Partd GL

Rules for Classification and Construction
I Ship Technology
2 Inland Navigation Vessels

D Additional Requirements for Notations
Edition 2006
These Rules enter into force on August 1st, 2006.
These Rules apply to inland navigation vessels for which contracts for construction are signed
on or after August 1st, 2006.
The English version of these Rules takes precedence over editions in other languages.
“General Terms and Conditions” of the respective latest edition will be applicable
(see Rules for the Classification and Construction, I — Ship Technology, Part 0 — Classficiation and Surveys).
Reproduction by printing or photostatic means is only permissible with the consent of Germanischer Lloyd.
Germanischer Lloyd AG
Head Office
Vorsetzen 35, 20459 Hamburg/Germany
Phone: +49 40 36149-0

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Published by: Germanischer Lloyd AG, Hamburg Printed by: Gebrüder Braasch GmbH, Hamburg
RULES FOR INLAND
NAVIGATION VESSELS
Part D
Additional Requirements for Notations
Chapter 1 CARGO VESSELS

Chapter 2 OTHER TYPE AND SERVICE NOTATIONS
Chapter 3 TRANSPORT OF DANGEROUS GOODS
Chapter 4 ADDITIONAL CLASS NOTATIONS
June 2006
C HAPTER 1
CARGO VESSELS
Section 1 Single Side Cargo Vessels

1 General 21
1.1 Application
1.2 Stability
2 Vessel arrangement 21
2.1 General
2.2 Protection of cargo holds
2.3 Accesses
3 Structure design principles 21
3.1 Bottom structure
3.2 Double bottom structure
3.3 Transversely framed side
3.4 Longitudinally framed side
3.5 Topside structure
4 Hull scantlings 23
4.1 General
4.2 Transverse rings
4.3 Transverse hold bulkhead structure
4.4 Strengthening of cargo hold structures
Section 2 Double Hull Cargo Vessels

1 General 24
1.1 Application
1.2 Stability
2.1 General
2.2 Protection of cargo holds
2.3 Accesses
2.4 Welding
3 Structure design principles 25
3.2 Transversely framed double side
3.3 Longitudinally framed double side
3.4 End structure
4. Hull scantlings 26
4.1 General
June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 3

C HAPTER 2
OTHER TYPE AND SERVICE NOTATIONS
Section 1 Tankers
1 Application 29
1.1 General
2.1 Basic structural configuration
2.2 Stability
3.1 General
3.2 Bottom and inner bottom structures
3.3 Side and inner side ordinary stiffeners
3.4 Side and inner side primary supporting members
4 Transverse rings 36
4.1 General
4.2 Floors and bottom transverses in way of rings
4.3 Web frames and side transverses in way of rings
4.4 Strong beams and deck transverses in way of rings
4.5 Pillars
4.6 Break in the deck
5 Structural arrangements 36
5.1 Vessels with integrated tanks, transverse framing system
5.2 Vessels with integrated tanks, longitudinal framing system
5.3 Vessels with integrated tanks, combination system
5.4 Vessels with independent tanks
5.5 Fastening of self-supporting tanks
5.6 Double hull arrangements
5.7 Expansion tanks
6 Subdivision 38
6.1 General
6.2 Minimum thickness of bulkhead plating
6.3 Minimum net thickness of structural member web
6.4 Corrugated bulkheads
6.5 Ends of cargo zone
Section 2 Container Vessels

1 General 39
1.1 Application
1.2 Stability
2 Structure arrangements 39
2.1 Strength principles
2.3 Fixed cell guides
4 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules June 2006

2.4 Fixed cargo securing devices
2.5 Hatch covers carrying containers
3 Design loads 40
3.1 Design torsional torque
3.2 Force on containers
4.1 General
4.2 Container seating
5 Direct calculation 41
5.1 General
5.2 Loading cases
5.3 Structure checks
Section 3 RoRo Vessels

1 General 42
1.1 Application
1.2 Stability
2 Vessel arrangements 42
2.1 Sheathing
2.2 Drainage of RoRo cargo spaces, intended for the carriage of motor vehicles with
fuel in their tanks for their own propulsion
2.3 Hull structure
3.1 General
3.2 Plating
3.3 Primary supporting members
3.4 Ordinary stiffeners subjected to wheeled loads
4 Other structures 45
4.1 Movable decks and inner ramps
4.2 External ramps
Section 4 Passenger Vessels

1 General 46
1.1 Application
1.2 Definitions
2.1 Subdivision, transverse bulkheads
2.2 Passenger rooms and areas
2.3 Propulsion system
3 Fire protection, detection and extinguishing 48
3.1 Documents for review / approval
3.2 Fire protection in accommodation areas
3.3 General water fire extinguishing system

3.4 Portable fire extinguisher
3.5 Fixed fire extinguishing systems
4 Electrical installations 49
4.1 General
4.2 Generator plant
4.3 Emergency power supply and emergency lighting
4.4 Alarm and communication systems
4.5 Intercommunications
4.6 Fire door and watertight door closure indicators
4.7 Lighting sytems
5 Buoyancy and stability 51
5.1 General
5.2 Intact stability
5.3 Damage stability
5.4 Safety clearance and freeboard
6 Design loads 54
6.1 Pressure on sides
6.2 Pressure on sides and bulkheads of superstructures and deckhouses
6.3 Pressure on decks
6.4 Loads due to list and wind action
6.5 Inertial loads
6.6 Loads induced by collision
6.7 Hull girder loads
7 Hull girder strength 56
7.1 Basic criteria
8 Scantlings 57
8.1 General
8.2 Additional requirements
8.3 Superstructures
8.4 Racking analysis
8.5 Scantling of window stiles
Section 5 Tugs and Pushers

1 General 59
1.1 Application
1.2 Documents to be submitted
2 Arrangement 59
2.1 Towing devices
2.2 Pushing devices
2.3 Hull protection
3.1 General
4 Other structures 59
4.1 Sternpost

5 Hull outfitting 60
5.1 Rudder
6 Machinery 60
6.1 Propelling machinery
Section 6 Pontoons
1 General 61
1.1 Application
2 Arrangement 61
2.1 Hull structure
2.2 Lifting appliances
3 Scantlings 61
3.1 General
3.3 Reinforcements
Section 7 Vessels for Dredging Activities

1 General 62
1.1 Application
1.2 Dredger types
2 Arrangement 62
2.1 Transverse rings
2.2 Transverse and longitudinal bulkheads
2.3 Suction pipe well
2.4 Hopper space structure
2.5 Particular arrangements
2.6 Shifting of the structures at ends of the hopper spaces
3 Design loads 63
3.1 Cargo load
4.1 Split hopper barge
4.2 Shell plating and topside plating
4.3 Framing structure
4.4 Rudders

