focus on the detection of the specific degradation mechanisms to
which the component is subjected to will result in cost without benefit.
The conclusion is that not all inspection programs are equally effective in detecting degradation
mechanisms and reducing risks, and they all have different costs. RBI provides the tools and processes to
determine the optimum combination of inspection methods and frequencies. The basic elements in the
development of an RBI program are the following:
i) The determination of the risk introduced by the potential failures of each component.
ii) The identification of the degradation mechanisms that can lead to component failures.
iii) The selection of effective inspection techniques that can detect the progression of degradation
mechanisms.

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iv) The development of an optimized inspection plan using the knowledge gained in the three previous
items.
v) The analysis of the data obtained from the inspections and any changes to the installation in order
to feed back into the RBI plan.

PART 1
SECTION 3 RBI METHODOLOGY

Contents
3.1 Main Steps in the Development of an RBI Program ................................................................. 270

3.2 RBI team set up ........................................................................................................................ 270
3.3 Methodology, objectives and definitions ................................................................................... 271
3.4 Identifying critical areas for inspection ...................................................................................... 272
3.5 Development of Survey Plan .................................................................................................... 279
3.6 Survey Execution ...................................................................................................................... 290
3.7 RBI Program updating .............................................................................................................. 291

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3.1 Main Steps in the Development of an RBI Program
This section will describe a typical methodology used to develop an RBI program, but a variety of
methodologies are accepted by IRS, provided that the steps in the development process as described in
this section are included. If any of these steps are missing or they are considered in a substantially different
way than common industry practice and standards, a suitable technical explanation on the adequacy of the
methodology should be included with the submittal for IRS consideration and approval. The typical
procedural steps for the development on an RBI program are the following (Section 3, Figure 1):
1. RBI team set up
2. Methodology , objectives& Definitions
3. Identifying critical areas of inspection
4. Development of Survey Plan
5. Survey Execution
6. Analysis of survey result
7. RBI program update
RBI team set up
RBI methodology, objectives and

definitions
Identifying critical areas for

Inspection
Development of survey plan
Survey Execution
Analysis of Survey
Result
RBI program update
Fig 4.3.1: Main steps in Program Development

3.2 RBI team set up
An RBI program is best performed by a multi-disciplinary team that synergistically brings together different
perspectives and technical strengths. A team approach ensures that all required information that is

PART 1
available within the facility and/or organization is considered in the RBI program, as well as providing a
wider perception of the risks of failure.
The specific composition of an RBI team varies depending on the complexity of the facility, scope of the RBI
program and any applicable regulatory requirements. Some of the disciplines will be called in as advisors,
but a core team is essential for continuity.
RBI aims to prevent failures that lead to safety, environmental or economic concerns by planning
inspections on the basis of information obtained from a risk analysis. The risk analysis for components
needs to identify potential causes of failure, likelihood of failure, as well as determine the consequences
arising from the failure. The RBI team should contain the expertise to identify and analyze all of the above
factors and their implications to personnel safety, environment, property and production. If during the RBI
risk prioritization, failure scenarios are inaccurately determined to have low risk, the RBI program could
potentially reduce inspection efforts to related components, thus resulting in a hazardous
situation.Personnel with technical and risk analysis knowledge are essential for the program to function
effectively.
The RBI team will typically consist of individuals with experience and technical knowledge in the following
disciplines:
i) Maintenance and inspection
ii) Degradation and failure mechanisms
iii) Reliability
iv) Operations
v) Structural integrity
vi) Risk analysis
vii) Safety and health
viii) Materials of construction
Participation in the team of a representative with knowledge of RBI efforts in other similar facilities will
ensure consistency throughout the organization and/or industry, as well as provide wider experience of
risks and practices.
Among the duties of the RBI team members are to (a) participate and proactively contribute in all required
risk analysis and RBI meetings to ensure their knowledge is easily tapped for the RBI purposes (b) validate
the quality and veracity of the information available, and (c) perform their specific RBI tasks, keeping in
mind the end goals of the RBI program.
3.3 Methodology, objectives and definitions

The first step of the methodology requires definition of the inspection objectives and structural system. This
definition should be based on an overall goal that is broken down into a set of objectives. A system can be
defined as an assemblage or combination of elements of various levels and/or details that act together for a
specific purpose. Defining the system provides the risk-based methodology with the information it needs to
achieve the analysis objectives. The system definition phase of the proposed methodology has four main
activities. The activities include:
(i) Define the goal and objectives which are to be met;
(ii) Define the system boundaries;
(iii) Define the success criteria in terms of measurable performances;
(iv) Collect information for assessing failure likelihood; and
(v) Collect information for assessing failure consequences.
The inspection goal objectives are stated in terms of strength, performance, serviceability, reliability, cost
effectiveness, and environmental soundness requirements. The objectives can be broken down further to
include other structural integrity attributes such as alignment and watertightness. A system can be defined
based on a stated set of objectives. The same system can be defined differently depending on these stated
objectives. A vessel’s structural system can be considered to contain individual structural elements such as
plates, stiffened panels, stiffeners, longitudinals, etc. These elements could be further subdivided into
individual components and/or details. Identifying all of the elements, components and details allows an

PART 1
analysis team to collect the necessary operational, maintenance and repair information throughout the life
cycle of each item such that failure rates, inspection and repair frequencies, and failure consequences can
be estimated. The system definition might also need to include non-structural subsystems and components
that would be affected in case of failure. The subsystem and component information is needed to more
accurately assess the consequences of failure.
3.3.1 Definitions
Acceptable Risk is the risk that is considered tolerable for a given activity. Catastrophic failure is a
complete functional failure of a component. Confidence is the analyst’s certainty of an estimate.
Consequence is an unwanted event that can negatively affect subjects of interest. It can be
expressed as number of people affected (injured or killed), property damage, amount of a spill, area
affected, outage time, mission delay, money lost or any other measure of negative impact for the
quantification of risk.
Degradation or deterioration is the degradation of materials due to various mechanisms (e.g.,
corrosion, cracking, embrittlement, fatigue) that causes a detrimental effect on the material’s
physical properties, eventually resulting in the inability of the component to provide its intended
function (i.e., failure).
Event is an occurrence that has an associated outcome. There are typically a number of potential
outcomes from any one initial event that may range in severity from trivial to catastrophic,
depending upon other conditions and subsequent events.
Failure Mode is defined as the manner of failure, e.g., complete rupture of a pipe, buckling of a side
shell.
Frequency is the expected number of occurrences of an event expressed as events per unit time.
Hazards are conditions that can cause harm.
Likelihood is the possibility or frequency of a event and its occurrence.
Qualitative Risk Assessment is a risk assessment that expresses the risk in terms of quality or kind
(e.g., low, high, very high).
Quantitative Risk Assessment is a risk assessment that expresses the risk in terms of risk impact
per unit time (e.g., $1,000,000 per year).
Residual Risk is the risks remaining after all risk control options are implemented, which is
considered acceptable.
Risk is a measure of loss; mathematically, it is the product of frequency with which an event is
anticipated to occur and the consequence of the event’s outcome.
Risk Analysis is the process of understanding (1) what undesirable things can happen, (2) how
likely they are to happen and (3) how severe the effects may be. More precisely, it is an integrated
array of analytical techniques, e.g., reliability, availability and maintainability engineering, statistics,
decision theory, systems engineering and human behavior that can successfully integrate diverse
aspects of design and operation in order to assess risk.
Risk-Based Inspection is a risk assessment and management process that is focused on failure
modes initiated by material deterioration, and controlled primarily through equipment and structure
inspection.
3.4 Identifying critical areas for inspection

As mentioned in [3.2] above, the first fundamental requirement of the proposed methodology is help
inspectors identify structural elements and/or regions that must be inspected and prioritize these elements
and/or regions. The basic steps that have to be undertaken in answering the question what and where to
inspect have been highlighted in Figure 4.3.1 and include the following:
 System definition and its boundaries;

PART 1
 Hazard analysis;
 Defining failure scenarios;
 Risk assessment;
 Risk Based Prioritization;
These steps are briefly described below.
3.4.1 System definition and its boundaries
The risk based methodology can in general be applied to any system within the ship structure,
here; emphasis is given for structural system which includes longitudinals stringers, frames, beams,
bulkheads, plates, coatings, foundations, and tanks.
The hull structural system delineates the internal and external shape of the hull, maintains
watertight integrity, ensures environmental safety, and provides protection against physical
damage. The boundaries of a hull structural system include the hull, its appendages from (and
including) the boot topping down to the keel for the exterior surfaces of the ship, the structural
coating, and insulation for the interior and exterior surfaces.
A mutually agreeable definition of success need to be defined so as to understand failure and its
consequences.A system is considered successful, when it performs its designed functions by
meeting measurable performance requirements.
However, a system may be capable of various levels of performance, all of which might not be
considered a successful performance. Consider, for example, a vessel which, although capable of
traveling from point A to point B, must do so at a reduced speed for fear of potential fatigue failure
that may result from excessive vibration in the engine room. The performance of this vessel would
probably not be considered successful. The same concept can be applied to individual elements,
components and details. It is clear from this example that the impact of a vessel’s success and
failure should be based on overall vessel performance, which, in turn, can easily extend beyond the
structural systems.
Thus, a successful performance is when both the individual structural components and the ship as
a whole perform its designed functions by meeting measurable performance requirements.
After defining success the occurrences and causes of failures can be assessed. Most of the
information required to develop an estimate of the likelihood of failure exists within the inspection,
maintenance and operating histories of the systems and equipment. Such an estimate may be
based on sound engineering judgment and expert opinion.

PART 1
Define System Boundaries

Review available documentation
Establish tentative system boundaries
Identify all components elements and details
Define System Success Criteria Obtain operation history &

Define failure modes future operation projections
Define limit states
Determine Strength and Serviceability
performance requirements
List of components, elements and details

including failure modes, limit states, operation
conditions, and success criteria for strength and
serviceability
Information for failure likelihood Obtain

Summarize information on failure rates, failure engineeringrecords,inspection
and failure modes conduct filed surveys records, maintenance records,
characterize random variables and repair records
Databaseof failures, failure modes, random

variables, inspection records, maintenance
records and repair records
Information for failure consequences List of failures, failure modes

Summarize information on failure consequences & consequences
Conduct filed surveys and interviews perform
expert – opinion elicitation
Fig 4.3.2: System definition

3.4.2 Hazard Analysis: A hazard is an act or phenomenon posing potential harm to some person(s) or
thing(s), (i.e., a source of harm), and its potential consequences. For example, uncontrolled fire is
a hazard, water can be a hazard, and strong wind may also be a hazard. The methodology
requires the performance of preliminary hazard analysis, which should produce a list of hazards
that are suitable for system analysis and which may effect assessment due to such hazards. A
Preliminary Hazard Analysis (PHA) identifies and prioritizes hazards leading to undesirable
consequences early in the life of a system. Such an analysis also recommends actions aimed at
reducing the frequency and/or consequences of the prioritized hazards. For ship structures, the
hazards might include several damage inducing sources, such as, corrosion environments, wave
loads, and water pressure.

PART 1
3.4.3 Definition of Failure Scenarios: Once identified, potential hazards form the basis for defining the
initiating events. Initiating events are considered bad beginnings, accident initiators, or failures.
The suggested methodology transforms these initiating events into risk measures or profiles. After
identifying the initiating events, all possible outcomes for the system as a result of these initiating
events must be evaluated. The outcomes are defined based on scenarios that consider a given
hazard as an initiating event, and describe the event propagation in the system, defining all the
possible outcomes associated with that hazard. The description of the hazard propagation in the
system can be executed using causeconsequence diagrams. For example, a simple diagram is
shown in Figure 4.3.2 as a marriage of event trees and fault trees. The cause part of the analysis
uses the fault tree technique to define the likelihood of occurrence of the basic or initiating event. In
the cause analysis, possible causes of each initiating event are identified to the extent necessary to
estimate a particular likelihood of occurrence. The consequence part of the analysis utilizes event
trees to propagate the failure initiation. The consequence tracing part of the diagram involves
taking the initiating event and following the resulting chain of events through the system. At various
steps, the chains may branch into multiple paths. The consequence analysis results in a description
of all relevant accident scenarios, given the occurrence of a particular initiating event, and is used
to calculate both the likelihood of occurrence and corresponding consequences of each potential
accidentscenario.The occurrence likelihood for each event presented in the cause-consequence
diagram can be determined by breaking down the event with using a fault tree analysis. The
procedure for constructing a consequence scenario is first to take the initiating event, and then
select each subsequent event by asking the following questions:
(i) Under what conditions does the event lead to further events?
(ii) What alternative conditions lead to different events?
(iii) What other components or sub-systems are affected by the event?
(iv) What subsequent events are caused by this event?
In cases where such in an depth cause-consequence analysis cannot be executed due to lack of
expertise or limited financial resources, a simplified procedure based on engineering judgment and
experience should be employed, which might be more feasible for the practicing community.

PART 1
Initiating event
Event tree
Definition of failure sequence from aninitiating
event, i.e., Definition ofevent chains leading up
tounwanted consequences
Fault tree
Definition of topdown breakdownof events that
appear in the event trees
Consequences
Definition of the consequences associated
witheach branch ofthe event tree
Fig 4.3.3:
3.4.4 Risk Assessment

Qualitative Risk Assessment
Components of a typical ship vessel include the main hull form (part of which is below the
waterline), single or multiple decks, an engine room, an equipment room, fuel tanks, freshwater
tanks, ballast tanks, super-structures, and a storage area. These components experience structural
deterioration due to loads from a variety of sources, both environmental and otherwise. The type,
rate, and extent of structural damage are each dependent on the physical location of a component
and may be different for different regions of a vessel. Furthermore, the inspection requirements of
various components of a ship structure may differ in terms of frequency, type, and cost, even for
components within the same region. Components or systems prone to various hazard categories
should be identified during the hazard analysis phase. The identification process should utilize
previous studies and reports, as well as elicitation from subject matter experts (SME’s).
Qualitative risk assessment can then be performed for the purpose of ranking the risk levels of the
various components or subsystems. Qualitative risk assessment requires approximate estimates of
the failure likelihood at the identified levels of decision-making. The failure likelihood can be
estimated in the form oflifetime failure likelihood, annual failure likelihood, mean time between
failures, or failure rate. The estimates can be in either numeric or non-numeric form. An example
numeric form for an annual failure probability may be 0.00015, and for a mean time between

PART 1
failures one might determine 10 years. An example non-numeric form for an annual failure
likelihood may be simply large, and for the mean time between failures, simply medium. In the
latter non-numeric form, guidance must be provided regarding the meaning of terms such as very
large, large, medium, small, very small, etc. The selection of form (numeric versus non-numeric)
should be based on the availability of information, the ability of the personnel providing the required
information to express it in one form or another, and the importance of having numeric versus non-
numeric information available with which to formulate final decisions.
The types of failure consequences that should be considered in the study also need to be selected.
They may manifest themselves in the form of production loss, property damage, environmental
damage, and safety loss leading to human injury or death. Moreover, approximate estimates of
failure consequences at the identified levels of decision-making need to be determined. The
estimates can be in numeric or non-numeric form. An example numeric form for production loss
may be 1000 units, whereas a non-numeric example for production loss may be simply large. In
the latter non-numeric form, guidance must be provided regarding the meaning of terms such as
very large, large, medium, small, very small, etc. As was the case for qualitative failure likelihood
estimation, the selection of form (numeric or non-numeric) should be based on the availability of
information, the expressive ability of the personnel providing the information, and the importance of
having numeric versus non-numeric information in formulating the final decisions.
For the element, component or detail levels, risk estimates need to be evaluated. The estimated
failure likelihood and consequences obtained in the previous activities are used for this task. Risk
estimates can be determined as a pair of the likelihood and consequences of failure, and may be
computed as the arithmetic multiplication of the respective failure likelihood and consequences for
the equipment, components and details. Alternatively, for all cases, plots of failure likelihood
versus consequences may be developed. Then, the information in each plot may be grouped and
ranked approximately according to risk estimates, failure likelihood, and/or failure consequences.
The computation of a risk profile involves combining an event’s failure probability and its
corresponding consequence. The event’s risk can be expressed by multiplying these two
measures, producing an expected loss or a measure of loss potential. Such an approach,
however, fails to account for risk aversion. Risk may be shown either figuratively or numerically. In
either case, the resulting risks are grouped into a handful of risk categories ranging from extremely
low risk to high-risk situations. In most cases, it is desirable to maximize the number of events that
occur in the lowest one or two risk categories, depending on the situation. Events that fall into the
high-risk category may be the result of high consequences, high probabilities of occurrence, or
both. Events falling into the high-risk categories should be examined further to find ways in which
the risk may be reduced to an acceptable level, or managed more effectively.
Based on the cause-consequence analysis presented in previous sections, a risk profile analysis
can be performed to define the critical scenarios for a vessel’s safety based on a structural failure
as an initiating event. The probability of occurrence of a given failure scenario can be determined
by multiplying all the conditional probabilities of the events along a branch of the resulting tree
which define the scenario. A consequence rating can then be developed and provided for each
scenario or branch. The probability of occurrence and consequence rating associated with each
scenario can then be used to define the Farmer curve or risk profile resulting from a given initiating
event. Figure 4.3.3 provides an example risk profile associated with the occurrence of a fatigue
crack in the main engine foundation stiffener. The figure also depicts four risk quadrants that
correspond to four levels of differing implication and mitigation requirements.

