Rules For Classification of Sea-Going Steel Ships Amendments 2020 20200612

CHINA CLASSIFICATION SOCIETY
RULES FOR CLASSIFICATION OF

SEA-GOING STEEL SHIPS
AMENDMENTS
2020
Effective from 1 July 2020

AMENDMENTS
2020
PART ONE PROVISIONS OF CLASSIFICATION

Revision explanation
Blue underline is to highlight new insertions, strikethrough line is to highlight deleted contents and cross
line may be used to highlight deleted tables or figures.
CONTENTS
CHAPTER 2 SCOPE AND CONDITIONS OF CLASSIFICATION

Section 3 CHARACTERS OF CLASSIFICATION AND CLASS NOTATIONS
Section 7 STATUTORY SERVICES
Section 9 ASSIGNMENT, MAINTENANCE, SUSPENSION, CANCELLATION AND
REINSTATEMENT OF CLASS
Section 10 CERTIFICATES AND REPORTS
Section 12 AVAILABILITY AND CONFIDENTIALITY OF INFORMATION
Appendix 1 LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS
Appendix 2 DIAGRAMS OF MANDATORY SHIP TYPES FOR SHIPS HAVING ESP NOTATION
CHAPTER 3 INSPECTIONS OF PRODUCTS

Section 1 GENERAL PROVISIONS
Section 6 PRODUCT DRAWING EXAMINATION
Section 11 PRINCIPLE APPROVAL
Appendix 1A LIST OF CERTIFICATION REQUIREMENTS FOR CLASSED MARINE PRODUCTS
Appendix 1B LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY MARINE PRODUCTS
Appendix 2B LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY MARINE PRODUCT
PARTS
Appendix 2C LIST OF CERTIFICATION REQUIREMENTS FOR LIFTING APPLIANCE PARTS
CHAPTER 4 SURVEYS DURING CONSTRUCTION

Part B — Non-SOLAS Ships and SOLAS Exempt/Equivalent Ships
CHAPTER 5 SURVEYS AFTER CONSTRUCTION

Section 2 TYPES AND PERIODS OF SURVEYS
Section 4 HULL AND EQUIPMENT SURVEYS
Section 5 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF
GENERAL DRY CARGO SHIPS
Section 6 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF OIL
TANKERS
Section 7 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF BULK
CARRIERS
CHEMICAL TANKERS
Section 9 SURVEYS OF MACHINERY
Section 11 SURVEYS OF THE OUTSIDE OF THE SHIP’S BOTTOM AND RELATED ITEMS
Section 12 SURVEYS OF PROPELLER SHAFTS AND TUBE SHAFTS
Section 14 INITIAL CLASSIFICATION SURVEYS OF SHIPS CONSTRUCTED NOT UNDER THE
SUPERVISION OF CCS
LIQUEFIED GAS CARRIERS
Appendix 1 CRITERIA FOR RENEWAL OF HULL STRUCTURAL MEMBERS
Appendix 8 PROCEDURAL REQUIREMENTS FOR SERVICE SUPPLIERS
Appendix 11 ESP SURVEY REPORTING PRINCIPLES
Appendix 11A SURVEY PROGRAMME
Appendix 12 GUIDELINES FOR TECHNICAL ASSESSMENT IN CONJUNCTION WITH
PLANNING FOR ENHANCED SURVEYS AND OWNER’S INSPECTION REPORT
Appendix 14 GUIDELINES FOR SCREWSHAFT CONDITION MONITORING SYSTEM
Appendix 16 GUIDELINES FOR SURVEY OF PLANNED MAINTENANCE SCHEME（ PMS）FOR
MACHINERY
Appendix 23 REQUIREMENTS FOR NDT SUPPLIERS
CHAPTER 6 SURVEYS RELATED TO CLASS NOTATIONS

Section 7 SURVEYS RELATED TO CLASS NOTATIONS FOR EOM
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CHAPTER 2 SCOPE AND CONDITIONS OF CLASSIFICATION
Section 3 CHARACTERS OF CLASSIFICATION AND CLASS NOTATIONS
2.3.2 Class notations

2.3.2.5 Appendix 1 of this Chapter contains a list of class notations for sea-going ships and such notations
may be entered only in English into classification certificates. The list is divided into the following tables:
Table E: Special features notations: Ships, which incorporate special features significantly affecting the
design, may be assigned appropriate notations respectively, of which the ice service notations
Ice Class B1*, Ice Class B1, Ice Class B2, Ice Class B3 correspond respectively to IA Super, IA,
IB, IC in the Finnish-Swedish Ice Class Rules;
Section 7 STATUTORY SERVICES
2.7.2 Basis for statutory services

2.7.2.1 The statutory requirements for convention ships are referred to international conventions or codes
and the amendments thereto, mainly including:
― International Convention on Load Lines, 1966 and the Protocol of 1988 relating to the International
Convention on Load Lines, 1966;
Section 9 ASSIGNMENT, MAINTENANCE, SUSPENSION, CANCELLATION AND

REINSTATEMENT OF CLASS
2.9.2 Suspension and cancel of class

2.9.2.1 Suspension of class
(3) Under the following circumstances, the class will be subject to a suspension procedure, unless the ship
is attended by the Surveyor for completion of the overdue surveys:
① when any outstanding recommendation or condition of class imposed by CCS is not fulfilled by a
specified due date (the Owner will be notified of the date), and no extension is granted by CCS;
② when any continuous survey item due or overdue at time of annual survey has not been dealt with,
and no extension is granted by CCS at the time of an annual survey;
③ when surveys after construction other than annual, intermediate or special surveys are overdue, and
no extension is granted by CCS;
④ when repairs of any damage, defect, failure or grounding have not been completed and surveyed as
specified;
⑤ failure to permit the unscheduled surveys referred to in 2.9.1.4 above;
⑥ when the laying-up maintenance programme agreed by CCS has not been implemented or the
laying-up survey has not been performed within the specified time limit during the laying-up
period of the ship.
(4) Under the following circumstances, the class will be subject to automatic suspension and the
classification certificate is subject to invalidation:
③ when a special survey has not been completed within the period of time specified by CCS (the
Owner will be notified that the 5-year class certificate becomes invalid) and no extension is granted
by CCS, unless the ship has been under attendance for completion of the special survey prior to
resuming trading, by the due date.
a. Under “exceptional circumstances”, CCS may grant an extension not exceeding 3 months to
allow for completion of the special survey, provided that the ship is attended and the attending
Surveyor so recommends upon satisfactory survey to the following extent:
(b) re-check of outstanding recommendations/conditions of class;
(d) where the docking survey is due prior to the expiry date of the extension, an underwater
examination is to be carried out by an approved diving company. Such underwater
examination may be dispensed with in the case of extension of docking survey not
exceeding 36 months provided the ship is without any outstanding
recommendation/condition of class regarding underwater parts.
(5) If, due to circumstances reasonably beyond the owner’s or CCS control, the ship is not in a port where
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the overdue surveys can be completed at the expiry of the periods allowed above, CCS may allow the ship
to sail, in class, directly to a discharge port, and if necessary, hence, in ballast, to a port at which the survey
will be completed, at request of the owner and provided that:
② the due and/or overdue surveys and examination of outstanding recommendations/class conditions
of class are carried out by CCS at the next port of call when there is an unforeseen inability of CCS
to attend the ship at the present port;
(10) When a ship is intended for a single voyage from laid-up position to a repair yard or another lay-up
site with any periodical survey overdue, the ship’s class suspension may be held in abeyance and
consideration may be given to allow the ship to proceed on a single direct ballast voyage from the site of
lay up to the a repair yard or another lay-up site, upon agreement with the flag Administration, provided
CCS finds the ship in satisfactory condition after surveys, the extent of which are to be based on surveys
overdue and duration of lay-up. A short term Class Certificate with conditions for the intended voyage may
be issued. This does not apply to ships whose class was already suspended prior to being laid-up.
2.9.2.2 Cancel of class

(1) The class of a ship will be cancelled in any one of the following cases:
③ a ship’s class will be canceled immediately when the ship proceeds to sea without having completed
recommendations or conditions of class which were required to be dealt with before leaving port;
④ when class has been suspended for a period of six (6) months due to overdue annual, intermediate,
special surveys or other surveys after construction as required by the Rules and/or overdue
outstanding recommendations/conditions of class.
2.9.3 Reinstatement of class

2.9.3.1 The class of a ship may be reinstated in any one of the following cases:
(3) class will be reinstated upon verification that due or overdue outstanding recommendations have
condition of class has been satisfactorily dealt with. However, the ship is disclassed from the date of
suspension until the date class is reinstated.
Section 10 CERTIFICATES AND REPORTS
2.10.1 Certificates
2.10.1.2 The equipment record attached to the classification certificate is part of the classification
certificate.
2.10.1.32 Classification certificates and related reports are issued by CCS independently.
2.10.1.43 The classification certificate is to contain the terms and conditions as agreed between both
parties.
Section 12 AVAILABILITY AND CONFIDENTIALITY OF INFORMATION
2.12.2 Disclosure of information

2.12.2.2 The concerned parties who are entitled to have access to such information are given in Tables
2.12.2.2(1) and 2.12.2.2(2).
Information Available to Parties Concerned Table 2.12.2.2(1)
①
Information available to:

Information in question Flag Port Insurance
Owners Shipyards
State State Company*
1. CCS standing documents
Rules & Guidelines (class and statutory requirements) 1 1 1 1 1
Instructions to Surveyors 1
Quality Manual 1 1 1 1 1
Register Book 1 1 1 1 1
2. Ship related information
A. New buildings
Approved drawings 6 1 7
Formal approval letters 1 7
① It is applicable to all types of ships with the exception of oil tankers and bulk Carriers subject to SOLAS Regulation
II-1/3-10 (Goal-based ship construction standards for bulk carriers and oil tankers).
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Owners Shipyards
Certificates of important equipment 2 7
B. Ships in operation
Class services
—Date(month and year) of all class surveys 7 1 1 1
—Expiry date of class certificates 7 7** 1 1
—Certificates/Reports 7 1 6 5
—Overdue surveys 7 7** 1 1
—Text of conditions of class/recommendations 7 1 1 5
—Text of overdue conditions of class/recommendations 7 1 1 1
—Executive hull summary 7 3 3 3
Statutory services
—Due dates of statutory surveys 7 7** 1 1
—Expiry date of statutory certificates 7 7** 1 1
—Registered statutory recommendations condition 7 7** 1 5***
—Overdue statutory recommendations condition 7 7** 1 1***
3. Other information
Correspondence file with Yard and/or Owner 6 6 5&6
Audit of CCS QA System 4 4 4 4
Class transfer reporting 7 7 7 7
Class withdrawal information 7 7 7 7
Notes:
* = Insurance Company means P&I Clubs and Hull Underwriters;
** = if stated in Agreement;
*** = unless prevented by the agreement with the flag State.
1. Available upon request.
2. At delivery of the ship by Shipyard.
3. Available under visit on board.
4. Result of audit available on request.
5. When accepted by Owners – or through special clause in insurance contract.
6. When accepted by Owner (Master) or Shipyard as applicable.
7. Automatically available.
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Information Available to Parties Concerned Table 2.12.2.2(2)
①

Owners Shipyards
1. CCS standing documents
Rules and Guidelines (class and statutory requirements) 1 1 1 1 1
Instructions to Surveyors 1
Quality Manual 1 1 1 1 1
Register Book 1 1 1 1 1
2. Ship related information
A. New buildings
Approved drawings 1 1 7
Formal approval letters 1 1 7
Certificates of important equipment 2 1 7
SCF 2 8 7
Formal review letters in relation with SCF 2 2 7
B. Ships in operation
Class services
—Date (month and year) of all class surveys 7 1 1 1
—Expiry date of class certificate 7 7** 1 1
—Certificates/Reports 7 1 6 5
—Overdue surveys 7 7** 1 1
—Text of conditions of class/recommendations 7 1 1 5
—Text of overdue conditions of class/recommendations 7 1 1 1
—Executive hull summary 7 3 3 3
Statutory services
—Due dates of statutory surveys 7 7** 1 1
—Expiry date of statutory certificates 7 7** 1 1
—Registered statutory recommendations condition 7 7** 1 5***
—Overdue statutory recommendations condition 7 7** 1 1***
3. Other information
Correspondence file with Yard and/or Owner 1 1 5&6
Updated modifications to SCF 7**** 8
Audit of CCS QA System 4 4 4 4
Class transfer reporting 7 7 7 7
Class withdrawal information 7 7 7 7
Notes:
* = Insurance Company means P&I Clubs and Hull Underwriters;
** = If stated in Agreement;
*** = Unless prevented by the agreement with the flag State;
**** = By Owner or Shipyard.
1. Will be available upon request.
2. At delivery of the ship by Shipyard.
3. Available under visit on board.
4. Result of audit available on request.
5. When accepted by Owners − or through special clause in insurance contract.
6. When accepted by Owner (Master) or Shipyard as applicable.
7. Automatically available.
8. Available through Owner upon request.
Appendix 1 LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS
Type Notations Table A

Class notation Description Technical requirements
Barges dedicated to carriage of offshore jacket structures
Launch Barge Launch barges and for launching such jackets, which will be slid into Ch. 12, Pt. 2 of the Rules
water through trim of the barge by stern
① It is applicable to oil tankers and bulk carriers subject to SOLAS Regulation II-1/3-10 (Goal-based ship construction
standards for bulk carriers and oil tankers).
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Barges carried onboard ship and generally carrying

Shipborne Barge Shipborne Barge Ch. 12, Pt. 2 of the Rules
general dry cargoes in the cargo holds
Ships provided with cable laying machinery and other
Cable Layer Cable layers Ch. 28, Pt. 82 of the Rules
special equipment
Ships engaged in rescue operations at sea for ships and Ch. 24, Pt. 82 of the
Rescue Ship Rescue Ship
crew in distress Rules
Ch. 292 & 13, Pt. 82 of
Pipe Layer Pipe layers Ships provided with special equipment for laying pipes
the Rules
Ships carrying mainly dry cargo in bulk, normally
constructed with single deck, topside tanks, hopper tanks
and double bottom in cargo spaces, cargo holds bounded
by side shell. For bulk carriers, of which all cargo holds
are bounded by double side skin construction of not less
than 1000 mm breadth at any location within the hold
Bulk Carrier Bulk carriers Ch. 8, Pt. 2 of the Rules
length, the notation “Double Side Skin” is to be added
after their type notation and separated by a comma “,”,
i.e. Bulk Carrier, Double Side Skin.
For sea-going self-propelled ships intended to carry and
self-unload dry cargoes in bulk, the class notation
“Self-Unloading Bulk Carriers” is to be assigned
Ships provided with cargo containment system, dedicated
to carry liquefied gases or other cargos as listed in the
Rules for Construction and Equipment of Ships Carrying
Dangerous Chemicals in Bulk. Liquefied gas carriers
constructed on or after 1 July 1986 and complying with
IGC Code are to be assigned the following notations
respectively, depending on the preventive measures to
preclude the escape of cargo:
① Type 1G: Maximum preventive measures are required
to preclude the escape of cargo;
② Type 2G: Significant preventive measures are
required to preclude the escape of cargo;
Type 2PG: For gas carriers of 150 m in length or less
and significant preventive measures are required to
preclude the escape of cargo, the products are carried
in type C independent tanks designed for a MARVS
of at least 0.7 MPa gauge with a MARVS of 7 bar
gauge and a cargo containment system design
temperature of -55℃ or above;
③ Type 3G: Moderate preventive measures are required
to preclude the escape of cargo. Rules for Construction
Liquefied Gas Liquefied gas Liquefied gas carriers constructed before 1 July 1986 and and Equipment of Ships
Carrier carriers complying with GC Code are to be assigned the notations Carrying Liquefied Gases
of Type IG/Type IIG/Type IIPG/ Type IIIG respectively in Bulk
instead of Type 1G/Type 2G/Type 2PG/ Type 3G.
The following notations are to be assigned respectively,
depending on the type of cargo containment systems:
Type A Independent Tank
Type B Independent Tank
Type C Independent Tank
Integral Tank
Membrane Tank
Semi-Membrane Tank
Internal Insulation Tank
Ships primarily intended to carry one or more products as
listed in Chapter 19, PART THREE of the Rules for
Construction and Equipment of Ships Carrying
Liquefied Gases in Bulk may be assigned “for + product
name(s)” after “Carrier”. The product name(s) is/are to
be in accordance with column a, Summary of minimum
requirements, Chapter 19, PART THREE of the Rules for
Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk, e.g.:
Liquefied Gas Carrier for Ethane
Liquefied Gas Carrier for Butane, Butane and Propane
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mixture
Liquefied gas carriers dedicated to carrying liquefied
petroleum gas. The notations Type 1G/Type 2G/Type Rules for Construction
2PG/ Type 3G or Type IG/Type IIG/Type IIPG/ Type and Equipment of Ships
LPG Carrier LPG carriers
IIIG are to be added for preventive measures to preclude Carrying Liquefied Gases
the escape of cargo, as stated in column Description for in Bulk
the notation Liquefied Gas Carrier
Cargo and Loading Notation Table D

Technical
Class notation Description
requirements
This notation is to be added after a harmonized notation to Ch. 8, Pt. 2 of the
Maximum Cargo Maximum
show the limitation when maximum design cargo density is Rules
Density cargo cargo
less than 3.0 t/m3, and maximum allowed cargo density is to For CSR ships,
density (××t/m3) x.y density(××t/m3)
be indicated in the brackets. This notation is applicable only Ch. 1, Pt. 9-1 of
t/m3 x.y t/m3
to BC-A and BC-B the Rules
This notation is to be added after a harmonized notation to Ch. 8, Pt. 2 of the
No loading and show the limitation when the ship has not been designed for Rules
NONo MP unloading in loading and unloading in multiple ports in accordance with For CSR ships,
multiple ports the Rules. This notation is applicable to all harmonized Ch. 1, Pt. 9-1 of
notations (BC-A, BC-B, BC-C) the Rules
Allowed
Allowed combination combination of Ch. 8, Pt. 2 of the
of specified empty specified This notation is to be added after a harmonized notation Rules
holds empty holds when specified empty holds are allowed in design to specify For CSR ships,
Holds Nos. ×××a, Holds Nos. the empty hold No.. The notation is applicable only to BC-A Ch. 1, Pt. 9-1 of
b, … may be empty ×××a, b, … the Rules
may be empty
This notation is to be added after a harmonized notation For CSR ships,
when the design condition of the bulk carrier allows the Ch. 1, Pt. 9-1 of
Block loading Block loading
loading of two adjacent cargo holds while the cargo holds the Rules
next to them are empty. The notation is applicable to BC-A
Holds Nos. ××× may Holds nos. ××× For bulk carriers with specified or alternate holds empty, Ch. 8, Pt. 2 of the
be empty may be empty this notation to be added after a harmonized notation Rules
Max.Cargo Density Maximum

cargo density
×××t /m3
××× kg/m3 Rules for
For liquefied gas carriers, scantlings of structural members
Max.Vapour Maximum Construction and
of cargo tanks are determined to the maximum design
pressure ××× Equipment of
Pressure×××MPa pressure, maximum temperature and maximum cargo
MPa Ships Carrying
density, in accordance with the characteristics of cargoes
Minimum Liquefied Gases
Minimum Min. intended to be carried
Cargo in Bulk
Cargo Temperature
Temperature
×××℃
×××℃
Special Features Notations Table E

Ships with longitudinal framing for strength deck and

Strengthened For for Strengthened for bottom within cargo area, and double bottom and Sec. 22, Ch. 2, Pt. 2 of the
Heavy Cargoes heavy cargoes strengthening for bottom framing within cargo area, Rules
may be assigned this notation
Rules for Construction and
Lining Lined with Lined Fitted with
Cargo spaces of bulk chemical tankers are fitted with Equipment of Ships
Corrosion Resistant corrosion resistant
corrosion resistant lining Carrying Dangerous
Lining lining
Chemicals in Bulk
Special Equipment and System Notations Table G

Technical
requirements
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Technical
requirements
Ch. 15, Pt. 8 of the

Rules
For DC power
Electrical distribution system,
Electrical Propulsion For ships fitted with electrical propulsion system, this
Propulsion see the Guidelines
System notation may be added
System for Survey of DC
Distribution
Electrical
Propulsion Systems
Bow Loading Bow loading For oil tankers fitted with bow loading system, this notation Ch. 27, Pt. 8 of the
System system may be added Rules
For ships with various sources of energy (excluding sails) Guidelines for
Hybrid Hybrid system which can serve as main propulsion power simultaneously, Survey of Hybrid
this notation may be assigned Propulsion Ships
When only batteries are used as propulsion power in ship’s Guidelines for
Pure
normal operation and relevant requirements in the Survey of Pure
Battery (Power) Battery-Powered
Guidelines are met, with shipowner’s application, this Battery-Powered
Propulsion
notation maybe assigned Ships
Guidelines for
Semi-submerged Semi-submerged For ships fitted with semi-submerged propellers, this
Semi-submerged
Propeller propeller notation may be added
Propellers
Special Survey Notations Table H

For ships suitable for in-water surveys, this notation may be

In-Water assigned.
In-water survey Ch. 12, Pt. 8 of the Rules
Survey The notation is not applicable to ships of 15 years of age and
over with ESP notation
Environmental Protection Notations Table I

The green elements of the ship in terms of
environmental protection, energy efficiency (including
Green Ship I design energy efficiency and operation energy
efficiency) and working environment comply with all
applicable requirements for Green Ship I
Green Ship II design energy efficiency and operation energy
applicable requirements for Green Ship II
Green Ship III ① design energy efficiency and operation energy
Green ships efficiency) and working environment comply with all Rules for Green Ships
applicable requirements for Green Ship III
Green Ship 1 design energy efficiency and operation energy
applicable requirements for Green Ship 1
Green Ship 2 design energy efficiency and operation energy
Green Ship 3 The green elements of the ship in terms of
① Ships engaged on international voyages are only assigned class notations in Roman numerals.
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design energy efficiency and operation energy
The class notation may be assigned to a ship fitted
with a high-voltage shore connection system having
rated alternating voltage above 1 kV and up to and
including 15 kV and less for supplying shore power
High-voltage AC
while in port so as to ensure normal operation of
AMPS Shore Connection Ch. 19, Pt. 8 of the Rules
equipment intended to be used when generating sets of
System
the ship are stopped. Such systems are capable of
transferring load between the shore supply and the
ship’s electrical power via blackout or temporary
parallel running
This notation may be assigned to ships meeting the
Crew Guidelines for
plan approval and construction requirements for
Accommodation of Implementation of
Accommodation accommodation of crew members on board sea-going
crew members Inspections of Maritime
(MLC) ships in CCS Guidelines, in addition to those statutory
Labour Conditions
requirements
Other Notations Table K

Technical requirements
to be complied with
This notation may be assigned to ships meeting the plan

Guidelines for
Crew approval and construction requirements for accommodation of
Accommodation of Implementation of
Accommodation crew members on board sea-going ships in CCS Guidelines,
crew members Inspections of Maritime
(MLC) in addition to statutory requirements for accommodation of
Labour Conditions
crew members
Appendix 2 DIAGRAMS OF MANDATORY SHIP TYPES FOR SHIPS HAVING ESP

NOTATION
2 Ship Type and Enhanced Survey Programme (ESP) Notations

2.3 Ore carrier
The ship type notation “Ore Carrier”, or equivalent, and the notation “ESP” are to be assigned to sea-going
self-propelled ships which are constructed generally with single deck, two longitudinal bulkheads and a
①
double bottom throughout the cargo length area and intended primarily to carry ore cargoes in the centre
holds only. Typical midship sections are given in Figure 2.3.
① Self-propelled ships are ships with mechanical means of propulsion not requiring assistance from another ship during
normal operation.
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CHAPTER 3 INSPECTIONS OF PRODUCTS
3.1.2 Definitions
3.1.2.1 For the purpose of products inspections required by the Rules:
(3) Design approval (DA) means the evaluation process whereby CCS confirms that product design meets
requirements of CCS rules and/or other acceptable standards through drawing examination and type test.
Note: Design approval specified in Chapter 9, PART THREE of the Rules refers to the process of evaluating all drawings,
data and calculations related to the diesel engine design. For details, see Chapter 9, PART THREE of the Rules.
(27) Principle approval means the evaluation process of confirming the feasibility of the product and/or
technology through the review of the technical plan and technical principle of the product design in
advance and the necessary verification test. Principle approval is the approval in principle given at the
product development stage, and it is a technical certification service that clients voluntarily request CCS to
provide during the development of new products and new technologies.
Section 6 PRODUCT DRAWING EXAMINATION
3.6.1 General requirements

3.6.1.7 The applicant is to submit a formal written application for drawing examination together with the
complete drawings and documents, which may be submitted in paper or electronic form (PDF). The
applicant is, in the case of paper drawings, generally to submit the application form (to be downloaded on
website: http://www.ccs.org.cn) and drawings in triplicate to the plan approval units designated by CCS for
examination. Where the drawing examination and inspection are carried out by a same unit, only two
copies of drawings need to be submitted. Where the applicant requires more than one copy of drawings to
be returned, copies of drawings to be submitted are to be increased accordingly. The application and
drawings may be submitted, in the case of electronic form, through registration on website:
http://epasproduct.ccs.org.cn/EPasApp/http://csm.ccs.org.cn.
Section 11 PRINCIPLE APPROVAL

3.11.1.1 Principle approval as a technical certification service provided by CCS for new products and
new technologies, is usually applied to :
(1) innovatively designed products that do not meet the requirements for type approval;
(2) innovatively designed complex system products;
(3) products of equivalent design which are different from traditional standard design;
(4) innovative technical principles or plans;
(5) evaluation service for scientific research achievements.
3.11.1.2 Unless otherwise expressly specified by the Rules, CCS does not require principle approval
mandatorily. Principle approval is a technical certification service that clients voluntarily request CCS to
provide during the development of new products and new technologies. The following services can be
provided:
(1) providing customized service programs;
(2) ensuring an acceptable level of safety and reduce uncertainty in the later stage;
(3) meeting the needs of early market expansion;
(4) approving general technical plans;
(5) approving alternative design plans;
(6) avoiding the risk of unqualified system performance.
3.11.1.3 Principle approval is used to demonstrate its technical feasibility at an acceptable level of
reliability and cost, as well as its basic safety to people and the environment, i.e. the design complies with
recognized rules or is proved to be sufficiently safe through risk assessment. For new technologies in the
concept design stage, verification of the technical feasibility alone may be carried out.
3.11.1.4 Principle approval is the approval in principle for new products and new technologies. Where
there is a clear requirement for approval of the product in the requirements for certification in the Appendix
of this Chapter, other corresponding certificates of approval are to be obtained prior to installation onboard.
3.11.1.5 Principle approval only needs initial approval, which is only applicable to the technical status at
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the time of approval, and the certificate is valid for a long time.
3.11.1.6 Principle approval may be used as technology certification services for new products or new
technologies with different degrees of technical maturity, such as concept design, principle prototype,
engineering prototype, and finalized design.
3.11.1.7 For products with different degrees of technical maturity, some provisions of other chapters and
sections on marine product inspection may not be applicable.
3.11.1.8 In view of the diversity of target service market and client demand for principle approval, in
order to provide accurate service, generally the target to be achieved, the scope and the content of approval
can be clearly defined through the pre-contract service.
3.11.1.9 Principle approval may be in the form of technical plan review, target function assessment,
simulation test analysis, prototype verification test, rule compliance review, risk assessment, expert review,
etc., as shown in Figure 3.11.1.9.
3.11.1.10 For principle approval in the design and development stage, plan approval, test and analysis can
be conducted interactively at the same time.
3.11.1.11 Prototype verification test is a comprehensive means for technical feasibility verification.
Prototype test is to be carried out unless the technology is start-up or easy to evaluate.
3.11.1.12 When there is a lack of mature and reliable technical rules or standards in principle approval, it
is necessary to conduct risk assessment. For start-up technology, when the client has not completed the
safety assessment, exemption may be granted according to the client entrustment.
3.11.1.13 For mature or innovative design concepts approved in principle approval, its technical plan,
technical principle and alternative design plan can be used as the basis for CCS approval in subsequent plan
approval and approval. The following supporting documents may be included:
(1) principle approval certificate;
(2) design plan and drawing documents approved in principle;
(3) the enterprise standard or design rules formed by recognized mature technical principles.
Figure 3.11.1.9 Principle approval
3.11.2 Feasibility review of technical plans

3.11.2.1 Technical feasibility analysis is the basic work of principle approval, which is intended to prove
that the product can achieve preset functions. Verification can be carried out by means of basic principle
analysis, objective and function analysis, review of recognized standards, prototype test, etc.
3.11.3 Review of technical documents such as plans, drawings
3.11.3.1 The purpose of review of the compliance with rules is to ensure safety, and the safety of the
prototype to be tested need be guaranteed.
3.11.3.2 Where there are applicable rules and/or standards as the basis for product approval, the drawings
1-10
and technical documents provided are to be reviewed according to the development stage of the product, as
far as practicable, according to the requirements of CCS for plan approval.
3.11.4 Review of risk assessment reports
3.11.4.1 For products to be tested on board or for prototype test, in order to ensure the safety in the test
process, risk assessment is to be conducted when there is no available rules or standards.
3.11.4.2 When the design plan involves alternative design of CCS rules, conventions or regulations, the
risk assessment is to be structured and in accordance with the IMO MSC.1/Circ.1455 on Guidelines for
Approval of Alternative and Equivalent Designs.
3.11.4.3 Risk analysis of complex systems with significant safety implications may be carried out by a
third party.
3.11.5 Prototype verification test
3.11.5.1 Prototype for test is to be manufactured according to the technical stage of product development,
which may include laboratory testing machine, principle prototype and engineering prototype.
3.11.5.2 Unless the technology is in the concept design stage or is easy to be confirmed, prototype
verification test is normally to be conducted.
3.11.5.3 The prototype is to be inspected and marked by a surveyor to confirm its consistency with the
submitted technical plans and drawings, and its compliance with the applicable rules and/or standards for
approval, or the technical requirements of the client for the product.
3.11.5.4 The prototype is usually used to verify the core technology in the technical plan. In CCS
principle approval, the surveyor is usually only required to participate in the test to prove technology
relevance based on client’s demand. Verification tests are to take into account CCS rules and guidelines,
applicable standards, or the product performance and environment specified in the technical requirements
of the client for the product. Test items are to meet the needs of technical verification and are to be
submitted to CCS for approval.
3.11.5.5 The test report is to meet the requirements of 3.2.4 of this Chapter.
3.11.5.6 The acceptability of any test results obtained in the absence of a CCS surveyor will be given
special consideration if the required test has been or is being carried out by an independent product test
organization accepted by CCS. For details, see 3.2.4.4.
3.11.6 Issuance of principle approval certificates and approval of client product specifications
3.11.6.1 If a product is evaluated in accordance with this Section and deemed to comply with CCS rules,
guidelines, applicable standards and/or the technical requirements of the client for the product, CCS will
issue a certificate of principle approval.
3.11.6.2 Principle approval certificate has no validity period and is only applicable to the technical status
at the time of approval.
3.11.6.3 For technical plan and design principle with mature technology approved in the principle
approval, if they have been proved to meet the applicable approval basis, the client can form the enterprise
standard or product technical specification, which can be used as the design basis for other products after
CCS approval.
3.11.7 Changes in approval
3.11.7.1 If a product and/or technology subject to CCS principle approval has been subject to design
changes or changes in applicable standards, the approval certificate will cease to be valid. The principle
approval does not need changes in approval, and the client can apply for design approval and type approval
to CCS after the technology is mature. If the client still requires principle approval, a new one can be
applied.
Appendix 1A
LIST OF CERTIFICATION REQUIREMENTS FOR CLASSED MARINE PRODUCTS
Plan
Document Approval mode
No. Product name approval Remark
C/E W DA TA-B TA-A WA PA
Hull
6 Outfitting
Accommodation ladder
6.10 X − − − − − X
winch
Electrical installations and automatic equipment
13 Electrical installations
1-11
Plan
Power, control and Including optical fiber and
13.12 communication cables X − − − − X X network cables in control and
and wires communication cables
Appendix 1B
LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY MARINE PRODUCTS
Plan
Pollution prevention at
2
sea
Exhaust cleaning system for
2.8 Exhaust cleaning system X − − X O − X
scheme A
Comminuting and
2.14 X − − X O − X For sewage
disinfecting system
4 Navigational equipment
Integrated navigation X
－
4.14 system (INS) － X －－ X
X －
Radio communication
5
equipment
Aviation two-way VHF X － Accepted upon certification of
5.17 － XO O － X
radiotelephone apparatus O X the site survey unit
8 SOLAS II-2 equipment
8.3 Water fog applicator － X － X －－ X For container ships
Appendix 2A
LIST OF CERTIFICATION REQUIREMENTS FOR CLASSED MARINE PRODUCT PARTS
Plan
Hull
5 Hull structure equipment
5.3 Side scuttle and wWindow −
.1 Window glass − X − − − X −
6 Outfitting
6.10 Embarkation ladder, ramp
Accommodation ladder
6.11
winch
Electrical installations and automatic equipment
13 Electrical installations
Electrical control box
13.11 (associated with essential
equipment)
－ X Power rated 50kW and
.7 Frequency converter － X －－ X
X － above
Appendix 2B
LIST OF CERTIFICATION REQUIREMENTS FOR STATUTORY MARINE PRODUCT PARTS
Plan
Fire-resisting material,
3 structure and fire- fighting
equipment
1-12
Plan
Fixed equivalent gas
3.21 fire-extinguishing
arrangement
.1 Cylinder X − − − − X X
.2 Afflux pipe − X − − − X −
Bottle head valve, selection
.3 X − − X O − X
valve (release valve)
.4 CO2 fFlexible hose assembly − X − X − − X Where applicable
3.36 Portable fire extinguisher
Fire-extinguishing medium
.1 − X − − − X −
(foam, dry powder)
Trolley type fire
3.37
extinguisher
Fire-extinguishing medium
.1 − X − − − X −
(foam, dry powder)
4 Navigational equipment
Parts and components
forming the INS, such as
Integrated navigation system
4.14 radars, ECDIS, etc. are to be
(INS)
certified according to the
relevant requirements in 1B
Voyage data recorder
4.16
(VDR)
Final Fixed recording
.1 X − − X O − X
medium
.2 Float-free recording medium X －－ X O － X
7 SOLAS II-1 equipment
Means of embarkation on
7.2 and disembarkation from
ships
.1 Steel wire rope X －－－－ X －
Appendix 2C
LIST OF CERTIFICATION REQUIREMENTS FOR LIFTING APPLIANCE PARTS
Plan
Derrick system
1 (including derrick type
crane)
C/E to be provided for
.14 Rotating support X －－ X－ O－－ X1
forging material
1-13
CHAPTER 4 SURVEYS DURING CONSTRUCTION
Part B - Non-SOLAS Ships and SOLAS Exemption/Equivalent Ships
2 Application
2.3 Structural tests are to be carried out for at least one tank of a group of tanks having structural
similarity (i.e. same design conditions, alike structural configurations with only minor localised differences
determined to be acceptable by the attending Surveyor) on each vessel provided all other tanks are tested
for leaks by an air test. The acceptance of leak testing using an air test instead of a structural test does not
apply to cargo space boundaries adjacent to other compartments in tankers and combination carriers or to
the boundaries of tanks for segregated cargoes or pollutant cargoes in other types of ships.
1-14
CHAPTER 5 SURVEYS AFTER CONSTRUCTION
5.1.5 Definitions
5.1.5.1 For the purpose of this Chapter, the following definitions apply to all ships:
(8) A prompt and thorough repair is a permanent repair completed at the time of survey to the
satisfaction of the Surveyor, therein removing the need for the imposition of any associated condition of
classification, or recommendation.
(15) Coating condition is defined as follows:
①
GOOD: Condition with only minor spot rusting;

FAIR: Condition with local breakdown at edges of stiffeners and weld connections and/or 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.
(22) Remote survey is a means by which the surveyor obtains the process or survey process information
②
of the same degree as the on-site survey through the application of mobile Internet technology without
attending the survey site.
5.1.6 Preparations for survey

5.1.6.2 Access to structures
(2) For survey of all ships in cargo holds and seawater ballast tanks, and for close-up survey of general
cargo ships, oil tankers, chemical tankers, and the hull structure, other than cargo hold shell frames, of bulk
carriers, one or more of the following means for access, acceptable to the Surveyor, is to be provided:
5.1.8 Reporting and evaluation of survey

5.1.8.4 An executive hull summary of the survey and results (Forms CER or EHS of CCS) is to be issued
to the owner and placed on board the ship for reference at future surveys. The executive hull summary is to
be endorsed by the Headquarters of CCS.
5.1.10 Repairs
5.1.10.1 Any damage in association with wastage over the allowable limits (including buckling, grooving,
detachment or fracture), or extensive areas of wastage over the allowable limits, which affects or, in the
opinion of the Surveyor, will affect the ship’s structural, watertight or weathertight integrity, is to be
promptly and thoroughly repaired (see 5.1.5.1(9)).
(5) Where the damage found on structure mentioned in paragraph 5.1.10.1(1) is isolated and of a localized
nature which does not affect the ship’s structural integrity, consideration may be given by the Surveyor to
allow an appropriate temporary repair to restore watertight or weathertight integrity and impose a
Recommendation/Ccondition of Cclass as required, with a specific time limit.
5.1.19 Remote survey

5.1.19.1 Remote survey is applicable to the following surveys of ships classed with CCS: documents and
materials (verification, change or re-issuance upon client’s application), damages and repairs (slight sea
damages, damages to the equipment and machinery, and equipment replacement), elimination of class
conditions, extension (class conditions, propeller shaft, boiler), continuous machinery survey and change of
the owner or name of vessel, etc.
5.1.19.2 Notwithstanding the provisions of 5.1.19.1 of this Chapter:
(1) for some of these surveys (such as damages and repairs), CCS still needs to carry out case assessment
before remote survey;
(2) for surveys which may involve statutory requirements (excluding documents and materials), the
requirements of the flag State are to be taken into account when conducting remote survey.
5.1.19.3 Annual survey, intermediate survey and special survey generally cannot be carried out by means
of remote survey.
① For oil tankers and chemical tankers, reference is made to IACS Recommendation No.87 - Guidelines for Coating
Maintenance & Repairs for Ballast Tanks and Combined Cargo/Ballast Tanks on Oil Tankers.
② Refer to CCS Guidelines for Remote Survey of Ships.
1-15
5.1.19.4 If the applicant proposes remote survey other than those specified in 5.1.19.1 to 5.1.19.3 of this
Chapter, CCS will carry out assessment on a case-by-case basis.
Section 2 TYPES AND PERIODS OF SURVEYS
5.2.3 Periodical surveys of the outside of the ship’s bottom and related items
5.2.3.7 For oil tankers, combination carriers, bulk carriers, chemical tankers, double hull oil tankers,
double skin bulk carriers and, general dry cargo ships and liquefied gas carriers, reference is also be made
to the relevant requirements of Sections 5, 6, 7 and, 8 and 16 of this Chapter.
5.4.2 Annual surveys

5.4.2.2 Scope of the survey for all ships
(3) Load lines ― protection of cargo hatches
④ where portable covers, wooden or steel pontoons are fitted, checking the satisfactory condition of:
d. close-up survey of hatch coamings including stiffeners;
(6) Fire-fighting equipment

① examining the fire pumps, fire mains, hydrants, hoses and nozzles and the international shore
connection and checking that each fire pump, including the emergency fire pump, can by operated
separately so that two jets of water are produced simultaneously from different hydrants at any part
of the ship whilst the required pressure is maintained in the fire main;
② for ships designed to carry containers on or above the weather deck, as applicable, examining the
water mist lance, and as appropriate, the mobile water monitors and all necessary hoses, fittings and
required fixing hardware;
②③ checking the provision and randomly examining the condition of the portable and non-portable fire
extinguishers;
③ ④ confirming that the firefighters' outfits including its self-contained compressed air breathing
apparatus and emergency escape breathing devices (EEBDs) are complete and in good condition, that
the cylinders, including the spare cylinders, of any required self-contained breathing apparatus are
suitably charged, and that on board means of recharging breathing apparatus cylinders used during
drills or a suitable number of spare cylinders to replace those used are provided, and provision of
two-way portable radiotelephone apparatus of an explosion-proof type or intrinsically safe;
④⑤ checking the operational readiness and maintenance of fire-fighting systems;
⑤ ⑥ examining the fixed fire-fighting system for the machinery, cargo, vehicle, special category and
ro-ro spaces, as appropriate, and confirming that its means of operation are clearly marked;
⑥⑦ examining the fire extinguishing and special arrangements in the machinery spaces and confirming,
as far as practicable and as appropriate, the operation of the remote means of control provided for the
opening and closing of the skylights, the release of smoke, the closure of ventilation openings of the
space enclosing the funnel, the closure of power-operated and other doors, the stopping of ventilation
and boiler space forced and induced draft fans and the stopping of oil fuel and other pumps that
discharge flammable liquids;
⑦ ⑧ checking that fixed carbon dioxide fire-extinguishing systems for the protection of machinery
spaces and cargo pump-rooms, where applicable, are provided with two separate controls, one for
opening of the gas piping and one for discharging the gas from the storage container, each of them
located in a release box clearly identified for the particular space; checking also that the release
devices of carbon dioxide fire-extinguishing systems are operated in the required order, i.e. the gas
piping is opened before the gas is discharged from the storage container;
⑧ ⑨ examining, as far as possible, and testing, as feasible, any fire detection and alarm system and
sample extraction smoke detection system;
⑨⑩ checking the provision of a fire-extinguishing system for spaces containing paint and/or flammable
liquids and deep-fat cooking equipment in accommodation and service spaces;
⑩⑪ examining the helicopter facilities;
⑪ ⑫ examining the arrangements for remote closing of valves for oil fuel, lubricating oil and other
1-16
flammable oils and confirming, as far as practicable and as appropriate, the operation of the remote
means of closing the valves on the tanks that contain oil fuel, lubricating oil and other flammable oils;
examination of flame screens on vents to all bunker tanks;
⑫⑬ examining and testing of the general emergency alarm system;
⑬ ⑭ examining the fire protection arrangements in cargo, vehicle and ro-ro spaces, including the fire
safety arrangements for vehicle carriers carrying motor vehicles with compressed hydrogen or
natural gas in their tanks for their own propulsion as cargo, as applicable, and confirming, as far as
practicable and as appropriate, the operation of the means for closing the various openings;
⑮ examining and testing the portable gas detectors suitable for the detection of the gas fuel, for vehicle
carriers carrying motor vehicles with compressed hydrogen or natural gas in their tanks for their own
propulsion as cargo;
⑭ ⑯ examining, where applicable, the alternative design and arrangements for fire safety and
arrangements, in accordance with the test, inspection and maintenance requirements, if any, specified
in the approved documentation;
⑮⑰ examining, where appropriate, the special arrangements for carrying dangerous goods, including
checking of the electrical equipment and wiring, the ventilation, the provision of protective clothing
and portable appliances, and the testing of water supply, bilge pumping and any water spray system.
5.4.3 Intermediate surveys

5.4.3.2 Survey items for all ships
(3) Spaces used for salt water bBallast tanks:
① Ships between 5 and 10 years of age:
A general, internal examination of representative ballast tanks is to be carried out. Where a full hard
protective coating in POOR condition or any other defect is found, where soft or semi-hard coating
has been applied, or where there is no full hard protective coating, the examination is to be extended
to other ballast spaces tanks of the same type.
② Ships over 10 years of age:
A general, internal examination of all spaces used for water ballast tanks is to be carried out.
④ For ballast tanks, excluding double bottom tanks, where a full hard protective coating is found in
POOR condition and it is not renewed, where soft or semi-hard coating has been applied, or where
there is no full hard protective coating, the spaces tanks in question are to be internally examined at
annual intervals.
⑤ When such conditions as stated in ④ above are found in salt water ballast double bottom tanks
double bottom ballast tanks, the spaces in question may be internally examined at annual intervals.

GENERAL DRY CARGO SHIPS
①

5.5.1.1 Application
(1) Unless provided otherwise, the requirements of this Section apply to all self-propelled general dry cargo
ships of 500 gt and above carrying solid cargoes other than :
②
⑨ general dry cargo ships of double side-skin construction, with double side-skin extending for the
entire length of the cargo area, and for the entire height of the cargo hold to the upper deck .
③

5.5.3.2 Ships 5 to 10 years of age
(1) Ballast tanks
① For tanks used for water ballast ballast tanks, an overall survey of representative tanks selected by
① For surveys, assessment and repair of hull structure, refer to IACS Rec.55 “General Dry Cargo Ships - Guidelines for
Surveys, Assessment and Repair of Hull Structure”.
② The requirements of paragraphs 5.5.2.6 and 5.5.4.8 also apply to those cargo ships, which, although belonging to the ship
types that are excluded from the application of this Section, are fitted with a single cargo hold.
③ Special consideration may also be given to ships that are of double side-skin construction but with single skin in way of
several frame spaces e.g. in way of a cargo hold entrance or in way of forebody hull form at the forward end of the
foremost cargo hold.
1-17
the Surveyor is to be carried out. If such overall survey reveals no visible structural defects, the
examination may be limited to a verification that the corrosion prevention system remains efficient.
5.5.3.3 Ships 10 to 15 years of age

(1) Ballast tanks
① For tanks used for water ballast ballast tanks, an overall survey of all tanks is to be carried out. If
such overall survey reveals no visible structural defects, the examination may be limited to a
verification that the corrosion prevention system remains efficient.
5.5.4 Special surveys

5.5.4.1 General requirements
(2) All cargo holds, 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 if necessary, this examination is
to be supplemented by thickness measurement and testing as required in 5.5.4.5 and 5.5.4.6, to ensure that
the structural integrity remains effective.
The internal examination of other tanks is to be in accordance with 5.4.4.2(2) of this Chapter. The aim of
the examination is to discover substantial corrosion, significant deformation, fractures, damages or other
structural deterioration, that may be present.
(5) A survey in dry dock is to be a part of the special survey. The overall and close-up surveys and
thickness measurements, as applicable, of the lower portions of the cargo holds and water ballast tanks
①
are to be carried out in accordance with the applicable requirements for special surveys, if not already
performed.
5.5.4.2 Tank protection
(1) Where provided, the condition of corrosion prevention system of ballast tanks is to be examined. For
ballast tanks, excluding double bottom tanks, where a full hard protective coating is found in POOR
condition and it is not renewed, where soft or semi-hard coating has been applied, or where a full hard
protective coating was not applied from the time of construction, the tanks in question are to be examined
at annual intervals. Thickness measurements are to be carried out as deemed necessary by the Surveyor.
(2) When such breakdown of full hard protective coating is found in double bottom ballast tanks and it is
not renewed, where a soft or semi-hard coating has been applied, or where a full hard protective coating
was not applied from the time of construction, the tanks in question may be examined at annual intervals.
When considered necessary by the Surveyor, or where extensive corrosion exists, thickness measurements
are to be carried out.
(3) Where the hard protective coating in spaces tanks is found to be in a GOOD condition, the extent of
close-up surveys and thickness measurements may be specially considered.
5.5.4.4 Extent of overall and close-up survey
① Lower portions of the cargo holds and ballast tanks are considered to be the parts below light ballast water line.
1-18
Minimum Requirements for Close-up Surveys at Hull Special Surveys of General Dry Cargo Ships
Table 5.5.4.4(2)
Special Survey No.4 and
Special Survey No.1 Special Survey No.2 Special Survey No.3
Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15
Age > 15
(A) Selected shell frames in (A) Selected shell frames in (A) All shell frames in the (A) All shell frames in all
one forward and one aft all cargo holds forward lower cargo hold cargo holds and ’tween-deck
cargo hold and and ’tween-deck spaces. and 25% frames in each of spaces including upper and
associated ’tween-deck (B) One transverse the remaining cargo holds lower end attachments and
spaces. bulkhead in each cargo and ’tween-deck spaces adjacent shell plating.
(B) One selected cargo hold hold. including upper and lower Areas (B) – (F) as for Special
transverse bulkhead. (B) Forward and aft end attachments and Survey No.3
(D) All cargo hold hatch transverse bulkhead in one adjacent shell plating.
covers and coamings side ballast tank, including (B) All cargo hold
(plating and stiffeners) stiffening system. transverse bulkheads.
(C) One transverse web (B) All transverse
with associated plating and bulkheads in ballast tanks,
framing in two including stiffening system.
representative water ballast (C) All transverse webs
tanks of each type (i.e. with associated plating and
topside, hopper side, side framing in each water
tank or double bottom tank) ballast tank ballast tank.
(D) All cargo hold hatch (D) All cargo hold hatch
covers and coamings covers and coamings
(plating and stiffeners). (plating and stiffeners).
(E) Selected areas of all (E) All deck plating and
deck plating and underdeck underdeck structure inside
structure inside line of hatch line of hatch openings
openings between cargo between cargo hold hatches.
hold hatches. (F) All areas of inner
(F) Selected areas of inner bottom plating
bottom plating
Notes: (A) Cargo hold transverse frames.
(B) Cargo hold transverse bulkhead plating, stiffeners and girders.
(C) Transverse web frame or watertight transverse bulkhead in water ballast tanks.
5.5.4.6 Extent of tank testing

(1) All boundaries of water ballast tanks and deep tanks used for water ballast within the cargo length area
are to be pressure tested. For fuel oil tanks, the representative tanks are to be pressure tested.
Section 6 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF OIL

TANKERS

5.6.2.5 Other equipment
(9) checking, for all tankers, the provision of at least onetwo portable instrument for measuring oxygen and
onetwo for measuring flammable vapour concentrations, together with a sufficient set of spares, and
suitable means for the calibration of these instruments.
5.6.2.7 Examining, for oil tankers of 150 m in length and above, where appropriate, the ship's structure in
accordance with the Ship Construction File, taking into account identified areas that need special attention,
and verifying that the Ship Construction File is updated, where applicable .
①

5.6.4.3 Extent of overall and close-up surveys
(2) The minimum requirements for close-up surveys at special survey are given as follows, for ships not
having the notation ESP, the Surveyor may carry out the close-up survey as deemed necessary taking into
account the maintenance of the tanks under survey, the condition of the corrosion prevention system.
① The minimum requirements for close-up surveys of oil tankers are given in Table 5.6.4.3(2)①.
② The minimum requirements for close-up surveys of double hull oil tankers are given in Table
① Refer to Annex B to the International Code on the Enhanced Programme of Inspections during Surveys of Bulk Carriers
and Oil Tankers, 2011(Resolution A.1049(27)),as amended.
1-19
5.6.4.3(2)②.
Minimum Requirements for Close-up Surveys at Special Surveys of Oil Tankers, Ore/Oil Ships, etc.
Table 5.6.4.3(2)①
Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15
Age >15
(A) One web frame (A) All web frame rings (in a ballast (A) All web frame rings (in all As special survey No.3;
ring (in a ballast wing wing tank, if any, or a in cargo wing ballast tanks). additional transverses
tank, if any, or a cargo tank, used primarily for water ballast). (A) All web frame rings (in a included as deemed
wing tank used (B) One deck transverse (in each of the cargo wing tank). necessary by CCS
primarily for water remaining ballast tanks, if any). (A) A minimum of 30% of
①
ballast). (B) One deck transverse (in a cargo all complete transverse web
(B) One deck wing tank). frame rings in each remaining
transverse (in a cargo (B) One deck transverse (in two cargo cargo wing tank.
oil tank). centre tanks). (C) All transverse bulkheads
(D) One transverse (C) Both transverse bulkheads (in a (in all cargo and ballast tanks.
bulkhead (in a ballast wing ballast tank, if any, or a cargo (E) A minimum of 30%① of
tank). wing tank used primarily for water deck and bottom transverses
(D) One transverse ballast. including adjacent structural
bulkhead (in a cargo (D) One transverse bulkhead (in each members in each cargo centre
oil tank). remaining ballast tank). tank.
(D) One transverse (D) One transverse bulkhead (in a (F) As considered necessary
bulkhead (in a cargo cargo oil wing tank). by the Surveyor
oil centre tank) (D) One transverse bulkhead (in two
cargo centre tanks)
Notes: (A) Complete transverse web frame ring including adjacent structural members.
(B) Deck transverse including adjacent deck structural members.
(C) Transverse bulkhead complete—including girder system and adjacent structural members.
(D) Transverse bulkhead lower part—including girder system and adjacent structural members.
(E) Deck and bottom transverse—including adjacent structural members.
(F) Additional complete transverse web frame ring.
Minimum Requirements for Close-up Surveys at Special Surveys of Double Hull Oil Tankers
Table 5.6.4.3(2)②
Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15
Age > 15
All web frames (1), in a
ballast tank (see Note 1).
The knuckle area and the
One web frame (1), in a All web frames (1), in all
upper part (5 m
ballast tank (see Note 1) ballast tanks
approximately) of one web
frame in each remaining
ballast tank (6)
All web frames (7),
including deck transverse
and cross ties, if fitted, in a
cargo oil tank.
As special survey for age from
One deck transverse (2), in One deck transverse (2), in
10 to 15 years.
a cargo oil tank two cargo oil tanks One web frame (7),
including deck transverse
Additional transverse areas as
and cross ties, if fitted, in
deemed necessary by CCS
each remaining cargo oil
tank
One transverse bulkhead One transverse bulkhead (4),
(4), in a complete ballast in each ballast tank
tank (see Note 1) (see Note 1)
One transverse bulkhead (5) One transverse bulkhead (5), All transverse bulkheads, in
in a cargo oil centre tank in two cargo oil centre tanks all cargo oil (3) and ballast
(4) tanks
One transverse bulkhead One transverse bulkhead (5),
(5), in a cargo oil wing tank in a cargo oil wing tank (see
(see Note 2) Note 2)
① The 30% is to be rounded up to the next whole integer.
1-20
(1), (2), (3), (4), (5), (6) and (7) are areas to be subjected to close-up surveys and thickness measurements (see Figure
5.6.4.3(2)②):
(1) Web frame in a ballast tank means vertical web in side tank, hopper web in hopper tank, floor in double bottom tank and
deck transverse in double deck tank (where fitted), including adjacent structural members. In fore and aft peak ballast tanks,
web frame means a complete transverse web frame ring including adjacent structural members.
(2) Deck transverse, including adjacent deck structural members (or external structure on deck in way of the tank, where
applicable).
(3) Transverse bulkhead complete in cargo tanks, including girder system, adjacent structural members (such as longitudinal
bulkheads) and internal structure of lower and upper stools, where fitted.
(4) Transverse bulkhead complete in ballast tanks, including girder system and adjacent structural members, such as
longitudinal bulkheads, girders in double bottom tanks, inner bottom plating, hopper side, connecting brackets.
(5) Transverse bulkhead lower part in cargo tanks, including girder system, adjacent structural members (such as longitudinal
bulkheads) and internal structure of lower stool, where fitted.
(6) The knuckle area and the upper part (5 m approximately), including adjacent structural members. Knuckle area is the area
of the web frame around the connections of the slope hopper plating to the inner hull bulkhead and the inner bottom plating, up
to 2 m from the corners both on the bulkhead and the double bottom.
(7) Web frame in a cargo oil tank means deck transverse, longitudinal bulkhead structural elements and cross ties, where fitted,
including adjacent structural members.
Notes: 1 Ballast tank: Apart from the fore and aft peak tanks, the term "ballast tank" has the following meaning:
① all ballast compartments (hopper tank, side tank and double-deck tank, if separate from double-bottom tank)
located on one side, i.e. portside or starboard side, and additionally double-bottom tank on portside plus starboard
side, when the longitudinal central girder is not watertight and, therefore, the double-bottom tank is a unique
compartment from portside to starboard side; or
② all ballast compartments (double-bottom tank, hopper tank, side tank and double-deck tank) located on one side,
i.e. portside or starboard side, when the longitudinal central girder is watertight and, therefore, the portside
double-bottom tank separate from the starboard-side double-bottom tank..
2 Where no centre cargo tanks are fitted (as in the case of center longitudinal bulkhead), transverse bulkheads in wing
tanks are to be surveyed.
5.6.4.4 Extent of thickness measurement

(1) The minimum requirements for thickness measurements at special surveys are given in Table 5.6.4.4(1)
① For ships not having the notation ESP, the minimum requirements for thickness measurements are
given in Table 5.6.4.4(1)②.
Minimum Requirements for Thickness Measurements at Special Surveys of Oil Tankers
(Including Double Hull Oil Tankers), Ore/Oil Ships, etc., not having the notation ESP
Table 5.6.4.4(1)②
Age ≤ 10 10 < age ≤ 15 Age > 15
1. Suspect areas throughout the 1. Suspect areas throughout the
1. Suspect areas throughout the ship
ship ship
2. Within the cargo area: 2. Within the cargo area:
a) Each deck plate. a) Each deck plate.
b) Two transverse sections. b) Three transverse sections.
c) All wind and water strakes c) Each bottom plate
3. Selected wind and water strakes 3. For combined carrier, all cargo hold hatch covers
outside the cargo area and coamings (plating and stiffeners)
4. Internals in forepeak and afterpeak ballast tanks
5. All exposed main deck plating full length
6. Representative exposed superstructure deck plating
(poop, bridge, and forecastle deck)
7. Lowest strake and strakes in way of ‘tween decks of
all transverse bulkheads in cargo spaces together with
internals in way
8. All wind and water strakes, port and starboard, full
length
9. All keel plates full length. Also, additional bottom

plates in way of cofferdams, machinery space, and aft
end of tanks
1-21
Age ≤ 10 10 < age ≤ 15 Age > 15
10. Plating of sea chests. Shell plating in way of

overboard discharges as considered necessary by the
attending Surveyor
Requirements for Extent of Thickness Measurements at Those Areas of Substantial Corrosion

(Special Survey of Double Hull Oil Tankers within the Cargo Area Length)
Deck Structure Table 5.6.4.4(2)②b
Structural Member Extent of Measurement Pattern of Measurement
Minimum of three measurements per
1. Deck plating Two transverse bands across tank
plate per band
Every third longitudinal in each of two three measurements in line vertically
2. Deck longitudinals bands with a minimum of one on webs and two measurements on
longitudinal flange (if fitted)
Vertical line of single measurements
on web plating with one measurement
between each panel stiffener, or a
3. Deck girders and brackets (usually At fore and aft transverse bulkhead,
minimum of three measurements.
in cargo tanks only) bracket toes and in centre of tanks
Two measurements across flange.
5-point pattern on girder/bulkhead
brackets
Minimum of two webs, with 5-point pattern over one square metre
4. Deck transverse webs measurements at both ends and middle area.
of span Single measurements on flange
5. Vertical web and transverse
Minimum of two webs, and both 5-point pattern over one square metre
bulkhead in wing ballast tank (two
transverse bulkheads area
metres from deck)
6. Panel stiffening Where applicable Single measurements

(Special Survey of Double Hull Oil Tankers within the Cargo Area Length)
Structure in Wing Ballast Tanks Table 5.6.4.4(2)②c
Structural Member Extent of Measurement Pattern of Measurement
1. Side shell and longitudinal
bulkhead plating:
Upper strake and strakes in way of Plating between each pair of Single measurement.
horizontal girders. longitudinals in a minimum of three
bays (along the tank).
All other strakes Plating between every third pair of Single measurement
longitudinals in same three bays
2. Side shell and longitudinal
bulkhead longitudinals on:
Upper strake. Each longitudinal in same three bays. 3 measurements across web and 1
measurement on flange.
All other strakes Every third longitudinal in same three 3 measurements across web and 1
bays measurement on flange
Minimum of three at top, middle and
3. Longitudinals−brackets 5-point pattern over area of bracket
bottom of tank in same three bays
4. Vertical web and transverse
bulkheads (excluding deckhead area):
Strakes in way of horizontal girders. Minimum of two webs and both 5-point pattern over approx. two
transverse bulkheads. square metre area.
Other strakes Minimum of two webs and both Two measurements between each pair
transverse bulkheads of vertical stiffeners
Plating on each girder in a minimum Two measurements between each pair
5. Horizontal girders
of three bays of longitudinal girder stiffeners

BULK CARRIERS
1-22
5.7.2.7 In the case of bulk carriers of 150 m in length and upwards of single side skin construction,
carrying solid bulk cargoes having a density of 1,780 kg/m3 and above, contracted for construction before 1
July 1999 and constructed with an insufficient number of transverse watertight bulkheads to enable them to
withstand flooding of the foremost cargo hold in all loading conditions and remain afloat in a satisfactory
condition of equilibrium as specified in SOLAS XII/4.3, the following additional survey requirements for
the foremost cargo hold of such ships are to apply:
(1) Bulk carriers over 5 and up to 15 years of age
① An overall survey of No.1 cargo hold, including a close-up survey of sufficient extent, minimum
25% of frames, is to be carried out to establish the technical condition of shell frames including their upper
and lower end attachments, adjacent shell plating, transverse bulkheads and areas found suspect at the
previous surveys.

(2) The intermediate survey is also to include the applicable items specified in 5.4.3 of this Chapter and
5.7.2 of this Section.