Section 8 Launches
1 64
1.1 Application
2.1 General

C HAPTER 3
TRANSPORT OF DANGEROUS GOODS
Section 1 General
1 Application 67
1.1 General
1.2 Classification of dangerous goods
1.3 Substances approved for carriage in tankers
1.4 Definitions
2 General provisions for tankers 69
2.1 Basic types of tankers
2.2 Protection against penetration of gases
2.3 Cofferdams
2.4 Superstructures (accommodation, wheelhouses)
2.5 Tank sizes
2.6 Fuel tanks
2.7 Installation of Internal combustion engines, oil fired boilers
2.8 Cargo pump and compressors
2.9 Materials
2.10 Special equipment
3 Equipment and systems for tankers 73
3.1 Cargo pumps and compressors
3.2 Cargo piping
3.3 Tank heating and steaming out lines
3.4 Bilge and ballast systems
3.5 Ventilation and gas freeing
3.6 Flame arresters
3.7 Level alarm and overfill protection devices
3.8 Tank level gauging and sampling equipment
3.9 Precautions against sparks from boiler and engine exhaust gases
3.10 Gas and vapour detection equipment
3.11 Water spray system
3.12 Inert gas systems
3.13 Slop/residue tanks IBC’s
4 Pushed convoys and side-by-side formations for tank vessels 76
4.1 General
4.3 Ventilation
4.4 Engine rooms
4.5 Superstructures
4.6 Engines
4.7 Fuel oil tanks
4.8 Exhaust pipes
4.9 Fire-extinguishing arrangements
4.10 Fire and naked light
4.11 Electrical installations
4.12 Type and location of electrical equipment
4.13 Electrical cables
4.14 Notice boards

5 Pushed convoys and side-by-side formations for dry cargo vessels 78
5.1 General
5.2 Ventilation
5.3 Superstructures
5.4 Engines
5.5 Fuel oil tanks
5.6 Exhaust pipes
5.9 Electric cables
5.10 Notice boards
Section 2 Liquid Cargoes

1 General 80
1.1 Application
2 Special requirements for Tanker Type C 80
2.1 General
2.2 Tank arrangement
2.3 Other requirements
2.4 Tank equipment
3 Special requirements for Tanker Type N 81
3.1 General
3.2 Type N with open venting
3.3 Type N with open venting, with flame arresters
3.4 Type N closed
4 Electrical plant 83
4.4 Earthing
4.6 Storage batteries
5.1 Integrated tanks
6.1 General
Section 3 Liquefied Gases

1 General 87
1.1 Application
1.2 Applicable rules
1.3 Definitions

2 Special requirements for Tanker Type G 87
2.1 Double hull spaces
2.2 Venting of hold spaces
2.3 Ventilation of cargo pump rooms and gas compressor rooms
3 Vessels for the carriage of liquefied gases under pressure 87
3.1 General
3.2 Design, materials, testing and welding
3.3 Cargo tank design
3.4 Installation of cargo tanks
3.5 Insulation, protective painting
3.6 Fastening of self-supporting tanks
3.7 Cargo piping
3.8 Valves, fittings and equipment
3.9 Cargo tank level indicators
3.10 Cargo tank pressure monitoring
3.11 Cargo temperature monitoring
3.12 Cargo tank sampling equipment
3.13 Safety valves
3.14 Safety valves blow-off lines
3.15 Maximum filling and name plates
3.16 Gas detection and alarm system
4 Vessels for the carriage of liquefied gases at atmospheric pressure 90
4.1 General
5 Electric plant 90
5.4 Earthing
6.1 General
Section 4 Dry Cargoes

1 General 94
1.1 Application
2 Mode of carriage of goods 94
2.1 Carriage of packages
2.2 Carriage in containers, in intermediate bulk containers (IBCs) and in large
packagings, in MEGCs, in portable tanks and in tank-containers
2.3 Vehicles and wagons
2.4 Carriage in bulk
3 Vessels 94
3.1 Permitted vessels
3.2 Structural configuration

4 Design, construction and arrangement 94
4.1 Materials of construction
4.2 Cargo holds
4.3 Ventilation
4.4 Accommodation and service spaces
4.5 Water ballast
4.6 Engines
4.7 Oil fuel tanks
4.8 Exhaust pipes
4.9 Stripping installation
4.13 Electric cables
4.14 Metal wires, masts
4.16 Notice boards
5 Additional rules applicable to double hull vessels 96
5.1 Holds
5.2 Emergency exit
5.3 Buoyancy and stability
Section 5 Fire Protection and Fire Extinguishing

1 General 98
1.1
2 Portable fire extinguishers 98
2.1
3 Water fire extinguishing system 98
3.1
4 Fixed fire extinguishing system 98
4.1 General
Appendix 1 List of Dangerous Goods Accepted for Carriage in Tank Vessels

1 General 99
1.1 Scope of the list
1.2 Application
2 Explanations concerning Table 2 99
2.1 Column 1: UN number/identification number
2.2 Column 2: Name and description
2.3 Column 3
2.4 Column 4: Packing group
2.5 Column 5: Labels
2.6 Column 6: Type of tank vessel
2.7 Column 7: Cargo tank design
2.8 Column 8: Cargo tank type
2.9 Column 9: Cargo tank equipment

2.10 Column 10: Opening pressure of high-velocity vent valve in kPa
2.11 Column 11: Maximum degree of filling (%)
2.12 Column 12: Relative density
2.13 Column 13: Type of sampling device
2.14 Column 14: Pump-room below deck permitted
2.15 Column 15: Temperature class
2.16 Column 16: Explosion group
2.17 Column 17: Anti-explosion protection required
2.18 Column 18: Equipment required
2.19 Column 19: Number of cones/blue lights
2.20 Column 20: Additional requirements /remarks applicable to the vessel

C HAPTER 4
ADDITIONAL CLASS NOTATIONS
Section 1 Strengthened Construction

1 General 151
1.1 Application
2 Navigation in ice 152
2.1 General
2.2 Strengthened plating
2.3 Strengthened framing
2.4 Fore part
2.5 Aft part
2.6 Rudder stock
2.7 Pintles
2.8 Rudder blade
2.9 Main shafting
2.10 Gears and couplings
2.11 Propellers
2.12 Steering gear
3 Grab loading 153
3.1 Strengthening requirements
Section 2 Transport of Heavy Cargo

1 General 155
1.1 Application
2.1 General
2.2 Bottom and inner bottom plating
3 Hull arrangement 155
3.1 General
Section 3 Equipped for Transport of Containers

1 General 158
1.1 Application
2 Structure arrangements 158

3 Design loads 158
4.1 General
5 Direct calculation 159
5.1 General
5.2 Loading cases
Section 4 Equipped for Transport of Wheeled Vehicles

1 General 160
1.1 Application
2.1 Sheathing
2.2 Hull structure
2.3 Drainage of RoRo cargo spaces intended for the carriage of motor vehicles with
3 Scantlings 160
3.1 RoRo cargo spaces
3.3 External ramps
Section 5 Ferry
1 General 161
1.1 Application
2.1 Sheathing
2.2 Hull structure
2.3 Drainage of RoRo cargo spaces, intended for the carriage of motor vehicles with
3 Scantlings 161
3.3 External ramps
4 Electrical installations 161
4.1 Protective measures on car decks