PART 1
Fig 4.3.4:
3.4.5 Risk based prioritization

Prioritization of the components subject to inspection is a critical step in the development of an RBI
program. Through prioritization, the most effective and efficient use of resources to execute the
inspections is achieved. The prioritization process within RBI is largely governed by the derived risk
rankings for systems and components. In the case of a mature RBI program, prioritization may also
be influenced by additional factors such as anomalies, repairs or scheduled shutdown programs.
In general, the RBI prioritization is performed using risk as the ranking parameter, which gives an
equal weight to the likelihood and consequence components in the risk equation. Using
consequence or likelihood alone for prioritization purposes can prove problematic and may not
accurately reflect the worst potential scenario, resulting in dissimilarities for priority of inspection.
Using overall risk rank assures that the most critical components (higher consequence, higher
likelihood) are easily distinguishable and, as such, are prioritized accordingly. For high and medium
consequence scenarios, special attention should be paid when assigning the likelihood values so
as not to inaccurately under estimate the overall risk. The use of conservative likelihood values is
recommended so as not to screen out potentially high-risk scenarios.
The risk assessment for the prioritization step in the development of an RBI program is limited in
scope to the accident scenarios resulting from deterioration mechanisms of the components within
the scope of the analysis, and which can potentially be detected by inspection.
There are many types of risk assessment methodologies that might be applied to evaluating risk for
RBI component prioritization. It is important to re-emphasize that the primary objective of RBI is to
determine what undesirable incidents could result from degradation of components, the severity in
terms of consequence that may ensue and how likely those events would be. For RBI to have a
positive impact on these factors, these events must be detectable by one or more inspection
techniques.
The risk prioritization of the inspectable units within an RBI program is performed by the results of
the component identification and grouping discussed in Subsection 3/5. As much as possible, the
components identified through that process should be followed when determining appropriate
likelihood and consequences of failure. If, when working through the prioritization process, it is
found that the system identification is too broad or too narrow to accurately describe the risks, the
system identification and grouping should be revisited and, where appropriate, refined sets of
components identified. This will ensure that the risk assignments developed match the components
inspected under the RBI program.
The first element in the Risk Prioritization step is to identify the initiating events. Each inspectable
unit, as identified in the Component Grouping step, is analyzed in terms of which ways or failure
modes that unit can catastrophically fail and initiate an accident sequence. At this point in the

PART 1
program development, it is not necessary to analyze in detail the causes of such potential failures,
i.e., the degradation mechanisms that could generate the unit failures.
Many common failure modes are easily recognizable, predicted and well understood by engineers
in the field of materials, design and inspection. With such ’traditional’ failure modes, one can make
an attempt to either eradicate or at least mitigate within the concept design basis. If this is not
achievable within the design, it is possible to rely on inspection to provide for a fall back reactive
integrity assurance method. However, design of facilities regularly advances adapting or selecting
technology and materials, which offer performance advantage over existing designs. In such a
changing design world, use of such exotic materials may often produce potential for unusual modes
of failure. In many cases of use of new materials, it is observed that although the mode of failure
may be well recognized by engineers, the parameters of the newer materials (e.g., thinness,
density) may stretch the capabilities of available inspection technology beyond their existing
boundary.
Once the failure modes for an inspectable unit are listed, the progression of the accident sequence
that each failure mode can initiate is analyzed. Any existing mitigation system or measure that
could prevent the progression of the accident is identified. Likelihood and consequence of each
accident sequence are estimated. It should be noted that the likelihood factor includes both the
frequency of the initiating event (inspectable unit failure) and the probability of failure of any
identified mitigation system/measure. The frequency of failure of the inspectable unit depends on
the specific degradation mechanism that could cause the failure.
An in-depth analysis of degradation mechanisms and frequencies for all the units within the scope
of an RBI program can be very labor-intensive. Therefore, depending on the scope of components
within the RBI program, at this stage, it is acceptable to use conservative values for the frequency
of failure of each inspectable unit for screening purposes. A more detailed analysis can be
performed more efficiently later during the Inspection Plan Development step, once high priority
items have been identified using screening estimates.
Once all inspectable units are analyzed and risk estimates for each failure mode are assigned, a
prioritized list of the inspectable units can be obtained, which will constitute the input to the next
step in the RBI program development.
3.5 Development of Survey Plan

Once a risk-prioritized list of inspectable items is generated, those items with higher associated risk should
be assessed for potential risk reduction by an appropriately selected inspection strategy. This is the
objective of the “Inspection Plan Development” step of the RBI program. The setting of the inspection
strategy involves the establishment of the most appropriate inspection methods, scope and frequency. This
strategy is aimed to deliver timely inspections that bring valuable information in the form of inspection
results. The reduction in component condition uncertainty and increase in predictability of deterioration
rates translate directly into a reduction in the likelihood of failure. The inspection strategy must address the
following areas:
 Which items are susceptible and where are they located?
 What inspection methods or tools must be adopted in order to deliver the required inspection
result?
 How effective are the selected inspection methods at detecting the perceived degradation
mechanisms?
 How much inspection is required in order to assure the target inspection effectiveness.
 What frequency of inspection is required for each inspectable unit or component?
3.5.1 In-Service plan (or) Inspection plan

I. Critical areas, High stress with fatigue considerations as from the IRS experience in special surveys
so far are the below for Oil tankers and bulk carriers.

PART 1
List of inspectons in general for Tankers:
CARGO AREA REGION
Cargo tank structure
- Main Deck deckhead: Corrosion and fractures
- Buckling in web plate of the underdeck web frame and fractures at end of bracket toes.
- Longitudinal bulkhead transverse web frames: fractures at end bracket toe connection to inner
bottom.
- Necking effect of longitudinal web plating at longitudinal bulkhead plating.
- Pitting and grooving of inner bottom plating.
- Cross-tie junctions
- Longitudinals where passing through webs and transverses
Transverse bulkhead structure
- Transverse bulkhead horizontal stringers: fractures in way of cut-outs and at end bracket toe
connections to inner hull and longitudinal bulkhead.
- For plane transverse bulkheads, transverse bulkhead vertical stiffeners connected to inner
bottom: for vertically corrugated bulkheads, corrugation connection to lower shelf plate and
bulkhead plating connection to inner bottom: fractures caused by misalignment and excessive fit-
up gap.
- Transverse bulkheads at the forward and after boundaries of the cargo space: fractures in way of
inner bottom.
- Longitudinal connections to bulkheads
- The toes of brackets of transverse oil tight bulkhead stringers and also the stringer web plate in
way of the brackets
Water Ballast Tanks
- Main deck deckhead: corrosion and fractures.
- Inner hull plate and stiffener: coating breakdown.
- Buckling of the web plate in the upper and lower part of the web frame.
- Fractures at the side shell longitudinal connection to web frames due to fatigue.
- Corrosion and fractures at knuckle joints in inner hull at forward and after parts of ship.
- Corrosion and fractures at the juncture where the sloped inner hull is connected to the inner
bottom.
- Fractures at side and inner hull longitudinal connections to transverse bulkheads due to fatigue
and/or high relative deflections.
- Inner bottom deckhead, corrosion at inner bottom.
- Cracks at inner bottom longitudinal connection to double bottom floor web plating.
- Fractures at inner bottom and bottom longitudinal; connection to transverse watertight floor due to
high relative defections.
General
Structures adjacent to areas previously part renewed should be specially considered with respect to
reduced scantlings; typically i.w.o. part renewed main frames.
Note: consequences of reduced scantlings due to corrosion:
- Buckling of deck
- Buckling of watertight bulkheads
- Buckling of stringers, frames and girders
- Cracking
List of inspectons in general for Bulk Carriers:

CARGO HOLD REGION
Upper Deck (incl. hatch coamings)
- Hatch corners and hatch end beam connection to topside tank transverse ring web
PART 1
- Hatch coaming longitudinal end brackets
- Hatch coaming brackets
Cargo Hold (incl. underdeck, bulkheads & stools)
- Connections in way of upper boundaries of corrugated bulkheads
- Connection of side shell frames to hopper and topside tank plating
- Connections in way of lower stool shelf plate
- Welded knuckle connection of hopper tank sloping plating to inner bottom plating
- Reduced knuckle connection of hopper tank sloping plating to inner bottom plating
- Connections of lower stool to inner bottom plate
- Connections of lower stool to inner bottom in way of double bottom girders Tanks
Double Bottom Tank (incl. hopper)
- Floor vertical flat bar stiffener connection to bottom and inner bottom longitudinals
- Welded knuckle connection of hopper tank sloping plating to inner bottom plating
- Reduced knuckle connection of hopper tank sloping plating to inner bottom plating
- Transverse ring web, flat bar stiffener and tripping bracket connection to longitudinal on hopper
sloping plate, bottom shell and side shell and side shell plating
- Upper intermediate brackets below hold side shell frame lower brackets connections of bottom
and inner bottom longitudinals below lower stool Topside Tank
- Deck transverses, stiffener connection and tripping bracket connection to longitudinals on upper
deck
- Transverse ring web, stiffener connection and tripping bracket connection to longitudinals on
topside tank sloping plate
- Lower intermediate brackets above hold side shell frame upper bracket
- Hatch corners and hatch end beam connection to topside tank transverse ring web
- Connections in way of upper boundaries of corrugated bulkheads Side Tank Structure (Double
Skin Bulk Carriers only)
- Connections of side shell longitudinals to horizontal stiffeners and horizontal tripping brackets on
transverse webs
General
Structures adjacent to areas previously part renewed should be specially considered with respect to
reduced scantlings; typically i.w.o. part renewed main frames.
Note: consequences of reduced scantlings due to corrosion:
- Buckling of deck
- Buckling of watertight bulkheads
- Buckling of stringers, frames and girders
- Cracking
Special attention to be paid to possible corrosion and mechanical damages of top wing tank drop
lines in holds.
II. Structural details to be inspected in an special in-service plan:

Ref IACS No.76 [5].Structural detail failures and repairs, IACS Guidelines for Surveys, Assessment
and Repair of Hull Structure – Bulk Carriers
Ref IACS No.96 [5] Structural detail failures and repairs, IACS Guidelines for Surveys, Assessment
and Repair of Hull Structure – Double Hull Oil Tankers
III. Areas needing special considerations like wave impact loading, mechanical impact areas and
special materials to be inspected in an in service survey plan etc
Ref of Ship Structure Committee 272,294,428 & 444 will be used for guidance of areas
which needs to be surveyed in a service plan.

PART 1
As with other aspects of survey planning, the technical assessments described in these guidelines
should be worked out by the owner or operator in co-operation with IRS well in advance of the
commencement of the special in service (or) renewal survey, i.e., prior to commencing the survey
and normally at least 12 to 15 months before the survey’s completion due date.
CONSIDERATIONS
Technical assessments, which may include quantitative or qualitative evaluation of relative

risks of possible deterioration, of the following aspects of a particular ship may be used as
a basis for the nomination of holds, tanks and areas for survey:
1. Design features such as stress levels on various structural elements, design details and extent
of use of high-tensile steel.
2. Former history with respect to corrosion, cracking, buckling, indents and repairs for the particular
ship as well as similar vessels, where available.
3. Information with respect to types of cargo carried, use of different holds/tanks for cargo/ballast,
protection of holds and tanks and condition of coating, if any.
TECHNICAL ASSESSMENT
There are three basic types of possible failure, which may be the subject of technical assessment
in connection with planning of surveys; corrosion, cracks and buckling. Contact damages are not
normally covered by the survey planning since indents are usually noted in memoranda and
assumed to be dealt with as a normal routine by surveyors.
Technical assessments performed in conjunction with the survey planning process should, in
principle, be as shown schematically in Figure 1 below. The approach is basically an evaluation of
the risk in the following aspects based on the knowledge and experience related to:
1. Design
2. Corrosion.
1. The design should be considered with respect to structural details, which may be susceptible
to buckling or cracking as a result of vibration, high stress levels or fatigue.
2. Corrosion is related to the ageing process, and is closely connected with the quality of
corrosion prevention systems fitted at new building, and subsequent maintenance during the
service life.
Corrosion may also lead to cracking and/or buckling.
DESIGN
Damage experience related to the ship in question and sister and/or similar ships, where available,
is the main source of information to be used in the process of planning. In addition, a selection of
structural details from the design drawings is to be included.
Typical damage experience to be considered will consist of:
1. Number, extent, location and frequency of cracks; and
2. Location of buckles.
This information may be found in the survey reports and/or the Owner’s files, including the results
of the Owner’s own inspections. The defects should be analyzed, noted and marked on sketches.
In addition, general experience should be utilized as well as the various diagrammatic
representations with critical areas on each ship type as provided with the Survey Planning
Questionnaire & Survey Programme template.
The review of the main structural drawings, in addition to using the above-mentioned figures,
should include checking for typical design details where cracking has been experienced. Also the
factors contributing to damage should be carefully considered.
The use of high-tensile steel (HTS) is an important factor. Details showing good service
experience where ordinary mild steel has been used may be more susceptible to damage when
PART 1
HTS, and its higher associated stresses, are utilized. There is extensive and, in general, good
experience, with the use of HTS for longitudinal material in deck and bottom structures.
Experience in other locations, where the dynamic stresses may be higher, is less favorable, e.g.,
side structures. In this respect, stress calculations of typical and important components and
details, in accordance with relevant methods, may prove useful and should be considered. The
selected areas of the structure identified during this process should be recorded and marked on
the structural drawings to be included in the Survey Programme.
CORROSION
In order to evaluate relative corrosion risks, the following information should generally be
considered:
1. Usage of tanks, holds and spaces;
2. Condition of coatings;
3. Cleaning procedures;
4. Previous corrosion damage;
5. Ballast use and time for cargo holds;
6. Risk of corrosion in cargo holds and ballast tanks; and
7. Location of ballast tanks adjacent to heated fuel oil tanks.
The evaluation of corrosion risks should be based on the relevant information on the anticipated
condition of the ship, as derived from the information collected in order to prepare the Survey
Programme, and the age of the ship. The various holds, tanks and spaces should be listed with
the corrosion risks nominated accordingly.
Locations for Close-up Survey and thickness measurement:

On the basis of the table of corrosion risks and the evaluation of design experience, the locations
for initial close-up survey and thickness measurement (areas and sections) may be nominated.
The sections subject to thickness measurement should normally be nominated in tanks, holds and
spaces where corrosion risk is judged to be the highest. The nomination of tanks holds and
spaces for close-up survey should initially be based on highest corrosion risk, and should always
include ballast tanks. The principle for the selection should be that the extent is increased by age
or where information is insufficient or unreliable. However, these guidelines for selection of the
survey areas may not be used to reduce the requirements pertaining to thickness measurement,
close-up survey and tank testing contained in this book which, in all cases, should be complied
with as a minimum.
IV. The surveyor will update the Appendix 5 with his inputs of survey like repair, conversion or
modification to the ship structure within the service of the related ship like Oil tankers & bulk
carriers, and which also includes ships come under other than ESP as well.

