HSNC Notice 1 PDF

RULES FOR BUILDING AND CLASSING
HIGH-SPEED NAVAL CRAFT

2017
NOTICE NO. 1 – July 2017
The following Rule Changes were approved by the ABS Rules Committee on 30 May 2017 and
become EFFECTIVE AS OF 1 JULY 2017.
(See http://www.eagle.org for the consolidated version of the Rules for Building and Classing High-Speed Naval
Craft 2017, with all Notices and Corrigenda incorporated.)
Notes - The date in the parentheses means the date that the Rule becomes effective for new construction based
on the contract date for construction, unless otherwise noted. (See 1-1-4/3.3 of the ABS Rules for
Conditions of Classification – High-Speed Craft (Part 1).)
PART 3 HULL CONSTRUCTION AND EQUIPMENT

CHAPTER 2 HULL STRUCTURES AND ARRANGEMENTS
SECTION 8 RUDDERS AND STEERING EQUIPMENT
17 Double Plate Rudder

(Revise Paragraph 3-2-8/17.1 and add new 3-2-8/Figures 5, 6, and 7, as follows:)
17.1 Strength (1 July 2017)

The section modulus and web area of the rudder mainpiece are to be such that the stresses indicated in the
following Subparagraphs are not exceeded.
In calculating the section modulus of the rudder, the effective width of side plating is to be taken as not
greater than twice the athwartship dimension of the rudder. Bolted cover plates on access openings to pintles
are not to be considered effective in determining the section modulus of the rudder. In order for a cover
plate to be considered effective, it is to be closed using a full penetration weld and confirmed suitable by
non-destructive testing method. Generous radii are to be provided at abrupt changes in section where there
are stress concentrations, including in way of openings and cover plates. When inspection windows are
located in the panel below the rudder hub, the stress is to be as permitted in way of cutouts.
Moments, shear forces and reaction forces are to be as given in 3-2-8/7.7 and 3-2-8/13.5.
For spade rudders and rudders with horns, the section modulus at the bottom of the rudder is not to be less
than one-third the required section modulus of the rudder at the top of the rudder or at the center of the
lowest pintle.
Special attention is to be paid in design and construction of rudders with slender foil sections in the vicinity
of their trailing edge (e.g., hollow foil sections, fishtail foil sections). Where the width of the rudder blade
at the aftermost vertical diaphragm, w, is equal or less than 1/6 of the trailing edge length measured between
the diaphragm and the trailing edge, , finite element vibration analysis of the rudder blade is also to be
submitted for review. See 3-2-8/Figure 5.
ABS RULES FOR BUILDING AND CLASSING HIGH-SPEED NAVAL CRAFT . 2017 1
Notice No. 1 – July 2017
FIGURE 5 (1 July 2017)

w
Spade rudders with an embedded rudder trunk are to have a trailing edge with dimensions that satisfy the
following requirements:
i) For a rudder trailing edge having a monotonous transition to a rounded end with a finite thickness
or diameter (see 3-2-8/Figure 6), the vortex shedding frequency calculated using the equation
given below is to be higher than 35 Hz.
S tU
fs =
β D D + βT T
where
fs = vortex shedding frequency, in Hz
U = flow velocity, in m/s (ft/s), which is taken as craft’s design speed with craft
running ahead at the maximum continuous rated shaft rpm and at the summer
load waterline
St = nominal Strouhal number
= 0.18
βD = 0.27
C = minimal chord length of rudder cross section profile, in m (ft)
D = nominal boundary layer thickness at trailing edge
= 0.01C
βT = 0.77
T = thickness or diameter of rounded end, in m (ft)

Thickness or Diameter of Rounded End
2 ABS RULES FOR BUILDING AND CLASSING HIGH-SPEED NAVAL CRAFT . 2017
ii) For a rudder trailing edge with a flat insert plate (see 3-2-8/Figure 7), the insert plate thickness, t0,
is to be no larger than 1.5Vd in mm, where Vd is the design speed in ahead condition, in knots, as
defined in 3-2-8/3.1. The extension beyond the weld to rudder plate, , is to satisfy the following
3-2-8/Figure 7 and with consideration of possible local vibratory bending of the insert plate.
Rudder Plate Thickness

t1
Insert Plate Thickness
t0

 ≥ (t0 + 2t1)
Alternatively, a vibration analysis is to be carried out to confirm that the natural frequency of the rudder is
to be at least ±20% away from the vortex shedding frequency preferably determined using either a detailed
numerical analysis method such as CFD or testing for ballast and full draft at 85% and 100% Vd as defined
in 3-2-8/3.1.
(Renumber existing 3-2-8/Figures 5 and 6 as 3-2-8/Figures 8 and 9.)
(Revise Subparagraph 3-2-11/17.1.2, as follows:)

17.1.2 In way of Cut-outs
Allowable stresses for determining the rudder strength in way of cutouts (see 3-2-8/Figure 8) are
as follows:
Bending stress σb = Kσ/Q N/mm2 (kgf/mm2, psi)
Shear stress τ = Kτ/Q N/mm2 (kgf/mm2, psi)
Equivalent stress σe = σ b 2 + 3τ 2 = Ke/Q N/mm2 (kgf/mm2, psi)

where
SI units MKS units US units

Kσ 75 7.65 10,900
Kτ 50 5.1 7,300
Ke 100 10.2 14,500
Q = as defined in 3-2-1/1.1.1
FIGURE 8
In way of cutouts
6r1
r1
6r1
6r2
r2
6r2
X
Note:
r1 = corner radius of rudder plate in way of
portable bolted inspection hole
r2 = corner radius of rudder plate
The mainpiece of the rudder is to be formed by the rudder side plating (but not more than the effective
width indicated above) and vertical diaphragms extending the length of the rudder or the extension of the
rudder stock or a combination of both.
PART 4 CRAFT SYSTEMS AND MACHINERY

CHAPTER 2 PRIME MOVERS
SECTION 1 DIESEL ENGINES
13 Testing, Inspection and Certification of Diesel Engines
13.11 Shop Tests of Internal Combustion, I.C. Engines (1 July 2016)

13.11.2 Engines Driving Propellers or Impellers Only
(Revise Item 4-2-1/13.11.2iv), as follows:)
iv) (1 July 2017) 90% (or normal continuous cruise power), 75%, 50% and 25% of rated power,
in accordance with the nominal propeller curve (the sequence to be selected by the engine
manufacturer).
(Revise 4-2-1/Table 1, as follows:)

TABLE 1
Required Material and Nondestructive Tests of Diesel Engine Parts(1) (1 July 2017)
Engine Part Material Nondestructive Tests & Inspections Visual Inspection and Component
Properties (2) Certificate
Magnetic Particle, Dimensional Visual Inspection Component
Liquid Penetrant, Inspection, (Surveyor) Certificate
or Similar Tests, Including Surface
Ultrasonic Tests Condition
(1 July 2017) High pressure W(C+M)
fuel injection pipes including
common fuel rail
(1 July 2017) High pressure W(C+M)
common servo oil system
(All other rows and notes remain unchanged.)