Section 6 Stability
1 General 162
1.1 Application
1.2 Definitions
1.4 Basic data for the stability calculation
1.5 Effects of free surfaces of liquids in tanks
2 Tankers 163
2.1 General
3 Container vessels 164
3.1 General
3.2 Stability in case of non-secured containers
3.3 Stability in the case of secured containers
4 Dredgers and pontoons 167
4.1 General
4.2 Load assumptions
4.4 Intact stability in case of reduced residual freeboard
4.5 Floating installations without confirmation of stability
5 Vessels carrying bulk dry cargo 169
5.1 General
5.2 Heeling moments
5.4 Additional requirement
Section 7 Additional Fire Rules for Passenger Vessels

1 General 171
1.1 Application
2 Fire integrity of bulkheads and decks 171
2.1
3 Protection of stairways and lifts in accommodation and service spaces 172
3.1
4 Openings in class A and B divisions 172
4.1
5 Fire protection materials 172
5.1
6 Means of escape 173
6.1 General
7 Ventilation systems 173
7.1 General
7.2 Smoke extraction system

Appendix 1 Inclining Test and Lightweight Check
1 Inclining test and lightweight check 174
1.1 General

Part D
Chapter 1
CARGO VESSELS
SECTION 1 SINGLE SIDE CARGO VESSELS
SECTION 2 DOUBLE HULL CARGO VESSELS

Pt D, Ch 1, Sec 1
SECTION 1 SINGLE SIDE CARGO VESSELS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, [1] 2.2 Protection of cargo holds
B : Breadth, in m, defined in Pt B, Ch 1, Sec 1, [1]
2.2.1 Coating
D : Depth, in m, defined in Pt B, Ch 1, Sec 1, [1]
All metallic structures are to be protected against corrosion
T : Draught, in m, defined in Pt B, Ch 1, Sec 1, [1] according to Pt B, Ch 8, Sec 2.
t : Net thickness, in mm, of plating
Suitable coatings for the intended cargoes (in particular for
ASH : Net web sectional area, in cm 2 the compatibility with the cargo) are to be chosen and
w : Net section modulus, in cm3, of ordinary stiffen- applied in accordance with the manufacturer’s requirements.
ers or primary supporting members
2.2.2 cargo hold ceiling
S, s : Stiffener spacing, in m
The cargo hold bottom is to be sheathed to the upper part of
l : Stiffener span, in m bilges by wooden or metallic ceiling of thickness depending
k : Material factor defined in Pt B, Ch 2, Sec 1, on the cargo nature.
[2.4] and Pt B, Ch 2, Sec 1, [3.2] Where a side ceiling is provided, it is to be secured every 4
βb, βS : Bracket coefficients defined in Pt B, Ch 2, Sec 2, frame spacings to the side frames by an appropriate system.
[5.2]
n : Navigation coefficient defined in Pt B, Ch 3, Sec 2 2.3 Accesses
n = 0,85H
2.3.1 Access to double bottom
where H is the significant wave height, in m
Manholes may be cut in the floors and side girders to pro-
vide convenient access to all parts of the double bottom.
1 General These manholes are to be cut smooth along a well rounded
design and are not to be greater than that strictly necessary
1.1 Application to provide the man access. Where manholes of greater sizes
are needed, edge reinforcement by means of flat bar rings
1.1.1 Vessels complying with the requirements of this Sec- or other suitable stiffeners may be required.
tion are eligible for the assignment of the type and service
notation Cargo vessel, as defined in Pt A, Ch 2, Sec 2, As a rule, the manholes height is not to be more than 0,6
[3.1.1]. times the floor height or girder height.
Manholes in the floors are to be located at half the floor
1.1.2 Vessels dealt with in this Section are to comply with height and in a region extending on 0,2B from the axis of
the requirements stipulated in Part A, Part B and Part C of the vessel, on both sides. When a central girder exits, its dis-
the Rules, as applicable, and with the requirements of this tance to the nearest side of cutting is not to be less than the
Section, which are specific to Single hull cargo vessels. double bottom height.
Manholes in the side girders are to be located at half the
1.2 Stability girder height and midway between two successive web
frames.
1.2.1 Depending on the vessel’s design and operating con-
ditions, proof of sufficient stability may be required by the 2.3.2 Access to cargo hold
Society.
As far as practicable, permanent or movable means of
access stored on board are to be provided to ensure proper
2 Vessel arrangement survey and maintenance of cargo holds.
2.1 General 3 Structure design principles

2.1.1 Application
The requirements of this section apply to open deck vessels
of single side construction, with or without double bottom,
3.1.1 Single bottom vessels are to be fitted with girders in
intended primarily to carry uniform or bulk dry cargoes.
compliance with Pt B, Ch 5, Sec 2, [3.2] or Pt B, Ch 5, Sec 2,
The loading/unloading may be performed in one or two runs. [4.2].