PART 1
V. The in service survey plan can be followed to ships other than ESP, by following the survey
procedures mentioned in Part 1, Chapter 4,Sec 3,3.1,IV & Part 1,Chapter 3,Sec 1,Sec 2.Sec 3.Sec
4.
3.5.2 Degradation Mechanisms and Inspection Methods

Potential failure modes should be estimated before inspection methods are selected. For each
failure mode, the potential degradation mechanisms that can cause those failures are identified.
The evaluation of such mechanisms should consider the type and rate (time dependency) of

PART 1
degradation that may be likely. Typical degradation mechanisms for offshore structures and
process systems include:
 Uniform corrosion
 Localized corrosion
 Galvanic corrosion
 Pitting corrosion
 Crevice corrosion
 Erosion
 Fatigue cracking
 Environmentally induced cracking
 Creep
 High temperature oxidation and metallurgical changes
 Brittle fracture
 Mechanical damage
A preliminary evaluation of the applicable degradation mechanisms and deterioration rates may
have been performed during the likelihood estimation in the risk prioritization step. During this step,
those evaluations should be reconsidered for the higher risk items, and perhaps a more detailed
assessment may be necessary. Once the degradation mechanisms have been accurately
assessed, the selection of an inspection method can be successfully achieved.
It is important to consider that there are many inspection techniques and testing methods available
to accurately assess component integrity. Section 3, Table 3 provides a listing of inspection
methods available to assess common degradation mechanisms. Some methods available do have
inherent limitations that may impair at least the accuracy of reported results. Many inspection
methods are subjective and as such provide an assessment tool rather than a quantification tool
(e.g., visual inspection can only provide a qualitative assessment of the condition of the
component), whereas NDT methods provide values in the form of thickness values or crack
dimensions (length/depth). Even with NDT methods, an error band on the measured values exists
and must be recognized and accounted for. The level of error for some NDT methods is often
directly associated with the level of cleaning and preparation performed prior to the recording of the
resultant value for degradation. This may be a problem if not managed by procedures, and could
lead to an under -or over- prediction of the integrity, which in turn may impact inspection intervals.
RBI uses the same types of inspection techniques as traditional inspection planning methods, the
main difference being the prioritizations applied and the feedback of results into future plans. As
with all inspection plans, RBI requires the use of appropriate inspection technology performed by
competent practitioners. Each type of inspection has its limitations and these should be accounted
for within the RBI program. Typical types of inspections for either offshore structural components or
pressure system components include:
 External Visual
 Internal Visual
 External Gauging
 Internal Gauging
 Flaw Detection
 Material Characterization
The level of confidence gained from the results of an inspection is an important factor for RBI and
all steps available to improve the effectiveness of an inspection should be taken. This would include
preparation of the component and provision of a safe working environment for the inspector.
3.5.2.1 Visual Inspections
Visual inspections are useful for determining the basic overall condition of a component
and whether surface deterioration of a component is present. Close visual inspections
require the inspector to be within touching distance of the component under investigation.
For a general visual inspection, the operator may require to be only within the vicinity of the
PART 1
item. Close visual inspection will provide for more accurate assessment of a component’s
condition than would a general visual assessment. Where visual results indicate a potential
problem, it is common to confirm the visual finding with additional inspection methods.
3.5.2.2 Thickness Gauging
Thickness gauging of components is a useful method for determining the remaining
thickness of plate or pipe components. This can be used to either confirm the results of
external corrosion events or to assess internal/opposite side corrosion. When thickness
gauging is performed from the opposite side of the surface of interest, this can provide less
confidence than gauging from the side that has the corrosion evident, as interpretation of
the result by the UT operator is required rather than physically witnessing the corroded
area.
Where accessible or where eventual repair of a component is carried out (those inspected
by NDT methods), it is good practice to physically measure and document the extent of the
defects observable via direct measurement. This method will not only allow a ‘calibration’ of
the effectiveness and accuracy of the NDT methods utilized for inspection, but will also
provide data that may be used to calculate confidence factors for the inspections.
3.5.2.3 Flaw Detection
In many instances, flaw detection methods are often used as a secondary check inspection
for anomalies identified using visual or gauging methods. Flaw detection methods are also
applicable as a primary method that may be used in preference over VT or UT, specifically
where cracking failure may be the issue. Eddy current techniques provide a rapid tool for
the detection of even small cracks and prove useful for in-situ inspections, as no removal of
coating systems is required to perform the inspection. Where the results of such eddy
current inspections identify potential cracks, flaw detection methods such as MPI are often
used to confirm the finding of a crack. See Paragraph 4/9.3 for specific guidance on usage
of Eddy current techniques.
3.5.2.4 Confirmation and Confidence
In general, it is particularly valuable to reconfirm the results of one inspection method by
application of a second test method (use of alternative NDT method as a check). This is
especially important where anomalous conditions are observed and reported. By applying
this secondary check, increased levels of confidence that the inspection program and
methods selected are proving successful will be established.

PART 1
Table 4.3.1: Degradation Mechanisms, Causes and Inspection Methods
Degradation Causes Inspection Methods
Mechanism
Exposure to corrosive material such as mineral or carbonic
acids or aqueous environments, seawater and humidor Visual Inspection (VT),
Uniform and condensing environments. Damage can be localized over an direct measurement
localized area and is accelerated by exposure to alternating wet/dry (DM) and Ultrasonic
corrosion conditions, increases in corrosive specie concentration, Testing (UT)
temperature, oxygen content of the fluid and the large
cathodic/anodic surface area ratios in contact with the fluid.
Exposure to corrosive material such as mineral or carbonic
acids or aqueous environments, sea water and humid or
Pitting condensing environments. Damage can be localized over an VT, DM
area or uniform distributed surface in contact with the aqueous
phase. Corrosion rates can be much higher than uniform or
localized corrosion.
Electrochemical concentration cell setup associated in
crevice areas with stagnant aqueous phase fluids, such as
Crevice corrosion under sludge, sand, biological materials or corrosion VT and DM
products, failed coatings, gasket surfaces, bolt heads and
riveted lap joints. Damage is usually found within the crevice
area.
High fluid velocity in piping or impingement on a surface, VT,UT and Radiography
Erosion
accelerated by solids in the stream Testing(RT)
Cyclic loading coupled with an initiating location caused by Surface flaw detection,
Fatigue cracking a stress riser, weld defect, arc strike, mechanical, corrosion UT flaw methods, RT
damage or environmentally- induced cracking
Environmently Exposure to specific agents that cause environmentally-
Surface flaw detection,
induced induced cracking such as caustic and aqueous phases with
UT flaw methods, RT
cracking hydrogen sulfide
Temperature exposure coupled with appropriate stress
Creep damage is exposure time dependent, for most steels short VT and DM
term exposure generally above1200°F is of concern
High
temperature Prolonged temperature exposure generally above 1000° F, VT, DM and
oxidation and damage is exposure time dependent, or rapid cooling from metallographically,
Metallurgical above1300° F in a fire situation. PMI
Changes
Low temperature exposure and appropriate stress condition, None, inherent
Brittle Fracture either applied or from thermal stresses. Enhanced by internal propertyof material,
or external defect. enhanced byexternal
and internal defects
Mechanical
Impact or abrasive loading VT, RT
damage

PART 1
Table 4.3.2: Inspection Types, Techniques and Factors Affecting Confidence
Type of Inspection Method Inspection Conditions Affecting Confidence of the
Inspection Results
VT: Surface condition, lighting and close access to
External Visual Visual Technique (VT)
surface
Internal Visual Visual Technique (VT) VT: Surface condition, lighting andclose access surface
VT: Thicknessof reference surface for pit gauging

Visual Technique (VT)
UT: Surface preparation and surface condition relative
External Ultrasonic Technique (UT) to transducer diameter.Component
Gauging temperatureandmetal composition.
Radiographic Technique
(RT) RT: Access to both sides and relative position of source
and film
VT: Thickness of reference surface forp it gauging

Visual Technique (VT)
Internal Gauging UT: Surface preparation and surface condition relative
Ultrasonic Technique (UT) to transducer diameter.Component temperature and
metal composition
Ultrasonic Technique (UT) UT: Surface preparation and surface condition relative
to transducer diameter.Access to location relativeto be
Radiographic ampath.Component temperature and metal
Technique(RT) composition
Flaw Detection Surface Flaw Detection: RT: Access to both sides and relative position of
Liquid Penetrant source and film. Material thickness and film
resolution.
Magnetic Particle
Surface IndicationTechniques:correct surface
Eddy Current preparation for method
Positive MateriaI
Material
dentification (PMI) Access to surface
Characterization
In-Place Metallography
3.5.3 Scope of Inspection (Sample Population Size, Location and Extent of Inspection)
This topic in the inspection plan development addresses the questions of where to inspect and how
much to inspect. These elements together are largely driven by the likelihood assessment. It must
be recognized that the likelihood of loss of integrity increases as the number of components
affected by the same degradation mechanism increases. Risk is observed to increase as
inspectable units degrade. As likelihood is time-dependant, older and more frequently used
systems generally are more likely to fail.
3.5.2.5 Sample Population Size and its Relationship to Degradation Mechanisms
The target for the setting of inspection scope is to measure the levels of activity for the
degradation processes. The sample population size (number of test locations) that is
selected should reflect the nature and type of degradation under investigation. An example
of this may be where overall uniform corrosion is identified as the likely cause of failure of a
system. In this scenario, the factors that govern where and how much to inspect are less
complicated than with other degradation scenarios where isolated failure would be the main

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feature. For a uniform corrosion example, failure of any given part of the inspectable unit
should (in theory) be as likely as any of the other locations. Uniformity of degradation may
allow the inspection engineer to be less specific and focused when considering where and
how much of the system requires inspection. This method would provide an answer to the
basic question “is the degradation present”? Where a measurement of degradation rate is
required, the sample population (number of test points) must be large enough to be
collectively representative. Although one or two test point and results may well answer the
questions as to whether uniform corrosion is present, this sample population size would be
too small to accurately define a corrosion rate. Ideally, the sample inspection must be of a
sufficient size and population spread to accurately reflect the system make-up as a whole,
both geometrically (i.e., for piping systems, this would cover all of the different types of
piping geometric features such as ‘tees’, ‘bends’, ‘reducers’ as well as straight line pipe)
and as representative of the size of the system (i.e., a more extensive piping system
requires a larger number of tests than a smaller system). Consideration must be given to
the possibility that no other deterioration mechanism, such as erosion, may be influencing
the outcome of the inspections. Were such a case encountered, then the inspection plan
should be modified in recognition of this influence and the scope be modified to investigate
a combined failure scenario.
Localized isolated or dispersed (non-uniform) degradation mechanisms, as exemplified by
pitting events or cracking, are more complicated to assess and would more likely require a
much greater sampling population, increased spread and density of test locations across
the system in order to effectively assess for them.
3.5.2.6 Test Point Location Selection
The degradation mechanism will dictate the locations to inspect. However, sampling of
common features within the inspectable unit is a proven consideration for inspection
location selection.
All of the major surfaces of the component may be targeted for inspection, as are other
features. These may include:
 Weld seams and heat-affected zones
 Connections to piping or adjacent structural members
 Process internals, phase boundaries
 Vapor spaces • Internal structural members
 Heat-affected zones from weldments attached to the component surface (e.g.,
welded pipe supports)
 Stagnant and low flow areas
 Areas subject to impingement
When available, knowledge gained from baselining and fitness for service assessment will
allow the inspection plan to focus on the areas known historically or through analysis to be
prone to failure or degradation.
3.5.2.7 Extent of the Inspection
The extent of the inspection identifies how much, in terms of surface area, is required to be
inspected for each given component. For smaller components, this may involve inspecting
the whole component. For larger components such as pressure vessels or large structural
components, this may be restricted to smaller representative areas often known as ‘grids’
or to localized areas that are at risk from degradation (e.g., the upper area of a web frame
uniquely exposed to atmospheric interaction). Often complex or multiple degradation
effects may be observed. In such cases, the areas to be inspected for these larger
components must be wholly representative of the service duty seen by the whole
component (e.g., for a process separator, there may be three distinct process phases: a
wet gas phase, and oil phase and a produced water phase, all within the one pressure
vessel). With this example, risk from failure for each of these phases may be very different

PART 1
in value, but all three potential risks should be addressed within the inspection program.
Degradation to a point of failure and loss of containment within any of the phase areas of
the pressure vessel will likely produce an unacceptable consequence.
3.5.3 Frequency of Inspection

Inspection frequency is the time interval between planned inspections. The inspection frequency to
be selected, in general, is directly related to the identified degradation rate and the determined
condition of components following each inspection.
Inspection frequencies set by the initial RBI plan must have a realistic time period that ensures
adequate inspections are performed to assess the ongoing integrity of the components and
produce reliable measurements for degradation rates. The initial inspection frequency set by the
RBI plan is likely to be more conservative than those that may ultimately be achieved. In general,
and specifically for high-risk items, these initial frequencies should reflect the typical intervals that
are presently established within existing industry codes and standards commonly in use. These
frequencies are likely to remain a feature of the RBI until the factors predicted by the RBI such as
trends for degradation and rates are recognizable”.
The inspection interval, in terms of an RBI, is the time span for estimating the likelihood of an
undesirable consequence or condition occurring based on the component’s current condition and
degradation rate. The inspection interval should be planned for the component reaching a damage
condition, rather than failure, which permits development of mitigation options in which the
timeliness and scope can be evaluated with risk assessment tools.
Several methods or concerns are listed below that may establish inspection plan interval or change
a planned inspection interval:
• Default maximum intervals in industry-accepted inspection codes.

• Corrosion rate or condition-based to an appropriate technical evaluation condition.
• Probabilistic methods based on variations in degradation rates and in loads to an
appropriate technical evaluation condition.
• Fixed time schedule for condition, to meet jurisdictional requirements, or to meet a
sequential inspection sampling plan (a different component every inspection so all
components are inspected over the life of the asset).
• Run to failure (no interval).
• In response to an extreme event or the presence of an overt condition below the technical
evaluation condition. Changes in process conditions or load-state, such as increased
temperature and or the advent of persist cyclic loading.
3.5.4 Preparing Inspection Plan
Compilation of the overall RBI plan itself is the final step/deliverable task within the development of
the RBI Plan Development step. With all of the elements now established and quantified, this task
is achieved by distilling them into a format or framework that constitutes a recognizable plan. This
plan should clearly set out where, when, what and how the asset will be inspected.
The plan should be organized in a logical fashion based on identified inspectable units so that it is
easily understandable and easily applied, and must clearly identify the associated risk analysis.
3.6 Survey Execution

RBI not only attempts to ensure that systems are inspected in a risk-prioritized manner, but also seeks to
ensure that the data gathered during inspections may be utilized to the maximum benefit, thus assuring the
highest level of ongoing integrity for the asset. The effective and efficient execution of the inspection plan is
a prerequisite for a successful RBI. The inspections themselves are one of the primary data gathering
sources of an RBI program and the results of each inspection has a significant impact on both the
perceived integrity of the asset and the accuracy of the RBI program updating. If the execution of the

PART 1
inspection fails to deliver quality results, then a resultant negative impact on the RBI will ensue. This alone
will cause the RBI process to fail, regardless of the quality of the RBI assessments and inspection planning
processes employed. The success or failure of the whole RBI program largely hinges on this particular
activity. If inaccurate, spurious or incomplete results are the outcome of inspections, it follows that
subsequent analysis, assessment of integrity and the updating of the RBI program will be flawed and may
place the asset, its personnel and the environment in jeopardy. Measures to ensure that the inspection
execution occurs in a controlled manner must be devised as part of the RBI program development. These
measures must be introduced prior to implementation of the inspections. Furthermore, a method of ‘change
management’ must be evident to ensure that if deviations to the initial plan are required, they will not detract
from the overall objective of the RBI program.
There are many areas where application of simple control mechanisms can ensure a successful outcome of
inspections and collection of accurate and comparable inspection data. These may include:
 Forward preparation of clear and concise inspection work scope
 Clear inspection control procedures that should be followed
 Standardization of reporting formats
 Use of qualified and competent personnel
 Use of quality inspection equipment with controlled calibration
 Clear anomaly acceptance criteria and reporting mechanisms
 Clear change management processes that allows flexibility to respond to findings on a real time
basis
 Responsibilities matrix with appointed roles
 Clear safety guidelines and policies
One commonly employed method of exerting improved control over the inspection program is to compile
and issue the planned inspection work scope as a formal inspection workbook. This workbook is then
issued to the inspection technicians who will enact the inspections. The workbook format should be
designed in a way that is easy to understand and follow, and should be selfcontained. Included within
should be copies of all of the necessary information such as drawings, procedures, test locations,
inspection methods, reporting sheets, calibration logs and required anomaly reporting forms. This workbook
acts as the inspection instruction, specifying the goals set for the inspection program and how to affect the
program in the safest, controlled manner.
This workbook should fully reflect the inspections as dictated by the plan and it is essential that this
program should be followed in full.
There may be instances that require deviation from the initial planned work scope, i.e., where results of
inspection dictate a change in emphasis, such as severe anomalies or unexpected findings. In such a case,
the developed inspection execution workbook should have sufficient flexibility and provide instructions as to
allow for further inspection to assess the condition of such defective components. However, where such
deviations occur, the method specified must be to the same standard of quality and control as those applied
to the initial work scope. If such anomaly-driven events occur, these additional activities should not be at
the expense of cutting short the original inspection plan. It is essential that once these unplanned anomaly
assessment inspections are completed, the inspection plan should return to the original RBI inspection
scope. Any additional inspections performed in support of anomalies must be captured and documented
after they are completed and fed back into the RBI update process. This activity will ensure that ‘lessons
learned’ are utilized.
3.7 RBI Program updating

In order to be an effective risk management program, the RBI program must be dynamic. A continuous
feedback to improve the program will increase the confidence levels in the condition of the installation and
the RBI effectiveness.
Because the data around which the RBI is based changes over time, the RBI program should be updated
periodically and at relevant stages in the life of the installation. The updating may include the risk
assessment, risk ranking and inspection plan. Consideration of increased inspection history, observed

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industry advances/knowledge and experienced trends for degradation will add value to the updating
process.
Examples of changes to be considered to the RBI program are:
• Revised prioritization of the risk-based on frequency changes or additional failure mechanisms
• Revised or different inspection techniques to increase confidence in results
• Revised inspection frequency and/or scope
The RBI program must include a structured and documented process to incorporate new experience and
improved knowledge into their risk assessment, risk prioritization and inspection plan. Such a process
should state conditions where a revision and update of parts of the RBI program are warranted. Changes or
events that should explicitly be indicated as triggers for a revision of the RBI program may include:
• Operational events such as excursions above maximum parameters
• Improved inspection and integrity knowledge
• Unanticipated degradation rates or increased failures
3.7.1. Operational Events

Events or changes in the operation of the installation (even very small ones) can have significant
consequences in the integrity of an RBI covered item. One example may be where previously
unused equipment such as chemical injection is brought into service without consideration of the
impact on the RBI program. In this case, possible localized failure threat may be introduced without
identifying this new potential failure within the RBI. Significant events or changes to the operation of
an installation that would likely warrant a review of the risk assessment and/or RBI program may
include:
• Significant process or operational upsets
• Movement of phase boundaries for process systems (e.g., loss of dew point control)
• Failure of a component within an equipment or system
• Changes in parameters of operations and type of fluids
• Changes in process chemistry
• Changes in the level of experience and knowledge of operators
If the installation does not have a formal program for managing change (i.e., review and approval of
the change, as well as communication of the change to all parties that may be impacted), the RBI
team should introduce measures to ensure that change processes are managed within the RBI
program.
3.7.2. Improved Inspection and Integrity Knowledge
All acquired knowledge with respect to the integrity of the components (i.e., degradation
mechanisms, results of inspection, repairs, new technology) should be incorporated in the RBI
Program in order to review and revalidate the assumptions. This may be acquired from inspections,
repairs and through published industry sources. Events that may justify re-assessment of the RBI
program include:
• Unanticipated degradation or failure mechanisms

• Results from anomaly assessment and data trending
• Increased or decreased degradation rates for anticipated failure mechanisms
• Repairs/modifications/replacements or other mitigation actions taken as a result of
inspection
• New inspection technology
• Updated information gathered from industry databases

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Decisions to change inspection frequencies will be highly dependent on several aspects of the
degradation mechanisms. These include:
• Specific characteristics of the deterioration mechanism

• Inspection methods employed
• Time dependency of failure
In many cases, the justification to elongate the interval between inspections may be easy to justify,
but for some degradation mechanisms, caution must be used prior to resetting.
In the case where corrosion of a component is the dominant factor in the likelihood of failure,
positive evidence that the corrosion observed is not as severe as that initially perceived may be easy
to gather and substantiate. In this case, actual correlation and trending may be established and
modified frequencies can be calculated and implemented.