TABLE 2
Test Pressures for Parts of Internal-combustion Engines (1 July 2017)
Engine Part Test Pressure
(P = max. working pressure of engine part)
(1 July 2017) Fuel-injection system (pump body pressure side, 1.5P or P + 300 bar (P + 306 kgf/cm2, P + 4350 psi) whichever
injection valves –only for those not autofretted – and pipes is less
including common fuel rail, for those that are not autofretted),
D >300 mm, Test Report for D ≤ 300 mm.
(1 July 2017) High pressure common servo oil system 1.5P
(D > 300 mm, Test Report for D ≤ 300 mm), high pressure
piping, pumps, actuators etc. for hydraulic drive of valves
(> 800 kW/cyl.)

CHAPTER 2 PRIME MOVERS
SECTION 2 TURBOCHARGERS
1 General
(Revise Paragraph 4-2-2/1.1, as follows:)
1.1 Application (1 July 2017)

Turbochargers for diesel engines rated 100 kW (135 hp) and over, intended for propulsion and for auxiliary
services essential for propulsion, maneuvering and safety of the craft [see 4-1-1/1.3.2(a)], are to be
designed, constructed, tested, certified and installed in accordance with the requirements of this section.
Turbochargers are to be type approved, either separately or as a part of an engine.
Turbochargers for diesel engines rated less than 100 kW (135 hp) are to be designed, constructed and
equipped in accordance with good commercial and marine practice. Acceptance of such turbochargers will
be based on the manufacturer’s affidavit, verification of turbocharger nameplate data and subject to a
satisfactory performance test after installation, conducted in the presence of the Surveyor.
1.3 Definitions
1.3.1 Turbocharger (1 July 2017)
The term Turbocharger used in this Section refers to any equipment that is exhaust gas or mechanically
driven by the engine, such as exhaust turbochargers or superchargers which is designed to charge the
diesel engine cylinders with air at a higher pressure and hence higher density than air at atmospheric
pressure.
Turbochargers are categorized in three groups depending on served power by cylinder groups (that
is, the total power of the cylinders served by each turbocharger):
• Category A: ≤ 1000 kW
• Category B: > 1000 kW and ≤ 2500 kW
• Category C: > 2500 kW
(Add new Subparagraph 4-2-2/1.3.3, as follows:)

1.3.3 Generic Range (1 July 2017)
A Generic Range means a series of turbochargers which are of the same design, but scaled to each
other.
1.5 Plans and Particulars to be Submitted (1 July 2016)

1.5.1 Turbocharger Construction
(Revise Item 4-2-2/1.5.1ii), as follows:)
ii) Turbochargers of categories B and C (1 July 2017)
• Cross sectional drawing with principal dimensions and materials of housing components
for containment evaluation
• Documentation of containment in the event of disc fracture
• Maximum permissible operating speed (rpm)
• Alarm level for over-speed
• Maximum permissible exhaust gas temperature before turbine
• Alarm level for exhaust gas temperature before turbine
• Minimum lubrication oil inlet pressure
• Lubrication oil inlet pressure low alarm set point
• Maximum lubrication oil outlet temperature
• Lubrication oil outlet temperature high alarm set point
• Maximum permissible vibration levels (i.e., self- and externally generated vibration).
• Arrangement of lubrication system, all variants within a range
• Type test reports, including containment test report
• Test program
3 Materials
3.3 Category A and B Turbochargers (1 July 2017)

Materials for category A and B turbochargers need not be verified by a Surveyor. The turbocharger
manufacturer is to assure itself of the quality of the materials.
3.5 Category C Turbochargers (1 July 2017)

The materials are to meet specifications in Chapter 3 of the ABS Rules for Materials and Welding (Part 2)
or that approved in connection with the design. Except as noted in 4-2-2/3.7, materials for category C
turbochargers, as specified below, are to be tested in the presence of and inspected by the Surveyor.
i) Forgings: compressor and turbine rotors and shafts
ii) Blade material
3.7 Alternative Material Test Requirements

3.7.3 Certification Under Quality Assurance Assessment PQA (IACS UR Z26 Alternative
Certification Scheme) (1 July 2017)
For turbochargers certified under quality assurance assessment PQA (ACS) as provided for in
4-2-2/11.3.2(b), material tests and inspections required by 4-2-2/3 need not be witnessed by the
Surveyor. Such tests are to be conducted by the turbocharger manufacturer whose certified material
test reports will be accepted instead.
5 Design Requirements and Corresponding Type Testing (1 July 2016)

5.1 General (1 July 2017)

The turbochargers are to be designed to operate under conditions given in 4-1-1/Tables 7 and 8. The component
lifetime and the alarm level for speed are to be based on 45°C air inlet temperature.
5.3 Containment (1 July 2017)