(1) The minimum requirements for thickness measurement at special survey are given in Tables
5.7.4.5(1)① and 5.7.4.5(1)② respectively for bulk carriers and double skin bulk carriers. For ships not
having the notation ESP, the minimum requirements for thickness measurements are given in Table
5.7.4.5(1)③.
Minimum Requirements for Thickness Measurements at Special Hull Survey of Bulk Carriers not
Having the Notation ESP (Including Double Skin Bulk Carriers)
Table 5.7.4.5(1)③
Age ≤ 10 10 < age ≤ 15 Age > 15
1. Suspect areas throughout 1. Suspect areas throughout the 1. Suspect areas throughout the ship
the ship ship
2. Within the cargo length: 2. Within the cargo length:
a.Each deck plate outside line a.Each deck plate outside line of cargo hatch
of cargo hatch openings. openings.
b.Two transverse sections, one b.Three transverse sections, one in the 0.5L
in the 0.5L amidship area, amidship area, outside line of cargo hatch
outside line of cargo hatch openings.
openings. c.Each bottom plate
c.All wind and water strakes
3. Selected wind and water strakes 3. All cargo hold hatch covers and coamings (plating
outside the cargo area and stiffeners)
4. Internals in forepeak and afterpeak ballast tanks
6. Representative exposed superstructure deck plating
(poop, bridge, and forecastle deck)
7. Lowest strake and strakes in way of ‘tween decks of
all transverse bulkheads in cargo spaces together with
internals in way
8. All wind- and water strakes, port and starboard, full
length
9. All keel plates full length. Also, additional bottom
plates in way of cofferdams, machinery space, and aft
end of tanks
overboard discharges as considered necessary by the
attending Surveyor

CHEMICAL TANKERS
1-23
5.8.4.3 Extent of overall and close-up surveys
(2) The minimum requirements for close-up surveys at special survey of chemical tankers are given in
Table 5.8.4.3(2)① and those of double skin chemical tankers in Table 5.8.4.3(2)②. For ships not having
the notation ESP, the Surveyor may carry out the close-up survey as deemed necessary taking into account
the maintenance of the tanks under survey, the condition of the corrosion prevention system.
Minimum Requirements for Close-Up Surveys at Special Survey of Chemical Tankers
Table 5.8.4.3(2)①
Subsequent
Age ≤ 5 5 < Age ≤ 10 10 < Age ≤ 15
Age > 15
A) One web frame ring (in a A) All web frame rings (in a A) All web frame rings (in As special survey No.3
ballast wing tank) ballast wing tank or all ballast tanks)
double bottom ballast A) All web frame rings (in a Additional transverse
B) One deck transverse (in a tank) (see Note I) cargo wing tank) areas as deemed necessary
cargo tank or on deck) A) One web frame ring (in by CCS
B) One deck transverse (in each remaining cargo
D) One transverse bulkhead each remaining ballast tank)
(lower part in a ballast tank or on deck)
tank) B) One deck transverse (in a C) All transverse bulkheads
D) One transverse bulkhead cargo wing tank or on (in all cargo tanks)
(lower part in a cargo deck) C) All transverse bulkheads
wing tank) B) One deck transverse (in (in all ballast tanks)
D) One transverse bulkhead two cargo centre tanks or
(lower part in a cargo on deck)
centre tank) (see Note II)
C) Both transverse bulkheads
(in a ballast wing tank)
D) One transverse bulkhead

(lower part in each
remaining ballast tank)
(lower part in two cargo
centre tanks) (see Note II)
(lower part in a cargo wing
tank)
Notes:
I: Ballast double hull tank means double bottom tank plus double side tank plus double deck tank, as applicable, even
if these tanks are separate.
II: Where no centre cargo tanks are fitted (as in the case of centre longitudinal bulkhead), transverse bulkheads in wing
A to D are areas to be subjected to close-up surveys and thickness measurements (see Figures 5.8.4.3(2)a and
5.8.4.3(2)b).
A): Complete transverse web frame ring, including adjacent structural members.
B): Deck transverse, including adjacent deck structural members.
C): Transverse bulkhead complete, including girder system and adjacent structural members.
D): Transverse bulkhead lower part, including girder system and adjacent structural members.
Minimum Requirements for Close-Up Surveys at Special Survey of Double Skin Chemical Tankers
Table 5.8.4.3(2)②
Subsequent:
Age < 5 5 < Age < 10 10 < Age < 15
Age > 15
(1) One web frame ring (in a (1) All web frame rings (in a (1) All web frame rings As special survey No.3
ballast double hull ballast wing tank or ballast (in all ballast tanks)
tank) (see Note I) double hull tank) (see Note I) Additional transverse
(7) All web frame rings areas as deemed necessary
(2) One deck transverse (in (6) The knuckle area and the (in a cargo wing tank) by CCS
a cargo tank or on deck) upper part (3 metres approx) (7) One web frame ring
of one web frame in each (in each remaining
(4) One transverse bulkhead remaining ballast tank cargo tank)
(in a ballast tank) (see
Note I) (2) One deck transverse (in two (3) All transverse
cargo tanks) bulkheads (in all
1-24
(5) One transverse bulkhead cargo tanks)
(in a cargo wing tank) (4) One transverse bulkhead (in
(5) One transverse bulkhead each ballast tank) (see Note I) (4) All transverse
(in a cargo centre tank) bulkheads (in all
(see Note II) (5) One transverse bulkhead (in ballast tanks)
two cargo centre tanks) (see
Note II)
(5) One transverse bulkhead (in a
cargo wing tank)
(1), (2), (3), (4), (5), (6) and (7) are areas to be subjected to close-up surveys and thickness measurements (see Figures
5.8.4.3(2)②a to c).
(1): Web frame in a ballast tank means vertical web in side tank, hopper web in hopper tank, floor in double bottom tank and
deck transverse in double deck tank (where fitted), including adjacent structural members. In fore and aft peak ballast
tanks web frame means a complete transverse web frame ring including adjacent structural members.
(2): Deck transverse, including adjacent deck structural members (or external structure on deck in way of the tank, where
applicable).
(3): Transverse bulkhead complete in cargo tanks, including girder system, adjacent structural members (such as longitudinal
bulkheads) and internal structure of lower and upper stools, where fitted.
(4): Transverse bulkhead complete in ballast tanks, including girder system and adjacent structural members, such as
longitudinal bulkheads, girders in double bottom tanks, inner bottom plating, hopper side, connecting brackets.
(5): Transverse bulkhead lower part in cargo tank, including girder system, adjacent structural members (such as longitudinal
bulkheads) and internal structure of lower stool, where fitted.
(6): The knuckle area and the upper part (3 metres approximately), including adjacent structural members. Knuckle area is
the area of the web frame around the connections of the slope hopper plating to the inner hull bulkhead and the inner
bottom plating, up to 2 metres from the corners both on the bulkhead and the double bottom.
(7): Web frame in a cargo tank means deck transverse, longitudinal bulkhead structural elements and cross ties, where fitted,
including adjacent structural members.
Note I: Ballast double hull tank means double bottom tank plus double side tank plus double deck tank, as applicable, even
if these tanks are separate.
Note II: Where no centre cargo tanks are fitted (as in the case of centre longitudinal bulkhead), transverse bulkheads in wing

(1) The minimum requirements for thickness measurements at special survey are given in Table 5.8.4.4(1)a.
Thickness measurement of stainless steel hull structure and piping may be waived, except for clad steel
plating. For ships not having the notation ESP, the minimum requirements for thickness measurements are
given in Table 5.8.4.4(1)b.
(2) Provisions for extended measurements for areas with substantial corrosion are given in Table
5.8.4.4(2)a to d, and as may be additionally specified in the survey programme as required by 5.1.6.5. For
ships not having the notation ESP, provisions for extended measurements for areas with substantial
corrosion are given in Table 5.4.4.2(17)② . These extended thickness measurements are to be carried out
before the survey is credited as completed. Suspect areas identified at previous special surveys are to be
examined. Areas of substantial corrosion identified at previous surveys are to have thickness measurements
taken.
Minimum Requirements for Thickness Measurements at Special Survey of Chemical Tankers not
Having the Notation ESP Table 5.8.4.4(1)b
Age ≤ 10 10 < age ≤ 15 Age > 15
1. Suspect areas throughout the ship 1. Suspect areas throughout the ship 1. Suspect areas throughout the ship
2. Within the cargo area: 2. Within the cargo area:
a) Each deck plate a) Each deck plate
b) Two transverse sections b) Three transverse
c) All wind and water strakes sections
c) Each bottom plate
3. Selected wind and water strakes 3. Internals in forepeak and afterpeak ballast
outside the cargo area tanks
5. Representative exposed superstructure deck
plating (poop, bridge, and forecastle deck)
6. Lowest strake and strakes in way of ‘tween
decks of all transverse bulkheads in cargo spaces
together with internals in way
7. All wind- and water strakes, port and
starboard, full length
8. All keel plates full length. Also, additional
1-25
bottom plates in way of cofferdams, machinery
space, and aft end of tanks
overboard discharges as considered necessary by
the attending Surveyor

(Special Survey of Chemical Tankers within the Cargo Area Length)
Side Shell and Longitudinal Bulkheads Table 5.8.4.4(2)c
Structural member Extent of measurement Pattern of measurement
1. Side shell and longitudinal bulkhead – Plating between each pair of
plating: longitudinals in a minimum of three
– Deckhead and bottom strakes, and bays (along the tank) Single measurement
strakes in way of horizontal girders – Plating between every third pair of
– All other strakes longitudinals in same three bays
2. Side shell and longitudinal bulkhead
– Each longitudinal in same three bays
longitudinals on: 3 measurements across web and 1
– Every third longitudinal in same
– Deckhead and bottom strakes measurement on flange
three bays
– All other strakes
Minimum of three at top, middle and
3. Longitudinals - brackets 5-point pattern over area of bracket
bottom of tank in same three bays
4. Vertical web and transverse bulkheads
– Minimum of two webs and both – 5-point pattern over approx. two
of double side tanks (excluding deck
transverse bulkheads square metre area
area):
– Minimum of two webs and both – Two measurements between each
– Strakes in way of horizontal girders
transverse bulkheads pair of vertical stiffeners
– Other strakes
Three webs with minimum of three 5-point pattern over approximately two
5. Web frames and cross ties for other locations on each web, including in square metre area of webs, plus single
tanks than double side tanks way of cross tie connections and lower measurements on flanges of web frame
end bracket and cross ties
Plating on each girder in a minimum of Two measurements between each pair
6. Horizontal girders
three bays of longitudinal girder stiffeners
Section 9 SURVEYS OF MACHINERY

5.9.2.3 Survey items for all ships
(10) Confirming, as far as practicable, that no changes have been made in the structural fire protection,
examining any manual and automatic fire doors and proving their operation, testing the fire dampers of
ventilation ducts and the means of closing the main inlets and outlets of all ventilation systems and testing
the means of stopping power ventilation systems from outside the space served.
5.9.2.5 Additional survey requirements for ships having inert gas system notation (IGS)
(1) For ships having an inert gas system (IGS), an examination and/or test of the following items is to be
carried out to confirm that the system is in a good working condition:
① visual examination of all piping and venting pipes on decks and discharges in the shell plating in
cargo areas to confirm that there is no any sign of gas or effluent leakage;
② confirming the proper operation of both inert gas blowers;
③ confirming the proper operation of the scrubber-room ventilation system;
④ checking the deck water seal for automatic filling and draining, and the arrangements for protecting
the system against freezing;
⑤ where a double block and bleed valve is installed, checking the automatic operations of the block
and the bleed valves upon loss of power;
⑥ where two shut-off valves in series with a venting valve in between are used as non-return devices,
checking the automatic operation of the venting valve, and the alarm for faulty operation of the
valves;
⑤⑦ examining the operation of all remotely operated or automatically controlled valves and, in
particular, the flue gas isolating valves;
⑥⑧ observing a test of the interlocking feature of soot blowers;
1-26
⑦⑨ observing that the gas pressure regulating valve automatically closes when the inert gas blowers
are secured;
⑩ checking the means for separating the cargo tank not being inerted from the inert gas main;
⑪ checking the alarms of the two oxygen sensors positioned in the space or spaces containing the inert
gas system;
⑧⑫ checking/testing, as far as practicable, the following alarms and safety devices of the inert gas
system using simulated conditions where necessary:
a. high oxygen content of gas in the inert gas main;
b. low gas pressure in the inert gas main;
c. low pressure in the supply to the deck water seal;
d. high temperature of gas in the inert gas main;
e. low water pressure or low water-flow rate;
f. accuracy of portable and fixed oxygen-measuring equipment by means of calibration gas;
g. high water level in the scrubber;
h. failure of the inert gas blowers;
i. failure of the power supply to the automatic control system for the gas regulating valve and to the
instrumentation of continuous indication and permanent recording of pressure and oxygen
content in the inert gas main;
j. high pressure of gas in the inert gas main;
⑨⑬ checking the proper operation of the inert gas system.
5.9.2.8 Examining, where applicable, the alternative design and arrangements for machinery or electrical
installations, low-flashpoint fuel storage and distribution systems, or fire safety, in accordance with the test,
inspection and maintenance requirements, if any, specified in the approved documentation.
Section 11 SURVEYS OF THE OUTSIDE OF THE SHIP’S BOTTOM AND RELATED ITEMS
5.11.2 Scope of survey of the outside of the ship’s bottom

(3) Sea chests and their gratings, sea connections and overboard discharge valves and cocks and their
fastenings to the hull or sea chests are to be examined. Valves and cocks need not be opened up more than
once in a special survey period unless considered necessary by the Surveyor.
Section 12 SURVEYS OF PROPELLER SHAFTS AND TUBE SHAFTS
5.12.2 Oil lubricated shafts or closed loop system fresh water lubricated shafts (closed system)
5.12.2.3 Oil lubricated shafts
(1) Survey intervals
② Keyless propeller connection
The following methods are applicable:
c. Method 3 every 5 years (pre-requisites have to be fulfilled). The maximum interval between two
surveys carried out according to Method 1 or Method 2 is not to exceed 15 years, except in the
case when one extension for no more than three months is granted.
5.12.2.5 Table of survey intervals (closed systems)

Survey intervals (closed systems)
Oil lubricated
Flanged propeller coupling Keyless propeller coupling Keyed propeller couplingb
Method1 or Method 2 or
Every five yearsa Method1 or Method 2 or Method 3 Method1 or Method 2
Method 3c
Extension 2,5 Y Yesd
Yesd Yesd
Extension 1 Y Yese Yese Yese
Extension 3 M Yesf Yesf Yesf
Closed loop system fresh water lubricated
Flanged propeller coupling Keyless propeller coupling Keyed propeller couplingb
Method1g or Method 2 or Method1g or Method 2 or
Every five yearsa
Method1g or Method 2
Method 3 Method 3
1-27
Extension 2,5 Y Yesd Yesd Yesd
Extension 1 Y Yes e
Yes e
Yese
Extension 3 M Yesf Yesf Yesf
General notes:
For surveys (Method 1, or Method 2, or Method 3) completed within 3 months before the shaft survey due date, the next
period will start from the shaft survey due date.
The extension survey is to normally be carried out within 1 month of the shaft survey due date and the extension counts
from the shaft survey due date. If the extension survey is carried out more than 1 month prior to the shaft survey due date,
then the period of extension counts from the date of the extension survey was completed.
Notes:
a: Unless an extension type (Extension 2,5 Y, Extension 1 Y, Extension 3 M) is applied in between.
b: Method 3 not allowed.
c: The maximum interval between two surveys carried out according to Method 1 or Method 2 is not to exceed 15 years,
except in the case when one extension for no more than three months is granted.
d: No more than one extension can be granted. No further extension of other type can be granted.
e: No more than two consecutive extensions can be granted. In the event an additional extension is requested the
requirements of the “2.5 year extension” are to be carried out and the shaft survey due date, prior to the previous
extension(s), is extended for a maximum of 2.5 years.
f: No more than one three months extension can be granted. In the event an additional extension is requested the
requirements of the one year extension or “2.5 years extension” are to be carried out and the shaft survey due date prior
to the previous extension is extended for a maximum of one year or 2.5 years.
g: The maximum interval between two surveys carried out according to Method 1 is not to be more than 15 years.
5.12.3 Water lubricated shafts (open systems)

5.12.3.3 Shaft survey intervals
(1) Survey intervals
The following survey intervals between surveys according to Method 4 are applicable to all types of
propeller connections. For keyless propeller connections the maximum interval between two consecutive
dismantling and verifications of the shaft cone by means of non-destructive examination (NDE) is not to
exceed 15 years. For surveys completed within 3 months before the shaft survey due date, the next period
will start from the shaft survey due date.
5.12.3.4 Table of survey intervals (open systems)
Survey intervals (open systems)
− Single shaft operating exclusively in fresh water
− Single shaft provided with adequate means of corrosion protection,
Other shaft configuration
single corrosion resistant shaft
− All kinds of multiple shafts arrangements
All kinds of propeller couplingd All kinds of propeller couplingd
Every five years a
Method 4 Every three yearsa Method 4
Extension 1 Y Yesb Extension 1 Y Yesb
Extension 3 M Yes c
Extension 3 M Yesc
General notes:
For surveys (Method 4) completed within 3 months before the shaft survey due date, the next period will start from the shaft
survey due date.
The extension survey is to normally be carried out within 1 month of the shaft survey due date and the extension counts
from the shaft survey due date. If the extension survey is carried out more than 1 month prior to the shaft survey due date,
then the period of extension counts from the date of the extension survey was completed.
Notes:
a: Unless an extension type (Extension 1 Y, Extension 3 M) is applied in between.
b: No more than one extension can be granted. No further extension, of other type, can be granted.
c: No more than one extension can be granted. In the event an additional extension is requested the requirements of the one
year extension are to be carried out and the shaft survey due date prior to the previous extension is extended for a
maximum of one year.
d: For keyless propeller connections the maximum interval between two consecutive dismantling and verifications of the
shaft cone by means of non-destructive examination (NDE) is not to exceed 15 years.
5.12.4 Survey related to notation SCM

5.12.4.1 For ships which are assigned the notation SCM in accordance with Appendix 14 “Guidelines for
Screwshaft Condition Monitoring System” of this Chapter, if they are found satisfactory at a survey of the
items specified in 5.12.4.3, and 5.12.4.4 and 5.12.4.5, the interval of drawing of oil lubricated screwshaft
the shaft for examination may not be necessary when the examination is carried out in accordance with as
1-28
specified in 5.12.2 or 5.12.3, for the normal survey but the interval of drawing may be extended to a
maximum period not exceeding 15 years for water lubricated screwshaft.
5.12.4.2 Notwithstanding the notation SCM, the interval between normal surveys is to comply with
5.12.2 or 5.12.3.
5.12.4.4 For closed water-lubricated propeller shafts, the shaft condition monitoring (SCM) is to be
verified during each annual survey of the ship, covering:
(1) propeller shaft condition records, including alarm records, examination and maintenance records,
lubricating water sampling / testing records and closed cycle lubricating water consumption records (if
applicable);
(2) confirmation that lubricating water samples have been submitted to a laboratory analysis organization
complying with international standards (e.g. ISO 17025) or accepted by CCS complying with equivalent
standards at least once every 6 months for analysis and test of the samples according to the testing
technology and the allowable ranges of sample analysis criteria provided by the manufacturer,; the water
quality parameters include at least:
① size and proportion of suspended particles chloride content;
② chloride content, bearing material and metal particles content (closed cycle water system)PH value;
③ content of bearing particles.
5.12.4.5 For open water-lubricated propeller shafts, the SCM is to be verified during the annual survey,
covering:
(1) propeller shaft condition records, including alarm records, examination and maintenance records,
lubricating water sampling / testing records, etc.;
(2) confirmation that the ship has developed procedures for sampling and testing supply water and is
provided with the testing kit. Lubricating water is sampled at least once every 6 months to test the size of
particles in the supply water so as to confirm that the water complies with the design requirements of the
manufacturer. The ship can also submit the water samples to a laboratory analysis organization complying
with international standards (e.g. ISO 17025) or accepted by CCS complying with equivalent standards for
analysis and test. In the absence of procedures for sampling and testing supply water or records for
sampling and testing, there is to be other equivalent means to prove that the supply water system is in a
satisfactory working condition.
(3) Check the supply water treatment system (including pumping and filtration or separation units), alarm
system and shaft starting interlock, and confirm that they are in normal condition.
5.12.4.5 In addition to the items of 5.12.4.3 or 5.12.4.4 above, the following are to be confirmed for all
shafts during the normal survey specified in 5.12.2 or 5.12.3:
(1) weardown of the tailshafts;
(2) effectiveness of shaft glands.
5.12.4.6 For shafts with keyed propeller attachment, the propeller is to be removed during the period of
the normal survey specified in 5.12.2 or 5.12.3 for non-destructive examination by an approved
crack-detection method (e.g. magnetic particle or dye penetrant inspection) of exposed portions of key,
keyway and propeller shaft.
5.12.4.76 For ships assigned with the SCM notation, when the normal survey may be carried out without
drawing of the shaft, and the above requirements are to be complied with. If if the surveyor deems that the
available information is not satisfactory or any doubt exists, the shaft is to be sufficiently drawn to permit
an entire examination.
Section 14 INITIAL CLASSIFICATION SURVEYS OF SHIPS CONSTRUCTED NOT UNDER

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

5.14.3.2 Initial classification surveys of ships which have been surveyed by other Societies
(3) The plans of such ships are in general to be submitted as required for ships under construction in CCS
rules. Where it is difficult to submit plans related to quality control during construction, methods are to be
provided for assessment and verification of related structures or equipment. Where such methods are
assessed by CCS as acceptable and verified during classification surveys, exemption from submission of
related plans may be granted. In cases where the vessel has been previously classed by the Society, the
submission of plans and the extent of plan appraisal may be specially considered subject to confirmation of
no alteration/modification to the vessel. In any case, it is to be ensured that at least the plans, calculations
and other technical documents listed in 5.14.3.1(1)① are submitted to CCS for approval.
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(4) The surveys are to be based on the requirements for special surveys in CCS rules for ships of the same
type and age and include dry-dock survey, and surveys of propeller shafts and tube shafts, boilers and as
applicable, inert gas systems. In addition, the following items are to be included:
① hull thickness measurements according to the minimum requirements for thickness measurements at
the 4th special survey;
② any further survey required by CCS according to inspection of the condition of the ship and review
of its service and repair history, including non-destructive testing of important welds of hull
structures to a certain proportion and increasing the extent of testing as appropriate;
③ examination of records of surveys, tests and measurements of the ship during construction, including
materials used, means of construction and testing, standards and extent of non-destructive testing of
hull welds, records of mooring test and sea trial, and certificates of marine products, together with
necessary verification during survey;
④ verification of related structures or equipment using the methods accepted in (3) above.
⑤ Where the vessel has, during any portion of the five years prior to the request for classification
being received, been previously classed by the Society or a Society subject to verification of
compliance with QSCS and has not been subject to alteration or modification since class was
withdrawn, the survey requirements may be specially considered but are not to be less than the
following:
a. for vessels previously classed with the Society – all overdue surveys and overdue conditions of
class, or
b. for vessels previously classed with a Society subject to verification of compliance with QSCS
–surveys the same as those required by 5.14.3.1.(1)④.

LIQUEFIED GAS CARRIERS

5.16.3.2 Ballast tanks
(6) The minimum requirements for close-up surveys at intermediate survey are given in Table 5.16.3.2(6).
Minimum Requirements for Close-Up Surveys at Hull Intermediate Surveys of Liquefied Gas
Carriers Table 5.16.3.2(6)
10 < Age ≤ 15 Age > 15
All web frames and both transverse bulkheads in a All web frames and both transverse bulkheads in two
representative ballast tank (1) and (2) representative ballast tanks (1) and (2)
The upper part of one web frame 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.
Note 1: Ballast tanks include topside, double hull side, double bottom, hopper side, or any combined arrangement of the
aforementioned, and peak tanks where fitted.
Note 2: For areas in tanks where protective coating is found to be in GOOD condition, the extent of close-up survey may
be specially considered.
Note 3: For ships having independent tanks of type C, with a midship section similar to that of a general cargo ship, the
extent of close-up surveys may be specially considered.
①
Note 4: 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:
① in particular, in tanks having structural arrangements or details which have suffered defects in similar tanks, or
on similar ships according to available information;
② in tanks having structures approved with reduced scantlings.

5.16.4.3 Tank protection
① The extent of the close-up survey is to be in accordance with the requirements for close-up survey of general dry cargo
ships and the close-up survey of the saddle and its adjacent compartments.
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(1) Where applicable, the condition of corrosion prevention system of ballast tanks is to be examined. For
tanks used for water ballast ballast tanks, excluding double bottom tanks, where one of the following
conditions exists, the tanks in question are to be examined at annual intervals and thickness measurements
are to be carried out as deemed necessary by the Surveyor:
5.16.4.4 Extent of overall and close-up survey
(2) The minimum requirements for close-up surveys at special survey are given in Table 5.16.4.4(2).
Minimum Requirements for Close-Up Surveys at Hull Special Surveys of Liquefied Gas Carriers
Table 5.16.4.4(2)
(Age ≤ 5) (5 < Age ≤ 10) (Age > 10)
All web frames in a ballast tank, which is to be a
One web frame in a representative
double hull side tank or a topside tank. If such All web frames in all ballast
ballast tank of the topside, hopper side
tanks are not fitted, another ballast tank is to be tanks (1)
and double hull side type (1)
selected (1)
One transverse bulkhead in a ballast All transverse bulkheads in all
One web frame in each remaining ballast tank (1)
tank (3) ballast tanks (2)
One transverse bulkhead in each ballast tank (2)
(1) Complete transverse web frame including adjacent structural members.
(2) Transverse bulkhead complete, including girder system and adjacent members, and adjacent longitudinal bulkhead
structure.
(3) Transverse bulkhead lower part including girder system and adjacent structural members.
Note 1: Ballast tanks include topside, double hull side, double bottom, hopper side, or any combined arrangement of the
aforementioned, and peak tanks where fitted.
Note 2: For areas in tanks where coatings are found to be in GOOD condition, the extent of close-up surveys may be specially
considered.
Note 3: For ships having independent tanks of type C, with a midship section similar to that of a general cargo ship, the extent
of close-up surveys may be specially considered.
Note 4: The Surveyor may extend the close-up survey as deemed necessary, taking into account the maintenance of the tanks
under survey, the condition of the corrosion prevention system and also in the following cases:
① in particular, in tanks having structural arrangements or details which have suffered defects in similar tanks, or on
similar ships according to available information;
② in tanks having structures approved with reduced scantlings.
5.16.4.6 Extent of tank testing

(1) All boundaries of water ballast tanks ballast tanks and deep tanks used for water ballast within the cargo
area are to be pressure tested. For fuel oil tanks, the representative tanks are to be pressure tested.
Appendix 1
CRITERIA FOR RENEWAL OF HULL STRUCTURAL MEMBERS
2.5 For bulk carriers contracted for construction on or after 1 July 1998 and complying with Section 11,
Chapter 8, PART TWO of the Rules, steel renewal is required where the gauged thickness of hatch covers
is less than tnet + 0.5 mm. Where the gauged thickness is within the range tnet + 0.5 mm and tnet + 1.0 mm,
coating (applied in accordance with the coating manufacturer’s requirements) or annual gauging may be
adopted as an alternative to steel renewal. For internal members of pontoon double skin hatch covers, steel
renewal is required where the gauged thickness is less than tnet or the Surveyor deems it necessary based on
the corrosion or deformation. tnet is net thickness and to be obtained in accordance with Section 11, Chapter
8 of PART TWO of the Rules.
For bulk carriers, ore carriers and combination carriers contracted for construction on or after 1 January
①
2004 and complying with Section 11, Chapter 8, PART TWO of the Rules, steel renewal is required where
the gauged thickness is less than tnet + 0.5 mm for single skin hatch cover and pontoon double skin hatch
cover platings, hatching coamings and coaming stays. Where the gauged thickness is within the range tnet +
0.5 mm and tnet + 1.0 mm, coating (applied in accordance with the coating manufacturer’s requirements) or
annual gauging may be adopted as an alternative to steel renewal. For internal members of pontoon double
skin hatch covers, thickness measurement is required when CCS Surveyor deems it necessary based on the
corrosion or deformation. Where the gauged thickness is less than tnet, the internal structure is to be
renewed.
2.6 For ships other than bulk carriers, ore carriers and combination carriers, contracted for construction
on or after 1 July 2012 and complying with Section 20, Chapter 2, PART TWO of the Rules , and for all
②
① Bulk carriers, ore carriers and combination carriers are defined in Appendix 2, Chapter 2 of this PART.
② For the definitions of bulk carriers, ore carriers and combination carriers, refer to Appendix 2, Chapter 2 of this PART.
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weathertight steel cargo hatch covers on exposed decks, steel renewal is required where the gauged
thickness of the plating of double skin hatch covers, single skin hatch covers, hatch coamings, coaming
stays and stiffeners is less than tnet + 0.5 mm. Where the gauged thickness is within the range tnet + 0.5 mm
and tnet + 1.0 mm, coating① or annual gauging may be adopted as an alternative to steel renewal. For the
internal structure of double skin hatch covers, thickness gauging is required when hatch cover top or
bottom plating renewal is to be carried out or when deemed necessary, at the discretion of CCS Surveyor,
on the basis of the plating corrosion or deformation condition. In these cases, steel renewal for the internal
structures is required where the gauged thickness is less than tnet. For corrosion addition tS = 1.0 mm, the
thickness for steel renewal is tnet, and when gauged thickness is between tnet and tnet + 0.5 mm, coating or
annual gauging may be adopted as an alternative to steel renewal, where tnet being the net thickness, to be
calculated in accordance with 2.20.2, Section 20, Chapter 2, PART TWO of the Rules.
Appendix 8
PROCEDURAL REQUIREMENTS FOR SERVICE SUPPLIERS
3. Definitions
3.2 Service supplier (A service supplier or category of service supplier may be referred to here after
simply as ‘supplier’): A person or company, not employed by an IACS Member, who at the request of an
equipment manufacturer, shipyard, vessel's owner or other client acts in connection with inspection work
and provides services for a ship or a mobile offshore unit such as measurements, tests or maintenance of
safety systems and equipment, the results of which are used by surveyors in making decisions affecting
classification or statutory certification and services.
4. Application
4.1 This procedure applies to the approval of the following categories of service suppliers:
4.1.1 Statutory services
(7) Firms engaged in the servicing and maintenance of lifeboats, launching appliances, on-load release gear
and davit-launched liferaft automatic release hooks.
(7) Firms engaged in maintenance, thorough examination, operational testing, overhaul and repair of
lifeboats and rescue boats, launching appliances and release gear.
4.1.2 Classification and/or statutory services
(1) Firms engaged in thickness measurements on ships or mobile offshore units except:
① non-ESP ships less than 500 gross tonnage, and
② all fishing vessels.
(2) Firms carrying out in-water survey on ships and mobile offshore units by diver or Remotely Operated
Vehicle (ROV)
(9) Firms engaged in survey using Remote Inspection Techniques (RIT) as an alternative means for
Close-up Survey of the structure of ships and mobile offshore units
4.2 Where the results of the following service providers are used by a Surveyor of CCS in making
decisions affecting classification services then that service provider must be approved (including single
approval) and verified by CCS.
― Firms engaged in thickness measurements on ships or mobile offshore units except:
(1) non-ESP ships less than 500 gross tonnage, and
(2) all fishing vessels.
― Firms carrying out in-water survey on ships and mobile offshore units by diver or Remotely Operated
Vehicle (ROV).
― Firms engaged in tightness testing of closing appliances such as hatches, doors etc., with ultrasonic
equipment.
― Firms engaged in survey using Remote Inspection Techniques (RIT) as an alternative means for
Close-up Survey of the structure of ships and mobile offshore units.
Annex 1
Special Requirements for Various Categories of Service Suppliers
① Coating is to be maintained in GOOD condition, as defined in 5.1.5.1(16) of this Chapter.
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1. Firms engaged in thickness measurements on ships or mobile offshore units
1.1 Extent of engagement – Thickness measurement of structural material of ships or mobile offshore
units except:
(1) non-ESP ships less than 500 gross tonnage, and
(2) all fishing vessels.
3. Firms carrying out an in-water survey on ships and mobile offshore units by diver or Remotely
Operated Vehicle (ROV)
3.1 Extent of engagement – In-water survey in lieu of a docking survey and/or the internal hull survey of
compartments filled with water on ships and mobile offshore units by diver or Remotely Operated Vehicle
(ROV).
13. Firms engaged in the servicing and maintenance of lifeboats, launching appliances, on-load
release gear and davit-launched liferaft automatic release hooks Firms engaged in maintenance,
thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats,
launching appliances and release gear
13.1 Extent of engagement – Servicing and maintenance of lifeboats, launching appliances, on-load release
gear and davit-launched liferaft automatic release hooks. Maintenance, thorough examination, operational
testing, overhaul and repair of:
.1 lifeboats (including free-fall lifeboats), rescue boats and fast rescue boats; and
.2 launching appliances and on-load and off-load release gear for lifeboats (including primary and
secondary means of launching appliances for free-fall lifeboats), rescue boats, fast rescue boats and
davit-launched liferafts.
13.2 Extent of approval
13.2.1 The contents of this procedure apply equally to manufacturers or ship’s operator when they are
acting as service suppliers.
13.2.2 Any service supplier engaged in the thorough examination, operational testing, repair and overhaul
of lifeboats, launching appliances, on-load release gear and davit-launched liferaft automatic release hooks
maintenance, thorough examination, operational testing, overhaul and repair of lifeboats and rescue boats,
launching appliances and release gear carried out in accordance with SOLAS regulation III/20 shouldshall
be qualified approved for in these operations for each make and type of equipment for which they provide
the service, and provide manufacturers documentary evidence that they have been so authorized or they are
certified in accordance with an established system for training and authorization in accordance with IMO
Resolution MSC.402(96)/Corr.1 (annex, section 7). MSC.1/Circ.1277, as amended.
Such approval shall include, as a minimum:
• employment and documentation of personnel certified in accordance with a recognized national,
international or industry standard as applicable, or an equipment manufacturer’s established
certification program. In either case, the certification program shall be based on the paragraph 13.3 for
each make and type of equipment for which service is to be provided; and,
• compliance with provisions of paragraphs 13.4, 13.5 and 13.6.
13.2.3 In cases where an equipment manufacturer is no longer in business or no longer provides technical
support, service suppliers may be authorized approved for the equipment on the basis of prior authorization
approval for the equipment and/or long term experience and demonstrated expertise as an authorized
service provider.
13.3 Qualifications and training Certification of personnel
Service suppliers should be trained and qualified in the operations for which they are authorized, for each
make and type of equipment for which they provide the service. Such training and qualification should
include, as a minimum:
13.3.1 Employment and documentation of personnel certified in accordance with a recognized national,
international or industry standard as applicable, or an equipment manufacturer’s established certification
program. In either case, the certification program should be based on the guidelines in the appendix for
each make and type of equipment for which service is to be provided.
13.3.1 Personnel for the work specified in 13.1 shall be certified by the manufacturer or the Service
Supplier for each make and type of the equipment to be worked on. Approved Service Supplier is allowed
to certify its own personnel (i.e. employed by the same service supplier) only.
13.3.2 The education and training for initial certification of personnel should be documented and address,
as a minimum:
― causes of lifeboat and rescue boat accidents;
― relevant rules and regulations, including International Conventions;
― design and construction of lifeboats (including free-fall lifeboats), rescue boats and fast rescue boats,
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including on-load on load release gear and launching appliances;
― education and practical training in the procedures specified in section 6 of annex 1 of to IMO Resolution
MSC.402(96)/Corr.1 MSC.1/Circ.1206/Rev.1 for which certification is sought;
― detailed procedures for thorough examination, operational testing, repair and overhaul of lifeboats
(including free-fall lifeboats), rescue boats and fast rescue boats, launching appliances and on-load on
load release gear, as applicable; and
― procedures for issuing a report of service and statement of fitness for purpose based on IMO Resolution
MSC.402(96)/Corr.1 MSC.1/Circ.1206/Rev.1 (annex 1, paragraph 15 5.3); and
― Work, health and safety issues while conducting activities on board.
13.3.3 The education and training for the personnel should shall include practical technical training on
thorough examination, operational testing, maintenance, repair and overhaul techniques actual inspection
and maintenance using the equipment (lifeboats, launching appliances and/or on-load release gear) for
which the personnel are to be certified. The technical training should shall include disassembly, reassembly,
correct operation and adjustment of the equipment. Classroom training should shall be supplemented by
field experience in the operations for which certification is sought, under the supervision of an experienced
senior certified person.
13.3.4 At the time of initial certification and at each renewal of certification, the service supplier is to
provide documentation to verify personnel’s satisfactory completion of a competency assessment using the
equipment for which the personnel are certified. Prior to issuance of personnel certification, a competency
assessment shall be satisfactorily completed, using the equipment for which the personnel are to be
certified.
13.3.5 Upon completion of training and competency assessment, a certificate shall be issued defining the
level of qualification and the scope of the certification (i.e. makes and types of equipment and specifically
state which activities (annual thorough examination and operational tests; 5-year thorough examination,
overhaul; overload operational tests; repairs) are covered by the certification). The expiry date shall clearly
be written on the certificate and shall be three years from the date of issue. The validity of any certificate
shall be suspended in the event of any shortfall in performance and only revalidated after a further
competency assessment.
13.3.56 The service supplier is to require refresher training as appropriate to renew the certification. A
competency assessment shall be conducted to renew the certification. In cases where refresher training is
found necessary a further assessment shall be carried out after completion.
13.4 Reference Documents − The service supplier is to have access to the following documents:
― IMO resolution MSC.402(96)/Corr.1 MSC.1/Circ.1206/Rev.1, as amended, Measures to Prevent
Accidents with Lifeboats Requirements for Maintenance, Thorough Examination, Operational Testing,
Overhaul and Repair of Lifeboats and Rescue Boats, Launching Appliances and Release Gear;
― IMO MSC.1/Circ.1277, as amended, Interim Recommendation on Conditions for Authorization of
Service Providers for Lifeboats, Launching Appliances and On-Load Release Gear;
― IMO resolution A.689(17), recommendation on testing of life-saving appliances and, for life-saving
appliances installed on board on or after 1 July 1999;
― IMO resolution MSC.81(70), as amended, revised recommendation on testing of life-saving appliances;
― for servicing and repair work involving disassembly or adjustment of on-load release mechanisms,
availability of the equipment manufacturer’s specifications and instructions Manufacturer’s instructions
(including updates, amendments and safety notices) for repair work involving disassembly or adjustment of
on-load release mechanisms and davit winches;
― type approval certificate showing any conditions that may be appropriate during the servicing and/or
maintenance of lifeboats, launching appliances and on-load release gear.
13.5 Equipment and facilities − The service supplier is to have access to the following:
― sufficient tools, and in particular any specialized tools specified in the equipment manufacturer’s
instructions, including portable tools as needed for work to be carried out on board ship;
― access to sufficient materials, spare appropriate parts and accessories as specified by the equipment
manufacturer for maintenance and repair repairing lifeboats, launching appliances and on-load release
gear, as applicable;
― for servicing and repair work involving disassembly or adjustment of on-load release mechanisms,
availability of genuine replacement parts as specified or supplied by the equipment manufacturer.
13.6 Reporting − The report should shall conform to the requirements of IMO Resolution
MSC.402(96)/Corr.1 MSC.1/Circ.1206/Rev.1 (annex 1, paragraph 155.3). When repairs, thorough
examinations and annual servicing are completed, a statement confirming that the lifeboat arrangements
remain fit for purpose should be promptly issued by the service supplier that conducted the work. A copy of
valid documents of certification and authorization as appropriate shall be included with the statement.
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16. Firms engaged in survey using Remote Inspection Techniques (RIT) as an alternative means for
Close-up Survey of the structure of ships and mobile offshore units
16.1 Definitions:
― Close-Up Survey: A Close-Up Survey is a survey where the details of structural components are within
the close visual inspection range of the surveyor i.e. normally within reach of hand.
― Remote Inspection Techniques (RIT): RIT is a means of survey that enables examination of any part of
the structure without the need for direct physical access of the surveyor (refer to IACS Rec.42). Remote
inspection techniques may include the use of:
16.2 Extent of engagement – Close-up Survey of ships’ structure and mobile offshore units’ structure by
remote inspection techniques. For in-water close-up survey of the internal compartments by Remotely
Operated Vehicle (ROV), suppliers are also to hold separate approval as a “Firm carrying out an in-water
survey on ships and mobile offshore units by diver or Remotely Operated Vehicle (ROV)” (see Annex 1,
Section 3).
16.3 Training and qualification of operators – The supplier is responsible for the training and qualification
of its operators to undertake the remote inspections. UAV Pilots are to be qualified and licenced in
accordance with applicable national requirements or an equivalent industrial standard acceptable to the
society.
Knowledge of the following is to be documented:
• Marine and/or offshore nomenclatures.
• The structural configuration of relevant ships types and MOUs, including internal structure.
• The remote inspection equipment and its operation.
• Survey plans for examination of hull spaces of various configurations, including appropriate flight plans
if using a UAV.
• Thickness measurement (TM) and non-destructive examination (NDE) in accordance with a recognised
National or International Industrial NDE Standard when these are part of the service. Suppliers
undertaking TMs are to hold separate approval as a‘Firm engaged in thickness measurements on ships’
(see Annex 1, Section 1).
16.4 Training Plan – the supplier is to maintain a documented training plan for personnel. The plan is to
include requirements for training in the minimum Rule requirements for the structure of relevant ships
types and MOUs, the recognition of structural deterioration (including corrosion, buckling, cracking and
deteriorated coatings) and use of the reporting system.
16.5 Supervisor – The supervisor is to be certified according to the recognized national requirements or
an equivalent industrial standard (e.g. XXX Level) and is to have a minimum of two years’ experience in
the inspection of ship’s and/or MOU’s structure.
16.6 Operators – The operator carrying out the inspection is to be certified according to the recognized
national requirements or an equivalent industrial standard (e.g. YYY Level) and have had at least one
year’s experience as an assistant carrying out inspections of ship’s and/or MOU’s structure (including
participation in a minimum of five different assignments). The operators of those RIT which require,
according to the international and national legislations, to be licensed for their use are to hold valid
documentation issued by the appropriate Bodies (e.g. UAV Pilots are to be qualified and licenced in
accordance with applicable national requirements).
Appendix 11
ESP SURVEY REPORTING PRINCIPLES
As a principle, for ships which are subject to the enhanced survey programme (ESP) of Appendix 2,
Chapter 2 of this PART, the Surveyor is to include the following content in his report for survey of hull
structure and piping systems, as relevant for the survey.
1. General
1.1 A survey report is to be generated in the following cases:
(4) when condition of class (recommendation) has been imposed or deleted.
1.2 The purpose of reporting is to provide:

(2) documentation of surveys carried out with findings, repairs carried out and condition of class
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(recommendation) imposed or deleted;
4. Actions taken with respect to findings

4.3 For repairs not completed at the time of survey, condition of class (recommendation) is to be imposed
with a specific time limit for the repairs. In order to provide correct and proper information to the Surveyor
attending for survey of the repairs, condition of class (recommendation) is to be sufficiently detailed with
identification of each item to be repaired. For identification of extensive repairs, reference may be given to
the survey report.
Report 1
EXECUTIVE HULL SUMMARY
A) General particulars: – Refer to previous page

B) Report review: – Where and how survey was done
C) Close-up survey: – Extent (which tanks)
D) Cargo & ballast piping system – Examined
– Operationally tested
E) Thickness measurements: – Reference to thickness measurement report
– Summary of where measured
– Separate form indicating the tanks/areas with substantial
corrosion, and corresponding
* Thickness diminution
* Corrosion pattern
F) Tank protection Separate form indicating:
– Location of coating
– If coating condition less than “GOOD” is given, extended annual
surveys are to be introduced. This is to be noted in part H) of the
Executive Hull Summary.
G) Repairs: – Identification of tanks/areas
H) Condition of class/recommendations:
I) Memoranda: – Acceptable defects
– Any points of attention for future surveys, e.g. for suspect areas
– Extended annual/intermediate survey due to coating breakdown
J) Evaluation results of the ship’s longitudinal strength (for oil tankers of 130 m in length and upwards and
of over 10 years of age)
K) Conclusion – Statement on evaluation/verification of survey report
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Report 2
EXECUTIVE HULL SUMMARY
A) General particulars: – Refer to previous page

B) Report review: – Where and how survey was done
C) Close-up survey: – Extent (which tanks)
D) Thickness measurements: – Reference to thickness measurement report
– Summary of where measured
– Separate form indicating the tanks/areas with substantial corrosion,
and corresponding
* Thickness diminution
* Corrosion pattern
E) Tank Protection Separate form indicating:
– Location of coating
– If coating condition “POOR” is given, extended annual surveys are to
be introduced. This is to be noted in part G) of the Executive Hull
Summary.
F) Repairs: – Identification of tanks/areas
G) Condition of class/recommendations:
H) Memoranda: – Acceptable defects
– Any points of attention for future surveys, e.g. for suspect areas
– Extended annual/intermediate survey due to coating breakdown
I) Conclusion – Statement on evaluation/verification of survey report
Appendix 11A SURVEY PROGRAMME
10 Minimum thickness of hull structures

This section of the survey programme should specify the minimum thickness for hull structures of this ship
that are subject to survey, (indicate either (1) or preferably (2), if such information is available):
(1) determined from the attached wastage allowance table and the original thickness to the hull structure
plans of the ship;
(2) given in the following Table(s):
Applicable ship Original as-built Minimum Substantial corrosion

Area or location type thickness (mm) thickness (mm) thickness (mm)
B O C
Ship side in way of tanks Xp
Plating X
Longitudinals or ordinary
X
transverse frames
Longitudinal stringers X
Notes: The wastage allowance tables are to be attached to the survey programme.
X – applicable; Xp – if applicable; B – bulk carrier; O – oil tanker; C – chemical tanker.
For CSR ships, the renewal thickness of the hull structure elements is to be indicated in the appropriate drawings.
Appendices
Appendix 1 − List of plans
5.1.6.5(3) of this Chapter requires that main structural plans of cargo holds and ballast tanks (scantling
1-37
drawings), including information regarding use of high tensile steel (HTS), clad steel and stainless steel
should be available.
Appendix 12
GUIDELINES FOR TECHNICAL ASSESSMENT IN CONJUNCTION WITH PLANNING FOR
ENHANCED SURVEYS AND OWNER’S INSPECTION REPORT
1 Guidelines for technical assessment in conjunction with planning for enhanced surveys
1.1 Introduction
These guidelines contain information and suggestions concerning technical assessments, which may be of
use in conjunction with the planning of enhanced special surveys of oil tankers, bulk carriers and chemical
tankers. See 5.1.6.5(5) of this Chapter .The guidelines are a recommended tool which may be invoked at
①
the discretion of CCS, when considered necessary and appropriate, in conjunction with the preparation of
the required survey programme.
1.2 Purpose and principles
1.2.3 As with other aspects of survey planning, the technical assessments described in these guidelines
should be worked out by the owner or operator in cooperation with CCS well in advance of the
commencement of the special survey, i.e. prior to commencing the survey and normally at least 12 to 15
months before the survey’s completion due date.
1.2.4 Aspects to be considered
1.2.4.2 Technical assessments of the relative risks of susceptibility to damage or deterioration of various
structural elements and areas are to be judged and decided on the basis of recognized principles and
practices, such as may be found in publications of Tanker Structure Cooperative Forum (TSCF), (Refs.2
and 3) and Bulk Carriers-Guidelines for Surveys, Assessment and Repair of Hull Structure (IACS), (Ref.
②
4).
1.3 Technical assessment
1.3.1.2 Technical assessments performed in conjunction with the survey planning process are, in principle,
to be as shown schematically in Figure 1.3.1.2, which indicates how to perform technical assessments in
conjunction with the survey planning process.
The approach is basically an evaluation of the risk based on the knowledge and experience related to design
and corrosion.
The design is to 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.
Corrosion is related to the ageing process, and is closely connected with the quality of corrosion prevention
systems fitted at newbuilding, and subsequent maintenance during the service life. Corrosion may also lead
to cracking and/or buckling.
① Ref.1: See Sections 6, 7 and 8 of this Chapter for hull survey of oil tankers/chemical tankers/bulk carriers.
② Ref.2: TSCF Guidance Manual for the Inspection and Condition Assessment of Tanker Structures (1986), TSCF
Guidelines for the Inspection and Maintenance of Double Hull Tanker Structures (1995); Ref.3: TSCF Condition
Evaluation and Maintenance of Tanker Structures (1992), TSCF Guidance Manual for Tanker Structures (1997).
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Figure 1.3.1.2 Technical Assessment & the Survey Planning Process
1-39
Appendix 14
GUIDELINES FOR SCREWSHAFT CONDITION MONITORING SYSTEM
1 General Provisions
1.2 Oil-lubricated screwshaft condition monitoring system

1.2.1.1 The condition monitoring system is different from the conventional surveys required in the Rules.
The screwshaft condition monitoring system is to analyze various tests of the lubricating oil in use for the
screwshaft so as to indicate the wear condition of bearings, determine the deterioration of lubricating oil
and provide the basis for maintenance decision. Therefore, after the class notation SCM is assigned, the
main engines are still to be operated within the required speed ranges to prevent shafting from being
operated within the restricted speed ranges or speed ranges where vibration stress is great.
1.2.1.2 Within the interval between surveys, the screwshaft condition monitoring system may be used to
replace the conventional drawing of screwshaft.
1.3 Water-lubricated screwshaft condition monitoring system

1.3.1.2 Within the interval between surveys, the screwshaft condition monitoring system may be used to
replace the conventional drawing of screwshaft.
1.3.2.4 The ship is to be fitted with water supply processing system. The lubricating water supply is to be
filtered, separated and purified, at least removing floating particles with specific gravity greater than 1.2
and diameter greater than 80120 µm. The water supply pumps, filters and separators are to be easy for
maintenance and replacement. The system is to be provided with sampling openings which are readily
accessible, and the selected samples are to reflect the condition of processed water supply before entering
stern tube. Samples are to be taken under service condition.
1.3.2.5 The ship owner is to establish sampling procedure, appoint special person to collect water supply
samples regularly at intervals not exceeding six months. The analysis organization mentioned in 1.1.3.3 is
to carry out water sample detection and analysis according to detection technology and water sample
analysis index allowance provided by the manufacturer, and analysis records are to be kept on board ship.
For open water lubrication system, sampling is to be carried out at least once every 6 months, and the size
and specific gravity of suspending particles are to be detected each time as a minimum. In the absence of
procedures for sampling or records for sampling and testing, equivalent means including but not limited to
the followings may be taken:
① during the annual survey as a minimum, the supply water treatment system is to be inspected to
confirm that it is in a satisfactory working condition; or
② online monitoring of the diameter of the floating particles in the supply water.
For closed water lubrication system, sampling is to be carried out at least once every 6 months, and in
addition to the size and specific gravity of suspending particles, chloride content, PH value as well as
bearing material and metal particles content are to be detected each time.
2 Surveys
2.1 Initial survey

2.1.1.4 Initial survey for existing ships
(1) All systems required by these Guidelines are to be examined and tested to confirm compliance with the
approved plans and documentation.
(2) If the specified normal survey (drawing of the shaft) is due, the normal survey is to be carried out in
conjunction with the initial survey in accordance with the rules; or
2.3 Miscellaneous
2.3.2 Cancellation of the class notation SCM
2.3.2.1 At the request of the owner or where the lubricating oil or lubricating water sampling analysis
annual survey specified in 5.12.4, Section 12, Chapter 5 of this PART is not carried out on time, the SCM
notation may be canceled and conventional survey is to be restored at the same time. The normal survey
(drawing of the shaft) is to be carried out in accordance with relevant provisions of Section 12, Chapter 5 of
this PART at the next intermediate or special survey.
3 Oil-lubricated Screwshaft Condition Monitoring Procedures
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3.2 Analysis of lubricating oil samples
3.2.3 Determination of reference values for parameters of lubricating oil analysis
3.2.3.3 In the quantitative spectrum or ferrographic analysis, the following interim criteria are to be used
for reference:
Viscosity (at 40℃) at least 70 m2/s
Water maximum 0.5%
Copper maximum 50 ppm
Iron maximum 30 ppm
Tin maximum 10 ppm
Nickel maximum 10 ppm
Chromium maximum 10 ppm
Stibium maximum 10 ppm
Silicon maximum 40 ppm
Sodium maximum 50 ppm
Lead maximum 40 ppm
Chlorine content in water maximum 70ppm ((ingress of salt water)
Magnesium maximum 30ppm
In addition, the gradient values of spectrum readings are to be controlled.
Appendix 16
GUIDELINES FOR SURVEY OF PLANNED MAINTENANCE SCHEME（PMS）FOR
MACHINERY
3 Survey Requirements
3.4 Damage and repair survey

3.4.3 In the case of overdue outstanding recommendations conditions of class or a record of unrepaired
damage which would affect the PMS, the relevant items are to be kept out of the PMS, i.e. subject to the
inspection by the Surveyor until such outstanding recommendations conditions of class are fulfilled.
Appendix 23 REQUIREMENTS FOR NDT SUPPLIERS

1 General
1.1 Scope
Firms providing NDT (Non-Destructive Testing) services on ship and offshore structures/components
subject to classification, need to fulfil the requirements set out in this Appendix. In this document, such
firms will be referred to as the Supplier.
1.2 Objective
The objective of this Appendix is to ensure that the Supplier is using appropriate procedures, has qualified
and certified personnel and has implemented written procedures for training, experience, education,
examination, certification, performance, application, control, verification and reporting of NDT. In addition,
the Supplier shall furnish appropriate equipment and facilities commensurate with providing a professional
service.
1.3 Terms and definitions
The following terms and definitions apply for this document.
NDT Non-destructive testing. Comprising, but not limited to the methods and techniques MT,
PT, RT, RT-D, VT, UT, PAUT, TOFD, ET and/or ACFM
Supplier Independent NDT company or NDT department/section that forms a part of a company
providing NDT services on ship and/or offshore components/structures.
Society The Classification Society
MT Magnetic Particle Testing
PT Penetrant Testing
RT Radiographic Testing
RT-D Digital Radiography (Several techniques within the method RT, e.g. Computed
Radiography or Direct Radiography).
UT Ultrasonic Testing
PAUT Phased Array Ultrasonic Testing (Technique within the method UT).
1-41
TOFD Time of Flight Diffraction (Technique within the method UT).
ET Electromagnetic Testing (i.e. Eddy Current Testing and/or Alternating Current Field
Measurements [ACFM])
VT Visual Testing
Industrial sector Section of industry or technology where specialised NDT practices are used, requiring
specific product-related knowledge, skill, equipment and/or training.
1.4 References
The following referenced documents are to be used for the application of this document as appropriate. For
undated references, the latest edition of the referenced document (including any amendments) applies.
(1) ISO 9712:2012; Non-destructive testing - Qualification and certification of NDT personnel;
(2) ISO/IEC 17020:2012; Conformity assessment – Requirements for the operation of various types of
bodies performing inspection;
(3) ISO/IEC 17024:2012; Conformity assessment – General requirements for bodies operating certification
of persons;
(4) ISO 9001:2015; Quality Management Systems – Requirements.
Other national adoptions of the standards listed above are accepted as compliant and hence are accepted for
use together with this document.
2 Requirements for Supplier
The Supplier shall document, as required in 2.2 to 2.9, that it has the competence and control needed to
perform the specified services.
2.1 Requirements for documents
The following documents shall be available for the Society upon request:
(1) an outline of Supplier's organisation and management structure, including any subsidiaries;
(2) information on the structure of the Supplier’s Quality Management System;
(3) quality manual and documented procedures covering the requirements given in item 2.2;
(4) for companies with in-house certification of persons scheme; a written practice developed in accordance
with a recognised standard or recommended practice (i.e. ASNT’s SNT-TC-1A, 2016, ANSI/ASNT
CP-189, 2016 or similar);
(5) operational work procedures for each NDT method including selection of the NDT technique;
(6) training- and follow-up programmes for NDT operators including practical training on various ship and
offshore products;
(7) procedure for supervisor’s authorisation of NDT operators;
(8) experience of the Supplier in the specific service area;
(9) a list of documented training and experience for NDT operators within the relevant service area,
including qualifications and third party certification per ISO 9712:2012 based certification schemes;
(10) description of equipment(s) used for the services performed by the Supplier;
(11) a guide for NDT operators to use equipment mentioned above;
(12) record formats for recording results of the services referred to in item 2.9;
(13) information on other activities which may present a Conflict of interest;
(14) record of customer claims and corrective actions;
(15) any legal proceedings against the company in the past/currently in the courts of law.
2.2 Quality management system
2.2.1 The Supplier shall have a documented quality management system, covering at least:
(1) work procedures for all tasks and operations, including the various NDT methods and NDT techniques
for which the Supplier is involved;
(2) preparation, issuance, maintenance and control of documents;
(3) maintenance and calibration of the equipment;
(4) training programs for the NDT operators and the supervisors;
(5) maintenance of records for NDT operators’ and the supervisors’ training, qualification and certification;
(6) certification of NDT operators including re-validation and recertification;
(7) procedure for test of operators’ visual acuity;
(8) supervision and verification of operation to ensure compliance with the NDT procedures;
(9) quality management of subsidiaries;
(10) job preparation;
(11) order reference system where each engagement is traceable to when, who and where the test was
carried out;
(12) recording and reporting of information, including retention time of records;
(13) code of conduct for the Supplier's activities; especially the NDT activities;
(14) periodic review of work process procedures;
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(15) corrective and preventive action;
(16) feedback and continuous improvement;
(17) internal audits;
(18) the provision of accessibility to required codes, standards and procedures to assist NDT operators.
2.2.2 A documented quality system complying with the most current version of ISO/IEC 17020:2012 and
including the above would be considered acceptable. The Supplier should satisfy the requirements of Type
A or Type B inspection body, as described in ISO/IEC 17020:2012.
2.3 Qualification and certification of NDT personnel
2.3.1 The Supplier is responsible for the qualification and preferably 3rd party certification of its
supervisors and operators to a recognised certification scheme based on ISO 9712:2012.
2.3.2 Personnel qualification to an employer based qualification scheme as e.g. SNT-TC-1A, 2016 or
ANSI/ASNT CP-189, 2016 may be accepted if the Supplier's written practice is reviewed and found
acceptable by the Society. The Supplier’s written practice shall as a minimum, except for the impartiality
requirements of a certification body and/or authorised body, comply with ISO 9712:2012.
2.3.3 The supervisors' and operators' certificates and competence shall comprise all industrial sectors and
techniques being applied by the Supplier.
2.3.4 Level 3 personnel shall be certified by an accredited certification body.
2.4 Supervisor
The Supplier shall have a supervisor or supervisors, responsible for the appropriate execution of NDT
operations and for the professional standard of the operators and their equipment, including the professional
administration of the working procedures. The supplier shall employ, on a full-time basis, at least one
supervisor independently certified to Level 3 in the method(s) concerned as per the requirements of item
2.3. It is not permissible to appoint Level 3 personnel; they must be certified by an accredited certification
body. It is recognised that a Supplier may not directly employ a Level 3 in all the stated methods practiced.
In such cases, it is permissible to employ an external, independently certified, Level 3 in those methods not
held by the full-time Level 3(s) of the Supplier.
The supervisor shall be directly involved in review and acceptance of NDT Procedures, NDT reports,
calibration of NDT equipment and tools. The supervisor shall on behalf of the Supplier re-evaluate the
qualification of the operators annually.
2.5 Operators
2.5.1 The operator carrying out the NDT and interpreting indications, shall as a minimum, be qualified
and certified to Level 2 in the NDT method(s) concerned and as described in item 2.3. However, operators
only undertaking the gathering of data using any NDT method and not performing data interpretation or
data analysis may be qualified and certified as appropriate, at level 1.
2.5.2 The operator shall have adequate knowledge of materials, weld, structures or components, NDT
equipment and limitations that are sufficient to apply the relevant NDT method for each application
appropriately.
2.6 Equipment
2.6.1 The Supplier shall maintain records of the NDT equipment used and detail information related to
maintenance, calibration and verification activities. If the Supplier hires equipment, such equipment shall
have updated calibration records, and the operators shall be familiar with the specific equipment type prior
to using it. Under any circumstance, the Supplier shall possess sufficient equipment to carry out the
services being a part of the NDT scope required by the Society.
2.6.2 Where the equipment is of unique nature, the NDT operators shall be trained by competent
personnel in the operation and use of the equipment before carrying out NDT using this equipment.
2.7 Work instructions and procedures
The Supplier shall produce written procedures for the NDT being applied. These procedures are to be
written, verified or approved by the Supplier’s Level 3. Procedures shall define all relevant information
relating to the inspection including defect evaluation against acceptance criteria in accordance with the
Society Rules. All NDT procedures and instructions shall be properly documented in such a way that the
performed testing can be easily retraced and/or repeated at a later stage. All NDT procedures are to be
acceptable to the Society.
2.8 Sub-contractors
2.8.1 The Supplier shall give information of agreements and arrangements if any part(s) of the services
provided are subcontracted. The Supplier, in the following-up of subcontracts shall give emphasis to the
quality management system of the subcontractor.
2.8.2 Subcontractors shall meet the same requirements placed on Suppliers for any NDT performed.
2.9 Reporting
2.9.1 All NDT shall be properly documented in such a way that the performed testing and examination
1-43
can be easily retraced and/or repeated at a later stage. The reports shall identify the defects present in the
tested area, and a conclusive statement as to whether the material, weld, component or structure satisfies
the acceptance criteria or not.
2.9.2 The report shall include a reference to the applicable standard, NDT procedure and acceptance
criteria applied in the applicable NDT method/technique. In general, the acceptance criteria shall comply
with the Society Rules.
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CHAPTER 6 SURVEYS RELATED TO CLASS NOTATIONS
Section 7 SURVEYS RELATED TO CLASS NOTATIONS FOR EOM
6.7.1 EOM system function and composition

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

6.7.2.1 The following plans and documents are to be submitted to the plan approval center for approval:
(4) calculation method for shaft power for electric propulsion ships.
6.7.4 Requirements for on-site survey

6.7.4.4 Verification of function of EOM software
To verify the following functions of the modules such as equipment monitoring, energy management and
energy efficiency management in EOM software system:
(3) Energy efficiency management: to verify the calculation of the following main energy efficiency
indexes by software system; energy efficiency indexes may be adjusted according to ship types and
operation characteristics:
a) EEOI;
b) fuel consumption per mile;
c) fuel consumption per transport work;
d) CO2 emissions per mile;
e) CO2 emissions per transport work unit.
1-45

AMENDMENTS
2020
PART TWO HULL

Blue underline is to highlight new insertions, strikethrough line is to highlight deleted contents
and cross line may be used to highlight deleted tables or figures.
CONTENTS
CHAPTER 1 GENERAL
Section 3 MATERIALS
Section 4 WELD DESIGN FOR HULL STRUCTURES
Section 6 CORROSION CONTROL FOR HULL STRUCTURES
Section 7 FORE DECK FITTINGS
Section 8 TANK SLOSHING
Section 10 DAMAGE STABILITY
CHAPTER 2 HULL STRUCTURES

Section 2 LONGITUDINAL STRENGTH
Section 4 DECKS
Section 6 DOUBLE BOTTOMS
Section 18 HELICOPTER DECKS
Section 20 HATCHWAYS AND HATCH COVERS
Section 22 STRENGTHENED FOR HEAVY CARGOES
Appendix 1 LOADING INSTRUMENTS
Appendix 4 SLAMMING STRENGTH ASSESSMENT OF BOW BOTTOM STRUCTURES
CHAPTER 3 EQUIPMENT AND OUTFITS

Section 1 RUDDERS
Appendix 1 GUIDELINES FOR CALCULATION OF BENDING MOMENT AND SHEAR
FORCE DISTRIBUTION
CHAPTER 4 STRENGTHENING FOR NAVIGATION IN ICE

Section 2 ICE STRENGTHENING FOR CLASSES B1*, B1, B2 AND B3
CHAPTER 5 DOUBLE HULL OIL TANKERS

Section 2 SHELL PLATING
Section 12 SPECIAL REQUIREMENTS
CHAPTER 7 CONTAINER SHIPS

Appendix 2 DIRECT STRENGTH CALCULATION OF CONTAINER SHIPS
CHAPTER 8 BULK CARRIERS

Section 8 OVERALL LONGITUDINAL STRENGTH IN FLOODED CONDITION
Section 9 STRENGTH OF CORRUGATED TRANSVERSE WATERTIGHT BULKHEADS
IN HOLD-FLOODED CONDITIONS
Section 12 HARMONIZED NOTATIONS AND CORRESPONDING DESIGN LOADING
-1-
CONDITIONS FOR BULK CARRIERS
CHAPTER 9 ROLL ON-ROLL OFF SHIPS, PASSENGER SHIPS, RO-RO PASSENGER

SHIPS AND FERRIES
Section 2 HULL STRUCTURE
Section 3 MOVABLE PLATFORMS AND SLOPING VEHICLE RAMPS
Section 4 BOW DOORS AND INNER DOORS
Section 5 SIDE SHELL AND STERN DOORS
Section 7 DIRECT CALCULATIONS
CHAPTER 12 BARGES
CHAPTER 16 ORE CARRIERS

CHAPTER 20 MEMBRANE TANK LIQUEFIED GAS CARRIERS

Section 2 HULL GIRDER LONGITUDINAL STRENGTH AND ULTIMATE STRENGTH
Section 4 DECKS
Section 5 DECKS STRUCTURES
Section 6 DOUBLE SKIN CONSTRUCTION
Section 7 DOUBLE BOTTOM STRUCTURE
Section 8 PLANE TRANSVERSE BULKHEAD STRUCTURES
Section 9 STRUCTURAL DETAILS
Appendix 1 DIRECT CALCULATION OF HULL STRUCTURES WITHIN THE CARGO TANK
REGION
Appendix 2 STRUCTURAL STRENGTH ASSESSMENT OF HULL AND PUMP TOWER
UNDER SLOSHING LOADS
Appendix 3 CALCULATION OF TEMPERATURE FIELD AND THERMAL STRESS
Appendix 4 DIRECT CALCULATION OF GLOBAL STRENGTH OF SHIPS
-2-
CHAPTER 1 GENERAL
1.1.1 Application
1.1.1.3 CSR oil tankers and bulk carriers are to satisfy the requirements of PART NINE of the
Rules. (Effective from 1 January 2020)
1.1.2 Definitions
1.1.2.1 Length of ship L (in m), i.e. the Rule length, is the distance measured on the summer
load waterline at the scantling draught from the forward side of the stem to the aft side of the
rudder post, or to the centre of the rudder stock if there is no rudder post. L is not to be less than
96%, and need not be greater than 97%, of the extreme length on the summer load waterline at the
scantling draught. In ships with unusual stern and bow arrangement, the length L is to be specially
considered.
For pontoon hulls, L is the distance on the summer load waterline at the scantling draught from the
forward side of the fore end plate to the aft side of the aft end plate.
For ships without rudder stocks (such as ships provided with azimuth thrusters), L is 97% of the
extreme length on the summer load waterline at the scantling draught.
1.1.2.2 Breadth of ship B (in m), is the horizontal distance measured over the main frames at the
widest part of the ship greatest moulded breadth measured amidships at the scantling draught.
1.1.2.3 Moulded depth D (in m), is the vertical distance measured at the middle of the length L
from top of keel to top of the deck beam at side on the uppermost continuous deck. When a
rounded gunwale is arranged, the moulded depth is to be measured to the point of intersection of
the continued moulded lines of the deck and side shell plating.
1.1.2.4 Draught d (in m) , i.e. the scantling draught, is the vertical distance measured at the
middle of the length L from top of keel to the summer load waterline at the scantling draught.
Scantling draught, at which the strength requirements for the scantlings of the ship are met and
represents the full load condition. The scantling draught is to be not less than that corresponding to
the assigned freeboard.
1.1.2.5 Block coefficient Cb is the moulded block coefficient corresponding to the waterline at
the scanting draught, to be determined by the following formula:

Cb=
LBd
where:  — moulded displacement, in m³, at scantling draught d;
L, B, d — see 1.1.2.1, 1.1.2.2 and 1.1.2.4 of this Section.
Section 3 MATERIALS
1.3.2.5 Plating materials for stern frames supporting the rudder and propeller boss, rudders,
rudder horns and shaft brackets are, in general, not to be of lower grades than those corresponding
to class II. For rudder and rudder body plates subjected to stress concentrations (, e.g. in way of
2-1
lower support of semi-spade rudders or at upper part of spade rudders), class III is to be applied.
1.3.4 Ships exposed to low air temperatures

1.3.4.1 For ships intended to operate in areas with low air temperatures (below -10 ℃ ), e.g.
regular service during winter seasons to Arctic or Antarctic waters, the materials in exposed
structures are to be selected based on the design temperature tD. The design temperature tD is to be
taken as defined in 1.3.4.6.
1.3.4.2 Grades of hull structural steel above the lowest ballast waterline (BWL) exposed to low
air temperatures (including the plating referred to in note ⑤ of Table 1.3.4.2) and material
applicable to tank boundary plating mentioned in 1.3.4.7 are not to be lower than those as given in
Table 1.3.4.2. Non-exposed hull structural steel above BWL (except for ⑤ as indicated in Table
1.3.4.2 ) and hull structural steel below BWL are applicable to the requirements in 1.3.2 of this
Section.
Material Classes at Low Air Temperatures Table 1.3.4.2
Material class
Structural member
Structural member Within 0.4L Outside 0.4L
category
amidships amidships
Deck plating exposed to weather in general, side plating
Secondary above BWL, transverse bulkheads above BWL I I
⑤
Tank boundary plating exposed to low temperature cargoes

⑥
Strength deck plating

①
Continuous longitudinal members above strength deck,

Primary excluding longitudinal hatch coamings II I
Longitudinal bulkhead above BWL
⑤
Top wing tank bulkhead above BWL

⑤
Sheer strake at strength deck, including rounded gunwale

②
Stringer plate in strength deck

②
Special III II
Deck strake at longitudinal bulkhead
③
Continuous longitudinal hatch coamings

④
Notes: ① Plating at corners of large hatch openings to be specially considered. Class III or grade E/EH to be
applied in positions where high local stresses may occur.
② Not to be less than grade E/EH within 0.4 L amidships in ships with length exceeding 250 m.
③ In ships with breadth exceeding 70 m at least three deck strakes to be class III.
④ Not to be less than grade D/DH.
⑤ Applicable to plating attached to hull envelope plating exposed to low air temperature. At least one
strake is to be considered in the same way as exposed plating and the strake width is to be at least 600
mm.
⑥ Applicable to tank boundary plating of carriers other than liquefied gas carriers exposed to low
temperature cargoes, requirements of 1.3.4.7 are to be complied with.
Section 4 WELD DESIGN FOR HULL STRUCTURES
1.4.3 Butt, lap and slot welds