PART 1
APPENDIX 1 IRS Rules for Building and Classing Steel Vessels
APPENDIX 1 SHIP ENERGY EFFICIENCY MANAGEMENT PLAN

(SEEMP) SEEMP TEMPLATE FOR SHIP OWNERS AND
OPERATORS
CONTENTS
1. Background ............................................................................................................................... 295

2. Introduction to this document .................................................................................................... 295
3. SEEMP Template ..................................................................................................................... 297
4. Alternative templates ................................................................................................................ 303

PART 1
IRS Rules for Building and Classing Steel Vessels APPENDIX 1
1. Background
The Ship Energy Efficiency Management Plan (SEEMP) was made mandatory for all ships at
MEPC 62 (July 2011) with the adoption of amendments to MARPOL Annex VI (resolution
MEPC.203 (62)), by Parties to MARPOL Annex VI.
This was the first legally binding climate change treaty to be adopted since the Kyoto Protocol.
Since this break through MEPC 63 (March 2012) adopted four important guidelines (resolutions
EPC.212(63), MEPC.213(63), MEPC.214(63) and MEPC.215(63)) aimed at assisting the
implementation of the mandatory regulations on Energy Efficiency for Ships in MARPOL Annex VI.
Ship Energy Efficiency Management Plan (SEEMP) and Energy Efficiency Operational Indicator
(EEOI)
The Ship Energy Efficiency Management Plan (SEEMP) is an operational measure that establishes
a mechanism to improve the energy efficiency of a ship in a cost-effective manner. The SEEMP
also provides an approach for shipping companies to manage ship and fleet efficiency performance
over time using, for example, the Energy Efficiency Operational Indicator (EEOI) as a monitoring
tool. The guidance on the development of the SEEMP for new and existing ships incorporates best
practices for fuel efficient ship operation, as well as guidelines for voluntary use of the EEOI for new
and existing ships (MEPC.1/Circ.684). The EEOI enables operators to measure the fuel efficiency
of a ship in operation and to gauge the effect of any changes in operation, e.g. improved voyage
planning or more frequent propeller cleaning, or introduction of technical measures such as waste
heat recovery systems or a new propeller. The SEEMP urges the ship owner and operator at each
stage of the plan to consider new technologies and practices when seeking to optimise the
performance of a ship.
2. Introduction to this document

2.1. Template scope and purpose
Ship Energy Efficiency Management Plan (SEEMP) is mandatory for ships over 400 GT
from the 1st of January 2013. To assist Customers with developing a SEEMP which
reflects IMO Guidelines Resolutions (Resolution MEPC.213 (63)), hereinafter referred to as
the Guidelines), Lloyd’s Register has prepared this SEEMP template.
Examples are contained within the template in order to provide illustrations for how a
SEEMP should be completed. In all cases, the contents of the template should be replaced
with measures that are specific and applicable to their ship.
The template structure is not prescriptive and this document is only aimed to give an
illustration of how a SEEMP could look like but the actual SEEMP does not necessarily
need to follow this format.
In all cases, reference should be made to the guidelines for specific advice on the technical
aspects of the SEEMP.
2.2 Template structure

The template is structured as follows:
 Introduction (Planning, Implementation, Monitoring, Self-evaluation and
improvement)
This section contains the non-technical components for the assurance of the
adherence of the SEEMP to the recommendations contained within the guidelines.
 Energy Efficiency Measures and Practices can be separated into following
categories
This section contains a list of typical energy efficiency measures and good practices.
It must be noted that the list is not exhaustive nor is it required that the SEEMP

PART 1
includes all of the suggested measures. In Many cases, the most effective SEEMPs
may contain a small number of measures that have the greatest impact on
increasing energy efficiency. There is also a risk that too many measures may
become unmanageable and difficult to implement.
The measures and Practices can be separated into the following categories:
 Fuel Efficient Operations
 Optimised Ship Handling
 Hull and Propulsion
 Machinery and Equipment
 Cargo Handling Optimisation
 Energy Conservation and awareness
SEEMP Category of Measures
To assist with developing the SEEMP, a typical (non-exhaustive) list of
measures for each category is provided below. Some of these measures are
given as examples in this template.
SEEMP Measures
i) Fuel Efficient Operations:
Improved Voyage Planning
Weather Routing
Just-in-time Approach
Speed Optimisation
Optimised Shaft Power
ii) Optimised Ship Handling:
Optimised trim
Optimised Ballast
Optimum Propeller and propeller inflow considerations
Optimum Use of rudder and Autopilot
iii) Hull and Propeller Optimisation:
Hull Resistance Optimisation
Propeller Management
iv) Machinery and Equipment Optimisation
Main and Auxiliary Engine Optimisation
Equipment and systems
Heat recovery
v) Cargo Handling Optimisation
Cargo Heating and insulation
Other Measures for Cargo Handling Optimisation
vi) Energy Conservations and awareness

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Accommodation energy optimization
Use of renewable energy
Use of shore-based power sources when at port (cold ironing)
Energy conservation investigation projects
Training and awareness
3. SEEMP Template
3.1. Cover page
In this page, you may include the main vessel particulars as well as company name and
logo.
For example
{Company Name} – Ship Energy Efficiency Management Plan (SEEMP)
(Space for Company Logo, Trademark symbol, Stamp, etc)
Ship main particulars SEEMP details
Date of
Ship Name Example Ship 01//01/2013
development
IMO Number 4102628 Implementation From 01/02/2013
Hull Number RT209 period Until 01/02/2014
Port of Registry Example Port of Registry Planned date of next
01/02/2014
Ship Type Oil Tanker evaluation
Deadweight 80,000 Developed by Example Ship Owner/Operator
Gross Tonnage 45,000 Implemented by Example Ship Owner/Operator

PART 1
3.2. Introduction
Use this section for a short introductory statement about the SEEMP. You
may wish to state the purpose of this SEEMP and how it aligns with other
company management systems (quality environmental or energy).
3.2.1. Planning
Briefly describe how the planning process is going to be executed.
For instance, in this section you can mention any specific goals you
have set and whether they are made public (such as overall energy
efficiency improvement expressed in EEOI terms by x% over the next
y months). Also, you may wish to mention the criteria for assigning
personnel (competence, role, experience and skills to the actions
within this SEEMP and any training and human resource – related
aspects.
3.2.2. Implementation
Briefly describe how the implementation process is going to be
executed. For instance, you may state who is overall responsible for the
implementation of the SEEMP or any training you have provided to
assist all responsible personnel with the implementation of the SEEMP.
3.2.3. Monitoring
Briefly describe how the monitoring process is going to be executed, at
a top level. For instance, you can mention any specific monitoring tools
and systems you are using for monitoring (such as the EEOI.
Monitoring of individual measures can be described in this section or
within the measures section (as in this example).
3.2.4. Self-evaluation and improvement
Briefly describe how the self-evaluation and improvement process is going to
be executed. For instance, describe the tools and processes in place for self-
evaluation and improvement and also how the results of this SEEMP can
be fed in for developing an improved SEEMP for the next cycle.
The introductory part of the SEEMP does not need to be extensive as it
is only aimed to demonstrate that the principles of the SEEMP are
followed. It must be noted that the key information within the SEEMP
are the measures and implementation procedures contained within the
following section.
3.3. Energy efficiency measures
This section is the main part of the SEEMP, which contains the measures, implementation
actions, monitoring and recording actions and responsible personnel for the same. The
tabular column below follows the structure mentioned previously.
This section is filled with some examples which are neither prescriptive nor applicable to
each ship. Under each category of measures or action, a reference to existing company
procedures and systems (e.g. SMS) can be added.

PART 1
1. Measures for fuel Implementation actions Monitoring and recording

efficient actions
1.1. operations
Speed a. According to the charter party terms a. Check reports of
optimisation [Clause No.], vessel is encouraged [weather routing system]
to sail at the optimum speed of for voyages where
[00.0] knots. At this speed, engine virtual arrival was
SFC must be optimised. Sailing at implemented and report
other speeds, is however, permitted benefits on next SEEMP
to enable implementation of virtual review.
arrival.
Responsible Authority:
Responsible Person(s): Master
Head Office
Company procedures: [insert #]
b. Virtual arrival is implemented.

Refer to [Company operating
manual] for details of
implementation.
Responsible Person(s): Master
2. Measures for Implementation actions Monitoring and recording

optimised ship actions
handling
2.1. Optimum trim a. Trim is adjusted to the optimum a. From voyage reports,
values for the planned voyage speed look at speeds under
and vessel draft according to the trim different legs and the
tables onboard, as far as it is voyage trim and check
practical. how long the ship is
sailing under the
optimum trim during sea
Responsible Person(s): Master passage. Sample fuel
consumptions for similar
legs / speeds and
different trims to identify
gains.
Responsible Person(s):
Head Office

PART 1
3. Measures for hull Implementation actions Monitoring and

and propeller recording actions
optimisation
3.1. Hull Resistance a. Hull condition is assessed on a quarterly a. Keep records of

optimisation basis during port stays where this is in-water
practical through inspections and
identify areas for
In-water inspection.
underwater
cleaning.
Special devices such as Hull BUG
(Biomimetic Underwater Grooming)
maybe used where applicable
Responsible
Responsible Person(s): Head Person(s):
Head Office
Office
b. In water hull cleaning is performed on a 1-
year basis, in port stays where this is
practical, in areas identified during
inspections.
In which cases, devices like above

mentioned (3.1-a) maybe used
Responsible Person(s): Head
Office
c. The shape of the accommodation block
(superstructure) maybe aerodynamically
designed such that the block provides
minimal resistance to the ship when the
ship is in motion.
Responsible Person: Naval Architect

(Design Stage)

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4. Measures for Implementation actions Monitoring and recording actions

machinery and
equipment
optimisation
4.1. Main and auxiliary a. Auxiliary engine utilisation is a. Auxiliary engine load
engine optimised by switching to one factors are monitored.
optimisation engine instead of using both
engines at low loads. Responsible Person(s):
Head Office
Chief Engineer
4.2 Heat recovery b. Water washing is performed on b. Not required.

the exhaust gas economiser
during major repair periods.
Responsible Person(s): Chief

Engineer
5. Measures for cargo Implementation actions Monitoring and recording actions

handling
optimisation
5.1. Cargo heating and a. Cargo is being heated to discharge a. Retain records of heating
insulation temperature prior to discharge insulation and steam traps
according to cargo heating inspections to identify areas
programme. During voyage, cargo of repeated issues.
temperature is maintained to safe
temperature to avoid coagulation. Responsible Person(s):
Responsible Person(s): Master Head Office

b. Condition of cargo heating
insulation and steam traps is
monitored on a 6-month basis and
any issues are rectified as soon as
this is practical.
Chief Engineer
Chief Engineer

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6. Measures for Implementation Monitoring and recording

energy
conservation and
awareness
6.1. Accommodation a. Tube fluorescent lamps (TFLs) are used a. Not Required, but quality
energy in all accommodation areas. installation methods to be
optimisation Wherever applicable, solar lamps may adopted.
also be used (eg, navigation lights, and
bridge deck lighting,)
Responsible Person(s): N/A
b. Motion activated light detectors are

used in accommodation areas where
lighting is not required at all times.

6.2. Use of renewable a. Solar panels could be successfully used a. Not required
energy to cover hot water requirements for the
accommodation.
b. Usage of sails/kites could also be used

to optimise the use of
abundant and (whenever) favorable wind
energy available for the ship’s disposal.
6.3. Training and a. Energy efficiency awareness training a. Review feedback from
awareness will be undertaken this year for senior training once delivered
engineers and deck officers. and discussing benefits
with course participants.
Head Office Responsible Person(s):
Head Office
3.4. Appendices
Use this page to include any relevant appendices. Items that can be included in the
appendices are:
 Overview of the legislative background with emphasis on what is required by the
crew (i.e. retain the SEEMP onboard, implement the SEEMP)
 Details of calculation of EEOI or other energy efficiency monitoring system that is
being implemented.
 Description of ship equipment and arrangements associated with energy
consumption, especially those associated with energy efficiency measures
contained above.

PART 1
4. Alternative templates
The previous template is only one way of presenting a SEEMP. There is no ‚right‛ or ‚ wrong‛ way
of structuring a SEEMP, it is a matter of preference, consistency with other company documents
and plans and, ultimately, what works best for each occasion.
Some examples of how a SEEMP could be structured are provided below. The options are
unlimited and it is possible to combine elements from each template.
4.1. IMO template (as in MEPC. 213(63)
i) MEASURES
Energy Efficiency Measures Implementation Responsible Personnel
ii) MONITORING
Description of monitoring tools
iii) GOAL
Measurable Goals
iv) EVALUATION
Procedures of evaluation
4.2. Template A (used in this document)
4.2.1. INTRODUCTION
i) PLANNING (including goals)

Description of planning process and measurable overall goals
ii) IMPLEMENTATION
Description of implementation system and overall responsibility for the SEEMP
iii) MONITORING
Description of the monitoring system, which measures the overall effectiveness
of the SEEMP.
iv) EVALUATION
Procedures of evaluation.

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4.2.2. MEASURES (By category, including monitoring of each measure)
Implementation actions and Monitoring and recording

Category of measures 1
responsible personnel actions for each measure
Measure 1.1 .... ....
Measure 1.2 .... ....
... .... ....
Implementation actions and Monitoring and recording

Category of measures 2
responsible personnel actions for each measure
Measure 2.1 .... ....
Measure 2.2 .... ....
.... .... ....
4.3. Template B (measures arranged by responsibility)
4.3.1. MEASURES ( by responsible personnel)
Measures for bridge team Responsible personnel Implementation actions
Measure 1.1 Master ....
Measure 1.2 Chief Officer ....
Measures for engine room Responsible personnel Implementation actions

team
Measure 2.1 Chief engineer ....
Measure 2.2 2nd engineer ....
Common measures Responsible personnel Implementation actions
Measure 3.1 .... ....
Measure 3.2 .... ....
i) MONITORING
Description of monitoring tools
ii) GOAL
Measurable Goals
iii) EVALUATION
Procedures of Evaluation

PART 1
4.4. Template C (measures arranged by order of priority)
i) GOAL
Measurable Goals
ii) MONITORING
Description of Monitoring Goals
iii) EVALUATION
Procedures of Evaluation
4.4.1. MEASURES
Implementation actions
High priority Savings target and deadline
and responsible personnel
Measure 1.1 .... ....
Measure 1.2 .... ....
Medium priority Savings target and deadline
Measure 2.1 .... ....
Measure 2.2 .... ....
Low priority Savings target and deadline
Measure 3.1 ... ....