Turbochargers are to fulfill containment in the event of a rotor burst. This means that at a rotor burst no
part may penetrate the casing of the turbocharger or escape through the air intake. For documentation
purposes (test/calculation), it shall be assumed that the discs disintegrate in the worst possible way.
Turbocharger containment is to be documented by testing. For category C turbochargers, the testing is to be
witnessed by the Surveyor. Fulfillment of this requirement can be awarded to a generic range of turbochargers
based on testing of one specific unit. Testing of a large unit is preferred as this is considered conservative
for all smaller units in the generic range. In any case, it is to be documented (e.g., by calculation) that the
selected test unit really is representative for the whole generic range.
(Following text remains unchanged.)
5.7 Type Testing (applicable to category B and C turbochargers) (1 July 2017)

i) The type test for a generic range of turbochargers may be carried out either on an engine (for
which the turbocharger is foreseen) or in a test rig.
ii) Turbochargers are to be subjected to at least 500 load cycles at the limits of operation. This test may be
waived if the turbocharger together with the engine is subjected to this kind of low cycle testing.
The suitability of the turbocharger for such kind of operation is to be preliminarily stated by the
manufacturer.
iii) The rotor vibration characteristics are to be measured and recorded in order to identify possible
sub-synchronous vibrations and resonances.
iv) The type test is to be completed by a hot running test at maximum permissible speed combined
with maximum permissible temperature for at least one hour. After this test, the turbocharger is to
be opened for examination, with focus on possible rubbing and the bearing conditions.
v) The type test program is to be submitted and approved. The extent of the Surveyor’s presence
during the various parts of the type tests is to be agreed before commencement of the tests. For
category C turbochargers, the testing detailed under 4-2-2/5.7iv) is to be witnessed by the Surveyor.
(Revise title of Subsection 4-2-2/7 and break into Subsections 4-2-2/7 and 4-2-2/8, as follows:)
7 Piping Systems for Turbochargers (1 July 2017)

The lubricating oil and cooling water piping systems of turbochargers are to be in accordance with the
provisions of 4-6-5/5 and 4-6-5/7, respectively.
8 Alarms and Monitoring (1 July 2017)

For category B and C turbochargers, indications and alarms as listed below are required. Indications may
be provided at either local or remote locations.
Speed Alarm (High) (4) Indication (4) Alarm (High) (4) Indication (4)
Exhaust gas at each Alarm (High) (1) Indication (1) Alarm (High) Indication High temp. alarms for
turbocharger inlet, each cylinder at engine
temperature is acceptable (2)
Lub. oil at turbocharger Alarm (High) Indication If not forced system,
outlet, temperature oil temperature near
bearings
Lub. oil at turbocharger Alarm (Low) Indication Alarm (Low) Indication Only for forced
inlet, pressure lubrication systems (3)
Notes:
1 For category B turbochargers, the exhaust gas temperature may be alternatively monitored at the
turbocharger outlet, provided that the alarm level is set to a safe level for the turbine and that correlation
between inlet and outlet temperatures is substantiated.
2 Alarm and indication of the exhaust gas temperature at turbocharger inlet may be waived if alarm and
indication for individual exhaust gas temperature is provided for each cylinder and the alarm level is set
to a value safe for the turbocharger.
3 Separate sensors are to be provided if the lubrication oil system of the turbocharger is not integrated with
the lubrication oil system of the diesel engine or if it is separated by a throttle or pressure reduction valve
from the diesel engine lubrication oil system.
4 On turbocharging systems where turbochargers are activated sequentially, speed monitoring is not
required for the turbocharger(s) being activated last in the sequence, provided all turbochargers share the
same intake air filter and they are not fitted with waste gates.
For craft with ACC or ACCU notation, see Section 4-9-5 or 4-9-6, as applicable.
11 Testing, Inspection and Certification of Turbochargers
11.1 Shop Inspection and Tests

(Revise first paragraph of Paragraph 4-2-2/11.1, as follows:)
11.1 Shop Inspection and Tests

(1 July 2017) The following shop inspection and tests are to be witnessed by a Surveyor for category C
turbochargers.

11.1.1 Material Tests (1 July 2017)
Materials entered into the construction of turbines are to be tested in the presence of a Surveyor in
accordance with the provisions of 4-2-2/3.

11.1.5 Shop Trial (1 July 2017)
Upon completion of fabrication and assembly, each turbocharger is to be subjected to a shop trial,
either on a test bed or on a test engine, in accordance with the manufacturer’s test schedule, which
is to be submitted for review before the trial. During the trial, the following tests are to be conducted:
i) Compressor wheels are to be overspeed tested for 3 minutes on a test bed at 20% above
the maximum operating speed at ambient temperature, or 10% above maximum operating
speed at 45°C inlet temperature when tested in the actual housing with the corresponding
pressure ratio
The overspeed test may be waived for forged wheels that are individually controlled by
an approved nondestructive method.
ii) A mechanical running test for at least 20 minutes at maximum operating speed and
operating temperature, or a test run on the engine for which the turbocharger is intended
for 20 minutes at 110% of the engine’s rated output.
11.3 Certification of Turbochargers (1 July 2017)

11.3.1 General (1 July 2016)
Each turbocharger required to be certified by 4-2-2/1.1 is:
i) To have its design approved by ABS; for which purpose, plans and data as required by
4-2-2/1.5 are to be submitted to ABS for approval, showing compliance with the requirements
of this Section. A unit of the same type is to be satisfactorily containment and type tested,
as required by 4-2-2/5.3 and 4-2-2/5.7.
ii) Turbochargers of category C are to be surveyed during their construction for compliance
with the design approved, along with, but not limited to, material tests, hydrostatic tests,
dynamic balancing, performance tests, etc., as indicated in 4-2-2/11.1, all to be carried out
to the satisfaction of the Surveyor.
iii) Each turbocharger required to be certified by 4-2-2/1.1 is to be delivered with certificates
indicating compliance with the requirements of this section and the applicable type approval.
11.3.2 Approval Under the Type Approval Program
11.3.2(a) Product Design Assessment. Upon application by the manufacturer, each model of a
type of turbocharger is to be design assessed as described in 1-1-A2/5.1. For this purpose, each
design of a turbocharger type is to be approved in accordance with 4-2-2/11.3.1i). Turbochargers
so approved may be applied to ABS for listing on the ABS website as Products Design Assessed.
Once listed, and subject to renewal and updating of the certificate as required by 1-1-A2/5.7,
turbocharger particulars will not be required to be submitted to ABS each time the turbocharger is
proposed for use on board a craft.
11.3.2(b) Manufacturing Assessment for Turbochargers. A manufacturer of turbochargers, who
operates a quality assurance system in the manufacturing facilities, may apply to ABS for quality
assurance assessment described in 1-1-A3/5.3.1(a) (Manufacturers Procedure), 1-1-A3/5.3.1(b)
(RQS) or 1-1-A3/5.5 (PQA (IACS UR Z26 Alternative Certification Scheme)).
Upon satisfactory assessment under 1-1-A2/5.5 (PQA), turbochargers produced in those facilities
will not require a Surveyor’s attendance at the tests and inspections indicated in 4-2-2/11.3.1ii).
Such tests and inspections are to be carried out by the manufacturer whose quality control
documents will be accepted. Certification of each turbocharger will be based on verification of
approval of the design and on continued effectiveness of the quality assurance system. See
1-1-A2/5.7.1(a).
Audits under PQA are to include:
• Chemical composition of material for the rotating parts
• Mechanical properties of the material of a representative specimen for the rotating parts and
the casing
• UT and crack detection of rotating parts
• Dimensional inspection of rotating parts
• Rotor balancing
• Hydrostatic pressure testing
• Overspeed testing.
11.3.2(c) Type Approval Program. Turbocharger types which have their designs approved in
accordance with 4-2-2/11.3.2(a) and the quality assurance system of their manufacturing facilities
approved in accordance with 4-2-2/11.3.2(b) will be deemed Type Approved and will be eligible
for listing on the ABS website as Type Approved Products.