1.4.3.1 Where plates of different thicknesses are to be butt welded and the difference in
thickness is equal to or greater than 4 mm, the edge of the thicker plate is to be tapered so as to
ensure a uniform transition. The width of taper is not to be less than 43 times the difference in
thickness. Where the difference in thickness is less than 4 mm, the transition may be achieved
2-2
within the width of the weld.
Section 6 CORROSION CONTROL FOR HULL STRUCTURES
1.6.3 Internal cathodic protection in tanks

1.6.3.3 Aluminium alloy sacrificial anodes, magnesium alloy sacrificial anodes and zinc alloy
sacrificial anodes of oil tankers
(1) Aluminium alloy sacrificial anodes are permitted in tanks used for the carriage of oil and
adjacent tanks, but only at locations where the potential energy does not exceed 28kg m (200 ft lb).
The weight of the anode is to be taken as the weight at the time of fitting, including any inserts
and fitting devices.
(2) The height of the anode is, in general, to be measured from the bottom of the tank to the centre
of the anode. Where the anode is located on, or closely above, a horizontal surfaces (such as
bulkhead girders and stringers) not less than 1 m wide, provided with an upstanding flange or face
plate projecting not less than 75 mm above the horizontal surface, the height of the anode may be
measured above that surface.
(3) Aluminium anodes are not to be located under tank hatches or Butterworth openings (in order
to avoid any metal parts falling on the fitted anodes), unless protected by adjacent structure.
(4) For oil tankers, mMagnesium or magnesium alloy sacrificial anodes are not permitted in oil
cargo tanks and tanks adjacent to cargo tanks.
(5) Zinc alloy sacrificial anodes may be located in any position without restriction.
Section 7 FORE DECK FITTINGS
1.7.1 Strength requirements for fore deck fittings and equipment

1.7.1.7 For standard air pipes of 760 mm height closed by heads of not more than the tabulated
projected area, pipe thicknesses and bracket heights are specified in Table 1.7.1.7. Where brackets
are required, three or more radial brackets are to be fitted. Brackets are to be of gross thickness 8
mm or more, of minimum length 100 mm, and height according to Table 1.7.1.7 but need not
extend over the joint flange for the head. For air pipes of other heights, relevant requirements
specified in 1.7.1.5 to 1.7.1.8 of this Section are to be met. Bracket toes at the deck are to be
suitably supported.
1.7.1.8 For other configurations, loads according to 1.7.1.3 and 1.7.1.4 of this Section are to be
applied, and means of support determined in order to comply with the requirements of 1.7.1.6 of
this Section. Brackets, where fitted, are to be of suitable thickness and length according to their
height. Pipe thickness is not to be taken less than as indicated in Table 1.7.1.7. Pipe thickness is
not to be taken less than as indicated in IACS UI LL36.
1.7.1.10 For ventilators of height greater than 900 mm, brackets or alternative means of support
are to be fitted. Pipe thickness is not to be taken less than as indicated in Table 1.7.1.9. Pipe
thickness is not to be taken less than as indicated in IACS UI LL36.
Section 8 TANK SLOSHING
2-3
1.8.1.1 For partially loaded tank, a strength assessment of tank structure under sloshing loads
(hereinafter referred to as ‘Sloshing Assessment’) is to be carried out according to the
requirements of this Section.
1.8.1.2 For those not covered by this Section, the requirements of CCS Guidelines for
Assessment of Sloshing Loads and Structural Scantling of Tanks are to be met.
1.8.1.3 Unless otherwise specified, for tanks with internal members, partial filling generally
means the liquid filling height is greater than 10% of the tank depth but less than 90% of the tank
depth. For smooth tank, partial filling generally means the liquid filling height is greater than 5%
of the tank depth but less than 95% of the tank depth.
1.8.1.4 Unless specially specified, the sloshing assessment specified in this Section includes
both transverse and longitudinal sloshing motions.
1.8.1.5 According to the judgment of the sloshing resonance of ship and tank, the sloshing
motion and loads are divided into levels 1, 2 and 3. For tanks complying with sloshing motion
level 1, sloshing loads at sloshing motion level 1 are to be calculated. For tanks complying with
sloshing motion level 2, sloshing loads at sloshing motion levels 1 and 2 are to be calculated. For
tanks complying with sloshing motion level 3, sloshing loads at sloshing motion levels 1, 2 and 3
are to be calculated.
1.8.1.6 In order to reduce sloshing motion level, internal members may be added for swash or
limit on the filling may be taken to avoid sloshing resonance.
1.8.2 Application
1.8.2.1 This Section is applicable to tankers such as oil tankers, chemical tankers, liquefied gas
carriers, and bulk carriers, ore carriers and dry cargo carriers etc.
1.8.2.2 This Section is applicable to all cargo tanks, ballast tanks and other tanks where free
surface motion is allowed.
1.8.2.3 For ships the length of which is less than 100 m, the level 3 longitudinal sloshing
assessment is not to be considered if the tank effective sloshing length does not exceed 0.16 L
during the sloshing assessment. If the tank effective sloshing breadth does not exceed 0.6B (B is
the ship breadth), level 3 transverse sloshing assessment is not to be considered.
1.8.2.4 Longitudinal sloshing assessment may not be required for tanks meeting one of the
following conditions:
(1) the length of ship is less than 65 m and the effective sloshing length does not exceed 0.13L;
(2) the effective sloshing length is less than 0.03L.
1.8.2.5 Transverse sloshing assessment may not be required for tanks meet one of the following
conditions:
(1) the length of ship is less than 65 m and the effective sloshing breadth does not exceed 0.56B;
(2) the effective sloshing breadth is less than 0.32B.
1.8.2.6 Sloshing assessment may not be required for tanks meet one of the following conditions:
(1) tank capacity is not greater than 100 m3;
(2) tanks fitted in double bottom or double skin or other tanks of cellular construction;
(3) dry cargo holds used for ballasting of bulk carriers.
1.8.3 Plans and documents

1.8.3.1 Plans approved by CCS including tank boundary structure plan, internal member
2-4
structure plan of tank (if any) are to be submitted during the sloshing assessment carried out in
accordance with the requirements of this Section.
1.8.3.2 Sloshing loads and hull structural strength assessment report are to be submitted to CCS
for information.
1.8.4 Sloshing loads calculation

1.8.4.1 Unless otherwise specified, the sloshing motion and the calculation of the loads specified
in this Section are to meet the requirements of CCS Guidelines for Assessment of Sloshing Loads
and Structural Scantling of Tanks.
1.8.4.2 The results of sloshing model test may be taken as the alternative for sloshing design
loads when approved by CCS.
1.8.5 Strength assessment

1.8.5.1 Scantling assessment under sloshing loads are to be carried out to the following
structural members:
(1) plating forming tank boundaries, stiffeners;
(2) plating and stiffeners on wash bulkheads in the tank;
(3) web of primary support members, web stiffeners in the tank.
1.8.5.2 Unless otherwise specified, scantling assessment under sloshing loads is to meet the
requirements of CCS Guidelines for Assessment of Sloshing Loads and Structural Scantling of
Tanks.
Section 10 DAMAGE STABILITY
1.10.3 Requirements for damage stability
List of Applicable Regulations for Damage Stability Table 1.10.3.1

Ship type Applicable regulation
Passenger ship, type B freeboard dry cargo ship and
Part B-1, Chapter II-1 of International Convention
combination carrier*, type B-60 and type B-100 freeboard
for the Safety of Life at Sea (SOLAS)
cargo ships intended for carriage of deck cargo
Reg. XII/4 of International Convention for the
Bulk carrier (additional requirements)
Safety of Life at Sea (SOLAS)
Reg. 27 of the International Convention on Load
Type B-60, type B-100 and type A freeboard ships Lines, 1966 (ICLL), as revised by Protocol of
1988
International Code for the Construction and
Chemical tanker Equipment of Ships Carrying Dangerous
Chemicals in Bulk (IBC Code)
International Code for the Construction and
Liquefied gas carrier Equipment of Ships Carrying Liquefied Gases in
Bulk (IGC Code)
Reg. 28 of Annex I of International Convention
Oil tanker (including combination carrier*)
for the Prevention of Pollution from Ships, 1973,
2-5
as modified by the 1978 Protocols (MARPOL)
IMO resolution MSC.266(84) and its amendments
Special purpose ship in resolution MSC.408(96) Code Of Safety For
Special Purpose Ships (2008 SPS Code)
IMO resolution MSC.235(82) and its amendments
in resolution MSC.335(90) Guidelines for the
Offshore supply vessel of not more than 100 m in length
Design and Construction of Offshore Supply
Vessels, 2006 (2006 OSV Guidelines)
IMO resolution A.491(XII)Code of Safety for
Nuclear ship
Nuclear Merchant Ships
International Code for the Safe Carriage of
Packaged Irradiated Nuclear Fuel, Plutonium and
Ship carrying INF and radioactive wastes
High-level Radioactive Wastes on Board Ships
(INF Code)
Open-top container ship MSC/Circ.608/Rev.1
Polar ship (notation PC) IMO resolution MSC.385(94) International Code
Ship intended for navigation in ice (class notation B1 or B1)
*
for Ships Operating in Polar Waters (Polar Code)
Code for the Transport and Handling of
Offshore support vessels transporting and handling Hazardous and Noxious Liquid Substances in
hazardous and noxious liquid substances in bulk Bulk on Offshore Support Vessels (OSV
Chemical Code)
International Code of Safety for Ships using Gases
Ships using gases or other low-flashpoint fuels
or other Low-flashpoint Fuels (IGF Code)
* Note: Combination carrier is a cargo ship designed to carry both oil and solid cargoes in bulk (see definition of
SOLAS Reg. II-2/3.14).
2-6
Chapter 2 HULL STRUCTURES
2.2.4 Calculation of hull girder section properties (Effective from 1 January 2020)
2.2.4.6 Deck openings having a length in the fore-and-aft direction exceeding 2.5 m or a breadth
exceeding 1.2 m or 0.04B (whichever is the lesser) or scallops where scallop-welding is applied
are to be deducted from the sectional areas used in the calculation of the hull girder section
modulus.
2.2.4.7 Smaller openings (including manholes, lightening holes, single scallops in way of seams,
etc.) smaller than those stated in 2.2.4.6 above need not be deducted from the sectional areas used
in the calculation of the hull girder section modulus, provided that the sum bc of their breadths or
shadow area breadths (The shadow area will be obtained by drawing two tangent lines with an
opening angle of 30°, as shown in Figure 2.2.4.7) in one transverse section complies with the
following or that the section modulus at deck or bottom is not reduced by more than 3%:
bc  0.06  B1   b 
where: B1 — breadth of ship at section considered, in m;

Σb — sum of breadths of deductible openings at section considered in accordance with
2.2.4.6 of this Section, in m.
Sum of breadths of small openings at y-y section is to be bc = b1 + b2 + b3

Figure 2.2.4.7
Section 4 DECKS
2-7
2.4.4 Deck openings
2.4.4.2 Where the corners of engine/boiler room or hatch openings in the strength deck are
rounded, insert plates are required, and the radius of the rounded corner is not to be less than 1/20
of the breadth of the opening, but not less than 1/10 provided that deck girders are not fitted in
way of the hatch coamings. Rounded corners are to have a minimum radius of 300 mm if the deck
plating extends inside the coaming, or 150 mm if the coamings are welded to the inner edge of the
deck plating in the form of a spigot.
The extension of the insert plates is to be as shown in Figure 2.4.4.2 (R is the radius of hatch
corners, e is not to be less than 760 mm and for longitudinal framing, not to be less than one
longitudinal spacing). The butt of the insert plate is to be kept well clear of the butt in coaming
and the fillet welds of deck framing. The thickness of the insert plate is to be 4 mm greater than
the thickness of strength deck framing. If the thickness or extension of the insert plate can not
meet above requirements, direct calculation covering yield, buckling and fatigue is to be adopted
for verification.
Figure 2.4.4.2
Section 6 DOUBLE BOTTOMS

2.6.1.7 The strake connecting the inner bottom plating to the shell plating is the margin plate.
2.6.10 Longitudinal framing － bottom girders

2.6.10.2 At least one side girder is to be fitted on each side of the centreline when the breadth of
the ship exceeds 12 m but not greater than 20 m, and at least two side girders spaced apart
generally not more than 5 m are to be fitted on each side of the centreline when the breadth of the
ships exceeds 20 m. Forward of 0.2L from the F.P. the spacing of side girders is not to be greater
than four longitudinal spaces. The side girders are to be equally spaced as far as practicable.
2-8
The thickness of side girders and watertight side girders are to comply with the requirements of
2.6.4.1 of this Section. Where the double bottom tanks are interconnected with side tanks or
cofferdams, the thickness of side girders is to be as required for deep tanks.
Side girders and watertight side girders are in general to be fitted with vertical stiffeners. Vertical
stiffeners of side girders are to be spaced not more than 1.5 m apart, having the same thickness as
that of side girder webs and generally, a breadth is to comply with the requirements of 2.6.5.2.
Vertical stiffeners of watertight side girders are to be spaced not more than 0.9 m apart, the
thickness is to be the same as that of watertight side girder web and generally, the breadth is to
comply with the requirements of 2.6.5.2 and the section modulus W is to comply with the
requirements of 2.6.6.2.
Where side girders and watertight side girders are fitted with horizontal stiffeners, the thickness of
stiffeners is generally the same as that of side girder webs and the breadth is to comply with the
requirements of 2.6.5.2. The section modulus W of horizontal stiffeners on watertight side girders
is to comply with the requirements of 2.6.6.2.
Section 18 HELICOPTER DECKS

2.18.2.1 The following plans and documents are to be submitted for approval:
(1) Detailed arrangement of helicopter deck, including overall dimensions, landing area/securing
area, if any;
(2) Structural plan for helicopter deck (appropriate strength calculations are submitted for
information).
2.18.2.2 OperationLoading manual is to include with information on models and parameters of
helicopters to be used (including maximum takeoff weight, diameter of rotor, size of wheel print
and tracking width) is to be submitted for information.
2.18.3 Arrangement of helicopter deck

2.18.3.1 The arrangement of strength deck used as helicopter deck is to be referred to IMO
MSC/Circ.895―Recommendation on Helicopter Landing Areas on Ro-Ro Passenger Ships and its
annex.
2.18.3.2 The arrangement of helicopter deck of an independent truss-type platform construction
is to be referred to the provisions for helicopter facilities in the Code for the Construction and
Equipment of Mobile Offshore Drilling Units.
2.18.3.3 Where hatch covers are used as helicopter deck, the arrangement is to comply with the
same requirements for strength deck used as helicopter deck.
2.18.3.1 The arrangement and construction of helicopter deck is to meet the applicable standards
accepted by the flag Administration, such as the annex to IMO MSC/Circ.895―Recommendation
on Helicopter Landing Areas on Ro-Ro Passenger Ships, International Chamber of Shipping
(ICS)- Guide to Helicopter/Ship Operations, International Aeronautical and Maritime Search and
Rescue Manual (IAMSAR) and Offshore Helicopter Landing Areas-Guidance on Standards
(CAP437).
Section 20 HATCHWAYS AND HATCH COVERS
2-9
2.20.2 Weathertight steel hatch covers
(1) These requirements apply to all ships, other than bulk carriers, self-unloading bulk carriers, ore
carriers and combination carriers as defined in Appendix 2, Chapter 2 of PART ONE of the Rules,
and are for all cargo hatch covers and coamings on exposed decks. (Effective from 1 January
2020)
2.20.2.7 Details of hatch covers

(2) Weathertightness
In addition to the following requirements, the hatch covers are also to meet the relevant
requirements of IACS REC14.
① Packing material (general)
The packing material is to be suitable for all expected service conditions of the ship and is
to be compatible with the cargoes to be transported. The packing material is to be selected
with regard to dimensions and elasticity in such a way that expected deformations may be
carried. Forces are to be carried by the steel structure only.
The packings are to be compressed so as to give the necessary tightness effect for all
expected operating conditions. Special consideration is to be given to the packing
arrangement in ships with large relative movements between hatch covers and coamings or
between hatch cover sections.
② Dispensation of weathertight gaskets
For hatch covers of cargo holds intended solely for the transport of containers, upon
request by the Owner and subject to compliance with the following conditions, the fitting
of weathertight gaskets according to 2.20.2.7(2) may be dispensed with:
 The hatchway coamings are to be not less than 600 mm in height.
 For weather deck hatch covers located above a depth H (x) , H (x) is to comply with the
following criterion:
H ( x )  T fb  f b  h m
where: Tfb — draught, in m, corresponding to the assigned summer load line;

fb — minimum required freeboard, in m, determined in accordance with ICLL
Regulation 28 as modified by further regulations as applicable;
h = 4.6 m for x  0.75 ;
LL
h = 6.9 m for x  0.75 .
LL
 Labyrinths, gutter bars or equivalents are to be fitted proximate to the edges of each
panel in way of the coamings. The clear profile of these openings is to be kept as small
as possible.
 Where a hatch is covered by several hatch cover panels, the clear opening of the gap in
between the panels is to be not wider than 50 mm.
 The labyrinths and gaps between hatch cover panels are to be considered as unprotected
openings with respect to the requirements of intact and damage stability calculations.
2-10
 With regard to drainage of cargo holds and the necessary fire-fighting system, refer to
the relevant requirements of Chapter 6, PART EIGHT of the Rules.
 Bilge alarms are to be provided in each hold fitted with non-weathertight covers.
 Furthermore, Chapter 3 of IMO MSC/Circ.1087 is to be complied with for the storage
and segregation of containers carrying dangerous goods.
Section 22 STRENGTHENED FOR HEAVY CARGOES

2.22.1.1 Dry cargo ships complying with the requirements of this Section will be assigned the
class notation: Strengthened for Heavy Cargoes.
Appendix 1 LOADING INSTRUMENTS
5 Actual Installation Inspections
5.3.3 For ships assigned with class notation “Loading Computer”, the survey after construction
is to be carried out in accordance with relevant requirements of 6.3.5 of Chapter 6, PART ONE of
the Rules.
Appendix 4 SLAMMING STRENGTH ASSESSMENT OF BOW BOTTOM

STRUCTURES
2 Slamming Pressure
2.1 Extreme value of slamming pressures

2.1.1 The extreme value of slamming pressures PB, in kPa, at each section is to be obtained from
the following formula:
1 2

 2 ρk1 V0 2 E v ln 1( 1α)  
1 /n
kPa, where b1 /d1 5
PB ( α )  
 2 
 1 ρk1 V01.4 1.625 E v0 .7 ln 1( 1α)1 /n  kPa, where b1 /d1 5
PB  ePS
where: e — correction coefficient, see 2.15.3.5 of this Chapter;
PS — extreme value of slamming pressures, calculated in way of each transverse section

when e =1 and the maximum value is taken, in kPa, to be obtained by the
following formula:
1

PS   k1C ps V02  2Ev ln 1  (1   )1/ n 
2

where: d1— d/10 draught, in m, where d is defined as in 1.1.2.4 of Chapter 1;
2-11
b1 — half breadth of the waterline for the transverse section concerned under draught d1, in m;
 — density of seawater, in t/m3, taken as 1.025;
k1 — slamming coefficient, obtained according to Table 2.1.1, the intermediate value may
be obtained from interpolation:
Slamming Coefficient k1 Table 2.1.1
b1/d b1 / d1 1.0 2.0 4.0 6.0 8.0 10.0 12.0 14.0 16.0 18.0
For containerships, passenger ships and

4.0 9.5 20.0 26.0 29.5 32.0 33.0 34.2 35.3 36.2
vehicle carriers
For other types of ships 4.0 9.5 20.0 26.0 28.5 29.6 30.0 29.6 28.8 28.0
d1 — d/10, in m, where d is the draught;
b1 — half breadth of the waterline for the transverse section concerned under draught d1, in
m;
C ps — coefficient, taken as 0.44;
V0 — critical slamming speed, in m/s, obtained from the following formulae:
0.0925 L , for container ship，passenger ship and vehicle carrier

V0 
0.07 L， for other ship
Ev — variance of vertical relative velocities for the hull and wave surface of transverse
section concerned, determined according to 2.1.2 of this Appendix;
 — assurance rate, taken as 0.01;
n— number of impacts, replaced by the mean number of impacts N within tn, obtained
from the following formula:
tn Ev   T 2 V 2 
N  3600 exp  f  0 
2 Er   Er Ev 
where: tn — the calculated navigation time, in h, obtained according to Table 2.2.4;

Er — variance of vertical relative motions for the hull and wave surface of
transverse section concerned, determined according to 2.1.2 of this
Appendix;
Tf — draught of transverse section concerned forward in assessment
condition, in m.
2.1.2 Variance of vertical relative motions for the hull and wave surface of transverse section
concerned Er and variance of vertical relative velocities for the hull and wave surface of transverse
section concerned Ev are obtained from the following formula:
E r  0.25(C pc M r ) 2 / f r
E v  0.25( e C pc M r ) 2 / f v
where: C pc — correction factor of vertical relative motion probability, taken as 1.2;
e — encounter frequency, in rad/s, obtained from the following formula:
2-12
0.4Vc
e   (1  )
g
 — effective wave frequency based on 80% length of the ship, in rad/s, obtained from
2 g

0.8L
V c — considered ship speed, in m/s, obtained from the following formula:
Vc  0.5144V
where: V — defined in 1.1.2.27 of Chapter 1;
M r — vertical relative motions for the hull and wave surface of the considered
section, in m, obtained from the following formula:
 4.5 x  
2
M r  H min 1    x m  
 (Cb  0.2)  L  
 4.5  xa  
2
M r  H min 1    xm  
 (Cb  0.2)  L  
H min — minimum wave head, in m, obtained from the following formula:
0.0545
L  Cb  0.2  exp(0.0044 L)
0.3
H min 
km
x xa — longitudinal position from the considered section to the after perpendicular, in

m;
x m — coefficient, obtained from the following formula, to be taken not less than 0.2;
0.309V
xm  0.45 
gL
km — coefficient, obtained from the following formula:
4.5  0.5  xm 
2
km  1 
(Cb  0.2)
f r 、 f v — coefficient along the length of ship, obtained from the following formula, the
intermediate value may be obtained by linear interpolation:
2-13
Obtained according to Table 2.1.2 for L  200m

f r、f v   Interpolation according to the length of ship for 200m  L  300m
1， for L  300m

Coefficient f r 、 f v Table 2.1.2 (1)
x / L xa / L 0.70 0.75 0.80 0.85 0.90 0.95 1.00

fr 14.20 10.86 7.30 5.03 3.86 3.21 2.90
fv 4.60 4.50 4.08 3.39 3.01 2.70 2.60
Coefficient f r 、 f v Table 2.1.2 (2)
xa / L 0.80 0.85 0.90 0.95

fr 3.15 2.52 2.21 2.08
fv 1.00 1.00 1.00 1.00
2.2 Relative motion direct calculation

2.2.1 In calculation of the extreme value of slamming pressures, variance of vertical relative
motions for the hull and wave surface of transverse section concerned Er and vertical relative
velocities Ev may be determined by direct calculation according to the requirements of this Section,
namely the zero moment of motion response given respectively by spectrum analysis. In this case,
the Er and Ev of each section concerned are given by direct calculation, the slamming pressure PB
is replaced by the actual calculated value of extreme value of slamming pressures PS.
2.2.8 Linear rolling damping may be determined by test or empirical formula, if not applicable,
5% of the critical rolling damping value may be taken.
2.2.82.2.9 Where direct calculation is adopted for relative motion, the slamming coefficient k 1
in 2.1.1 of this Appendix is obtained from the following formula:
k1  exp 1.377  2.419a1  0.873a3  9.624a5 
where: a1, a2, a3 —the coefficient of three-parameter conformal mapping for the transverse section
under draught d1 to unit circle as follows:
Z 0  U (  a1 1
 a 3 3
 a 5 5
)
Z 0 — section coordinate;
 — circle coordinate;
d1
U=
1  a1  a3  a5
U — scale ratio, .
2-14
3 Strength Assessment
3.1 Slamming strength of shell plating

3.1.2 When the relationship of the ultimate capacity Pcp and the extreme value of slamming
pressures PB is satisfied as below, the shell plating is considered to be with sufficient capacity
against slamming:
Pcp
1000 ≥ 0.75
CS PB
Pcp
1000 ≥ 0.75
PB
where: PB — extreme value of slamming pressures, in kPa, see 2.1.1 of this Appendix.
CS— three-dimensional slamming coefficient, obtained from the following formula:
 0.7, for container ship，passenger ship and vehicle carrier

CS  
1， for other ship
3.2 Slamming strength of shell longitudinals

3.2.2 When the relationship of the ultimate capacity pressure Pcl and the extreme value of
slamming pressures PB is satisfied as below, the shell longitudinals are considered to be with
sufficient capacity against slamming:
Pcl
1000 ≥ 0.75
C S PB
Pcl
1000 ≥ 0.75
PB
where: PB — extreme value of slamming pressures, in kPa, see 2.1.1 of this Appendix.
CS— three-dimensional slamming coefficient, same as in 3.1.2.
3.3 Slamming strength of bottom grillage

3.3.3 Loads
According to the principle of slamming, the slamming pressure acts on the floor at the centre
girder, the affected area is a square. The length of a side of this square S1 is obtained from the
following formula:
S1  1.1C b LB  10 3 m
The extreme value of slamming pressure at each station of bow bottom will not occur at the same
time, therefore the extreme value acting at each station is to be calculated respectively and the
maximum pressure of the bottom grillage is obtained. The distribution of slamming pressures on
the floor is to be determined according to the following three situations:
(1) S1 S :
2-15
The slamming pressure only acts on one floor, see Figure 3.3.3(1), the force Q acting on the floor
in per unit length is to be calculated by the following formula:
Q  C D PB S1 kN/m
where: S — spacing of floors, in m;

PB — extreme value of slamming pressures, in kPa, see 2.1.1 of this Appendix;
CD —dynamic slamming coefficient, obtained by the following formula to be taken as 0.8:
0.4, for container ship，passenger ship and vehicle carrier
CD 
1， for other ship
(2) S S1 2 S :
The slamming pressure acts on two floors, see Figure 3.3.3(2), the force Q acting on the floor in
per unit length is to be calculated by the following formula:
Q  0.5C D PB S 1 kN/m
(3) S 1 2 S :
The slamming pressure acts on three floors, the force Qc acting on the intermediate floor in per
unit length is to be calculated by the following formula:
QC  CD PB S kN/m
The force Qs acting on the side floor in per unit length is to be calculated by the following
formula:
QS  0.5CD PB (S1  S ) kN/m
(1) (2)
Figure 3.3.3
2-16
CHAPTER 3 EQUIPMENT AND OUTFITS
Section 1 RUDDERS
(Effective from 1 January 2021)
3.1.1.3 Materials
(1) Welded parts of rudders are to be made of materials complying with relevant requirements for
hull structural steel in CCS Rules for Materials and Welding.
(2) Material factor k for normal and high tensile steel plating may be taken into account when
specified in each individual rule requirement. The material factor k is to be taken as defined in
Section 3, Chapter 1 of this PART, unless otherwise specified.
(3) Steel grade of plating materials for rudders and rudder horns are to be in accordance with
Section 3, Chapter 1 of this PART.
(4) Rudder stocks, pintles, coupling bolts, keys and cast parts of rudders are to be made of rolled,
forged or cast carbon manganese steel in accordance with CCS Rules for Materials and Welding.
(5) For rudder stocks, pintles, keys and bolts the minimum yield stress is not to be less than 200
N/mm2. The requirements of this Section are based on a material's yield stress of 235 N/mm2. If
material is used having a yield stress differing from 235 N/mm2 the material factor K is to be
determined as follows:
e
 235 
K  
 ReH 
where: e = 0.75 for ReH > 235 N/mm2;
e = 1.00 for ReH ≤ 235 N/mm2;
ReH —specified minimum yield stress (N/mm2) of material used, and is not to be taken greater
than 0.7Rm or 450 N/mm2, whichever is the smaller value;
Rm — tensile strength (N/mm2) of material used.
3.1.1.4 Welding and design details
(1) Slot-welding is to be limited as far as possible. Slot welding is not to be used in areas with
large in-plane stresses transversely to the slots or in way of cut-out areas of semi-spade rudders.
When slot welding is applied, the length of slots is to be minimum 75 mm with breadth of 2t,
where t is the rudder plate thickness, in mm. The distance between ends of slots is not to be more
than 125 mm. The slots are to be fillet welded around the edges and filled with a suitable
compound, e.g. epoxy putty. Slots are not to be filled with weld.
Continuous slot welds are to be used in lieu of slot welds. When continuous slot welding is
applied, the root gap is to be between 6-10 mm. The bevel angle is to be at least 15°.
(2) In way of the rudder horn recess of semi-spade rudders, the radii in the rudder plating except in
way of solid part in cast steel are not to be less than 5 times the plate thickness, but in no case less
than 100 mm. Welding in side plate is to be avoided in or at the end of the radii. Edges of side
plate and weld adjacent to radii are to be ground smooth.
(3) Welds between plates and heavy pieces (solid parts in forged or cast steel or very thick plating)
are to be made as full penetration welds. In way of highly stressed areas e.g. cut-out of semi-spade
rudder and upper part of spade rudder, cast or welding on ribs is to be arranged. Two sided full
penetration welding is normally to be arranged. Where back welding is impossible welding is to
2-17
be performed against ceramic backing bars or equivalent. Steel backing bars may be used and are
to be continuously welded on one side to the heavy piece.
(4) Requirements for welding and design details of rudder trunks are described in 3.1.9.2 of this
Section.
(5) Requirements for welding and design details when the rudder stock is connected to the rudder
by horizontal flange coupling are described in 3.1.6.1(4) of this Section.
(6) Requirements for welding and design details of rudder horns are described in 3.1.9.1(3).
Factor K2 Table 3.1.2.1

K2
Profile Type
Ahead condition Astern condition
NACA-00
1.1 0.80
series Göttingen
Flat side 1.1 0.90
Hollow 1.35 0.90
to be specially
High lift rudders 1.7 considered; if not
known: 1.30
Fish tail 1.4 0.8
Single plate 1.0 1.0
Mixed profiles
1.21 0.9
（e.g. HSVA）
3.1.2.2 Rudder blades with cut-outs (semi-spade rudders)

The total rudder force CR is to be calculated according to 3.1.2.1(1) of this Section. The pressure
distribution over the rudder area, upon which the determination of rudder torque and rudder blade
strength is to be based, is to be derived as follows:
The rudder area may be divided into two rectangular or trapezoidal parts with areas A1 and A2, so
that A = A1 + A2 (see Figure 3.1.2.2).
Figure 3.1.2.2 Areas A1 and A2
2-18
Figure 3.1.2.2 Areas A1 and A2
The levers r1 and r2 are to be determined as follows:

r1= c1 (α-k1), m;
r2= c2 (α-k2), m;
where: c1, c2 — mean breadth of partial areas A1, A2 determined, where applicable, in accordance
with Figure 3.1.2.1;
k1  A1f ;
A1
A2f
k2  ;
A2
A1a —portion of A1 situated aft of the centre line of the rudder stock, in m2;
A1f — portion of A1 situated ahead of the centre line of the rudder stock, in m2;
A2a —portion of A2 situated aft of the centre line of the rudder stock, in m2;
A2f — portion of A2 situated ahead of the centre line of the rudder stock, in m2;
α = 0.33 for ahead condition;
α = 0.66 for astern condition;
For parts of a rudder behind a fixed structure such as the rudder horn:
α = 0.25 for ahead condition;
α = 0.55 for astern condition;
3.1.4.3 Before significant reductions in rudder stock diameter due to the application of steels
with specified minimum yield stresses exceeding 235 N/mm2 are granted, CCS may require the
evaluation of the rudder stock deformations. Large deformations of the rudder stock are to be
avoided in order to avoid excessive edge pressures in way of bearings.
2-19
Figure 3.1.5.3 Cross-section of the connection between rudder blade structure and rudder
stock housing
Figure 3.1.5.3 Cross-section of the connection between rudder blade structure and rudder
stock housing, example with opening in only one side shown
3.1.6.3 Cone couplings with key

(1) Tapering and coupling length
Cone couplings without hydraulic arrangements for mounting and dismounting the coupling are to
have a taper c on diameter of 1:8 − 1:12.
where: c = (d0-du) / l c  (d 0  d u ) / l c , see Figure 3.1.6.3(a) and Figure 3.1.6.3(c).
2-20
The diameters d0 and du are shown in Figure 3.1.6.3(a) and the cone length, lc , is defined in
Figure 3.1.6.3(c).
The cone coupling is to be secured by a slugging nut. The nut is to be secured, e.g. by a securing
plate as shown in Figure 3.1.6.3(a).
The cone shapes are to fit exactly. The coupling length l is to be, in general, not less than 1.5d0.
Figure 3.1.6.3(a) Cone coupling with key
Figure 3.1.6.3(b) Gudgeon outer diameter d a
2-21
Figure 3.1.6.3(c) Cone length and coupling length
(2) Dimensions of key

For couplings between stock and rudder a key is to be provided, the shear area as of which, in cm2,
is not to be less than:
17 .55Q F cm2
as 
d k ReH 1
where:
QF — design yield moment of rudder stock, in N·m;
QF = 0.02664dt3/K N·m
Where the actual diameter dta is greater than the calculated diameter dt, the diameter dta is to be
used. However, dta applied to the above formula need not be taken greater than 1.145 dt.
dt — stock diameter, in mm, according to 3.1.4.1 of this Section;
K — material factor for stock as given in 3.1.1.3(5) of this Section;
dk — mean diameter of the conical part of the rudder stock, in mm, at the key;
ReH1 — specified minimum yield stress of the key material, in N/mm2.
The effective surface area ak, in cm2, of the key (without rounded edges) between key and rudder
stock or cone coupling is not to be less than:
5QF
ak 
d k ReH 2
where: ReH2 —specified minimum yield stress of the key, stock or coupling material, in N/mm2.
(3) The dimensions of the slugging nut are to be as follows (see Figure 3.1.6.3(1 a)):
external thread diameter: dg ≥ 0.65 do,
height: hn ≥ 0.6 dg,
outer diameter: dn ≥ 1.2 du or 1.5 dg, whichever is the greater.
(4) It is to be proved that 50% of the design yield moment is solely transmitted by friction in the
cone couplings. This can be done by calculating the required push-up pressure and push-up length
according to 3.1.6.4(2) and 3.1.6.4(3) for a torsional moment Q'F = 0.5QF.
(5) Notwithstanding the requirements of 3.1.6.3(2) and 3.1.6.3(4), where a key is fitted to the
coupling between stock and rudder and it is considered that the entire rudder torque is transmitted
by the key at the couplings, the scantlings of the key as well as the push-up force and push-up
length are to be subject to special consideration.
2-22
3.1.6.4 Cone couplings with special arrangements for mounting and dismounting the couplings
(1) Where the stock diameter exceeds 200 mm, the press fit is recommended to be effected by a
hydraulic pressure connection. In such cases the cone is to be more slender, c ≈1:12 to ≈1:20.
In case of hydraulic pressure connections the nut is to be effectively secured against the rudder
stock or the pintle.
For the safe transmission of the torsional moment by the coupling between rudder stock and
rudder body the push-up pressure and the push-up length are to be determined according to
3.1.6.4(2) and 3.1.6.4(3) respectively.
Figure 3.1.6.4 Cone couplings without key with special arrangements for mounting and
dismounting the couplings
(2) Push-up pressure

The push-up pressure is not to be less than the greater of the two following values:
2Q F 10 3 N/mm2
p req1  2
d m l 0
6 M b 10 3 N/mm2
p req 2 
l 2d m
where: QF — design yield moment of rudder stock, as defined in 3.6.3.2 3.1.6.3(2) of this
Section, in N·m;
dm — mean cone diameter, in mm, see Figure 3.1.6.3(a);
l — cone coupling length, in mm;
µ0 — frictional coefficient, equal to 0.15;
Mb — bending moment in the cone coupling (e.g. in case of spade rudders), in N·m.
It has to be proved by the designer that the push-up pressure does not exceed the permissible
2-23
surface pressure in the cone. The permissible surface pressure, in N/mm², is to be determined by
0.95ReH (1   2 )
p perm   pb N/mm2 N/mm2
3 4
3.5M b 103
where: pb  N/mm 2 ;
d ml 2
ReH — specified minimum yield stress of the material of the gudgeon, in N/mm2;
dm
 ;
da
dm — diameter, in mm, see Figure 3.1.6.3(a);
da — outer diameter of the gudgeon to be not less than 1.25 d0, in mm, see Figure 3.1.6.3
(a) and 3.1.6.3(b). (The least diameter is to be considered).
3.1.7 Pintles
3.1.7.1 Scantlings
The pintle diameter dp, is not to be less than:
d p  0.35 Bk p
mm
where: B — relevant bearing force, in N;
kp — material factor for pintle as given in 1.1.3.5 3.1.1.3(5) of this Section.
3.1.7.2 Couplings
(1) Tapering
Pintles are to have a conical attachment to the gudgeons with a taper on diameter not greater than:
1:8 to 1:12 for keyed and other manually assembled pintles applying locking by slugging nut,
1:12 to 1:20 on diameter for pintles mounted with oil injection and hydraulic nut.
(2) Push-up pressure for pintle
The required push-up pressure for pintle preq, in N/mm², is to be determined by the following
formula:
B1d 0
preq 0.4 N/mm2
d m2 l
where: B1 — Supporting force in the pintle, in N;
d0 — Pintle diameter, in mm, see Figure 3.1.6.3(a).
The push up length is to be calculated similarly as in 3.1.6.4(3) of this Section, using required
push-up pressure and properties for the pintle.
3.1.8 Rudder stock bearing, rudder shaft bearing and pintle bearing
3.1.8.1 Liners and bushes
(1) Rudder stock bearing
Liners and bushes are to be fitted in way of bearings. The minimum thickness of liners and bushes
tmin is to be equal to:
• tmin = 8 mm for metallic materials and synthetic material;
• tmin = 22 mm for lignum material.
2-24
(2) Pintle bearing
The thickness of any liner or bush t, in mm, is not to be less than the minimum thickness defined
in 3.1.8.1(1) and the following value:
t0.01 P
t  0.01 B
where: P B— relevant bearing force, in N.
3.1.8.2 Minimum bearing surface
An adequate lubrication is to be provided.
The bearing surface Ab (defined as the projected area: length × outer diameter of liner) is not to be
less than:
P
Ab  mm2
qa
where: P — reaction force, in N, in bearing as determined in 3.1.3.2 of this Section;
qa — allowable surface pressure according to Table 3.1.8.2.
The maximum allowable surface pressure qa for the various combinations is to be taken as
reported in the table below. Higher values than given in Table 3.1.8.2 may be taken in accordance
with makers’ specifications if they are verified by tests:
Maximum Allowable surface pressure qa Table 3.1.8.2

Bearing Bush material qa (N/mm )2
Lignum vitae 2.5

White metal, oil lubricated 4.5
Synthetic material with hardness greater than between 60 and 70
5.5
②
Shore D
①
Steel and bronze and hot-pressed bronze-graphite materials 7.0

③
Notes:
① Indentation hardness test at 23 ℃ and with 50% moisture, are to be carried out according to a recognized
standard. Synthetic bearing materials are to be of an approved type.
② Surface pressures exceeding 5.5 N/mm2 may be accepted in accordance with bearing manufacturer's
specification and tests, but in no case more than 10 N/mm2.
③ Stainless and wear-resistant steel in an approved combination with stock liner.
3.1.8.3 Bearing dimensions

The length/diameter ratio of the bearing surface is not to be greater than 1.2.
The bearing length Lp of the pintle is to be such that DP≤ LP ≤ 1.2 DP
where: Dp — Actual pintle diameter of pintle and rudder stock measured on the outside of liners,
in mm.
3.1.9 Strength of rudder horns and rudder trunk

3.1.9.1 Rudder horns
Rudder horns supporting semi-spade type rudders may be cast or fabricated, and their horizontal
sectional shape may be referred to the section of propeller posts. When the connection between the
rudder horn and the hull structure is designed as a curved transition into the hull plating, special
consideration is to be given to the effectiveness of the rudder horn plate in bending and to the
stresses in the transverse web plates. The radius at the shell connection is not to be less than 0.8L
+ 150 mm, L being the length of ship, in m.
2-25
The bending moments and shear forces are to be determined by a direct calculation or in line with
the guidelines given in 2.4 and 2.5 of Appendix 1 for semi spade rudder with one elastic support
and semi spade rudder with 2-conjugate elastic support respectively.
The section modulus around the horizontal x-axis W is not to be less than:
W= MbK / 67 cm3
where: Mb — bending moment at the section considered, in N·m.
The shear stress  is not to be larger than:
 48/K
N/mm2
where: K — material factor as given in 3.1.1.3(2) or 3.1.1.3(5) of this Section.
(1) Equivalent stress
At no section within the height of the rudder horn is the equivalent stress to exceed 120/K N/mm2.
The equivalent stress σv is to be calculated by the following formula:
 v   b2  3  2  T2  N/mm2
where: σb=Mb / Zx, in N/mm2;

Zx — section modulus of rudder horn at the section considered, in cm3;
 B1/ Ah , in N/mm2;
B1 — supporting force in the pintle bearing, in N;

Ah — effective shear area of rudder horn in y-direction, in mm2;
 T  M T 10 3 /2 AT t h , in N/mm2;
MT — torsional moment, in N·m;

AT — area in the horizontal section enclosed by the rudder horn, in mm2;
th — plate thickness of rudder horn, in mm;
K — material factor as given in 3.1.1.3(2) or 3.1.1.3(5) of this Section.
(2) Rudder horn plating
The thickness of the rudder horn side plating t is not to be less than:
t2.4 LK mm
where: L — length of the ship, in m;
K — material factor as given in 3.1.1.3(2) of this Sectionmaterial factor, as given in
3.1.1.3(2) or 3.1.1.3(5) of this Section respectively.
(3) Welding and connection to hull structure
The rudder horn plating is to be effectively connected to the aft ship structure, e.g. by connecting
the plating to side shell and transverse/ longitudinal girders, in order to achieve a proper
transmission of forces, see Figure 3.1.9.1.
If the connection of rudder horn and hull structure is so designed that the rudder horn is transited
to hull plating in the curved way, particular attention is to be made to the effectiveness of the
bending of rudder horn and the stress of transverse webs.
Brackets or stringer are to be fitted internally in horn, in line with outside shell plate, as shown in
Figure 3.1.9.1.
2-26
Figure 3.1.9.1 Connection of rudder horn to aft ship structure
Transverse webs of the rudder horn are to be led into the hull up to the next platform deck in a
sufficient number.
Strengthened plate floors are to be fitted in line with the transverse webs in order to achieve a
sufficient connection with the hull.
The centre line bulkhead (wash-bulkhead) in the after peak is to be connected to the rudder horn.
Scallops are to be avoided in way of the connection between transverse webs and shell plating.
The weld at the connection between the rudder horn plating and the side shell is to be full
penetration. The welding radius is to be as large as practicable and may be obtained by grinding.
3.1.9.2 Rudder trunk

The requirements in this paragraph apply to trunk configurations which are extended below stern
frame and arranged in such a way that the trunk is stressed by forces due to rudder action.
(1) Materials, welding and connection to hull
This requirement applies to both trunk configurations (extending or not below stern frame).
The steel used for the rudder trunk is to be of weldable quality, with a carbon content not
exceeding 0.23% on ladle analysis or a carbon equivalent CEQ not exceeding 0.41%.
Plating materials for rudder trunks are in general not to be of lower grades than corresponding to
class II as defined in Section 3, Chapter 1 of this PART.
The weld at the connection between the rudder trunk and the shell or the bottom of the skeg is to
be full penetration.
The fillet shoulder radius r, in mm (see Figure 3.1.9.2) is to be as large as practicable and to
comply with the following formulae:
r  0.1dc , without being less than:
r =60 mm when σ ≥ 40/ K N/mm2

r =0.1dc, and not less than 30 mm when σ <40/ K N/mm2
where: dc — rudder stock diameter axis as defined in 3.1.4.2;
σ — bending stress in the rudder trunk, in N/mm2;
K — material factor as given in 3.1.1.3(2) or 3.1.1.3(5) of this Section.
The radius may be obtained by grinding. If disk grinding is carried out, score marks are to be
avoided in the direction of the weld. The radius is to be checked with a template for accuracy.
Four profiles at least are to be checked. A report is to be submitted to the Surveyor.
Rudder trunks comprising of materials other than steel are to be specially considered by CCS.
2-27
Figure 3.1.9.2
(2) Scantlings
Where the rudder stock is arranged in a trunk in such a way that the trunk is stressed by forces due
to rudder action, t The scantlings of the trunk are to be such that: the equivalent stress due to
bending and shear does not exceed 0.35 ReH.
The bending stress on welded rudder trunk σ is to be in compliance with the following formula:
σ ≤ 80/ K N/mm2
where: σ — bending stress in the rudder trunk, as defined in 3.1.9.2(1);
K — material factor for the rudder trunk as given in 3.1.1.3(2) or 3.1.1.3(5) of this
Section, not to be taken as less than 0.7;
ReH —specified minimum yield stress, in N/mm2, of the material used.
For calculation of bending stress, the span to be considered is the distance between the mid-height
of the lower rudder stock bearing and the point where the trunk is clamped into the shell or the
bottom of the skeg.
Appendix 1 GUIDELINES FOR CALCULATION OF BENDING MOMENT AND

SHEAR FORCE DISTRIBUTION
2.4 Semi spade rudder with one elastic support

Data for the analysis
l10 − l50 = lengths of the individual girders of the system, in m;
I10 – I50 = moments of inertia of these girders, in cm4.

Z — spring constant of support in the rudder horn:
Z 1/( f b  f t ) kN/m, for the support in the rudder horn (see Figure 2.4.1);
fb — unit displacement of rudder horn, in m, due to a unit force of 1 kN acting in the centre of
support:
1.3d 3 1.3h3
fb  fb  m/kN (guidance value);
6.18I n 6.18I n
2-28
In — moment of inertia of horizontal section of rudder horn around the x-axis, in cm4 (see also
Figure 2.4.1);
ft — unit displacement due to torsion, in m/kN;
de 2 u i /ti m/kN
ft 
3 .1410 8 FT2
he 2  u i / ti
ft  m/kN
3.14  10 8 FT2
2.5 Semi spade rudder with 2-conjugate elastic support
Figure 2.5.2
Figure 2.5.2
2-29
Section 2 ICE STRENGTHENING FOR CLASSES B1*, B1, B2 AND B3
4.2.4.3 Shell plating

(2) Plate thickness in the ice belt
For transverse framing the thickness t of the shell plating is not to be less than that obtained from
t = 667s f1 p PL + t mm
c
ReH
For longitudinal framing the thickness t of the shell plating is not to be less than that obtained
t = 667s p + tc mm
f 2 ReH
where: pPL= 0.75p, p—see 4.2.4.2(2) of this Section;
4.2
2
f1 = 1.3−  h  , maximum 1.0, where h is design ice thickness as given in Table
  1.8 
 s 
4.2.4.2(1);
0.4s h
f2 = 0.6+ , when ≤1;
h s
0.4s h h
f 2  1.4  , when 1   1.8 1   1.8 ;
h s s
s — frame spacing, in m;
tc — increment for abrasion and corrosion, in mm; normally tc is to be 2 mm; if a special
surface coating, by experience shown capable to withstand the abrasion of ice, is
applied and maintained, lower values may be approved.
ReH — yield stress of the material, in N/mm2. ReH = 235 N/mm2 for mild steel; ReH = 315
N/mm2 or higher for higher tensile steel. If steels with different yield stress are used,
the actual values may be substituted for the above ones if accepted by CCS.
2-30
CHAPTER 5 DOUBLE HULL OIL TANKERS
5.2.5 Side shell plating

5.2.5.1 Where longitudinal side framing is adopted, the thickness t of side shell plating within
0.4L amidships is to comply with the following requirements:
(3) The thickness t of side shell plating above 3
D and below 1 D from the baseline is not to be
4 4
less than that obtained from the following formulae:

t1 = s [t11 + (t12 − t11)h] mm
t2 = s [t21 + (t22 − t21)h] mm
t1 , z  0 .25 D
where: t11 =
s z  0 .25 D
t1 , z  0 .75 D
t12 =
s z  0 .75 D
t 2 , z  0 . 25 D
t21 =
s z  0 . 25 D
t 2 , z  0 . 75 D
t22 =
s z  0 . 75 D
h = z  0 .25 D
0 .5 D
sz = 0.25D — spacing of longitudinals, in m, at 0.25D, not to be less than the standard

spacing of longitudinals;
sz = 0.75D — spacing of longitudinals, in m, at 0.75D, not to be less than the standard
spacing of longitudinals;
t1, z = 0.25D — thickness t1 of plating, in mm, at 0.25D;
t1,z = 0.75D — thickness t1 of plating, in mm, at 0.75D;
s — spacing of longitudinals at the point under consideration, in m, not to be less
than the standard spacing of longitudinals;
D — moulded depth, in m;
z — distance between the point under consideration and baseline.
Section 12 SPECIAL REQUIREMENTS

5.12.1.4 For cargo tanks to be partially loaded, strength evaluation under the action of sloshing
load is to be carried out for tank structure according to CCS Guidelines for Assessment of
2-31
Sloshing Loads and Structural Scantling of Tanks. The calculation results are to be submitted to
CCS.
5.12.2 Structure details
5.12.2.5 The web depth of stiffeners of primary members is not to be less than 75 mm. Where
stiffeners are to be provided both parallel and vertical to the face plate, the scantlings of horizontal
stiffeners parallel to the face plate are not to be less than those of stiffeners vertical to the face
platevertical ones. The section moment of inertia of stiffeners is to comply with the following
requirements respectively:
(1) The section moment of inertia I of stiffeners vertical to the face plate of primary
membersvertical stiffeners is not to be less than that obtained from the following formula:
2.4
h
I  0.175   st 3 cm4
s
where: h — spacing of horizontal stiffeners for main structural member, or depth of web without
stiffeners, in m;
s — spacing of stiffeners, in m;
t — thickness of web, in mm.
In calculation, 1 is to be taken for h/s < 1 and 3.3 for h/s > 3.3.
(2) The section moment of inertia I of stiffeners parallel to the face plate of primary
membershorizontal stiffeners is not to be less than that obtained from the following formula:
For longitudinal stiffenersdeck, side and bottom stringers:
I = 2.85l2A cm4
I  1.62l 2 A cm4
For other stiffenersprimary members:

I = 2l2A cm4
I  0.82l 2 A cm4
where: l — spacing of stiffeners, in m;

A — sectional area of stiffeners with attached plates, in cm².
2-32
CHAPTER 7 CONTAINER SHIPS
7.1.5 Direct strength calculation and fatigue strength assessment for hull structure
7.1.5.1 For ships of 150 m or over in length or of the width of hatch openings in the strength
deck greater than 0.85B (B being the breadth of ship), direct FE strength calculation for cargo
holds is to be carried out according to the requirements of Appendix 2 of this Chapter.
For container ships of 150 m or over in length, the fatigue strength check is to be carried out for
the following structural members in the cargo area in accordance with CCS Guidelines for Fatigue
Strength of Ship Structure:
(1) connections of longitudinals (bottom, side, deck and inner shell) to transverse web frames;
(2) connections of longitudinals (bottom, side, deck and inner shell) to transverse bulkheads;
(3) connections of inner shell to inner bottoms.
7.1.5.2 For container ships complying with one of the following conditions, direct FE strength
calculation and fatigue strength assessment for the whole ship isare to be carried out according to
the requirements of Appendix 2 of this Chapter:
(1) 250 m or over in length;
(2) where the breadth of ship is greater than 32.36 m;
(3) where the width of hatch openings in the strength deck greater than 0.85B (B being the breadth
of ship);
(4) where the structural arrangement is of non-conventional type.
7.1.5.3 For container ships of 150 m or over in length, the fatigue strength check is to be carried
out for the following structural members in the cargo area in accordance with CCS Guidelines for
Fatigue Strength of Ship Structure:
(1) connections of longitudinals (bottom, side, deck and inner shell) to transverse web frames;
(2) connections of longitudinals (bottom, side, deck and inner shell) to transverse bulkheads;
(3) connections of inner shell to inner bottoms.
7.2.6.3 Whipping
Hull girder ultimate strength assessment is to take into consideration the whipping contribution to
the vertical bending moment. For detailed methods, see CCS Guidelines for Direct Calculation
Assessment of Hull Structure Including Springing and Whipping.
Appendix 2 DIRECT STRENGTH CALCULATION OF CONTAINER SHIPS
2 DIRECT CALCULATIONS OF STRENGTH OF PRIMARY STRUCTURES

OF CARGO AREA
2.4 Loading conditions
The figure of loading condition 9 in Figure 2.4.1 is amended as follows:
2-33
2.7 Fine mesh analysis
2.7.9 The stress criteria and check method for fine mesh analysis are shown in Table 2.7.9.
Maximum permissible membrane stress of fine mesh analysis Table 2.7.9
Yield utilization factor

Element stress
（applicable to all conditions）
Element not adjacent to welds y  1.7
Element adjacent to welds y  1.5
where: (1)  y — yield utilization factor;
K e e
 y  for plate element.
235  e 
3 Direct Calculation of Global Strength of Ship

3.2.1 Still water condition
3.2.1.1 The still water condition is to be selected according to the loading manual, and generally
the full load condition where maximum still water bending moment occurs and partially load
normal ballast condition where maximum GM occurs (if any) are to be taken.
2-34
3.2.1.3 Consideration is also to be taken if more severe non-homogeneous loading conditions
exist in the loading manual.
3.2.3 Loading conditions

3.2.3.1 Each calculation condition is based on different combination of still water condition and
wave load condition. Generally, the global strength analysis of container ships is to be checked in
accordance with the loading conditions in Table 3.2.3.1. For two-island container ship, the
considered condition of the maximum torque at fore and aft ends of the fore island is also to be
checked.
Loading Conditions Table 3.2.3.1

Wave No. 1 No.2
No.6
condit maximum maximum No.5 No.7
No.3 No.4 maximum
ion vertical horizontal maximum maximum
maximum maximum vertical
Still water wave wave torque rolling
torque L/2 torque L/4 bow
condition bending bending 3L/4 angle
acceleration
moment moment
Full load LC6 LC7
LC1 LC2 LC3 LC4 LC5
condition
Loading conditions Non-homogeneous

homogeneous
Normal ballast loading
full load
Dominant load parameters （if any）
Maximum vertical wave bending Applicable Applicable Applicable

moment
Maximum horizontal wave Applicable Applicable Applicable
bending moment
Maximum torque in way of L/2 Applicable Applicable Applicable
Maximum torque in way of L/4 Applicable Applicable Applicable
Maximum torque in way of 3L/4 Applicable Applicable Applicable
Maximum vertical bow Applicable Applicable Applicable
acceleration
Maximum rolling angle - Applicable -
3.3 Finite element model for whole ship

3.3.1 Extent of finite element model
3.3.1.1 The ship’s global three-dimensional finite element model covers all longitudinal stressed
members in main hull within ship’s complete length and full breadth, such as deck structure, side
and longitudinal bulkhead structure and double bottom structure. The model covers also primary
transverse structures such as transverse bulkhead, transverse web frame, transverse deck strip, etc.
Local supporting members such as brackets may be omitted in the model. Requirements for
Oopenings of web plates of primary structural members are defined in Section 5, Chapter 1 of this
PART and openings in girders and brackets are may be omitted. A global structural FE model of a
typical container ship is shown in Figure 3.3.1.1.
2-35
Figure 3.3.1.1 Global Structural FE Model of a Typical Container Ship
3.3.5 Fine mesh analysis

3.3.5.1 Fine mesh analysis is to be carried out if the result of whole ship FE calculation of
stresses in the following areas exceeds 90% of the permissible stress specified in 3.4.1 of this
Appendix:
(1) in way of the steps of transverse web frames in cargo hold area;
(2) connection of double bottom girder and transverse bulkhead;
(3) face plate of horizontal girders and large bracket toe in way of the supporting transverse
bulkhead;
(4) in way of the bracket toe of longitudinal hatch coaming;
(5) in way of hatch corners of hatch coamings top plates and deck plates;
(6) openings on inner shell, hatch coaming, deck and vertical girder and horizontal girder of
transverse bulkheads.
3.3.5.2 Fine mesh analysis is to comply with the requirements of 2.7 of this Appendix.
3.4 Yield strength evaluation for global finite element structure of ship
3.4.1 The allowable stress of plates including girder web is as follows:
 e   0.9  235/ K e   220 K N/mm2
where: K — material factor.