PART 1
APPENDIX 2 NEW CONSTRUCTION
CONTENTS
1. Scope ........................................................................................................................................ 307
2. General requirements for new construction .............................................................................. 307
3. Qualification of personnel and procedures ............................................................................... 307
4. Materials ................................................................................................................................... 308
5. Gas Cutting ............................................................................................................................... 311
6. Fabrication and fairness............................................................................................................ 311
7. Alignment .................................................................................................................................. 311
8. Welding Joint Details ................................................................................................................ 312
9. Remedial ................................................................................................................................... 312

PART 1
1. Scope
These standards maybe used where established and recognized shipbuilding or national standards
accepted by the IRS guidelines do not exist.
1.1 This appendix is intended to serve as guidance for shipbuilding quality standards for the
hull structure during new construction and the remedial standard where the quality standard
is not met. Whereas the standard generally applies to
 conventional merchant ship types,
 parts of hull covered by IRS,
 hull structures constructed from normal and higher strength hull structural steel, the
applicability of the standard is in each case to be agreed upon by IRS.
The appendix does generally not apply to the new construction of special types of ships as
e.g. gas tankers - structures fabricated from stainless steel or other, special types or grades
of steel
1.2 The "Standard" range listed in this appendix represents the target range expected to be
met in regular work under normal circumstances and the "Limit" range represents the
maximum allowable deviation from the "Standard" range. Work beyond the "Standard"
range but within the "Limit" range is acceptable. IRS shall accept values for limit range
beyond the standard range, if in ‘limit’ values are unspecified.
1.3 For primary and secondary structure of conventional designs, the workmanship described I
in this appendix shall be accepted, except in cases where it is explicitly stated otherwise.
1.4 For critical and highly stressed areas of the hull a more stringent standard maybe
necessary and this shall be subjected to the consideration of IRS.
1.5 IRS shall approve on a case by case basis the details relevant to structures or fabrication
procedures not covered by this appendix.
1.6 For use of this standard, fabrication fit-ups, deflections and similar quality attributes are
intended to be uniformly distributed about the nominal values.
In case of skew distribution, the builder is to take necessary corrective action for the
improvement of work processes. Relying upon remedial steps that truncate a skewed
distribution of the quality attribute is unacceptable.
2. General requirements for new construction

The work is to be carried out in accordance with IRS rules and under the supervision of IRS
surveyor. Welding operations are to be carried out in accordance with work instructions accepted
by the IRS.
Approved and qualified welding procedures and welding consumables approved by IRS shall be
used for welding of hull structures. Welding is to be carried out by skilled and qualified welders.
Welding operations are to be carried out under proper supervision by the shipbuilder.
3. Qualification of personnel and procedures

3.1. Qualification of welders
Welders are to be qualified in accordance with the procedures of IRS or to a recognized
national or international standard. Other standards are subjected to mandatory evaluation
by IRS and approval shall be done on case by case basis. Subcontractors are to keep
records of welder’s qualification and, when required, furnish valid approval test certificates.

PART 1
If the production welds made by the operators are of the required quality, then the Welding
operators using fully mechanized or fully automatic processes need not undergo approval
testing. However, operators are to receive adequate training in setting or programming and
operating the equipment. Files and records of training and operation experience shall be
maintained and made available to IRS on demand.
3.2. Qualification of welding procedures
Welding procedures are to be qualified in accordance with USCG welding standard or any
other recognized standard accepted by IRS.
3.3. Qualification of NDE operators
NDE operators are to be qualified as per IRS rules or to a recognized international or
national qualification scheme. Records of operators and their current certificates are to be
kept and made available to the IRS Surveyor for inspection.
4. Materials
4.1. Materials for Structural Members
All materials, including weld consumables, to be used for the structural members are to be
approved by IRS as per the approved construction drawings and meet the respective IRS
Requirements. All materials used should be manufactured at a works approved by IRS or
any international /national standard, for the type and grade supplied.
4.2. Surface Conditions

Definitions
Minor Imperfections: Defects: Pitting, rolled-in scale, indentations, roll marks,
scratches and grooves Cracks, shells, sand
patches, sharp edged seams and minor
imperfections exceeding the limits of Table
A2.4.1
Depth of Imperfections or defects: The depth is to be measured from the surface

of the product
Acceptance without remedies

Minor imperfections, in accordance with the nominal thickness (t) of the product and the
limits described in Table A2.4.1, are permissible and may be left as they are.
Table A2.4.1: Limits for depth of minor imperfection, for acceptance without remedies
Imperfection surface 0~5%
15~20% 5~15%
area Ratio(%)
0.5 mm
t < 20 mm 0.2 mm 0.4 mm
20 mm = t < 50 mm 0.2 mm 0.6 mm 0.7 mm
0.9 mm
50 mm = t 0.2 mm 0.7 mm
Imperfection surface area Ratio (%) is obtained as influenced area / area under
consideration (i.e. plate surface area) x 100%.

PART 1
For isolated surface discontinuities, influenced area is obtained by drawing a continuous
line which follows the circumference of the discontinuity at a distance of 20 mm. (Figure
A2.4.1)
For surface discontinuities appearing in a cluster, influenced area is obtained by drawing a
continuous line which follows the circumference of the cluster at a distance of 20 mm.
(Figure A2.4.2)
Figure A2.4.1: Determination of the area influenced by an isolated discontinuity

(Ref. Nr. EN 10163-1:2004+AC:2007 E)

PART 1
Figure A2.4.2: Determination of the area influenced by clustered discontinuities

(Ref. Nr. EN 10163-1:2004+AC:2007 E)
Remedial of Defects
Defects are to be corrected by grinding and/or welding in accordance with IRS rules.
Further Defects
Lamination
Investigation to be carried out at the steel mill into the cause and extent of the detected
laminations. Severe lamination is to be remedied by local insert plates. The minimum
breadth or length of the plate to be replaced is to be:
 1600 mm for shell and strength deck plating in way of cruciform or T-joints,
 800 mm for shell, strength deck plating and other primary members,
 300 mm for other structural members.
Local limited lamination may be remedied by chipping and/or grinding followed by welding
in accordance with sketch (a). In case where the local limited lamination is near the plate
surface, the remedial may be carried out as shown in sketch (b). For limitations see
paragraph 4.2.2.

PART 1
4.3. Weld Spatters
Loose weld spatters are to be removed by grinding or other measures to clean metal
surface (see Table 9.13), as required by the paint system, on:
• shell plating
• deck plating on exposed decks
• in tanks for chemical cargoes
• in tanks for fresh water and for drinking water
• in tanks for lubricating oil, hydraulic oil, including service tanks
5. Gas Cutting
The roughness of the cut edges is to meet the following requirements:
Free Edges:
Standard Limit
Strength Members 150 µm 300 µm
Others 500 µm 1000 µm
Welding edges:
Standard Limit
Strength Members 400 µm 800 µm
Others 800 µm 1500 µm
6. Fabrication and fairness

6.1. Flanged longitudinals and flanged brackets (see Table A2.6.1)
6.2. Built-up sections (see Table A2.6.2)
6.3. Corrugated bulkheads (see Table A2.6.3)
6.4. Pillars, brackets and stiffeners (see Table A2.6.4)
6.5. Maximum heating temperature on surface for line heating (see Table A2.6.5)
6.6. Block assembly (see Table A2.6.6)
6.7. Special sub-assembly (see Table A2.6.7)
6.8. Shape (see Table A2.6.8 and A2.6.9)
6.9. Fairness of plating between frames (see Table A2.6.10)
6.10. Fairness of plating with frames (see Table A2.6.11) A2.6.11 Preheating for welding hull
steels at low temperature (See Table A2.6.12)
7. Alignment
The quality standards for alignment of hull structural components during new construction are
shown in Tables A2.7.1, A2.7.2 and A2.7.3.
IRS may require a closer construction tolerance in areas requiring special attention, as follows:

PART 1
• Regions exposed to high stress concentrations
• Fatigue prone areas
• Detail design block erection joints
• High tensile steel regions
8. Welding Joint Details

Edge preparation is to be qualified in accordance with URW28 or other recognized standard
accepted by IRS.
Some typical edge preparations are shown in Table A2.8.1, A2.8.2, A2.8.3, A2.8.4 and A2.8.6 for
reference.
8.1. Typical butt weld plate edge preparation (manual and semi-automatic welding) for
reference - see Table A2.8.1 and A2.8.2
8.2. Typical fillet weld plate edge preparation (manual and semi-automatic welding) for
reference - see Table A2.8.3 and A2.8.4
8.3. Butt and fillet weld profile (manual and semi-automatic welding) - see Table A2.8.5
8.4. Typical butt weld plate edge preparation (Automatic welding) for reference - see Table
A2.8.6
8.5. Distance between welds - see Table A2.8.7
9. Remedial
All the major remedial work is subject to reporting by shipbuilder to IRS for approval in accordance
with their work instruction for new building. Some typical remedial works are shown in Tables
A2.9.1 to A2.9.13.
9.1. Typical misalignment remedial - see Tables A2.9.1 to A2.9.3
9.2. Typical butt weld plate edge preparation remedial (manual and semi-automatic welding) -
see Table A2.9.4 and A2.9.5
9.3. Typical fillet weld plate edge preparation remedial (manual and semi-automatic welding) -
see Tables A2.9.6 to A2.9.8
9.4. Typical fillet and butt weld profile remedial (manual and semi-automatic welding) - see
Table A2.9.9
9.5. Distance between welds remedial - see Table A2.9.10
9.6. Erroneous hole remedial - see Table A2.9.11
9.7. Remedial by insert plate - see Table A2.9.12
9.8. Weld surface remedial - see Table A2.9.13
9.9. Weld remedial (short bead) - see Table A2.9.14

PART 1
Table A2.6.1: Flanged Longitudinals and Flanged Brackets
Detail Standard Limit Remark
Breadth of flange
± 3 mm ± 5 mm
compared to correct size

Angle between flange and web
per 100 mm of a
± 3 mm ± 5 mm
compared to template
traightness in plane of flange

and web
per 10 m
± 10 mm ± 25 mm

PART 1
Table A2.6.2: Built Up Sections
Frames and longitudinal
± 1.5 mm ± 3 mm per 100 mm of a
Distortion of face plate
d = 3 + a/100 d=5+
mm a/100 mm
Distortion in plane of web and

flange of built up longitudinal
frame, transverse frame, girder and
transverse web.
± 10 mm ± 25 mm per 10 m in length

PART 1
Table A2.6.3: Corrugated Bulkheads
R ≥ 3t mm R ≥
4.5t mm for Part Material to be
8 ships suitable for cold
Note 1
flanging (forming)
2t mm
and welding in
way of radius
Mechanical bending
± 3 mm ± 6 mm
Depth of corrugation
± 3 mm ± 6 mm
Breadth of corrugation
Pitch and depth of swedged h : ± 2.5 mm h : ± 5 mm

corrugated bulkhead compared Where it is not Where it is not
aligned with aligned with
with correct value
other bulkheads other bulkheads
P : ± 6 mm P : ± 9 mm
Where it is
aligned with
Where it is other bulkheads
aligned with P : ± 3 mm
other bulkheads
P : ± 2 mm

PART 1
Notes:
1. For Part Bulk Carriers built under the “Common Structural Rules for Bulk Carriers” with the effective dates of 1
July 2010 and 1 July 2012, the standard is R≥2t mm.
2. For part 8 ships, the allowable inside bending radius of cold formed plating may be reduced provided the following
requirements are complied with.
When the inside bending radius is reduced below 4.5 times the as-built plate thickness, supporting data is to be
provided. The bending radius is in no case to be less than 2 times the as-built plate thickness. As a minimum, the
following additional requirements are to be complied with:
a) For all bent plates:

 100% visual inspection of the bent area is to be carried out.
 Random checks by magnetic particle testing are to be carried out.
b) In addition to a), for corrugated bulkheads subject to lateral liquid pressure:
 The steel is to be of Grade D/DH or higher.
The material is impact tested in the strain-aged condition and satisfies the requirements stated herein. The
deformation is to be equal to the maximum deformation to be applied during production, calculated by the formula tas-
built /( (2rbdg+ tas-built), where tas-built is the as-built thickness of the plate material and r is the bending radius. One sample
is to be plastically strained at the calculated deformation or 5%, whichever is greater and then artificially aged at
250°C for one hour then subject to Charpy V-notch testing. The average impact energy after strain ageing is to meet
the impact requirements specified for the grade of steel used.

PART 1
Table A2.6.4: Pillars, Brackets and Stiffeners
Detail Standard Limit Remarks
4 mm 6 mm
Pillar (between decks)
± D/200 mm ± D/150 mm
max. + 5 mm max. 7.5 mm
Cylindrical structure
diameter (pillars, masts,
posts, etc.)
a = t/2 mm t
Tripping bracket and

small stiffener, distortion
at the part of free edge
dmax – d min = 0.02 × dmax
Ovality of cylindrical
structure

PART 1
Table A2.6.5: Maximum Heating Temperature on Surface for Line Heating
Conventional Process Water cooling just after Under 650°C

AH32-EH32 & AH36- heating
EH36
Air cooling after heating Under 900°C
Air cooling and Under 900°C (starting

TMCP type AH36-EH36 subsequent water temperature of water
(Ceq.>0.38%) cooling after heating cooling to be under
500°C)
TMCP type AH32-DH32 Water cooling just after Under 1000°C

& AH36-DH36 heating or air cooling
(Ceq. = 0.38%)
Water cooling just after Under 900°C

heating or air cooling
TMCP type EH32 &

EH36
(Ceq. = 0.38%)
NOTE:
= + + + (%)

PART 1
Table A2.6.6: Block Assembly
Flat Plate Assembly

Length and Breadth ± 4 mm ± 6 mm
Distortion ± 10 mm ±20mm
Squareness ± 5 mm ±10mm
Deviation of interior members 10mm
5 mm
from plate
Curved plate assembly
Distortion ± 10 mm ± 20 mm measured along the girth
Squareness ± 5 mm ± 15 mm
Deviation of interior members 10 mm
5 mm
from plate
Flat cubic assembly
Distortion ± 10 mm ± 20 mm
Deviation of interior members 5 mm 10 mm
from plate
Twist ± 10 mm ± 20 mm
Deviation between upper and ± 5 mm ± 10 mm
lower plate
Curved cubic assembly
Distortion ± 10 mm ± 20 mm
Deviation of interior members 5 mm ± 10 mm
from plate
measured along with girth
Twist ± 15 mm ± 25 mm
Deviation between upper and ± 7 mm ± 15 mm

lower plate

PART 1
Table A2.6.7: Special Sub-Assembly
Item Standar Limi Remarks

d t
Distance between upper/lower ± 5 mm ± 10 mm

gudgeon
Distance between aft edge of

boss and aft peak bulkhead ± 5 mm ± 10 mm
Twist of sub-assembly of stern 5 mm 10 mm

frame
Deviation of rudder from shaft 4 mm 8 mm

center line
Twist of rudder plate 6 mm 10 mm
Flatness of top plate of main 5 mm 10 mm

engine bed
Breadth and length of top plate of ± 4 mm ± 6 mm

main engine bed
NOTE:
Dimensions and tolerances have to fulfill engine and equipment manufacturers’ requirements, if any.

PART 1
Table A2.6.8: Shape
Standard Remarks
Detail Limit
Deformation for the whole
length
per 100 m against the line

± 50 mm
of keel sighting
Deformation for the distance

between two adjacent
bulkheads
± 15 mm
Cocking-up of fore body
The deviation is to be
± 30 mm measured from the
design line.
Cocking-up of aft-body
± 20 mm
Rise of floor amidships
The deviation is to be
± 15 mm measured from the
design line.

PART 1
Table A2.6.9: Shape
Item Standard Limit Remarks
±L/1000 mm where L is in mm
Length between perpendiculars Applied to ships of 100
metre length and above. For
the convenience of the
measurement the point
where the keel is connected
to the curve of the stem may
be substituted for the fore
perpendicular in the
measurement of the length.
Moulded breadth at midship ±B/1000 mm where B Applied to ships of 15 metre

breadth and above,
is in mm measured on the upper
deck.
±D/1000 mm where
Moulded depth at midship Applied to ships of 10 metre
D is in mm depth and above, measured
up to the upper deck.

PART 1
Table A2.6.10: Fairness of Plating between Frames
Parallel part
4 mm
(side & bottom shell)
Shell plate
Fore and aft part 5 mm
Tank top plate 4 mm

8 mm
Longl. Bulkhead
Bulkhead Trans. Bulkhead
Swash Bulkhead 6 mm
Parallel part 4 mm 8 mm
Strength deck Fore and aft part 6 mm 9 mm
Covered part 7 mm 9 mm
Bare part 6 mm 8 mm
Second deck
Forecastle Bare part 4 mm 8 mm

deck poop
deck Covered part 6 mm 9 mm
Super Bare part 4 mm 6 mm

structure
deck Covered part 7 mm 9 mm
Outside wall 4 mm 6 mm
House wall Inside wall 6 mm 8 mm
Interior member (web of girder, etc) 5 mm 7 mm
Floor and girder in double bottom 5 mm 8 mm

PART 1
Table A2.6.11: Fairness of Plating with Frames
Parallel part ±2 l /1000 mm ±3 l /1000 mm

Shell plate
Fore and aft part ±3 l /1000 mm ±4 l /1000 mm
l = span of frame
Strength deck - ±3 l /1000 mm ±4 l /1000 mm

(excluding (mm) To be measured
cross deck) between on trans.
and top plate space (min. l =
of double 3000 mm)
bottom
Bulkhead - ±5 l /1000 mm
Accommodation - ±5 l /1000 mm ±6 l /1000 mm

above the
strength deck and
others

PART 1
Table A2.6.12: Preheating for welding hull steels at low temperature
Standard Limit Remarks
Item
Base metal Minimum
temperature preheating
needed preheating temperature
Normal strength
steels A, B, D, E Below -5 oC
Higher strength
steels
(TMCP type)
Below 0 oC
20 C 1)
o
AH32 – EH32
AH36 – EH36
Higher strength
steels
(Conventional Below 0 oC
type)
Note:
1) This level of preheat is to be applied unless the approved welding procedure specifies a higher level.