CHAPTER 3 PROPULSION AND MANEUVERING MACHINERY
SECTION 4 STEERING GEARS
13 Control Systems
13.1 General (1 July 2011)

13.1.9 System Response Under Failure (1 July 2017)
The failures (as listed, but not limited to those items in 4-3-4/Table 1) likely to cause uncontrolled
movements of rudder are to be clearly identified. In the event of detection of such failure, the
rudder should stop in the current position. Alternatively, the rudder may be set to return to the
midship/neutral position. Failure Mode and Effect Analysis methodology may be used to identify
the failures.

TABLE 1
Steering Gear Instrumentation (1 July 2017)
Monitored Parameters Display/Alarm Location
a) Rudder angle indicator (1) Display • Navigation bridge
• Steering gear compartment
b) Power unit motor running Display • Navigation bridge
• Engine room control station
c) Power unit power supply failure Alarm • Navigation bridge
d) Power unit motor overload (2) Alarm • Navigation bridge
e) Power unit motor phase failure (2), (3) Alarm • Navigation bridge
f) Control power failure Alarm • Navigation bridge
g) (1 July 2017) Hydraulic oil reservoir low level (2) Alarm • Navigation bridge
h) Hydraulic lock (4) Alarm • Navigation bridge
i) Auto-pilot running (5) Display • Navigation bridge
j) Auto-pilot failure (5) Alarm • Navigation bridge
k) Steering mode (autopilot/manual) indication Display • Navigation bridge
l) Automatic autopilot (5) override failure Alarm • Navigation bridge
m) Automatic autopilot (5) override activated Alarm • Navigation bridge
n) (1 July 2011) Loop failures (6) Alarm • Navigation bridge
o) (1 July 2011) Computer-based system failures (7) Alarm • Navigation bridge
p) (1 July 2017) Earth fault on AC and DC circuits Alarm • Navigation bridge
q) (1 July 2017) Deviation between rudder order Alarm • Navigation bridge
and feedback
(Notes remain unchanged.)

CHAPTER 3 PROPULSION AND MANEUVERING MACHINERY
SECTION 5 THRUSTERS
1 General
1.1 Application (1 July 2017)

The provisions of this Section apply to maneuvering thrusters not intended to assist in propulsion, and to
azimuthal and non-azimuthal thrusters (and to alternative propulsion and steering systems without a rudder,
as applicable) intended for propulsion maneuvering, or a combination of these duties.
Maneuvering thrusters intended to assist maneuvering, where fitted, may, at the request of the owners, be
certified in accordance with the provisions of this section. In such cases, appropriate class notations, as
indicated in 4-3-5/1.3, will be assigned upon verification of compliance with corresponding provisions of
this section.
Thrusters intended for propulsion with or without combined duties for assisting in maneuvering are to
comply with appropriate provisions of this section in association with other relevant provisions of Part 4,
Chapter 3.
Thrusters are to be constructed with sufficient strength, capacity and the necessary supporting systems to
provide reliable propulsion and steering to the craft in all operating conditions. Special consideration will
be given to the suitability of any essential component which is not duplicated.
For a craft fitted with multiple steering systems, each steering system is to be so arranged that the failure of
one of them will not render the other one inoperative. Each of the steering systems is equipped with its
own dedicated steering gear, provided that each of the steering systems is fulfilling the requirements for
main steering gear (as given in 4-3-5/5.12.1) and each of the steering systems is provided with an additional
function for positioning and locking the failed steering system in a neutral position after a failure of its own
power unit(s) and actuator(s).
1.5 Definitions
1.5.6 Steering System (1 July 2017)
“Steering system” is a craft’s directional control system, including main steering gear, auxiliary
steering gear, steering gear control system and rudder, if any.
5 Design
5.12 Arrangements (1 July 2016)

5.12.2 Auxiliary Steering Gear Arrangements
(Revise Item 4-3-5/5.12.2(b)iii), as follows:)
5.12.2(b) In a craft fitted with multiple steering systems, such as but not limited to azimuthing
thrusters or water jet propulsion systems, an auxiliary steering gear need not be fitted, provided that:
i) For a passenger craft, each of the steering systems, is capable of satisfying the requirements in
4-3-5/5.12.1ii) while any one of the power units is out of operation;
ii) For a cargo craft, each of the steering systems, is capable of satisfying the requirements in
4-3-5/5.12.1ii) while operating with all power units;
iii) (1 July 2017) Each of the steering systems is arranged so that after a single failure in its
piping or in one of the power units, craft’s steering capability (but not individual steering
system operation) can be maintained or speedily regained (e.g., by the possibility of
positioning the failed steering system in a neutral position in an emergency, if needed).
The above capacity requirements apply regardless whether the steering systems are arranged
with common or dedicated power units.