3.4.2 The allowable stress of beam elementThe beam element is taken as the axial stress and its
allowable stress is as follows:
 e   0.9  235 / K    220 K N/mm2
2-36
where: K — material factor.
3.4.3 The stress criteria and checking method for fine mesh analysis are defined in 2.7.9 of this
Appendix and e  is to be calculated according to 3.4.1.
3.5 Buckling strength evaluation for global finite element structure of ship
4 Fatigue Strength Evaluation for Deck Hatch Corners
4.1 General requirements

4.1.1 This Section provides methods based on fine mesh model to evaluate fatigue strength of
the local structure of deck hatch corners (smooth and free edges) of container ships under bending
and torsional loads (hereinafter referred to as evaluation of fatigue strength of hatch corners).
Those not covered in this Section are to be in accordance with the relevant requirements of CCS
Guidelines for Fatigue Strength of Ship Structure.
4.1.1 This Section provides methods to evaluate fatigue strength of key positions of container
ships under bending and torsional loads.
4.1.2 The wave load calculation for evaluation of fatigue strength of hatch corners is to be based
on the equivalent design wave method used for structural analysis of the whole ship, as shown in
Section 5 of Chapter 1.
4.1.3 Fatigue damage calculation principles are based on Palmgren-Miner linear cumulative
damage mode, S-N curves and environmental data of long-term sea state prediction for service
areas (see the relevant chapters in CCS Guidelines for Fatigue Strength of Ship Structure), and on
the approval by the Surveyor of construction quality in the shipyard.
4.1.3 Fatigue damage calculation is based on Palmgren-Miner linear cumulative damage
principle, taking into account S-N curves and sea state parameters etc.
4.1.4 The method given in this Section for evaluation of fatigue strength of hatch corners
employs an allowable stress range, or alternatively, the method for evaluation of fatigue life
(spectrum analysis method) may be used.
4.1.4 In addition to the evaluation method given in this Section, the fatigue evaluation may also
be carried out in accordance with relevant requirements of CCS Guidelines for Spectrum-based
Fatigue Assessment of Hull Structure.
4.1.5 For fine mesh model, the positions under evaluation are to include hatch corners at the fore
(aft) end of the engine room, deck hatch corners at the end of No.1 cargo hold towards the fore
end of the ship and upper deck hatch corners within an area including hatch coaming amidships.
4.1.5 Hull structures in way of key positions are to be screened based on the result of coarse
mesh calculation to determine the fatigue evaluation spots. The evaluation spots are at least to
include end bracket toes of longitudinal hatch coaming, hatch corners at the fore (aft) end of
engine room, hatch corners at the end of No.1 cargo hold towards the fore end of the ship and a
cargo hold hatch corner amidships.
4.2 Loads
4.2.1 The loads used to evaluate fatigue strength of hatch corners consists of forced
displacements of model boundary nodes and local loads, and the forced displacements of the
boundary are to be obtained from the corresponding conditions for global analysis of the ship.
2-37
4.2.1 The loads for fatigue evaluation are to be obtained from the corresponding loading
conditions for global analysis of the ship.
4.2.2 In the case that fatigue strength is checked in accordance with the allowable stress method,
tThe loading condition is to be taken as the full load condition in loading manual where maximum
still water bending moment occurs.
4.2.3 Loading conditions
4.2.3.3 The range of dynamic stresses at the edge of hatch corners is to be based on the
calculation results of each loading condition specified in 4.2.3.1 of this Appendix and combined as
follows:
 12   LC1   LC 2
 34   LC 3   LC 4
 56   LC 5   LC 6
 78   LC 7   LC 8
 910   LC 9   LC10
where:  ij — range of tangential dynamic stresses at corner edge under the combined load cases i
and j, taken as the range of tangential stresses at the free edge if the evaluation spot
is the free edge of corners or openings, in N/mm2;
 LCi — value of tangential stress at corner edge in load case i, taken as the value of
tangential stresses at the free edge if the evaluation spot is the free edge of corners
or openings, in N/mm2.
4.3 Structural modeling for hatch corners

4.3.1.2 For the fatigue analysis of hatch corners, the three-dimensional fine mesh model of the
local structure of deck hatch corners may be separated for an individual analysis, applying the
displacement results obtained from global three-dimensional coarse mesh finite element analysis
to the corresponding boundary nodes as boundary conditions for forced displacements.
Alternatively, the fine mesh model may be inserted directly into the global model for analysis. The
boundary of fine mesh model is as far as practicable to be taken on the structure of primary
supporting and web frames, provided that the following model extent is observed.
4.3.6 Boundary conditions
4.3.6.2 Where an independent sub-model is used for analysis, the nodal displacements in way of
the boundary of a hatch corner fine coarse mesh model, which are obtained from calculations of
the above-mentioned loading conditions for the global model, are to be transmitted to
corresponding nodes of the fine mesh model as forced displacement boundary conditions of the
fine mesh model.
4.4 Fatigue strength evaluation

4.4.1 Assuming that the long-term distribution of the stress ranges of hull structures is a
two-parameter Weibull distribution, the shape parameter  of Weibull distribution is to be
2-38
calculated as follows:
  1.45  0.036 f L
where: L— length of ship, in m;

f  1  0.08 z d1 for z  d 1 ;
f = 0.92+0.08(z − d1)/(D − d1) for z  d 1 ;
f = 0.92 for the calculated point on transverse bulkhead;
d1— draught in the considered condition, in m;
z— vertical distance from calculation point to baseline, in m.
4.4.2 The curve C from the S-N curve is to be selected for check the fatigue strength in way of
smooth and free edge of deck hatch corners of container ships.
4.4.3 The fatigue strength of deck hatch corners of container ships is to meet the following
requirement:
  f t S L 
where: f t  0.9 ;
 — dynamic stress range under design conditions, in N/mm2, to be taken according to

4.2.3.3 of this Appendix;
S L  — allowable stress range, in N/mm2, see Table 4.4.3.
2-39
Allowable Stress Range S L  Corresponding to Curve C, in N/mm2 Table 4.4.3
 S L   S L   S L 
0.60 1055.68 0.81 611.6 1.02 421.42
0.61 1022.78 0.82 598.95 1.03 415.23
0.62 991.59 0.83 586.78 1.04 409.21
0.63 961.97 0.84 575.06 1.05 403.37
0.64 933.83 0.85 563.78 1.06 397.7
0.65 907.08 0.86 552.9 1.07 392.18
0.66 881.62 0.87 542.42 1.08 386.82
0.67 857.38 0.88 532.31 1.09 381.61
0.68 834.27 0.89 522.55 1.1 376.54
0.69 812.24 0.9 513.13 1.11 371.61
0.7 791.2 0.91 504.03 1.12 366.81
0.71 771.11 0.92 495.23 1.13 362.14
0.72 751.91 0.93 486.73 1.14 357.59
0.73 733.54 0.94 478.51 1.15 353.16
0.74 715.97 0.95 470.55 1.16 348.84
0.75 699.13 0.96 462.85 1.17 344.63
0.76 683 0.97 455.39 1.18 340.53
0.77 667.53 0.98 448.17 1.19 336.53
0.78 652.69 0.99 441.17 1.20 332.63
0.79 638.44 1.00 434.39
0.80 624.76 1.01 427.8
4.4.2 Design S-N curves are to be selected as follows:
For welding type joint, D curves are selected for fatigue strength evaluation;
For free edge of base metal, C curves are selected for fatigue strength evaluation.
4.4.3 Cumulative damage DT is to be calculated as follows:
N D SD m  m
DT   1  
K  ln N L  m /
 
where: ND — total cycles of loads within 20 years’ service life of ships, normally taken as
0.65×108;
NL — cycles of load spectrum response circle, taken as 108;
α — in-service coefficient of ship, taken as 0.85;
K — S-N curve parameter, see Table 4.4.3(1) of this Appendix;
SD — design stress ranges, in N/mm2, calculated as follows:

SD  max fc  f mean  ft   ij 
 ij — design stress ranges of the combined load cases i and j, see 4.2.3.3 of
this Appendix;
fc — corrosion correction factor, taken as 1.07;
fmean — average stress correction factor, selected as follows:
for welding type joint:
 min 1.0, 0.85  0.3 mean /  ij  ,  mean  0


f mean 
max 0.7, 0.85  0.3 mean /  ij  ,  mean  0
2-40
for free edge of base metal
 min  1.0 , 0.8  0.4 mean /  ij  ,  mean  0


f mean 
 max  0.6 , 0.8  0.4 mean /  ij  ,  mean  0
 mean — average stress of considered loading;
ft — plating thickness correction coefficient, selected as follows:
f t  1.0 for t  22 ;
n
 t 
ft    for t  22 ;
 22 
n — coefficient, see Table 4.4.3(2) of this Appendix;
t — plating thickness at hot spot, in mm, taken as the thickness of plating

of structure where cracks are easy to occur and extend;
ξ — parameter of Weibull distribution, see 4.4.1 of this Appendix;
m — inverse slope of the S-N curve, taken as 3;
Γ— complete GAMMA function values, to be calculated as follows:

  x    u x 1e  u du
0
m
 m    m  m 
  1  ,      1  , 
     
  1.0 
 m
 1  
  

S 
   q  ln N L
 SD 
Sq — stress amplitude values at intersection point of two-slope S-N curves, see Table
4.4.3(1) of this Appendix;
 m — difference of inverse slope of two-slope S-N curves, taken as 2;
γ  x , ν  — incomplete GAMMA function values, to be calculated as follows:
  x, v   u
x 1  u
e du
0
2-41
Table 4.4.3(1)
S-N curves K Sq
C 3.464×1012 70.2305
D 1.520×1012 53.3680
Table 4.4.3(2)
Structural details Sketches Coefficient n
Cruciform joints or
transverse T-joints, with weld

0.25
perpendicular to the direction
of load
Butt joints, with weld
perpendicular to the direction 0.2
of load
Machine controlled by
program or plate with
flame-cut edges, with plate 0.1
edge parallel to the direction
of load
Plate edge which is ground
smooth by machine or other 0
means after cutting
Butt welds, attachments on
plate edge, with weld parallel 0.1
to the direction of load
2-42
Attachments on the flat bar or
bulb profile, with weld

0
parallel to the direction of
load
Bracket welded on the plate,
with weld parallel to the

0.2
direction of load,
doubling plate
T section face plate welded
with bracket or doubling

0.1
plates, with weld parallel to
the direction of load
4.4.4 Structure fatigue life is to be calculated as follows:

20
TF 
DT
4.4.5 Cumulative damage DT for structure in its design service life is to meet the following
requirement:
20
DT 
TD
where: TD — design fatigue life, in year.
2-43
CHAPTER 8 BULK CARRIERS
8.1.1 Application
8.1.1.6 The requirements of 8.11.5 of this Chapter are not applicable to self-unloading bulk
carriers. (Effective from 1 January 2020)

8.1.2.1 Bulk carriers complying with the provisions of this Chapter are eligible for one of the
following notations:
(1) “Bulk Carrier” for bulk carriers;
(2) “Bulk Carrier, Strengthened for Heavy Cargoes” for bulk carriers strengthened for heavy
cargoes;
(3) “Bulk Carrier, Strengthened for Heavy Cargoes, Holds Nos…a,b,… may be Emptyempty” for
bulk carriers strengthened for heavy cargoes with specified or alternate holds empty.
8.1.2.2 Bulk carriers of double side skin construction complying with the provisions of this
Chapter are to be assigned one of the following notations:
(1) “Bulk Carrier, Double Side Skin” for double side skin bulk carriers;
(2) “Bulk Carrier, Double Side Skin, Strengthened for Heavy Cargoes” for double side skin bulk
carriers strengthened for heavy cargoes;
(3) “Bulk Carrier, Double Side Skin, Strengthened for Heavy Cargoes, Holds Nos…a,b,… may be
Emptyempty” for double side skin bulk carriers strengthened for heavy cargoes with specified or
alternate holds empty.
8.1.2.3 Bulk carriers of 150 m or over in length are to be assigned harmonized notations of
BC-A, BC-B or BC-C respectively. The harmonized notations and relevant design loading
conditions are to comply with the requirements of Section 12 of this Chapter.
8.1.2.4 Bulk carriers with self-unloading function complying with the requirements of this
Chapter are assigned the class notation “Self-Unloading Bulk Carrier”.
Section 8 OVERALL LONGITUDINAL STRENGTH IN FLOODED CONDITION
8.8.3 Flooding conditions

8.8.3.1 Any cargo hold is assumed to be flooded up to the equilibrium waterline. Each cargo
hold is to be considered individually flooded up to the equilibrium waterline. This application is to
be applied to self-unloading bulk carriers (SUBC) where the unloading system maintains the
watertightness during seagoing operations. In SUBCs with unloading systems that do not maintain
watertightness, the longitudinal strength in the flooded conditions are to be considered using the
extent to which the flooding may occur.
Section 9 STRENGTH OF CORRUGATED TRANSVERSE WATERTIGHT

BULKHEADS IN HOLD-FLOODED CONDITIONS
2-44
8.9.2 Load model
The loads to be considered as acting on the bulkheads are those given by the combination of the
cargo loads with those induced by the flooding of one hold adjacent to the bulkhead under
examination. In any case, the pressure due to the flooding water alone is to be considered. This
application is to be applied to self-unloading bulk carriers (SUBC) where the unloading system
maintains the watertightness during seagoing operations. In SUBCs with unloading systems that
do not maintain watertightness, the combination loads acting on the bulkheads in the flooded
conditions are to be considered using the extent to which the flooding may occur.
Section 12 HARMONIZED NOTATIONS AND CORRESPONDING DESIGN LOADING

CONDITIONS FOR BULK CARRIERS
8.12.3 Harmonized notations and annotations

8.12.3.2 Additional notations:
The following additional notations and annotations are to be provided giving further detailed
description of limitations to be observed during operation as a consequence of the design loading
condition applied during the design in the following cases:
(1) {maximumMaximum cargo density x.y t/m3(in t/m3)} for notations BC–A and BC–B if the
maximum design cargo density is less than 3.0 t/m3;
(2) {noNo MP} for all notations when the vessel has not been designed for loading and unloading
in multiple ports in accordance with the conditions specified in 8.12.5.3;
(3) {allowed combination of specified empty holdsHolds a, b, …may be empty} for notation
BC–A.
8.12.4 Design loading conditions (General)

8.12.4.1 Harmonized notation BC–C is to cover:
Homogeneous cargo loaded condition where the cargo density corresponds to all cargo holds,
including hatchways, being 100% full at maximum draught with all ballast tanks empty.
8.12.4.2 Harmonized notation BC–B is to cover:
The condition as required by 8.12.4.1, plus: homogeneous cargo loaded condition with cargo
density 3.0 t/m3, and the same filling rate in all cargo holds at maximum draught with all ballast
tanks empty.
In cases where the cargo density applied for this design loading condition is less than 3.0 t/m3, the
maximum density of the cargo that the vessel is allowed to carry is to be indicated with the
additional notation (maximumMaximum cargo density x.y t/m3) as specified in 8.12.3.2(1).
8.12.4.3 Harmonized notation BC–A is to cover:
The condition as required by 8.12.4.1 and 8.12.4.2, plus: at least one cargo loaded condition with
specified holds empty, with cargo density 3.0 t/m3, and the same filling rate in all loaded cargo
holds at maximum draught with all ballast tanks empty.
The combination of specified empty holds is to be indicated with the annotation in 8.12.3.2(3)
(holdsHolds a, b, ... may be empty). In such cases where the design cargo density applied is less
than 3.0 t/m3, the maximum density of the cargo that the vessel is allowed to carry is to be
2-45
indicated within the annotation, e.g. (maximumMaximum cargo density x.y t/m3, holdsHolds a,
b ... may be empty).
8.12.5 Design loading conditions (for local strength)

8.12.5.3 Condition applicable for all notations, except when notation (noNo MP) is assigned
2-46
CHAPTER 9 ROLL ON-ROLL OFF SHIPS, PASSENGER SHIPS, RO-RO PASSENGER
SHIPS AND FERRIES

9.1.3.1 In addition to the plans and documents required in Section 1, Chapter 2 of this PART,
the following plans and documents are to be submitted for approval:
(1) Structural arrangement of ramps (appropriate strength calculations are submitted for
information);
(2) Structural arrangements of bow or stern doors, side and inner doors, and their primary
structures, fastening and supporting meansStructural arrangements of bow doors, inner doors,
stern doors and side doors and their operating and maintenance manual (appropriate strength
calculations are submitted for information);
(3) Structural arrangement of movable platforms (appropriate strength calculations are submitted
for information);
(4) Structural arrangement of sloping vehicle ramps (appropriate strength calculations are
submitted for information).
Section 2 HULL STRUCTURE

9.2.1.5 Web frames and deck transverses within vehicle spaces above the bulkhead deck may be
connected with continuous rounded corners or by cross joints without brackets, see Figure
9.2.1.5(1) and (2). The radius R of the rounded corners is not to be less than the web depth of web
frame or deck transverse, whichever is greater. The web thickness t3 of the joint of cross
connection without brackets (between web frame and deck transverse) is not to be less than the
greater of the values obtained by the following formulas, nor less than the web thickness of web
frame or deck transverse, whichever is greater.
1  A t mm
t3  ( 1 1  2 2 )
K dw 2 100
1  2 A2 t1 1 mm
t3  (  )
K dw1 100
where: A1, A2 — sectional area of faceplate respectively of web frame and deck transverse, in
cm2;
dw1, dw2 — web depth respectively of web frame and deck transverse, in mm;
t1, t2 — web thickness respectively of web frame and deck transverse adjacent to cross
connection joint, in mm;
σ1, σ2 — bending stress respectively of web frame and deck transverse adjacent to cross
connection joint, in N/mm2;
τ1, τ2 — shear stress respectively of web frame and deck transverse adjacent to cross
connection joint, in N/mm2;
K — material factor.
2-47
(3)
Figure 9.2.1.5
2-48
The faceplate of web frames and deck transverses, which are cross-connected without brackets, is
to be continuous to deck plating and side shell and to be well transitioned, see Figure 9.2.1.5(3)
for typical types of joints connected with deck plating and side shell.
9.2.6 Vehicle deck

9.2.6.2 Where there are two or more tyre prints on one panel of vehicle deck plating and
vehicle-loaded inner bottom, the thickness of plating may be determined by finite element direct
calculations.
9.2.6.32 Where vehicle deck framing is fitted with deck transverses and girders, their scantlings
may be determined by direct calculations in accordance with the relevant requirements of Section
7 of this Chapter.
9.2.7 Train deck

9.2.7.4 The girders and transverses of deck framing are to be in accordance with 2.21.2.3the
relevant requirements in Section 21, Chapter 2 of this PART. Where the deck framing is fitted
with transverses and girders, their scantlings may be determined by direct calculations in
accordance with the relevant requirements in Section 7 of this Chapter. The load of train wheels
and the concentrated static load at supporting points of lifting jacks are to be taken into account
respectively.
Section 3 MOVABLE PLATFORMS AND SLOPING VEHICLE RAMPS
9.3.1.6 The section modulus W of the stiffeners of movable platforms designed exclusively for
the carriage of vehicles is not to be less than that obtained from the following formula:
W = 1.39J1PlK cm³
where: J1, P and l — see 2.21.2.2(1)(2) of Chapter 2 of this PART;
K— material factor.
Section 4 BOW DOORS AND INNER DOORS
9.4.8 Operating and maintenance manual

9.4.8.1 An Operating and Maintenance Manual for the bow door and inner door is to be
provided on board and is to contain necessary information on:
(1) Main particulars and design drawings:
Special safety precautions;
Details of ship;
Equipment and design loading (for ramps);
Key plan of equipment (doors and ramps);
Manufacturer’s recommended testing for equipment;
Description of equipment: bow doors, inner bow doors, bow ramp/doors, side doors, stern
doors, central power pack, bridge panel, engine control room panel.
(2) Service conditions:
Limiting heel and trim of ship for loading/unloading;
Limiting heel and trim for door operations;
2-49
Doors/ramps operating instructions;
Doors/ramps emergency operating instructions.
(3) Maintenance:
Schedule and extent of maintenance;
Trouble shooting and acceptable clearances;
Manufacturer’s maintenance procedures.
(4) Register of inspections, including inspection of locking, securing and supporting devices,
repairs and renewals.
This Manual is to be submitted to CCS for approval It is to be ensured that the above mentioned
items are contained in the OMM and that the maintenance part includes the necessary information
with regard to inspections, troubleshooting and acceptance/rejection criteria .
①
Section 5 SIDE SHELL AND STERN DOORS
9.5.7 Operating and Maintenance Manual

9.5.7.1 An Operating and Maintenance Manual for the side shell and stern doors is to be
provided on board and is to contain the necessary information on:
(1) Main particulars and design drawings
Special safety precautions;
Details of ship;
Equipment and design loading (for ramps);
Key plan of equipment (doors and ramps);
Manufacturer’s recommended testing for equipment;
Description of equipment: bow doors, inner bow doors, bow ramp/doors, side doors, stern
doors, central power pack, bridge panel, engine control room panel.
(2) Service conditions
Limiting heel and trim of ship for loading/unloading;
Limiting heel and trim for door operations;
Doors/ramps operating instructions;
Doors/ramps emergency operating instructions.
(3) Maintenance
Schedule and extent of maintenance;
Trouble shooting and acceptable clearances;
Manufacturer’s maintenance procedures.
(4) Register of inspections and repairs
Including inspection of locking, securing and supporting devices, repairs and renewals.
This Manual is to be submitted to CCS for approval It is to be ensured that the above mentioned
items are contained in the OMM and that the maintenance part includes the necessary information
with regard to inspections, troubleshooting and acceptance/rejection criteria①.
It is recommended that recorded inspections of the door supporting and securing devices be carried out by the
①
ship’s staff at monthly intervals or following incidents that could result in damage, including heavy weather or
contact in the region of the shell doors. Any damages recorded during such inspections are to be reported to
CCS.
2-50
Section 7 DIRECT CALCULATIONS
9.7.2.2 For direct strength calculation of vehicle deck structure, the design load PV of deck is to
be calculated as follows:
PV = (g + 0.5av)M kN
where: g — acceleration due to gravity, g = 9.81 m/s2;
av — vertical composite acceleration, in m/s2, see 9.7.2.1 of this Section;
M — mass of vehicle considered, the mass of deck is to be included, in t.
9.7.2.3 For direct calculation of transverse strength, the ship is assumed to heel to maximum
heeling angle (if hull structures are not symmetrical to the longitudinal centerline, rolling towards
portside and rolling towards starboard are to be considered separately) and the design load is to be
calculated as follows:
(1) Vertical load PV and transverse load Pt of vehicle deck are to be respectively calculated as
follows:
PV = (gcosφm + 0.5av) M kN
Pt = (gsinφm + 0.5at) M kN
where: g — acceleration due to gravity, g = 9.81 m/s ; 2
φm — maximum heeling angle, see 9.7.2.1 of this Section, to be taken not less than 0.35;
av — vertical composite acceleration, in m/s2, see 9.7.2.1 of this Section;
at — transverse composite acceleration, in m/s2, see 9.7.2.1 of this Section;
M — mass of vehicle considered, the mass of deck is to be included, in t.
2-51
CHAPTER 12 BARGES
12.1.4 Structural configuration

12.1.4.2 Barges are to be fitted with a collision bulkhead extending intact to the strength/weather
deck and, in general, this is to be located in accordance with Table 12.1.4.2. Greater distance
between the collision bulkhead and the forward perpendicular may be accepted if assessed by
damage stability calculation.
Table 12.1.4.2
Distance between collision bulkhead and forward perpendicular (m)
Length L of ship (m)
Minimum Maximum
≤ 150 0.05L 0.05L + 4.5
> 150 0.05L or 10, whichever is the lesser 0.08L
2-52
2-53
CHAPTER 16 ORE CARRIERS
16.1.4 Direct strength calculation and fatigue strength assessment for hull structure
16.1.4.3 For ore carriers of 250 m and over in length, special consideration is to be given to the
effects of springing and whipping on hull structure fatigue strength. For detailed methods, see
CCS Guidelines for Direct Calculation Assessment of Hull Structure Including Springing and
Whipping.
16.2.2 Ultimate strength of hull girder

16.2.2.2 For ore carriers of 250 m and over in length, special consideration is to be given to the
effects of whipping on hull girder ultimate strength. For detailed methods, see CCS Guidelines for
Direct Calculation Assessment of Hull Structure Including Springing and Whipping.
2-54
CHAPTER 20 MEMBRANE TANK LIQUEFIED GAS CARRIERS
20.1.1 Application
20.1.1.1 This Chapter applies to ships constructed with double hull side, double bottom, double deck and
cofferdam transverse bulkheads, with engine room at stern and maximum vapor pressure less than 0.07
MPa, for the carriage of bulk liquefied natural gases in integral membrane type tanks.
20.1.1.2 For those not covered in this Chapter, the relevant applicable requirements of Chapters 1, 2 and 5
of this PART, and CCS Rules for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk
are to be complied with.

20.1.2.1 Membrane tank liquefied gas carriers complying with the requirements of this Chapter will be
eligible to be assigned the class notations as follows:
Liquefied Gas Carrier, Type XG (Membrane Tanks); Max. Vapour Pressure ××× MpPa; Min. Cargo
Temperature ×××℃; Max. Cargo Density ××× t/m3; FL(××).
20.1.2.2 Ship mainly used for carrying one or some of the products listed in Chapter 19 of PART THREE
of CCS Rules for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk and complying
with the requirements of this Chapter, “for + name of product” may be added after “Carrier” and the name
of product is in accordance with column a of the List of Minimum Requirements in Chapter 19, PART
THREE of CCS Rules for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk, for
example:
Liquefied Gas Carrier for Ethane, Ethylene
Membrane tank liquefied gas carriers specially used for carrying liquefied natural gas and complying with
the requirements of this Chapter will be eligible to be assigned the class notations as follows:
LNG Carrier，Type X2G (Membrane Tanks); Max. Vapour Pressure ×××MpPa; Min. Cargo Temperature
×××℃；Max. Cargo Density ××× t/m3；FL(××)
20.1.2.3 A minimum design fatigue life of at least 20 years is specified in this Chapter. Where a
membrane tank liquefied gas carrier is designed for a minimum design fatigue life of 25 years or more, the
class notation FL (minimum design fatigue life) may be assigned at 5-year intervals starting from the 25th
year, e.g. FL(25), FL(30), etc. For fatigue assessment based on spectrum analysis in accordance with the
requirements of CCS Guidelines for Fatigue Strength Assessment of Ship Structure based on Spectrum
Analysis, the service/route for which the ship is intended may be added in the class notation, e.g. SFA (25,
North Atlantic).

20.1.3.1 Relevant applicable requirements of Chapter A3, PART TWO in CCS Rules for Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk are to be complied with in addition to the plans and
documents specified in Section 1, Chapter 2 of this PART.
20.1.3.2 The following plans and documents related to the structural strength assessment of pump tower
are also to be submitted for approval:
(1) pump tower arrangement;
(2) main structures of pump tower (including base foundations and liquid dome structures);.
20.1.3.3 For the calculation of temperature field, the following plans and documents are also to be
submitted for information:
(1) structure of insulation boxes;
(2) arrangement of insulations and details of their connections.;
(3) temperature field calculation report.
20.1.4 Arrangement and structural configuration

20.1.4.1 The cargo tanks of membrane tank liquefied gas carriers are of complete double hull structure,
having double side, double bottom, double deck and cofferdam transverse bulkheads. The dihedral between
inner hull and inner deck/inner bottom is rendered 135° to reduce sloshing effects of cargo.
20.1.4.2 Cofferdams are to be provided forward of the foremost cargo tank and aft of the aftmost cargo
tank as well as between cargo tanks. Integral double hull segregation is to be provided by cofferdams
between cargo tanks. For each cargo tank, the integral double hull is to be divided by void spaces including
double bottom, double side, double deck and cofferdam transverse bulkheads.
20.1.4.3 Subdivision, width of double side and height of double bottom are to comply with the relevant
2-55
requirements in Chapter 2, PART THREE of CCS Rules for Construction and Equipment of Ships
Carrying Liquefied Gas in Bulk.
20.1.4.4 Structural configuration of cargo tanks
(1) Typical sketch of midship section and structural members of membrane tank liquefied gas carriers are
shown in Figure 20.1.4.5.
Trunk deck is the continuous weather deck within cargo area and is higher than the upper deck.
Inner deck is the deck within cargo area and above the upper deck, forming a part of the inner hull in the
ship.
(2) In general, the deck, bottom and inner bottom within cargo tank region of membrane tank liquefied gas
carriers are to be longitudinally framed. The side shell and inner hull are also to be longitudinally framed.
The hull structures beyond the cargo tank region may be framed either transversely or longitudinally.
Constructional arrangements are to be made to ensure a gradual transition from the longitudinal framing to
the transverse framing.
(3) The box framing of double deck of membrane tank liquefied gas carriers is formed by inner deck, upper
deck and trunk deck as well as interconnected longitudinal girders and transverse floors.
Figure 20.1.4.5 Typical sketch of midship section and structural members
(4) Cargo tanks are enclosed by double bottom, double side, cofferdams and double box trunk deck.
Loading of fuel oil in double bottom, double hull, cofferdams and double box trunk deck directly adjacent
to the insulation box of cargo tanks is not permitted.
2-56
20.1.5 Minimum thickness
20.1.5.1 The minimum plate thickness for cargo tanks as well as other areas is to comply with the
requirements of 5.1.6, Chapter 5 of this PART.
20.1.6 Direct calculation of hull structural strength

20.1.6.1 Direct calculation of structural strength related to membrane tank liquefied gas carriers is to be
carried out according to the following requirements:
(1) for membrane tank liquefied gas carriers of 150 m in length and upward, hull structural strength
assessment of direct calculations within the cargo tank region is to be carried out according to Appendix 1
of this Chapter;
(2) for membrane tank liquefied gas carriers with 4 and more cargo tanks or ship length of more than 250 m,
direct calculation of global strength of ships is to be carried out according to Appendix 4 of this Chapter.
20.1.7 Structural strength under sloshing loads

20.1.7.1 The strength of the hull structure and pump tower structure of cargo tank region under sloshing
loads, as well as of the liquid dome and base foundation structures of the pump tower, is to be checked and
vibration evaluation of the pump tower structure is to be carried out according to the requirements of
Appendix 2 of this Chapter.
20.1.8 Temperature field and thermal stress analysis

20.1.8.1 Appendix 3 of this Chapter applies to the temperature field prediction analysis of the hull
structure and pump tower structure as well as thermal stress calculation of the pump tower structure of
cargo tank region of membrane tank liquefied gas carriers under the low-temperature effect of the cargo,
and the calculation report is to be submitted for information.
20.1.9 Fatigue assessment of hull structure

20.1.9.1 For membrane tank liquefied gas carriers of 150 m in length and upward, fatigue strength check
is to be carried out for the following positions according to CCS Guidelines for Fatigue Strength of Ship
Structure.:
(1) connection of longitudinals (bottom, side and deck) to transverse web frames;
(2) connections of longitudinals (bottom, side and deck) to transverse bulkheads;
(3) pump tower structures
For ships intended to apply for Spectrum Based Fatigue Assessment SFA notation, the fatigue strength
check is to be carried out according to CCS Guidelines for Spectrum-based Fatigue Assessment of Hull
Structure.
20.1.9.2 When implementing the requirements of 20.1.9.1 above, fatigue strength check is to be carried
out by fine mesh finite element method to at least the following hull structures.
(1) the connection of lower and upper knuckle joints of hopper slope plating to inner bottom plating and
inner hull longitudinal bulkhead in way of transverse web frames, as shown in Figure 20.1.9.2(1);
(2) the connection of inner bottom plating to transverse bulkhead in way of double bottom girder, as shown
in Figure 20.1.9.2(2);
(3) the connection of inner hull plating to transverse bulkhead in way of double side stringer, as shown in
Figure 20.1.9.2(3);
(4) the connection of liquid/gas dome opening and coaming to trunk deck, as shown in Figure 20.1.9.2(4).
Figure 20.1.9.2(1) Connection of lower and Figure 20.1.9.2(2) Connection of inner
2-57
upper knuckle joints of hopper slope plating bottom plating to transverse bulkhead
to inner bottom plating and inner hull
longitudinal bulkhead
Figure 20.1.9.2(3) Connection of inner hull Figure 20.1.9.2(4) Connection of liquid/gas

plating to transverse bulkhead dome opening and coaming to trunk deck
Section 2 HULL GIRDER LONGITUDINAL STRENGTH AND ULTIMATE STRENGTH
20.2.1 Hull girder longitudinal strength

20.2.1.1 Membrane tank liquefied gas carriers are to comply with the longitudinal strength requirements
specified in Section 2, Chapter 2 of this PART.
20.2.2 Hull girder ultimate strength

20.2.2.1 Evaluation of hull girder ultimate bending capacity within 0.4L amidships for intact hull
structures in sea-going conditions is to be carried out to membrane tank liquefied gas carriers of 150 m in
length and upward. Evaluation of hull girder ultimate bending capacity of membrane tank liquefied gas
carriers of less than 150 m in length may also refer to the requirements of this Section.
20.2.2.2 Vertical hull girder ultimate bending capacity is to satisfy the following criterion:
M
 sM s   wM w  U
R
where: M s — permissible still water bending moment, in kN·m;
MW — wave bending moment, in kN·m;
MU — vertical hull girder ultimate bending moment, in kN·m;
γs,γw,γR — partial safety factors, for membrane tank liquefied gas carriers,
γs=1.0,
γw=1.351.3,
 R   M   DB
γM — partial safety factor, for membrane tank liquefied gas carriers, γM =
1.2431.1;
γDB — to be taken as:
● γDB = 1.25 in hogging condition;
● γDB = 1.00 in sagging condition.
20.2.2.3 Curve M-χ
The ultimate bending moment of a hull girder transverse section, in hogging and sagging conditions, are
defined as the maximum values of the curve of bending moment M versus the curvature χ of the transverse
section considered (see Figure 20.2.2.3).
The curvature χ is positive for hogging condition and negative for sagging condition.
The curve M-χis to be obtained by means of an incremental-iterative approach in accordance with
Appendix 2, Chapter 5, Part 9-1 of the Rules.
2-58
Figure 20.2.2.3 Curve Bending Moment M Versus Curvature χ
20.2.2.4 The hull girder transverse sections are constituted by the elements contributing to the hull girder
longitudinal strength, and the standard thickness deduction given in Table 20.2.2.4 is to be deducted in
calculation.
Standard Thickness Deduction Table 20.2.2.4
Structures Standard thickness deduction, in mm
Trunk deck, trunk deck sloping plate 1
Side shell plating 1.5
Bilge strake, bottom plating and keel plate 1.25
Upper deck 1.25
Inner hull longitudinal bulkhead plating 1
Inner bottom plating 1
Horizontal girders in ballast tanks of double side 1.5
Girder in ballast tanks of double bottom 1.5
Side wall of pipe duct of double bottom 1.25
Structural members in ballast tanks 1.5
Structural members in dry spaces 0.5
Others 0.5

20.3.1.1 Bottom shell, plate keel, side shell and sheer strake of membrane tank liquefied gas carriers are
normally to be longitudinally framed.
20.3.1.2 The formulae in this Section apply to the determination of the thickness of longitudinally framed
bottom shell, plate keel, bilge strakes, side shell and sheer strake within 0.4L amidships.
20.3.2 Bottom shell
20.3.2.1 The thickness t of bottom shell plating within 0.4L amidships is not to be less than the values
obtained from the following formulae:
Fb
t1  0.052s1 ( L  170) mm
K
t2  3.95s K  w h1  2.5 mm
where: s1 — spacing of longitudinals, in m, not to be less than standard spacing of longitudinals;
s — spacing of longitudinals, in m;
L — length of ship, in m, need not be greater than 190 m;
K — material factor;
ρw — density of sea water, to be taken as 1.025 t/m3;
Fb — reduction factor, see Section 2, Chapter 2 of this PART;
h1 — to be taken according to following formula, in m;
h1 = h0 − 0.35d if Z = 0;
2-59
h1 = h0 if Z ≥d;
Values in-between are obtained from linear interpolation.
h0 — vertical distance, in m, measured from the lower edge of plate to the top of the tank, or half the
distance to the top of overflow, whichever is the greater;
Z — vertical distance from base line to the point under consideration, in m;
Zn — height of neutral axis, from base line, of hull cross section, in m;
d — draught, in m.
20.3.2.2 The breadth b of the plate keel within the cargo tank region is not to be less than that obtained
b  900  3.5 L mm
The thickness of plate keel is not to be less than that of the adjacent bottom shell plating, and the thickness t
is not to be less than the following value, if docking brackets are fitted in way of plate keel:
t  t0  2.0 mm
where: L — length of ship, in m;
t0 — thickness of bottom shell plating defined by 20.3.2.1 of this Section, in mm.
20.3.3 Bilge strake

20.3.3.1 The thickness of bilge stakes within 0.4L amidships is not to be less than those of the adjacent
bottom shell plating and side shell plating. See 5.2.4.2, Chapter 5 of this PART for the requirements of bilge
strakes. In the case of higher tensile steel where the material factor for a lower strength level can still
satisfy the requirements for plate buckling check in direct calculation, the value of K for a lower strength
level may be taken.
20.3.4 Side shell plating

20.3.4.1 The thickness t of the side shell plating within 0.4L amidships is to comply with the following
requirements:
(1) The thickness t of the side shell plating above 3 D from base is not to be less than the values obtained
4
from the following formulae:
Fd
t1  0.058s1( L1  110 ) mm
K
t2 3.95s  w Kh1 2.5 mm
(2) The thickness t of side shell plating below 1 D from base is not to be less than the values obtained
4
Fb
t1  0.06s1( L1  110 ) mm
K
t2 3.95s  w Kh1 2.5 mm
where: s — spacing of longitudinals, in m;
s1 — spacing of longitudinals, in m, not to be less than standard spacing of longitudinals;
L — length of ship, in m, need not be greater than 190 m;
Fb, Fd — reduction factor, see Section 2, Chapter 2 of this PART;
h1 — see 20.3.2.1 of this Section.
(3) For the formulae for the thickness t of side shell plating between 1 D and 3 D from base, see
4 4
5.2.5.1(3) of Chapter 5, where the plating thickness used for calculation is based on the results of 20.3.4.1(1)
and (2) of this Section.
20.3.5 Sheer strake

20.3.5.1 The width of the sheer strake is to comply with the requirements of 5.2.6.1 of Chapter 5 of this
PARTnot to be less than 0.1D (D is the moulded depth, in m).
20.3.5.2 Thickness t of sheer strake within 0.4L amidships is not to be less than the values obtained from
the following formulae, nor less than that of the adjacent side shell plating or of the stringer plate of the
2-60
upper deck:
Fd
t1  0.06 s1 ( L1  110) mm
K
t2  0.9 s1 Fc _ deck ( L  80) K  tc mm

where: s1 — spacing of longitudinals, in m; not to be less than standard spacing of longitudinals;
L — length of ship, in m;
L1  L , where L is length of ship, in m, but need not be greater than 190 m;
12
Fc _ deck  0.922  L  L  80  ;
Fd — reduction factor, see Section 2, Chapter 2 of this PART;
K— material factor;
tc — corrosion allowance, for ballast tanks, to be taken as 2.5 mm; for cofferdams, to be taken as
1.0 mm.
Section 4 DECKS

20.4.1.1 The formulae in this Section apply to the determination for thickness of trunk deck plating and
upper deck plating within cargo tank region.
20.4.2 Trunk deck plating

20.4.2.1 Thickness of trunk deck plating
(1) Thickness t of trunk deck plating within 0.4L amidships is not to be less than the values obtained from
the following formulae:
F
t1  0.06 s1 ( L1  110) d mm
K
t2  0.9 s1 Fc _ deck ( L  80) K  tc mm
(2) Thickness t of trunk deck plating beyond 0.4L amidships within cargo tank region is not to be less than
the values obtained from the following formulae, and is to be gradually tapered to end thickness of the
cargo tank region:
F
t1  0.06 s1 ( L1  105) d mm
K
t2  0.9 s1 Fc _ deck ( L  80) K  tc mm
where: s1 — spacing of longitudinals, in m, which is not to be less than the standard spacing of
longitudinals;
L— length of ship, in m;
L1  L , where L is length of ship, in m, need not be greater than 190 m;
12
Fc _ deck  0.922  L  L  80  ;
tc — corrosion allowance, for ballast tanks, to be taken as 2.5 mm; for cofferdams, to be taken as 1.0
mm.
20.4.2.2 Thickness of trunk deck slope plating
(1) Thickness t of trunk deck slope plating within 0.4L amidships is not to be less than the values obtained
F
t1  0.051s1 ( L1  115) d mm
K
t2  0.9 s1 Fc _ deck ( L  80) K  tc mm
(2) Thickness t of trunk deck slope plating beyond 0.4L amidships within cargo tank region is not to be less
than the values obtained from the following formulae, and is to be gradually tapered to end thickness of the
cargo tank region:
2-61
Fd
t1  0.051s1 ( L1  110) mm
K
t2  0.9 s1 Fc _ deck ( L  80) K  tc mm
For symbols in the formulae, see 20.4.2.1 of this Section.
20.4.3 Upper deck plating

20.4.3.1 Thickness t of upper deck plating within 0.4L amidships is not to be less than the values obtained
Fd
t1  0.06 s1 ( L1  110) mm
K
t2  0.9 s1 Fc _ deck ( L  80) K  tc mm
t3  3.95s K  w h0  2.5 mm, and not less than 7.5 mm
s1 — spacing of longitudinals, in m; not to be less than standard spacing of longitudinals;
L — length of ship, in m;
L1  L , where L is length of ship, in m, but need not be greater than 190 m;
12
Fc _ deck  0.922 L  L  80 ;
h0 — vertical distance, in m, measured from the lower edge of plate to the top of the tank, or half
the distance to the top of overflow, whichever is the greater;
1.0 mm.
20.4.3.2 Thickness t of upper deck plating beyond 0.4L amidships within cargo tank region is not to be
less than the values obtained from the following formulae, and is to be gradually tapered to end thickness of
the cargo tank region:
Fd
t1  0.06s1( L1  105 ) mm
K
t2 0.9 s1 Fc _ deck ( L80 )K tc mm
t3 3.95s K w h0 2.5 mm , and not less than 7.5 mm
Section 5 DECKS STRUCTURES

20.5.1.1 Formulae in this Section apply to the determination of arrangement and scantlings of double box
type trunk deck structures within cargo tank region.
20.5.2 Structural arrangement

20.5.2.1 Double box type trunk deck structures of membrane tank liquefied gas carriers are longitudinally
framed by trunk deck, inner deck, deck transverses, deck girders and deck longitudinals.
20.5.2.2 Deck transverses are to be fitted in double box trunk deck in line with double bottom floors, and
transverse framing or vertical webs in double side form transverse ring frames.
20.5.2.3 Deck girders are to be fitted in line with double bottom girders as far as possible, and deck
girders are to be fitted in way of inner deck knuckle.
20.5.3 Deck girders

20.5.3.1 Centre girders are to be fitted in double box trunk deck in way of longitudinal centreline with
side girders fitted at both sides. At least two side girders, including deck girders at the knuckle line, spaced
generally not more than 4 m, are to be fitted respectively at both sides of the centre girder. The side girders
are to be equally spaced so far as practicable.
20.5.3.2 The web depth h of centre and side girders is not to be less than that obtained from the following
2-62
formula:
h  35Be  100 mm, and not less than 1,000 mm
where: Be —maximum breadth of trunk deck, in m, see Figure 20.5.3.2.
Figure 20.5.3.2 Maximum Breadth of Trunk Deck

20.5.3.3 The minimum web thickness t of centre girders is not to be less than that obtained from the
following formula:
t   0.006h  1.0  K mm, but need not be greater than 16 mm
where: h — same as that specified in 20.5.3.2 of this Section;
20.5.3.4 The minimum web thickness t of side girders is not to be less than that obtained from the
following formula:
t   0.006h  0.5  K mm, but need not be greater than 16 mm
20.5.4 Deck transverses

20.5.4.1 Web thickness t of deck transverses is not to be less than that obtained from the following
formula:
t  (0.006h  0.5） K , but need not be greater than 16 mm
20.5.4.2 Attention is to be paid to alignment where deck transverse webs are cut apart in way of deck
girders so as to ensure the transverse continuity.
20.5.4.3 Vertical stiffeners are to be fitted between trunk deck longitudinals and inner deck longitudinals
on deck transverse webs.
20.5.5 Trunk deck longitudinals

20.5.5.1 Section modulus W of trunk deck longitudinals is not to be less than that obtained from the
following formula:
W  C1 Kshl 2 cm3
2-63
where: l — span of longitudinals, in m, but not to be taken less than 2.5 m;
s — spacing of longitudinals, in m;
h — see 2.8.5.1, Chapter 2 of this PART;
C1 — coefficient, to be taken as 45;
ξ — coefficient, to be calculated according to following formula:
  0.47 -1.065 Fd  0.839 Fd2
Fd — reduction factor, see Section 2, Chapter 2 of this PART.
20.5.5.2 Trunk deck longitudinals, in association with the trunk deck plating, may be gradually tapered
outside 0.4L amidships towards the fore and aft ends of cargo tank region. At these ends, the section
modulus of trunk deck longitudinals is not to be less than 90% of the value obtained from 20.5.5.1 of this
Section.
20.5.5.3 Trunk deck longitudinals are to be continuous through the web of deck beams and welded to the
web of deck transverses. These trunk deck longitudinals are to be welded to the stiffeners of deck
transverses when intersecting such stiffeners.
20.5.6 Upper deck longitudinals

20.5.6.1 Section modulus W of upper deck longitudinals is not to be less than that obtained from the
following formula:
W1  8  w Ksh0 l 2 cm3
W2  C1 Kshl 2 cm3
l — span of longitudinals, in m, but not to be taken less than 2.5 m;
h — see 2.8.5.1, Chapter 2 of this PART;
h0 — vertical distance, in m, measured from center of the stiffener span to the top of the tank in way
of the ship’s longitudinal centerline section, or half the distance to the top of overflow,
whichever is the greater;
C1 — coefficient, to be taken as 45;
ξ— coefficient, to be calculated according to following formula:
  0.47 -1.065 Fd  0.839 Fd2
Fd — reduction factor, see Section 2, Chapter 2 of this PART.
20.5.6.2 Upper deck longitudinals, in association with the deck plating, may be gradually tapered outside
0.4L amidships towards the fore and aft ends. At 0.075L from the ends, the section modulus of deck
longitudinals is not to be less than 80% of the value obtained from 20.5.6.1 of this Section, nor less than
that required for deck longitudinals at the ends of the ship in 2.8.5.1, Chapter 2 of this PART.
20.5.6.3 Connections of upper deck longitudinals to watertight transverse bulkheads are to provide
adequate fixity and upper deck longitudinals are to be continuous through the transverse bulkheads.
20.5.7 Inner deck plating

20.5.7.1 Thickness of inner deck plating
(1) Thickness t of inner deck plating within 0.4L amidships is not to be less than the values obtained from
F
t1  0.06 s1 ( L1  110) d mm
K
t2  0.9 s1 Fc _ deck ( L  80) K  tc mm
t3  40s KPeq  1.0

mm
(2) Thickness t of inner deck plating beyond 0.4L amidships within cargo tank region is not to be less than
the values obtained from the following formulae, and is to be gradually tapered to end thickness of the
cargo tank region:
F
t1  0.06 s1 ( L1  105) d mm
K
t2  0.9 s1 Fc _ deck ( L  80) K  tc mm
2-64
t3  40s KPeq  1.0 mm
s1 — spacing of longitudinals, in m, which is not to be less than the standard spacing of
longitudinals;
L— length of ship, in m;
L1  L , where L is length of ship, in m, need not be greater than 190 m;
Fd— reduction factor, see Section 2, Chapter 2 of this PART;
12
Fc _ deck  0.922  L  L  80  ;
Peq — internal pressure of tank, in MPa, as defined in 4.13.2.4, Chapter 4, PART THREE of CCS
Rules for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk;
1.0 mm.
20.5.7.2 Thickness of inner deck slope plating
(1) Thickness t of inner deck slope plating within 0.4L amidships is not to be less than the values obtained
F
t1  0.06 s1 ( L1  110) d mm
K
t2  0.9s1Fc _ deck (L  80)K  tc mm
t3  40s KPeq  1.0 mm

(2) Thickness t of inner deck slope plating beyond 0.4L amidships within cargo tank region is not to be less
than the values obtained from the following formulae, and is to be gradually tapered to end thickness of the
cargo tank region:
F
t1  0.05s1 ( L1  110) d mm
K
t2  0.9 s1 Fc _ deck ( L  80) K  tc mm
t3  40s KPeq  1.0 mm

20.5.8 Inner deck longitudinals

20.5.8.1 Section modulus W of inner deck top plating longitudinals is not to be less than the value
obtained from the following formula:
W  644 KsPeq l 2 cm3
l — span of longitudinals, in m, but not to be taken less than 2.5 m;
Rules for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk.
20.5.8.2 Section modulus W of inner deck slope plating longitudinals is not to be less than the value
obtained from the following formula:
W  560 K sPeq l 2 cm3
where: symbols — see 20.5.8.1 in this Section.
20.5.8.3 Inner deck longitudinals, in association with the inner deck plating, may be gradually tapered
outside 0.4L amidships towards the fore and aft ends of cargo tank region. At these ends, the section
modulus of inner deck longitudinals is not to be less than 90% of the value obtained from (1) above.
20.5.8.4 Connections of inner deck longitudinals to transverse bulkheads are to provide adequate fixity
and the inner deck longitudinals are to be continuous through the webs of deck transverses. Inner deck
longitudinals are to be welded to the web of deck transverses, and to be welded to the stiffeners of deck
transverses when intersecting such stiffeners.
Section 6 DOUBLE SKIN CONSTRUCTION

2-65
20.6.1.1 This Section is applicable to the determination of arrangement and scantlings of frames in double
side within the cargo tank region.
20.6.1.2 Those uncovered in this Section are to comply with the provisions in Section 5, Chapter 5 of this
PART.
20.6.2 Side longitudinals

20.6.2.1 Section modulus W of side longitudinals is not to be less than that obtained from the following
formula:
8.5
W1  Kshl 2 cm3
f
W2  8 K  w sh1l 2 cm3
where: s— spacing of longitudinals, in m;
l — span of longitudinals, in m;
f — factor, to be taken according to following formula and not to be greater than 1.077:
 Z Z n
1.73 Fd D  Z if Z  Z n；
f  n
Z Z
1.73 Fd n if Z  Z n
 Zn
h ― design pressure head, in m, to be taken from the following formula:
Z
h  0.26C  d -  0.06C  d 
D
C — see Section 2, Chapter 2 of this PART;
h1— to be taken according to following formula, in m:
h1  h0 - 0.35d , if Z = 0;
h1  h0 , if Z ≥ d
Values in-between are obtained from linear interpolation.
h0 — vertical distance, in m, measured from the center of stiffener span to the top of the tank, or half
Z — vertical distance from base line to the calculation point, in m;
Zn — height of neutral axis, from base line, of the hull cross section calculated, in m;
d — draught, in m;
ρw — density of sea water, to be taken as 1.025 t/m3.
20.6.3 Inner hull slope plating and its longitudinals

20.6.3.1 The thickness of inner hull slope plating is not to be less than the values obtained from the
following formulae nor less than that of the adjacent inner deck sloping plate:
t1  40s KPeq  1.0 mm
t2  3.95s K  w h 0  2.5 mm
h0 — vertical distance, in m, measured from the lower edge of the plate to the top of the tank, or half
20.6.3.2 The section modulus W of longitudinals of inner hull slope plating is not to be less than the
values obtained from the following formulae nor less than that of the adjacent inner hull plating
longitudinals:
W1  560 KsPeq l 2 cm3
W2  8 K  w sh0 l 2 cm3
2-66
where: l ― span of longitudinals, in m;
For other symbols, see 20.6.3.1 of this Section.
20.6.4 Inner hull plating and its longitudinals

20.6.4.1 The thickness of inner hull plating is not to be less than the values obtained from the following
formulae:
t1  40s KPeq  1.0 mm
t2  3.95s K  w h0  2.5 mm
20.6.4.2 The spacing of longitudinals of inner hull plating is the same as that of side shell longitudinals,
and the section modulus W is not to be less than the values obtained from the following formulae:
W2  8 K  w sh0 l 2 cm3
20.6.5 Hopper slope plating and its longitudinals

20.6.5.1 The thickness of hopper slope plating is not to be less than the values obtained from the
following formulae nor less than that of the adjacent inner hull plating:
t1  40s KPeq  1.0 mm
t2  3.95s K  w h0  2.5 mm
20.6.5.2 The section modulus of hopper slope plating longitudinals is not to be less than the values
obtained from the following formulae nor less than that of the adjacent inner hull plating longitudinals:
W2  8 K  w sh0 l 2 cm3
20.6.6 Stringers in double side

20.6.6.1 Structural requirements related to stringers in double side are to comply with the provisions in
5.5.6, Chapter 5 of this PART.
20.6.7 Transverse bulkheads in double side

20.6.7.1 Structural requirements related to transverse bulkheads in double side are to comply with the
provisions in 5.5.7, Chapter 5 of this PART.
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Section 7 DOUBLE BOTTOM STRUCTURE

20.7.1.1 Unless specified otherwise in this Section, the scantlings and arrangement of the double bottoms
in cargo tank region are to be as required in Section 4, Chapter 5 of this PART.
20.7.2 Bottom girders

20.7.2.1 The centre girders are to be arranged at the longitudinal centerline of double bottoms. Side
girders are also to be provided at sides. At least two side girders spaced apart generally not more than 4 m
are to be fitted on each side of the centerline. Side girders are to be equally spaced as far as applicable.
20.7.2.2 Side girders are to be provided in way of hopper slope plating. Additional local girders are to be
arranged within double bottom in way of vertical diaphragm of transverse bulkheads. The spacing of
longitudinal girders (including local girders) is generally not to exceed four longitudinal spacings, and the
thickness is in general not to be less than that of the lowest strake of the vertical diaphragm, and is to
comply with the requirements of 5.4.2, Chapter 5 of this PART.
20.7.3 Bottom floors

20.7.3.1 Spacing of bottom floors is, in general, not to be greater than (0.006L + 3.2) m nor 4.2 m
(whichever is lesser), L being length of ship.
20.7.3.2 Thickness of bottom floors t is not to be less than the value obtained by the following formula:
t   0.006 h  1.0  K
mm, but it need not be greater than 12 mm
where: h — considered height of centre girders, in mm, see 2.6.2.1 of Section 6 of Chapter 2 of this
PART;
20.7.4 Bilge brackets

20.7.4.1 Structural requirements related to bilge brackets are to comply with the provisions in 5.4.4,
Chapter 5 of this PART.
20.7.5 Bottom longitudinals

20.7.5.1 Section modulus W of bottom longitudinals is not to be less than that obtained from the
following formulae:
8.5
W1  (d  h)sl 2 K cm3
1.73  Fb
W  8 K  w sh1l 2 cm3
l ― span of longitudinals, in m;
h1 — see 20.6.2.1 of this Section;
h = 0.26C, not to be greater than 0.2d for calculation;
d — draught, in m;
C — coefficient, see 2.2.3.1, Section 2, Chapter TWO of this PART;
Fb — deduction factor, see Section 2, Chapter TWO of this PART.
The bottom longitudinals in way of pipe tunnels are only to satisfy the above-mentioned
requirements of section modulus W1.
20.7.6 Inner bottom plating and inner bottom longitudinals

20.7.6.1 The thickness t of inner bottom plating is not to be less than the values obtained from the
following formulae:
t1  40s KPeq  1.0 mm
t2  3.95s K  w h0  2.5 mm
2-68
the distance to the top of overflow, whichever is the greater. Where the inner bottom plating is
located in dry space or void space, h0 is to be measured from the lower edge of plating to be
calculated to the deepest equilibrium waterline obtained from damage stability calculation,
and not to be less than the vertical distance measured from lower edge of plating to freeboard
deck;
20.7.6.2 Section modulus W of inner bottom longitudinals is not to be less than the values obtained from
W2  8 K  w sh0 l 2 cm3
the distance to the top of overflow, whichever is the greater. Where the inner bottom plating is
located in dry space or void space, h0 is to be measured from the lower edge of mid-point of
span for member to be calculated to the deepest equilibrium waterline obtained from damage
stability calculation, and not to be less than the vertical distance measured from lower edge of
plating to freeboard deck;
Section 8 PLANE TRANSVERSE BULKHEAD STRUCTURES

20.8.1.1 Cofferdam transverse bulkhead structures, consisting of horizontal stringers and vertical
diaphragm between transverse bulkheads and horizontal or vertical stiffeners of transverse bulkhead, are to
be provided between cargo tanks of membrane tank liquefied gas carriers. Manholes are to be cut in the
vertical diaphragm and horizontal stringers in accordance with the requirements in Section 9 of this Chapter.
Cofferdams are to be provided between cofferdam transverse bulkheads.
20.8.1.2 Solid floors are to be provided within the double bottom in way of cofferdam transverse
bulkheads. Vertical diaphragm of cofferdam transverse bulkheads is to be in alignment with girders or local
girders in the double bottom and in double box trunk deck.
20.8.1.3 The horizontal stringers of cofferdam transverse bulkheads are to be in line with those of the
inner side. Vertical stiffeners of the cofferdam transverse bulkheads are to be in line with longitudinals of
inner deck and inner bottom. Horizontal stiffeners of cofferdam transverse bulkheads are to be in line with
longitudinals of inner hull, inner deck slope plating, inner hull slope plating and hopper slope plating.
20.8.2 Thickness of bulkhead plating

20.8.2.1 Thickness t of bulkhead plating is not to be less than the values obtained from the following
formulae:
t1  40s KPeq  1.0 mm
t 2  3.95 s K  c h0  2.5 mm
t3  4.0 s K  w h2 mm
where: s — spacing of stiffeners, in m;
ρc — density of liquid cargo, to be taken as 0.50 t/m3 for LNG;
h0 — vertical distance, in m, measured from the lower edge of bulkhead plate to the top of the tank
in way of the ship’s longitudinal centerline section, or half the distance to the top of overflow,
h2 — vertical distance, in m, measured from the lower edge of bulkhead plate to the bulkhead deck;
20.8.2.2 Thickness of bulkhead plating is also to comply with the requirements of 5.7.2.2, Chapter 5 of
this PART, if applicable.
2-69
20.8.3 Horizontal stringers and vertical diaphragm
20.8.3.1 Thickness of horizontal stringers and vertical diaphragm is to comply with the requirements of
20.1.5 of this Chapter.
20.8.3.2 Scantlings of stiffeners of horizontal stringers and vertical diaphragm are to comply with Section
9 of this Chapter.
20.8.4 Vertical stiffeners

20.8.4.1 Section modulus W of vertical stiffeners is not to be less than the values obtained from the
following formulae:
W1  560 KsPeq l 2 cm 3
W2  8K c sh0l 2 cm3
W3  CKsh2 l 2 cm 3
where: s — spacing of stiffeners, in m;

l ― span of stiffeners, in m;
Ρc — density of liquid cargo, to be taken as 0.50 t/m3 for LNG;
Rules for the Construction and Equipment of Ships Carrying Liquefied Gases in Bulk;
h0 — vertical distance, in m, measured from the center of stiffener span to the top of the tank in way
of the ship’s longitudinal centerline section, or half the distance to the top of overflow,
h2 — vertical distance, in m, measured from the center of stiffener span to the bulkhead deck, and not
to be less than 0.25D, where: D is the moulded depth, in m;
C ― coefficient, to be taken as follows:
C = 6, for stiffeners unattached at both ends, or directly attached to unstiffened plating;
C = 3, for stiffeners bracketed at ends, or directly lapped to longitudinal members at ends.
20.8.5 Horizontal stiffeners

20.8.5.1 Section modulus W of horizontal stiffeners is not to be less than the values obtained from the
following formulae:
W2  8 K  c sh0 l 2 cm3
W3  CKsh2 l 2 cm3
where: h2 ― vertical distance, in m, from the stiffeners considered to the moulded depth, but not to be less
than 0.25D; D is the moulded depth, in m;
l ― span of longitudinals, in m;
Other symbols ― see 20.8.4.1 of this Section.
20.8.5.2 The horizontal stiffeners are to be in line with the longitudinals of inner hull, inner deck slope
plating, inner hull slope plating and hopper slope plating with end brackets having the scantlings as
required by Chapter 1 of this PART. Horizontal stiffeners are to be welded to the vertical diaphragm and
their stiffeners when penetrating vertical diaphragm.
Section 9 STRUCTURAL DETAILS

20.9.1.1 Those uncovered in this Section (excluding sloshing assessment) are to comply with the
provisions of Section 12, Chapter 5 of this PART, if applicable.
20.9.1.2 When a knuckle is arranged in a primary member (shell plate, longitudinal bulkhead etc.),
stiffening in the form of deep web is to be provided at the knuckle to transmit the transverse load and is to
be connected to the transverse members to which they are to transfer the load (in shear). For longitudinal
shallow knuckles, closely spaced carlings may be fitted across the knuckle, between longitudinal members
above and below the knuckle. Carlings or other reinforcements need not be fitted in way of shallow
knuckles that are not subject to high lateral loads or high in-plane loads across the knuckle, such as deck
2-70
camber knuckles.
20.9.2 Openings
20.9.2.1 Structural details of openings are to comply with the requirements of 1.2.5.5, Chapter 1 of this
PART. Manholes, lightening holes and other similar openings are to be avoided in way of concentrated
loads and areas of high shear, such as: floors or double bottom girders close to their span ends.
Where openings are unavoidable, the strength at the openings is to comply with the relevant requirements
for yield and buckling assessment of panels.
Where openings larger than those given by 20.9.2.2 or 20.9.2.3 of this Section are proposed, the
arrangements and compensation required will be specially considered.
20.9.2.2 For manholes and lightening holes in single skin sections not requiring reinforcement, openings
cut in the web with the depth of opening not exceeding 25% of the web depth and so located that the edges
are not less than 40% of the web depth from the faceplate do not require reinforcement generally. The
length of opening is not to be greater than the web depth or 60% of the local supporting member spacing,
whichever is the greater. The ends of the openings are to be equidistant from the corners of cutouts for local
supporting members.
20.9.2.3 For manholes and lightening holes in double skin sections not requiring reinforcement, where
openings are cut in the web and are clear of high stress areas, reinforcement of these openings is not
required provided that the depth of the opening does not exceed 50% of the web depth and is so located that
the edges are well clear of cutouts for the passage of local supporting members.
20.9.2.4 Manholes and lightening holes requiring reinforcement may be stiffened as required by Figure
20.9.2.4, i.e. stiffeners on members contributing to longitudinal strength are to be fitted along the free edges
of the openings, parallel to the vertical and horizontal axes of the opening. Stiffeners may be omitted in one
direction if the shortest axis is less than 400 mm, and in both directions if the length of both axes is less
than 300 mm. Edge reinforcement may be used as an alternative to stiffeners.
Figure 20.9.2.4 Reinforcement of manholes and lightening holes
20.9.3 Stiffeners or brackets

20.9.3.1 Requirements for stiffeners or brackets are to comply with the provisions of Section 12, Chapter
5 of this PART.
Appendix 1 DIRECT CALCULATION OF HULL STRUCTURES WITHIN THE CARGO TANK

REGION
1 GENERAL REQUIREMENTS
1.1 Application
1.1.1 This Appendix applies to direct calculation and assessment of hull structures within the cargo tank
region of membrane tank liquefied gas carriers required by this Chapter.
1.2 Definitions
1.2.1 Symbols
Unless otherwise specified, the following symbols in this Chapter are defined as follows:
ρ w ― density of seawater, to be taken as 1.025 t/m3;
ρc ―density of liquid cargo, to be taken as 0.50 t/m3 for LNG;
ρ ―density of liquid, taken as ρ w or ρ LNG as applicable;
σe ― equivalent stress of plate element (i.e. von Mises stress), in N/mm2, based on membrane stresses
2-71
at element centroid;
ReH ― yield stress of material, in N/mm2;
K ― material factor, as defined in Section 3, Chapter 1 of this PART;
E ― elastic modulus of material, E = 2.06 × 105 N/mm2 or E = 2.06 × 1011 N/m2 for steel;
 ― Poisson’s ratio of material,  = 0.3 for steel.
2 LOADS

2.1.1 In the assessment of the structural strength, all load components with respect to the hull girder
bending moment, internal liquid pressure and external hydrodynamic pressure and other local pressures,
inertia forces due to ship’s motions, structural weight as well as the weight of the insulation of cargo
containment systems are to be taken into account.
2.1.2 When longitudinal bending moment, hydrodynamic pressure (external) and inertia force and added
pressure heads (internal) are to be obtained by direct calculation, recognized theories and application
programs are to be used for the calculation.
2.2 Static loads

2.2.1 Hull girder still water bending moment Msw is covered in 2.2.2, Chapter 2 of this PART. Unless
otherwise specified, loading patterns are to be considered according to Table 2.4.1 of this Appendix.
2.3 Wave loads

2.3.1 Longitudinal vertical wave bending moment
Vertical wave bending moment: M w _ sagging (sagging) and M w _ hogging (hogging)
M w _ sagging  k w M w () kN·m
M w _ hogging  k w M w () kN·m
where: kw ― factor, normally to be taken as 1.0;
Mw(+), Mw(–) – as given in 2.2.3, Chapter 2 of this PART.
2.3.2 Horizontal wave bending moment
Horizontal wave bending moment: MH
M H   84 k w CL2 D (C b 0 .7 )10 3 kN·m (positive tension port)
where: kw ― as given in 2.3.1;
C ― as given in 2.2.3, Chapter 2 of this PART.
2.3.3 External pressure

(1) External pressure psea _ side , is the superimposition of still water pressure and hydrodynamic pressure,
which can be expressed by the following equation:
p sea _ side  p sea _ static  p sea _ dynamic N/mm2 (positive inboard)
p sea _ side will be taken as 0 if the calculated value is less than 0.
where: p sea _ static ― still water pressure, psea _ static  w ghs kN/mm2
= 0.01 hs N/mm2;
hs ― pressure head in still water, in m, taken as draught d in design condition;
p sea _ dynamic ― hydrodynamic pressure, psea _ dynamic   w gk chdi kN/mm2;
 0.01k c hdi N/mm2;
kc― correlation factor for a specific combined load case, as given in Table 2.4.1 of this Appendix;
hdi― hydrodynamic pressure head at location i, in m, hdi 1.36iC f Cw , distributed as in Figure
2.3.3(1),
where:
λi ― distribution factor of hydrodynamic pressure head around the girth of ship at location i,
as given in Table 2.3.3(1) or as obtained by the linear interpolation at other locations;
Cf ― distribution factor of hydrodynamic pressure head along the length of the ship, to be
taken as C f  k f 0 :
2-72
kf0― factor, as given in Table 2.4.1;
θ ― wave heading angle, θ = 0℃ for head sea; θ = 90℃ for beam sea from starboard;
Cw ― wave coefficient, see coefficient C in 2.2.3.1, Chapter 2 of this PART.
Distribution factor of hydrodynamic pressure head λi Table 2.3.3(1)

i = 3,
i = l, i = 2, i = 5,
Wave heading at bottom i = 4,
at waterline, at bilge, at waterline,
angle θ° longitudinal at bilge, port
starboard starboard port
centerline
0° for head sea 0.750 0.300 0.300 0.300 0.750
60° for oblique
0.875 0.350 0.127 -0.096 -0.333
sea
90° for beam sea 1.000 0.400 0.100 -0.200 -0.500
cos  2 cos  3 sin  2  4 sin   cos  3 5
 sin 
At any angle 1 .00    4 4
4 5 10 10 5 10
h – distance from the waterline to the highest deck of side ballast tank (lower end of trunk deck), in m.
Note: Pressure head hdi at waterline, starboard, is to be taken as h or hdi i 1 , whichever is lesser.
Figure 2.3.3(1) Distribution of external hydrodynamic pressure
(2) Distribution of p sea _ side , as given in Figure 2.3.3(2).
– – – – – – – – hd: hydrodynamic pressure head (being negative)

–– - - –– - - –– hs: hydrostatic pressure head in still water
–––––––––––– : total external sea pressure head
h – as given in Figure 2.3.3 (1).
Figure 2.3.3(2) Distribution of external sea combined pressure
2-73
2.3.4 Internal pressures of tanks (excluding sloshing and impact loads)
(1) Parameters of ship motions
Where data related to seakeeping analysis or model tests are not available, the equations given below may
be used in calculating the parameters of ship motions:
① The pitch amplitude (positive bow up):
1030 V 0.25 (°), but need not to be taken greater than 10°
  ( )
L Cb
② The pitch natural period:
Tp  3.5 Cb d i s
where: di ― draught for the relevant loading conditions, in m, as given in Table 2.4.1
③ The roll amplitude (positive starboard down):
  0 T (°), but need not to be taken greater than 30°
where: 0 ― basic roll amplitude,
di
0  (1.3  0.025V ){35  5  10 6  10.05  [1.06( )  0.06] LBdCb }
d
 0.86250.027Troll for Troll 12.5 s

T 1.53750.027Troll for 12.5Troll 20 s
 1 for Troll 20 s

④ The roll natural motion period:
2.0rroll _ gyr
Tr  s
GM
where: rroll _ gyr ― roll radius of gyration, in m, as given in Table 2.3.4(1);
GM ― metacentric height, in m, as given in Table 2.3.4(1);
di ― same as ②.
Values of metacentric height GM and roll radius of gyration rroll _ gyr
Table 2.3.4(1)
Loading and draught GM rroll _ gyr
Full load 0.12B 0.35B
0.75d 0.18B 0.38B
Note: For the above parameters in sloshing conditions, see also Appendix 2 of this Chapter.
⑤ Accelerations of the ship motion
Vertical acceleration: av  f v kv a0 g m/s2, positive downward;
Longitudinal acceleration: a longi  f l k l a 0 g m/s2, positive forward;
Transverse acceleration: a t  f t k t a 0 g m/s2, positive starboard;
where: a 0 ― common acceleration parameter,
2.4 34 600 ;
a 0  (1.09  0.029V  0.47 C b )(   2 )
L L L
y
( 1 2 . 4 )sin 
f v ― factor, f v  cos   B ;
kv
k v ― factor, k v  1  0.65(5.3  45 ) 2 ( x  0.45) 2 ;

L L
f l ― factor, f l  0.35  5.0( L  200 )  10 4 ;
k l ― factor, k l  0.5  8z ;
L
f t ― factor, f t  1.27 1  1.52( x  0.45) 2 ;
L
k t ― factor, kt  0.35  z ;
B
x ― longitudinal distance from the A.P. to the station considered, in m;
2-74
y ― transverse distance from the centerline to the point considered, in m, positive
starboard;
z ― vertical distance from the waterline to the point considered, in m, positive upward.
The point considered above is taken as the centroid position of tanks.
(2) Internal pressures of tanks
① Distribution pi of internal pressures is determined by superimposing vapor pressure of liquefied gas,
liquid pressure, wave-induced hydrodynamic inertia force and added pressure. For a completely
filled tank, the distribution of internal pressures may be obtained from the following formula:
pi  0.001 LNG g ( zlocal _ tan k  zlocal _ tan k  hwave _ induced )  p0 N/mm2
(Positive from geometric centroid of the tank toward tank boundaries)
where: p0 ― vapor pressure, determined according to the following formula:
 p vp  p n in cargo tank, taken as 0 when the calculated value is less than 0
p0  
0 in ballast ta nk
pvp ― maximum pressure setting on vacuum relief valve, in MPa; to be taken as not greater than
0.07 MPa;
pn ― standard design vapor pressure, taken as 0.025 MPa;
zlocal_tank ― local coordinate in vertical direction for tank boundaries measuring from the top of the
tanks, as shown in Figure 2.3.4(2), in m;
Δzlocal_tank ― to be taken as follows:
a) 0 for the cargo tank and the ballast tank whose tank top extends to the upper deck
or the trunk deck;
b) a distance equivalent to 2/3 of the distance from tank top to the top of the overflow
(the exposed height is minimum 760 mm above freeboard deck or 450 mm above
superstructure deck) for the lower tank whose tank top does not extend to the
upper deck;
hwave_induced ― wave-induced internal pressure head, including inertial force and added pressure
head, determined as follows:
ai
hwave _ induced  k c ( z tan k _ local  hi )
g
where:
kc ― as given in 2.3.3 internal pressures, see Table 2.4.1;
ai ― effective resultant acceleration at the point considered, and may be
approximated by:
l b
ai  0.71Cdp [ wv av  wlongi ( )alongi  wt ( )at ] m/s2
h h
where:
C dp ― as given in Table 2.3.4(2);
av, alongi, at ― as given in 2.3.4(1)⑤;
wv, wlongi, wt ― weighted coefficients, as specified in Table 2.4.1;
l ― length of the tank, in m;
b ― width of the tank, in m;
h ― height of the tank, in m;
Δhi― added pressure head due to pitch and roll motions, in m, may be calculated as
follows:
a) for bow down and starboard down ( e  0, e  0 ):
hi  xtan k _ local sin(- e )  Cru ( ytan k _ local _ e sine cos e  ztan k _ local _ e cos e cose - ztan k _ local )
where:
x tan k _ local ― local coordinate for the point considered with respect to length
as in Figure 2.3.4(2), in m;
y tan k _ local ― local coordinate for the point considered with respect to width,
z tan k _ local ― local coordinate for the point considered with respect to height,
2-75
y tan k _ local _ e ― taken as b  y tan k _ local ;
z tan k _ local _ e ― taken as z tan k _ local ;
b) for bow up and starboard up ( e  0, e  0 ):
hi  (l  xtan k _ local )sin e  Cru [ y tan k _ local _ e sin( e ) cos e  ztan k _ local _ e cos e cos e  ztan k _ local ]
where:
y tan k _ local _ e ― taken as y tan k _ local   b
z tan k _ local _ e ― taken as z tan k _ local   h
b , h ― the local coordinates for the point considered with respect to
adjusted values, in m, as shown in Figure 2.3.4(2);
C ru ― as in Figure 2.3.4(2);
C , C ― weighted coefficients, as in Table 2.4.1;
 e ― taken as 0.71 C ;
e ― taken as 0.71C ;
ψ and  ― pitch and roll amplitudes, as given in 2.3.4(1).
Figure 2.3.4(2) Local coordinates and geometry of tank