Pt D, Ch 1, Sec 1
3.1.2 Transversely framed single bottom • the frame depth, in case of frames made of a welded flat
A single bottom transversely framed is to be fitted with • 1,5 times the frame depth, in case of frames made of a
floors at every frame. bulb profile or toe welded angle.
3.1.3 Longitudinally framed single bottom The weld throat is to be not less than half the frame web
Longitudinal stiffeners are generally to be continuous when thickness.
crossing primary members.
The section modulus of longitudinals located in way of the 3.3.2 Connection with deck structure
web frames of transverse bulkheads is to be increased by 10%. At the upper end of frames, connecting brackets are to be
Longitudinals are to be supported by transverses whose provided, in compliance with Pt B, Ch 5, Sec 3, [7]. Such
spacing is to be not greater than 8 frame spacing, nor than brackets are to extend to the hatch coaming.
4 m, which is the lesser.
3.3.3 Web frames
3.2 Double bottom structure Web frames are to be fitted with a spacing, in m, not
exceeding 5 m.
3.2.1 Double bottom arrangement Their scantling is to be performed according to [4.2.2] here-
Where it is not possible to visit the double bottoms, they are below.
to be well protected against corrosion.
Where the height of the double bottom varies, the variation 3.3.4 Connection of frames to bottom longitudinals
is generally to be made gradually and over an adequate In the case of a longitudinally framed single bottom, the
length; the knuckles of inner bottom plating are to be side frames are connected to the bottom longitudinal most
located in way of plate floors. at side, either directly or by means of a bracket.
Where this is impossible, suitable longitudinal structures Similarly, at the frame upper part, connecting brackets are
such as partial girders, longitudinal brackets etc., fitted to be provided, extending up to the deck longitudinal most
across the knuckle are to be arranged. at side and even to:
3.2.2 All double bottom vessels are to have a centre girder. • the hatch coaming, in general
A centre girder is not required where the vessel breadth • the side trunk bulkhead, in case of a trunk vessel.
measured on the top of floors or bottom transverses does
not exceed 6 m.
3.4 Longitudinally framed side
The intercostal centre girder is to extend over the full length of
the vessel or over the greatest length consistent with the lines. 3.4.1 Side transverses
3.2.3 Transversely framed double bottom Side transverses are to be fitted in general, with a spacing
Where the double bottom is transversely framed, floors are not greater than 8 frame spacings, nor than 4m.
to be fitted at every frame. Their scantling is to be performed according to [4.2.2] here-
Watertight floors are to be fitted: below.
• in way of transverse watertight bulkheads The side transverses are generally directly welded to the
• in way of double bottom steps. shell plating.
3.2.4 Longitudinally framed double bottom In the case of a double bottom, the side transverses are to
The spacing of transverses, in m, is generally to be not greater be bracketed to the bottom transverses.
than 8 frame spacing nor than 4 m, whichever is the lesser.
3.4.2 Side longitudinals
Additional transverses are to be fitted in way of transverse
Longitudinal ordinary stiffeners are generally to be continu-
watertight bulkheads.
ous when crossing primary supporting members.
Bottom and inner bottom longitudinal ordinary stiffeners
are generally to be continuous through the transverses. In the case the longitudinals are interrupted by a primary
supporting member, brackets on both sides of the primary
In case the longitudinals are interrupted in way of a trans- supporting member are to be fitted in perfect alignment.
verse, brackets on both sides of the transverse are to be fit-
ted in perfect alignment.
3.5 Topside structure
In general, intermediate brackets are to be fitted connecting
the centre girder to the nearest bottom and inner bottom 3.5.1 Strength continuity
ordinary stiffeners.
At the ends of the cargo hold space, the members taking
part in the overall strength are to be correctly staggered.
3.3 Transversely framed side
Arrangements are to be made to ensure strength continuity
3.3.1 Connection of frames with floors of the topside structure at the end of the hatchways. As far
The frames are to be connected to the floors, generally by as practicable, it is recommended to extend the part of the
means of a lap weld the length of which is to be not less hatch coaming which is located above deck and to connect
than: it to the side bulkheads of the accomodation spaces.

Pt D, Ch 1, Sec 1
Table 1 : Net scantling of transverse rings
Primary supporting member w Ash

Side webs w = k MAX (w1, w2) ASH = k MAX (A1, A2)
Floors w1 = 1,96 βbk0 pSl02 A1 = 0,063 βsk0pSl0
w2 = 0,58 βb pγE sB2 A2 = 0,045 βspγEsB
Side transverses w = k MAX (w1, w2) ASH = k MAX (A1, A2)
Bottom transverses w1 = 1,96 βbk0pSl02 A1 = 0,063 βsk0pSl0
w2 = 0,58 βbpγESB2 A2 = 0,045 βspγESB
Strong box beams Pt B, Ch 5, Sec 4, [2.4.4]
p : Side primary supporting members design load, in kN/m2
p = 4,9 (T + 0,6 n)
pγE : Bottom primary supporting members design load, in kN/m2
pγE = 9,81 (γT + 0,6 n)
γ = 1 for loading/unloading in one run
γ = 0,575 for loading/unloading in two runs
l0 : l0 = T + 0,6 n
k0 : 1 + (D − l0) / l0
4 Hull scantlings 4.3.3 Horizontally framed plate bulkhead

The upper part of horizontally framed bulkheads are to be
4.1 General specially considered by the Society.
4.1.1 The hull scantlings are to be as specified in Part B, 4.3.4 Plate bulkhead end stringer
Chapter 5, unless otherwise specifies. The net scantlings of the plate bulkhead end stringer is to be
determined using the formula:
4.2 Transverse rings 125k 2
w = --------------------------- pS l
( 214 – σ A )
4.2.1 General
Where necessary, transverse rings are to be fitted to provide where:
additional supports of the stringer plate. p : Bulkhead end stringer design load, in kN/m2, to
be determined using applicable formulas given
4.2.2 Scantlings of transverse ring components in Pt B, Ch 3, Sec 3, [6]
The ring component scantlings are not to be less than
S : Bulkhead stringer spacing, in m
required in Tab 1.
σA : Bulkhead end stringer axial stress, in N/mm2
4.3 Transverse hold bulkhead structure 10 qD
σA = -----------------1
A
4.3.1 General
A : Bulkhead end stringer sectional area, in cm2, to
The number and location of transverse bulkheads are
be determined in compliance with Pt B, Ch 5,
defined in Pt B, Ch 5, Sec 5.
Sec 4, [9.2.2], where:
Where necessary, additional bulkheads are to be fitted to
PS = qD1
provide for sufficient transverse strength of the vessel.
q : Distributed transverse load acting on the
The scantlings of transverse hold bulkheads are to be not
stringer plate, in kN/m, to be determined as
less than required in Pt B, Ch 5, Sec 5.
stated under Pt B, Ch 5, Sec 4, [2.4.1]
4.3.2 Vertically framed plate bulkhead D1 : Unsupported stringer plate length, in m, defined
The upper end of the vertical stiffeners is to be connected under Pt B, Ch 5, Sec 4, [2.4.2]
either to a strong deck box beam or to a stringer located at In way of hold end bulkheads D1 is to be susti-
the stringer plate level or above. tuted by 0,5D1
As far as practicable, the bottom of the box beam or the
bulkhead end stringer is to be located in the same plane as
the stringer plate.
Where this is not the case, the bulkhead plating or the box 4.4.1 In case of grab loading/unloading, the scantlings of
beam sides are to be fitted with an efficient horizontal fram- structural elements within the cargo hold are to be
ing at that level. increased according to Ch 4, Sec 1, [3].