5.12.4 Electric and Electrohydraulic Steering Systems (1 July 2017)
For a vessel fitted with multiple steering systems, the requirements in 4-3-4/11.1 are to be applied
to each of the steering systems.
7 Controls and Instrumentation

(Add new Paragraph 4-3-5/7.5, as follows:)
7.5 Failure Detection and Response (1 July 2017)

Notwithstanding 4-3-5/7.1 and 4-3-5/7.3 above, 4-3-4/13.1.9 and 4-3-4/15 for steering gear, apply.

CHAPTER 6 PIPING SYSTEMS
SECTION 2 METALLIC PIPING
5 Design
5.7 Flexible Hoses (2006)

5.7.3(c) Fire Resistance (1 July 2017). Flexible hose assemblies constructed of non-metallic
materials intended for installation in piping systems for flammable media and sea water systems
where failure may result in flooding, are to be of a fire-resistant type*, except in cases where such
hoses are installed on open decks, as defined in SOLAS II-2/Reg. 9.2.3.3.2.2(10) and not used for
fuel oil lines. Fire resistance is to be demonstrated by testing to ISO 15540 and ISO 15541.
* Note: The installation of a shutoff valve immediately upstream of a sea water hose does not satisfy the requirement
for fire resistant type hose.
5.9 Mechanical Joints (2006)

5.9.1 Design (1 July 2017)
(Delete Item 4-6-2/5.9.1(c) and renumber following Items accordingly.)
(Revise Item 4-6-2/5.9.1(e), as follows:)

5.9.1(e) Fire Testing (1 July 2017). Where appropriate mechanical joints are to be of fire resistant
type, as required by 4-6-2/Table 10.
(Revise Item 4-6-2/5.9.1(f), as follows:)

5.9.1(f) Locations (1 July 2017). Mechanical joints, which in the event of damage could cause
fire or flooding, are not to be used in piping sections directly connected to the craft’s side below the
bulkhead deck of passenger craft and freeboard deck of cargo craft or tanks containing flammable
fluids.
(Delete Item 4-6-2/5.9.1(h) and renumber following Items accordingly.)
(Revise Item 4-6-2/5.9.1(g), as follows:)

5.9.1(g) Joints (1 July 2017). The number of mechanical joints in flammable fluid systems is to
be kept to a minimum. In general, flanged joints conforming to recognized standards are to be used.
(Revise Item 4-6-2/5.9.1(i), as follows:)

5.9.1(i) Slip-on Joints (1 July 2017). Slip-on joints are to be accessible for inspection. Accordingly,
slip-on joints are not to be used in pipelines in cargo holds, tanks and other spaces that are not
easily accessible, unless approved by ABS. Application of these joints inside tanks may be permitted
only for the same media that is in the tanks.
Usage of slip type slip-on joints as the main means of pipe connection is not permitted except for
cases where compensation of axial pipe deformation is necessary.
(Revise Item 4-6-2/5.9.1(j), as follows:)

5.9.1(j) Application (1 July 2017). Application of mechanical joints and their acceptable use for
each service is indicated in 4-6-2/Table 10. Dependence upon the Class of piping and pipe dimensions
is indicated in 4-6-2/Table 11. In particular cases, sizes in excess of those mentioned above may be
accepted by ABS if in compliance with a recognized national or international standard.
5.9.2 Testing of Mechanical Joints (2007)

5.9.2(e) Testing, Procedures and Requirements.
(Revise 4-6-2/5.9.2(e)ii), as follows:)
ii) Selection of Test Specimen (1 July 2017). Test specimens are to be selected from the
production line or at random from stock. Where there is a variety of size of joints requiring
approval, a minimum of three separate sizes representative of the range, from each type of
joints to be tested in accordance with 4-6-2/Table 12 are to be selected.
v) Methods of Tests.
1. Tightness test. In order to ensure correct assembly and tightness of the joints, all
mechanical joints are to be subjected to a tightness test, as follows.
(Revise 4-6-2/5.9.2(e)v)1(a), as follows:)
a. (1 July 2017) The mechanical joint assembly test specimen is to be connected to
the pipe or tubing in accordance with the requirements of 4-6-2/5.9.2(e)iii) and
the manufacturer’s instructions, filled with test fluid and de-aerated. Mechanical
joints assemblies intended for use in rigid connections of pipe lengths, are not to
be longitudinally restrained. The pressure inside the joint assembly is to be slowly
increased to 1.5 times of design pressure. This test pressure is to be retained for a
minimum period of 5 minutes. In the event of a drop in pressure or visible leakage,
the test (including fire test) is to be repeated for two further specimens. If during
the repeat test, one test piece fails, the coupling is regarded as having failed. An
alternative tightness test procedures, such as a pneumatic test, may be accepted.
(Revise 4-6-2/5.9.2(e)v)2, as follows:)

2. Vibration (Fatigue) Test (1 July 2017). In order to establish the capability of the
mechanical joint assembly to withstand fatigue, which is likely to occur due to vibrations
under service conditions, mechanical joint assemblies are to be subject to the following
vibration test.
Conclusions of the vibration tests should show no leakage or damage.
a. Testing of compression couplings and pipe unions. Compression couplings and
pipe unions intended for use in rigid connections of pipe are to be tested as follows.
Rigid connections are joints, connecting pipe length without free angular or axial
movement.
Two lengths of pipe are to be connected by means of the joint to be tested. One
end of the pipe is to be rigidly fixed while the other end is to be fitted to the
vibration rig. Such arrangement is shown in 4-6-2/Figure 3.
(4-6-2/Figure 3 remains unchanged.)
The joint assembly is to be filled with test fluid, de-aerated and pressurized to the
design pressure of the joint. Pressure during the test is to be monitored. In the event
of drop in the pressure and of visible leakage, the test is to be repeated as described
in 4-6-2/5.9.2(e)iv). Visual examination of the joint assembly is to be carried out.
Re-tightening may be accepted once during the first 1000 cycles. Vibration
amplitude is to be within 5% of the value calculated from the following formula:

4. Burst Pressure Test (1 July 2017). In order to determine the capability of the mechanical
joint assembly to withstand a pressure as stated by 4-6-2/5.9.1(d), the following burst
test is to be carried out. Mechanical joint test specimen is to be connected to the pipe
or tubing in accordance with the requirements of 4-6-2/5.9.2(e)iii), filled with test fluid,
de-aerated and pressurized to test pressure with an increasing rate of 10% per minute
of test pressure. The mechanical joint assembly intended for use in rigid connections
of pipe lengths is not to be longitudinally restrained. Duration of this test is not to be
less than 5 minutes at the maximum pressure. Where considered convenient, the
mechanical joint test specimen used in the tightness test in 4-6-2/5.9.2(e)v)1, may be
used for the burst test provided it passed the tightness test. The specimen may exhibit
a small deformation whilst under test pressure, but no leakage or visible cracks are
permitted.