PART 1
Table A2.7.1: Alignment
Alignment of butt welds
a ≤ 0.15t strength
member
t is the lesser plate
a ≤ 0.2t other but thickness
maximum 4.0 mm
Alignment of fillet welds
Alternatively, heel
line can be used to
Strength member
check the
and higher stress
alignment. Where t3
member: a ≤t1/3
is less than t1, then
Other: a ≤ t1/2 t3 should be
substituted for t1 in
the standard.
Alignment of fillet welds

Alternatively, heel
line can be used to
Strength member
check the
and higher stress
alignment. Where t3
member: a ≤t1/3
is less than t1, then
Other: a ≤ t1/2 t3 should be
the standard

PART 1
Alignment of flange of T-
longitudinal
Strength member a
a = 8.0 mm
≤ 0.04b (mm)
Alignment of height of T-bar, L-

Strength member
angle bar or bulb
a ≤ 0.15t
Other a = 3.0 mm
a ≤ 0.20t
Alignment of panel stiffener
d ≤ L/50

PART 1
Gap between bracket/intercostal
and stiffener
a ≤ 2.0 mm a = 3.0 mm
Alignment of lap welds
a ≤ 2.0 mm a = 3.0 mm

Gap between beam and frame
a ≤ 2.0 mm a = 5.0 mm
Gap around stiffener cut-out s ≤2.0 mm s = 3.0 mm

PART 1

PART 1
Table A2.8.1: Typical Butt Weld Plate Edge Preparation (Manual Welding and Semi-Automatic
Welding) for Reference
Square butt t ≤ 5 mm
G ≤ 3 mm G = 5 mm see Note 1
Single bevel butt t > 5 mm
Double bevel butt t > 19 mm

PART 1
Double vee butt, uniform bevels
Double vee butt, non-uniform bevel
Note:
Different plate edge preparation may be accepted or approved by IRS in accordance with URW28 or other recognized standard
accepted by IRS. For welding procedures other than manual welding, see paragraph 3.2 Qualification of weld procedures.
Table A2.8.2: Typical Butt Weld Plate Edge Preparation (Manual Welding and Semi-Automatic
Single Vee butt, one side
welding with backing strip
(temporary or permanent)
G = 3 to 9 mm G = 16 mm see Note 1
Single vee butt G ≤ 3 mm G = 5 mm see Note 1
Note 1:
accepted by IRS. For welding procedures other than manual welding, see paragraph 3.2 Qualification of welding procedures.

PART 1
Table A2.8.3: Typical Fillet Weld Plate Edge Preparation (Manual Welding and Semi-Automatic
Tee Fillet
G ≤ 2 mm
see Note 1
Inclined fillet
G ≤ 2 mm see Note 1
Single bevel tee with permanent

backing
G ≤ 4 to 6 mm
= 30◌ to 45◌ see Note 1
Single bevel tee
see Note 1
G ≤ 3 mm
Note 1

PART 1
Table A2.8.4: Typical Fillet Weld Plate Edge Preparation
(Manual Welding and Semi-Automatic Welding) for Reference
Single ‘J’ bevel tee
G = 2.5 to 4 mm see Note 1
Double bevel tee symmetrical
t > 19 mm

PART 1
Double bevel tee asymmetrical
t > 19 mm
Double ‘J’ bevel tee symmetrical
G = 2.5 to 4 mm see Note 1
Note 1

PART 1
Table A2.8.5: Butt and Fillet Weld Profile (Manual Welding and Semi-Automatic Welding)
Butt weld toe angle
≤60◌ ≤90◌
h < 6 mm
Butt weld undercut

D ≤ 0.5 mm for
strength member
D ≤ 0.8 mm
for other
Fillet weld leg length
s ≥ 0.9sd
sd = design s
a ≥ 0.9ad
ad= design a
over short weld
lengths
Fillet weld toe angle
In areas of stress
≤90◌ concentration and
fatigue, IRS may
require a lesser angle.
Fillet weld undercut
D ≤ 0.8 mm

PART 1
Table A2.8.6 – Typical Butt Weld Plate Edge Preparation (Automatic welding) for Reference
Submerged Arc Welding (SAW)
0 ≤ G ≤ 0.8 mm G = 2 mm See Note 1.
Note 1

PART 1
Table A2.8.7: Distance between Welds
Scallops over weld seams
for strength
member
d ≥ 5mm
for other d ≥ 0mm
Distance between two butt welds
d ≥0 mm
Distance between butt weld and fillet

weld
for strength
member
d ≥ 10 mm
for other
d ≥ 0 mm
Distance between butt welds

for cut-outs
d ≥ 30 mm
for margin plates

150 mm
d ≥ 300 mm

PART 1
Table A2.9.1: Typical Misalignment Remedial
Detail Remedial Standard Remarks
Alignment of butt joints Strength member t1 is lesser plate

a > 0.15t1 or a  4mm thickness
release and adjust

Other
a > 0.2t1 or a > 4 mm
release and adjust
Alignment of fillet welds Strength member and higher Alternatively, heel line
stress member can be used to check
t1/3 < a ≤ t1/2 - generally the alignment.
increase weld throat by 10%
Where t3 is less than t1
a > t1/2 - release and adjust
then t3 should be
over a minimum of 50a
Other standard
a > t1/2 - release and adjust
over a minimum of 30a
Alignment of flange of T-longitudinal When 0.04b < a = 0.08b, max 8

mm: grind corners to smooth
taper over a minimum distance
L= 3a
When a > 0.08b or 8 mm:

release and adjust over a
minimum distance L = 50a
Alignment of height of T-bar, L-angle bar When 3 mm < a = 6 mm: build

or bulb up by welding
When a > 6 mm: release and

adjust over minimum L = 50a for
strength member and L = 30a for
other

PART 1
Alignment of lap welds
3 mm < a ≤ 5 mm:
weld leg length to be increased
by the same amount as increase
in gap in excess of 3 mm
a > 5 mm:
members to be re-aligned
Table A2.9.2: Typical Misalignment Remedial

Gap between bracket/intercostal When 3 mm < a ≤ 5 mm:

and stiffener
weld leg length to be increased by
increase in gap in excess of 3 mm
When 5mm < a ≤10 mm:
chamfer 30° to 40° and build up by
welding with backing
When a > 10 mm:
increase gap to about 50 mm and
fit collar plate
b = (2t + 25) mm, min. 50 mm

Gap between beam and frame 3 mm < a = 5 mm:
weld leg length to be increased by
the same amount as increase in
gap in excess of 3 mm
a > 5 mm release and adjust

PART 1
Table A2.9.3: Misalignment Remedial
Position of scallop When d < 75 mm web plate to be

cut between scallop and slot, and
collar plate to be fitted
Or fit small collar over scallop
Or fit collar plate over scallop
Gap around stiffener cut-out When 3 mm < s = 5 mm

weld leg length to be increased
by the same amount as increase
in gap in excess of 2 mm
When 5 mm < s = 10 mm
nib to be chamfered and built up
by welding
When s > 10 mm cut off nib and
fit collar plate of same height as
nib

PART 1
Table A2.9.4: Typical Butt Weld Plate Edge Preparation Remedial (Manual Welding and Semi-
Automatic Welding)
Square butt When G ≤ 10 mm

chamfer to 45° and build up by welding
When G > 10mm

build up with backing strip; remove, back
gouge and seal weld; or, insert plate, min.
width 300 mm
Single bevel butt When 5 mm < G ≤ 1.5t (maximum 25 mm)
build up gap with welding on one or both
edges to maximum of 0.5t, using backing
strip, if necessary.
Where a backing strip is used, the backing
strip isto be removed, the weld back
gouged, and a sealing weld made.
Double bevel butt Different welding arrangement by using

backing material approved by the IRS
may be accepted on the basis of an
appropriate welding procedure
specification.
When G > 25 mm or 1.5t, whichever is
smaller, use insert plate, of minimum
width 300 mm
Double vee butt, uniform bevels
Double vee butt, non-uniform bevel

PART 1
Table A2.9.5: Typical Butt Weld Plate Edge Preparation Remedial (Manual Welding and Semi-
Automatic Welding)
Single vee butt, one side welding When 5mm < G = 1.5t mm (maximum
25mm), build up gap with welding on
one or both edges, to “Limit” gap size
preferably to “Standard” gap size as
described in Table 8.2.
Where a backing strip is used, the
backing strip is to be removed, the
weld back gouged, and a sealing weld
made.
Different welding arrangement by
using backing material approved by
IRS may be accepted on the basis of
an appropriate welding procedure
specification.
Single vee butt When G > 25 mm or 1.5t, whichever

is smaller, use insert plate of
minimum width 300 mm.

PART 1
Table A2.9.6: Typical Fillet Weld Plate Edge Preparation Remedial (Manual Welding aSemi-
Automatic Welding)
Detail Remedial standard Remarks
Tee Fillet 3 mm < G = 5 mm – leg length increased to Rule

leg + (G-2)
5 mm < G ≤ 16 mm or G ≤1.5t - chamfer by 30°

to 45°,
build up with welding, on one side, with backing
strip if necessary, grind and weld.
G > 16 mm or G > 1.5t use insert plate of

minimum width 300 mm

PART 1
Table A2.9.7: Typical Fillet Weld Plate Edge Preparation Remedial (Manual Welding and Semi-
Automatic Welding)
Single bevel tee 3 mm < G ≤ 5 mm

build up weld
5 mm < G = 16 mm - build up with

welding, with backing strip if
necessary, remove backing strip if
used, back gouge and back weld.
G > 16 mm new plate to be inserted of

minimum width 300 mm

PART 1
Table A2.9.8: Typical Fillet Weld Plate Edge Preparation Remedial (Manual Welding and Semi-
Automatic Welding)
Single ‘J’ bevel tee as single bevel tee
Double bevel tee symmetrical When 5 mm < G = 16 mm build up

with welding using ceramic or
other approved backing bar,
remove, back gouge and back
weld.
Double bevel tee asymmetrical
When G > 16 mm-insert plate of

minimum height 300 mm to be
fitted.
Double ‘J’ bevel symmetrical

PART 1
Table A2.9.9: Typical Fillet and Butt Weld Profile Remedial (Manual Welding and Semi-Automatic
Welding)
Fillet weld leg length
Increase leg or throat by welding

over
Fillet weld toe angle
θ > 90° grinding, and welding,

where necessary, to make
θ ≤ 90°
Minimum short bead to be

referred Table 9.14
Butt weld toe angle
θ > 90° grinding, and welding,

where necessary, to make θ ≤90°
Butt weld undercut

For strength member, where 0.5
< D ≤ 1 mm, and for other, where
0.8 < D ≤ 1 mm,undercut to be
ground smooth (localized only)
or to be filled by welding
Where D > 1 mm undercut to be

filled by welding

PART 1
Fillet weld undercut
Where 0.8 < D ≤1 mm
undercut to be ground smooth
(localized only) or to be filled by
welding
Where D > 1 mm undercut to be

filled by welding
Table A2.9.10: Distance between Welds Remedial

Scallops over weld seams Hole to be cut and ground

smooth to obtain distance

PART 1
Table A2.9.11: Erroneous Hole Remedial
Holes made erroneously Strength member

D < 200 mm
open hole to minimum 75 mm dia., fit
and weld spigot piece
Fillet weld to be made

after butt weld
Or
open hole to over 300 mm and fit insert The fitting of spigot pieces
plate
in areas of high stress
Other open hole to over 300 mm and fit concentration or fatigue is
insert plate Or fit lap plate to be approved by IRS.
Holes made erroneously Strength member open hole and fit

D = 200mm insert plate
Other
open hole to over 300 mm and fit insert
plate Or fit lap plate

PART 1
Table A2.9.12: Remedial by Insert Plate
Remedial by insert plate
L = 300 mm minimum
B = 300 mm minimum
R = 5t mm
100mm minimum
(1) seam with insert piece is to

be welded first
(2) original seam is to be

released and welded over
for a minimum of 100 mm.
Remedial of built section by insert

plate
Lmin ≥ 300mm
Welding sequence
(1)(2)(3)(4)
Web butt weld scallop to be

filled during final pass (4)

PART 1
Table A2.9.13: Weld Surface Remedial
Weld spatter 1. Remove spatter observed In principle, no grinding is applied

before blasting with to weld surface.
scraper or chipping
hammer, etc.
2. For spatter observed after

blasting:
a) Remove with a chipping
hammer, scraper, etc.
b) For spatter not easily
removed with a chipping
hammer, scraper, etc.,
grind the sharp angle of
spatter to make it obtuse.
Arc strike (HT steel, Cast steel, Remove the hardened zone by Minimum short bead to
Grade E of mild steel, TMCP type grinding or other measures such bereferred Table A2.9.14
HT steel, Low temp steel) as overlapped weldbead etc.
Table A2.9.14: Welding Remedial by Short Bead

Short bead for remedying scar a) HT steel, Cast steel, TMCP type Preheating is necessary at
(scratch) HT steel (Ceq > 0.36%) and Low 100 ± 25°C
temp steel (Ceq > 0.36%)
Length of short bead ≥ 50 mm
b) Grade E of mild steel
c) TMCP type HT steel (Ceq ≤
0.36%) and Low temp steel (Ceq
≤ 0.36%)
Remedying weld bead a) HT steel, Cast steel, TMCP type
HT steel (Ceq > 0.36%) and Low
temp steel (Ceq > 0.36%)
b) Grade E of mild steel
c) TMCP type HT steel (Ceq ≤
0.36%) and Low temp steel (Ceq
≤ 0.36%)
Note:
1. When short bead is made erroneously, remove the bead by grinding.
2. = + + + %

PART 1
APPENDIX 3 REPAIR
CONTENTS
1. Application ................................................................................................................................ 352

2. General requirements for repairs and repairers ....................................................................... 352
3. Qualification of personnel ......................................................................................................... 352
4. Materials ................................................................................................................................... 353
5. General requirements to welding .............................................................................................. 356
6. Repair quality standard ............................................................................................................. 357

PART 1
1. Application
1.1. This appendix provides guidance on quality of repair of hull structures. The appendix
covers permanent repairs of existing ships. Whereas the standard generally applies to
 conventional ship types,
 parts of hull covered by IRS rules,
 hull structures constructed from normal and higher strength hull structural steel,
The applicability of the standard is in each case to be agreed upon by IRS.

The Appendix does generally not apply to repair of
 special types of ships as e.g. gas tankers
 structures fabricated from stainless steel or other, special types or grades of steel
1.2. The Appendix covers typical repair methods and gives guidance on quality standard on the
most important aspects of such repairs. For primary and secondary structure of
conventional designs, the workmanship described In this appendix shall be accepted,
except in cases where it is explicitly stated otherwise.
A more stringent standard may however be required for critical and highly stressed areas of
the hull, and is to be agreed by IRS in each case.
1.3. Restoration of structure to the original standard may not constitute durable repairs of
damages originating from insufficient strength or inadequate detail design. In such cases
strengthening or improvements beyond the original design may be required. Such
improvements are not covered by this Appendix; however it is referred to ref. 1, 2 and 3.
2. General requirements for repairs and repairers

In general, when hull structure covered by classification is to be subjected to repairs, the work is to
be carried out under the supervision of the Surveyor of IRS. Such repairs are to be agreed prior to
commencement of the work.
Repairs are to be carried out by workshops, repair yards or personnel who have demonstrated their
capability to carry out hull repairs of adequate quality in accordance with IRS requirements and this
Appendix.
Repairs are to be carried out under working conditions that facilitate sound repairs. Provisions are
to be made for proper accessibility, staging, lighting and ventilation. Welding operations are to be
carried out under shelter from rain, snow and wind.
Welding of hull structures is to be carried out by qualified welders, according to approved and
qualified welding procedures and with welding consumables approved by IRS. Welding operations
are to be carried out under proper supervision of the repair yard.
Where repairs to hull which affect or may affect classification are intended to be carried out during a
voyage, complete repair procedure including the extent and sequence of repair is to be submitted to
and agreed upon by the Surveyor of IRS reasonably in advance of the repairs.
3. Qualification of personnel
3.1. Qualification of welders
Welders are to be qualified in accordance with the procedures of IRS or to a recognised
national or international standard, e.g. EN 287, ISO 9606, ASME Section IX, ANSI/AWS
D1.1. Recognition of other standards is subject to submission to the Classification Society
for evaluation. Repair yards and workshops are to keep records of welder’s qualification
and, when required, furnish valid approval test certificates.