Pt D, Ch 1, Sec 2
SECTION 2 DOUBLE HULL CARGO VESSELS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, 2.3 Accesses
[1]
Manholes may be cut in the floors and side girders to pro-
D : Depth, in m, defined in Pt B, Ch 1, Sec 1, [1] vide convenient access to all parts of the double bottom.
T : Draught, in m
These manholes are to be cut smooth along a well rounded
t : Net thickness, in mm, of plating design and are not to be greater than that strictly necessary
to provide the man access. Where manholes of greater sizes
1 General are needed, edge reinforcement by means of flat bar rings
or other suitable stiffeners may be required.
1.1 Application As a rule, the manholes height is not to be more than 0,6
times the floor height or girder height.
1.1.1 Vessels complying with the requirements of this Sec- Manholes in the floors are to be located at half the floor
tion are eligible for the assignment of the type and service height and in a region extending on 0,2B1 from the axis of
notation Cargo vessel, as defined in Pt A, Ch 2, Sec 2, the vessel, on both sides. When a central girder exits, its dis-
[3.1.1]. tance to the nearest side of cutting is not to be less than the
double bottom height.
1.1.2 Vessels dealt with in this Section are to comply with
the requirements stipulated in Part A, Part B and Part C of Manholes in the side girders are to be located at half the
the Rules, as applicable, and with the requirements of this girder height and midway between two successive web
Section, which are specific to Double hull cargo vessels. frames. Their distance from the transverse bulkheads of the
side tanks is not to be less than 1,5 m, if there is no web
frame. The Society may wave this rule subject to direct cal-
1.2 Stability culation of the shear stresses.
1.2.1 Depending on the vessel’s design and operating con- 2.3.2 Access to side tanks
ditions, proof of sufficient stability may be required by the
Society. Where openings allowing access to side tanks are cut in the
stringer plate, they are to be arranged clear of the hatch cor-
ners and shall be of even-deck design, without obstacles
2 Vessel arrangement causing stumbling. In order to assure the continuity of the
strength, they are to be cut smooth along a well rounded
2.1 General design and are to be strengthened by thick plates, by dou-
bling plates or by other equivalent structure.
2.1.1 Application
2.3.3 Access to cargo hold
The requirements of this Section apply to open deck vessels
of double hull construction, intended primarily to carry uni- As far as practicable, permanent or movable means of
form or bulk dry cargoes. access stored on board are to be provided to ensure proper
survey and maintenance of cargo holds.
The loading/unloading may be performed in one or two
runs.
2.4 Welding
2.2 Protection of cargo holds 2.4.1 General
Welding is to comply with the requirements of Pt B, Ch 8,
2.2.1 Coating
Sec 1.
All metallic structures are to be protected against corrosion
according to Pt B, Ch 8, Sec 2. 2.4.2 Arrangements applying to the shell plating
Suitable coatings for the intended cargoes (in particular for and the double bottom
the compatibility with the cargo) are to be chosen and Transverse butts are to be butt welded. Double bottom butts
applied in accordance with the manufacturer’s require- may be welded in way of floor faceplate which then acts as
ments. a support.

Pt D, Ch 1, Sec 2
The longitudinal joints are to be obtained either by butt 3.1.4 Longitudinally framed double bottom
welding or by overlap welding. In the second case, the The spacing of transverses, in m, is generally to be not
outer line welding is to be continuous with a throat thick- greater than 8 frame spacing nor than 4m, whichever is the
ness of 0,5t, whereas the inner line of welding may be dis- lesser.
continuous with a ratio p/d < 4 and a throat thickness of
0,5t; however, for spaces which are not accessible after Additional transverses are to be fitted in way of transverse
construction, the inner weld is to be carried out with a con- watertight bulkheads.
tinuous line welding. Bottom and inner bottom longitudinal ordinary stiffeners
are generally to be continuous through the transverses.
2.4.3 Arrangements applying to the topside plating
In the case the longitudinals are interrupted in way of a
Butt weldings are to be carried out on the transverse butts of transverse, brackets on both sides of the transverse are to be
the sheerstrake, stringer plate and coaming. fitted in perfect alignment.
In general, intermediate brackets are to be fitted connecting
3 Structure design principles the centre girder to the nearest bottom and inner bottom
ordinary stiffeners.
3.1.5 Strength continuity
3.1.1 Double bottom arrangement Adequate strength continuity of floors and bottom trans-
verses is to be ensured in way of the side tank by means of
Where it is not possible to visit the double bottoms, they are brackets.
to be well protected against corrosion.
Where the height of the double bottom varies, the variation 3.2 Transversely framed double side
is generally to be made gradually and over an adequate
length; the knuckles of inner bottom plating are to be 3.2.1 Structural arrangement
located in way of plate floors. Where the inner side does not extend down to the outer
Where this is impossible, suitable longitudinal structures bottom, it is to be held in position by means of brackets or
such as partial girders, longitudinal brackets etc., fitted vertical stiffeners fitted to the floors.
across the knuckle are to be arranged. Adequate continuity strength is to be ensured in way of
changes in width of the double side. In particular, scarfing
3.1.2 Girders of the inner side is to be ensured beyond the cargo hold
A centre girder is to be fitted on all vessels exceeding 6 m in region.
breadth.
3.2.2 Side and inner side frames
This girder is to be formed by a vertical intercostal plate
connected to the bottom plating and fitted with an appro- At their upper end, side and inner side frames are to be con-
priate faceplate. nected by means of a bracket. This bracket can be a section
or a flanged plate with a section modulus at least equal to
The intercostal centre girder is to extend over the full length that of the side web frames.
of the vessel or over the greatest length consistent with the
Where the outer and inner side frames are connected by
lines. It is to have the same thickness as the floors. No man-
means of struts located at mid-span, their section modulus
holes are provided into the centre girder.
may be reduced by 30%.
On vessels with ranges of navigation IN(1,2) or IN(2), con-
The strut sectional area is to be not less than those of the
tinuous or intercostal girders are to be fitted in the extension
connected frames.
of the inner sides. These girders are to have a net thickness
equal to that of the inner sides. At their lower end, the frames are to be adequately con-
nected to the floors or top tank.
On vessels with ranges of navigation IN(0,6) or IN(0), built
in the transverse system and without web frames, partial 3.2.3 Side and inner side web frames
intercostal girders are to be fitted in way of the transverse
It is recommended to provide side web frames, fitted every
bulkheads of the side tanks.These girders are to be extended
3 m and, in general, not more than 6 frame spacings apart.
at each end by brackets having a length equal to one frame
spacing. They are to have a net thickness equal to that of the At their upper end, side and inner side web frames are to be
inner sides. connected by means of a bracket. This bracket can be a sec-
tion or a flanged plate with a section modulus at least equal
3.1.3 Transversely framed double bottom to that of the side web frames. An attached plating strip,
where applicable, may be taken into account.
Where the double bottom is transversely framed, floors are
to be fitted at every frame. The web frames are to be connected at their mid-span by
means of struts, the cross sectional area of which is not to
Watertight floors are to be fitted:
be less than those of the connected web frames.
• in way of transverse watertight bulkheads
At their lower end, the web frames are to be adequately
• in way of double bottom steps. connected to the floors or top tank.