5. Pull-out Test (1 July 2017). In order to determine the ability of a mechanical joint
assembly to withstand the axial loading likely to be encountered in service without the
connecting pipe becoming detached, following pull-out test is to be carried out. Pipes
of suitable length are to be fitted to each end of the mechanical joints assembly test
specimen. The test specimen is to be pressurized to design pressure. When pressure is
attained, an external axial load is to be imposed with a value calculated using the
following formula:
L = (πD2/4)p
where
D = pipe outside diameter, mm (in.)
p = design pressure, N/mm2 (kgf/mm2, psi)
L = applied axial load, N (kgf, lbf)
The pressure and the axial load are to be maintained for a period of 5 minutes. During
the test, pressure is to be monitored and relative movement between the joint assembly
and the pipe measured. The mechanical joint assembly is to be visually examined for
drop in pressure and signs of leakage or damage. There is to be no movement between
the mechanical joint assembly and the connecting pipes.

6. Fire Endurance Test (1 July 2017). In order to establish the capability of the
mechanical joints to withstand the effects of fire which may be encountered in service,
mechanical joints are to be subjected to a fire endurance test. The fire endurance test
is to be conducted on the selected test specimens as per the following international
standards.
• ISO 19921:2005(E) Ship and marine technology – Fire resistance of metallic
pipe components with resilient and elastomeric seals – Test methods.
• ISO 19922:2005(E) Ship and marine technology – Fire resistance of metallic pipe
components with resilient and elastomeric seals – Requirements imposed on the
test bench.
Clarification to the standard requirements:

• If the fire test is conducted with circulating water at a pressure different from the
design pressure of the joint [however of at least 5 bar (5.1 kgf/cm2, 72.5 psi)] the
subsequent pressure test is to be carried out to twice the design pressure.
• A selection of representative nominal bores may be tested in order to evaluate the
fire resistance of a series or range of mechanical joints of the same design. When
a mechanical joint of a given nominal bore (Dn) is so tested, then other mechanical
joints falling in the range Dn to 2 × Dn (both inclusive) are considered accepted.
• Alternative test methods and/or test procedures considered to be at least equivalent
may be accepted at the discretion of the Bureau in cases where the test pieces are
too large for the test bench and cannot be completely enclosed by the flames.
• Thermal insulation materials applied on couplings are to be non-combustible in dry
condition and when subjected to oil spray. A non-combustibility test according to
ISO 1182 is to be carried out.

7. Vacuum Test (1 July 2017). In order to establish the capability of the mechanical joint
assembly to withstand internal pressures below atmospheric, similar to the conditions
likely to be encountered under service conditions, the following vacuum test is to be
carried out. The mechanical joint assembly is to be connected to a vacuum pump and
subjected to a pressure 170 mbar (173 mkgf/cm2, 2.47 psi) absolute. Once this pressure
is stabilized the specimen under test is to be isolated from the vacuum pump and the
pressure is to be maintained for a period of 5 minutes. No internal pressure rise is
permitted.
(Editorially revise 4-6-2/5.9.2(e)v)8, as follows:)
(Revise “Machine Grooved Type” and “Slip Type” in 4-6-2/Table 9, as follows:)

TABLE 9
Examples of Mechanical Joints (1 July 2017)
Slip-on Joints
Roll Groove
Machine Grooved Type
(1 July 2017)
Cut Groove
Stop Bolt Setting Bolt
Packing
Body
Slip Type
(1 July 2017)
(All other rows remain unchanged.)

TABLE 10
Application of Mechanical Joints (1 July 2017)
The following table indicates systems where the various kinds of joints may be accepted. However, in all cases, acceptance of the joint
type is to be subject to approval for the intended application, and subject to conditions of the approval and applicable Rules.
Kind of Connections
Systems Compression
Pipe Unions Slip-on Joints
Couplings (6)
Flammable Fluids (Flash Point ≤ 60°)
1 Cargo oil lines (4) Y Y Y (11)
2 Crude oil washing lines (4) Y Y Y
3 Vent lines (3) Y Y Y (13)
Inert gas
4 Water seal effluent lines Y Y Y (16)
5 Scrubber effluent lines Y Y Y
6 Main lines (2, 4) Y Y Y
7 Distributions lines (4) Y Y Y
Flammable Fluids (Flash Point > 60°)
8 Cargo oil lines (4) Y Y Y (11)
9 Fuel oil lines (3, 2) Y Y Y
10 Lubricating oil lines (2, 3) Y Y Y
(2, 3)
11 Hydraulic oil Y Y Y (12)
12 Thermal oil (2, 3) Y Y Y
Sea Water
13 Bilge lines (1) Y Y Y (8)
14 Water filled fire extinguishing systems Y Y Y (7)
(e.g., sprinkler systems) (3)
15 Non water filled fire extinguishing systems Y Y Y (7)
(e.g., foam, drencher systems) (3)
16 Fire main (not permanently filled (3) Y Y Y (7)
17 Ballast system (1) Y Y Y (9, 10)
18 Cooling water system (1) Y Y Y
19 Tank cleaning services Y Y Y
20 Non-essential systems Y Y Y
Fresh Water
21 Cooling water system (1) Y Y Y (8)
22 Condensate return (1) Y Y Y (8)
23 Non-essential system Y Y Y
Sanitary/Drains/Scuppers
24 Deck drains (internal) (6) Y Y Y (4)
25 Sanitary drains Y Y Y
26 Scuppers and discharge (overboard) Y Y N (14)
Sounding/Vent
27 Water tanks/Dry spaces Y Y Y
28 Oil tanks (f.p.> 60°C) (2, 3) Y Y Y
Miscellaneous
29 Starting/Control air (1) Y Y N
30 Service air (non-essential) Y Y Y
31 Brine Y Y Y
32 CO2 system (1) Y Y N
33 Steam Y Y Y (5, 15)
TABLE 10 (continued)
Application of Mechanical Joints (1 July 2017)
Abbreviations
Y – Application is allowed
N – Application is not allowed
Footnotes – Fire Resistance Capability:

If mechanical joints include any components which readily deteriorate in case of fire, they are to be of an approved fire resistant type
under consideration of the following footnotes:
1 Inside machinery spaces of category A – only approved fire resistant types.
2 Not inside machinery spaces of category A or accommodation spaces. May be accepted in other machinery spaces
provided the joints are located in easily visible and accessible positions.
3 Approved fire resistant types except in cases where such mechanical joints are installed on exposed open decks, as
defined in SOLAS II-2/Reg. 9.2.3.3.2.2(10) and not used for fuel oil lines.
4 In pump rooms and open decks – only approved fire resistant types.
Footnotes – General:
5 Slip type slip-on joints as shown in 4-6-2/Table 9, may be used for pipes on deck with a design pressure of 10 bar
or less.
6 Only above bulkhead deck of passenger ships and freeboard deck of cargo craft.
7 In accessible locations at all times under normal condition.
8 In accessible locations in machinery spaces, container holds carrying non-dangerous goods, shaft tunnels, pipe
tunnels, etc.
9 In accessible locations in machinery spaces, shaft tunnels, pipe tunnels, etc. In pipelines located within other ballast
tanks.
10 Inside pump room – only with approved fire resistant types.
11 Within cargo tanks.
12 Not permitted in steering gear hydraulic systems, otherwise Class III systems only.
13 On vent risers on decks only.
14 Accessible location inboard of required shell valve(s) may be permitted. Slip-on joints are not permitted where
there are no shell valve(s), for example, when outboard end >450 mm below free board deck or outboard end
< 600 mm above summer waterline. For such instances, the overboard piping is required to be of substantial
thickness per definition in 4-6-2/9.13.3.
15 Permitted in Class III piping in machinery spaces of Category A, other machinery spaces, accommodation spaces
and open deck.
16 On the open deck only.

CHAPTER 8 ELECTRICAL SYSTEMS
SECTION 2 SYSTEM DESIGN
7 Distribution System
7.25 Harmonics (1 July 2017)

The total harmonic distortion (THD) in the voltage waveform in the distribution systems is not to exceed
8% and any single order harmonics not to exceed 5%. Other higher values may be accepted provided the
distribution equipment and consumers are designed to operate at the higher limits. This relaxation on THD
limits is to be documented (harmonic distortion calculation report) and made available on board as a reference
for the Surveyor at each periodical survey. Where higher values of harmonic distortion are expected, any
other possible effects, such as additional heat losses in machines, network resonances, errors in control and
monitoring systems are to be considered. See also 4-8-2/9.24 and 4-8-2/9.25.
(Add new Paragraph 4-8-2/9.24, as follows:)
9.24 Harmonic Distortion for Ship Electrical Distribution System including Harmonic Filters
(1 July 2017)
9.24.1 Monitoring
Where the electrical distribution system on board a craft includes harmonic filters, such craft are
to be fitted with facilities to continuously monitor the levels of harmonic distortion experienced on
the main bus bar as well as alert the crew should the level of harmonic distortion exceed the
acceptable limits. Where the engine room is provided with automation systems, this reading is to
be logged electronically, otherwise it is to be recorded in the engine log book for future inspection
by the Surveyor. However, harmonic filters installed for single application frequency drives such
as pump motors may be excluded from the requirements of this section.
9.24.2 Measurement
As a minimum, harmonic distortion levels of main bus bar on board such existing craft are to be
measured annually under seagoing conditions as close to the periodical machinery survey as possible
so as to give a clear representation of the condition of the entire plant to the Surveyor. Harmonic
distortion readings are to be carried out when the greatest amount of distortion is indicated by the
measuring equipment. An entry showing which equipment was running and/or filters in service is
to be recorded in the log so this can be replicated for the next periodical survey. Harmonic distortion
levels are also to be measured following any modification to the ship’s electrical distribution system
or associated consumers by suitably trained ship’s personnel or from a qualified outside source.
Records of all the above measurements are to be made available to the surveyor at each periodical
survey in accordance with the ABS Rules for Survey After Construction (Part 7).
9.24.3 Validation of Calculated Harmonic
Where the electrical distribution system on board a craft includes harmonic filters, the system
integrator of the distribution system is to show, by calculation, the effect of a failure of a harmonic
filter on the level of harmonic distortion experienced.
The system integrator of the distribution system is to provide the craft owner with guidance
documenting permitted modes of operation of the electrical distribution system while maintaining
harmonic distortion levels within acceptable limits during normal operation as well as following
the failure of any combination of harmonic filters.
The calculation results and validity of the guidance provided are to be verified by the Surveyor
during sea trials.
9.24.4 Filter Protection Alarm

Arrangements are to be provided to alert the crew in the event of activation of the protection of a
harmonic filter circuit.
A harmonic filter is to be arranged as a three-phase unit with individual protection of each phase.
The activation of the protection arrangement in a single phase is to result in automatic disconnection
of the complete filter. Additionally, there is to be installed a current unbalance detection system
independent of the overcurrent protection alerting the crew in case of current unbalance.
Consideration is to be given to additional protection for the individual capacitor element as (e.g.,
relief valve or overpressure disconnector) in order to protect against damage from rupturing. This
consideration is to take into account the type of capacitors used.
(Revise first paragraph of Paragraph 4-8-2/9.25, as follows:)
9.25 Protection of Harmonic Filter Circuits Associated with Electric Propulsion (1 July
2017)
Notwithstanding the requirements of 4-8-2/9.22 above, harmonic filters circuits shall be protected against
overload and short-circuit. An alarm is to be initiated in a continuously manned location in the event of an
activation of overload or short-circuit protection.