PART 1
Welding operators using fully mechanised of fully automatic processes need generally not
pass approval testing, provided that production welds made by the operators are of the
required quality. However, operators are to receive adequate training in setting or
programming and operating the equipment. Records of training and production test results
shall be maintained on individual operator’s files and records, and be made available to IRS
for inspection when requested.
3.2. Qualification of welding procedures
Welding procedures are to be qualified in accordance with the procedures of IRS or a
recognised national or international standard, e.g. EN288, ISO 9956, ASME Section IX,
ANSI/AWS D1.1. Recognition of other standards is subject to submission to IRS for
evaluation. The welding procedure should be supported by a welding procedure
qualification record. The specification is to include the welding process, types of electrodes,
weld shape, edge preparation, welding techniques and positions.
3.3. Qualification of NDE operators
Personnel performing non destructive examination for the purpose of assessing quality of
welds in connection with repairs covered by this Appendix, are to be qualified in
accordance with IRS rules or to a recognised international or national qualification scheme.
Records of operators and their current certificates are to be kept and made available to the
Surveyor for inspection.
4. Materials
4.1. General requirements for materials
The requirements for materials used in repairs are in general the same as the requirements
for materials specified in IRS rules for new constructions, (ref. 5).
Replacement material is in general to be of the same grade as the original approved
material. Alternatively, material grades complying with recognised national or international
standards may be accepted by IRS, provided such standards give equivalence to the
requirements of the original grade or are agreed by IRS. For assessment of equivalency
between steel grades, the general requirements and guidelines in 4.2 apply.
Higher tensile steel is not to be replaced by steel of a lesser strength unless specially
approved by the Classification Society.
Normal and higher strength hull structural steels are to be manufactured at works approved
by the Classification Society for the type and grade being supplied.
Materials used in repairs are to be certified by the Classification Society applying the
procedures and requirements in the rules for new constructions. In special cases, and
normally limited to small quantities, materials may be accepted on the basis of alternative
procedures for verification of the material’s properties. Such procedures are subject to
agreement by the Classification Society in each separate case.
4.2. Equivalency of material grades
Assessment of equivalency between material grades should at least include the following
aspects;
 heat treatment/delivery condition
 chemical composition
 mechanical properties
 tolerances
When assessing the equivalence between grades of normal or higher strength hull
structural steels up to and including grade E40 in thickness limited to 50 mm, the general
requirements in Table A3.4.1 apply.

PART 1
Guidance on selection of steel grades to certain recognised standards equivalent to hull
structural steel grades specified in Classification Societies’ rules is given in Table A3.4.2
Table A3.4.1: Minimum extent and requirements to assessment of equivalency between normal or
higher strength hull structural steel grades
Items to be considered Requirements Comments
Chemical composition  C; equal or lower The sum of the elements, e.g.

Cu, Ni, Cr and Mo should not
 P and S; equal or lower exceed 0.8%
 Mn; approximately the same
but not exceeding 1.6%
 Fine grain elements; in same
amount
 Detoxidation practice
Mechanical properties  Tensile strength; equal or Actual yield strength should not
higher Yield strength; equal or exceed Classification Society
higher Rule minimum requirements by
more than 80 N/mm2
 Elongation; equal or higher
 Impact energy; equal or
higher at same or lower
temperature, where
applicable
Condition of supply Same or better Heat treatment in increasing
order; -
 as rolled (AR)
 controlled rolled (CR)
normalised (N)
 thermo-mechanically rolled
(TM)1)
 quenched and tempered
(QT)1)
1)TM- and QT-steels are not
suitable for hot forming
Tolerances - Same or stricter Permissable under thickness
tolerances;
 plates: 0.3 mm
 sections: according to
recognised standards

PART 1
Table A3.4.2: Guidance on steel grades comparable to the normal and high strength hull structural steel grades given in Classification
Society rules
Note: In selecting comparitable steels from this table, attention should be given to the requirements of Table 4.1 and the dimension requirements of
the product with respect to IRS rules.
Steel grades rules (ref. 5) Comparable steel grades
Grade Yield Tensile Elongation Average impact ISO EN ASTM JIS

stress strength energy 630-80
R eH Rm A5 Temp. J, min. 4950/2/3/ EN 10025-93 A 131 G 3106
min. min. 1981 EN 10113-93
2 2
N/mm N/mm % O
C L T
A +20 - - Fe 360B S235JRG2 A SM41B
B 235 400-502 22 0 27 20 Fe 360C S235J0 B SM41B
D -20 27 20 Fe 360D S235J2G3 D (SM41C)
E -40 27 20 - S275NL/ML E -
A 27 0 Fe 430C S275J0G3 - -
D 27 265 400-530 22 -20 27 20 Fe 430D S275N/M - -
E 27 -40 - S275NL/ML - -
A 32 0 - - AH32 SM50B
D 32 315 440-590 22 -20 31 22 - - DH32 (SM50C)
E 32 -40 - - EH32 -
A 36 0 Fe 510C S355N/M AH36 SM53B
D 36 355 490-620 21 -20 34 24 Fe 510D S355N/M DH36 (SM53C)
E 36 -40 E355E S355NL/ML EH36 -
A 40 0 E390CC S420N/M AH40 (SM58)
D 40 390 510-650 20 -20 41 27 E390DD S420N/M DH40 -
E 40 -40 E390E S420NL/ML EH40 -

PART 1
5. General requirements to welding
5.1. Correlation of welding consumables with hull structural steels
For the different hull structural steel grades welding consumables are to be selected in
accordance with IRS rules Part 2 Chapter 3 Section 6.
5.2. General requirements to preheating and drying out
The need for preheating is to be determined based on the chemical composition of the
materials, welding process and procedure and degree of joint restraint.
A minimum preheat of 50o C is to be applied when ambient temperature is below 0° C.
Dryness of the welding zone is in all cases to be ensured.
Guidance on recommended minimum preheating temperature for higher strength steel
is given in Table 5.1. For automatic welding processes utilising higher heat input e.g.
submerged arc welding, the temperatures may be reduced by 50o C. For re-welding or
repair of welds, the stipulated values are to be increased by 25o C.
Table A3.5.1: Preheating temperature

Carbon equivalent Recommended minimum preheat temperature
tcomb = 50 mm2 50 mm < tcomb = 70 mm2) tcomb > 70 mm 2)
Ceq ≤ 0.39 - 50
Ceq ≤ 0.41 - 75
Ceq ≤ 0.43 - 50 100
Ceq ≤ 0.45 50 100 125
Ceq ≤ 0.47 100 125 150
Ceq ≤ 0.50 125 150 175
5.3. Dry welding on hull plating below the waterline of vessels afloat
Welding on hull plating below the waterline of vessels afloat is acceptable only on
normal and higher strength steels with specified yield strength not exceeding 355 MPa
and only for local repairs. Welding involving other high strength steels or more
extensive repairs against water backing is subject to special consideration and approval
by IRS of the welding procedure.
Low-hydrogen electrodes or welding processes are to be used when welding on hull
plating against water backing. Coated low-hydrogen electrodes used for manual metal
arc welding should be properly conditioned to ensure a minimum of moisture content.
In order to ensure dryness and to reduce the cooling rate, the structure is to be
preheated by a torch or similar prior to welding, to a temperature of minimum 5 C o or as
specified in the welding procedure.
Notes:
= + + + (%)
Combined thickness tcomb = t1+t2+t3+t4

PART 1
6. Repair quality standard

6.1. Welding, general
Fig A3.6.1: Groove roughness
Material Grade Same as original or See Section 4

higher
Welding Consumables IRS Part 2 Chapter 3 Approval according to
Section 6 equivalent international
standard
Groove / Roughness See note and Fig 6.1 d < 1.5 mm Grind smooth
Pre-Heating See Table 5.1 Steel temperature not
lower than 50C
Welding with water on See Section 5.3 Acceptable for normal - Moisture to be removed
the outside and high strength steels by a heating torch
Alignment As for new construction
Weld Finish IRS Part 2 Chapter 3
NDE Part 1 & Part 2 At random with extent
to be agreed with
attending surveyors
Note: Slag, grease, loose mill scale, rust and paint, other than primer, to be removed.

PART 1
6.2. Renewal of plates
Fig A3.6.2: Welding sequence for inserts

Size Insert Min. 300 x 300 mm
R = 5 x thickness
Circular inserts: Dmin =
200 mm
Marterial Grade Same as original or See Section 4.
higher
Edge Preparation As for new construction In case of non
compliance increase
the amount of NDE
Welding Sequence See Fig A3.6.2 For primary members
Weld sequence is sequence 1 and 2
1234 transverse to the main
stress direction
Weld Finish Part 2 Chapter 3
NDE Part 1 and Part 2
6.3. Doublers on plating

Local doublers are normally only allowed as temporary repairs, except as original
compensation for openings, within the main hull structure.
Fig A3.6.3: Doublers on plates

PART 1
Existing Plating General: t ≥ 5 mm For areas where
existing plating is less
than 5 mm plating a
permanent repair by
insert is to be carried
out.
Extent / Size Rounded off corners min 300 x 300 mm
R = 50 mm
Thickness of Doubler td = tp (tp = original td > tp/3
(td) thickness of existing
plating)
Material Grade Same as original plate See Section 4
Edge Preparation As for [newbuidling] Doublers welded on
new construction primary strength
members: (Le: leg
length) when t > Le + 5
mm, the edge to be
tapered (1:4)
Welding As for [newbuidling] Welding sequence
new construction similar to insert plates.
Weld Size (throat Circumferencial and in
thicknesss) slots: 0.6 x td
Slot Welding Normal size of slot(80- Max pitch between For doubler extended
100) x 2 td Distance slots 200 mm dmax = over several supporting
from doubler edge and 500 mm elements, see Figure
between slots: d = 15 td 6.3
6.4. Renewal of internals/stiffeners
Fig A3.6.4: Welding sequence for inserts of stiffeners

PART 1
Size Insert Min. 300 mm Min. 200 mm
Material Grade Same as original or See Section 4.
higher
Edge Preparation As for new construction.
Fillet weld stiffener web /
plate to be released
over.dmin = 150 mm
Welding Sequence See Fig A3.6.4
Welding sequence
123
6.5. Renewal of internals/stiffeners – transitions inverted angle/bulb profile

The application of the transition is allowed for secondary structural elements.
Fig A3.6.5: Transition between inverted angle and bulb profile
Item Standard Limit Remark

(h1- h2) = 025 x b1
│t1 = t2│ 2 mm Without tapering
transition.
Transition angle 15 degrees At any arbitrary section
Flanges tf=tf2
bf=bf2
Length of Flat bar 4 x h1
Material See section 4

PART 1
6.6. Application of Doubling Straps
In certain instances, doubling straps are used as a means to strengthen and reinforce
primary structure. Where this has been agreed and approved, particular attention
should be paid to:
 the end termination points of the straps, so that toe support is such that no
isolated hard point occurs.
 in the case of application of symmetrical or asymmetrical
 ended straps, the corners at the end of the tapering should be properly
rounded.
 any butts between lengths of doubling straps, so that there is adequate
separation of the butt weld from the primary structure below during welding,
and so that a high quality root run under controlled circumstances is completed
prior to completing the remainder of the weld. Ultrasonic testing should be
carried out on completion to verify full penetration.
Fig A3.6.6: Application of Doubling Straps

Tapering l/b<3 Special consideration to
be drawn to design of
Radius 0.1*b
strap terminations in
fatigue sensitive areas.
Material See 2.
Weld size Depending on number
and function of straps.
Throat thickness to be
increased 15 % toward
ends.
welding Welding sequence from See sketch. For welding
middle towards the free of lengths > 1000 mm
ends step welding to be
applied.
6.7. Welding of pitting corrosion

Notes: Shallow pits may be filled by applying coating or pit filler. Pits can be defined as shallow
when their depth is less that 1/3 of the original plate thickness.

PART 1
Fig A3.6.7: Welding of pits

Extent / Depth Pits / grooves are to be If deep pits or grooves See IRS Rules Part 2
welded flush with the are clustered together
original surface. or remaining thickness
is less than 6 mm, the
plates should be
renewed.
Cleaning Heavy rust to be
removed
Pre-Heating See Table A3.5.1 Required when ambient Always use propane
temperature < 5oC torch or similar to
remove any moisture
Welding Sequence Reverse direction for See IRS Rules Part 2
each layer
Weld Finish IRS Rules Part 2
Chapter 3
NDE IRS Rules Part 1 and Min. 10% extent Preferably MPI
Part 2
Reference is made to TSCF Guidelines, Ref. 2 & 3.
6.8. Welding repairs for cracks

In the event that a crack is considered weldable, either as a temporary or permanent
repair, the following techniques should be adopted as far as practicable. Run-on and
run-off plates should be adopted at all free edges.
Fig A3.6.8.a Step back technique

PART 1
Fig A3.6.8.b End crack termination
Fig 6.8.c Welding sequence for cracks with length less than 300 mm
Fig A3.6.8.d Groove preparation (U-groove left and V-groove right)

For through plate
= 45-60o cracks as for
Groove Preparation
r = 5 mm newbuilding. Also see
Fig A3.6.8.d
For cracks ending on
Termination to have edges weld to be
Termination
slope 1:3 terminated on a tab see
Fig A3.6.8.b
On plate max. 400 mm On plate max 500 mm
Extent length. Vee out 50 mm Linear crack, not
past end of crack branched
For cracks longer than
Always use low
See Fig A3.6.8.c for 300 mm step-back
Welding Sequence hydrogen welding
sequence and direction technique should be
consumables
used Fig A3.6.8.a
100 % surface crack
100 % MP or PE of
NDE Part 1 and Part 2 detection + UE or RE
groove
for butt joints

PART 1
APPENDIX 4 RECYCLING
CONTENTS
1. Ship Recycling .......................................................................................................................... 366

PART 1
1. Ship Recycling
The objective of this section is to address the hazardous aspects of ship recycling. For
the purpose of universal acceptance, this section has approached the issue of ship
recycling in the following way.
The domain of ship recycling is divided into two different sections:
 Ship
 Ship recycling facility
This approach helps address the issues relating to human health, safety and
environmental protection associated with the process of ship recycling.
The requirements of this section are applicable to conventional vessels such as bulk
carriers and oil tankers and other floating crafts and offshore structures.
Vessels under 500GT are exempted from complying with the requirements of this
section.
1.1. Ships recycling – Important aspects to be considered.
Ship Recycling - The activity of complete or partial dismantling of a ship at a Ship

Recycling Facility in order to recover components and materials for reprocessing
and re-use, whilst taking care of hazardous and other materials, and includes
associated operations such as storage and treatment of components and
materials on site, but not their further processing or disposal in separate facilities.
During the ship recycling process, ship generated hazardous materials such as
heavy metals, asbestos, hydrocarbons and ozone depleting substances form the
primary source of risks to work safety and the environment. The
owner/builder/designer needs to promote the substitution of hazardous materials
in the construction and maintenance of ships by less hazardous or non-
hazardous materials.
This is an effective way to minimize the risks originated from the ship generated
hazardous materials during the ship recycling process as this concerns the ship
to eliminate or restrict hazardous materials from its inception to end.
1.2. Technical Standards
Since the Hong Kong convention of IMO for recycling ships has left it to the party
states to decide which method of ship recycling is safe and environmentally
sound, IRS has decided that it is in the best interest of owner/recycling yard,
which the national standards are conformed to for the requirements of recycling
of ships. It could be pier breaking, slip way, dry dock, beaching or any other
method which complies with the requirements.
Refer Hong Kong convention regulations for requirements concerning ship
recycling and the list of materials to be recycled. This list is divided into two
categories:
 Materials used during construction
 Materials to be recycled after service life of vessel.
The list of items to be recycled should be submitted to IRS for approval.

PART 1
1.3. Materials of hazardous nature that cannot be recycled.
Hazardous
Definitions Control measures
Material
For all ships, new installation of materials which contain

Asbestos Materials containing asbestos
asbestos shall be prohibited.
Ozone-depleting substances means

controlled substances defined in paragraph
4 of article 1 of the Montreal Protocol on
Substances that Deplete the Ozone Layer,
1987, listed in Annexes A,B,C or E to the
said Protocol in force at the time of
application or interpretation of this Annex.
Ozone-depleting substances that may be
found on board ship include, but are not
limited to:
New installations which contain ozone-depleting
Ozone- Halon 1211 Bromochlorodifluoromethane
Halon 1301 Bromotrifluoromethane Halon substances shall be prohibited on all ships, except that
depleting
2402 1,2-Dibromo-1,1,2,2- new installations containing hydrochlorofluorocarbons
substances
tetrafluoroethane (also known as Halon (HCFCs) are permitted until 1 January 2020.
114B2)
CFC-11 Trichlorofluoromethane
CFC-12 Dichlorodifluoromethane
CFC-113 1,1,2-Trichloro-1,2,2-
trifluoroethane
CFC-114 1,2-Dichloro-1,1,2,2-
tetrafluoroethane
CFC-115 Chloropentafluoroethane
“Polychlorinated biphenyls” means aromatic

compounds formed in such a manner that
the hydrogen atoms on the biphenyl
Polychlorinated For all ships, new installation of materials which contain
molecule (two benzene rings bonded
biphenyls Polychlorinated biphenyls shall be prohibited.
together by a single carbon-carbon bond)
(PCB)
may be replaced by up to ten chlorine
atoms
Anti-fouling compounds and systems

regulated under Annex I to the International 1. No ship may apply anti-fouling systems containing
Convention on the Control of Harmful Anti- organotin compounds as a biocide or any other anti-
fouling Systems on fouling system whose application or use is prohibited
Anti-fouling
compounds by the AFS Convention.
and systems Ships, 2001 (AFS Convention) in force at 2. No new ships or new installations on ships shall
the time of application or interpretation of apply or employ anti-fouling compounds or systems
this Annex. in a manner inconsistent with the AFS Convention.
1.4. List of minimum items for the Inventory of Hazardous Materials.