Pt D, Ch 1, Sec 2
3.2.4 Plate webs Strength continuity of the inner bottom is to be ensured by

means of brackets, one of which is to be along the vessel’s
Plate webs may be fitted in addition or instead of web
centreline. Where the vessel ends are built on the longitudi-
frames.
nal system, the brackets are to be connected to the bottom
Plate webs are to be fitted with horizontal stiffeners, the longitudinals; otherwise, they are to be connected to keel-
spacing of wich is not to be greater than 1 m. sons.
The scantling of plate webs with large openings is to be Pushing transoms, if any, are to be designed in compliance
examined by the Society on a case by case basis. with Pt B, Ch 7, Sec 6, [2.2].
3.3 Longitudinally framed double side 4. Hull scantlings

3.3.1 Inner side plating
The requirements of [3.2.1] also apply to longitudinally 4.1 General
framed double side, with the transverses instead of web
frames. 4.1.1 The hull scantlings and arrangements are to be deter-
mined according to Part B, Chapter 5, unless otherwise
3.3.2 Side and inner side longitudinals spcifies.
Where the outer and inner side longitudinals are connected
by means of struts located at mid-span, their section modu- 4.2 Double bottom structure
lus may be reduced by 30%.
The strut sectional area is to be not less than those of the 4.2.1 General arrangements
connected longitudinals. Where the inner side plating does not extend down to the
bottom plating, the floors of vessels built in the transverse
3.3.3 Side transverses system are to be stiffened, at each frame, in way of the dou-
The requirements of [3.2.3] also apply to longitudinally ble hull shell plating, by means of a section, the net sec-
framed double side, with the transverses instead of web tional area of which, in cm2, is not to be less than:
frames.
A = 0,01 btF
3.3.4 Plate webs where:
The requirements of [3.2.4] also apply to longitudinally
tF : Net thickness of floor web, in mm
framed double side.
b : Section height, in mm
3.4 End structure b = 100HD
3.4.1 Arrangements for self-propelled vessels HD : Double bottom height, in m

At the ends of the cargo hold space, the strength continuity Where the floors cannot be welded to the inner bottom by
of members taking part in the overall strength is to be ade- means of fillet welds, the attachment may be obtained by
quately ensured. plug welds, in compliance with Pt B, Ch 8, Sec 1. In that
case, the floors are to be fitted with a flange of adequate
In particular, arrangements are to be made to ensure
width in the double bottom area.
strength continuity of the top structure at the end of the
hatchways. As far as practicable, it is recommended to As a rule, manholes are not to be provided into the centre-
extend the part of the hatch coaming which is located line girder.
above deck and to connect it to the side bulkheads of the
accommodation spaces.
The longitudinal boundaries of the engine room side bun-
kers are to be located, as far as practicable, in the extension
of the double hull sides. 4.3.1 General
Arrangements and scantlings of transverse hold bulkheads
3.4.2 Arrangements for pushed vessels are to be in compliance with Pt B, Ch 5, Sec 5.
Where the compartments outside the cargo hold space are
of small size, the strength continuity is to be ensured by 4.4 Strengthening of cargo hold structures
scarfing of strength members.
The double hull sides are to be extended, in the shape of 4.4.1 In case of grab loading/unloading, the scantlings of
brackets, outside the cargo hold space over a distance equal structural elements within the cargo hold are to be
to twice the stringer plate width. increased according to Ch 4, Sec 1, [3].

Part D
Chapter 2
OTHER TYPE AND SERVICE NOTATIONS
SECTION 1 TANKERS
SECTION 2 CONTAINER VESSELS
SECTION 3 RORO VESSELS
SECTION 4 PASSENGER VESSELS
SECTION 5 TUGS AND PUSHERS

SECTION 6 PONTOONS
SECTION 7 VESSELS FOR DREDGING ACTIVITIES
SECTION 8 LAUNCHES

Pt D, Ch 2, Sec 1
SECTION 1 TANKERS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, Figure 1 : Single hull tankers
[1]
T : Draught, in m, defined in Pt B, Ch 1, Sec 1, [1]
B2 : Side tank breadth, in m
B1 = B − 2 B2
p : Design load, in kN/m²
pPV : Setting pressure, in kN/m2, of safety valves or
maximum pressure, in kN/m2, in the tank during
loading / unloading, which is the greater
s : Spacing of ordinary stiffeners, in m
a
S : Spacing of primary supporting members, in m
l : Span, in m
w : Net section modulus, in cm3
Ash : Net web sectional area, in cm 2
k : Material factor defined in Pt B, Ch 2, Sec 1,
[2.4] and Pt B, Ch 2, Sec 1, [3.2]
z : Z co-ordinate, in m, of the calculation point
zTOP : Z co-ordinate, in m, of the highest point of the
tank
dAP : Distance from the top of air pipe to the top of
compartment, in m
HT : Trunk height, in m
zL : Z co-ordinate, in m, of the highest point of the
liquid
b
ρL : Density, in t/m 3, of the liquid carried:
ρL ≥ 1 t/m 3
σ1 : In-plane hull girder normal stress, in N/mm²
λb , λs : Coefficients for vertical structural members,
defined in Pt B, Ch 2, Sec 2, [5.3]
βb , βs : Bracket coefficients defined in Pt B, Ch 2, Sec 2,
[5.2]
n : Navigation coefficient defined in Pt B, Ch 3, Sec
2:
n = 0,85 H
η=1 − s / 2 l
1 Application c
1.1 General
1.1.1 Vessels complying with the requirements of this Sec- the requirements stated under Part A, Part B and Part C of
tion are eligible for the assignment of the type and service the Rules, as applicable, and with the requirements of this
notation Tanker, as defined in Pt A, Ch 2, Sec 2, [4.1.1]. Section, which are specific to tankers.

Pt D, Ch 2, Sec 1
2 Vessel arrangement Figure 3 : Inserted cargo tank
2.1 Basic structural configuration
2.1.1 Single hull tankers

In a single hull tanker, see Fig 1, the cargo tanks are
bounded by the vessel's outer shell, i.e. the bottom, the
sides of the shell plating and the decks simultaneously act
as tank walls.
2.1.2 Double hull tankers

As in the case of the single hull tanker, the cargo tanks form
part of the vessel's structure. However, the bottom and side a
plating does not function simultaneously as tank walls, see
Fig 2. For certain products minimum distances between
tank boundaries and bottom or side plating are to be
observed. Accessibility must, however, be guaranteed in
every case.
2.1.3 Tankers with inserted cargo tanks

In this type of vessel the cargo tanks are independent of the
vessel's structure but are permanently installed, see Fig 3.
Figure 2 : Double hull tankers
a
c
b d

Pt D, Ch 2, Sec 1
2.2 Stability Constructional measures and/or strengthenings will be

required on the basis of the results of the calculation for
2.2.1 Tankers carrying dangerous goods both temperatures.
For vessels carrying dangerous goods, see Part D, Chapter 3.
3.1.4 Material factor
2.2.2 Other tankers When steels with a minimum guaranteed yield stress ReH
Where the tank breadth exceeds 0,7 B, cargo tanks are nor- other than 235 N/mm2 are used on a vessel, the scantlings
mally to be provided with centre longitudinal bulkheads. are to be determined by taking into account the material
Where the tank breadth is greater than the figure mentioned factor as follows:
and centre longitudinal bulkheads are not fitted, proof of
• thickness:
sufficient stability may be required by the Society.
see relevant articles of this Section
3 Hull scantlings • section modulus:

w = k w0
3.1 General • sectional area:
A = k A0
3.1.1 The hull scantlings are to be determined as specified
in Part B, Chapter 5, using the adequate design loads, unless where:
otherwise specified in this Article. w0, A 0 : Scantlings corresponding to a steel with a mini-
3.1.2 Independant tanks mum guaranteed yield stress ReH = 235 N/mm2.
Scantlings of independent tanks are to be determined in
compliance with Pt B, Ch 5, Sec 5, [2]. 3.2 Bottom and inner bottom structures
3.1.3 Thermal stresses 3.2.1 Minimum net thickness of web plating