② The calculation methods of sloshing loads corresponding to sloshing motion levels of tank (level 1
to level 3) are given in Appendix 2 of this Chapter.
③ Simultaneous internal pressures
In performing a 3D cargo tank structural analysis, the internal pressures may be calculated in
accordance with ①, ② and ③ above for tanks in the mid-body.
④ Definition of tank shape and associated coefficients – as given in Table 2.3.4(2).
Tank shape and associated coefficients Table 2.3.4(2)
Applicable conditions Tank shape Cdp Cru
b h
 3.0 or  3.0 Rectangular tank 1.0 1.0
b1 h1
b h
 5.0 or  5.0 J-shaped tank 0.7 1.0
b1 h1
b h  b h  
3.0  min  ,   5.0 Other tank 1 .0  0 .15  min  1 ,   3 .0  1.0
 b1 h1    b h 1  
where: b – extreme breadth of the tank considered, in m;
b1 – least breadth of wing tank part of the tank
considered, in m;
h – extreme height of the tank considered, in m;
h1 – least height of double bottom part of the tank
considered, in m;
the above symbols are as shown in the figure on
the right.
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2.4 Combined load cases
2.4.1 The design load cases, to which the strength assessment by direct calculation as given in this
Appendix applies, consist of conventional design cases, accidental special cases (see Table 2.4.1) and
sloshing cases (see Appendix 2 of this Chapter). Where more critical cases likely to be encountered are not
covered in the above cases, if any, they are to be additionally analyzed.
2.4.2 In accordance with the principle requirements of loading and strength criteria, hull responses under
static loads (S) and dynamic + static loads (S+D) are to be considered in a comprehensive manner. The
weight of the insulation of cargo containment system is also to be considered. In addition, “a collision force
acting on the tank corresponding to one half the weight of the tank and cargo in the forward direction” the
ship is to withstand, as required in CCS Rules for Construction and Equipment of Ships Carrying Liquefied
Gases in Bulk is to be considered as an accidental special case and listed in Table 2.4.1.
2.4.3 For the longitudinal vertical bending moment of hull girders, the resultant bending moment may be
considered as follows:
M V (  )  M sw (  )  kcV M w _ hogging in hogging condition
M V ()  M sw ( )  kcV M w _ sagging in sagging condition
where: M sw ― as given in 2.2;
M w _ sagging and M w _ hogging ― as given in 2.3;
k cV ― coefficient of hull girder vertical wave bending moment applied on both ends of the
model, as in Table 2.4.1.
2.4.4 Other loads as given in Table 2.4.1 are to be multiplied by relevant load factors for combined load
cases.
2.4.5 The length of the model considered for load patterns as shown in Table 2.4.1 is equal to three
complete cargo tanks.
2.4.6 The distribution of resultant external pressure heads at different locations of one hull girder section
is shown in Figure 2.3.3(2).
2.4.7 The bending moment of end planes of the FE model may be corrected in accordance with the simple
beam theory. The bending moment applied on end planes of the model is so adjusted that the resultant
vertical and horizontal bending moment applied on the mid-point of the middle tank of the 3-tank model is
equal to the target value.
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Load cases for cargo tank FEM analysis of membrane tank liquefied gas carriers Table 2.4.1
External Wave heading angles and ship
Internal pressures
Vertical Horizontal pressures motions
No. Load pattern B.M. B.M.
Wave
kcV kcH kc kf0 kc wv wl wt , C , roll Heave Pitch Roll
angle
pitch
Ultimate designConventional cases - combined loads (Static loads + Dynamic loads) (S+D)
Fwd Aft
Sag Bow
LC1 N/A 0.5 -1.0 0.4 0.75 Bhd Bhd N/A N/A -1.0 N/A 0 Down N/A
1.0 down
0.25 -0.25
Fwd Aft
Hog Bow
LC2 N/A 0.5 1.0 0.4 -0.75 Bhd Bhd N/A N/A 1.0 N/A 0 Up N/A
1.0 up
-0.25 0.25
Fwd Aft
Sag Bow
LC3 N/A 0.5 -1.0 1.0 0.75 Bhd Bhd N/A N/A -1.0 N/A 0 Down N/A
0.7 down
0.25 -0.25
Fwd Aft
Hog Bow
LC4 N/A 1.0 1.0 0.5 -0.75 Bhd Bhd N/A N/A 1.0 N/A 0 Up N/A
0.7 up
-0.25 0.25
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Port Stbd
Sag Tension Stbd
LC5 0.5 -1.0 1.0 0.25 N/A N/A Bhd Bhd N/A 1.0 90 Down N/A
0.3 Stbd. 0.3 down
-0.75 0.75
Port Stbd
Hog Tension Stbd
LC6 1.0 1.0 0.5 -0.25 N/A N/A Bhd Bhd N/A -1.0 90 Up N/A
0.3 port 0.3 up
0.75 -0.75
Fwd Aft Port Stbd

Sag Tension Bow Stbd
LC7 0.5 -1.0 1.0 0.4 Bhd Bhd Bhd Bhd -0.7 0.7 60 Down
0.4 Stbd. 1.0 down down
0.20 -0.20 -0.4 0.4
Fwd Aft Port Stbd

Hog Tension Bow Stbd
LC8 1.0 1.0 0.5 -0.4 Bhd Bhd Bhd Bhd 0.7 -0.7 60 Up
0.4 port 1.0 up up
-0.20 0.20 0.4 -0.4
2-79
Accidental design cases - static loads (S+D)
Collision load is determined based on cargo containment system under fully loaded condition, and forward inertia force is 0.5g, where g is acceleration
LC9
of gravity. In addition, vertical gravity effects are to be considered. Hull girder bending moment and shear force are not required to be applied.
Collision load is determined based on cargo containment system under fully loaded condition, and backward inertia force is 0.25g, where g is
LC10 acceleration of gravity. In addition, vertical gravity effects are to be considered. Hull girder bending moment and shear force are not required to be
applied.
Note: – loaded with LNG liquid cargoes; – loaded with ballast water; N/A- not applicable.
2-80
3 STRUCTURAL MODEL

3.1.1 Except for buckling assessment, the dimension of finite element models covered in this Appendix
are taken as the scantlings (e.g. thickness, length) specified in the drawings, namely the as-built scantlings.
Where net scantlings are used, permissible stresses are to be considered otherwise.
3.2 Structural modeling

3.2.1 The length of the model is to cover the three cargo tank lengths (No.2, No.3 and No.4 tanks and/or
No.3, No.4 and No.5 tanks) in the midship cargo tank region, and the length of the middle tank is to be the
greatest among the three tanks, as shown in Figure 3.2.1. The transverse extent is to be the entire breadth of
the ship. The vertical extent is to be the entire moulded depth. The change of moulded line of ship side in
longitudinal direction is not to be taken into account.
Figure 3.2.1 Extent of finite element modeling of cargo tanks
3.2.2 All primary longitudinal and transverse structural members of the hull are to be represented in the
model, including bottom shell, side shell, deck plating (including trunk deck), inner deck, inner bottom,
inner hull, hopper and inner hull slope plating, double bottom girders, deck girders, stringers (continuously
or partially arranged) in double side tanks and longitudinals continuously arranged on such plating as well
as primary transverse supporting members such as transverse web frames, deck transverses, double bottom
floors, and cofferdam transverse bulkheads. In addition, all plating and stiffeners, including web stiffeners,
on these structural members are to be modeled.
3.2.3 All main plating is to be simulated by plate elements. Stiffeners on the plating are to be simulated
by beam elements and the attached plates are to be considered for the properties of bending (eccentricity is
required in the program.).
3.2.4 The plate element mesh is to follow the stiffening system of the structure as far as practical,
properly representing the geometrical characteristics of actual plate panels between stiffeners. The plate
element mesh is to satisfy the following requirements:
(1) transversely and vertically, one element between every longitudinal stiffener;
(2) longitudinally, one element between every frame space, and the element length is not to be greater than
two longitudinal spaces;
(3) for webs of primary supporting members (including transverse web frames, double bottom girders and
floors, and vertical diaphragm and horizontal stringers on bulkheads), one element between every web
stiffener, and at least three elements over the depth of these members.
3.2.5 In general, web frames in double side tanks, deck transverses and small openings in double bottom
floors may be represented by deleting corresponding elements. For large (web) openings of web frames in
side tanks and deck transverses, the meshing of edges and boundaries is to be fine enough to represent the
curvature of the edges of the openings.
3.2.6 Normally quad plate elements are to be used and the use of triangular plate elements is to be kept to
a minimum. The aspect ratio of the quad plate elements is in general not to exceed three. Where possible,
the aspect ratio of plate elements in areas, where high stress or a high stress gradient is likely to occur, is to
be kept close to one and the use of triangular elements is to be avoided.
3.3 Boundary conditions

3.3.1 The boundary conditions to be applied at the ends of the cargo tank FE model are as follows and
also given in Table 3.3.1:
(1) the aft end of the model is assumed to be kept plane, an independent point is set in way of the neutral
axis of the section, other nodal points of the end plane are linked to the independent point, and the bending
moment is applied on the independent point;
2-81
(2) the fore end of the model is assumed to be kept plane, an independent point is set in way of the neutral
axis of the section, other nodal points of the end plane are linked to the independent point, and the bending
moment is applied on the independent point.
Boundary constraints at model ends Table 3.3.1
Translation Rotation
Location
Aft end
Aft end
RL – – – RL RL
(all longitudinal elements)
Independent point at aft
FIX – – –
end, see Figure 3.3.2
Deck, inner bottom and
– Springs – – – –
outer shell
Side shell, and inner hull – – Springs – – –
Fore end
Fore end
RL – – – RL RL
(all longitudinal elements )
Independent point at fore
– – – –
end, see Figure 3.3.2
Deck, inner bottom and
– Springs – – – –
outer shell
Side shell, and inner hull – – Springs – – –
where:
－ – no constraint applied (free);
M hend – total vertical bending moment applied on model ends;
M vend – total horizontal bending moment applied on model ends;
δx – constraint of displacement along longitudinal axis;
δy – constraint of displacement along transverse axis;
δz – constraint of displacement along vertical axis;
θx – constraint of rotation about longitudinal axis;
θy – constraint of rotation about transverse axis;
θz – constraint of rotation about vertical axis.
3.3.2 The fore and aft end planes of the model are to be subject to end bending moment and constrained
in degree of freedom. In addition, spring elements are to be arranged vertically and horizontally to precisely
represent the stiffening provided to both ends of the cargo tank model by the fore and aft hull structures
adjacent to the model. Ground spring elements, i.e. spring elements with one end constrained in all 6
degrees of freedom, with stiffness in global y degree of freedom are to be applied to the grid points along
inner deck and trunk deck, inner bottom and bottom shell. Ground spring elements with stiffness in global z
degree of freedom are to be applied to the grid points along the vertical part of the side shells and inner
hulls as shown in Figure 3.3.2.
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Figure 3.3.2 Boundary condition of finite element modeling
3.3.3 The stiffness, c, of individual spring elements for each structural member, to be applied at each end
of the cargo tank model, is given by:
 E  As AE N/mm
c   0.77
 1    ltk n ltk n
where: As ― shearing area of the individual structural member under consideration, in mm2, i.e. plating of
deck, trunk deck, inner bottom, bottom shell, side shell, or inner hull longitudinal bulkheads,
see Figures 3.3.3(1) and (2) for details;
ltk ― length of cargo tank, between bulkheads of the middle tank of the FE model, in mm;
n ― number of nodal points to which the spring elements are applied to the structural member
under consideration.
Shear areas to be considered

in the calculation of spring stiffness Table 3.3.3(1)
Vertical springs
Side: Area of side shell plating, including
bilge strake
Inner hull longitudinal Area of inner hull plating, including
bulkheads: hopper sloped plate and double bottom
side girder in way
Trunk deck: Area of sloped parts of trunk deck and

inner deck plating
Note: Where part of the structural member is not vertical, the

area is to be calculated using the projected area in the
vertical direction
Shear areas to be considered

in the calculation of spring stiffness Table 3.3.3(2)
Horizontal springs
2-83
Trunk deck: Area of sloped parts of trunk deck and
inner deck plating, including horizontal
stringer and upper deck in way
Inner bottom: Area of inner bottom plating, including
hopper sloped plate and horizontal
stringer in way
Bottom shell: Area of bottom shell, plating, including
bilge strake
Note: Where part of the structural member is not horizontal, the
area is to be calculated using the projected area in the
horizontal direction
4 RESULT EVALUATION

4.1.1 The evaluation is to cover the middle tank of the three cargo tanks FE model, including the regions
forward of the fore end of its forward bulkhead and aft of the aft end of its aft bulkhead up to the extent of
one or two frames into the adjacent tanks, as shown in Figure 4.1.1.
4.1.2 Stress level and panel buckling capability of longitudinal structural members, primary supporting
members and transverse bulkheads within the regions considered are to be verified. Particular attention is to
be given to the scantlings and the assessment of required strengthening in way of transverse bulkheads
against hull girder shear load, the intersection of hopper and inner hull, double side stringers, and double
bottom girders and floors.
Figure 4.1.1 Strength evaluation region
4.1.3 In general, the strength criteria for the same structural member are different in static load cases and
in static + dynamic load cases. In addition, special restrictions are imposed on permissible stresses for some
members to avoid excessive stress strain of the insulation of cargo containment system. Strength check in
respect to “the forward collision force equal to a half of the weight of cargo tank and cargo” is differently
specified in this Section. For strength assessment, attention is to be drawn to the above-mentioned point.
4.2 Yield assessment

4.2.1 Yield assessment criteria for structural members in any condition to be checked are shown in Table
4.2.1.
2-84
Yield strength assessment criteria Table 4.2.1
Structural member Yield utilisation factor and permissible stress restriction
Hull girder longitudinal member plating and bulkhead plating
1) Ultimate design Conventional condition:
Side shell, bilge plate, bottom shell, trunk deck y  1.0, for bottom shell, side shell and double bottom girders
slope plating and trunk deck plating, upper
deck, cofferdam bulkheads, side watertight y  0.9, for other structural members.
bulkheads, deck girders, double bottom girders, 2) Accidental design condition:
double side stringers, etc. y  1.00
The following criteria are to be satisfied for any loading
condition:
Inner deck plating and inner deck slope plating 1) For inner bottom, hopper slope plating, inner deck plating
in direct contact with secondary barriers, side and top plating:
inner hull plating, inner bottom, inner hull slope y  0.90
plating, hopper slope plating
2) For side inner hull plating and inner hull slope plating:
y  0.75
Primary supporting member plating
Primary transverse supporting structures, e.g.
side transverse web frames, trunk deck
transverses, vertical diaphragms and horizontal
 y  0.75
stringers between cofferdam bulkheads, double
bottom floors, and stiffening diaphragm plates
and brackets between inner and outer hulls
Notes: (1) Yield utilisation factor
e
y  for plate element;
ReH
,

 y  rod , for face plate of primary supporting members modelled by rod element or beam element.
ReH
(2) For structural members subject to level 3 sloshing impact loads, the permissible stress may be taken as
the yield strength ReH of the material.
4.2.2 Yield deformation is to be so controlled that maximum relative deformation of the plating between
stiffeners of all hull panels (including inner bottom plating, hopper slope plating, inner hull plating, inner
hull slope plating, inner deck plating and inner deck top plating as well as transverse bulkhead
plating)/plating of unstiffened panels regarding periphery of insulations is generally not to be greater than
4.0 mm.
4.3 Buckling assessment

4.3.1 The buckling assessment criteria for structural plate and girder web plate panels in any check
condition are shown in Table 4.3.1. And for panels of plates in direct contact with the insulation (secondary
barrier system) of cargo containment system, e.g. inner bottom, inner hull, wing tank slope plating, inner
deck and transverse bulkhead plates, deformation is to be controlled within the range of elastic buckling so
that the function of insulation of cargo containment system will not be damaged.
4.3.2 Bucking assessment is to be based on elementary plate panels (EPP). An EPP is the unstiffened and
unstrengthened part of the plating in the area except for the boundary (a × b). Only rectangular panels are
considered in the buckling calculation of panels, as shown in Figure 4.3.2.
2-85
Figure 4.3.2 Elementary plate panels in buckling assessment
4.3.3 Panel bucking calculation approaches and criteria specified in this Appendix are based on elastic
buckling. Other theories, calculation programs and assessment criteria are to be agreed by CCS.
Buckling assessment criteria Table 4.3.1
Structural member Buckling safety factor
Double hull plating and bulkhead plating
Stiffening plate panels under lateral loads, including trunk deck plating and
slope plating, inner deck plating and slope plating, upper deck, side plating,
side inner hull, inner bottom, inner hull slope plating, hopper slope plating,
 ≥1.0
bilge plating and cofferdam bulkheads, etc.
Bottom plate, hopper slope plating, the outermost double bottom side girders  ≥0.8
Primary member plating

Primary supporting members, e.g. side transverse web frames, double deck
transverses and deck girders, double side stringers, vertical diaphragm and
horizontal stringers between cofferdam bulkheads, double bottom girders  ≥1.1
(except for the outermost side girders) and floors, and stiffening diaphragm
plates and brackets between inner and outer hulls
4.3.4 Panel buckling is to be based on the “net thickness method”. In calculation of critical buckling stress,
plating thickness is to be taken as the calculated net thickness obtained from deducting the Standard
Thickness Deduction, as given in Table 4.3.4, from the as-built thickness.
Standard thickness deduction Table 4.3.4
Location Standard thickness deduction tc (mm)
The following watertight members and other structural members:
① plating of horizontally arranged primary supporting members
decks as ballast tank boundary, side shell plating, inner bottom
plating, transverse bulkheads, plate floors, double bottom girders
1.5
and double side stringers;
② transverse web frames of ballast tanks, double bottom plate floors
and girders of ballast tanks, watertight double side stringers
Other structural members 1.0

4.3.5 The combined interaction of uni-axial and bi-axial compressive stresses and shear stresses are to be
considered in the buckling calculation.
4.3.6 Panel buckling calculation approaches may be referred to Section 5, Chapter 1 of this PART.
4.3.7 The check of buckling strength may not be considered for conditions under sloshing loads.
4.4 Fine mesh model and strength assessment

2-86
4.4.1 For an accurate and clear observation of stress level and distribution at local areas of stress
concentration, fine mesh analysis and strength assessment are to be further carried out for the following
critical locations: given in Figures 4.4.1(1) and (2), and the intersection of the vertical diaphragm on
transverse bulkheads to double bottom girders and deck girders. The typical transverse web frames, on
which the nodes for fine mesh analysis are located, is at least to cover the mid-tank model and forward and
aft bulkheads. Other longitudinal locations are to be selected according to the FE analysis results (areas of
maximum stress). The fine mesh zone is to represent the localised area of high stress.
(1) the connection of lower and upper knuckle joints of hopper slope plating to inner bottom plating and
inner hull longitudinal bulkhead in way of transverse web frames, as shown in Figure 4.4.1(1);
(2) the connection of lower knuckle joints of inner hull slope plating to side stringers in way of transverse
web frames, as shown in Figure 4.4.1(2);
(3) the connection of double side stringers to transverse bulkheads, as shown in Figure 4.4.1(3);
(4) the connection of double bottom girders to transverse bulkheads, as shown in Figure 4.4.1(4);
(5) double deck girders in way of the connection of transverse bulkheads to inner decks, as shown in Figure
4.4.1(5);
(6) large openings in transverse web frames, double bottom girders, double deck girders, double transverse
bulkhead stringers and vertical diaphragms, in case higher stress is identified in the yield assessment of
coarse mesh model.
Figure 4.4.1(1) Fine mesh zone of typical transverse web frames Lower and upper knuckle joints of
hopper slope plating
2-87
Figure 4.4.1(2) Connection of lower knuckle joints of inner hull slope plating to side stringers
Figure 4.4.1(3) Connection of double side stringers to transverse bulkheads
Intersection of longitudinal and horizontal stringers in way of

transverse bulkhead
Horizontal stringers in cofferdam Hopper knuckles
2-88
Figure 4.4.1(4) Connection of double bottom girders to transverse bulkheads
Figure 4.4.1(5) Double deck girders in way of the connection of transverse bulkheads to inner decks
Figure 4.4.1(2) Some fine mesh zones

4.4.2 The fine mesh analysis may be carried out by means of a separate local finite element model with
fine mesh zones, in conjunction with the boundary conditions obtained from the cargo tank model, or by
incorporating fine mesh zones into the cargo tank model.
4.4.3 The extent of the local finite element models is to be such that the calculated stresses at the areas of
interest (i.e. areas of stress concentration under investigation) are not significantly affected by the imposed
boundary conditions and application of loads. The boundary of the fine mesh model is to coincide with
primary members, such as girders, stringers and floors, in the cargo tank model.
4.4.4 The mesh size in the fine mesh zones is not to be greater than 50 mm × 50 mm. In general, the
extent of the fine mesh zone is not to be less than 10 elements in all directions from the area under
investigation.
4.4.5 All plating within the fine mesh zone is to be represented by shell elements. A smooth transition of
mesh density is to be maintained. The aspect ratio of elements within the fine mesh zone is to be kept as
close to 1 as possible. Variation of mesh density within the fine mesh zone and the use of triangular
elements are to be avoided. In all cases, the elements are to have an aspect ratio not exceeding 3. Distorted
elements, with element corner angle less than 60° or greater than 120°, are to be avoided. Stiffeners inside
the fine mesh zone are to be modeled using shell elements. Stiffeners outside the fine mesh zone may be
modeled using beam elements.
4.4.6 Where a FE sub-model is used for transverse web frames, the model is to have an extent of at least 1
+ 1 web frame spaces, i.e. one web frame space extending either side of the transverse web frame under
investigation. The transverse web frames forward and aft of the web frame under investigation need not be
included in the sub model. In addition, the full depth and full breadth of the ship are to be modeled.
4.4.7 For transverse bulkhead stringers, due to the structural interaction between the transverse bulkhead,
horizontal stringers, web frames, deck and bottom, it is recommended that the FE sub-model represents a
full section of the hull. Longitudinally, the ends of the model are at least to be extended one web frame
space beyond the areas that require investigation. The full breadth and depth of the ship should be modeled.
4.4.8 The fine mesh detailed stress analysis is to be carried out for the design load cases specified in this
2-89
Section.
4.4.9 Where a separate local finite element model is used for the fine mesh detailed stress analysis, the
nodal displacements from the cargo tank model are to be applied to the corresponding boundary nodes on
the local model as prescribed displacements. Alternatively, equivalent nodal forces from the cargo tank
model may be applied to the boundary nodes.
4.4.10 Where there are nodes on the local model boundaries which are not coincident with the nodal
points on the cargo tank model, it is acceptable to impose prescribed displacements on these nodes using
multi-point constraints. The use of linear multi-point constraint equations connecting two neighboring
coincident nodes is considered sufficient.
4.4.11 All local loads in way of the structure represented by the separate local finite element model are to
be applied to the model.
4.4.12 Stress check criteria and approaches for fine mesh analysis are given in Table 4.4.12 and the
description thereto.
Maximum permissible membrane stresses for fine mesh analysis Table 4.4.12
Yield utilisation factor
Element stress
(applicable to all working conditions)
Element not adjacent to weld λy ≤ 1.7
Element adjacent to weld λy ≤ 1.5
where: (1) λy ― yield utilisation factor
= K e , for plate element
235
(2) Where the von Mises stress of the elements in the cargo tank FE model in way of the area under investigation by
fine mesh exceeds its permissible value specified in Table 4.2.1, average von Mises stress, obtained from the fine
mesh analysis, calculated over an area equivalent to the mesh size of the cargo tank finite element model is to be
less than the permissible value specified in Table 4.4.12.
(3) The maximum permissible stresses are based on the mesh size of 50 mm × 50 mm as specified in 4.4.4. Where a
smaller mesh size is used, assessment may be carried out by using stress averaging method, see relevant
requirements of 2.7.9, Appendix 2, Chapter 7 of this PART.
(4) The yield utilisation factor may be increased by 1.3 times for accidental conditions.
APPENDIX 2 STRUCTURAL STRENGTH ASSESSMENT OF HULL AND PUMP TOWER

1 GENERAL PROVISIONS
1.1 Application
1.1.1 This Appendix specifies the calculation of sloshing loads of membrane tank liquefied gas carriers,
the assessment requirements in respect of the hull and pump tower structure of cargo tank region under
sloshing loads and the requirements for vibration evaluation of pump tower structure.
1.1.2 Unless otherwise specified in this Appendix, the calculation methods of sloshing loads are to
comply with relevant requirements of CCS Guidelines for Assessment of Sloshing Loads and Structural
Scantling of Tanks.
1.1.3 Cargo tanks without partially filled conditions, i.e. filling height less than 5%h or greater than 95%h
(where h is defined in Table 1.2.3 of this Appendix) may be exempted from the requirements of Sections 3
and 4 of this Appendix.
1.2 Target tank and its structural configuration

1.2.1 For the sloshing load calculation and the strength assessment of pump tower structure, the No.2
cargo tank close to the bow is to be taken as the target tank. Where it is proposed by the owner to carry out
assessment of other cargo tanks, they are to be taken as additional target tanks for assessment after approval
by CCS.
1.2.2 The terms of main structural configurations of cargo tanks are as shown in Figure 1.2.2.
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Figure 1.2.2 Terms of structural configurations of cargo tanks
1.2.3 The geometry of cargo tanks is as shown in Figure 1.2.3 and the basic parameters are defined in
Table 1.2.3.
Figure 1.2.3 Main geometric parameters of cargo tanks
2-91
Definitions of geometric parameters of cargo tanks Table 1.2.3
No. Variable Definition Unit
1 l Length m
2 b Breadth m
3 bu Breadth of tank top m
4 bl Breadth of tank bottom m
5 h Depth m
6 hf Filling height m
7 bf Surface breadth at corresponding filling height m
8 hu Upper chamfer height m
9 γu Upper chamfer angle deg
10 hl Lower chamfer height m
11 γl Lower chamfer angle deg
1.3 Definitions of parameters

1.3.1 In addition to the provisions of this Appendix, other parameters and symbols of this Appendix are
defined in Section 1 and Appendix 1 of this Chapter.
1.3.2 The directions and terms of ship motions in six degrees of freedom are defined in Table 1.3.2.
Directions and definitions of ship motion in six degrees of freedom Table 1.3.2
Displacement Velocity Acceleration
Direction Symbol Ship motion
Symbol Unit Symbol Unit Symbol Unit
1 Surge 1 m ’1 m/s ’’1 m/s2
X axis
1 Roll 1 rad ’1 rad/s 1
’’ rad/s2
2 Sway 2 m ’2 m/s 2
’’ m/s2
Y axis
2 Pitch 2 rad ’2 rad/s 2
’’ rad/s2
3 Heave 3 m ’3 m/s ’’3 m/s2

Z axis
3 Yaw 3 rad ’3 rad/s ’’3 rad/s2
2 CALCULATION OF SLOSHING LOADS

2.1.1 This Section specifies the calculation methods of loads (including quasi-static loads, dynamic loads
and impact loads) induced by free movement of the tank liquids as a result of ship motion.
2.1.2 The result of sloshing model test may be treated as sloshing design load subject to approval of CCS.
2.2 Sloshing motion levels

2.2.1 Sloshing motion levels are defined as follows:
(1) Level 1 is a static or quasi-static process. The loads due to sloshing motion at this level are mainly static
loads and the dynamic motion loads may be neglected.
(2) Level 2 is a dynamic and non-magnification process of sloshing motion. The loads due to sloshing
motion at this level include static and dynamic loads, but the latter have not involved the impact loads.
(3) Level 3 is a dynamic and magnification process of sloshing motion. The loads due to sloshing motion at
this level include static and dynamic loads where the latter are the main loads involving impact loads.
2.2.2 Criteria for judging sloshing motion levels are as follows:
(1) Where the tank size is within the range of l <0.13L and bf <0.56B, and the difference between natural
period of tank motion and natural period of hull motion is beyond ±20%, level 1 sloshing motion is
considered.
(2) Where the tank size is within the range of l <0.13L and bf <0.56B, and the difference between natural
period of tank motion and natural period of hull motion is within ±20%, or where the tank size is within the
range of l ≥0.13L and bf ≥0.56B, and the difference between natural period of tank motion and natural
period of hull motion is beyond ±20%, level 2 sloshing motion is considered.
(3) Where the tank size is within the range of l ≥0.13L and bf ≥0.56B, and the difference between tank
frequency and hull natural frequency is within ±20%, level 1, level 3 sloshing motion is considered.
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2.3.1 The loading conditions related to the scantling assessment of hull structural members of cargo tank
region, the direct calculations of cargo tanks and the assessment of structural strength of pump tower are
given in Table 2.3.1.
2.3.2 For calculation required for scantling of hull structural members of cargo tank region under
sloshing loads and the structural strength assessment of pump tower, the full load condition and ballast
condition given in Table 2.3.1 are to be taken.
2.3.3 For FE analysis of hull structural members of cargo tank region under sloshing loads, the sloshing
condition in Table 2.3.1 is to be taken.
Loading conditions Table 2.3.1

No. Conditions Draught k GM
1 Full load condition d k=0.35B GM＝0.12B
2 Ballast condition Ballast draught at arrival k=0.45B GM＝0.33B
3 Sloshing condition 2/3d k=0.39B GM＝0.24B
where: k ― roll radius, in m;
GM ― metacentric height, in m, considering free surface correction.
2.4 Natural period of hull and tank motion

2.4.1 Based on Table 2.3.1, the hull pitch period Tp and hull roll period Tr are calculated respectively in
accordance with 2.3.4, Appendix 1 of this Chapter.
2.4.2 The period of longitudinal motion Tx is calculated in accordance with the following formula:
4l s
Tx 
 h f 
g tanh  
 l 
2.4.3 The period of transverse motion Ty is calculated in accordance with the following formula:
4 b f
Ty  s
  hf 
g tanh 
 b 
 f 
2.5 Filling heights under consideration

2.5.1 All the filling heights in the loading manual are to be used as the filling heights under consideration
for analysis of sloshing loads.
2.5.2 Where additional loading is required by the owner, detailed data is to be provided as the additional
filling height under consideration for analysis of sloshing loads.
2.5.3 In addition to the above requirements for filling heights under consideration, four standard heights
under consideration of 5%h, 10%h, 70%h and 95%h are also to be taken into account for the calculation of
structural strength of pump tower.
2.6 Level 1 sloshing loads

2.6.1 Level 1 sloshing pressure acting on the tank boundary due to the still water pressure of cargo and
linear variation of surface is to be calculated according to relevant provisions of Section 2 of CCS
Guidelines for Assessment of Sloshing Loads and Structural Scantling of Tanks.
2.7 Level 2 sloshing loads

2.7.1 Level 2 sloshing pressure P2 acting on the tank boundary due to the still water pressure of cargo and
sloshing motion is to be calculated according to relevant provisions of Section 2 of CCS Guidelines for
Assessment of Sloshing Loads and Structural Scantling of Tanks.
2.8 Level 3 sloshing impact loads

2.8.1 This paragraph gives rule calculation method for level 3 sloshing impact loads.
2.8.2 The impact pressure in way of inner hull slope plating:
168  g b f
Transverse motion: P3  B ( B  0.3)GM sin  u Ct _ imp1 kN/m
1.5 2 2
where:  u ― angle between the plating considered and the vertical plane;
2-93
Ct _ imp1  Ct , h f is to be taken as 0.7(h  hu ) in calculation of Ct;
Ct  0.9 y01 / [1  9(1  y0 )2 ] , to be taken not less than 0.25;
y0  Ty / Tr ;
 y y0  1
y01   0
1 / y0 y0  1
2.8.3 The impact pressure in way of tank top:
220l
Longitudinal motion: P3  1.24  g (  7.5)Cl _ imp 2 kN/m2
L
164 g b f
Transverse motion: P3  (  0.3)GM 1.5 sin 2  u Ct _ imp1 kN/m2
B B
where: Cl _ imp 2  Cl , h f is to be taken as 0.7h in calculation of Ct;
Cl  0.9 x01 / [1  9(1  x0 )2 ] , to be taken not less than 0.25;
x0  Tx / Tp ;
 x x0  1
x01   0 ;
1 / x0 x0  1
 u ― angle between the plating considered and the vertical plane.
2.8.4 The area of tank top under the impact pressure is as shown in Figure 2.8.4.
Figure 2.8.4 Area of tank top under the impact pressure
2.8.5 The impact pressure in way of the lower part of tank

(1) Within an area of 0.2bf or 0.2l in height from the inner bottom plating, the impact loads applied to the
tank bottom are as follows:
Longitudinal motion: P3  1.42  gkl sin 2  kN/m2
Transverse motion: P3  1.5  gb f sin 2  kN/m2
where:
 1 L  200
k  ;
1.4  0.002 L L  200
 ― angle between the panel considered and the horizontal direction, in °.
(2) The impact loads in way of the lower part are evenly distributed within an area of 0.2bf or 0.2l in height
from the inner bottom plating and linearly reduced to 0 within the range extending 1 m upwards from such
height.
2.8.6 For corners of longitudinal and transverse structures of tanks within the range of 0.15bf or 0.15l, the
impact loads are determined by the following formula:
2.9 Direct calculation of sloshing loads

2.9.1 This paragraph provides direct calculation method and program for sloshing loads, and with
approval by CCS, other programs may be used to calculate sloshing loads.
2.9.2 Basic assumptions
The volume of fluid method is used for direct calculation of sloshing loads of cargo tanks, in association
2-94
with the following assumptions:
(1) the fluid is non-compressible and viscous;
(2) free surface exists in fluid motion and no loss of fluid in tanks occurs during the motion;
(3) temperature change is not taken into consideration.
2.9.3 Basic principles
Coordinate systems are established for a two-dimensional space (x, y), as shown in Figure 2.9.3, where
OoYoZo is a permanent coordinate system fixed on earth, oyz is a coordinate system of motions fixed on
.. .. ..
cargo tank boundary; ( yo (t ), zo (t )) ,  (t ) ,  ( t ) and ( y o (t ), z o (t )) are respectively the position, angle, angular
velocity and linear acceleration of the coordinate system of motions relative to the permanent coordinate
system. Equations are developed based on basic principles of non-compressible fluid dynamics. The finite
difference method is employed to discretize the equations.
Figure 2.9.3 Two-dimensional coordinate system
2.9.4 Sloshing calculation program

CCS software for direct calculation of sloshing is employed for the calculation of sloshing loads and
motion. The calculation model and distribution of grid cells are shown in Figure 2.9.4.
The size of grid cell is recommended to be 0.5 to 1 time the longitudinal spacing, and the ratio of side is to
be approximate to 1 as far as possible for meshing. The hybrid factor is in general taken as 0.8.
Figure 2.9.4 Grid cells in sloshing calculation
3 ASSESSMENT OF SCANTLING REQUIREMENTS FOR TANK STRUCTURE


3.1.1 This Section specifies the scope of application and scantling requirements for sloshing loads applied
to the hull structural members in cargo tank region.
3.1.2 The sloshing pressure used in this Section is the maximum value of sloshing loads calculated by the
filling heights under consideration selected in accordance with 2.5 of this Appendix, where the level 3
sloshing load is to be based on the direct calculation of sloshing loads.
3.1.3 Assessment is to be carried out for the following structural members subjected to sloshing pressure
2-95
due to longitudinal liquid motion:
(1) transverse tight bulkheads;
(2) inner deck;
(3) primary members;
(4) stiffeners on the transverse bulkheads and inner deck.
3.1.4 Assessment is to be carried out for the following structural members subjected to sloshing pressure
due to transverse liquid motion:
(1) longitudinal tight bulkheads;
(2) hopper slope plating;
(3) inner hull slope plating;
(4) inner deck;
(5) primary members;
(6) stiffeners on the above structural members.
3.2 Assessment of tank structure under level 1 and level 2 sloshing loads
3.2.1 Plating forming tank boundaries
The thickness of plating forming tank boundaries, t, subjected to sloshing pressures is not to be less than
that obtained from the following formula:
P
t  0.0174 p s mm
Ca ReH
where: s ;
 p  1.2 
2100l p
s ― stiffener spacing, in mm;
l p ― length of plate panel, to be taken as the spacing of primary members, unless carlings are
fitted, in m;
P ― sloshing load, to be taken as the greater of P1 and P2, in kN/m2;
Ca ― permissible plate bending stress coefficient, see Table 3.2.1;
ReH ― yield stress of the material, in N/mm2.
Permissible bending stress coefficient, Ca, for assessment of sloshing on plates

Table 3.2.1
The permissible bending stress coefficient is to be taken as:
 hg
Ca   a   a but not to be taken greater than Ca  max
ReH
where:  a ,  a , C a  max – permissible bending stress factors and are to be taken as follows:
Structural Member a a Ca  max
Longitudinal strength members in the Longitudinally stiffened plating 0.9 0.5 0.8
cargo tank region including but not Transversely or vertically stiffened 0.9 1.0 0.8
limited to: plating
– inner deck;
– inner hull plating;
– longitudinal girders and stringers
Other strength members including: 0.8 0 0.8
– transverse bulkheads;
– transverse stringers and web frames
 hg ― hull girder bending stress calculated at the load calculation point and to be taken as:
  z  z NA  M sw 
 hg     10
3 N/mm2
 I v 
z ― vertical coordinate of the load calculation point under consideration, in m;
z NA ― distance from the baseline to the horizontal neutral axis, in m;
M sw ― permissible hull girder hogging and sagging still water bending moment for seagoing operation, in kN.m, to be
taken as the greatest absolute value;
I v ― vertical hull girder moment of inertia, at the longitudinal position being considered, in m4;
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3.2.2 Stiffeners on tank boundaries
The section modulus, W, of stiffeners on tank boundaries subjected to sloshing pressures is not to be less
than that obtained from the following formula:
2
1.1Pslbdg
W cm3
fbdg Cs ReH
where: lbdg ― effective bending span of stiffeners, in m;
C s ― permissible bending stress coefficient, see Table 3.2.2;
P ― sloshing load, to be taken as the greater of P1 and P2, in kN/m2;
s ― stiffener spacing, in mm;
ReH ― minimum yield stress of the material, in N/mm2;
fbdg ― bending moment factor to be taken as:
fbdg  12 for stiffeners fixed against rotation at each end. This is generally to be applied for
scantlings of all continuous stiffeners;
fbdg  8 for stiffeners with one or both ends not fixed against rotation. This is generally to
be applied to discontinuous stiffeners.
Permissible bending stress coefficient, Cs, for assessment of sloshing on stiffeners

Table 3.2.2
The permissible bending stress coefficient is to be taken as:
 hg but not to be taken greater than C s  max
Cs   s   s
ReH
where:  s ,  s , Cs  max ― permissible bending stress factors and are to be taken as follows:
Structural Member s s Cs-max
Longitudinal strength members in the Longitudinal stiffeners 0.85 1.0 0.75
cargo tank region including but not Transverse or vertical stiffeners
limited to:
0.7 0 0.7
– inner deck longitudinals;
– stiffeners on inner hull plating
Other strength members including:
– stiffeners on transverse bulkheads 0.75 0 0.75
 hg ― hull girder bending stress calculated at the load calculation point and to be taken as:
  z  z NA  M sw  N/mm2
 hg     10
3
 I v 
z ― vertical coordinate of the load calculation point under consideration, in m;
z NA ― distance from the baseline to the horizontal neutral axis, in m;
M sw ― permissible hull girder hogging and sagging still water bending moment for seagoing operation, in kN.m, to be taken
as the greatest absolute value;
I v ― vertical hull girder moment of inertia, at the longitudinal position being considered, in m4;
3.3 Assessment of tank structural members under level 3 sloshing load

3.3.1 Plating forming tank boundaries
The thickness of plating forming tank boundaries, t, subjected to level 3 sloshing pressures is not to be less
than that obtained from the following formula:
0.0174 p s P
t  mm
Cd Ca ReH
where: P ― sloshing impact load P3, in kN/m2, to be calculated in accordance with 2.9;
Cd = 1.3, plate capacity correction coefficient;
other parameters are the same as those in 3.2.1.
3.3.2 Stiffeners on tank boundaries
The plastic section modulus, Wpl, of stiffeners on tank boundaries subjected to sloshing impact pressures is
not to be less than that obtained from the following formula:
2-97
2
1.1Pslbdg
W pl  cm 3
fbdg Cs ReH
where: P ― sloshing impact load P3, in kN/m2, to be calculated in accordance with 2.9;
Cs  0.9 ;
fbdg ― bending moment factor, to be taken as:
f bdg  8 1  ns / 2 
where: ns  2.0 for continuous stiffeners or where stiffeners are bracketed at both ends;
other parameters ― the same as those in 3.2.2.
3.3.3 Where the ends of stiffeners are not arranged to be continuous through and alternative arrangements
are used, the plastic section modulus, Wpl-alt, of stiffeners is not to be less than that obtained from the
following formula:
16Wpl
Wpl alt  cm 3
f bdg
where: fbdg ― bending moment factor, to be taken as:
f bdg  8 1  ns / 2 
where: ns  0 for both ends with low end fixity (simply supported);
ns  1 for one end equivalent to built-in and the other end simply supported.
3.3.4 The shear area, Ashr, of primary member web at any position along its span is not to be less than
that obtained from the following formula:
Qimp
Ashr  10 cm 2
Ct yd
where: Q imp ― the greatest shear force due to impact for the position being considered, in kN, as
determined in accordance with 3.3.5;
Ct  0.9 , permissible shear stress coefficient;
R
 yd  eH N/mm2;
3
3.3.5 For primary members, the shear force, Qimp, is calculated by the following formula:
Qimp  f pt f dist Fimp
where: f pt ― correction factor for the proportion of patch load acting on a single primary member, to be
taken as:
3 2
f pt  0.5( f imp  2 f imp  2)
f imp ― patch load modification factor, to be taken as:
bimp
f imp  0.5 , but not to be greater than 1.0
S
f dist ― factor for the greatest shear force distribution along the span, see Figure 3.3.5;
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Figure 3.3.5 Distribution of fdist along the Span
s ― stiffener spacing, in m;
lshr ― effective shear span, in m;
Fimp  P3limp bimp
where: P3 ― sloshing impact pressure, in kN/mm2, as determined in accordance with 2.9;
limp ― extent of impact load area along the span, in m, not to be greater than lshr ;
bimp ― breadth of impact area supported by primary member, in m, not to be greater than S;
S ― primary member spacing, in m.
4 DIRECT CALCULATION OF HULL STRUCTURAL STRENGTH UNDER SLOSHING

LOADS

4.1.1 This Section applies to the cargo tank FE analysis related to the hull structure of cargo tank under
sloshing loads.
4.1.2 The assessment is to be carried out to primary members and transverse bulkheads in cargo tank
region as well as support members of cargo containment system.
4.2 Structural FE model

4.2.1 The FE model of cargo tank used for the direct calculation and analysis of strength of cargo tank
region is to comply with the requirements of Appendix 1 of this Chapter.
4.3 Loads
4.3.1 All load components with respect to the hull girder bending moment, liquid pressure inside and
outside of tanks and other local pressures, inertia forces due to ship’s motions are to be taken into account.
4.3.2 All load components with respect to the hull girder bending moment, liquid pressure inside and
outside of tanks and other local pressures, inertia forces due to ship’s motions are to be in accordance with
the requirements of Section 2, Appendix 1 of this Chapter. The hull girder still water bending moment in
sloshing condition is to be taken as 70% of maximum design still water bending moment value.
4.3.3 The sloshing pressure of liquid inside cargo tanks is to be in accordance with the requirements of
2.6~2.8, Section 2 of this Appendix.
4.4 Calculation conditions

4.4.1 The cargo tank FE analysis conditions under sloshing loads are given in Table 4.4.1.
4.4.2 The filling height under consideration in cargo tanks is to be determined in accordance with 2.5,
Section 2 of this Appendix.
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Sloshing load cases Table 4.4.1
Coefficient of Coefficient of External Wave heading angles and ship
hull girder hull girder pressure motions
Load vertical wave horizontal wave
Case Draught
pattern bending bending moment kf 0 Wave
kc Heave Pitch Roll
angle
moment kcV kcH
Sag Bow
LCA_L 2/3d − 0.5 -1.0 0 Down −
1.0 down
Sag Stbd
LCA_T 2/3d Tension port 0.3 0.5 -1.0 90 Down −
0.3 up
Hog Bow
LCB_L 2/3d − 0.5 1.0 0 Up −
1.0 up
Hog Stbd
LCB_T 2/3d Tension port 0.3 0.5 1.0 90 Up −
0.3 up
4.5 Result evaluation

4.5.1 The result evaluation assessment areas of FE analysis of cargo tank under sloshing loads is to be
carried out in accordance with the requirements of are given in 4.1.1 and 4.1.2, Section 4, Appendix 1 of
this Chapter.
4.5.2 The yield assessment criteria of structural members in sloshing condition are given in Table 4.5.2.
Yield strength assessment criteria Table 4.5.2

Yield utilisation factor and permissible stress
Structural member
restriction
Hull girder longitudinal member plating and bulkhead plating
y  1.0, for bottom shell and double bottom

Side shell, bilge plate, bottom shell, trunk deck slope plating and
trunk deck plating, upper deck, cofferdam bulkheads, side girders
watertight bulkheads, deck girders, double bottom girders, y  0.9, for other structural members.
double side stringers, etc.
Inner deck plating and inner deck slope plating in direct contact
with secondary barriers, side inner hull plating, inner bottom, y  0.90
inner hull slope plating, hopper slope plating
Primary supporting member plating
Primary transverse supporting structures, e.g. side transverse

web frames, trunk deck transverses, vertical diaphragms and
horizontal stringers between cofferdam bulkheads, double  y  0.75
bottom floors, and stiffening diaphragm plates and brackets
between inner and outer hulls
Notes: (1) Yield utilisation factor

e
y  for plate element;
ReH
,
 rod
y  , for face plate of primary supporting members modelled by rod element or beam element.
ReH
(2) For structural members subject to level 3 sloshing impact loads, the permissible stress may be taken as the
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yield strength ReH of the material.
4.5.3 Yield deformation is to be so controlled that maximum relative deformation of the plating between
stiffeners of all hull panels (including inner bottom plating, hopper slope plating, inner hull plating, inner
hull slope plating, inner deck plating and inner deck top plating as well as transverse bulkhead
plating)/plating of unstiffened panels regarding periphery of insulations is generally not to be greater than
4.0 mm.
4.5.4 Refined model and assessment are to satisfy relevant requirements of 4.4, Section 4, Appendix 1 of
this Chapter.
5 DIRECT CALCULATION OF STRUCTURAL STRENGTH OF PUMP TOWER UNDER

SLOSHING LOADS

5.1.1 This Section applies to the assessment of structural strength of pump tower under sloshing loads,
taking into account the impact of temperature effect and inertial motion of hull.
5.1.2 The following primary structural members are to be included in the calculation model of pump
tower structure:
(1) port/starboard discharge pipes;
(2) emergency pipe;
(3) filling pipe;
(4) brace;
(5) filling pipe and emergency pipe connecting bar;
(6) pump tower base;
(7) pumps.
The arrangement of primary structural members is as shown in Figure 5.1.2.
Figure 5.1.2 Arrangement of primary structural members of pump tower
5.1.3 Material properties

The pump tower is generally made of 300 series stainless steel. The physical properties of the common
stainless steel 304L are given in Table 5.1.3 or reference is made to relevant provisions of Section 8,
Chapter 3, PART ONE of Rules for Materials and Welding.
Properties of stainless steel 304L Table 5.1.3

No. Item Property
170 N/mm2 at room temperature
1 Yield strength 200 N/mm2 at -30℃
277 N/mm2 at -160℃
2 Tensile strength 485 N/mm2 at room temperature
3 Elastic modulus 1.93 × 105 N/mm2
4 Poisson ratio 0.3
5 Thermal expansion coefficient 16.8 × 10-6 /℃
6 Reference temperature 20℃
5.2 Selection of conditions and dominant load parameters

5.2.1 Calculation conditions
(1) Standard rule input conditions may be used directly as tank sloshing calculation conditions, including
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natural period of tank motion as well as maximum roll angle and pitch angle of hull motion, in which
natural period of tank motion is calculated according to 2.4 of this Appendix, and maximum roll angle and
pitch angle are calculated according to 2.3.4(1), Appendix 1 of this Chapter.
(2) The second method is to calculate response amplitude operators (RAO) of dominant load parameters by
means of seakeeping analysis based on equivalent design wave method and screen critical sloshing
calculation condition. At the same time, wave encounter period and long-term extreme value of dominant
load parameters are calculated for sloshing loads and structural analysis.
For method 2, according to relevant provisions of 2.2.3 of this Appendix, full load and ballast conditions
are set as calculation condition for seakeeping analysis, and sloshing loads are calculated by the filling
heights under consideration selected in accordance with 2.5 of this Appendix and applied to the FE model
of pump tower. For full load conditions, filling levels of 50%h or more are to be selected. For ballast
conditions, filling levels of less than 50%h are to be selected.
5.2.2 Dominant load parameters for sloshing motion
Seakeeping analysis is carried out in this Section, and dominant load parameters are determined as follows:
(1) Transverse motion
● roll motion, 1;
● transverse acceleration,
 2  g1   Z CT  Z G   1
(2) Longitudinal motion
● pitch motion, 2;
● transverse acceleration,
 1  g 2   Z CT  Z G   2
where: ZCT, in m, is the distance between the center of tank considered and the baseline; ZG, in m, is the
distance between the ship’s center of gravity and the baseline.
5.3 Environmental conditions

5.3.1 Unless specially considered, the environmental condition of North Atlantic wave condition is
generally required, and the North Atlantic wave data used are taken from the Wave Scatter Diagram of
North Atlantic in IACS Rec. No34.
5.3.2 The two-parameter Bretschneider spectrum S () is used and the wave spectrum function is
given by:
4
 p 
1.25  

 
1.25 p4 H s2 e 
S ( ) 
4 5
where: S () ― wave energy density, in m2/s;
Ω ― angular frequency, in rad/s;
 p ― peak frequency, in rad/s,  p  2 Tp , where T p is defined in 2.4.1.
5.3.3 Specific sea condition
For LNG carriers intended to be partially loaded, sea conditions for the specific service area are generally
to be analyzed by means of a wave scatter diagram for this area. A JONSWAP function S ( ) is used for
the wave spectrum:
 2
1    p  
g 2  5 p 
4
 exp   2  p   
S ( )  5 exp    r  
  4    
where: r ― peak rise factor;
 ― peak shape factor;
 ― dimensionless constant;
other parameters ― as defined in 5.3.2.
5.4 Equivalent wave approach for sloshing motion

5.4.1 Analysis method
(1) The long-term extreme value prediction method is used to determine the maximum value of wave loads
applied to the ship during its operation, generally corresponding to the maximum wave load encountered
once in every 25 years. The long-term distribution of wave loads is calculated by combining the short-term
2-102
predictions into the long term predictions based on the existing information on wave statistics, in which the
extreme value of 10-8 probability level of exceedance is taken.
(2) A method of short-term extreme value prediction is used for the specific sea condition. At a given
probability level, the sea condition corresponding to this level and having the highest wave height is to be
obtained. The short-term extreme values are calculated based on this sea condition.
5.4.2 Determination of critical sloshing condition
With response amplitude operators (RAO) of dominant load parameters that are calculated from the
sea-keeping analysis, the critical sloshing condition is defined on the frequency (ω) – heading (β) plane.
Figure 5.4.2 Distribution of wave heading angles around the girth of the ship
Figure 5.4.2 shows the distribution of wave heading angles around the girth of the ship. The following three
principles are to be complied with in determining the critical sloshing condition:
● the response amplitude operator has the maximum value;
● the encounter period is in proximity to the sloshing motion period;
● the wave heading angle is within the range of maximum effects.
Based on the above principles, conditions for determining a critical sloshing condition are indicated in
Table 5.4.2 below.
Conditions for determining a critical sloshing condition Table 5.4.2

No. Motion Formula for the conditions Remarks
T y  T e  0 .3T y where Ty and Te are transverse sloshing motion
period and wave encounter period respectively
Transverse where the response amplitude operator is
1
motion RAO(  ,  )  0.7 MaxRAO(  ,  )
corresponding to the dominant load parameter
60o    90o taking into account beam sea
where Tx and Te are longitudinal sloshing
Tx  Te  0.3Tx motion period and wave encounter period
Longitudinal respectively
2 where the response amplitude operator is
motion RAO( , )  0.7MaxRAO( , )
corresponding to the dominant load parameter
0 o    30o taking into account head sea
5.5 Structural analysis of pump tower

5.5.1 Basic model
Global model or simplified model method can be used for pump tower structure analysis. Global model
method is to have unified modeling by taking pump tower structure, pump tower liquid dome and base
foundation as a global model, and simplified model method is to conduct simplified treatment to pump
2-103
tower liquid dome and base foundation, or set the intersection of liquid dome and base foundations and
pump tower structure as boundary condition. Models relating to pump tower liquid dome and base
foundation structure are to meet the requirements of Section 6 of this Appendix.
(1) Coordinate system
The coordinate system for pump tower finite element models is as shown in Figure 5.5.1 （ 1 ） . It is a
right-handed Cartesian coordinate system whose origin is located at the emergency pipe centerline. The
x-axis is positive toward the bow, the y-axis is positive to port, and the z-axis is positive upward. A
right-handed local Cartesian coordinate system is used for element whose origin is located at a node. The
x-axis is along the element axis toward another node and the y-axis is normal to the element plane toward
the outside.
Figure 5.5.1(1) Local coordinate system for element

(2) Finite elements
The element types of pump tower components are to be in accordance with Table 5.5.1.
Finite element types Table 5.5.1
No Structural component Feature Element type
Port/starboard discharge pipe,
1 emergency pipe, filling pipe and Circular piping structure Beam element
brace
Filling pipe and emergency pipe
2 Rigid connection Rigid rod element
connecting bar
Pump tower base foundation plate Plate element, beam
3 Base foundation
and connecting bracket element
4 Pumps Cylindrical structure Beam element
(3) Modeling principles
The following principles are applicable to the finite element modeling of the pump tower structure:
(a) for circular piping structures including port/starboard discharge pipes, emergency pipe, filling pipe
and brace members, the FE nodes are the joint nodes;
(b) when simplified model method is used to evaluate the pump tower structure, the pump tower base
structure is simulated by an “I” shape beam element. Face and web plates of the “I” shape beam are
determined by the scantlings of pump tower base plates and connecting brackets. Plate or beam
elements can also be used to simulate base plate and connecting bracket, and MPC (multi-point
constraints) is used to connect circular pipe structure. MPC connecting method is the same as
constraint condition of node 12 in Table 5.5.2.
(c) normally the pump tower is provided with two pumps. A cylindrical shell element having the same
diameter, height and weight as those of the pump is employed as the equivalent, as shown in Figure
5.5.1(2).
2-104
Figure 5.5.1(2) Pump and equivalent cylindrical shell
The thickness of the equivalent cylindrical shell may be calculated by the following formula:
D  HD 2  4W
t 
2 4 H
where: t ― thickness of the equivalent cylindrical shell, in mm;
D ― pump diameter, in mm;
H― pump height, in mm;
W― pump weight, in kg;
 ― pump material density, in kg/mm3.
(d) When only the pump tower structure is evaluated, only boundary conditions in 5.5.2 of this Appendix
may be considered for pump tower liquid dome structure. When pump tower liquid dome structure is
evaluated, plate elements or beam elements are to be used to simulate inner hull deck and trunk deck.
MPC (multi-point constraints) is to be used to connect main circular pipe structure of pump tower.
MPC connecting method is the same as constraint condition of corresponding node in Table 5.5.2.
5.5.2 Boundary conditions
(1) Top
The boundary conditions of the nodes (i.e. 1, 2, 3, 4, 5, 6, 7 and 8) (as shown in Figure 5.5.2(1)) on the
trunk deck and inner hull deck at top is given in Table 5.5.2.
(2) Bottom
The boundary conditions for displacement of node 12 at the base foundation of the pump tower FE model
(as shown in Figure 5.5.2(1)) is given in Table 5.5.2.
Figure 5.5.2(1) Pump tower structural model and nodes
Boundary conditions of pump tower displacement Table 5.5.2

Nodes for Mark III type Nodes for No.96 type
No. Displacement
1、2、3、4 5、6、7、8 12 1、2、3、4 5、6、7、8 12
1 Translation Fixed – Fixed Fixed Fixed Fixed
X axis
2 Rotation – – Fixed – – Fixed
3 Y axis Translation Fixed – Fixed Fixed Fixed Fixed
2-105
4 Rotation – – Fixed – – Fixed
5 Translation Fixed – － Fixed – –
Z axis
6 Rotation Fixed – Fixed Fixed – Fixed
Note: “–” indicates the free motion of the nodes.
(3) Node constraint between elements
The normal connection between the FE model elements of pump tower may be simulated by the normal
joint type of beam element nodes (i.e. constraint connection of six degrees of freedom). For the transverse
connecting bar in way of the pump tower liquid dome structure as shown in Figure 5.5.2(2), the axial
motion is free while radial motion is constrained. This end joint type may be specially dealt with by means
of MPC (multi-point constraints) adopted at the ends of sliding joints as shown in Figure 5.5.2(3).
Figure 5.5.2(2) Transverse joints of pump tower liquid dome structure
Figure 5.5.2(3) MPC adopted at the ends of sliding joints

5.5.3 Loads
(1) Sloshing loads
The liquid velocity and acceleration along the centerline of the pump tower can be obtained by means of
the direct calculation of sloshing motion. The sloshing-induced load on the pump tower, i.e. Morison

force F M , is calculated by the following formula:
 1    
F M  C d U ( z ) U ( z ) D  C m a ( z ) D 2 N/m
2 4
where: ρ ― fluid density, in kg/m ; 3
U(z) ― liquid velocity in the pump tower pipe centerline normal to the member, in m/s;
a(z) ― liquid acceleration in the pump tower pipe centerline normal to the member, in m/s2;
D ― diameter of transverse section of pump tower, in m;
Cm ― inertia coefficient of Morison, normally taken as 2.0;
Cd ― drag coefficient of Morison, taken as 1.2.
Morison force is exerted per unit length along the length of the structural member, and is also related with
the liquid velocity and acceleration in the vertical direction. Hence the change of Morison force along the
length and vertical direction of the member is to be taken into account in loading the FE model. The
combined Morison force Fl acting on a structural member of the length of l is:
 l 1    

F l    C d U ( z ) U ( z ) D  C m a ( z ) D 2 dl N
0 2 4
 
2-106
(2) Thermal loads
Thermal stresses induced by temperature changes are to be considered in the FE model. The calculation and
loading of the temperature field of pump tower are to be in accordance with the provisions of Appendix 3
of this Chapter.
(3) Inertial forces
Inertia accelerations due to ship motion and gravity are to be considered in the FE model. Inertia
accelerations of pump tower in three directions can be obtained by calculation based on seakeeping analysis
in this Section, or calculated according to 2.3.4(1), Appendix 1 of this Chapter.
5.6 Strength criteria

(1) Stresses
In the Guidelines, the yield strength and buckling strength of the tubular elements and the punching shear
strength in way of the joints are checked for various tubular structures. Primarily, the following four
stresses on the tubular elements are considered:
(a) axial compressive stress σa;
(b) axial tensile stress σT;
(c) in-plane bending stress σI;
(d) out-of-plane bending stress σO.
(2) Basic parameters
Figure 5.6.1 shows the geometry of a typical tubular joint. The thick pipe is the chord while the thin one is
the brace (including horizontal brace and sloping brace). Relevant parameters are given in Table 5.6.1.
Figure 5.6.1 Typical tubular joint
Parameters Table 5.6.1

Geometric
No. Definition Unit Remark
parameter
1 l Length without support mm
2 r Radius of gyration mm
3  Brace angle measured from chord (°)
4 t Brace wall thickness mm
5 T Chord wall thickness mm
  0 for 1 brace;  is taken as the
clearance between the 2 braces furthest apart
6  Clearance mm from each other for 3 or more braces when
checking 2 braces furthest apart from each
other
7 d Brace diameter mm
8 D Chord diameter mm
9 a Normal shear stress considered N/mm2
10  I
In-plane shear stress considered N/mm2
11 O Out-of-plane shear stress considered N/mm2
12 [σ]a Permissible axial compressive stress N/mm2
13 [σ]T Permissible axial tensile stress N/mm2
14 [σ]b Permissible bending stress N/mm2
15 [τ]a Permissible axial punching shear stress N/mm2
16 [τ]I Permissible in-plane punching shear stress N/mm2
2-107
Geometric
No. Definition Unit Remark
parameter
17 [τ]o Permissible out-of-plane punching shear stress N/mm 2
2
 E
18 [σ]e Permissible Euler stress N/mm2  e

2
2
19 fca Chord axial nominal stress N/mm2  a or  T

20 f cI Chord in-plane bending stress N/mm2 I
21 f cO Chord out-of-plane bending stress N/mm 2 O
22 fba Brace axial nominal stress N/mm2  a or  T
23 f bI Brace in-plane bending stress N/mm2 I
24 f bO Brace out-of-plane bending stress N/mm2 O
25 1 Ratio of outer diameter to thickness of tubular elements d t or D T
26 K Effective length factor 1.0 for chord and 0.8 for brace
27 ks ks  ReH 235
28   t T
29  d D
30    D  2T 
31 2 2  Kl r
Note: ReH is the yield strength of the material, in N/mm2.
5.6.2 Yield strength and buckling strength

(1) Permissible stress of tubular element
① The permissible axial compressive stress  a
is to be determined in accordance with the following
formulae:
(a) For 1  60 :
    
2
 ks 1  0.5  2   104
  C 
, 2  C N/mm2
 3
 a   70.922  15.957 2  5.319  2 

 C C
 5.147 E
 , 2  C
 22
where: C  0.29 E
ks
ks 1
(b) For 1  60 and
E
 642.34  90.08   1:14
1
   2  
2
 k s 1  0.140241  1  0.5     10
14 4
   C   , 2  C
    
3
  a
 43.245  9.73  3.243  
2 2
 C C
 5.147 E
 , 2  C
 22
where: C  E

k s 19.53  2.73911 4 
k s 1
(c) For 1  60 and
E
 642.34  90.08   1 :
1 4
1
2-108
 E  2  
2
 1  0.5     10
 1  C 
, 2  C
  
3 N/mm2
 
a
  27.78  6.25 2  2.083  2 
 C C 
 5.147 E
 , 2  C
 22
where: C  3.236 1
② The permissible axial tensile stress is to be determined in accordance with the following formula:
 T  141k s N/mm2
③ The permissible axial bending stress is to be determined in accordance with the following formula:
 44
176.25ks , 1  k
 s
 408.9ks 1  44 88 N/mm2
 b   197.4   ks ,  1 
 E  ks ks
 136.3ks 1  88
  169.2   ks ,  1  300
 E  ks
(2) Strength criteria for tubular elements
① The strength criteria for axial compressive and bending is to comply with the following formulae:
a
(a) For  0.15 :
 a
a

 e  0.4 a    I2   O2  1.0
 a  e   a   b
a  I2   O2
  1.0
0.6  a  b
a
(b) For  0.15 :
 a
a  I2   O2
  1.0
  a  b
② The strength criteria for axial tensile and bending is to comply with the following formulae:
T  I2   O2
  1.0
0.6  T  b
5.6.3 Punching shear strength
(1) Permissible punching shear stress of tubular joint
① Permissible axial punching shear stress:
   f c2a  f cI2  f cO2   k s
   522CQ  1.0 
  N/mm2
1178133k s2  
a

② Permissible in-plane punching shear stress:
   fc2a  fcI2  fcO2   ks
 I
  522CQ 


1.0   N/mm2

2
 785422 k s
③ Permissible out-of-plane punching shear stress:

   f c2a  fcI2  fcO2   ks
   522CQ  1.0 
  N/mm2
O
 1683047ks2  
The value of CQ in the above formulae is taken in accordance with Table 5.6.3; however for the calculation
of permissible axial punching shear stress, CQ is to be taken not less than 1.1  0.2   . See Appendix 2A
2-109
of this Chapter for tubular joint types and categorization for pump tower.
Coefficient CQ Table 5.6.3

Tubular joint type K T&Y
  20   20
Axial tension/compression 1.1  0.2  
1.1  0.2  1.8  0.1 T  1.1  0.2  1.8  4  D
In-plane  3.72  0.67  

0.3  0.67 
Bending
  0.6  1.37 
Out-of-plane
 1  0.833    
 0.67 
  0.6  1.37   
 
(2) Punching stress considered of tubular joint

① Axial punching shear stress considered:
 a   f ba sin  , N/mm2
② In-plane punching shear stress considered:
 I   f bI sin  , N/mm2
③ Out-of-plane punching shear stress considered:
 O   f bO sin  , N/mm2
(3) Punching shear strength criteria
The punching shear strength of tubular joint is to comply with the following formulae:
2 2
 I    
    O   1.0
  I
   
  O
  I
2
  O 
2 
a 2
 arcsin         1.0
 a
  
  I    O 

 
6 DIRECT CALCULATION OF STRUCTURAL STRENGTH OF PUMP TOWER LIQUID

DOME AND BASE FOUNDATION

6.1.1 This Section applies to the assessment of direct calculation of structural strength of pump tower
liquid dome and base foundation.
6.1.2 Structural analysis of pump tower liquid dome mainly aims at pump tower piping structure
stretching into inner deck, including discharge pipe, filling pipe and emergency pipe. Pump tower base
foundation analysis mainly aims at pump tower base foundation plate and supporting structure.
6.1.3 Global model method can be used to conduct modeling and analysis by taking the pump tower
structure as well as pump tower liquid dome and base foundation as a global model, and independent
modeling analysis can also be carried out to pump tower liquid dome and base foundation.
6.2 Structure modeling

6.2.1 For the coordinate system, element type and modeling principles of global model, see relevant
requirements of Section 5 of this Appendix.
6.2.2 Pump tower base foundation model is at least to include structure model of pump tower base plate
and pump tower supporting structures, as shown in Figure 6.2.2(1). Pump tower liquid dome structure
model is to take pump tower center as origin, extending to girders or longitudinal bulkheads along ship
breadth direction and extending to transverses or transverse bulkheads along ship length direction, as
shown in Figure 6.2.2(2).
6.2.3 The mesh size of plate elements in the model is to be of reasonable distribution. For positions with
complicated structure, the mesh size is not to be greater than 50 mm × 50 mm, and good transition is to be
kept as a whole.
2-110
Figure 6.2.2(1) Pump tower base structure FE model
Figure 6.2.2(2) Pump tower liquid dome structure FE model