CHAPTER 8 ELECTRICAL SYSTEMS
SECTION 3 ELECTRICAL EQUIPMENT
9 Cables
9.1 Standard of Compliance (1 July 2017)

Electric cables constructed of stranded copper conductors, thermoplastic, elastomeric or other insulation,
moisture-resistant jackets, and, where applicable, armoring and outer-sheathing are to be in accordance
with IEC Publication 60092-350, 60092-352, 60092-353, 60092-354, 60092-360, 60092-370, 60092-376,
IEEE Std-45 or other marine standards of an equivalent or higher safety level, acceptable to ABS. Network
cables are to comply with a recognized industry standard. Cables such as flexible cable, fiber-optic cable,
etc., used for special purposes may be accepted provided they are manufactured and tested in accordance
with recognized standards accepted by ABS.
For electric cables in hazardous areas, the electric cable construction and the cable glands are to achieve
the appropriate seal, such that gas cannot migrate through the cable.
Note: See clause 3.16 and clause 4.6 of IEC 60092-350 concerning the provision of an extruded impervious inner sheath
that will prevent the migration of gas through the cable.

CHAPTER 9 REMOTE PROPULSION CONTROL AND AUTOMATION
SECTION 3 ACCU NOTATION
(Add new Item K3 in 4-9-3/Table 3, as follows:)

TABLE 3
Instrumentation and Safety System Functions in Centralized Control Station –
Medium and High Speed (Trunk Piston) Diesel Engines (1 July 2017)
Auto Auto Auto Notes
Systems Monitored Parameters A D Slow Start Shut [ A = Alarm. D = Display. x = apply. ]
down down
Sensors Common or separate c c c s s c = common; s = separate
Turbocharger K3 (1 July 2017) Speed of turbocharger x x Alarm Activation for High Speed only
(2010) required for turbochargers of categories B
and C
(Add new Item M3 in 4-9-3/Table 5B, as follows:)

TABLE 5B (continued)
Generator Prime Mover for Electric Propulsion (1 July 2017)
Auto Auto Notes
Systems Monitored Parameters A D Start Shut
down [A = Alarm; D = Display; x = apply]
Turbocharger M3 (1 July 2017) Speed of x Alarm Activation for High Speed

turbocharger only required for turbochargers of
categories B and C.
(Add new Item A16 in 4-9-3/Table 6, as follows:)

TABLE 6
Auxiliary Turbines and Diesel Engines (1 July 2017)
Auto Notes
Engine Monitored System & Parameter A D Shut
down [ A = Alarm; D = Display; x = apply ]
Diesel Turbocharger A16 High speed x Alarm Activation for High Speed only
Engine (1 July 2017) required for turbochargers of categories B
and C

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RULES FOR BUILDING AND CLASSING

HIGH-SPEED NAVAL CRAFT

NOTICE NO. 1 – July 2017

PART 3 HULL CONSTRUCTION AND EQUIPMENT

17 Double Plate Rudder

17.1 Strength (1 July 2017)

FIGURE 5 (1 July 2017)

FIGURE 6 (1 July 2017)

FIGURE 7 (1 July 2017)

Rudder Plate Thickness

(Renumber existing 3-2-8/Figures 5 and 6 as 3-2-8/Figures 8 and 9.)

(Revise Subparagraph 3-2-11/17.1.2, as follows:)

Equivalent stress σe = σ b 2 + 3τ 2 = Ke/Q N/mm2 (kgf/mm2, psi)

SI units MKS units US units

PART 4 CRAFT SYSTEMS AND MACHINERY

13 Testing, Inspection and Certification of Diesel Engines

13.11 Shop Tests of Internal Combustion, I.C. Engines (1 July 2016)

(Revise 4-2-1/Table 1, as follows:)

(All other rows and notes remain unchanged.)

(Revise 4-2-1/Table 2, as follows:)

(All other rows and notes remain unchanged.)

PART 4 CRAFT SYSTEMS AND MACHINERY

1.1 Application (1 July 2017)

(Add new Subparagraph 4-2-2/1.3.3, as follows:)

1.5 Plans and Particulars to be Submitted (1 July 2016)

3.3 Category A and B Turbochargers (1 July 2017)

(Revise Paragraph 4-2-2/3.5, as follows:)

3.5 Category C Turbochargers (1 July 2017)

3.7 Alternative Material Test Requirements

5 Design Requirements and Corresponding Type Testing (1 July 2016)

5.1 General (1 July 2017)

(Revise Paragraph 4-2-2/5.3, as follows:)

5.3 Containment (1 July 2017)

(Revise Paragraph 4-2-2/5.7, as follows:)

5.7 Type Testing (applicable to category B and C turbochargers) (1 July 2017)

7 Piping Systems for Turbochargers (1 July 2017)

8 Alarms and Monitoring (1 July 2017)

11 Testing, Inspection and Certification of Turbochargers

11.1 Shop Inspection and Tests

11.1 Shop Inspection and Tests

(Revise Subparagraph 4-2-2/11.1.1, as follows:)

(Revise Subparagraph 4-2-2/11.1.5, as follows:)

(Revise Paragraph 4-2-2/11.3, as follows:)

11.3 Certification of Turbochargers (1 July 2017)

PART 4 CRAFT SYSTEMS AND MACHINERY

13.1 General (1 July 2011)

(Revise 4-3-4/Table 1, as follows:)

(Notes remain unchanged.)

PART 4 CRAFT SYSTEMS AND MACHINERY

1.1 Application (1 July 2017)

5.12 Arrangements (1 July 2016)

(Add new Subparagraph 4-3-5/5.12.4, as follows:)

7 Controls and Instrumentation

7.5 Failure Detection and Response (1 July 2017)

PART 4 CRAFT SYSTEMS AND MACHINERY

5.7 Flexible Hoses (2006)

5.9 Mechanical Joints (2006)

(Revise Item 4-6-2/5.9.1(e), as follows:)

(Revise Item 4-6-2/5.9.1(f), as follows:)

(Delete Item 4-6-2/5.9.1(h) and renumber following Items accordingly.)

(Revise Item 4-6-2/5.9.1(g), as follows:)

(Revise Item 4-6-2/5.9.1(i), as follows:)

(Revise Item 4-6-2/5.9.1(j), as follows:)