Where heated liquids are intended to be carried in tanks, a The net thickness, in mm, of the web plating of ordinary
calculation of thermal stresses is required, if the carriage stiffeners is to be not less than:
temperature of the liquid exceeds 90°C. • for L < 120 m: t = 1,63 + 0,004 L k0,5 + 4,5 s
The calculations are to be carried out for both temperatures, • for L ≥ 120 m: t = 3,9 k0,5 + s
the actual carriage temperature and the limit temperature
specified hereabove. The net thickness, in mm, of plating which forms the web of
The calculations are to give the resultant stresses in the hull primary supporting members is to be not less than the value
structure based on a water temperature of 0°C and an air obtained from the following formula:
temperature of −5°C. t = 1,14 L1/3 k0,5
Table 1 : Net scantlings of single bottom structure
Item w (cm3) Ash (cm2)

83, 3 2
Bottom longitudinals w = --------------------- β b ηp E s l Ash = 0,045 βs η pE s l
214 – σ 1
Floors (1), (2) w = 0,58 βb p s l2 Ash = 0,045 βs p s l

Bottom transverses (2) w = 0,58 βb p S l 2 Ash = 0,045 βs p S l
125 2
Bottom centre and side girders (3) w = --------------------- βb pS l Ash = 0,056 βs p S l
197 – σ 1
p : Design load, in kN/m², of bottom primary supporting members:
p = MAX (pγE ; pγI)
pγE : Design load, in kN/m², of bottom primary supporting members:
pγE = 9,81 (γ T + 0,6 n)
where:
• γ = 0,575, in general
• γ = 1 for loading / unloading in one run or for vessels fitted with independent tanks
pγI : Design load, in kN/m², of bottom primary supporting members:
pγI = pC − pM
pM : Minimum external pressure, in kN/m2:
pM = 9,81 (0,15 T − 0,6 n)
pC : Pressure transmitted to the bottom structure defined in Pt B, Ch 3, Sec 3, [5]
pE : Design load, in kN/m², defined in Ch 2, Sec 4, [6.1.1].
(1) In way of side ordinary frames, βb = βS = 1
(2) Scantlings of floors and bottom transverses at the lower end are to be at least the same as those of web frames or side trans-
verses connected to them.
(3) The span l is to be taken equal to the web frame spacing or the bottom transverse spacing.

Pt D, Ch 2, Sec 1
Table 2 : Net scantlings of double bottom structure
Item Parameter Transverse framing Longitudinal framing

Double bottom height, in mm d = MAX (d1; d2)
 2w 
d 1 = 34, 2Aa  -----------02- + 1 – 1
 3A a 
d2 = 600
Floors in the tank (2) section modulus, in cm 3 w = MAX (w1 ; w2) NA
w1 = 0,58 βb p1 s l2
w2 = 0,58 βb pγI s (l2 − 4 B32)
thickness, in mm t = MAX (t1 ; t2) NA
t1 = 1,14L1/3 k0,5
t2 = d /100
shear sectional area, in cm2 ASh = MAX (A1 ; A2) NA
A1 = 0,067 βs p1 s l
A2 = 0,067 βs pγI s (l − 2 B3)
Floors in the side tank (2) section modulus, in cm3 w = MAX (w1 ; w2) NA
w1 = 2,32 βb p1 s B2 (l − B2)
w2 = 2,32 βb pγI s B2 (l − 2 B2)
shear sectional area, in cm 2 ASh = MAX (A1 ; A2) NA
A1 = 0,067 βs p1 s l
A2 = 0,067 βs pγI s (l − 2 B3)
p = MAX (p1 ; pγI )
p1 : • in way of ballast tanks: p1 = MAX (pγE ; (pB − pM))
• elsewhere: p1 = pγE
p2 : Design load of bottom and inner bottom longitudinals, in kN/m2:
• in way of ballast tanks:
- for bottom longitudinals: p2 = MAX (pE ; (pB − pM))
- for inner bottom longitudinals: p2 = MAX (pC ; pB )
• elsewhere:
- for bottom longitudinals: p2 = pE
- for inner bottom longitudinals: p2 = pC
pγE = 9,81 (γ T + 0,6 n)
where:
• γ = 0,575 in general
• γ = 1,0 for loading / unloading in one run or for vessels fitted with independent tanks
pγI = pC − pM
PM = 9,81 (0,15 T − 0,6 n)
pE, pB , pC : Pressures transmitted to the double bottom structure, defined in Ch 2, Sec 4, [6.1.1] and Pt B, Ch 3, Sec 3, [5]
Aa : Cross sectional area of attached inner bottom plating, in cm2
w0 : Section modulus, in cm3, of floors or bottom transverses in the tank
l : Floor or bottom transverse span, in m:
• where no intermediate longitudinal bulkhead is fitted: l = B
• where intermediate longitudinal bulkheads are fitted, l is the distance between outer side and intermediate longitu-
dinal bulkhead, or the distance between intermediate longitudinal bulkheads
B3 : Parameter, in m, defined as follows:
• where no longitudinal bulkhead is fitted: B3 = B2
• where intermediate longitudinal bulkheads are fitted:
- for outer tank: B3 = 0,5 B2
- for other tanks: B3 = 0
• on vessels fitted with independent tanks, B3 is the distance between the hull outer side and the independent tank wall.
(1) The span l is to be taken equal to the web frame or side transverse spacing.
(2) In way of ordinary stiffeners, βb = βs = 1
Note 1: NA = not applicable.

Pt D, Ch 2, Sec 1

Bottom and inner bottom section modulus, in cm 3 NA 83, 3 2
w = --------------------- β b ηp 2 s l
longitudinals 214 – σ 1
shear sectional area, in cm2 NA Ash = 0,045 βs η p2 s l