- Any Hazardous Materials listed in Appendix A
- Cadmium and Cadmium Compounds
- Hexavalent Chromium and Hexavalent Chromium Compounds
- Lead and Lead Compounds
- Mercury and Mercury Compounds
- Polybrominated Biphenyl (PBBs)
- Polybrominated Diphenyl Ethers (PBDEs)
- Polychlorinated Naphthalenes (more than 3 chlorine atoms)
- Radioactive Substances
- Certain Short chain Chlorinated Paraffins (Alkanes, C10-C13, chloro)

PART 1
The above Inventory of Hazardous materials cannot be recycled as Ship builder can find from the
above. Materials can be recycled are Steel, iron, Aluminium and its alloys.
Alloys of steel:
Mo 0.20% or 0.25% or 0.25% Mo & 0.042% S

Cr 0.50% or 0.80% or 0.95%, Mo 0.12% or 0.20% or 0.25% or 0.30%
Ni 1.82%, Cr 0.50% to 0.80%, Mo 0.25%
Mo 0.40% or 0.52%
Ni 0.85% or 1.82%, Mo 0.20% or 0.25%
Ni 1.05%, Cr 0.45%, Mo 0.20% or 0.35%
Ni 3.50%, Mo 0.25%
Cr 0.27% or 0.40% or 0.50% or 0.65%
Cr 0.50%, C 1.00% min
Cr 0.28% or 0.50%, and added boron
Cr 0.80% or 0.87% or 0.92% or 1.00% or 1.05%
Cr 1.02%, C 1.00% min
Cr 0.80%, and added boron
Cr 1.45%, C 1.00% min
Cr 0.60% or 0.80% or 0.95%, V 0.10% or 0.15% min
Ni 0.55%, Cr 0.50%, Mo 0.20%
Ni 0.55%, Cr 0.50%, Mo 0.25%
Ni 0.55%, Cr 0.50%, Mo 0.35%
Si 1.40% or 2.00%, Mn 0.65% or 0.82% or 0.85%, Cr 0.00% or 0.65%
Ni 0.45%, Cr 0.40%, Mo 0.12%, and added boron
Ni 5%, Cr 2%, Si 1.25%, W 1%, Mn 0.85%, Mo 0.55%, Cu 0.5%, Cr 0.40%, C 0.2%, V
0.1%
Alloys of Aluminium:
Aluminium also forms complex metallic alloys, like β–Al–Mg, ξ'–Al–Pd–Mn, T–Al3Mn
 Al–Li (lithium)
 Alnico (nickel, cobalt): used for permanent magnets
 Duralumin (copper)
 Hi dominium or R.R. alloys (2% copper, iron, nickel): used in aircraft pistons
 Magnalium (5% magnesium)
 Nambe (aluminium plus seven other undisclosed metals), serve ware, exclusively
from the one manufacturer
 Scandium–aluminium (scandium)
 Y alloy (4% copper, nickel, magnesium):
Alloys of iron
 Elinvar (nickel, chromium)
 Fernico (nickel, cobalt)
 Iron
 Cast iron (carbon)
 Pig iron (carbon)

PART 1
 Iron hydride (hydrogen)

 Kovar (nickel, cobalt)
 Spiegeleisen (manganese, carbon, silicon)
 Stab alloy (stainless steel) (manganese, chromium, carbon) - see also #Alloys of
uranium below
 Steel (carbon) (Category: Steels)
 Bulat steel
 Chromoly (chromium, molybdenum)
 Crucible steel
 Damascus steel
 Hadfield steel
 High speed steel
 Mushet steel
 HSLA steel
 Maraging steel
 Reynolds 531
 Silicon steel (silicon)
 Spring steel
 Stainless steel (chromium, nickel)
 AL-6XN
 Alloy 20
 Celestrium
 Marine grade stainless
 Martensitic stainless steel
 Surgical stainless steel (chromium, molybdenum, nickel)
 Zeron 100 chromium, nickel, molybdenum)
 Tool steel (tungsten or manganese)
 Silver steel (US: Drill) (manganese, chromium, silicon)
 Weathering steel ('Cor-ten') (silicon, manganese, chromium, copper, vanadium,
nickel)
 Wootz steel

PART 1
APPENDIX 5 SHIP CONSTRUCTION FILE CONTENTS

1. General ..................................................................................................................................... 372

PART 1
1. General
The aim of this appendix is to provide additional guidance on the content of the Ship
Construction File (SCF) to be provided upon delivery of new bulk carriers and oil tankers
in accordance with SOLAS regulation II-1/3-10.4, kept on board the ship and/or ashore
and updated as appropriate throughout the ship's life in order to facilitate safe operation,
maintenance, survey, repair and emergency measures.
The builders and designers are to provide IRS the details in accordance with IMO
resolution MSC.1/Circ.1343.
Table A5.1 illustrates the details which are to be included in the SCF. Any changes to the
vessel at a later stage will have to be notified to IRS and prior permission obtained. The
changes are to be then duly incorporated in SCF after approval from IRS. The SCF
should be updated throughout the ship's life at any major event, including, but not limited
to, substantial repair and conversion, or any modification to the ship structure.
Details of specific information that is not considered to be critical to safety might be
included directly or by reference to other documents.
When developing an SCF, all of the columns in the table A5.1 in this appendix should be
reviewed to ensure that all necessary information has been provided. It may be possible
to provide information listed in the annex under more than one Tier II functional
requirement as a single item within the SCF, for example, the Coating Technical File
required by the PSPC* is relevant for both "Coating life" and "Survey during
construction".
The SCF should remain with the ship and, in addition, be available to its classification
society and flag State throughout the ship's life. Where information not considered
necessary to be on board is stored ashore, procedures to access this information should
be specified in the onboard SCF. The intellectual property provisions within the SCF
should be duly complied with.

PART 1
Table A5.1 LIST OF INFORMATION TO BE INCLUDED IN THE SHIP CONSTRUCTION FILE (SCF)
Tier II items Information to be included Further explanation of the content Example documents Normal storage
location
DESIGN
1 Design life  assumed design life in years  statement or note on midship section  SCF-specific on board ship
 midship section on board ship
2 Environmental  assumed environmental conditions  statement referencing data source or Rule  SCF-specific on board ship
conditions (specific rule and data) or;
 in accordance with Rule (date and revision)
3 Structural strength
3.1 General design  applied Rule (date and revision)  applied design method alternative to Rule  SCF-specific on board ship
 applied alternative to Rule and subject structure(s)
 capacity plan on board ship on
board ship on
 calculating conditions and results;  allowable loading pattern  loading manual board ship on
3.2 Deformation and failure  assumed loading conditions  maximum allowable hull girder bending board ship on
modes  operational restrictions due to structural moment and shear force  trim and stability booklet board ship
strength  maximum allowable cargo density or on shore archive
3.3 Ultimate strength storage factor  loading instrument instruction
manual
 strength calculation results  bulky output of strength calculation  operation and maintenance manuals
3.4 Safety margins  strength calculation

PART 1
location
• plan showing highly • areas prone to on board ship
stressed areas prone yielding and/or
• gross hull girder to yielding and/or buckling
section modulus buckling
• minimum hull girder
section modulus on board ship
along the length of on board ship
the ship to be
maintained • general on board ship
throughout the ship's arrangement on board ship
life on shore archive
• structural drawings on board ship
• gross scantlings of • rudder and stern • key on shore archive
structural constituent frame construction
parts • structural details of plans
• net scantlings of typical members
structural constituent • rudder and
parts rudder stock on board ship
• structural
details
• yard plans
• hull form • hull form information indicated • dangerous area

in key construction plans plan
• hull form data stored within an
4 Fatigue life • applied Rule (date and • onboard computer
applied design necessary
method • SCF-specific on board ship
revision) alternative to Rule and
• applied alternative to rule subject structure(s)
• calculating conditions • assumed loading conditions • structural on board ship
and results; and rates details

PART 1
location
• assumed loading conditions • bulky output of fatigue life • fatigue life calculation on shore archive
• fatigue life calculation results calculation
• plan showing areas prone • areas prone to fatigue on board ship
to fatigue
5 Residual strength • applied Rule (date and • SCF-specific on board ship
revision)
6 Protection against corrosion
6.1 Coating life • coated areas and target • SCF-specific on board ship
coating life and other
measures for corrosion
6.2 Corrosion addition
protection in holds, cargo and
ballast tanks, other structure- • Coating Technical on board ship
integrated deep tanks and File required by on board ship
void spaces PSPC*
• plans showing areas prone

• specification for coating and to excessive corrosion • areas prone to
other measures for excessive corrosion
corrosion protection in
holds, cargo and ballast
tanks, other structure-
integrated deep tanks and
void spaces
on board ship
• gross scantlings of
structural constituent parts
• net scantlings of
structural constituent
7 Structural • applied Rule (date and • SCF-specific on board ship
redundancy revision)

PART 1
location
8 Watertight and • applied Rule (date and revision) • SCF-specific on board ship
weathertight • key factors for watertight and • structural details of hatch on board ship
integrity weathertight integrity • details of equipment forming part of covers, doors and other
the watertight and weathertight closings integral with the
integrity shell and bulkheads
9 Human element • list of ergonomic design • SCF-specific on board ship
considerations principles applied to ship
structure design to enhance
safety during operations,
inspections and maintenance
of ship
10 Design • applied Rule (date and
transparency revision) • intellectual property on board ship
• applicable industry standards provisions
for design transparency and
IP protection
• reference to part of SCF • summary, location and on board ship

information kept ashore access procedure for
part of SCF information
on shore
CONSTRUCTION
11 Construction quality • applied construction • recognized national or • SCF-specific on board ship
procedures quality standard international construction
quality standard

PART 1
location
12 Survey during • survey regime applied during • applied Rules (date and • SCF-specific on board ship
construction construction (to include all revision)
owner and class scheduled • copies of certificates of • tank testing plan on board ship
inspections during forgings and castings welded
construction) into the hull
• information on non- • non-destructive testing on board ship
destructive examination plan on board ship
• Coating Technical
File required by
PSPC
IN-SERVICE CONSIDERATIONS

PART 1
location
13 Survey and • maintenance plans specific to • plan showing highly stressed • SCF-specific on board ship
maintenance the structure of the ship where areas prone to yielding, • operation and on board ship
higher attention is called for buckling, fatigue and/or maintenance manuals
excessive corrosion (e.g., hatch covers and
• preparations for survey • arrangement and details of all doors)
on board ship
penetrations normally • docking plan
on board ship
• gross hull girder section examined at dry-docking
on board ship
modulus • details for dry-docking • dangerous area plan on board ship
• minimum hull girder section • details for in-water survey
on board ship
modulus along the length of • Ship Structure Access
on board ship
the ship to be maintained Manual
throughout the ship's life • Means of access to other
on board ship
structure-integrated deep
on board ship
tanks
• Coating Technical File on shore archive
required by PSPC on shore archive
on board ship
• gross scantlings of structural • key construction plans
constituent parts
• net scantlings of structural • rudder and rudder stock
constituent parts
• structural details
• yard plans
• lines plan or equivalent

• hull form • hull form information indicated
in key construction plans
14 Structural • means of access to holds, • plans showing arrangement and • • Ship Structure Access on board ship
accessibility cargo and ballast tanks and details of means of access Manual
other structure-integrated deep • means of access to other on board ship
tanks structure-integrated deep
tanks

PART 1
location
RECYCLING CONSIDERATIONS
15 Recycling • identification of all materials • list of materials used for the • SCF-specific on board ship
that were used in construction construction of the hull
and may need special structure
handling due to environmental
and safety concerns
Notes:
1 "SCF-specific" means documents to be developed especially to meet the requirements of these Guidelines.
2 "Key construction plans" means plans such as midship section, main O.T. and W.T. transverse bulkheads, construction profiles/plans, shell
expansions, forward and aft sections in cargo tank (or hold) region, engine-room construction, forward construction and stern construction drawings.
3 "Yard plans" means a full set of structural drawings, which include scantling information of all structural members.
4 "Hull form" means a graphical or numerical representation of the geometry of the hull. Examples would include the graphical description provided
by a lines plan and the numerical description provided by the hull form data stored within an onboard computer.
5 "Lines plan" means a special drawing which is dedicated to show the entire hull form of a ship.
6 "Equivalent (to Lines plan)" means a set of information of hull form to be indicated in key construction plans for SCF purposes. Sufficient
information should be included in the drawings to provide the geometric definition to facilitate the repair of any part of the hull structure.
7 "Normal storage location" means a standard location where each SCF information item should be stored. However, those items listed as being on board
in the table above should be on board as a minimum to ensure that they are transferred with the ship on a change of owner.
8 "Shore archive" is to be operated in accordance with applicable international standards.
*
Performance standard for protective coatings for dedicated seawater ballast tanks in all types of ships and double-side skin spaces of bulk carriers,
adopted by the Organization by resolution MSC.215(82).

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IRS

RULES FOR BUILDING AND CLASSING STEEL VESSELS

CLASSIFICATION REGULATION AND SURVEYS

INTERNATIONAL REGISTER OF SHIPPING

Technical Appraisal Department

INTERNATIONAL REGISTER OF SHIPPING 3

4 INTERNATIONAL REGISTER OF SHIPPING

INTERNATIONAL REGISTER OF SHIPPING 5

6 INTERNATIONAL REGISTER OF SHIPPING

SECTION 1 GENERAL INFORMATION

1.1 International Register of Shipping (IRS) ....................................................................................... 8

INTERNATIONAL REGISTER OF SHIPPING 7

8 INTERNATIONAL REGISTER OF SHIPPING

1.4 Customers responsibility

INTERNATIONAL REGISTER OF SHIPPING 9

10 INTERNATIONAL REGISTER OF SHIPPING

1.8 Audits and monitoring

INTERNATIONAL REGISTER OF SHIPPING 11

1.10 Responding to Port State Control

12 INTERNATIONAL REGISTER OF SHIPPING

INTERNATIONAL REGISTER OF SHIPPING 13

14 INTERNATIONAL REGISTER OF SHIPPING

2.2 Application of rules

INTERNATIONAL REGISTER OF SHIPPING 15

16 INTERNATIONAL REGISTER OF SHIPPING

2.4 Class Characters and Notations

INTERNATIONAL REGISTER OF SHIPPING 17

 IS; Ship type; IM, UM, TS(OG).

2.5 Service restrictions

18 INTERNATIONAL REGISTER OF SHIPPING

This mark when prefixed to characters of classification would

R1 Service distance from nearest port within 100 nautical miles

R2 Service distance from nearest port within 50 nautical miles

R4 Service distance from nearest port within 5 nautical miles

RE Service within enclosed waters

INTERNATIONAL REGISTER OF SHIPPING 19

Descriptive notations as agreed by the committee to signify the

This notation assigned to Oil Tankers, Bulk Carriers,

4 RORO For Vessels intended for loading/unloading the cargo by Roll-on

5 CarCarrier Vesels intended for carriage of vehicles

This notation (In-water Survey) may be assigned to a ship

20 INTERNATIONAL REGISTER OF SHIPPING

This distinguishing mark, when prefixed to class notations

9 SP This notation will be assigned to vessels fitted with special

INTERNATIONAL REGISTER OF SHIPPING 21

S.No Type Notation Description

This notation may be assigned when the arrangements are such

PM (Positional mooring system), or

The additional notation may be assigned where an integrated fire

Denotes that the ship is equipped for continuousfighting of large

Denotes that the reliquefaction or refrigeration installation fitted on

22 INTERNATIONAL REGISTER OF SHIPPING

1 Additional Descriptive Descriptive notations as agreed by the committee to

B Strengthened to carry dry bulk cargoes of density

C Strengthened to carry dry bulk cargoes wth

INTERNATIONAL REGISTER OF SHIPPING 23

11 PWDK For Decks strenghthned for Wheel loading

2.7 Date of contract for construction

24 INTERNATIONAL REGISTER OF SHIPPING

2.10 Repairs & Alterations

INTERNATIONAL REGISTER OF SHIPPING 25

26 INTERNATIONAL REGISTER OF SHIPPING

2.12 Withdrawal of class