6.3.1 When the global model method is used, the connecting points of pump tower liquid dome model
extending to corresponding web frame position are set as free support or fixed support. For the boundary
conditions of connecting points of pump tower base and supporting structure as well as connecting points
of base plate and circular pipe structure, see 5.5.2 of this Appendix.
6.3.2 When independent modeling analysis is carried out to pump tower liquid dome and base foundation,
boundary conditions are to be set according to direct calculation result of the pump tower structure carried
out according to Section 5 of this Appendix.
6.4 Loads
6.4.1 For loads applied to pump tower, see 5.5.3, Section 5 of this Appendix.
6.4.2 When the global model method is used, sloshing loads are to be applied to pump tower piping
system, and temperature load and inertia acceleration are to be applied uniformly to the global model.
6.4.3 When independent modeling analysis is carried out to pump tower liquid dome, direct calculation of
structural strength of pump tower is to be carried out according to the requirements of Section 5 of this
Appendix, and node displacement, force and bending moment at the connection of top are to be extracted
from calculation result as input data to be applied to corresponding nodes of liquid dome structure model.
6.4.4 When independent modeling analysis is carried out to base foundation, direct calculation of
structural strength of pump tower is to be carried out according to the requirements of Section 5 of this
2-111
Appendix, and reaction force at bottom is to be extracted from calculation result as input data to be applied
to corresponding position of model by converting area of contact plate at base foundation to equivalent and
evenly distributed pressure.
6.5 Stress criteria

6.5.1 When yield strength of plate element and beam element of pump tower liquid dome and base
foundation structure is evaluated, permissible stress is shown in Table 6.5.1.
Permissible stress Table 6.5.1
Structure Element type Equivalent stress (Von Mises stress)
Pump tower liquid dome and base Plate element and beam element 0.85ReH
foundation structure
Note: 1 ReH ― yield stress of the material, in N/mm2, and for stainless steel, 0.2% test stress is adopted. When applicable,
effect of temperature on yield stress of the material is to be considered.
2 Plate element stress is to use membrane stress, i.e. mid-surface stress of plate element.
6.5.2 When the equivalent stress of elements within refined area exceeds permissible value, mean stress
with area equivalent to standard mesh size and obtained from fine mesh analysis is not to exceed
permissible value provided in Table 6.5.1.
7 STRUCTURAL VIBRATION EVALUATION OF PUMP TOWER

7.1.1 This Section provides the methods and requirements for structural vibration evaluation of pump
tower.
7.1.2 The type of pump tower structure is to comply with the requirements of 5.1.2, Section 5 of this
Appendix.
7.2 Structure modeling

7.2.1 Pump tower structure model used for analyzing vibration characteristics is to comply with the
requirements of 5.5.1, Section 5 of this Appendix.
7.2.2 Unit mass of liquid in piping system of pump tower is to be considered according to the following
formula:
D2
m   for the mass of liquid inside piping system:
4
D2
m   Cm for the mass of attached liquid outside piping system:
4
where: ρ ― fluid density, in kg/m3;
D ― diameter of piping system, in m;
Cm ― coefficient, to be taken as 1.
7.3 Loading height

7.3.1 Both light ship condition and loading condition are to be considered in the pump tower structural
vibration analysis.
7.3.2 For light ship condition, the loading height is equal to 0, and the inherent frequency is the upper
limit value of pump tower structure.
7.3.3 The loading height under loading condition is to be in accordance with the requirements of 2.5,
Section 2 of this Appendix, in which inherent frequency at 95% loading height is treated as the lower limit
value of pump tower structure, and the inherent frequency at other loading heights is not to exceed be lower
than the above-mentioned limit value.
7.4 Excitation frequency

7.4.1 In addition to steam turbine propulsion type, vibration excitation frequency of main engine is to be
considered.
7.4.2 Excitation frequency of propeller is to be based on revolution speed of propeller. The upper limit
value is to be taken as the revolution speed of main engine at the maximum output power and the lower
limit value is to be taken as 75% of revolution speed of main engine at the maximum output power.
2-112
7.5 Restrictions for avoiding resonance
7.5.1 There is to be ±20% of difference between inherent frequency of pump tower at each loading height
and excitation frequency.
Appendix 2A TUBULAR JOINT TYPES AND CATEGORIZATION
1.1 This Appendix applies to the tubular joint types and categorization for pump tower.
1.2 For those tubular joint types for pump tower not covered in this Appendix, the categorization and
strength check are to be approved by CCS.
2 TUBULAR JOINT TYPES
2.1 Typical tubular joint types

The typical tubular joint types for pump tower are as shown in Table 2.1.
Typical tubular joint types for pump tower Table 2.1

No. Typical joint Description
(1) Emergency pipe and brace intersections;
(2) Tubular joints classified as K, T & Y types;
1 (3) Check of compressive bending strength, tensile bending
strength and punching shear strength
(1) Discharge pipe and brace intersections;

(2) Tubular joints classified as K, T & Y types;
(3) Check of compressive bending strength, tensile bending
4
strength and punching shear strength
(1) Brace intersections;

(2) Check of compressive bending strength and tensile bending
7 strength
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8
2.2 In calculation, the relationship between the chord and braces (e.g. the geometries and relative
locations) is to be determined according to the joint structure at first. The joint is then to be classified in
accordance with the magnitude and direction of loads applied on the joint ends.
3 TUBULAR JOINT CATEGORIZATION
3.1 Tubular joint categorization

A tubular joint is formed by each chord/brace intersection, classified as K, T and Y types. In a plane
considered, one or more tubular joints are formed by the chord connected to one or more braces. The
tubular joint needs to be classified according to the magnitude and type of axial loads applied to the braces,
where K type represents the equilibrium of the axial loads of each brace and T or Y type represents the
equilibrium the axial loads of brace and the shear on chord.
3.2 The specific standards for categorization are as follows:
(1) For tubular joint with only one brace on one side, it is treated as T or Y type as the axial load of brace is
only balanced by the shear on chord.
(2) For tubular joint with only two braces on one side, it is treated as T or Y type where the axial load of
either brace is zero (as shown in Figure 3.2(1)).
(3) For braces carrying axial loads in direct equilibrium, all tubular joints are treated as K type (as shown in
Figures 3.2(2),(3),(4)).
(4) For braces carrying part of their loads in equilibrium, the proportion of each joint needs to be obtained
by interpolation according to the magnitude of loads and the permissible stress is calculated by means of
weighted average (as shown in Figures 3.2(5),(6)).
(1) (2)
(3) (4)
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(5) (6)
Figure 3.2 Definitions of typical tubular joint types in pump tower
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APPENDIX 3 CALCULATION OF TEMPERATURE FIELD AND THERMAL STRESS

1.1.1 This Section specifies the provisions for the analysis of temperature field of three dimensional space
and analysis method of thermal stress related to the cargo tank region and pump tower of membrane tank
liquefied gas carriers. Where other calculation methods are used, they are to be agreed by CCS.
1.1.2 In the calculation of temperature field and thermal stress, recognized finite element thermal and
structural analysis programs are to be used.
1.2 Definitions
1.2.1 The symbols of this Appendix are defined as follows (unless otherwise specified):
k ― equivalent heat conduction coefficient, in W/(mK);
e
h ― convective heat exchange coefficient, in W/(m2K);
T ― temperature, in ℃;
Tc ― design temperature of liquid cargo, in ℃, to be taken as -163℃ for LNG;
α ― linear expansion coefficient, in 1/K;
 e ― equivalent calculation stress of structural element, in N/mm2, as defined in Appendix 1 of this
Chapter;
ReH ― yield strength of material in different temperature conditions, in N/mm2, see Table 5.1.3, Appendix 2
of this Chapter. The intermediate value is to be obtained from linear interpolation.
2 STRUCTURAL MODEL
2.1 Model for temperature field analysis

2.1.1 The FE model for temperature field calculation is to cover the hull structure, primary and secondary
insulations within the scope of the object to be analyzed (e.g. every cargo tank in the bow, amidships and
stern area).
2.1.2 The analysis model is to cover the forward, aft cofferdams and cargo tanks. Where the structure and
boundary condition are symmetrical from port to starboard, the 1/2 calculation model may be taken. Where
the structure and boundary condition are symmetrical from port to starboard and from fore to aft, the 1/4
calculation model may be taken. A typical 1/4 FE analysis model for temperature field analysis is as shown
in Figure 2.1.2.
Figure 2.1.2 FE Model for temperature field calculation
2.1.3 The element types and meshing size of the FE model of hull structure are to comply with the
requirements of 3.2, Appendix 1 of this Chapter.
2.1.4 The primary and secondary insulations of cargo tanks are to be modeled by solid elements,
generally hexahedral elements.
2.1.5 Where the solid elements are used to model multiple layers of insulation formed by different
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materials, the equivalent heat conduction coefficient is to be used as the heat conduction coefficient of
elements. For insulation formed by N layers of materials, its equivalent heat conduction coefficient is to be
calculated in accordance with the following formula:
N
 i
ke  i 1
N
i
k
i 1 i
where:  i ― thickness of the i layer of material, in m;

th
ki ― heat conduction coefficient of the ith layer of material, in W/(mK).
2.2 Model for pump tower

2.2.1 Refer to 5.5.1, Appendix 2 of this Chapter for the requirements for the model of thermal stress
calculation of pump tower and the value of material factor is taken according to 5.1.3, Appendix 2 of this
Chapter.
3 CALCULATION OF TEMPERATURE FIELD OF HULL

3.1.1 The calculation results of temperature field of this Section may be used as reference for
determination of hull steel grades, analysis of structural thermal stress and calculation of thermal boil off
rate of cargo containment systems.
3.1.2 In this Section, the distribution of temperature field of structures is to be obtained through thermal
analysis with the given ambient temperature and cargo temperature.
3.1.3 The calculation of this Appendix is based on:
(1) a steady state heat transferring in three-dimensional space, no change of material parameters and
boundary conditions is made in conjunction with any temperature change in the analysis of linear heat
conduction;
(2) only the effects of changes in the temperature field on the machinery field are considered without taking
account of the effects of the latter on the former.
(3) the heat is transferred within the hull structure and between hull structural members by conduction, and
that heat exchange between air, sea water and hull structural members is convection only.
3.2 Mode of heat transfer

3.2.1 For the calculation of hull temperature field, the following modes of heat transfer are assumed:
(1) convective heat transfer between plates of hull structure and air within tanks;
(2) convective heat transfer between plates of hull structure and external air, taking into account forced
convective heat exchange for any wind speed;
(3) convective heat transfer between plates of hull structure and sea water;
(4) radiation heat transfer between plates of hull structure and external environment (if necessary);
(5) radiation heat transfer between shell plating and inner hull plating (if necessary).

3.3.1 For different calculation purposes, the external conditions for calculation of hull temperature field
are as follows:
(1) for the calculation of temperature distribution of hull structure and determination of steel grades where
the primary insulation completely fails and the low-temperature cargo directly acts on the inner surface of
secondary insulation;
(2) for the assessment of the efficiency of cargo containment systems of membrane tank liquefied gas
carriers and calculation of nominal thermal Boil Off Rate (detailed calculation methods are given in
Appendix 3B of this Chapter) where equator condition is considered (see Table 3.3.2), primary and
secondary insulations are complete and low-temperature cargo directly acts on the inner surface of primary
insulation;
(3) other calculation purposes deemed necessary by CCS or the owner.
3.3.2 The external ambient temperature conditions are at least to include IGC condition, USCG condition
and equator ambient condition, see Table 3.3.2.
External ambient conditions Table 3.3.2
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IGC USCG USCG (sea areas in Alaska) Equator
Air temperature (℃) 5 -18 -29 45
Sea water temperature (℃) 0 0 -2 32
Wind speed (kn) 0 5 5 0
Liquid cargo (℃) TC

3.4.1 The boundary condition of convective heat exchange is used between plates of hull structure and air,
and between plates of hull structure and sea water. The convective heat exchange coefficient is to be
selected as appropriate. Where specific values are unavailable, it may be determined by using recognized
empirical formulae of thermodynamics.
3.4.2 In calculation of convective heat exchange coefficient between plates of hull structure and air, the
effect of hull framing on the attached shell plating needs to be considered. In general the hull framing is
considered as cooling rib.
3.4.3 For the inner surface of insulation in direct contact with cargo, the boundary condition of
temperature or convective heat exchange may be defined.
3.4.4 The air temperature of enclosed tanks is to be taken as appropriate, or obtained by iterative direct
calculations by referring to the recommended method in Appendix 3A of this Chapter.
3.4.5 For any heat source within the hull (e.g. the heating system provided in cofferdams), the heat source
is to be applied to the hull as an appropriate boundary condition.
3.5 Selection of steel grades

3.5.1 The hull temperature field with the minimum draught in loaded condition is to be used as the
loading condition for determination of steel grades of structures.
3.5.2 The determination of steel grades of hull structure is to be based on predictive calculation result of
temperature field in low-temperature environment and in case of failure of primary insulation. The
standards for the steel grades of hull structure are given in relevant provisions of 6.2 of Chapter 6 of CCS
Rules for Construction and Equipment of Ships Carrying Liquefied Gas in Bulk.
4 CALCULATION OF TEMPERATURE FIELD AND THERMAL STRESS OF PUMP TOWER

STRUCTURE

4.1.1 See relevant provisions of 2.5, Appendix 2 of this Chapter for determination of cargo filling height
within tanks.
4.1.2 The calculation of thermal stress of pump tower may include thermal load case and load
combination.
4.1.3 In thermal load case, only the effect of steady state thermal load on the pump tower structure in
different loading conditions is considered.
4.1.4 The strength calculation of pump tower in load combination is to include the following loads for
calculation:
(1) steady state thermal load in different loading conditions;
(2) sloshing load in corresponding loading condition, see provisions of 5.5.3(1), Appendix 2 of this
Chapter;
(3) inertial force, see provisions of 5.5.3(3), Appendix 2 of this Chapter;
(4) weight of structural members.

4.2.1 See relevant provisions of 5.5.2, Appendix 2 of this Chapter for the constraint types of pump tower
nodes.
4.2.2 During the analysis of temperature field of pump tower, the temperature difference between the tank
top and bottom is to be considered, and as a result, the temperature distribution within the tank is generally
assumed as follows: Tc is defined as below the free surface of cargo and Ttop is the temperature of tank top.
Where no specific value is available, it may be assumed that Ttop= -30℃ , and the temperature is linearly
distributed from -163℃ at the free surface to -30℃ at the tank top. The distribution of temperature along
the centerline of pump tower is as shown in Figure 4.2.2.
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Figure 4.2.2 Assumed distribution of temperature along the centerline of pump tower
4.3 Criteria for thermal stress calculation

4.3.1 Where only the thermal load case is considered, the criteria for checking the thermal stress of pump
tower structure is as follows:
 ≤ 0.1
where:  ― utilization factor,  = e/ReH.
4.3.2 For local area of thermal stress concentration, e.g. the connection of braces to piping and the top of
pump tower, special consideration may be given to its strength criteria.
4.3.3 The criteria for the calculation of strength of pump tower in load combination is to be in accordance
with 5.6, Appendix 2 of this Chapter.
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Appendix 3A ITERATIVE CALCULATION METHOD IN RELATION TO THE
TEMPERATURE OF AIR WITHIN TANKS OF HULL
1 General provisions
1.1.1 This Appendix provides an efficient calculation method recommended for the temperature of air
within tanks of hull, which is based on the analysis of FE value.
2 Iterative calculation process

1.2.1 The air temperature within a tank is calculated in accordance with the following formula:
Tc 
 hi ATi si
 hi Ai
where: Tc ― air temperature of tank, in℃;
hi ― convection coefficient, in W/(m2K);
Ai ― area of the ith plate in contact with air within the tank (during the calculation, the added
surface area due to hull framing need not be considered);
Tsi ― temperature of the ith plate in contact with air within the tank, in ℃, which can be taken as
mean temperature of some nodes in the middle of plate.
1.2.2 The iterative calculation process of air temperature within tanks of hull is as shown in Figure 1.2.2.
Setting of initial value: tank temperature Tc
Calculation of convective heat exchange

coefficient
Calculation of temperature field of hull

structure
Calculation of tank temperature Tc
Is the difference between No

the two consecutive values
of tank temperature small
enough? enough?
Yes
Completion
Figure 1.2.2 Calculation process of air temperature within tanks
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Appendix 3B CALCULATION OF NOMINAL DAILY BOIL OFF RATE
1 General provisions
1.1.1 The nominal daily boil off rate (BOR) of LNG within cargo tanks is to be calculated and checked
based on the calculation results of temperature field of hull.
2 Calculation conditions
2.1.1 During the calculation of nominal daily boil off rate, refer to the requirements of 3.2.1 of Appendix
3 for the mode of heat transfer for the calculation of hull temperature field, taking due consideration of
various modes of heat transfer, e.g. those requirements in 3.2.1(4) and (5) of Appendix 3.
2.1.2 Refer to the requirements of 3.3.1(2) of Appendix 3 for calculation conditions.
3 Calculation methods
3.1.1 The nominal daily BOR is calculated in accordance with the following formula:
86400Q
BOR   100%
V
where: Q ― total heat flow of heat exchange between LNG within the cargo tank of LNG carrier in
steady state and the external environment, in W;
 ― boil off potential of LNG, in J/Kg; where specific value is not available, it may be taken as
5.1×105 J/Kg;
 ― density of LNG, in Kg/m3;
V― actual maximum loading capacity of cargo tank, in m3.
3.1.2 The heat flow Q may be obtained by the following calculation method:
(1) For a surface of solid element in contact with LNG, read the heat flow density of its associated nodes to
calculate the average value qi, which is multiplied by the area Ai of the solid element, i.e. Qi  qi Ai , where
Qi is the heat flow on the element, as shown in Figure 3.1.2.
Figure 3.1.2 Calculation of heat flow

(2) Qi of all the surfaces of solid element in contact with LNG are summed up so that Q   Qi .
i
4 Criteria for calculation results

4.1.1 In general, the reasonable range of nominal daily BOR in various thermal load cases is between
0.10% and 0.15%. For large membrane tank liquefied gas carrier, its BOR value is close to the lower limit
and for small membrane tank liquefied gas carrier, the value is close to the upper limit.
4.1.2 The limit value of maximum daily BOR is to be provided and guaranteed by the designer of cargo
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containment systems.
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APPENDIX 4 DIRECT CALCULATION OF GLOBAL STRENGTH OF SHIPS

1.1.1 The global ship analysis in this Appendix is based on dynamic loading approach, wave load for
global ship analysis is obtained by hydrodynamic direct calculation under design loading condition so as to
truly reflect various extreme conditions that the ship encountered during navigation at sea. Structural
analysis is based on whole ship FE model.
1.2 Flow chart of direct calculation of global strength of ships

1.2.1 The flow chart of direct calculation of global strength of ships is shown in Figure 1.2.1, mainly
including the following process:
(1) actual loading condition is selected from the loading manual and static load is determined by the
selected loading conditions;
(2) for each selected loading condition, relevant hydrodynamic analysis is carried out to obtain transfer
function of each dominant load parameter (see 3.3.2);
(3) long-term prediction is carried out according to sea condition information to obtain ultimate value of
dominant load parameter;
(4) equivalent design wave is determined according to the ultimate value of dominant load parameter;
(5) hydrodynamic analysis is carried out according to design wave to obtain wave load;
(6) static load is combined with dynamic load to obtain load value used for FE analysis;
(7) whole ship FE modelling is carried out and model mass property is adjusted so as to reflect full-scale
ship mass distribution;
(8) modelling of refined model is carried out by means of insertion or sub-model;
(9) structural analysis and result examination are carried out, including global and local deformation,
reaction force, etc.;
(10) yield strength evaluation is carried out;
(11) buckling strength evaluation is carried out;
(12) re-analysis is carried out according to design modification (if necessary).
Of the above, items (1) to (6) are for load calculation, see for details 3 and 4 of this Appendix; items (7) to
(12) are for structural analysis, see for details 2 and 5 of this Appendix.
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Loading condition selection, data preparation and check
FE modeling
Wet surface model, mass model FE model
Hydrodynamic modeling and analysis
Transfer function of dominant load parameter (DLP)
Wave scatter diagram

Long-term prediction
DLP ultimate value
Equivalent design wave
Direct calculation of wave load, as applied
Combination of static load and wave

load
Tank load calculation, wave surface correction
Load balance
Structural analysis Modification of structural model
No
Satisfying
Strengthening recommendation
requirements?
Yes
Completion
Figure 1.2.1 Flow chart of global ship analysis
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2 FINITE ELEMENT MODEL
2.1 Whole ship model

2.1.1 Whole ship model is to include all main hull structure, trunk deck and deckhouse structure.
2.1.2 Inner side and outer shell plating, cofferdam transverse bulkheads, deck transverses and
girders, side transverses and stringers, bottom floors and girders are to be simulated by plate
elements, FE mesh is to be divided according to the spacing of longitudinals/stiffeners.
Longitudinals, stiffeners and face plates of primary supporting members are to be simulated by
beam elements, taking eccentric effect into consideration. Webs of primary members are to be
divided into at least three elements in vertical direction.
2.1.3 The size of FE model is to be based on as-built scantlings of hull structures.
2.1.4 In order to apply inertial force accurately, FE model is to be able to reflect actual mass
features of hull structures and equipment, including amount of mass, mass centroid and mass
distribution. Equipment or liquids in small tanks may be simulated by mass concentration
elements, but these mass elements are to be effectively connected with hull structures and the
rigidity of hull structures is not to be changed.
2.2 Local fine mesh model

2.2.1 For critical areas of high stress, local fine mesh analysis is to be carried out. Sub-model or
insertion method may be applied for local structural analysis.
2.2.2 Critical areas are to be selected according to the global strength analysis results so as to
carry out local fine mesh analysis. Critical areas are to include the following locations (see Figures
2.2.2(1) and 2.2.2(2)):
(1) in way of upper and lower knuckle joints of hopper slope plating in way of transverse web
frame, and in way of the connection of lower knuckle joints of inner hull slope plating to side
stringers;
(2) at the intersection of double bottom girder and deck girder and transverse bulkhead;
(3) at the intersection of side stringer and transverse bulkhead;
(4) transitional bracket toes at fore and aft ends of trunk deck;
(5) openings on longitudinal bulkhead around the connection of deckhouse and trunk deck;
(6) transitional area at the end of inner hull longitudinal bulkhead in No.1 tank;
(7) trunk deck gas dome openings and longitudinal coaming toes (if any).
For the above-mentioned areas, if stress of coarse mesh exceeds 85% allowable stress, refining
analysis is to be carried out. For other areas, if stress of coarse mesh exceeds 95% allowable stress,
refining analysis is to be carried out.
2.2.3 The size of fine mesh is not to be more than 50 mm × 50 mm, and for detailed
requirements of refined mesh, see 4.4, Appendix 1 of this Chapter.
Figure 2.2.2(1) Refined area of cargo tank structure
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Figure 2.2.2(2) Aft end of trunk deck and deckhouse opening
3 CALCULATION CONDITION

3.1.1 Calculation conditions are composed of loading condition and wave condition.
3.2 Loading condition

3.2.1 Loading condition is to be selected from the loading manual, which is generally to include:
(1) full load (maximum design liquid cargo density); (F)
(2) normal ballast; (B)
(3) one tank void (if any); (V1,V2…)
(4) two adjacent tanks void (if any). (V12,V23…)
(5) sing tank load (if any) (V234, V124…)
At the same time, other worse loading conditions in the loading manual are also to be taken into
account.
where: V1 means that the first tank is void and so on for other symbols.
3.3 Wave condition

3.3.1 Ships will be affected by various wave loads (sea water dynamic pressure, inertia force,
tank pressure, etc.) during navigation at sea, such loads constitute a dynamic spatial force system.
Load parameters are used to describe certain characteristics of these loads as an integrity, e.g.
bending moment at amidship, shearing force in way of 1/4L, acceleration at bow, heeling angle,
etc.
3.3.2 When a certain load parameter reaches the ultimate value, the ship will be affected by
ultimate wave load, and this may be the dangerous condition. Specific load parameter is to be
selected according to various ship types to determine wave condition considered. The load
parameter reaching ultimate value is to be treated as dominant load parameter.
3.3.3 Wave load is induced by equivalent design wave which is determined according to
dominant load parameter. Therefore, dominant load parameter reaches ultimate value due to
equivalent design wave, and meanwhile, all other wave loads acting on hull may also be
determined.
3.3.4 In global ship analysis for membrane tank liquefied gas carrier, the following wave
dominant load parameters are to be taken into account respectively for wave conditions:
(1) vertical wave bending moment (hogging and sagging); (BM)
(2) vertical wave shearing force (+/-), considering two positions in way of 0.25L and 0.75L along
the ship’s length; (SFA, SFF)
(3) vertical acceleration at bow (upward/downward), the considered point is taken as the top of
intersection between forward bulkhead of No.1 cargo tank and the longitudinal central line; (VA)
(4) transverse acceleration at bow (port/starboard), and the point considered is taken as the same
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as (3). (TA)
3.4 Condition combination

3.4.1 Calculation conditions are composed of loading condition and wave condition, which are
determined according to 3.2 and 3.3 of this Appendix respectively, and the calculation condition
combination is shown in Table 3.4.1.
Calculation condition Table 3.4.1

Dominant load
Bending Shearing Vertical Transverse
parameter Shearing force
moment at force in way acceleration at acceleration at
in way of 3/4L
amidship of 1/4L bow bow
Loading condition
Full load F_BM F_SFA F_SFF F_VA F_TA
Ballast B_BM B_SFA B_SFF B_VA B_TA
V1_BM V1_SFA V1_SFF V1_VA V1_TA
One tank void V2_BM V2_SFA V2_SFF V2_VA V2_TA
… … … … …
Two adjacent tanks
void
… … … … …
Single tank load V134_BM V134_SFA V134_SFF V134_VA V134_TA
… … … … …
Note: Definitions of symbols in various conditions are shown in 3.2.1 and 3.3.4.
4 CALCULATION LOAD AND BOUNDARY CONDITIONS
4.1 Load component

4.1.1 Load is to be divided into static load and dynamic load.
4.1.2 Static load is determined by the selected loading conditions, including gravity of hull and
stores, external hydrostatic pressure and tank static pressure.
4.1.3 Dynamic load is obtained by direct calculation according to equivalent design wave,
including inertia force of hull and stores, sea water dynamic pressure and tank dynamic pressure.
4.2 Hydrodynamic analysis and transfer function

4.2.1 Three-dimensional potential flow procedure is to be used for hydrodynamic analysis so as
to calculate hull response on wave. In calculation, correction of free surface to initial metacentric
height is to be taken into account, as well as the viscous damping of rolling motion is to be taken
into account, of which the value may be obtained by test or semi-empirical formula. In the case of
absence of relevant information, 5%~10% critical damping may be taken.
4.2.2 Each mass model for hydrodynamic analysis is to reflect full-scale mass characteristics
under the corresponding loading conditions, and hydrodynamic mesh is to reflect actual hull
configuration and floating condition (draught, trim and heel).
4.2.3 In order to apply gravity and inertia force on the FE model accurately, mass property of FE
model is to be adjusted so as to reflect mass distribution of full-scale ship. The full-scale FE model
as adjusted is to be used as mass model in hydrodynamic analysis. At the initial stage of design, a
simplified model which can simulate mass property of full-scale ship accurately may also be used.
4.2.4 In hydrodynamic analysis, transfer function of dominant load parameter mentioned in 3.3.4
is to be calculated so as to carry out long-term prediction analysis to determine the ultimate value
of dominant load parameter. Where hydrodynamic analysis is carried out, transfer function at
wave heading angle and frequency which the hull may be affected is to be calculated. The input
wave parameters are:
(1) wave frequency: 0.2~1.5 rad/s for extent, 0.05 rad/s for step length;
(2) wave heading angle: 0º ~180º for extent, 15º for step length.
4.2.5 If hydrodynamic analysis is carried out by time domain method, time history is to be
converted to transfer function by proper means, i.e. time history after reaching stable condition is
to be selected for conversion.
4.2.6 The maximum value of frequency-wave heading angle combination is to be selected from
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transfer function of each dominant load parameter to determine the design wave. In general, the
maximum transfer function of vertical bending moment and vertical shearing force occurs under
the heading wave condition, and the maximum heeling angle, maximum vertical acceleration and
maximum transverse acceleration will occur under beam sea or oblique sea condition.
4.3 Sea condition information and load prediction

4.3.1 In the unrestricted service, scatter diagram and wave spectrum given by IACS REC.34 are
to be used for sea condition information.
4.3.2 The ultimate value of dominant load parameter is to be obtained by long-term prediction
according to transfer function. When a long-term prediction of dominant load parameter is carried
out, exceedance probability of 10-8 is generally to be taken.
4.3.3 When a long-term prediction is carried out, short-crested wave is to be used, and square of
cosine is to be taken for energy spreading function.
4.3.4 Considering operational experience at ultimate sea conditions, when the prediction of
horizontal and vertical accelerations and heeling angle is carried out, exceedance probability of
10-6.5 may be taken.
4.4 Equivalent design wave

4.4.1 Each wave condition has its corresponding equivalent design wave. The equivalent design
wave determined in 4.2.6 makes dominant load parameter reach its ultimate value and meanwhile
determines other wave loads under such condition. Equivalent design wave may be defined by
wave heading angle, wave length, phase and wave amplitude.
4.4.2 The combination which makes transfer function of dominant load parameter reach the
maximum value is to be taken for wave heading angle and wave length of equivalent design wave,
and the phase which makes transfer function reach the ultimate value is to be taken for the phase
of equivalent design wave.
4.4.3 Under full load condition, the design wave amplitude of vertical wave hogging bending
moment determined by direct calculation may be adjusted based on the wave hogging bending
moment in 2.2.3.1, Chapter 2 of this PART so as to make its bending moment value equivalent.
The design wave amplitude obtained by this method may be treated as the hogging design wave
amplitude under other loading conditions and the sagging design wave amplitude under various
loading conditions.
4.4.4 Except for those mentioned in 4.4.3, the design wave amplitude is to be obtained by
dividing ultimate value of dominant load parameter by maximum value of transfer function.
4.4.5 Each wave load (sea water dynamic pressure, inertia force, etc.) used for structural analysis
is to be determined according to design wave. Either non-linear method or combination of linear
hydrodynamic procedure and wave surface correction may be used for direct calculation of wave
load.
4.4.6 For wave dynamic load and inertia force, the corresponding load value obtained by
above-mentioned methods are to be directly applied on FE model. Wave dynamic pressure is to be
applied on shell in the form of positive normal pressure, and inertial force is to be applied on FE
model by means of acceleration field and mass distribution.
4.5 Internal pressure of tank

4.5.1 In calculation of internal pressure of tank, the effects of steam pressure, gravity, motion
and acceleration are to be taken into account. Where linear hydrodynamic analysis is used, the
horizontal component of gravity due to ship’s attitude (roll angle, pitch angle) is not taken into
account for acceleration. Therefore the effects of acceleration component are to be included in the
tank pressure calculation.
4.5.2 In calculation of tank pressure, an acceleration vector is first to be calculated according to
acceleration and ship’s attitude (roll angle, pitch angle), to obtain positions of reference points for
tank pressure calculation. Then, the pressure on any point may be obtained according to the vector
and reference point. Schematic plan is shown in Figure 4.5.2. In actual calculation, the
combination of vectors in three directions is to be considered.
4.5.3 Acceleration is to be obtained in way of the center of tank considered according to the
result of hydrodynamic calculation. For the bulkhead with tanks at both sides, loading is carried
out according to the tank conditions respectively.
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4.5.4 Considering static load and wave load, the combined tank pressure is to be calculated by
1/2
p  p0   h  g  av    gT  aT    g L  aL    103 MPa
2 2 2
 
where: p0 —steam pressure, in MPa;
 —liquid density, in t/m3;
h —distance from pressure calculation point to reference point for tank pressure
calculation, in m;
av — vertical acceleration at the center of tank considered, in m/s2;
aT — transverse acceleration at the center of tank considered, in m/s2;
a L — longitudinal acceleration at the center of tank considered, in m/s2;
gT — transverse component of gravity acceleration due to ship roll in ship coordinate
system, in m/s2;
g L — longitudinal component of acceleration of gravity due to ship pitch in ship
coordinate system, in m/s2.
Figure 4.5.2 Tank pressure calculation method
4.6 Load equilibrium adjustment

4.6.1 By the action of above-mentioned loads, the whole ship FE model is to be in a dynamic
balance state of total force system.
4.6.2 Prior to structural calculation, unbalanced force and moment on each direction of model
are to be calculated, and equilibrium adjustment is to be carried out by proper means, e.g. the
above-mentioned unbalanced force and moment may be removed by means of adjustment of
floating condition.

4.7.1 As the model is in an equilibrium state, only the boundary conditions restraining rigid body
motion of six degrees of freedom need to be set for structural analysis, as shown in Figure 4.7.1:
(1) Node 1 at the aft end: restraining the displacement in transverse direction;
(2) Node 2 at the fore end: restraining the displacement in three directions;
(3) Nodes 3 and 4 at port and starboard sides of stern transom plate: restraining the displacement
in vertical direction.
2-129
Figure 4.7.1 Diagram of boundary conditions
5 STRENGTH EVALUATION CRITERIA
5.1 Evaluation areas

5.1.1 Evaluation areas are to cover the whole cargo tank area and the transition structures of
main longitudinal members in the engine room area and bow area. The following structural
members in the evaluation areas are to be verified in accordance with the criteria in 5.2 and 5.3:
(1) main structural members (longitudinal, transverse) in the cargo tank area;
(2) forward transverse bulkheads of the engine room area and main supporting members, as well
as the transition structures of trunk deck and inner deck in the engine room area;
(3) collision bulkheads and main supporting members, as well as the transition structures of trunk
deck and inner deck in the bow area.
5.12 Yield strength

5.12.1 Yield strength criteria are as follows:
 ≤ [ ]
where:  —work stress, i.e. Von Mises equivalent stress of plate element center corresponding to
longitudinal spacing mesh area, or axial stress of beam element, in N/mm2;
[]—allowable stress, in N/mm2, to be calculated by the following formula:
223 357
    y  for coarse mesh;     y  for refined area
K K
where: K—material factor;
 y —see Table 5.1.1.
Table 5.1.1
Structural members
y
Bottom plating, inner bottom plating, transverse bulkhead plating 0.8

Deck plating, side shell and inner hull plating, hopper slope plating, bilge plating, watertight
0.9
bracket and girder
Plating of all non-watertight members, face plate of primary members 1
Other structural members except for those mentioned above 1
5.23 Buckling strength

5.23.1 The buckling strength is to be checked with reference to the provisions for buckling
strength check of hull structure in Appendix 1 of this Chapter.
2-130

AMENDMENTS
2020
PART THREE MACHINERY INSTALLATIONS

CONTENTS
CHAPTER 2 PUMPING AND PIPING SYSTEMS

Section 5 CONNECTION OF PIPE LENGTHS, HEAT TREATMENT AND
NON-DESTRUCTIVE TESTING
Section 8 ARRANGEMENT
CHAPTER 3 SHIP’S PIPING AND VENTILATING SYSTEMS

Section 8 BALLAST AND SCUPPER SYSTEMS
Section 9 REMOTELY CONTROLLED BILGE AND BALLAST SYSTEMS
CHAPTER 4 MACHINERY PIPING SYSTEMS

Section 2 OIL FUEL SYSTEMS
Section 7 HYDRAULIC TRANSMISSION PIPING SYSTEMS
CHAPTER 8 GAS TURBINES

Section 2 MATERIALS
Section 3 DESIGN AND CONSTRUCTION
Section 4 FITTINGS
CHAPTER 9 DIESEL ENGINES

Section 2 INSPECTION, TEST AND CERTIFICATION OF DIESEL ENGINE PARTS
Section 6 SCAVENGING AND SUPERCHARGING ARRANGEMENTS
Section 7 FITTINGS
Section 10 TYPE TEST, WORKS ACCEPTANCE TEST AND SHIPBOARD TRIALS
Appendix 1 CONTROL AND SAFETY SYSTEMS FOR DUAL FUEL DIESEL ENGINES
Appendix 91 SAFETY OF LOW PRESSURE GAS FUEL ENGINES
Appendix 3 APPRAISAL OF CRANKSHAFT STRENGTH OF DIESEL ENGINES
Appendix 5 APPROVAL AND CERTIFICATION OF DIESEL ENGINES
CHAPTER 11 SHAFTING AND PROPELLERS

Section 2 SHAFTING
CHAPTER 13 STEERING GEAR AND WINDLASSES

Section 2 WINDLASSES

-1-
CHAPTER 2 PUMPING AND PIPING SYSTEMS
Section 5 CONNECTION OF PIPE LENGTHS, HEAT TREATMENT AND NON-DESTRUCTIVE

TESTING
2.5.3 Mechanical joints
2.5.3.11 Mechanical joints are not to be used in the following cases:
(1) bilge piping through ballast tanks and fuel tanks;
(2) sea water and ballast piping (including air and overflow pipes) through cargo holds and fuel tanks;
(3) fuel and oil piping (including air and overflow pipes) through machinery spaces, cargo holds and ballast
tanks.;
(4) non-water filled pressure water spraying systems (dry pipe systems).
2.8.1 Piping arrangement

2.8.1.3 The pipe piercing the collision bulkhead below the freeboard deck (bulkhead deck for passenger
ships) is to be fitted with a screw-down valve, unless the use of other valves are agreed by the
Administration, capable of being operated from above the freeboard deck (bulkhead deck for passenger
ships), and the valve chest is to be secured at the bulkhead inside the forepeak and means being provided
for indicating whether the valve is open or shut.
For cargo ships, the above pipes may be provided with butterfly valves capable of being operated from
above freeboard decks, supported as appropriate by valve seats or flanges.
The above-mentioned valve may be fitted on the after side of the collision bulkhead provided that the
valves are readily accessible under all service conditions and the space in which they are located is not a
cargo space, and it is not necessary to fit an operating device above the freeboard deck.
All valves are to be of steel, bronze or other approved ductile material. Valves of ordinary cast iron or
similar material are not acceptable.
2.8.5 Protection
2.8.5.1 Pipes in cargo holds and other spaces (e.g. fish holds, chain lockers) where they are liable to
mechanical damage are to be provided with means for protection protected (e.g. by removable casings)
from mechanical damage.
3-1
CHAPTER 3 SHIP’S PIPING AND VENTILATING SYSTEMS
Section 8 BALLAST AND SCUPPER SYSTEMS
3.8.1 Ballast piping

3.8.1.4 Ballast water pipes are not to pass through drinking water, boiler feed water or lubricating oil
tanks. Where it is unavoidable, the wall thickness of ballast pipes in drinking water, feed water or
lubricating oil tanks is to comply with the provisions in Table 2.2.2.6(1) of this PART and welded joints are
to be adopted. Ballast water pipes passing through a pipe tunnel may also be an option.
Section 9 REMOTELY CONTROLLED BILGE AND BALLAST SYSTEMS
3.9.1 Arrangement
3.9.1.1 If a main bilge line outside engine room is provided, its arrangement is to satisfy either of the
following requirements:
(1) If there is only one main bilge line and a pipe tunnel is provided, it is to be placed in a the pipe tunnel,
and as high as possible in the pipe tunnel. Each branch bilge suction line connected to the main is to be
fitted with remotely controlled valves.
(2) If there is only one main bilge line and a pipe tunnel is not provided, the main is to be placed in a space
that is not prone to mechanical damage, such as double bottom ballast tanks and void tanks, etc. Each
branch bilge suction line connected to the main is to be fitted with remotely controlled valves and the
valves are to be located in an accessible dry compartment.
(23) If there are two main bilge lines, each cargo hold is provided with a branch bilge suction connected to
each main bilge line respectively, and remotely controlled valves are fitted on each branch bilge suction
line.
3-2
CHAPTER 4 MACHINERY PIPING SYSTEMS
Section 2 OIL FUEL SYSTEMS

①
4.2.1.8 Two fuel oil service tanks or equivalent arrangements, for each type of fuel used on board,
②
necessary for propulsion and essential systems are to be provided. Each tank is to have a capacity for at
least 8 h operation at sea, at maximum continuous rating of the propulsion plant and normal operating load
of the generating plant associated with that tank.
The arrangement of oil fuel service tanks is to be such that one tank can continue to supply oil fuel when
the other is being cleaned or opened up for repair.
4.2.1.9 A service tank is a fuel oil tank which contains only fuel of a quality ready for use, i.e. fuel of a
grade and quality that meet the specification required by the equipment manufacturer. A service tank is to
be declared as such and not to be used for any other purpose. Use of a settling tank with or without purifiers,
or purifiers alone, and one service tank is not acceptable as an “equivalent arrangement” to two service
tanks.
Examples of application for the most common systems are shown below:
(1) Example 1
① Requirement normally to be followed – main and auxiliary engines and boiler(s) operating with
heavy fuel oil (HFO) Residule Marine Fuels (RMS and LSRMF)(one fuel ship)
HFO service tank HFO service tank MDO tank
RMF/LSRMF Serv.TK 1 RMF/LSRMF Serv.TK 2 DMF/LSDMF TK
Capacity for at least 8 h Capacity for at least 8 h For initial cold starting or repair
Main engine + Auxiliary Main engine + Auxiliary engine work of engines/boiler or ECS
engine + Auxiliary boiler + Auxiliary boiler operation
② Potential equivalent Equivalent arrangement

HFO RMF/LSRMF service MDO DMF/LSDMF service
tank tank
Capacity for at least 8 h Capacity for at least 8 h
Main engine + Auxiliary Main engine + Auxiliary engine
engine + Auxiliary boiler + Auxiliary boiler or ECS
operation
This arrangement only applies where main and auxiliary engines can operate with heavy fuel oil
RMF/LSRMF under all load conditions and, in the case of main engines, during manoeuvring.
For pilot burners of auxiliary boilers if provided, an additional marine diesel oil DMF tank for 8 h may be
necessary.
(2) Example 2
① Requirement normally to be followed – main engine(s) and auxiliary boiler(s) operating with HFO
can operate on both Residual Marine Fuels (RMF and LSRMF) and Distillate Marine fuels (DMF
and LSDMF). and auxiliary engine operating with marine diesel oil (MDO) Auxiliary Engines can
only operate on Distillate Marine fuels (DMF and LSDMF) (multiple fuel ship)
① This revision is applicable to service tank arrangements on ships contracted for construction on or after 1 January 2020.
② “Type of fuel” is strictly interpreted as the exact grade of fuel. “Equivalent arrangements” to this are described in the
examples below where grades of fuel may be grouped according to their sulphur content and viscosity as follows:
① Residual Marine Fuel (RMF) refers to fuel oils with a sulphur content above 0.1% that require some form of heating to
achieve required injection viscosity for combustion.
② Distillate Marine Fuel (DMF) refers to fuel oils with a sulphur content above 0.1 % that do not require heating to achieve
injection viscosity.
③ Low Sulphur Residual Marine Fuel (LSRMF) refers to fuel oils with a sulphur content not exceeding 0.1% that require
some form of heating to achieve required injection viscosity for combustion.
④ Low Sulphur Distillate Marine Fuel (LSDMF) refers to fuel oils with a sulphur content not exceeding 0.1% having a
minimum viscosity of 1.4 cSt at 40℃.
3-3
HFO service tank HFO service tank MDO service tank MDO service tank
RMF/LSRMF Serv.TK RMF/LSRMF Serv.TK DMF/LSDMF Sev.TK 1 DMF/LSDMF Sev.TK
1 2 Capacity for at least 8 h 2
Capacity for at least 8 h Capacity for at least 8 h Auxiliary engine Capacity for at least 8 h
Main engine + Main engine + Auxiliary engine
Auxiliary boiler Auxiliary boiler
② Potential equivalent Equivalent arrangement

HFO RMF/LSRMF MDO service tank MDO service tank
service tank DMF/LSDMF Serv.TK 1 DMF/LSDMF Serv. TK 2
Capacity for at least 8 h Capacity for at least the highest of: Capacity for at least the highest of:
Main engine + • 4 h Main engine + Auxiliary engine • 4 h Main engine + Auxiliary engine
Auxiliary boiler + Auxiliary boiler, or + Auxiliary boiler, or
and and
• 8 h Auxiliary engine + Auxiliary • 8 h Auxiliary engine + Auxiliary
boiler boiler
The arrangements in (1) ② and (2) ② apply, provided the propulsion and vital systems which use two
types of fuel support rapid an emergency fuel changeover and are capable of operating in all normal
operating conditions at sea with both types of fuel (MDO and HFO). The emergency fuel changeover,
including the following should be able to be carried out within the time not exceeding 1 hour:
(1) Open and shut relevant changeover valves (to/from RMF/LSRMF and DMF/LSDMF service tanks or
mixing valves, valves in fuel return pipes to RMF/LSRMF and DMF/LSDMF service tanks)
(2) Open and shut off heat tracing of fuel pipes
(3) Open and shut valves to fuel heaters and coolers
(4) Starting/stopping of pumps (if separate DMF/LSDMF and RMF/LSRMF pumps are provided)
(5) Taking into consideration the machinery manufacturers recommendations for safe changeover (e.g.
prevention of temperature shock)
The emergency changeover procedure is to be kept available on board ship.
4.2.2 Oil burning units of boilers

4.2.2.2 Main boilers and auxiliary boilers for essential services or and for heating of heavy fuel oil are to
have not less than two oil supply units, each unit generally comprising a pressure pump, a suction filter, a
discharge filter and a heater (if needed). The capacities and arrangements of the units are to be such that all
the steam required for essential services can be maintained with any one unit out of action. Where an
exhaust gas boiler is capable of supplying steam for essential purposes, a single oil supply unit may be
accepted. For a composite boiler whose exhaust side can provide steam of essential services, a single oil
supply unit may also be accepted.
4.2.3 Oil fuel pumps, filters and isolating valves

4.2.3.6 All pumps which are capable of developing a pressure exceeding the design pressure of the
system are to be provided with relief valves. Each relief valve is to be so arranged as to discharge back to
the suction side of the pump or other appropriate tanks, and to effectively limit the pump discharge pressure
to the design pressure of the system.
4.2.5 Oil fuel arrangements and fuel oil tanks

4.2.5.2 Every oil fuel pipe, which, if damaged, would allow oil to escape from a storage, settling or daily
service tank situated above the double bottom are to be fitted with a cock or valve directly on the tank or
short pipe welded to the oil tank bulkhead with a length not exceeding the value obtained from the
following formula. Such valves or cocks are to be capable of being closed locally as well as cable of being
closed from safe and easily accessible positions outside the spaces where these tanks are situated. In the
case of tanks having a capacity of less than 0.5 m3, remotely controlled closing devices may be omitted
except for the valves or cocks on daily service tanks.
L = 0.8D + 80 mm
where: L ― length of short pipe, in mm;
D― outside diameter of steel pipe, in mm.
Remote shut-off control of oil fuel valves for emergency generating set and emergency fire pump is to be
separated from those of other valves.
In the special case of deep tanks situated in any shaft or pipe tunnel or similar space, valves on the tank are
3-4
to be fitted but control in the event of fire may be effected by means of an additional valve on the pipe or
pipes outside the tunnel or similar space. If such additional valve is fitted in the machinery space it is to be
operated from a position outside this space.
4.2.7 Oil fuel (lubricating oil) heating

4.2.7.1 The heating media used for oil fuel (lubricating oil) tanks, heaters or oil separators are not to be
more than 220 ℃ in temperature. Fuel oil (lubricating oil) in storage tanks is not to be heated to
temperatures within 10℃ below the flash point of the fuel oil (lubricating oil), except that where oil fuel in
service tanks, setting tanks and any other tanks in supply system is heated and all of the conditions in
3.2.1.5(1) to (5) of Chapter 3 of PART SIX of the Rules are satisfied. the following arrangements are
provided:
(1) the length of the vent pipes from such tanks and/or a cooling device is sufficient for cooling the vapors
to below 60℃, or the outlet of the vent pipes is located 3 m away from a source of ignition;
(2) the vent pipes are fitted with flame screens;
(3) there are no openings from the vapor space of the fuel tanks into machinery spaces (bolted manholes are
acceptable);
(4) enclosed spaces are not located directly over such fuel tanks, except for vented cofferdams;
(5) electrical equipment is not fitted in the vapor space of the tanks, unless it is certified to be intrinsically
safe.
Section 7 HYDRAULIC TRANSMISSION PIPING SYSTEMS
4.7.2 Piping
4.7.2.5 Where hydraulic accumulators are provided in the hydraulic systems, safety overflow valves are
to be fitted on the liquid side. Unless otherwise specified, fFor hydro-pneumatic accumulators, safety
valves or fuse plugs are to be fitted on the gas air side, otherwise they are to be fitted in the supply pipe line,
and an isolation valve is not to be provided between the air side of the accumulator and the safety valve or
fuse plug.
3-5
CHAPTER 8 GAS TURBINES
8.1.2 Rating
8.1.2.1 The rated output is defined as the maximum effective continuous power developed by gas turbines
for continuous running under the following reference standard ambient conditions: of 15℃ air temperature
at compressor inlet, 0.1 MPa absolute pressure, and, where applicable, a cooling water temperature of
15℃.
(1) air at compressor inlet:
① temperature of 15℃;
② absolute pressure of 101.325 kPa;
③ relative humidity of 60%.
(2) cooling water inlet temperature is of 15℃(if applicable);
(3) static pressure of the exhaust in way of turbine exhaust flange (or heat recuperator outlet) is of 101.325
kPa.
The rated speed is defined as the speed corresponding to the rated output.

(10) Specifications of gas turbines, including but not limited to the following:
① essential parameters, e.g. mass, time between overhaul, maximum continuous power, maximum air
mass flow rate, temperature at main sections, pressure at main sections, revolving speed of gas
generator, revolving speed of power turbine, maximum allowable rate of load increase/reduction and
maximum allowable rate of revolving speed increase /reduction;
② Usage limitations, e.g., maximum allowable heel and trim, maximum allowable roll and pitch,
maximum allowable axial force of output shaft, maximum allowable shear force and bending
moment of output shaft, maximum allowable acceleration load, maximum allowable salt content in
inlet air and fuel type, etc.
(1011) Other plans and documents as deemed necessary by CCS.
8.1.6.2 The following plans and documents are to be submitted for information:
(1) Principal particulars of gas turbines, including ambient conditions (air temperature, air pressure and sea
water temperature), as well as curves indicating the variation in performance with ambient conditions
characteristics of compressors (including surge margin in various operation conditions), overall
performance curves of gas turbines, performance curves indicating power and speed dependency on
ambient temperature, gas turbine performance or power loss as a function of operation time, and expected
recovery performance after a complete overhaul, etc.;
(2) General section of gas turbines and compressors;
(3) The failure mode and effect analysis (FMEA) of the automatic safety devices.;
(4) Operation and maintenance manuals of gas turbines;
(5) Other plans and documents as deemed necessary by CCS.
Section 2 MATERIALS
8.2.4 Non-destructive testing

8.2.4.1 Non-destructive tests Magnetic particle or liquid penetrant tests are required for rotating parts
(including welded joints), (including compressors and turbine rotor shafts, stiff and flexible couplings, bolts
for couplings, blades (sample), discs, integral pinions and gears and other dynamically stressed parts), and
at the same time, ultrasonic examination is to be carried out to rotor shafts. Details including test methods
and results are to be assessed in accordance with acceptable recognized standards.
8.2.4.2 Non-destructive tests Magnetic particle or liquid penetrant tests are required for stationary parts
(including castings for casings intended for a temperature exceeding 230℃ and plates for casings intended
for a temperature exceeding 370℃ or pressure exceeding 4 MPa), and the spots are to be agreed. Details
3-6
including test methods and results are to be assessed in accordance with acceptable recognized standards.
Section 3 DESIGN AND CONSTRUCTION

8.3.1.3 Gas turbines are to be so designed that escape of fragments due to burst of rotors can be avoided
as far as practicable.
8.3.4 Air inlet and exhaust gas systems

8.3.4.1 The air-inlet system is to be designed to minimize the entrance of harmful foreign matter into the
compressors and gas turbines.
8.3.4.2 Appropriate means is to be provided to prevent icing of air inlet pipes.
8.3.4.3 The air-inlet pipelines are to be designed to minimize the risk of loose parts entering the gas
turbines due to air flow or corrosion.
8.3.4.4 The air-inlet system is to be provided with appropriate filtering equipment to keep water,
particulate matters and corrosive sea salt within the limits specified by gas turbine manufacturers.
8.3.4.5 Where multiple turbines are arranged, each gas turbine is to be provided with separate inlet pipes
and exhaust pipes, so that simultaneous operation of turbines is not to harm the operation condition of any
turbine and induced circulation through a stopped gas turbine is prevented.
8.3.4.6 Pressure drop of inlet and exhaust systems is not to exceed the range specified by gas turbine
manufacturers.
8.3.4. 27 The arrangement of the turbine exhaust system is to be such as to prevent exhaust gas being
drawn into the compressors.
8.3.6 Turning gear

8.3.6.1 Main gGas turbines are to be equipped with turning gear. Where gas turbines are provided with
remotely controlled starting or automatic starting function, in order to prevent the starting of gas turbines
during engagement of turning gear, the turning gear is to be interlocked with starting arrangements. If gas
turbines are not provided with remotely controlled starting or automatic starting function, at least safe
operation instructions with a warning notice are to be provided, indicating that “Starting of gas turbines
during engagement of turning gear is prohibited”.
Section 4 FITTINGS
8.4.2 Speed governors

8.4.2.2 Where an auxiliary gas turbine is intended for driving an electric generator, a speed governor,
independent of the overspeed protective device, is to be fitted and is to comply with the following
requirements:
Momentary speed variation is not to exceed 10% of the rated speed, permanent speed variation is not to
exceed 5% of the rated speed When the maximum step load is added or taken off, instantaneous frequency
variation of the power grid is not to exceed ±10% of the rated frequency, and the recovery time for the
engine speed (i.e. the time for the speed fluctuation ratio to return to ±1%) is not to exceed 5 s. when full
load is suddenly taken off. When the rated load is suddenly taken off, instantaneous speed variation
exceeding 10% of the rated speed is allowed provided this does not cause the intervention of the over-speed
device as specified in 8.4.1 of this Chapter.
Under various load conditions from no-load to the rated load, variation of speed after being stable is not to
exceed ±5% of the rated speed.
The permanent speed variations of A.C. generating sets intended for parallel operations are to be equal as
far as possible.
3-7
CHAPTER 9 DIESEL ENGINES
9.1.9 Gas fuel engines

9.1.9.1 In addition to the relevant provisions of this Chapter, gas fuel engines are to comply with the
applicable requirements of Appendix 1 and Appendix 91 of this Chapter, CCS Rules for Natural Gas
①
Fuelled Ships and CCS Guidelines for Design and Installation of Gas Fuel Engine Systems of Liquefied
Gas Carriers.
Section 2 INSPECTION, TEST AND CERTIFICATION OF DIESEL ENGINE PARTS

②

9.2.1.6 The manufacturer is not exempted from responsibility for any relevant tests and inspections of those
parts for which documentation is not explicitly requested by CCS. The Mmanufacturing works process and
equipment is to be set up and maintained equipped in such a way that all materials and components can be
consistently produced to the required standard. This includes production and assembly lines, machining
units, special tools and devices, assembly and testing rigs as well as all lifting and transportation devices.
9.2.2 Inspection, test and certification

Summary of inspection, test and certification of diesel engine parts Table 9.2.2.1
Item Material Dimensional Visual
Non-destructive Hydraulic Applicable
Parts 5) properties inspection (including inspection
examination 2) testing to engines
1)
surface condition) (surveyor)
1 VT(fit-up and
Welded bedplate CC+M UT+MT/PT All
post-welding)
2 Bearing transverse
CC+M UT+MT/PT VT All
girders (cast steel)
3 VT(fit-up and
Welded frame box CC+M UT+MT/PT All
post-welding)
4 CH
Cylinder block (cast
X4) >400
iron)
kW/cyl
5 Welded cylinder VT(fit-up and
CC+M UT+MT/PT CH
frames post-welding)
6 Engine block (grey >400
X4)
cast iron) kW/cyl
7 Engine block
>400
(nodular graphite M X4)
kW/cyl
cast iron)
8 Cylinder liner CC+M X4) D>300mm
9 Cylinder head (cast
X D>300mm
iron)
10 Cylinder head (cast
CC+M UT+MT/PT X VT D>300mm
steel)
11 Forged cylinder
CC+M UT+MT/PT X VT D>300mm
head
12 Piston crown (cast
CC+M UT+MT/PT VT D>400mm
steel)
13 Forged piston
CC+M UT+MT/PT VT D>400mm
crown
① (1) Appendix 91 applies to gas fuel engines for which the date of an application for type approval certification is dated on
or after 1 July 2019.
(2) The “date of application for type approval” is the date of documents accepted by CCS as request for type approval
certification of a new engine type or of an engine type that has undergone substantive modifications in respect of the one
previously type approved, or for renewal of an expired type approval certificate.
(3) Engines with an existing type approval on 1 July 2019 are not required to be re-type approved in accordance with the new
requirements until the current type approval becomes invalid. For the purpose of certification of these engines, the current
type approval and related submitted documentation will be accepted.
② This revision applies to the diesel engines for which the date of an application for certification is dated on or after 1
January 2020.
3-8
1)
14 VT (random,
Crankshaft: made in
CC+M UT+MT/PT X of fillets and All
one piece
oil bores)
15 Semi-built
crankshaft See below
See
Crankshaft(Crank See below See below VT (random,
below
throw, forged main UT+MT/PT X of fillets and
CC+M
journal and journals shrink fittings)
with flange) All
VT (random,
Crank throw CC+M UT+MT/PT X of fillets and
shrink fittings)
Forged main VT (random,
journal and journals CC+M UT+MT/PT X of shrink
with flange fittings)
16 Exhaust gas valve
X CH
cage
17 UT+MT/PT
(MT/PT again
Piston rod, if D>400mm
CC+M after final VT (random)
applicable CH
machining
(grinding))
18 UT+MT/PT
(MT/PT again
Cross head CC+M after final VT (random) CH
machining
(grinding))
19 VT (random,
of all surfaces,
Connecting rod
CC+M UT+MT/PT X in particular All
with cap
those shot
peened)
20 VT (random,
Coupling bolts for
CC+M UT+MT/PT X of interference All
crankshaft
fit)
21 Bolts and studs for
main bearings and CC+M UT+MT/PT D>300mm
cylinder heads
22 Bolts and studs for
CC+M UT+MT/PT X (thread making) D>300mm
connecting rods
23 Tie rod CC+M UT+MT/PT X (thread making) VT (random) CH
24 High pressure fuel
injection pump CC+M X All
body
25 High pressure fuel
injection valves
X All
(only for not
autofretted)
26 X for
High pressure fuel
those that
injection pipes
CC+M are not All
including common
autofretted
fuel rail
27 High pressure
X
common servo oil CC+M All
system
28 Cooler, both sides X
83) CC+M D>300mm
29 All engines
with
Accumulator of
X accumulato
common rail fuel or CC+M
rs with a
servo oil system
capacity
of >0.5 l
3-9
1)
30 Piping, pumps,
actuators, etc. for X >800
CC+M
hydraulic drive of kW/cyl
valves, if applicable
31 Engine driven
pumps (oil, water,
>800
fuel, bilge) other X
kW/cyl
than pumps referred
to in item 24 and 30
32 UT (full contact
Bearings for main,
between basic >800
crosshead, and CC X
material and kW/cyl
crankpin
bearing metal)
Notes:
(1) Material properties include chemical composition and mechanical properties, and also surface treatment such as surface
hardening (hardness, depth and extent), peening and rolling (extent and applied force).
(2) Non-destructive examination means e.g. ultrasonic testing, crack detection by MT or PT.
(3) Charge air coolers need only be tested on the water side.
(4) Hydraulic testing is also required for those parts filled with cooling water and having the function of containing the water
which is in contact with the cylinder or cylinder liner.
(5) Material certification requirements for pumps and piping components are dependent on the operating pressure and
temperature. The certification requirements for relevant components are to comply with the requirements of Chapter 3,
PART ONE of the Rules.
Section 6 SCAVENGING AND SUPERCHARGING ARRANGEMENTS
9.6.12 Survey and certification of turbochargers

9.6.12.3 These audits are to focus on:
(1) chemical composition of material for the rotating parts;
(2) mechanical properties of the material of a representative specimen for the rotating parts and the casing;
(3) UT and crack detection of rotating parts, or other non-destructive testing as applicable;
(4) dimensional inspection of rotating parts;
(5) rotor balancing;
(6) hydraulic testing of cooling spaces to 4 bars0.4MPa or 1.5 times the maximum working pressure,
whichever is higher;
(7) overspeed test of all compressor wheels for a duration of 3 min at either:
①20% above alarm level speed at room temperature, or
② 10% above alarm level speed at 45 ℃ inlet temperature when tested in the actual housing with the
corresponding pressure ratio.
The overspeed test may be waived for forged wheels that are individually controlled by an approved
non-destructive method.
①
Section 7 FITTINGS
9.7.5 Vent pipes

9.7.5.1 Ventilation of crankcase, and any arrangement which could produce a flow of external air within
the crankcase, are in principle not permitted except for dual gas fuel engines where crankcase ventilation is
to be provided in accordance with 2.1.2(1), Appendix 1 of this Chapter the applicable requirements of
Appendix 1 of this Chapter, CCS Rules for Natural Gas Fuelled Ships and CCS Guidelines for Design and
Installation of Gas Fuel Engine Systems of Liquefied Gas Carriers. Vent pipes, where provided, are to be as
small as practicable to minimise the inrush of external air after a crankcase explosion.
① This revision was implemented from 1 January 2020.
3-10
Section 10 TYPE TEST, WORKS ACCEPTANCE TEST AND SHIPBOARD TRIALS
①
9.10.2 Type testing

9.10.2.4 The engine is type approved up to the tested ratings and pressures (100% corresponding to
MCR). Provided documentary evidence of successful service experience with the classified rating of 100%
is submitted, an increase (if design approved appraisal is obtained ) may be permitted without a new type
①②
test if the increase from the type tested engine is within:

(1) 5% of the maximum combustion pressure, or
(2) 5% of the mean effective pressure, or
(3) 5% of the rpm.
Providing maximum power is not increased by more than 10%, an increase of maximum approved power
may be permitted without a new type test provided engineering analysis and evidence of successful service
experience in similar field applications (even if the application is not classified) or documentation of
internal testing are submitted if the increase from the type tested engine is within:
(1) 10% of the maximum combustion pressure; or
(2) 10% of the mean effective pressure, or
(3)10% of the rpm.
Notes:
①Where those engine data increase from the approved engine type, the crankshaft strength is to be reappraised, and the
modified calculations and documents are to be submitted for approval.
② In this Chapter, design appraisal means evaluation of all drawings, information and calculations related to the design.
See Glossary in Annex 1 of Appendix 5 of this Chapter.
9.10.2.5 If an engine has been subject to design approved appraisal, and internal testing per Stage A is
documented to a rating higher than the one type tested, the Type Approval may be extended to the increased
power/mep/rpm upon submission of an Extended Delivery Test Report at:
(1) test at over speed (only if nominal speed has increased);
(2) rated power, i.e. 100% output at 100% torque and 100% speed corresponding to load point 1, 2
measurements with one running hour in between;
(3) maximum permissible torque (normally 110%) at 100% speed corresponding to load point 3 or
maximum permissible power (normally 110%) and speed according to nominal propeller curve
corresponding to load point 3a., 0.5 h;
(4) 100% power at maximum permissible speed corresponding to load point 2, 0.5 h.
① (1) The new requirements of type approval and type testing (including Appendix 4 and Appendix 5 of this Chapter) apply
to engines for which the date of an application for type approval certification is dated on or after 1 July 2016.
(2) The “date of application for type approval” is the date of documents accepted by CCS as request for type approval
certification of a new engine type or of an engine type that has undergone substantive modifications in respect of the
one previously type approved, or for renewal of an expired type approval certificate.
(3) Engines with an existing type approval on 1 July 2016 are not required to be re-type approved in accordance with the
new requirements until the current type approval becomes invalid. The certification of such engines may be carried out
in accordance with the current type approval and related submitted documentation.
3-11
Appendix 1
CONTROL AND SAFETY SYSTEMS FOR DUAL FUEL DIESEL ENGINES①
1.1 Application
1.1.1 This Appendix is applicable to dual-fuel diesel engines (hereinafter referred to as DFD engines)
utilising high pressure methane gas fuel injection. In addition, DFD engines are to meet the relevant
requirements of this Chapter.
1.2 Operation mode

1.2.1 DFD engines are to be of the dual-fuel type employing pilot fuel ignition and to be capable of
immediate change-over to oil fuel only.
1.2.2 Only oil fuel is to be used when starting the engine.
1.2.3 Only oil fuel is, in principle, to be used when the operation of an engine is unstable, and/or during
manoeuvring and port operations.
1.2.4 In case of shut-off of the gas fuel supply, the engines are to be capable of continuous operation by
oil fuel only.
1.3 Protection of crankcase

1.3.1 Crankcase relief valves are to be fitted in way of each crank throw. The construction and operating
pressure of the relief valves are to be determined considering explosions due to gas leaks.
1.3.2 If a trunk piston type engine is used as DFD engine, the crankcase is to be protected by the
following measures.
(1) Ventilation is to be provided to prevent the accumulation of leaked gas, the outlet for which is to be led
to a safe location in the open through flame arrester.
(2) Gas detecting or equivalent equipment (It is recommended that means for automatic injection of inert
gas are to be provided).
(3) Oil mist detector.
1.3.3 If a cross-head type engine is used as DFD, the crankcase is to be protected by oil mist detector or
bearing temperature detector.
1.4 Protection for piston underside space of cross-head type engine

1.4.1 Gas detecting or equivalent equipment is to be provided for piston underside space of cross-head
type engine.
1.5 Engine Exhaust System

1.5.1 Explosion relief valves or other appropriate protection system against explosion are to be provided
in the exhaust, scavenge and air inlet manifolds.
1.5.2 The exhaust gas pipes from DFD engines are not to be connected to the exhaust pipes of other
engines or systems.
1.6 Starting air line

1.6.1 Starting air branch pipes to each cylinder are to be provided with effective flame arresters.
1.7 Combustion Monitoring

1.7.1 A failure mode and effect analysis (FMEA) examining all possible faults affecting the combustion
process is to be submitted in accordance with 9.1.12.2(23) of this Chapter. Details of required monitoring
will be determined based on the outcome of the analysis. However, the following Table 1.7.1 may serve as
guidance.
Details of Monitoring Table 1.7.1
Aut. shut-off of the
Faulty condition Alarm
interlocked valves
①
Function of gas fuel injection valves and pilot oil fuel injection valves × ×
Exhaust gas temperature at each cylinder outlet and deviation from average × ×
Cylinder pressure or ignition failure of each cylinder × ×
① Appendix 1 was deleted on 1 January 2020.
3-12
Note: ① It is recommended that the gas master valve is also closed.
1.8 Gas fuel supply to engine

1.8.1 Flame arresters are to be provided at the inlet to the gas supply manifold for the engine.
1.8.2 Arrangements are to be made so that the gas supply to the engine can be shut-off manually from
starting platform or any other control position.
1.8.3 The arrangement and installation of the gas piping are to provide the necessary flexibility for the
gas supply piping to accommodate the oscillating movements of DFD engine, without risk of fatigue
failure.
1.8.4 The connecting of gas line and protection pipes or ducts regulated in 1.9.1 of this Appendix to the
gas fuel injection valves are to provide complete coverage by the protection pipe or ducts.
1.9 Gas fuel supply piping systems

1.9.1 Gas fuel piping may pass through or extend into machinery spaces or gas-safe spaces other than
accommodation spaces, service spaces and control stations provided that they fulfill one of the following.
(1) The system is to comply with the relevant requirements of 16.3.1.1 of CCS Rules for Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk, and in addition, with ①, ② and ③ given below:
① The pressure in the space between concentric pipes is monitored continuously. Alarm is to be issued
and automatic valves (hereinafter referred to as “interlocked gas valves”) specified in CCS Rules
for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk and the master gas fuel
valves (hereinafter referred to as “master gas valve”) specified in CCS Rules for Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk are to be closed before the pressure drops to
below the inner pipe pressure (however, an interlocked gas valve connected to vent outlet is to be
opened).
② Construction and strength of the outer pipes are to comply with the relevant requirements of CCS
③ It is to be so arranged that the inside of the gas fuel supply piping system between the master gas
valve and the DFD engine is to be automatically purged with inert gas, when the master gas valve is
closed.
(2) The system is to comply with the relevant requirements of 16.3.1.2 of CCS Rules for Construction and
Equipment of Ships Carrying Liquefied Gases in Bulk, and in addition, with ① through ④ given below:
① Materials, construction and strength of protection pipes or ducts and mechanical ventilation systems
are to be sufficiently durable against bursting and rapid expansion of high pressure gas in the event
of gas pipe burst.
② The capacity of mechanical ventilating system is to be determined considering the flow rate of gas
fuel and construction and arrangement of protective pipes or ducts, as deemed appropriate by the
Surveyor.
③ The air intakes of mechanical ventilating systems are to be provided with nonreturn devices
effective for gas fuel leaks. However, if a gas detector is fitted at the air intakes, these requirements
may be dispensed with.
④ The number of flange joints of protective pipes or ducts is to be minimized. Or
(3) Alternative arrangements to those given in 1.9.1(1) and (2) of this Appendix will be specially
considered based upon an equivalent level of safety.
1.9.2 High pressure gas piping system are to be ensured to have sufficient constructive strength by
carrying out stress analysis taking into account the stresses due to the weight of the piping system including
acceleration load when significant, internal pressure and loads induced by hog and sag of the ships.
1.9.3 All valves and expansion joints used in high pressure gas fuel supply lines are to be of an approved
type.
1.9.4 Joints on entire length of the gas fuel supply lines are to be butt-welded joints with full penetration
and to be fully radiographed, except where specially approved by CCS.
1.9.5 Pipe joints other than welded joints at the locations specially approved are to comply with the
appropriate recognised standards, or those whose structural strength has been verified through tests and
analysis as deemed appropriate.
1.9.6 For all butt-welded joints of high pressure gas fuel supply lines, post-weld heat treatment are to be
performed depending on the kind of material.
1.10 Shut-off of gas fuel supply

1.10.1 In addition to the causes mentioned in CCS Rules for Construction and Equipment of Ships
3-13
Carrying Liquefied Gases in Bulk, supply of gas fuel to DFD engines is to be shut off by the interlocked
gas valves in case following abnormality occurs.
(1) abnormality specified in 1.7.1 of this Appendix;
(2) DFD engine stops from any cause;
(3) abnormality specified in 1.9.1 (1)① of this Appendix.
1.10.2 In addition to the causes mentioned in CCS Rules for the Construction and Equipment of Ships
Carrying Liquefied Gases in Bulk, the master gas valve is to be closed in case of any of the following:
(1) oil mist detector or bearing temperature detector specified in 1.3.2(3) and 1.3.3 of this Appendix detects
abnormality;
(2) any kind of gas fuel leakage is detected;
(3) abnormality specified in 1.9.1(1)① of this Appendix;
(4) abnormality specified in 1.11.1 of this Appendix.
1.10.3 The master gas valve is recommended to close automatically upon activation of the interlocked gas
valves.
1.11 Emergency stop of the DFD engines

1.11.1 DFD engine is to be stopped before the gas concentration detected by the gas detectors specified in
CCS Rules for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk reached 60% of
lower flammable limit.
1.12 Gas fuel make-up plant and related storage tanks

1.12.1 Construction, control and safety system of high pressure gas compressors, pressure vessels and
heat exchangers constituting a gas fuel make-up plant are so arranged as to meet the relevant requirements
of CCS Rules for Construction and Equipment of Ships Carrying Liquefied Gases in Bulk.
1.12.2 The possibility for fatigue failure of the high pressure gas piping due to vibration is to be
considered.
1.12.3 The possibility for pulsation of gas fuel supply pressure caused by the high pressure gas
compressor is to be considered.
3-14
Appendix 91 SAFETY OF LOW PRESSURE GAS FUEL ENGINES
1 General Requirements
1.3 Plans and documents
1.3.1 The following plans and documents are to be submitted for approval with regard to the approval of
gas fuel engines, in addition to those required in 9.1.12.1, Chapter 9, PART THREE of CCS Rules for
Classification of Sea-going Steel Ships:
No. Plans and documents
Schematic layout or other equivalent documents of engine control and safety related to gas fuel
(6)
combustion
Schematic layout or other equivalent documents of fuel oil system (main and pilot fuel systems) on the
(76)
engine (only for DF engine)
(87) Shielding of high pressure fuel pipes for pilot fuel system, assembly (only for DF engine)
(98) High pressure parts for pilot fuel oil injection system (only for DF engine)
②
(109) Ignition system (only for GF engine)
4 Type Testing, Factory Acceptance Tests and Shipboard Trials
4.2 Factory acceptance test

4.2.5 Gas fuel engines are to undergo integration tests to verify that the response of the complete
mechanical, hydraulic and electronic system is as predicted for all intended operational modes.
The scope of these tests is to be agreed with CCS for selected cases based on the risk analysis and is at least
to include the following incidents:
① Failure of ignition (spark ignition or pilot injection systems), for one cylinder unit;
② Failure of a cylinder gas supply valve;
③ Failure of the combustion (to be detected by e.g. misfiring, knocking, exhaust temperature deviation,
etc.);
④ Abnormal gas pressure;
⑤ Abnormal gas temperature*.
Note*: The above tests may be carried out using simulation or other alternative methods, subject to special consideration by
CCS.
3-15
Appendix 3
APPRAISAL OF CRANKSHAFT STRENGTH OF DIESEL ENGINES
Annex I Guidance for Evaluation of Fatigue Tests of Crankshafts

①
4.3 Use of results and crankshaft acceptability

In order to combine tested bending and torsion fatigue strength results in calculation of crankshaft
acceptability, see 2.8 of this Appendix, the Gough-Pollard approach and the maximum principal equivalent
stress formulation can be applied for the following cases:
Related to the crankpin diameter:
1
 2 2
   BH   H  
Q   
   DWCT  
  DWCT  
 
where:
DWCT— fatigue strength by bending testing;
DWCT— fatigue strength by torsion testing.
Related to crankpin oil bore:
1
 2 2 
   BO   TO  
Q   
   DWOT  
  DWOT  
 
 DWOT
Q 

where:
 DWOT—fatigue strength by means of largest principal stress from torsion testing fatigue strength by
bending testing;
DWOT— fatigue strength by torsion testing.
 2 
1 9σ 
σ v   σ BO 1  2 1   TO  
3  4  σ BO 

 
，MPa.
Related to the journal diameter:

1
 2 2 
  BG     
Q       G  

   DWJT    DWJT  
 
where:
DWJT— fatigue strength by bending testing;
DWJT— fatigue strength by torsion testing.
In case increase in fatigue strength due to the surface treatment is considered to be similar between the
above cases, it is sufficient to test only the most critical location according to the calculation where the
surface treatment had not been taken into account.
① This revision applies to crankshafts for which the date of an application for design appraisal is dated on or after 1 January
2021.
3-16
Appendix 5 APPROVAL AND CERTIFICATION OF DIESEL ENGINES
1 General Provisions
1.4 Marine product certificate

1.4.2 This process consists of following steps:
(1) the engine builder/licensee obtaining design approval appraisal of the engine application specific
documents;
(2) submitting a comparison list of the production drawings to the previously approved engine design
drawings;
(3) forwarding the relevant production drawings and comparison list for the use of the Surveyors at the
manufacturing plant and shipyard if necessary;
(4) engine testing; and
(5) upon satisfactorily meeting CCS Rule requirements, the issuance of an engine certificate.
3 Type Approval and Certification Process
3.1 Type approval process

3.1.4 Design approval/appraisal appraisal (DA) is valid as long as no substantial modifications have been
implemented. Where substantial modifications have been made, the validity of the DA’s may be renewed
based on evidence that the design is in conformance with all current Rules and statutory regulations.
3.1.8 A renewal of type approval certificates will be granted upon submission of information in:
(1) the submission of modified documents or new documents with substantial modifications replacing
former documents compared to the previous submission(s) for DA; or
(2) a declaration that no substantial modifications have been applied since the last DA issued.
3.2 Certification process

3.2.2 Prior to the start of the engine certification process, a design approval appraisal is to be obtained per
3.1.2 through 3.1.4 of this Appendix for each type of engine. Each type of engine is to be provided with a
type approval certificate obtained by the engine designer/licensor prior to the engine builder/licensee
beginning production manufacturing. For the first engine of a type, the type approval process and the
certification process may be performed simultaneously.
Annex 1 Glossary
Term Definition
Drawings approval / plan Part of the design approval appraisal process which relates to the evaluation of drawings
approval and plans
Annex 3 Internal Combustion Engine Approval Application Form and Data Sheet
2. Existing documentation
Previous Class Type Approval Certificate No. or
related Design Approval Appraisal No. (if
applicable)
Definitions:
(7) Fuel Types: All fuels that the engine is designed to operate with are to be identified on the application form as this may impact
on the requirements that are applicable for Design Approval Appraisal and the scope of the tests required for Type Testing. Where the
engine is to operate in a Dual Fuel mode, the combinations of fuel types are to be detailed. E.g. Natural Gas + DMA, Natural Gas +
Marine Residual Fuel, the specific details of each fuel are to be provided as indicated in the relevant rows of the Fuel Types part of
section 3a of this form.
3-17
CHAPTER 11 SHAFTING AND PROPELLERS
Section 2 SHAFTING
11.2.5 Stern tubes and bearings

①
11.2.5.1 The length of the bearing in the stern bush next to and supporting the propellers is to be as
follows:
(1) For water lubricated bearings which are lined with lignum vitae, synthetic materials (such as synthetic
rubber or staves of approved plastic material), the length of the bearing is not to be less than 4 times the
rule calculated diameter for the screwshaft or 3 times the actual diameter, whichever is the greater. For
water lubricated synthetic materials, if the normal bearing pressure is less than 0.8 MPa as determined by
static bearing reaction calculation taking into account shaft and propeller weight, the length of the bearings
may be appropriately reduced, but not less than 2 times the rule diameter of the shaft in way of the bearing.
(2) For bearings which are white-metal lined and oil lubricated, the length of the bearing is not to be less
than twice the rule calculated diameter for the screwshaft, or 1.5 times the actual diameter, whichever is the
greater. If the normal bearing pressure is less than 0.8 MPa as determined by static bearing reaction
calculation taking into account shaft and propeller weight, the length of the bearings may be appropriately
reduced. However, the minimum length is to be not less than 1.5 times the actual diameter.
(3) For bearings of synthetic rubber, reinforced resin or plastics materials which are approved for use as oil
lubricated stern bush bearings, the length of the bearing is to be not less than twice the rule diameter of the
shaft in way of the bearing. If the normal bearing pressure is less than 0.6 MPa as determined by static
bearing reaction calculation taking into account shaft and propeller weight, the length of the bearings may
be appropriately reduced. However, the minimum length is to be not less than 1.5 times the actual diameter.
Synthetic materials for application as oil lubricated stern tube bearings are to be Type Approved.
Where the material has proven satisfactory testing and operating experience, consideration may be given to
an increased bearing pressure.
(4) The length of a grease lubricated bearing is to be not less than 4.0 times the rule diameter of the shaft in
way of the bearing.
(4)(5) For bearings which are lined with other materials or lubricated by other methods, background for
adopting its bearing length is to be provided, e.g. test results such as expansion characteristics and bearing
capability of bearing material or service experience.
① This revision is to be implemented from 1 January 2021.
3-18
CHAPTER 13 STEERING GEAR AND WINDLASSES
Section 2 WINDLASSES

13.2.1.3 The design, construction and testing of windlasses are to conform to a standard or code of
practice accepted by CCS. To be considered acceptable, the standard or code of practice is to specify
criteria for stresses, performance and testing. The following are examples of standards recognized:
SNAME T & R Bulletin 3-15: 2018 Guide to the Design and Testing of Anchor Windlasses for
Merchant Ships
ISO 7825: 2017 Deck machinery general requirements
ISO 4568: 2006 Shipbuilding - Sea-going vessels - Windlasses and anchor capstans
JIS F6714: 1995 Windlasses
BS MA35 Specifications for Ship Deck Machinery Windlass
13.2.4 Material and welding

13.2.4.3 Weld joint designs are to be shown in the construction plans and are to be approved in
association with the approval of the windlass design. Welding procedures and welders are to be qualified in
accordance with the requirements of CCS Rules for Materials and Welding. Welding consumables are to be
type-approved by CCS in the case they fall within the scope of CCS Rules for Materials and Welding; when
they fall outside the scope of CCS Rules for Materials and Welding, they are to comply with national or
international standards. The degree of non-destructive examination of welds and post-weld heat treatment,
if any, are to be specified and submitted to CCS for consideration.
13.2.5 Design and requirements

13.2.5.11 Marking
Windlass is to be permanently marked with the following information:
(1) nominal size of chain the windlass (e.g. 100/3/45 means chain dia./grade/breaking load is the size
designation of a windlass for 100 mm diameter chain cable of Grade 3, with a holding load of 45 % of the
breaking load of the chain cable));
(2) maximum anchorage depth, in metres.
3-19
14.1.1.3 The strengthening requirements for ice notations B1*, B1, B2 and B3 correspond respectively to
the relevant provisions in the Finish-Swedish Ice Class Rules, 20102017, as follows:
B1* — IA Super;
B1 — IA;
B2 — IB;
B3 — IC.
3-20

AMENDMENTS
2020
PART FOUR ELECTRICAL INSTALLATIONS

CONTENTS
CHAPTER 1 GENERAL
Section 3 DESIGN, CONSTRUCTION AND INSTALLATION
CHAPTER 2 ELECTRICAL INSTALLATIONS IN SHIPS

Section 12 CABLES
CHAPTER 3 CONSTRUCTION AND TESTING OF ELECTRICAL EQUIPMENT

Section 10 OTHER ELECTRICAL EQUIPMENT
CHAPTER 4 SUPPLEMENTARY REQUIREMENTS FOR CARGO SHIPS OF LESS THAN 500

GROSS TONNAGE
Section 1 CARGO SHIPS OF LESS THAN 500 GROSS TONNAGE
-1-
CHAPTER 1 GENERAL

(1) Electrical loading evaluation of main and emergency sources of electrical power.
(2) Calculations for short-circuit currents (for ships with generators having a total capacity of more than
250 kVA and capable of being connected in parallel).
(3) Analysis for coordination of protective devices in compliance with the requirements of 2.5.1.1 and
2.5.4.1 of this PART (for ships with generators having a total capacity of more than 250 kVA and capable of
being connected in parallel).
(4) Single line diagram of main switchboard, in which the following are to be indicated:
① type, specifications and setting of protective devices (such as short-circuit, overloading, reverse
power and unloading protection);
② instrumentation;
③ synchronizing devices;
④ remote stops;
⑤ earth fault monitoring and alarm;
⑥ interlocks.
(5) Single line diagram of emergency switchboard (or emergency accumulator battery charging and
discharging board), in which the following are to be indicated:
① type, specifications and setting of protective devices (such as short-circuit, overloading protection);
② instrumentation;
③ earth fault monitoring and alarm;
④ interlocks.
(64) Diagrams of power systems, in which the following are to be indicated:
① main ratings of motors, transformers, batteries, electrical and electronic equipment;
② all feeders connected to main and emergency switchboards;
③ section boards (if fitted) and distribution boards;
④ type, cross-sectional area and current loadings of cables;
⑤ type and main rating of circuit breakers and fusesrating and setting of protective devices (such as
short-circuit, overloading, reverse power and unloading protection);
⑥ remote stops;
⑦ insulation level monitoring and alarm;
⑧ interlocks.
(75) Arrangement of electrical equipment, in which the positions of the following items are to be indicated:
① main and emergency generators;
② main and emergency switchboards (or emergency accumulator battery charging and discharging
boards);
③ emergency accumulator batteries;
④ electrical equipment for essential services (see 1.1.2.1 of this Chapter).
(86) Schematic diagrams of main lighting.
(97) Arrangement of main lighting.
(108) Schematic diagrams of emergency lighting, temporary emergency lighting (if fitted), and additional
emergency lighting (if fitted).
(119) Arrangement of emergency lighting, temporary emergency lighting (if fitted), and additional
emergency lighting (if fitted).
(1210) Arrangement and sSchematic diagrams (if supplied by emergency power) of low location lighting
(if fitted).
(1311) Schematic diagrams of internal communication systems, including:
① engine-room telegraph system;
② essential telephone system;
③ communication system for lifesaving;
④ engineers’ alarm system.
4-1
(1412) Arrangement of internal communication systems, including:
① engine-room telegraph system;
② essential telephone system;
③ communication system for lifesaving;
④ engineers’ alarm system.
(1513) Schematic diagrams of safety systems for the ship and persons on board, including:
① general emergency alarm system;
② public address system;
③ fire detection and fire alarm systems;
④ alarm system for closing watertight doors;
⑤ other alarm systems, e.g. for the release of fire extinguishing media (see Section 9, Chapter 2 of this
PART).
(1614) Arrangement of safety systems for the ship and persons on board, including:
① general emergency alarm system;
② public address system;
③ fire detection and alarm system;
④ alarm system for closing watertight doors;
⑤ other alarm systems, e.g. for the release of extinguishing media (see Section 9, Chapter 2 of this
PART).
(1715) Arrangement of main cable runs (for passenger ships and high voltage electrical installations).
(1816) General arrangement of the ship showing dangerous zones and spaces (for oil tankers and other
ships carrying dangerous explosive goods).
(1917) Simplified circuit diagram of electrical propulsion system, in which the following are to be
indicated:
① main ratings of motors, transformers, batteries, electrical and electronic equipment;
② type, cross-sectional area and current loadings of cables;
③ type and main rating of circuit breakers and fuses;
④ earth fault monitoring.
(2018) Arrangement of control positions and stations of electrical propulsion machinery.
(2119) List of monitoring and alarm items for electrical propulsion.
(2220) Arrangement of semiconductor converters, including cooling system, for electrical propulsion
system.
(2321) Calculations of harmonic distortion for all main connectors, including main switchboards and
distribution boards, in the electrical system of electrically propelled ships.
(2422) Electrical system and general arrangement of water level detection systems for cargo holds, ballast
tanks and dry spaces of bulk carriers.
(2523) All electrical equipment located in hazardous areas together with the following associated
information are to be included in their arrangement plan:
① type of protection, explosion group and temperature class;
② degree of protection;
③ hazardous classification of the area where the electrical equipment is installed.
(2624) Verification information of intrinsically safe circuits, including the verification of the voltage,
①
current, inductance and capacitance.

1.1.3.2 The specifications for all electrical systems of the ship are to be submitted for information.
1.1.3.3 The specifications for all electrical systems of the ship may be submitted for information and
additional Additional plans and documents may be required as deemed necessary.
① The maximum inductance and capacitance which are the total of the cable out to the hazardous area plus the values of
connected equipment are to be less than the rated values of associated apparatus. The values of permissible input voltage,
input current of each intrinsically safe apparatus is to be greater than or equal to the values respectively of the associated
apparatus. Refer to IEC publication 60079-14: “Explosive atmosphere-Part 14: Electrical installations design, selection
and erection” or equivalent standards.
4-2
Section 3 DESIGN, CONSTRUCTION AND INSTALLATION
1.3.2.1 The type of protective enclosures for electrical equipment is to comply with IEC Publication
60529: Degrees of Protection Provided by Enclosures (IP Code) or equivalent standards the relevant
acceptable standards . The designation indicating the degree of protection consists of the characteristic
①
letters IP followed by two numerals as follows:

IP X X
| | |
| | |______ 2nd characteristic numeral (see Table 1.3.2.1(2))
| |___________ 1st characteristic numeral (see Table 1.3.2.1(1))
|_________________ Characteristic letters
Degrees of Protection Indicated by the First Characteristic Numeral Table 1.3.2.1(1)

First characteristic Degree of protection
numeral Short description Definition
0 Non-protected No special protection
A large surface of the body, such as a hand (but no protection
Protected against solid objects greater
1 against deliberate access). Solid objects exceeding 50mm in
than 50 mm
diameter
Protected against solid objects greater Fingers or similar objects not exceeding 80 mm in length.
2
than 12 mm Solid objects exceeding 12 mm in diameter
Protected against solid objects greater Tools, wires, etc. of diameter or thickness greater than
3
than 2.5 mm 2.5mm. Solid objects exceeding 2.5 mm in diameter
Protected against solid objects greater Wires or strips of thickness greater than 1 mm. Solid object
4
than 1.0 mm exceeding 1 mm in diameter
Ingress of dust is not totally prevented, but dust does not
5 Dust protected enter in sufficient quantity to interfere with satisfactory
operation of the equipment
6 Dust tight No ingress of dust
Degrees of Protection Indicated by the Second Characteristic Numeral Table 1.3.2.1(2)

Second Degree of protection
characteristic
Short description Definition
numeral
0 Non-protected No special protection
1 Protected against dripping water Dripping water (vertically falling drops) is to have no harmful effect
Protected against dripping water Vertically dripping water is to have no harmful effect when the
2
when tilted up to 15° enclosure is tilted at any angle up to 15° from its normal position
Water falling as a spray at an angle up to 60° from the vertical is to
3 Protected against spraying water
have no harmful effect
Water splashed against the enclosure from any direction is to have no
4 Protected against splashing water
harmful effect
Water projected by a nozzle against the enclosure from any direction
5 Protected against water jets
is to have no harmful effect
Water from heavy seas or water projected in powerful jets is not to
6 Protected against heavy seas
enter the enclosure in harmful quantities
Ingress of water in a harmful quantity is not to be possible when the
Protected against the effects of
7 enclosure is immersed in water under defined conditions of pressure
immersion
and time
The equipment is suitable for continuous submersion in water under
conditions specified by the manufacturer
Note: Normally, this will mean that the equipment is hermetically
8 Protected against submersion
sealed. However, with certain types of equipment, it can mean that
water can enter but only in such a manner that it produces no harmful
effects
① Refer to IEC Publication 60529: Classification of Degrees of Protection Provided by Enclosures or equivalent standards.
4-3
CHAPTER 2 ELECTRICAL INSTALLATIONS IN SHIPS
Section 12 CABLES
2.12.5.1 The maximum continuous load carried by a cable is not to exceed the values as given in Table
2.12.5.1.
The current ratings given in the Table are based on maximum operating temperatures of insulating material
given in Table 2.12.2.2. Where a more precise evaluation of current rating has been carried out based on
empirical or calculated data, details may be submitted to CCS for approval.
Current Ratings for Cables during Continuous Working Time

(Based on Ambient Temperature of 45℃) (A) Table 2.12.5.1
Silicone rubber and mineral
Insulation Thermoplastic compounds Thermoset compounds
insulation
Maximum rated
70℃ 90℃ 95℃
conductor temp.
Single 3 or 4 Single 3 or 4 Single 3 or 4
mm2 2 cores 2 cores 2 cores
core cores core cores core cores
1 12 10 8 16 14 11 20 17 14
1.5 15 13 11 23 20 16 26 22 18
2.5 21 18 15 30 26 21 32 27 22
4 29 25 20 40 34 28 43 37 30
6 37 31 26 52 44 36 55 47 39
10 51 43 36 72 61 50 76 65 53
16 68 58 48 96 82 67 102 87 71
25 90 77 63 127 108 89 135 115 95
35 111 94 78 157 133 110 166 141 116
50 138 117 97 196 167 137 208 177 146
70 171 145 120 242 206 169 256 218 179
95 207 176 145 293 249 205 310 264 217
120 239 203 167 339 288 237 359 305 251
150 275 234 193 389 331 272 412 350 288
185 313 266 219 444 377 311 470 400 329
240 369 314 258 522 444 365 553 470 387
300 424 360 297 601 511 421 636 541 445
2.12.12.1 The minimum internal radius of bend of installed cables is to be generally in accordance with
Table 2.12.12.1.
Minimum Internal Radius of Bends in Cables for Fixed Wiring Table 2.12.12.1
Overall diameter of
Cable construction Minimum internal radius of
cable D (mm)
bend F
Insulation Outer covering
≤ 25 4D
Not armoured or not braided
> 25 6D
Metal sheathed, braided or
Thermoplastic or thermoset Any 6D
armoured
material (circular copper
Metal thread armoured, metal strip
conductor) Any 6D
armoured or metal sheathed
Synthetic polyester/metal sheathed
Any 8D
slice or combined sheathed
Thermoplastic or thermoset
material (circular copper Any Any 8D
conductor)
Mineral Hard metal sheathed Any 6D
2.12.16.6 PVC insulated or covered cables are generally not to be used in refrigerated spaces unless the
PVC compounds are appropriate to low temperature service.
4-4
CHAPTER 3 CONSTRUCTION AND TESTING OF ELECTRICAL EQUIPMENT
Section 10 OTHER ELECTRICAL EQUIPMENT
Voltage and Load of Tungsten Filament Lamps Table 3.10.1.1

Type of lampholders Voltage (V) Load
B22 250 200W/4A
Bayonet cap B15d 250 250W/4A15W/2A
B15s 55 15W/2A
E40 250 3000W/16A
Screw cap E27 250 250200W/4A
E14 250 6015W/2A
3.10.1.2 Lampholders are to be constructed of non-toxic, flame-retarding and non-hygroscopic material.

All metal parts are to be of robust construction. E40 lampholders are to be and provided with means for
locking the lamp in the holder.
3.10.1.3 The lighting fittings are to be so constructed that the temperature of the incoming cables will not
exceed the maximum rated conductor temperature given in Table 2.12.2.2 of this PART. The temperature
rise of terminals for connection of supply cables is not to exceed 40℃. Insulation materials of internal parts
are to have temperature class corresponding to the maximum temperature within the luminaires.
3.10.2 Discharge lamps operating at voltages below 250 V Tubular fluorescent lamp
3.10.2.1 All independent ballasts, capacitors and other auxiliaries mounted separately are to be enclosed
in an earthed metal casing.
3.10.2.2 Capacitors of 0.5μF and above are to be provided with a means of prompt discharge on
disconnection of the supply.
3.10.2.3 The voltage and load of the fluorescent lamps and lampholders are not to exceed the values
specified in Table 3.10.2.13.
Voltage and Load of Fluorescent Lamps Table 3.10.2.13

Type of lampholders Voltage (V) Load (W)
G13 250 11580
G5 250 8013
3.10.2.24 The construction of fluorescent lamp holders is to comply with the requirements of 3.10.1.2 and
3.10.1.3 of this Section.
3.10.3.1 Discharge lamps are to must be securely fixed of robust construction.

3.10.3.2 All independent ballasts, capacitors and other accessories mounted separately from the
luminaires are to be enclosed in earthed metal casing All live parts are to be so designed, placed and
installed that they cannot be touched accidentally or inadvertently, and the creepage distance along the
discharge tube is to be taken into consideration.
3.10.3.3 Transformers for discharge lamps are to have their primary and secondary windings electrically
separated and are not to contain flammable liquid.
3.10.3.4 The transformers is to be placed within the discharge lamp or located as closely as possible to
the lamp.
3.10.3.5 Warning notices calling attention to “DANGER! HIGH VOLTAGE!” are to be provided in
accordance with 2.7.1.3 of this PART.
3.10.5 Accessories to luminaires

3.10.5.4 Enclosures are to be made of metal or halogen-free flame-retardant insulating material.
3.10.5.5 When a socket has an earthing pin, the socket and plug are to have additional connections to
earth the casing or frame of appliance. When inserting the plug, the earthing pin is to be connected before
the live contact pins. The construction of plugs and socket outlets is to comply with the following
requirements:
(1) The temperature rise of the live parts of plugs and socket outlets is not to exceed 30℃.
(2) They are to be so constructed that the live parts cannot be touched by the operator when the plug is
being inserted in, and that it is impossible to insert only one pin of the plug into the socket outlet.
(3) They cannot be readily short-circuited whether the plug is in or out, and a pin of the plug cannot be
4-5
made to earth either pole of the socket outlet.
(4) Plugs and socket outlets operating at a voltage exceeding 50 V are to be provided with a pin and jack
for earthing connection. The cross section and length of the earthing pin of the plug are to be greater than
those of other pins.
(5) Plugs and sockets operating at different voltages and/or frequencies are to be of different types.
4-6
CHAPTER 4 SUPPLEMENTARY REQUIREMENTS FOR CARGO SHIPS OF LESS THAN 500
GROSS TONNAGE
Section 1 CARGO SHIPS OF LESS THAN 500 GROSS TONNAGE
4.1.6 Engineers’ alarm system

4.1.6.1 Engineers’ alarm system required in 2.8.4 of this PART may not be provided.
4-7

AMENDMENTS
2020
PART SIX FIRE PROTECTION, DETECTION AND

EXTINCTION
Blue underline is to highlight new insertions, strikethrough line is to highlight deleted contents and cross line
may be used to highlight deleted tables or figures.
CONTENTS
CHAPTER 2 FIRE EXTINCTION SYSTEMS

Section 1 WATER FIRE-EXTINGUISHING SYSTEMS
CHAPTER 3 FIRE SAFETY MEASURES

Section 4 MISCELLANEOUS
CHAPTER 4 INERT GAS SYSTEMS

Section 2 INERT GAS SYSTEMS AND NITROGEN GENERATOR SYSTEMS FOR OF
DIFFERENT TYPES OF SHIPS
-1-
CHAPTER 2 FIRE EXTINCTION SYSTEMS
Section 1 WATER FIRE-EXTINGUISHING SYSTEMS
2.1.3 Internal dDiameter and pressure of fire main

2.1.3.1 In general, the internal diameter of the fire main is not to be less than that required in the
following formula:
L
d   25 mm
1 .2
where: d — internal diameter of the fire main, in mm, but need not exceed 125 mm for cargo ships
(except for ships designed to carry five and more tiers of containers on or above the
weather deck) and 180 mm for passenger ships and in no case to be less than 50 mm;
L — length of ship measured between perpendiculars, in m.
CHAPTER 3 FIRE SAFETY MEASURES
Section 4 MISCELLANEOUS
3.4.4 Pressurization of cargo tanks

3.4.4.1 PV valves to oil tanks are not to be set at pressures in excess of 0.021 MPa unless the tank
scantlings have been specially considered.
CHAPTER 4 INERT GAS SYSTEMS
Section 2 INERT GAS SYSTEMS AND NITROGEN GENERATOR SYSTEMS FOR OF

DIFFERENT TYPES OF SHIPS
4.2.3 Nitrogen / inert gas systems fitted for purposes other than inerting required by SOLAS
regulations II-2/4.5.5.1 and 4.5.5.2
6-1

AMENDMENTS
2020
PART SEVEN AUTOMATION SYSTEMS

Blue underline is to highlight new insertions, strikethrough line is to highlight deleted contents and cross line
may be used to highlight deleted tables or figures.
CONTENTS
CHAPTER 2 BASIC REQUIREMENTS

Section 8 MAIN PROPULSION MACHINERY REMOTELY CONTROLLED FROM
NAVIGATION BRIDGE
-1-
CHAPTER 2 BASIC REQUIREMENTS
Section 8 MAIN PROPULSION MACHINERY REMOTELY CONTROLLED FROM

NAVIGATION BRIDGE
2.8.1.11 Bridge control station, engine room centralized control station (room) and main propulsion
machinery local control station are is to indicate:
(1) main engine speed or propeller speed;
(2) the direction of rotation of fixed pitch propellers or the blade angle (or the pitch) for controllable pitch
propellers;
(3) clutch position and shaft brake position (where applicable);
(4) the control station in control;
(5) the power supply to control and monitoring systems relating to the bridge control station.
7-1

AMENDMENTS
2020
PART EIGHT ADDITIONAL REQUIREMENTS

CONTENTS
CHAPTER 6 ADDITIONAL REQUIREMENTS FOR OPEN-TOP CONTAINER SHIPS

Section 1 OPEN-TOP CONTAINER SHIPS ENGAGED IN UNRESTRICTED SERVICE
CHAPTER 19 AC HIGH VOLTAGE SHORE CONNECTION SYSTEMS

Section 2 SYSTEM DESIGN
Section 3 ELECTRICAL EQUIPMENT
Section 4 SURVEY AND TESTING
CHAPTER 21 HULL MONITORING SYSTEMS

Section 3 DATA PROCESSING AND STORAGE
CHAPTER 23 ADDITIONAL REQUIREMENTS FOR SHIPS OPERATING IN LOW AIR

TEMPERATURE ENVIRONMENTS
Section 2 MATERIALS AND WELDING
CHAPTER 24 ADDITIONAL REQUIREMENTS FOR STAND-BY SHIPS

Section 2 SHIP PERFORMANCE
Section 32 CONSTRUCTION AND ARRANGEMENT
Section 43 ACCOMMODATION SPACES FOR SURVIVORS
Section 54 RESCUE AND SAFETY EQUIPMENT
Section 65 NAVIGATION AND COMMUNICATION EQUIPMENT
CHAPTER 25 ADDITIONAL REQUIREMENTS FOR DIVING SUPPORT VESSELS

Section 3 ARRANGEMENT OF DIVING SYSTEMS
CHAPTER 27 BOW LOADING SYSTEMS

Section 3 EQUIPMENT AND OUTFITS
Section 4 PIPING SYSTEMS
Section 5 CONTROL AND MONITORING
Section 6 FIRE SAFETY
Section 7 OPERATION MANUAL
Section 8 TESTING AND SURVEY
CHAPTER 28 ADDITIONAL REQUIREMENTS FOR CABLE LAYERS

Section 2 HULL STRUCTURE AND ARRANGEMENT
-1-
CHAPTER 29 ADDITIONAL REQUIREMENTS FOR PIPE LAYERS
Section 3 EQUIPMENT
-2-
CHAPTER 6 ADDITIONAL REQUIREMENTS FOR OPEN-TOP CONTAINER SHIPS
Section 1 OPEN-TOP CONTAINER SHIPS ENGAGED IN UNRESTRICTED SERVICE
6.1.7 Strength and construction

6.1.7.1 The hull strength and structure of open-top container ships are to be calculated and checked in
accordance with Chapters 2 and 7 of PART TWO of the Rules.
6.1.7.2 The general and local strength of the hull is to be sufficient in all loading conditions (including
those indicated in 6.1.8.2). In loading conditions indicated in 6.1.8.2, the following requirements are to be
satisfied:
(1) Where the still water bending moment in flooded condition exceeds the allowable value, or the draught
in flooded condition is greater than the scantling draught, the actual still water bending moment and/or
draught in flooded condition is to prevail. Hull girder longitudinal strength (including ultimate strength) is
to be checked in accordance with Section 2, Chapter 7, PART TWO of the Rules.
(2) Where the draught in flooded condition is greater than the scantling draught, the former is to prevail.
Local strength is to be checked in accordance with relevant sections of Chapters 2 and 7, PART TWO of the
Rules.
(3) For hull structures forming watertight boundaries of open-top holds, requirements in Section 13 Deep
Tanks, Chapter 2, PART TWO of the Rules are to be satisfied, where the design pressure head h is the
vertical distance from the calculation point to the highest point of down flooding height specified in 6.1.8.2.
6.1.7.3 When checking the general strength of open-top container ships, the hatch deformation due to
hydrodynamic torque need not be considered.
8-1
CHAPTER 19 AC HIGH VOLTAGE SHORE CONNECTION SYSTEMS

19.1.1.1 This Chapter applies to AC high voltage shore connection (abbreviated to HVSC) systems with
rated voltages (voltage between phases) from 1 kV up to and including of 15 kV or less for power supply to
ships in port. Such systems are capable of transferring load between the shore supply and the ship’s
electrical power via blackout or temporary parallel running.
19.1.3 Definitions and terms

19.1.3.1 For the purpose of this Chapter, the following definitions apply:
(1) An AC shore connection system is the equipment used for power supply to ships in port, consisting of
shipside and shore installations.
(2) An AC low voltage shore connection system is an AC shore connection system with rated voltages
(voltage between phases) of 1 kV or less for power supply from port (shore supply) to ship’s power
distribution system.
(13) An AC high voltage shore connection system is the an AC shore connection system equipment used
for power supply to ships in port, consisting of shipside and shore installations, with rated voltages (voltage
between phases) of shore supply to ship’s distribution system from 1 kV up to and including 15 kV. A
typical AC HVSC system is shown in Figure 19.1.3.1(31).
① HV shore supply system (including transformers); ② HV shore distribution box; ③ Shore connection socket box;
④ Cable management system and cables (with plugs); ⑤ Shore connection switchboard; ⑥ Transformer;
⑦ Shore receiving control panel; ⑧ Generator panel of main switchboard
Figure 19.1.3.1(31) Diagram of a Typical AC High Voltage Shore Connection System
(24) Shipside installations are the equipment fitted on the ship for connection to shore supply, generally
consisting of plugs/sockets, shore connection switchboards, transformers, shore receiving control panel
(usually integrated into the main switchboard), shore connection cables and a cable management system.
(35) Shore installations are the equipment fitted at a terminal or port and used for power supply to ships,
generally consisting of an HV shore distribution box, transformers, frequency converters (if applicable) and
a shore connection socket box.
(46) A typical cable management system consists of cable winches, automatic controls of cable length or
tension together with associated instrumentation. The ship’s shore connection cables are picked and laid
through the cable management system for connection to shore supply.
(57) Equipotential bonding provides electric connections between conductive parts, intended to achieve
equipotentiality.
19.1.4.2 The following drawings and information for ship system are to be submitted for approval:
(1) Estimation of loads under shore connection;
(2) Evaluation of short-circuit currents under shore connection (applicable to ships provided with AC high
8-2
voltage shore connection systems, and ships provided with AC low voltage shore connection systems for
which short circuit current calculations are submitted in accordance with requirements of 1.1.3.1(2) of
PART FOUR of the Rules);
(3) Drawing of the electrical system of shipside installations;
(4) Arrangement of shipside installations;
(5) Mooring test program for HVSC system.
19.1.4.3 The following drawings and information for marine products of shipside installations of HVSC
system are to be submitted for approval:
(1) Technical specifications of the system;
(2) Switchboards (including shore connection switchboard, transformer cabinet (if fitted), shore receiving
control panel):
① electrical schematic diagram;
② list of components;
③ structural drawing (including external size, housing material, housing structure, coating, layout of
faceplate, internal arrangement, rating plate, nameplate);
(3) Details of plugs/sockets;
(4) Details of shore connection cables;
(5) Details of cable management system;
(6) Test programs for the above equipment.
Section 2 SYSTEM DESIGN
19.2.1.1 The AC shore connection HVSC system is to have a capacity sufficient for ensuring expected
services (including emergency services) normally required for the ship while in port.
19.2.3.1 For the AC high voltage shore connection system, an earthing switch complying with the
requirements of 5.3 of IEC 62271-200 is to be provided at the end of shore connection cable on board.
While the shore connection circuit breakers are in the open position, the conductors of the cables are to be
kept earthed by the earthing switch.
Section 3 ELECTRICAL EQUIPMENT
19.3.1.1 In addition to the requirements of this Chapter, shipside HV installations of the AC high voltage
shore connection system are to comply with the requirements of 2.14.2.3, 2.14.2.4, 2.14.4, 2.14.6 and
2.14.7 of Chapter 2, PART FOUR of the Rules.
19.3.2.1 The shore connection switchboard of the AC high voltage shore connection system is to be in
accordance with the publication IEC 62271-200, service continuity LSC1.
19.3.3.3 Where load transfer is executed via blackout, the control panel is to be fitted with the following
instruments:
(1) one voltmeter: all three phases;
(2) one ammeter: all three phases;
(3) one frequency meter;
(4) phase rotation indicator.
19.3.3.4 Where load transfer is executed via temporary parallel running, tThe shore receiving control
panel is to be fitted with the following instruments:
(1) two voltmeters : 1 for measuring the voltage in each phase of the shore supply, 1 for measuring the
①
busbar voltage;
(2) one ammeter: all three phases of the shore supply;
(3) two frequency meters : 1 for measuring the frequency of the shore supply, 1 for measuring the bus-bar
①
frequency;
① Where the shore supply is connected to the bus bar and the voltage and frequency of the bus bar are easy to observe for
the operator, only one voltmeter and one frequency meter may be fitted.
8-3
(4) phase rotation indicator;
(5) synchronizing device.
19.3.4 Transformers
19.3.4.1 Transformers are to be of the separate winding type for primary and secondary sides and comply
with the applicable requirements of the series publications IEC 60076.
19.3.5.1 High voltage shore connection cables are to comply with the requirements of Annex A of the
publication IEC 80005-1 or other acceptable standards. Low voltage shore connection cables are to comply
with the requirements of Annex A of the publication IEC80005-3 or other acceptable standards.
19.3.6.1 The ship may be connected to the shore supply via suitable means or plugs and socket outlets.
Plugs and socket outlets are to be designed so that an incorrect connection cannot be made and that plugs
cannot be inserted or withdrawn while live. Plugs and socket outlets are to be in accordance with
international and/or national standards.
①
Section 4 SURVEY AND TESTING
19.4.2.2 Initial survey

(1) Check of product certificates of shipside installations.
(2) Check of compliance of the arrangement and fitting of shipside installations with approved drawings.
(3) The installations are to be subjected to the following inspections and tests:
① visual examination;
② test of insulation resistance to earth;
③ voltage withstand test of high voltage cable installation (applicable to AC high voltage shore
connection systems, refer to 2.14.7.2(6) of Chapter 2, PART FOUR of the Rules;
④ functional tests, including overcurrent protection test of the connected breakers, test of phase rotation,
test of emergency shutdown facilities, test of safety interlocking, test of load transfer in parallel (if
applicable);
⑤ measurement of insulation resistance in hot condition;
⑥ functional test of cable management system.
19.4.2.4 The requirements for intermediate survey and special survey are the same as those for annual
surveys.
19.4.2.5 Special surveys include, in addition to the annual survey items, functional tests as required in
19.4.2.2(3)④ of this Section and functional test of cable management system as required in 19.4.2.2(3)⑥
of this Section.
① For the standards for AC high voltage shore connection systems, rRefer to IEC 62613-1, Plugs, socket-outlets and ship
couplers for high-voltage shore connection systems (HVSC systems) – Part 1: General Requirements and IEC 62613-2,
Plugs, socket-outlets and ship couplers for high-voltage shore connection systems (HVSC systems) – Part 2: Dimensional
compatibility and interchangeability requirements for accessories to be used by various types of ships. For the standards
for AC low voltage shore connection systems, refer to IEC 60309-1, Plugs, socket-outlets and couplers for industrial
purposes – Part 1: General Requirements, IEC 60309-2, Plugs, socket-outlets and couplers for industrial purposes – Part 2:
Dimensional interchangeability requirements for pin and contact-tube accessories and IEC 60309-5, Plugs, socket-outlets
and couplers for industrial purposes – Part 5: Dimensional compatibility and interchangeability requirements for plugs,
socket-outlets, ship connectors and ship inlets for low-voltage shore connection systems (LVSC).
8-4
CHAPTER 21 HULL MONITORING SYSTEMS

21.1.2.1 Upon request of the owner and in accordance with different sensors/components of the hull
monitoring system, the following class notations may be assigned:
(1) HMS(×): Sensors monitoring the global longitudinal stress amidships are installed in the hull
monitoring system, and also sensors/components monitoring other parameters may be selected, where
within the brackets there will be letters specifying the selected sensors/components and multiple letters are
separated by comma “,” and arranged in alphabetical order indicated in the table.
①
The following sensors/components in Table 21.1.2.1 may be selected for the hull monitoring system:
Letters Specifying Selected Sensors/Components Table 21.1.2.1

Letter Description
Gn Sensor monitoring the global hull strain
Dn Sensor monitoring the local hull strain
On Sensor monitoring the propulsion shaft(s) output
An Sensor monitoring the axial acceleration
Mn Device for monitoring of hull rigid body motions (six degrees of freedom)
Pn Sensor monitoring the transient sea pressure acting on the hull (slamming)
Sn Sensor monitoring the liquid motion pressures in tanks (sloshing)
Tn Sensor monitoring the temperature
Bn Device for monitoring the wave
Wn Wind sensor
Nn Navigation sensors
Cn Online link to loading instrument that is continuously up-dating the loading condition
Note: n denotes the number of sensors or devices.
(2) HMS-HSC (×): applicable to high speed craft and the sensors/components installed in the hull
monitoring system are to comply with Table 21.4.3.2.
Section 3 DATA PROCESSING AND STORAGE

21.3.1.1 The parameters given in 21.4.3 are to be processed and made available for the hull monitoring
display.
21.3.1.2 The measured signals are to be split into given time intervals for data processing. The results
from the data processing for each time interval are to be stored. The time interval selected is to be set
during the initial configuration of the software.
21.3.1.3 The type of processing each individual sensor’s signal is subjected to is to be defined during the
initial configuration of the system. The configuration is to be included in the documentation. The
①
For example, a bulk carrier equipped with sensors monitoring the global longitudinal stress amidships and also sensors
monitoring the axial acceleration and local hull strain may be assigned the class notation HMS (Dn, An) upon request of
the owner.
8-5
configured information document can be accessed and consulted.
8-6
CHAPTER 23 ADDITIONAL REQUIREMENTS FOR SHIPS OPERATING IN LOW AIR
TEMPERATURE ENVIRONMENTS

23.1.4.2 In addition to 23.1.4.1 above, for ACC (DST), ACC-POLAR (DST) notations, anti-cold climate
design plans and documents as follows are to be submitted for approval:
(1) General arrangement highlighting anti-cold climate features and design service temperatures;
(2) List of anti-cold climate equipment and systems;
(3) Details of main/auxiliary engines arrangements (including anti-cold climate features such as heating
arrangement);
(4) Details of materials specification/heating arrangements for exposed pipes/components;
(5) Details of anchoring/mooring and deck crane lifting appliance anti-cold arrangements;
(6) Details of materials specification/heating arrangements for exposed cabling/components;
(7) Details of anti-cold climate for fire-fighting appliances;
(8) Details of anti-cold climate for life-saving appliances;
(9) Details of heating arrangements for cabins;
(10) Details of cabin and escape route arrangements;
(11) Details of anti-freezing arrangements for tanks;
(12) Inventory and locations of de-icing measures;
(13) Calculations of ice accretion stability;
(14) Details of anti-freezing arrangements for emergency towing (applicable to tankers);
(15) Anti-freezing arrangements for crew’s working passageways;
(16) Structural strength calculation of the cargo maintenance system (additional ice accretion load,
applicable to liquefied gas carriers);
(17) Diagram of the environmental control system (dew-point temperature control, applicable to liquefied
gas carriers);
(18) Anti-cold climate arrangements for the rescue area (applicable to offshore supply vessels);
(19) Anti-cold climate arrangements for cargo securing equipment (applicable to container ships);
(20) Anti-cold climate arrangements for the helicopter deck or hovering area.
Section 2 MATERIALS AND WELDING
23.2.3 Machinery materials

23.2.3.2 The material classes of members/components of machinery installations exposed to low air
temperature environments are to be in accordance with Table 23.2.3.2; the plates are to comply with the
requirements of 23.2.2.1 and castings and forgings are to comply with the requirements of 23.2.3.6 and
23.2.3.7 respectively.
Material Classes for Equipment and Members/Components Table 23.2.3.2

Main component Sub-component Class
Deck machinery and equipment
Cable lifter, gear wheel, shaft II
Windlass Foundation bolt, brake system, stripper bar II
Casing I
Gear wheel, shaft, foundation bolt II
Mooring winches
Casing I
8-7
Winch hydraulic motors II
Winch controls Hydraulics II
Bollards III
Fairleads/bits II
Crown/head, shackle and shank II
Anchor
Crown/head pin and shackle/swivel pin I
Anchor lashing II
Chain stopper II
Emergency towing system II
①
Exposed weight-bearing structures and machinery components,

II
cargo securing arrangements
Lifting appliances, boat davits/boat hooks II
Others
Ventilator, small hatch cover, manhole cover I
Note: ① When emergency towing arrangements are used as bollards, the material is to be class III.
8-8
CHAPTER 24 ADDITIONAL REQUIREMENTS FOR STAND-BY SHIPS AND RESCUE SHIPS
24.1.1 Application
24.1.1.1 This Chapter applies to ships providing safety stand-by and rescue services for offshore
installations or ships in operation and engaged in rescue operations at sea for ships and crew in distress.
24.1.1.2 Stand-by ships and rescue ships are, in addition to the provisions of this Chapter, to comply with
the relevant requirements of other PARTs and Chapters of the Rules as well as the relevant provisions of
CCS Rules for Materials and Welding and of the flag State Administration, if any.
24.1.2 Notation
24.1.2.1 Ships complying with the provisions of this Chapter may be assigned the notation: Stand-by
Ship and Rescue Ship.
24.1.3 Definitions
24.1.3.1 Stand-by ship means ships engaged in unrestricted service and providing safety stand-by and
rescue for offshore installations or ships in operation, capable of receiving personnel evacuated from
offshore engineering installations and offshore structures or from other ships on account of an emergency,
or of rescuing personnel from sea. Rescue ship means ships engaged in unrestricted service and providing
rescue operations at sea for ships and crew in distress.
Section 2 SHIP PERFORMANCE
24.2.1 Speed and mobility

24.2.1.1 Stand-by ships are to be capable of navigating at a speed (sea trial speed) not less than 12 kn in
calm waters.
24.2.1.2 Control of the propulsion machinery and propulsion system by one person on the navigation
bridge is to be possible.
24.2.2 Freeboard and stability

24.2.2.1 The loading conditions of safety stand-by and rescue operations are to include the condition
when all the assigned survivors are onboard, the highest corresponding seasonal load line mark is not
submerged.
24.2.2.2 The weight of survivors is to be taken as 82.5 kg each.
24.2.2.3 The freeboard in the rescue zone is preferably not to exceed 1.75 m.
24.2.2.4 When it can be demonstrated that personnel can be rescued from sea conveniently and safely, the
rescue zone may have greater freeboard.
Section 32 CONSTRUCTION AND ARRANGEMENT
24.32.1 Superstructures and deckhouses

24.32.1.1 The structure is to comply with the relevant requirements of Chapter 11, PART TWO of the
Rules.
24.32.1.2 Windows are to comply with the relevant requirements of Chapter 11, PART TWO of the
Rules.
24.32.1.3 Navigation bridge
8-9
(1) The navigation bridge is to be so arranged that there is an unobstructed view all around. Clear view at
the navigation bridge is to be ensured during safe rescue operations.
(2) Windows are to be installed from the outside except for those on the aft bulkhead.
24.32.2 Rescue zone

24.32.2.1 A rescue zone with a length of not less than 5 m is to be established and extended as far as
possible on each side of the ship.
24.32.2.2 The rescue zone is to be located well clear of the propellers and as close to midships as
practicable, with a clear deck area portside to starboard to permit the boarding of survivors and to carry on
rescue operations.
24.32.2.3 Bulwarks or handrails in the rescue zone are to be provided with doors or chains which are
readily openable or removable.
24.32.2.4 The rescue zone is to be provided with boarding nets fitted with lifelines.
24.32.2.5 The rescue zone is to be free of hull fittings and projections and overboard discharges which
would impede rescue operations.
24.32.2.6 The rescue zone is to be provided with lighting required by 24.54.5.
24.32.2.7 The rescue zone is to be marked so as to be readily identified from seaward.
Section 43 ACCOMMODATION SPACES FOR SURVIVORS
24.43.1 Provision requirements for the spaces

24.43.1.2 The area of the shelters is to be determined as 0.75 m2 for every assigned survivors, including
free spaces and floors for movable furniture, fixed seating and fixed beds; other fixed furniture, toilets and
bathrooms are not to be included.
24.43.1.3 Sanitary facilities
24.43.1.4 Treatment area
Section 54 RESCUE AND SAFETY EQUIPMENT
24.54.1 Fast rescue boats

24.54.1.1 The stand-by ship is to be provided with rReadily available fast rescue boats are to be provided.
24.54.1.2 The rescue boat and its launching appliances are to comply with the requirements of Chapters
V and VI of the International Life-saving Appliance (LSA) Code.
24.54.1.3 Where davits for rescue boats have to rely on electricity for operation, they are to be power
supplied by emergency switchboard.
24.54.2 Rescue nets

24.54.2.1 Rescue nets are not to be less than 5 m in width with the center of gravity at bottom.
24.54.2.2 The length of the rescue nets is to extend at least 1 m below the waterline at lightest draught.
24.54.3 Searchlights
24.54.3.1 Two searchlights capable of rotating 360° horizontally are to be provided. The searchlights are
remotely controllable at the navigation bridge.
8-10
24.54.3.2 The searchlights are to provide at least 50 lux illumination at a distance of 250 m.
24.54.4 Water spray fire extinguishing systems

24.54.4.1 The water spray fire extinguishing system is to be provided to protect the rescue operation area
on the open deck against the heat and fire in the boundary of the rescue zone.
24.54.4.2 The nozzles of the water spray fire extinguishing system are to be arranged to give an even
distribution of waterspray over the whole rescue operation area on the open deck.
24.54.4.3 The water spray fire extinguishing system is to ensure even distribution of water spray in the
rescue operation area.
24.54.4.4 The water spray fire extinguishing system is to have a capacity of at least 5 l/min per m2 of the
protected area which is internally insulated to A-60 class and at least 10 l/min per m2 of other protected
areas.
24.54.4.5 The pumping capacity is to be sufficient to supply simultaneously at the required pressure the
sections which serve the maximum area of the rescue zone. Where the main fire pumps are used for this
purpose, they are to be capable of operating this system, the water monitors and the hose stations
simultaneously at the required pressure. A connection with a shut-off valve is to be fitted between the
piping system for the water monitors and the supply line for the water spray fire extinguishing system.
24.54.4.6 Means are to be taken to ensure that necessary visibility from the navigation bridge and the
remote-control station can be maintained during the water spray operations.
24.54.5 Deck illumination

24.54.5.1 Main lighting and emergency lighting are to be provided in the following areas:
(1) rescue boat stowage locations, launching appliances, reception and rescue areas;
(2) to provide floodlighting of the sea in way of the rescue zone and rescue boat launch and recovery area;
(3) the helicopter winching deck area and access routes leading to and from the reception area.
24.54.6 Treatment facilities

24.54.6.1 The stand-by ship is to be provided with tTreatment facilities, including stretchers, blankets or
coverings, bandages and dressing, splints, thermal insulation blankets and insulation materials, etc. are to
be provided.
24.54.6.2 The treatment facilities are to be readily available.
24.54.6.3 The treatment facilities are to be appropriately wrapped, labeled, stored and marked.
24.54.7 Towing
24.54.7.1 The stand-by ship is to be provided with mMeans to tow rescue boats, lifeboats or liferafts are
to be provided.
24.54.8 Other life-saving appliances

24.54.8.1 The relevant life-saving appliances are to be provided according to Table 24.54.8.1.
Other Life-Saving Appliances Table 24.54.8.1

Appliance Quantity
Safety ropes with parachute straps and hooks 3
Throw lines 4
Diver ladders 2
8-11
Extra-large lifejackets 6
Long handle hooks 2
Lifebuoys with self-igniting lights, reflective tapes and ropes (not less than 30 m in length) 4
Note: The number of lifejackets is to be determined according to the maximum assigned number of survivors.
24.54.9 Helicopter winching deck area

24.54.9.1 Helicopter winching deck area is to be provided. The area is to be unobstructed and
well-illuminated.
Section 65 NAVIGATION AND COMMUNICATION EQUIPMENT
24.65.1 Navigation equipment

24.65.1.1 Regardless of its dimension, the stand-by ship is to be provided with shipborne navigation
equipment required to be provided for cargo ships of 500 gross tonnage and above according to SOLAS
Reg. V/19 is to be provided.
24.65.2 Radiocommunications
24.65.2.1 The stand-by ship is to be provided with oOne two-way VHF radiotelephone using aviation
frequency (121.5 MHz and 123.1 MHz) is to be provided, in addition to the radio equipment required by
SOLAS Ch.IV.
8-12
CHAPTER 25 ADDITIONAL REQUIREMENTS FOR DIVING SUPPORT VESSELS
Section 3 ARRANGEMENT OF DIVING SYSTEMS
25.3.3 Diving system control station

25.3.3.1 Where the diving support vessel is permanently provided with the diving system, the diving
system control station is to comply with the requirements of this Chapter.
25.3.3.2 The diving system control station is to be securely fastened at a location close to and in sight of
the diving location.
25.3.3.3 The position of the diving system control station is to allow the operations control personnel an
overview of the diving system, including all activities related to the submersible operations.
25.3.3.4 The diving system control station is not to be located in the hazardous area.
25.3.3.5 When selecting the location of the diving system control station, ship’s motion or support
structure vibrations are to be considered.
25.3.3.6 Two-way communication systems are to be provided between the following locations:
25.3.3.6 A direct two-way direct communication systems are to be provided between the diving system
control station and the following spaces or persons as applicable:
(1) diving control station; diver in the water;
(2) diving control console of the diving support vessel; diving bell;
(3) dynamic positioning control station, if fitted; each chamber of the deck decompression chambers;
(4) navigation bridge; operating space of the handling system and the emergency control station;
(5) local operation stand for cranes and winches; dynamic positioning control station;
(6) saturation submersible control station; navigation bridge.
(7) diving bell;
(8) diver in the water, if provided with wired communication equipment.
25.3.3.7 The communication between the diving bell and the control station is to capable of recording
automatically. Emergency communication means are to be provided between the control station of a diving
system and divers in its deck decompression chamber and diving bell.
25.3.3.8 Where more than one control station are provided onboard for the diving system, direct
communication is to be provided between these stations.
8-13
CHAPTER 27 BOW LOADING SYSTEMS
27.1.1 Application
27.1.1.1 This Chapter applies to oil tankers provided with bow loading systems.
27.1.1.2 Oil tankers provided with bow loading systems are, in addition to the provisions of this Chapter,
to comply with the relevant requirements of other PARTs and Chapters of the Rules
27.1.2 Notation
27.1.2.1 Oil tankers complying with the provisions of this Chapter may be assigned the notation: Bow
Loading System.
27.1.3 Definition
27.1.3.1 For the purpose of this Chapter:
(1) Bow loading control station means a control station performing all operations concerning positioning of
the ship, operation and monitoring of bow loading safety systems, and monitoring of mooring and loading
parameters.

27.1.4.1 The following plans and documents are to be submitted for approval. If they have been included
in plans and documents required for ship’s classification, re-submission may be omitted:
(1) general arrangement of bow loading systems, including bow loading control stations;
(2) mooring arrangement of bow loading system areas;
(3) lower hull supporting structure of mooring equipment of bow loading systems;
(4) cargo lines of bow loading systems;
(5) bow loading hydraulic oil systems;
(6) foam fire-extinguishing piping and equipment capacity calculations of bow loading system areas;
(7) water-spraying fire-extinguishing piping and equipment capacity calculations of bow loading system
areas;
(8) ventilation piping arrangement of bow loading system areas;
(9) arrangement of the ship showing dangerous zones and spaces of bow loading system areas;
(10) arrangement of electrical equipment in hazardous areas of bow loading system areas;
(11) fire-resisting divisions of bow loading system areas;
(12) fire control plans of bow loading system areas;
(13) schematic diagram of control and monitoring systems of bow loading systems;
(14) schematic diagram of communication systems related to the bow loading control station.
27.1.4.2 The following plans and documents are to be submitted for information:
(1) operation manual of bow loading systems.
27.1.4.3 For special structures and arrangement, expansion of the submission scope of plans and
documents may be required if deemed necessary by CCS.
27.2.1 Arrangement of bow loading systems

27.2.1.1 Cargo lines used for bow loading are to be arranged outside accommodation spaces, service
spaces, machinery spaces and control stations, and they are to be clearly identified.
27.2.1.2 The bow loading system is to be so arranged as not to interfere with the operation and use of
life-saving appliances and embarkation stations at bow. The stowage position of life-saving appliances and
embarkation stations are to have a distance of not less than 10 m from the coupling.
27.2.1.3 Enclosed spaces containing the working area of bow loading coupler are to be provided with
mechanical ventilation system capable of giving at least 30 air changes per hour.
27.2.1.4 For oil tankers provided with emergency towing arrangements at bow, the bow loading system is
to be so designed as not to interfere with the operation and use of emergency towing arrangements.
27.2.1.5 The working area of bow loading coupler is to be provided with sufficient lighting that ensures
good working environment.
8-14
27.2.2 Bow loading control station
27.2.2.1 For ships provided with bow loading systems, a control station for bow loading is to be arranged
within the bow area or on the navigation bridge.
27.2.2.2 Where the bow loading control station is arranged within the bow area, positive pressure
mechanical ventilation is to be provided.
27.2.2.3 Where the bow loading control station is arranged within the bow area, at least one lifejacket and
one immersion suit are to be provided for each person on watch.
27.2.3 Classification of hazardous areas and electrical equipment in hazardous areas

27.2.3.1 For oil tankers provided with bow loading systems, classification of hazardous areas and
electrical equipment in hazardous areas are, in addition to additional requirements for oil tankers in Section
16, Chapter 2, PART FOUR of the Rules, to comply with the provisions of this Section.
27.2.3.2 Where the cargo hose joint is arranged outside the cargo tank area, for the purpose of electrical
equipment or ignition devices, areas within 3 m from the manifold are to be considered as hazardous area
zone 1, with corresponding requirements to electrical equipment and wiring.
27.2.3.3 Spaces housing the loading pipe (fitted with detachable joint) and bow loading coupling are to be
considered as hazardous area zone 1, with corresponding requirements to electrical equipment and wiring.
27.2.3.4 Entrances, air inlets and openings to service and machinery spaces and control stations are not to
face the bow loading coupling, and are to be located at least 10 m from the bow loading coupling. Direct
access from the hazardous bow loading coupler room to non-hazardous spaces in the forecastle area is
acceptable provided protected from gas ingress as follows:
An air lock in accordance with IEC60092-502 is provided between the bow loading coupler room and an
intermediate space. The air lock will be considered as a hazardous zone 2. The intermediate space complies
with the requirements to an air lock in IEC60092-502. The intermediate space will be considered as a
non-hazardous space.
27.2.3.5 Spaces considered as non-hazardous are not to have any connections with hazardous spaces or
areas, and are to be ventilated in accordance with IEC60092-502.
Section 3 EQUIPMENT AND OUTFITS
27.3.1 Mooring equipment and its supporting structures

27.3.1.1 The ship is to be provided with suitable mooring equipment that can be used in conjunction with
the ship's manoeuvring system to ensure that the ship is moored during bow loading. The mooring
equipment is to be arranged to prevent the mooring load from being transferred to the oil pipeline used for
loading.
27.3.1.2 Mooring equipment and its arrangement are to meet Oil Companies International Marine Forum
(OCIMF) mooring equipment guidelines
27.3.1.3 The arrangement plan of mooring equipment is to indicate the safe working load of equipment.
27.3.1.4 The design load of the hull supporting structure of the mooring equipment is to be 2 times the
safe working load of the equipment, and the calculated stress is not to exceed the minimum yield limit of
the material used.
Section 4 PIPING SYSTEMS
27.4.1 General provisions

27.4.1.1 Materials, design and manufacture and testing of piping systems, valves and fittings of bow
loading systems are to comply with applicable requirements of Chapter 2 of PART THREE of the Rules.
27.4.1.2 For ships to which this Chapter is applicable, requirements for bow loading in Chapter 5 of
PART THREE of the Rules are replaced by requirements of this Chapter.
27.4.2 Cargo lines

27.4.2.1 Cargo lines used for the bow loading system which are outside the cargo area are to have welded
connections. Flanged connections may be used in way of the coupler. If necessary, expansion joints of
flanged connection may be permitted when compensation is needed for lines subject to expansion and
contraction.
27.4.2.2 Lines of the bow loading system and lines within the cargo area are to be effectively segregated
in the cargo area by the following methods or equivalent means:
8-15
(1) a spool piece and blanking the line ends; or
(2) a valve and blanking the line ends; or
(3) two valves which can be secured in the closed position and provided that the efficiency of the
segregation can be checked.
27.4.2.3 The bow loading coupling is to be fitted with a shut-off valve and a blank flange. The blank
flange may be omitted when a patent hose coupling is fitted. A spill tray or coaming arrangement is to be
provided in way of the bow loading coupling. Means for draining the spill tray to the cargo tank or slop
tank are to be provided.
27.4.2.4 The cargo line is to be arranged to drain cargoes in the line to the cargo tank or slop tank by itself
or by means of a draining device, where necessary by connection to a stripping device.
27.4.2.5 Spray shields are to be provided in way of valves or joints with potential leakage of the loading
manifold of bow loading system except where the loading manifold is located outboard.
27.4.2.6 Means of inerting, purging and gas freeing for relevant lines of bow loading piping system are to
be arranged, and the connected vent pipes are to be located in the cargo area. The relevant joints to the lines
are to be fitted with shut-off valves and blank flanges.
Section 5 CONTROL AND MONITORING

27.5.1.1 The control and monitoring of electrical installations are, in addition to the applicable
requirements of the Rules, to comply with the provisions of this Section.
27.5.1.2 For instrumentation, equipment and automation, including computer based control and
monitoring, the requirements of Chapter 2, PART SEVEN of the Rules are to be complied with.
27.5.1.3 From the control station for bow loading, all operations concerning positioning of the ship,
operation and monitoring of bow loading safety systems, and monitoring of mooring and loading
parameters are to be performed. The station is in general arranged on the navigation bridge and may also be
arranged within the bow area Where the bow loading control station is arranged on the navigation bridge, it
is to have concentrated arrangement and control and monitoring functions above. The bow area may also be
provided with local operation which a necessary operation function of the bow loading system. Where the
bow loading control station is only arranged within the bow area, all functions of the station are to be met.
27.5.1.4 Oil tankers applying for the notation DP are to satisfy the applicable requirements of Chapter 11
of this PART.
27.5.2 Instrumentation, equipment and automation

27.5.2.1 Ship manoeuvring instrumentation or equipment is to cover:
(1) thruster(s) control;
(2) main engine(s) emergency stop, or disengagement of clutch, if fitted;
(3) steering gear control, if fitted;
(4) radar;
(5) log.
27.5.2.2 Bow mooring instrumentation or equipment is to cover:
(1) mooring line traction control;
(2) chain stopper control;
(3) data logger system for recording of mooring and load parameters.
The mooring system is to be provided with a tension meter continuously indicating the tension during the
bow loading operation. This requirement may be waived if the vessel has in operation an approved dynamic
positioning system.
27.5.2.3 The bow loading system is to cover:
(1) indicator for loading connector coupling position;
(2) cargo valve position indicators;
(3) cargo tank level indicators and high level alarm (which may be omitted if the bow loading control
station is located on the navigation bridge and such indicators are provided in other areas of the bridge);
(4) a system for automatic transfer of signals from the control and safety system, to enable automatic
termination of cargo supply from the offshore terminal;
(5) cargo pressure monitoring in the bow loading line in way of the bow loading coupling with high and
low pressure alarms.
27.5.2.4 An emergency disconnection system is to be provided, which is to be activated from the control
station.
8-16
- tripping the main crude oil transfer pumps;
- closing the connector and loading hose end coupler valves;
- start of the water sprinkler system;
- opening of the bow loading coupling claws;
- opening of the chain stopper.
In addition to the above automatic disconnection systems, a manually-operated backup emergency
disconnection system is to be provided. Such a system may be based on accumulators providing hydraulic
pressure.
27.5.3 Communication
27.5.3.1 Means of communication between the ship’s cargo oil control station and bow loading control
station and the offshore loading terminal are to be provided and certified safe for hazardous areas, if
necessary.
27.5.3.2 Means of emergency communication between the bow loading control station and the offshore
terminal are to be arranged.
27.5.3.3 Both primary and secondary methods are to be provided to ensure that continuous
communication can be maintained between the bow loading control station and the offshore terminal in the
event of any equipment failure or other problems arising during the operations.
Section 6 FIRE SAFETY
27.6.1 Fire protection, fire detection and fire extinction

27.6.1.1 Where the bow loading control station is arranged within the bow compartment, a protected
escape route is to be provided and protected by a self-closing A-class door with the control station. The exit
of the escape route is to be 10 m away from the coupling and not to face the joint of coupling.
27.6.1.2 Where the bow loading control station is arranged within the bow compartment, A-60 insulation
protection is to be provided for boundaries adjacent to the space containing the coupling, including doors,
windows and side scuttles.
27.6.1.3 At least one fire hydrant with associated fire hose and nozzle is to be provided in the working
area of bow loading coupler.
27.6.1.4 The compartment containing the working area of bow loading coupler is to be provided with
fixed combustible gas system and fire detection and alarm system. The alarm of the above systems is to be
provided locally and in the bow loading control station.
27.6.1.5 The bow area is to be additionally provided with at least one additional foam monitor and one
additional foam applicator complying with 2.2.2, Chapter 14 of the FSS Code, which are to be capable of
effectively protecting the cargo lines and loading areas at bow.
27.6.1.6 Where the coupling and cargo lines are arranged in the compartment, a fixed foam
fire-extinguishing system complying with the following requirements or other equivalent fire-extinguishing
system is to be provided:
(1) foam sprinkler system. The system is to be capable of operating continuously for at least 30 minutes at a
rate of not less than 6 L/m2 to protect the compartment; or
(2) fixed high-expansion foam system. The system is to be arranged to meet the requirements of the foam
fire extinguishing system for the cargo pump room in Chapter 6 of the FSS Code.
The control of the fixed foam fire-extinguishing system required by this paragraph is to be located in an
easily operable position outside the protected space.
27.6.1.7 The bow area is to be provided with a water spraying system with a spraying intensity not less
than 5L/m2 per minute. The system is to cover potential spark generating equipment and location, e.g.
mooring related equipment and coupling etc. The water spraying system is to be capable of being started
within and outside the working area of bow loading coupler, and in addition, its control is to meet starting
requirements in case of emergency disconnection.
Section 7 OPERATION MANUAL
27.7.1 Operation manual

27.7.1.1 An operation manual is to be provided on board, generally containing the bow loading operation
procedure and safety measures that need to be taken during operation.
27.7.1.2 The operation manual is in general to give information regarding the following:
8-17
(1) Arrangement and equipment
① tank arrangement;
② arrangement and explanation of mooring equipment;
③ cargo loading and transfer system;
④ control station;
⑤ communication equipment;
⑥ other relevant equipment.
(2) Operation procedures
① communication procedure;
② mooring procedure;
③ connection and disconnection of cargo hose coupling;
④ transfer/distribution/storage of oil cargo;
⑤ oil spillage alarm of tanks.
(3) Safety measures
① emergency disconnection system;
② emergency communication system;
③ ventilation system;
④ fire safety system;
⑤ emergency escape routes.
(4) Cleaning and gas-freeing.
Section 8 TESTING AND SURVEY
27.8.1 Inspection and testing of products

27.8.1.1 Equipment forming the bow loading system is to be furnished with CCS certificates in
accordance with the requirements of Chapter 3, PART ONE of the Rules.
27.8.1.2 Equipment forming the bow loading system is to be inspected and tested in accordance with
approved plans and relevant standards.
27.8.2 Ship survey

27.8.2.1 For newbuildings and ships in service, the first survey after onboard installation is to comply
with the provisions of 27.8.2.2 of this Chapter. The survey after construction is to comply with the
provisions of 27.8.2.3 and 27.8.2.4 of this Chapter.
27.8.2.2 Initial classification survey
(1) checking the product certificate of equipment forming the bow loading system;
(2) checking the arrangement and installation of equipment forming the bow loading system comply with
approved plans;
(3) After completion of installation, related equipment and systems of the bow loading system are subject to
the following examination and testing:
② examining and testing the function of instrument, automation and communication equipment in the bow
loading control station (including the bow area and navigation bridge );
③ examining and testing the function of emergency disconnection system;
④ examining and testing the function of water spraying system;
⑤ interlock functional testing of mooring equipment and the bow loading system;
⑥ calibration testing of mooring line tension sensor;
⑦ functional test of the interconnection effect between the bow loading coupling and the connecting hose
joint or equivalent device.
27.8.2.3 Annual survey
(1) The bow loading system is subject to the following examination:
② examining and testing the function of instrument, automation and communication equipment in the bow
loading control station (including the bow area and navigation bridge );
③ examining and testing the function of emergency disconnection system;
8-18
④ examining and testing the function of water spraying system.
27.8.2.4 The requirements for intermediate and special surveys are the same as those for annual survey.
8-19
CHAPTER 28 ADDITIONAL REQUIREMENTS FOR CABLE LAYERS
28.1.1 Application
28.1.1.1 This Chapter applies to ships provided with cable laying machinery and other special equipment.
28.1.1.2 Cable layers are, in addition to the provisions of this Chapter, to comply with the relevant
requirements of other PARTs and Chapters of the Rules as well as the relevant provisions of CCS Rules for
Materials and Welding and of the flag State Administration, if any.
28.1.2 Notation
28.1.2.1 Ships complying with the provisions of this Chapter may be assigned the notation: Cable Layer.
28.1.3 Definition
28.1.3.1 Cable layers mean ships provided with cable laying machinery and other special equipment,
engaged in under-sea cable laying for offshore wind plants, interconnection of power supply among islands
and under-sea cable servicing.

28.1.4.1 In addition to those required in the relevant PARTs and Chapters of the Rules, the following
plans and documents are to be submitted to CCS for approval:
(1) Diagram for structural strengthening of cable laying equipment;
(2) Diagram for structural strengthening of positioning and towing equipment for cable laying operation;
28.1.4.2 The following plans and documents are to be submitted to CCS for information:
(1) Installation and arrangement of cable laying equipment;
(2) Strength calculations for structural strengthened cable laying equipment;
(3) Strength calculations for holds in cable capstan areas;
(4) Arrangement of positioning and towing equipment for cable laying operation;
(5) Strength calculations for structural strengthened positioning and towing equipment for cable laying
operation.
For special structures and arrangement, expansion of the submission scope of plans and documents may be
required if deemed necessary by CCS.
28.2.1 Hull structure

28.2.1.1 Hull structural strength is normally to comply with the requirements of main class rules, with
consideration of the necessary reinforcement of the support structure of the equipment used in cable laying
operation. For special hull structures, hull structural strength will be specially considered.
28.2.2 Cable capstan

28.2.2.1 Structural strength of holds in cable capstan areas is to be checked by means of direct assessment.
For the checking methods, reference may be made to the Appendix “Method of Checking Transverse
Strength of Pontoon Barges” of Chapter 12 of PART TWO of the Rules. During the check, the maximum
bearing load of cable capstan is taken as the deck load in the cable laying area, which is applied on the deck
according to the actual force forms.
28.2.3 Cable laying equipment

28.2.3.1 Strength of the strengthened structures of the cable laying equipment, and of the positioning and
towing equipment during cable laying operation is to be checked in accordance of Section 7 of Chapter 3 of
PART TWO of the Rules.
28.2.4 Hold arrangement

28.2.4.1 The bunker cannot be directly positioned under the working deck, unless a void hold, storage
hold or ballast tank is arranged between the working deck and the bunker. The working deck is to be distant
from the engine room air inlet and outlet as far as possible. The obstacles in way of the hold vents are to be
minimized.
8-20
CHAPTER 29 ADDITIONAL REQUIREMENTS FOR PIPE LAYERS
29.1.1 Application
29.1.1.1 This Chapter applies to ships provided with special equipment for laying pipes.
29.1.1.2 Pipe layers are, in addition to the provisions of this Chapter, to comply with the relevant
requirements of other PARTs and Chapters of the Rules as well as the relevant provisions of CCS Rules for
Materials and Welding and of the flag State Administration, if any.
29.1.2 Notation
29.1.2.1 Ships complying with the provisions of this Chapter may be assigned the notation: Pipe Layer.
29.1.3 Definition
29.1.3.1 Pipe layers mean ships provided with special equipment for laying pipes under sea.

29.1.4.1 In addition to the plans and documents required in the relevant PARTs and Chapters of the Rules,
the documents in relation to the pipe laying equipment (e.g. tensioners, A/R winches and stingers) are to be
submitted to CCS for approval. For special structures and arrangement, expansion of the submission scope
of plans and documents may be required if deemed necessary by CCS.
29.2.1 Hull structure

29.2.1.1 Hull structural strength is normally to comply with the requirements of main class rules, with
consideration of the necessary reinforcement of the support structure of the equipment used in pipe laying
operation. For special hull structures, hull structural strength will be specially considered.
29.2.2 Bunker
29.2.2.1 The bunker cannot be directly positioned under the working deck, unless a void hold or ballast
tank is arranged between the working deck and the bunker.
29.2.3 Hold arrangement

29.2.3.1 The working deck is to be distant from the engine room air inlet and outlet as far as possible. The
obstacles in way of the hold vents are to be minimized.
Section 3 EQUIPMENT

29.3.1.1 Pipe layers are to be capable of anchor mooring positioning or dynamic positioning.
29.3.2 Wheel house

29.3.2.1 A pipe layer is to be provided with a wheel house with good vision, and communication by
means of hardwired connection between the wheel house and the remote control station is to be provided.
8-21
RULES FOR CLASSIFICATION OF SEA-GOING

STEEL SHIPS
AMENDMENTS
2020
PART NINE
CONTENTS
PART 9-1 GENERAL HULL REQUIREMENTS........................................................................... 1

Chapter 1 RULE GENERAL PRINCIPLES................................................................................1
Section 2 RULE PRINCIPLES............................................................................................ 1
Section 3 VERIFICATION OF COMPLIANCE................................................................. 1
Section 4 SYMBOLS AND DEFINITIONS........................................................................2
Chapter 2 GENERAL ARRANGEMENT DESIGN................................................................... 2
Section 1 GENERAL........................................................................................................... 2
Section 4 ACCESS AND ESCAPE ARRANGEMENT...................................................... 3
Chapter 3 STRUCTURAL DESIGN PRINCIPLES....................................................................4
Section 1 MATERIAL.......................................................................................................... 4
Section 6 STRUCTURAL DETAIL PRINCIPLES............................................................... 5
Section 7 STRUCTURAL IDEALISATION......................................................................... 6
Chapter 4 LOADS........................................................................................................................ 7
Section 4 HULL GIRDER LOADS..................................................................................... 7
Section 8 LOADINGCONDITIONS................................................................................... 8
Chapter 7 DIRECT STRENGTH ANALYSIS............................................................................ 8
Section 2 CARGO HOLD STRUCTURAL STRENGTH ANALYSIS.............................. 8
Section 3 LOCAL STRUCTURAL STRENGTH ANALYSIS........................................... 12
Chapter 9 FATIGUE.................................................................................................................... 12
Section 5 FINITE ELEMENT STRESS ANALYSIS........................................................ 12
Chapter 11 SUPERSTRUCTURE, DECKHOUSES AND HULL OUTFITTING.................... 12
Section 1 PERSTRUCTURES, DECKHOUSES AND COMPANIONWAYS...................12
Chapter 12 CONSTRUCTION.....................................................................................................13
Section 3 DESIGN OF WELD JOINTS.............................................................................. 13
PART 9-2 SHIP TYPES..................................................................................................................14
Chapter 1 BULK CARRIERS...................................................................................................... 14
Section 1 GENERAL ARRANGEMENT DESIGN.......................................................... 14
Section 3 HULL LOCAL SCANTLINGS......................................................................... 14
Chapter 2 OIL TANKERS......................................................................................................... 14
SECTION 1 GENERAL ARRANGEMENT DESIGN..................................................... 14
-1-
PART 9-1 GENERAL HULL REQUIREMENTS
Chapter 1 RULE GENERAL PRINCIPLES
Section 2 RULE PRINCIPLES
2 GENERAL ASSUMPTIONS
2.2 Application and implementation of the Rules
2.2.2
……
b) Design aspects:
• The owner specifies the intended use of the ship, and the ship is designed according to operational
requirements as well as the structural requirements given in the Rules.
• The builder identifies and documents the operational limits for the ship so that the ship can be safely and
efficiently operated within these limits.
• Verification of the design is performed by the builder to check compliance with provisions contained in the
Rules in addition to national and international regulations.
• The design is performed by appropriately qualified, competent and experienced personnel.
• The Society performs a technical appraisal of the design plans and related documents for a ship to verify
compliance with the appropriate classification Rules.
• For spaces where lighting and ventilation are to be fitted, the builder is to give consideration to the influence
on the structural design and arrangement from the relevant requirements of International Conventions such as
SOLAS and MLC2006 Regulation 3.1 - Accommodation and recreational facilities, and Society's rules if any.
For general guidance, human element factors may be considered based on IACS Recommendation No. 132
and/or an ergonomic standard accepted by the Society. Human element considerations, including enhanced
safety and productivity, may be considered using Recommendation No. 132 or other ergonomic standards
accepted by the Society.
• For continually manned spaces normally occupied or manned by shipboard personnel where noise is to
be minimised, the builder is to give consideration to the influence on the structural design and arrangement
from the relevant requirements of SOLAS Ch II-1, Reg.3-12 and "The Code on Noise Levels Onboard Ships"
adopted at MSC.337(91).
• For continually manned spaces normally occupied or manned by shipboard personnel where vibration is to
be minimised, the builder is to give consideration to the influence on the structural design and arrangement
from the relevant requirements of relevant statutory requirements such as MLC 2006 Regulation 3.1 -
Accommodation and recreational facilities. For general guidance, human element factors may be considered
based on IACS Recommendation No. 132 or on an ergonomic standard accepted by the Society. Human
element considerations, including enhanced safety and productivity, may be considered using
Recommendation No. 132 or other ergonomic standards accepted by the Society.
3 DESIGN BASIS
3.1 General
3.1.6
The Rules are applicable for ships in compliance with the specified design basis. Special consideration is given to
deviations from this design basis.
CCS 3.1.6a This PART applies to ships complying with the design basis specified in this Section. For ships which are
not designed on this basis, equivalence or substitution is to be granted in accordance with paragraph 2.2.5, Section 2,
Chapter 2, PART ONE of the Rules the requirements in CCS Appendix D of PART 9-1.
Section 3 VERIFICATION OF COMPLIANCE

1 GENERAL
1.1 Newbuilding
1.1.5
Through all stages of ship construction, it is the builder’s responsibility to promptly inform promptly the Society of the
modifications or departures from approved arrangements and to deal with as necessary plans. The builder is to ensure
that any deviations from the requirements of the Rules or approved plans, other than those of a minor nature not
affecting the structural strength of the vessel, are, in any case, accepted by the Society's approval office.
9-1
6 EQUIVALENCE PROCEDURES
6.1 Rule applications
6.1.2
Special consideration is to be given to the application of the Rules incorporating design parameters which are outside
the design basis as specified in Ch 1, Sec 2, [3], for example, increased fatigue life.
CCS 6.1.2a Where design parameters other than those in 3 DESIGN BASIS, Section 2, Chapter 1 are used (e.g.
increased fatigue life), equivalence or substitution is to be granted in accordance with paragraph 2.2.5, Section 2,
Chapter 2, PART ONE of the Rules. The procedure for assessing the alternative methods used in hull structural design
should be followed in accordance with the requirements in CCS Appendix D of PART 9-1.
Section 4 SYMBOLS AND DEFINITIONS

3 DEFINITIONS
3.8 Glossary
3.8.1 Definitions of term
Table 7: Definition of terms
Terms Definition
Compartment An internal space bounded by bulkheads or plating.
A space identified by one of the following characteristics: limited openings for
Confined space entry and exit, unfavourable natural ventilation or not designed for continuous
worker occupancy.
A space in which the continuous or prolonged presence of seafarers is necessary
Continually manned for normal operational periods.
space This includes spaces routinely occupied for a period of 20 minutes or more during
normal operational periods.
Corrugated bulkhead A bulkhead including corrugations and usually fitted with lower and upper stools.
……
Terms Definition
A space not normally manned (without the continuous or prolonged presence of
Normally unmanned seafarers) during normal operational periods
space This includes spaces routinely occupied for a period of less than 20 minutes
during normal operational periods.
Notch A discontinuity in a structural member caused by welding.
Oil fuel tank A tank used for the storage of fuel oil.
Chapter 2 GENERAL ARRANGEMENT DESIGN

Section 1 GENERAL
1 GENERAL
1.1 General
1.1.1
This chapter covers the general structural arrangement requirements for the ship.
1.1.2
Arrangements for continually manned spaces are to include consideration of ventilation, lighting, noise and whole-body
vibration in accordance with industry standards accepted by the Society. See also Sec 4, [1.1.1] to [1.1.3].
CCS 1.1.2a The applicable requirements given in CCS Guidelines on Application of Marine Ergonomics may be
applied.
1.1.3
Arrangements for normally unmanned spaces are to include consideration of lighting and ventilation for periodic
inspections, survey and maintenance in accordance with industry standards accepted by the Society. See also Sec 4,
[1.1.1] to [1.1.5].
applied.
9-2
Section 4 ACCESS AND ESCAPE ARRANGEMENT
1 ENCLOSED SPACES
1.1 General
1.1.1 Special considerations
Human element considerations, including enhanced safety and productivity, may be considered using Recommendation
No. 132 or other ergonomic standards accepted by the Society.
Where spaces have special considerations or requirements for access; e.g. security restrictions for the CO2 room to
prevent unintentional release, these are to be considered in conjunction with the requirements of this section, and any
conflicts should be raised as soon as possible for consideration by the Society.
applied.
1.1.12 Enclosed spaces

All enclosed spaces are to be accessible with appropriate access arrangements for easy inspection survey and
maintenance i.e. access is to allow unobstructed passage to items for inspection for personnel wearing the appropriate
clothing, including personal protective equipment, and using all necessary tools and test equipment. Special measures
for inspection and maintenance are to be put in place for small closed spaces for which the design causes impracticality
for the access.
Provision is also to be made for appropriate arrangements to facilitate emergency egress of inspection personnel or
ships’ crew in accordance with industry standards accepted by the Society, notwithstanding the requirements set out in
SOLAS or other relevant regulatory instruments.
applied.
1.1.23 Spaces not explicitly covered by SOLAS

For areas spaces which are not explicitly covered by SOLAS, ChII-1, Reg 3-6, the builder is to provide accesses
appropriate accesses arrangements for easy inspection, survey and maintenance in accordance with industry standards
accepted by the Society. See also [1.1.5]. For general guidance, human element factors may be considered based on
IACS Recommendation No. 132 or with an ergonomic standard accepted by the Society.
Provision is also to be made for appropriate arrangements to facilitate emergency egress of inspection personnel or
ships’ crew in accordance with industry standards accepted by the Society.
Special measures for inspection and maintenance are to be put in place for small closed spaces for which the design
causes impracticality for the access.
applied.
1.1.4 Ventilation of normally unmanned spaces

Unless otherwise specifically detailed in these Rules, normally unmanned spaces are to be capable of being ventilated
through natural or forced ventilation. Such ventilation could be achieved through the inclusion of mushroom ventilators,
gooseneck ventilators, ventilators with weather proof covers etc. Exchange air may be provided through permanent or
temporary mechanical ventilation and air trunk systems or a suitable air exchange path through tank openings and
ventilators.
1.1.5 Permanent means of access to normally unmanned spaces

Unless otherwise specifically detailed in these Rules, permanent means of access to normally unmanned spaces is to be
provided in accordance with SOLAS, Ch II-1, Reg. 3-6.
For enclosed spaces, which are not explicitly covered by SOLAS, Ch II-1, Reg. 3-6, the requirements of the Convention
and associated Resolutions should be applied as far as practicable. The size of openings providing access to or
emergency egress from spaces not entered during operation, entered for maintenance or entered for regular inspections
shall, in general, not be less than 600mm x 400mm if oval or in accordance with industry standards accepted by the
Society if circular.
applied.
9-3
Chapter 3 STRUCTURAL DESIGN PRINCIPLES
Section 1 MATERIAL
2.4 Structures exposed to low air temperature
2.4.1
CCS 2.4.1a For ships intended to operate in areas with low air temperatures (with design temperature below and
including -20 -10ºC),e.g. regular service during winter seasons to Arctic or Antarctic waters, the materials in exposed
structures are to be selected based on the design temperature tD of CCS 2.4.1e and in accordance with the provisions of
CCS 2.4.1b to CCS 2.4.1e.
Material Grade Requirements for Classes I, II and III at Low Temperatures Table CCS 2.4.1c
Class I
–11 ~ –15℃ -20 -16 ~ –25℃ –26 ~ –35℃ –36 ~ –45℃ –46 ~ –55℃
Plate
thickness Higher Higher Higher Higher Higher
Mild Mild Mild Mild Mild
(mm) tensile tensile tensile tensile tensile
steel steel steel steel steel
t≤10 A AH A AH B AH D DH D DH
10<t≤15 A AH B AH D DH D DH D DH
15<t≤20 A AH B AH D DH D DH E EH
20<t≤25 B AH D DH D DH D DH E EH
25<t≤30 B AH D DH D DH E EH E EH
30<t≤35 D DH D DH D DH E EH E EH
35<t≤45 D DH D DH E EH E EH – FH
45<t≤50 D DH E EH E EH – FH – FH
Class II
–11 ~ –15℃ -20 -16 ~ –25℃ –26 ~ –35℃ –36 ~ –45℃ –46 ~ –55℃
Plate
t≤10 A AH B AH D DH D DH E EH
10<t≤20 B AH D DH D DH E EH E EH
40<t≤45 E EH E EH – FH – FH – –
45<t≤50 E EH E EH – FH – FH – –
Class III
–11 ~ –15℃ -20 -16 ~ –25℃ –26 ~ –35℃ –36 ~ –45℃ –46 ~ –55℃
Plate
t≤10 B AH D DH D DH E EH E EH
20<t≤25 D DH E EH E EH E FH – FH
9-4
30<t≤35 E EH E EH – FH – FH – –
35<t≤40 E EH E EH – FH – FH – –
40<t≤50 E EH – FH – FH – – – –
Note: “–” in the Table = Not applicable.
Section 6 STRUCTURAL DETAIL PRINCIPLES

5 INTERSECTION OF STIFFENERS AND PRIMARY SUPPORTING MEMBERS
5.1 Cut-outs
5.1.5
At connection to shell envelope longitudinals below the scantling draught, Tsc and at connection to inner bottom
longitudinals, a soft heel is to be provided in way of the heel of the primary supporting member web stiffeners when the
calculated direct stress,  w, in the primary supporting member web stiffener according to [5.2] exceeds 80% of the
permissible values. The soft heel is to have a keyhole, similar to that shown in item (c) in Figure 9.
A soft heel is not required at the intersection with watertight bulkheads and primary supporting members, where a back
bracket is fitted or where the primary supporting member web is welded to the stiffener face plate.
When calculating the direct stress, σw, the bottom slamming or bow impact loads using the design pressures defined in
Ch 4, Sec 5, [3.2] and [3.3] need not be applied.
5.2 Connection of stiffeners to PSM
5.2.1 General
For connection of stiffeners to PSM in case of lateral pressure other than bottom slamming and bow impact loads, [5.2.2]
and [5.2.3] are to be applied. In case of bottom slamming or bow impact loads, [5.2.4] is to be applied.
The cross sectional areas of the connections are to be determined from the proportion of load transmitted through each
component in association with its appropriate permissible stress.
5.2.2
The load, W1, in kN, transmitted through the shear connection is to be taken as follows.
 If the web stiffener is connected to the intersecting stiffener:
 A1 
W1  W    
 4 f c Aw  A1 
 If the web stiffener is not connected to the intersecting stiffener:
W1 = W
where:
W : Total load, in kN, transmitted through the stiffener connection to the PSM taken equal to:
 s1   s2 
Ps
1 1  S1    P2 s2  S2  
 2000   2000  3
W 10
2
㘠㘠㘠㘠㘠㘠
= 㘠
sin sin
P1，P2 : Design pressure applied on the stiffener for the design load set being considered, in kN/m2, on each side of the
considered connection. For bottom slamming or bow impact loads, P1 and P2 are the design pressure as
defined in Ch 4, Sec 5, [3.2] and [3.3] respectively.
S1，S2 : Spacing between the considered and the adjacent PSM on each side of the considered connection, in m.
S1，S2 : Spacing of the stiffener, in mm, on each side of the considered connection.
a : Panel aspect ratio, not to be taken greater than 0.25.
s
a 
1000S
S S
S 1 2
2
9-5
s1  s2
s
2
φw1 : Angle between primary supporting member and attached plating, in deg, as defined in Ch 3 , Sec 7, Symbols
and Ch 10, Sec 1, Figure 5.
φw2 : Angle between stiffener and attached plating, in deg, as defined in Ch 3, Sec 7, Symbols and Ch 3, Sec 7,
Figure 14.
5.2.3
……
σperm : Permissible direct stress given in Table 1 for AC-S and, AC-SD and AC-I, in N/mm2.
τperm : Permissible shear stress given in Table 1 for AC-S and, AC-SD and AC-I, in N/mm 2.
5.2.4 Bottom slamming and bow impact loads

For bottom slamming or bow impact loads, the load W, in kN, transmitted through the PSM web stiffener is to comply
with the following criteria instead of those defined in [5.2.2] and [5.2.3]:
0.9W 
 A
1 perm  Aw perm 
10
where:
W : Load, in kN, as defined in [5.2.2].
A1 : Effective net shear area, in cm2, as defined in [5.2.2].
Aw : Effective net cross sectional area, in cm2, as defined in [5.2.2].
perm : Permissible direct stress given in Table 1 for AC-I, in N/mm2.
τperm : Permissible shear stress given in Table 1 for AC-I, in N/mm2.
5.2.9
The size of the fillet welds is to be calculated according to Ch 12, Sec 3, [2.5] based on the weld factors given in Table 2.
For the welding in way of the shear connection the size is not to be less than that required for the PSM web plate for the
location under consideration.
Table 2: Weld factors for connection between stiffeners and PSMs
Item Acceptance criteria Weld factor
0.6σwc/σperm
PSM stiffener to intersecting stiffener AC-S, AC-SD, AC-I
not to be less than 0.38
Shear connection inclusive of lug or collar plate AC-S, AC-SD, AC-I 0.38
Shear connection inclusive of lug or collar plate,
0.6 τw/τperm
where the web stiffener of the PSM is not connected AC-S, AC-SD, AC-I
not to be less than 0.44
to the intersection stiffener
PSM stiffener to intersecting stiffener 9W
AC-I 0 .6
Shear connection inclusive of lug or collar plate A1 perm  Aw  perm
Section 7 STRUCTURAL IDEALISATION

SYMBOLS
Symbols
For symbols not defined in this section, refer to Ch 1, Sec 4.
φw : Angle, in deg, between the stiffener or primary supporting member web and the attached plating, see Figure 14
for stiffener and Ch 10, Sec 1, Figure 5 for primary supporting member. φw is to be taken equal to 90 deg if the
angle is greater than or equal to 75 deg.
1 STRUCTURAL IDEALISATION OF STIFFENERS AND PRIMARY SUPPORTING MEMBERS
1.3 Effective breadth
1.3.3 Effective area of curved face plate and attached plating of primary supporting members
The effective net area given in a) and b) is only applicable to curved face plates and curved attached plating of primary
supporting members. This is not applicable for the area of web stiffeners parallel to the face plate.
9-6
The effective net area is applicable to primary supporting members for the following calculations:
 Actual net section modulus used for comparison with the scantling requirements in Ch6.
 Actual effective net area of curved face plates, modelled by beam elements, used in Ch7.
a) The effective net area, Aeff-n50, in mm2, is to be taken as:
Aeff-n50 = Cf tf-n50 bf
where:
Cf : Flange efficiency coefficient taken equal to is to be obtained from the following formula but not to be greater
than 1.0:
rf t f n 50
Cf  Cf1
b1 but not to be taken greater than 1.0.
Ǥ ʹ
= for symmetrical face plate
㘠Ǥ㘠ʹ
= 㘠Ǥ ʹ for unsymmetrical face plate
Ǥ ʹ
= for attached plating of box girders
Cf1 : Coefficient taken equal to:

 For symmetrical and unsymmetrical face plates,
0.643 (sinh  cosh   sin  cos  )
Cf1 
sinh 2   sin 2 
sinh cosh sin cos
=
cosh cos
 For attached plating of box girders with two webs,
0.78 (sinh   sin  ) ( cosh   cos  )
Cf1 
sinh 2   sin 2 
 For attached plating of box girders with multiple webs,
1.56 ( cosh   cos  )
Cf1 
sinh   sin 
k1 : Coefficient calculated as:
k1 = 1.4 +1.25(1.4 – β)3 for β<1.4
k1 = 1.4 for β>1.4
Chapter 4 LOADS
Section 4 HULL GIRDER LOADS
2 VERTICAL STILL WATER HULL GIRDER LOADS
2.3 Vertical still water shear force
2.3.4 Permissible still water shear force in harbour/sheltered water and tank testing condition
The permissible vertical still water shear forces, Qsw-p for oil tankers and bulk carriers, in the harbour/sheltered water
and tank testing condition at any longitudinal position are to envelop:
 The most severe still water shear forces, positive or negative, for the harbour/sheltered water loading
conditions defined in Ch 4, Sec 8 after shear force correction in case of bulk carrier.
 The most severe still water shear forces for the harbour/sheltered water loading conditions defined in the
loading manual after shear force correction in case of bulk carrier.
 The permissible vertical still water shear force defined in [2.3.3].
 For oil tankers, the minimum still water shear forced for harbour/sheltered water conditions defined in
[2.3.2].
The following value may be used as guidance at preliminary design stage:
Qsw-p= Qsw +0.6Qwv
where:
9-7
Qsw : Permissible still water shear force Qsw, as defined in [2.3.3].
Qwv : Vertical wave shear force for strength assessment Qwv-pos and Qwv-neg, as defined in [3.2.1] using fp equal to 1.0.
Section 8 LOADINGCONDITIONS
3 OIL TANKERS
3.2 Design load combinations for direct strength analysis
3.2.6 Tankers with two oil-tight longitudinal bulkheads except with a cross tie arrangement in the wing
cargo tanks
For tankers with two oil-tight longitudinal bulkheads except with a cross tie arrangement in the wing cargo tanks,
loading patterns A7 and A12 in Table 2, Table 4, Table 6 and Table 8 are is to be examined for the possibility that
unequal filling levels in transversely paired wing cargo tanks would result in a more onerous stress response. Loading
pattern A7 is required to be analysed only if such a non-symmetric seagoing loading condition is included in the ship
loading manual. The actual loading pattern, draught, GM and kr from the loading manual are to be used in the FE
analysis. Where the GM and kr are not given in the ship’s loading manual, GM and kr are to be determined in accordance
with Ch4, Sec 3.
If loading patterns A7 and A12 are is not considered, an operational restriction describing that the difference in filling
level between corresponding port and starboard wing cargo tanks is not to exceed 25% of the filling height in the wing
cargo tank, is to be added in the loading manual.
Loading pattern s A7 and A12 needs not be examined for tankers with a cross tie arrangement in the wing cargo tanks.
Chapter 7 DIRECT STRENGTH ANALYSIS

Section 2 CARGO HOLD STRUCTURAL STRENGTH ANALYSIS
4 LOAD APPLICATION
4.4 Procedure to adjust hull girder shear forces and bending moments
4.4.5 Hull girder shear force adjustment procedure
The hull girder shear force adjustment procedure defined in this requirement applies to all FE load combinations
given in Ch 4, Sec 8. The FE load combinations not directly covered by the load combination tables of Ch 4, Sec 8
are to be considered on a case by case basis.
The two following methods are to be used for the shear force adjustment:
 Method 1 (M1): for shear force adjustment at one bulkhead of the mid-hold as given in [4.4.6],
 Method 2 (M2): for shear force adjustment at both bulkheads of the mid-hold as given in [4.4.7].
For the considered FE load combination, the method to be applied is to be selected as follows:
 For maximum shear force load combination (Max SFLC), the method 1 applies at the bulkhead mentioned
in Table 4 if the shear force after the adjustment with method 1 at the other bulkhead does not exceed
the target value. Otherwise, the method 2 applies.
 For other shear force load combination:
 The shear force adjustment is not requested when the shear forces at both bulkheads are lower or
equal to the target values. This applies to cargo hold analysis in whole cargo area except for aft most
and foremost cargo hold.
For aft most and foremost cargo hold analyses, the shear force adjustment is to be applied with
method 1. The target hull girder vertical shear force at the aft and forward transverse bulkheads,
Qtarg-aft and Qtarg-fwd, are to be set to values of vertical shear force due to local loads Qaft and Qfwd
accordingly:
Qtarg-fwd = Qfwd
Qtarg-aft = Qaft
 The method 1 applies when the shear force exceeds the target at one bulkhead and the shear force
at the other bulkhead after the adjustment with method 1 does not exceed the target value.
Otherwise the method 2 applies,
 The method 2 applies when the shear forces at both bulkheads exceed the target values,
The “maximum shear force load combinations“ are marked as “Max SFLC“ in the load combination tables of Ch 4, Sec
9-8
8. The “other shear force load combinations“ are those which are not the maximum shear force load combinations.
They are not marked in the load combination tables of Ch 4, Sec 8.
4.4.6 Method 1 for vertical shear force adjustment at one bulkhead

The required adjustments in shear force at aft or forward transverse bulkhead of the mid-hold are to be made by
applying vertical bending moments, MY_aft, MY_fore at model ends. For aft most cargo and foremost cargo hold
models, the following additional vertical loads are to be applied at the transverse frame positions as shown in
Table 7:
 δw’1 - for aft most cargo hold model
 δw’3 - for foremost cargo hold model
The required adjustments in shear force at following transverse bulkheads of the mid-hold are given by:
 Aft bulkhead:
( X fore  X aft )
M Y _ aft  M Y _ fore  (Qtarg aft  Qaft )
2
̴ = ̴ = ‫ݎ‬
∆ =∆ ᇏ =㘠
‫ݎ‬ v̴
δ = for aftmost cargo hold model only
‫ݎ‬ ̴
δ = for foremost cargo hold model only
 Forward bulkhead:
( X fore  X aft )
M Y _ aft  M Y _ fore  (Qtarg  fwd  Q fwd )
2
̴ = ̴ = ‫ݎ‬ ᇏ ᇏ ᇏ
∆ =∆ ᇏ =㘠
‫ݎ‬ ᇏ ᇏ ̴
δ = for aftmost cargo hold model only
‫ݎ‬ ᇏ ᇏ ̴
δ = for foremost cargo hold model only
where:
MY_aft, MY_fore: Vertical bending moment, in kNm, to be applied at the aft and fore ends in accordance with
[4.4.10], to enforce the hull girder vertical shear force adjustment as shown in Table 5. The sign
convention is that of the FE model axis.
Qaft : Vertical shear force, in kN, due to local loads at aft bulkhead location of mid-hold, xb_aft, resulting
from the local loads calculated according to [4.4.3]. Since the vertical shear force is discontinued
at the transverse bulkhead location, Qaft is the maximum absolute shear force between the
stations located right after and right forward of the aft bulkhead of mid-hold.
Qfwd : Vertical shear force, in kN, due to local loads at the forward bulkhead location of mid-hold, xb-_fwd,
resulting from the local loads calculated according to [4.4.3]. Since the vertical shear force is
discontinued at the transverse bulkhead location, Qfwd is the maximum absolute shear force
between the stations located right after and right forward of the forward bulkhead of mid-hold.
M’1-aft ，M’1-fwd ∶ Additional vertical bending moment, in kNm, applicable for aftmost and foremost cargo hold
analysis only, taken as:
• Aft most cargo hold model
= ‫ݎ‬ ̴
ᇏ = ‫ݎ‬ ᇏ ᇏ ̴
9-9
• Foremost cargo hold model
= ‫ݎ‬ ̴
ᇏ = ‫ݎ‬ ᇏ ᇏ ̴
δw’1 : Distributed load, in kN, at frame in the modelled engine room of aftmost cargo hold model, see
also Table 8.
δw’3 : Distributed load, in kN, at frame in the modelled forepeak of foremost cargo hold model, see also
Table 8.
ΔQaft、ΔQfwd: Shear force adjustments, as given in Table 8
Rv_aft、Rv_fore: Reaction forces at the aft and fore ends, in kN, as defined in [4.4.3].
l1 : Length of the modelled engine room in aftmost cargo hold model, in m. See also Table 8.
l2 : Length of the modelled forepeak in foremost cargo hold model, in m. See also Table 8.
n1、n3 : Number of frame spaces, see Table 8.
4.4.7 Method 2 for vertical shear force adjustment at both bulkheads

The required adjustments in shear force at both transverse bulkheads of the mid-hold are to be made by
applying:
 Vertical bending moments, MY_aft, MY_fore at model ends and,
 Vertical loads at the transverse frame positions as shown in Table 7 in order to generate vertical shear
forces, Qaft and Qfwd, at the transverse bulkhead positions.
 For aft most cargo and foremost cargo hold models, the following additional vertical loads are to be
applied at the transverse frame positions as shown in Table 7:
o δ w’1: for aft most cargo hold model
o δ w’3: for foremost cargo hold model
Table 6 shows examples of the shear adjustment application due to the vertical bending moments and to vertical
loads.
‫ݎ‬ ᇏ ᇏ ‫ݎ‬
̴ = ̴ =
‫ݎ‬ ᇏ ᇏ ‫ݎ‬
̴ = ̴ =
‫ݎ‬ ᇏ ᇏ ‫ݎ‬
∆ ᇏ =
∆ = ∆ ᇏ
 Aft most cargo hold model
‫ݎ‬ ‫ݎ‬ ᇏ ᇏ
δ = ̴
 Foremost cargo hold model

‫ݎ‬ ᇏ ᇏ ‫ݎ‬
δ = ̴
where:
MY_aft, MY_fore: Vertical bending moment, in kNm, to be applied at the aft and fore ends in accordance with
[4.4.10], to enforce the hull girder vertical shear force adjustment. The sign convention is that of
the FE model axis.
Qaft : Adjustment of shear force, in kN, at aft bulkhead of mid-hold.
Qfwd : Adjustment of shear force, in kN, at fore bulkhead of mid-hold.
M’2 : Additional vertical bending moment, in kNm, applicable for aftmost and foremost cargo hold
analysis only, taken as:
 Aftmost cargo hold model
δ
=
 Foremost cargo hold model
9-10
δ
=
δw’1 : Distributed load, in kN, at frame in the modelled engine room of aftmost cargo hold model, see
also Table 8.
δw’3 : Distributed load, in kN, at frame in the modelled forepeak of foremost cargo hold model, see also
Table 8.
Rv_aft、Rv_fore: Reaction forces at the aft and fore ends, in kN, as defined in [4.4.3].
l1 : Length of the modelled engine room in aftmost cargo hold model, in m. See also Table 8.
l2 : Length of the modelled forepeak in foremost cargo hold model, in m. See also Table 8.
n1、n3 : Number of frame spaces, see Table 8.
……
Table 8 : Formulae for calculation of vertical loads for adjusting vertical shear forces
Qaft (2l  l2  l3 )  Q fwd (l2  l3 ) W 1( l2  l1 )  W 3( l2  l3 ) 
 w1  F  0.5  
(n1  1)(2l  l1  2l2  l3 )  l
∆ ∆ ᇏ
=
(W 1  W 3) ( Qaft  Q fwd )
 w2  
( n2  1) ( n2  1)
Q fwd (2l  l1  l 2 )  Qaft (l1  l 2 )
 w3 
( n3  1)(2l  l1  2l2  l3 )
∆ ᇏ ∆
=
In general
= = ᇏ = 㘠Ǥ
For aftmost and foremost cargo hold FE model
∆ 㘠Ǥ ∆ 㘠Ǥ ∆ 㘠Ǥ
= =
where:
l1 : Length of aft cargo hold of model, in m.
l2 : Length of mid-hold of model, in m.
l3 : Length of forward cargo hold of model, in m.
Qaft : Required adjustment in shear force, in kN, at aft bulkhead of middle hold, see [4.4.7].
Qfwd : Required adjustment in shear force, in kN, at fore bulkhead of middle hold, see [4.4.7].
F : End reactions, in kN, due to application of vertical loads to frames.
W1 : Total evenly distributed vertical load, in kN, applied to aft hold of FE model, (n1 - 1) w1.
W2 : Total evenly distributed vertical load, in kN, applied to mid-hold of FE model, (n2 - 1) w2.
W3 : Total evenly distributed vertical load, in kN, applied to forward hold of FE model, (n3 - 1) w3.
n1 : Number of frame spaces in aft cargo hold of FE model.
n2 : Number of frame spaces in mid-hold of FE model.
n3 : Number of frame spaces in forward cargo hold of FE model.
w1 : Distributed load, in kN, at frame in aft cargo hold of FE model.
w2 : Distributed load, in kN, at frame in mid-hold of FE model.
w3 : Distributed load, in kN, at frame in forward cargo hold of FE model.
δw’1: Additional distributed load, in kN, at frame in the modelled engine room of aftmost cargo hold model.
Formulae ofδw’1 are given in [4.4.6] and [4.4.7] for shear force adjustment method 1 and method 2
accordingly.
δw’3: Additional distributed load, in kN, at frame in the modelled forepeak of foremost cargo hold model.
Formulae ofδw’3 are given in [4.4.6] and [4.4.7] for shear force adjustment method 1 and method 2
accordingly.
9-11
lend : Distance, in m, between end bulkhead of aft cargo hold to aft end of FE model.
lend = 0 in the aftmost cargo hold model
lfore : Distance, in m, between fore bulkhead of forward cargo hold to forward end of FE model.
lfore = 0 in the foremost cargo hold model
l : Total length, in m, of FE model including portions beyond end bulkheads:
=l1+l2+l3+l4+lend+lfore
Note 1: Positive direction of loads, shear forces and adjusting vertical forces in the formulae is in accordance with Table 6 and
Table 7.
Note 2: W1 + W3 = W2 (not applicable for aftmost and foremost cargo FE model).
Note 3: The above formulae are only applicable if uniform frame spacing is used within each hold. The length and frame spacing
of individual cargo holds may be different.
……
Section 3 LOCAL STRUCTURAL STRENGTH ANALYSIS

6 ANALYSIS CRITERIA
6.2 Acceptance criteria
6.2.1
……
ff : Fatigue factor, taken as:
• ff = 1.0 in general, including the free edge of base material,
• ff = 1.2 for details assessed by very fine mesh analysis complying with the fatigue assessment criteria.
given in Ch 9, Sec 2.
……
Chapter 9 FATIGUE
Section 5 FINITE ELEMENT STRESS ANALYSIS
4 HOT SPOT STRESS FOR WEB-STIFFENED CRUCIFORM JOINT
4.2 Calculation of hot spot stress at the flange
4.2.2
The stress at the shifted position is derived according to the following formula and illustrated in Figure 19:
 shift   membrane ( xshift )  0.6   membrane ( xshift )   
 shift   membrane ( xshift )  0.6   bending ( xshift )  
Chapter 11 SUPERSTRUCTURE, DECKHOUSES AND HULL

OUTFITTING
Section 1 PERSTRUCTURES, DECKHOUSES AND COMPANIONWAYS
SYMBOLS
…
ma : Coefficient taken as:
s  s 2 s
ma  0.204  4  ( )  with 1
1000lbdg  lbdg  1000lbdg
s  s  s
ma  0.204 4  ( ) 2  with 1
1000lbdg  1000lbdg  1000lbdg
9-12
Chapter 12 CONSTRUCTION
Section 3 DESIGN OF WELD JOINTS
2 TEE OR CROSS JOINT
2.5 Weld size criteria
2.5.2
The leg length, lleg in mm, of continuous, lapped or intermittent fillet welds is not to be taken less than the greater of
the following values:
lleg = f1f2tas-built
lleg = fyd fweld f1 f2tas-built+tgap
lleg = fyd fweld f2 f3tas-built+tgap
…
CCS Appendix D THE REQUIREMENT FOR ASSESSING

ALTERNATIVE METHODS USED IN HULL STRUCTURAL
DESIGN OF SHIPS(1)
1 GENERAL
1.1
This Appendix is applied to assessing alternative methods used in the hull structural design as permitted in the
applicable resolutions of this PART. The methodology applied in this Appendix is consistent with the CCS Circular
No.498 “The Notice on the approval of IMO MSC.1/Circ.1455”(2), while allowing for the use of simplified approaches.
1.2
The basic approach for considering equivalency in this Appendix involves comparing proposed alternative methods to
the IACS technical provisions and CCS Rules, Guidelines, such as CCS Rules for Classification of Sea-going Steel Ships,
Guidelines for Implementation of Statutory Surveys, etc.
1.3
The responsibility for generating the equivalency request and supporting information required rests with the
owner/shipyard/designer.
1.4
Review/approval of any equivalency request as well as the resulting scantlings, materials, etc. should be undertaken by
CCS.
2 SCOPE OF AN EQUIVALENCY ASSESSMENT

2.1
The scope of simplified equivalency assessments is expected to be limited to materials selection and structural strength
of the hull structure.
2.2
If there is not full and direct compliance to this PART due to innovative designs that are not capable of being directly
evaluated with the existing CCS Rules and/or IACS resolutions, then an equivalent safety level can be accepted in
accordance with the applicable guidance provided by the CCS Circular No.498.
2.3
More detailed criteria and/or procedure for assessing alternative methods used in the hull structural design may be
considered by CCS on case-by-case basis, when more experience and information gained from the evaluation of
alternative methods and/or novel designs are provided by owner/shipyard/designer.
2.4
When conducting simplified equivalency assessments, the guidance contained in CCS Circular No.498 should be
applied to the extent possible and reported in the documentation associated with the application of alternative methods.
3 DUCUMENTATION
3.1
Documentation provided with an application for alternative methods used in the hull structural design as equivalency
should identify the detail of the methods that have been undertaken, the equivalent safety level and the sufficient
supporting information to validate assessments as well as the resulting scantlings, materials, etc.
9-13
3.2
In case of a ship where alternative methods are applied and an equivalency for the technical resolutions is considered
by CCS, this should be noted in the relevant structural drawings and/or appropriate approval documents as required by
CCS’s procedures. The documentation on the application of alternative methods should be included in the Ship
Construction Files (SCF) in accordance with the requirement in CCS Rules for Classification of Sea-going Steel Ships
Part 1, Chapter 4, Appendix 1, Annex 2, [3.1.1], (3)(3).
Note (1): This Appendix is the transformation of IACS Rec. 165(Nov 2018), “Recommendation for assessing alternative
methods used in the hull structural design of ships subject to the Common Structural Rules for Bulk Carriers and Oil
Tankers (CSR-BC&OT)”.
Note (2): CCS Circular No.498 is the transformation of the International Maritime Organization “the Guidelines for
the approval of alternatives and equivalents as provided for in various IMO instruments” (refer to IMO
MSC.1/Circ.1455).
Note (3): The requirement is incorporation of IACS Unified Requirement (UR) Z23.
PART 9-2 SHIP TYPES

Chapter 1 BULK CARRIERS
Section 1 GENERAL ARRANGEMENT DESIGN
2 ACCESS ARRANGEMENTS
2.1 Special arrangements for bulk carriers
2.1.1
Where a duct keel or pipe tunnel is fitted, provision is to be made for at least two exits to the open deck arranged at a
maximum distance from each other.
The aft access may lead from the engine room to the duct keel. Where an aft access is provided from the engine room to
the duct keel, the access opening to the duct keel is to be provided with watertight hatch cover, cover plate or door.
Ventilation may be aided by the use of mechanical means as required.
2.1.2
Where a watertight door is fitted for access to the duct keel, the scantlings of the watertight door are to comply with the
requirements of the individual Society
CCS 2.1.2a The strength of watertight doors is at least to be equivalent to that of the surrounding structure.
Section 3 HULL LOCAL SCANTLINGS

4 ALLOWABLE HOLD LOADING FOR BC-A & BC-B SHIPS IN FLOODED CONDITIONS
4.1 Evaluation of double bottom capacity and allowable hold loading
4.1.2 Floor shear strength
The floor shear strength, in kN, is to be taken as given in the following formulae:
 In way of the floor panel adjacent to the hopper tank:
 A 3
S f 1  Af 10
1
 In way of the openings in the outermost bay (i.e., that bay which is closer to the hopper tank):
 A 3  A 3
S f 1  A f ,h 10 S f 2  A f ,h 10
2 2
……
Chapter 2 OIL TANKERS

SECTION 1 GENERAL ARRANGEMENT DESIGN
4 ACCESS ARRANGEMENTS
4.1 Special requirements for oil tankers
4.1.2
9-14
CCS 4.1.2a The strength of watertight doors is at least to be equivalent to that of the surrounding structure and to
comply with the recognized standard.
9-15

AMENDMENTS
2020
PART TEN SHIPS IN RESTRICTED SERVICE

CONTENTS
CHAPTER 1 SURVEYS AFTER CONSTRUCTION OF SHIPS ENGAGED ON

NON-INTERNATIONAL VOYAGES
CHAPTER 2 HULL
CHAPTER 7 ADDITIONAL REQUIREMENTS

Section 1 ADDITIONAL REQUIREMENTS FOR OPEN-TOP CONTAINER SHIPS
Section 2 ADDITIONAL REQUIREMENTS FOR PUSHER TUG-BARGE COMBINATIONS
-1-
CHAPTER 1 SURVEYS AFTER CONSTRUCTION OF SHIPS ENGAGED ON
NON-INTERNATIONAL VOYAGES
Minimum Requirements for Thickness Measurements at Special Surveys of Passenger Ships, Ro-Ro
Passenger Ships
Table 1.2.4.3(2)
Age ≤ 5 5 < Age ≤ 20 10 < Age ≤ 15 Age >15
a Suspect areas a Suspect areas a Suspect areas a Suspect areas throughout the
throughout the ship throughout the ship throughout the ship ship
b One transverse b Two transverse b Transverse sections of deck of at
section of deck within sections of deck of least three ballast tanks, within
amidships 0.5L different ballast tanks, amidships 0.5L
within amidships 0.5L
c Wind and water c Internals in fore peak c Internals in fore and aft peak
strakes ballast tank ballast tanks
d Wind and water d All exposed main deck and vehicle
strakes deck, full length
e Representative exposed
superstructure deck
f All wind and water strakes, port
and starboard, full length
g All keel plates, full length. Also,
additional bottom plates in way of
aft end of tanks and machinery
space
h Bow, stern and side shell doors
used as vehicle ramps
Minimum Requirements for Thickness Measurements at Special Surveys of Oil Tankers (including
double hull oil tankers), Ore/ Oil Ships, etc.
Table 1.2.4.4(4) ①
Age ≤ 10 10 < Age ≤ 15 Age > 15
1 Suspect areas 1 Suspect areas throughout the ship 1 Suspect areas throughout the ship
throughout the ship
2 In cargo areas: 2 In cargo areas:
a) each deck plate; a) each deck plate;
b) two transverse sections; b) three transverse sections;
c) all wind and water strakes c) each bottom plate
3 Selected wind and water strakes outside the 3 For combination carriers, all hatch
cargo area covers and hatch coamings (plate and
stiffener) of all cargo holds
4 Internals in forepeak and afterpeak
ballast tanks
5 All exposed main deck full length
6 Representative exposed superstructure
deck (poop, bridge, and forecastle
deck)
7 Lowest strake and strakes in way of
‘tween decks of all transverse
bulkheads in cargo spaces together with
internals in way
8 All wind- and water strakes, port and
9 All keel plates full length. Also,
cofferdams, machinery space, and aft
end of tanks
10 Plating of sea chests. Shell plating in
way of overboard discharges as
considered necessary by the attending
10-1
Age ≤ 10 10 < Age ≤ 15 Age > 15
Surveyor
Minimum Requirements for Thickness Measurements at Hull Special Surveys of Bulk Carriers
(including double skin bulk carriers)
Table 1.2.4.5(5) ①
Age ≤ 10 10 < Age ≤ 15 Age > 15
throughout the ship
2 Within the cargo length: 2 Within the cargo length:
a. Each deck plate outside line of cargo hatch a. Each deck plate outside line of cargo
openings. hatch openings.
b. Two transverse sections, one in the amidship b. Three transverse sections, one in the
area, outside line of cargo hatch opening. amidship area, outside line of cargo
c. All wind and water strakes hatch opening.
c. Each bottom plate
3 Selected wind and water strakes outside the 3 All hatch covers and hatch coamings
cargo length area (plate and stiffener) of all cargo holds
4 Internals in forepeak and afterpeak
ballast tanks
deck)
internals in way
cofferdams, machinery space, and aft
end of tanks
Surveyor
Minimum Requirements for Thickness Measurements at Special Surveys of Chemical Tankers

Table 1.2.4.6(4) ①
Age ≤ 10 10 < Age ≤ 15 Age > 15
throughout the ship
2 Within the cargo area: 2 Within the cargo area:
a) each deck plate; a) each deck plate;
b) two transverse sections; b) three transverse sections;
c) all wind and water strakes c) each bottom plate
3 Selected wind and water strakes outside the 3 Internals in forepeak and afterpeak
cargo area ballast tanks
deck)
internals in way
cofferdams, machinery space, and aft end
of tanks
10-2
Age ≤ 10 10 < Age ≤ 15 Age > 15
Surveyor
10-3
CHAPTER 2 HULL
2.1.3 Reduction of rule scantlings of structural members

2.1.3.10 Bulk carriers engaged on non-international voyages need not meet the requirements of Sections
8, 9, 10, 12, 13 and 15, Chapter 8, PART TWO of the Rules.
10-4
CHAPTER 7 ADDITIONAL REQUIREMENTS
Section 1 ADDITIONAL REQUIREMENTS FOR OPEN-TOP CONTAINER SHIPS
7.1.4 Intact stability

7.1.4.2 The intact stability in full-load complete flooded condition is to be calculated and checked in
accordance with the following requirements.
(1) The full-load complete flooded condition is a full load condition of the ship, assuming open-top holds
being flooded to the extent given in Table 7.1.4.2 (in the case of a ship fitted with cargo hold freeing ports,
to the level of those ports):
Table 7.1.4.2
Service Down flooding height of open-top holds (% hold depth*)
Service category 1 85
* Hold depth is the distance measured from the upper surface of inner bottom of a hold to that of strength deck.
(2) For ships engaged in service of category 1, the intact stability in the complete flooded loading
conditions stated in (1) above is to comply with the following criteria:
① the range of stability is to be not less than 20, and the angles of immersion of openings including
ventilators, doors and hatch covers, which cannot be closed weather tight, are to be greater than this
value;
② the maximum positive righting lever within the range specified in ① above but not greater than 20
is not to be less than 0.1 m.
(3) For ships engaged in service of category 2 or 3 or equivalent to 3, the intact stability in the complete
flooded loading conditions stated in (1) above is to comply with the following criteria:
① the range of stability is to be not less than 15, and the angles of immersion of openings including
hatch coaming top, ventilators, doors and hatch covers, which cannot be closed weather tight, are to
be greater than this value;
② the area Amin under the righting lever GZ curve within the range of stability which complies with ①
above is not to be less than the value obtained as follows:
Amin＝ 0.025 + 0.005 (20°–θf) m·rad
where: θf— angle of heel at which openings in hull, superstructures or deckhouses which cannot be
closed weather tight immerse. In applying this criterion, small openings through which
progressive flooding cannot take place need not be considered as open.
7.1.6 Strength and construction

7.1.6.2 In addition, the loading conditions for the check of the longitudinal strength and local strength are
to include the full-load complete flooded condition indicated in 7.1.4.2, wherein the assumed down
flooding height is to be determined according to Table 7.1.4.2. In loading conditions indicated in 7.1.4.2,
the following requirements are to be satisfied:
(1) Where the still water bending moment in flooded condition exceeds the allowable value, or the draught
in flooded condition is greater than the scantling draught, the actual still water bending moment and/or
draught in flooded condition is to prevail. Hull girder longitudinal strength (including ultimate strength) is
to be checked in accordance with Section 2, Chapter 7, PART TWO of the Rules.
(2) Where the draught in flooded condition is greater than the scantling draught, the former is to prevail.
Local strength is to be checked in accordance with relevant sections of Chapters 2 and 7, PART TWO of the
Rules.
(3) For hull structures forming watertight boundaries of open-top holds, requirements in Section 13 Deep
Tanks, Chapter 2, PART TWO of the Rules are to be satisfied, where the design pressure head h is the
vertical distance from the calculation point to the highest point of down flooding height specified in 7.1.4.2.
Section 2 ADDITIONAL REQUIREMENTS FOR PUSHER TUG-BARGE COMBINATIONS

7.2.1.3 In addition to the plans and documents required for pusher tugs and barges acting as single vessels
10-5
in the Rules, the following ones are to be submitted for approval:
(1) General arrangement of the combination;
(2) Provision and arrangement of connector of the combination;
(3) Connector load calculations;
(4) Diagram of mechanical principles of the connector;
(5) Analysis and plan of strengthened hull structural portions in way of the connection of tug and barge for
each vessel;
(6) Operating manual for the connector, including instructions on operation, testing and maintenance.
7.2.1.3 In addition to the plans and documents required for pusher tugs and barges acting as single vessels
in the Rules, the following ones are to be submitted to CCS for approval:
(1) Plan of strengthened hull structural portions in way of the connection of tug and barge for each vessel.
7.2.1.4 The following plans and documents are to be submitted to CCS for information:
(1) Provision and arrangement of connector of the combination;
(2) Connector load calculations;
(3) Diagram of mechanical principles of the connector;
(4) Analysis calculations of strengthened hull structural portions in way of the connection of tug and barge
for each vessel;
(5) Operating manual for the connector, including instructions on operation, testing and maintenance.
7.2.1.47.2.1.5 Class notations are as follows:

(1) A rigidly connected pusher tug-barge combination complying with this Section is to be assigned the
following class notations:
For pusher tug: Rigid Connection PB Combination — Pusher;
For barge: Rigid Connection PB Combination — Barge.
(2) An articulatedly connected pusher tug-barge combination complying with this Section is to be assigned
the following class notations:
For pusher tug: Articulated Connection PB Combination — Pusher;
For barge: Articulated Connection PB Combination — Barge.
10-6

Rules For Classification of Sea-Going Steel Ships Amendments 2020 20200612

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CHINA CLASSIFICATION SOCIETY

RULES FOR CLASSIFICATION OF

RULES FOR CLASSIFICATION OF

PART ONE PROVISIONS OF CLASSIFICATION

CHAPTER 2 SCOPE AND CONDITIONS OF CLASSIFICATION

CHAPTER 3 INSPECTIONS OF PRODUCTS

CHAPTER 4 SURVEYS DURING CONSTRUCTION

CHAPTER 5 SURVEYS AFTER CONSTRUCTION

CHAPTER 6 SURVEYS RELATED TO CLASS NOTATIONS

Section 3 CHARACTERS OF CLASSIFICATION AND CLASS NOTATIONS

2.3.2 Class notations

Section 7 STATUTORY SERVICES

2.7.2 Basis for statutory services

Section 9 ASSIGNMENT, MAINTENANCE, SUSPENSION, CANCELLATION AND

2.9.2 Suspension and cancel of class

2.9.2.2 Cancel of class

2.9.3 Reinstatement of class

Section 10 CERTIFICATES AND REPORTS

Section 12 AVAILABILITY AND CONFIDENTIALITY OF INFORMATION

2.12.2 Disclosure of information

Information available to:

Information available to:

Appendix 1 LIST OF CLASS NOTATIONS FOR SEA-GOING SHIPS

Type Notations Table A

Barges carried onboard ship and generally carrying

Cargo and Loading Notation Table D

Max.Cargo Density Maximum

Special Features Notations Table E

Ships with longitudinal framing for strength deck and

Special Equipment and System Notations Table G

Ch. 15, Pt. 8 of the

Special Survey Notations Table H

For ships suitable for in-water surveys, this notation may be

Environmental Protection Notations Table I

Other Notations Table K

This notation may be assigned to ships meeting the plan

Appendix 2 DIAGRAMS OF MANDATORY SHIP TYPES FOR SHIPS HAVING ESP

2 Ship Type and Enhanced Survey Programme (ESP) Notations

Section 1 GENERAL PROVISIONS

Section 6 PRODUCT DRAWING EXAMINATION

3.6.1 General requirements

Section 11 PRINCIPLE APPROVAL

3.11.1 General requirements

Figure 3.11.1.9 Principle approval

3.11.2 Feasibility review of technical plans

Part B - Non-SOLAS Ships and SOLAS Exemption/Equivalent Ships

Section 1 GENERAL PROVISIONS

GOOD: Condition with only minor spot rusting;

5.1.6 Preparations for survey

5.1.8 Reporting and evaluation of survey

5.1.19 Remote survey

Section 2 TYPES AND PERIODS OF SURVEYS

Section 4 HULL AND EQUIPMENT SURVEYS

5.4.2 Annual surveys

(6) Fire-fighting equipment

5.4.3 Intermediate surveys

Section 5 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF

5.5.1 General requirements

5.5.3 Intermediate surveys

5.5.3.3 Ships 10 to 15 years of age

5.5.4 Special surveys

5.5.4.6 Extent of tank testing

Section 6 ADDITIONAL REQUIREMENTS FOR HULL AND EQUIPMENT SURVEYS OF OIL