Bottom transverses in section modulus, in cm 3 NA w = MAX (w1 ; w2)
the tank w1 = 0,58 βb p1S l2
w2 = 0,58 βb pγI S (l2 − 4 B32)
thickness, in mm NA t = MAX (t1 ; t2)
t1 = 1,14 L1/3 k0,5
t2 = d /90
shear sectional area, in cm2 NA ASh = MAX (A1 ; A2)
A1 = 0,067 βs p1 S l
A2 = 0,067 βs pγI S (l − 2 B3)
Bottom transverses in section modulus, in cm3 NA w = MAX (w1 ; w2)
the side tank w1 = 2,32 βb p1 S B2 (l − B2)
w2 = 2,32 βb pγI S B2 (l − 2 B2)
shear sectional area, in cm2 NA ASh = MAX (A1 ; A2)
A1 = 0,067 βs p1 S l
A2 = 0,067 βs pγI S (l − 2 B3)
Bottom centre and shear sectional area, in cm 2
Ash = 0,051 βs p S l
side girders (1)
p = MAX (p1 ; pγI)
p1 : • in way of ballast tanks: p1 = MAX (pγE ; (pB − pM))
• elsewhere: p1 = pγE
p2 : Design load of bottom and inner bottom longitudinals, in kN/m2:
- for bottom longitudinals: p2 = MAX (pE ; (pB − pM))
- for inner bottom longitudinals: p2 = MAX (pC ; pB)
• elsewhere:
- for bottom longitudinals: p2 = pE
- for inner bottom longitudinals: p2 = pC
pγE = 9,81 (γ T + 0,6 n)
where:
pγI = pC − pM
PM = 9,81 (0,15 T − 0,6 n)
pE, pB , pC : Pressures transmitted to the double bottom structure, defined in Ch 2, Sec 4, [6.1.1] and Pt B, Ch 3, Sec 3, [5]
Aa : Cross sectional area of attached inner bottom plating, in cm2
w0 : Section modulus, in cm3, of floors or bottom transverses in the tank
l : Floor or bottom transverse span, in m:
• where no intermediate longitudinal bulkhead is fitted: l = B
• where intermediate longitudinal bulkheads are fitted, l is the distance between outer side and intermediate longitu-
dinal bulkhead, or the distance between intermediate longitudinal bulkheads
B3 : Parameter, in m, defined as follows:
• where no longitudinal bulkhead is fitted: B3 = B2
• where intermediate longitudinal bulkheads are fitted:
- for outer tank: B3 = 0,5 B2
- for other tanks: B3 = 0
• on vessels fitted with independent tanks, B3 is the distance between the hull outer side and the independent tank wall.
(2) In way of ordinary stiffeners, βb = βs = 1

Pt D, Ch 2, Sec 1
3.2.2 Net scantlings of bottom and inner bottom 3.3 Side and inner side ordinary stiffeners
structural members in service conditions
The net scantlings of bottom and inner bottom structural mem- 3.3.1 Minimum net thickness of web plating
bers in service conditions are to be obtained from Tab 1 for
The net thickness of the web plating of ordinary stiffeners is
single bottom structure and Tab 2 for double bottom structure.
to be not less than:
3.2.3 Net scantlings of bottom and inner bottom • for L < 120 m: t = 1,63 + 0,004 L k0,5 + 4,6 s
structural members in testing conditions
The net scantlings of bottom and inner bottom structural • for L ≥ 120 m: t = 3,9 k0,5 + s
members being part of compartments or structures contain-
ing liquid are to comply with Pt B, Ch 2, Sec 4. 3.3.2 Net scantlings of side and inner side ordinary
stiffeners in service conditions
3.2.4 Buckling check The net scantlings of side ordinary stiffeners in service con-
Bottom and inner bottom structural members are to comply ditions are to be obtained from Tab 3 or Tab 4, as applica-
with the requirements stated under Pt B, Ch 2, Sec 3. ble.
Table 3 : Side single skin structure
Item w (cm3) ASh (cm2)

Side frames w = MAX (w1; w2) ASh = MAX (A1; A2)
w1 = 0,58 βb η s (1,2 k0 pE l 02 + λt pγE lF2) A1 = 0,08 βs η k0 pE s l0
w2 = 0,58 βb η s (λb p2 l2 + λt pγl lF2) A2 = 0,058 λs βs p2 s l
Side longitudinals 83, 3 2 ASh = 0,045 βs η p s l
w = --------------------- βb ηps l
214 – σ 1
Side web frames w = MAX (w1 ; w2) ASh = MAX (A1 ; A2)
Side transverses w1 = 1,96 βb k0 pE S l02 A1 = 0,063 βs k0 pE S l0
(1) w2 = 1,63 λb βb p2 S l2 A2 = 0,045 λs βs p2 S l
Side stringers (2) 125 2 ASh = 0,056 βs p S l
w = --------------------- βb pS l ≥ w 0
197 – σ 1
p : Design load of side structural members, in kN/m2:
p = MAX (pE ; p2)
pE : External pressure transmitted to the side structural members, defined in Pt B, Ch 3, Sec 3, [4]
For vertical structural members: pE = 4,9 (T − HF + 0,6 n)
p2 : Design load, in kN/m2:
p2 = pC − pM
pγE : Floor design load, in kN/m2:
pγE = 9,81 (γ T + 0,6 n)
where:
pγI : Floor design load, in kN/m2:
pγI = pC − pM
• for z ≤ 0,15 T: pM = 9,81 (0,15 T − z − 0,6 n)
• for z > 0,15 T: pM = 0
l0 = T − HF + 0,6 n
lF : Floor span, in m
HF : Floor height or bottom transverse height, in m.
k0 : Coefficient given by the formula:
k 0 = 1 + ( l − l0 ) / l0
λt : Coefficient to be taken equal to:
• in transverse framing:
2
l 
λt = 0, 1  0, 8 – -----
-2
 
lF
• in combination framing: λt = 0
pC : Pressure transmitted to the double side structure, defined in Pt B, Ch 3, Sec 3, [5]
w0 : Section modulus of side web frames, in cm3.
(1) Scantlings of web frames and side transverses at the lower end are to be the same as those of floors or bottom transverses con-
nected to them, and at the upper end they are to be the same as those of the deck transverses connected to them.
(2) The span of side stringers is to be taken equal to the side transverse spacing or the web frame spacing.

Pt D, Ch 2, Sec 1
Table 4 : Side double skin structure

Side frames subjected to external load w = 0,7 βb k0 p s l02 ASh = 0,08 βs k0 p s l0
Side frames (other loading cases) and
w = 0,58 λb βb p s l2 ASh = 0,058 λs βs p s l
Inner side frames
Side longitudinals 83, 3 2
w = --------------------- β b ηps l ASh = 0,045 βs η p s l
Inner side longitudinals 214 – σ 1
Side web frames and

w = 0,7 βb k0 p S l02 ASh = 0,08 βs k0 p S l0
Side transverses subjected to external load
Side web frames, inner side web frames, side transverses
w = 0,58 λb βb p S l2 ASh = 0,045 λs βs p S l
and inner side transverses in other loading cases
Plate web frames subjected to external load w = 1,96 βb k0 p S l02 ASh = 0,063 βs p S l0
Plate web frames in other loading cases
w = 1,63 λb βb p S l2 ASh = 0,045 λs βs k0 p S l
Side stringers (1) 125 2

w 1 = --------------------- β b pS l ≥ w 0 ASh = 0,056 βs p S l
Inner side stringers (1) 197 – σ 1
p :Design load of double side structural members, in kN/m2:

• for inner side structure:
- in way of ballast tanks: p = MAX (pC ; pB)
- elsewhere: p = pC
• for side structure:
- in way of ballast tanks: p = MAX (pE ; (pB − pM))
- elsewhere: p = pE
pE : External pressure transmitted to the side structural members, defined in Pt B, Ch 3, Sec 3, [4]
For vertical structural members: pE = 4,9 (T − HF + 0,6 n)
l0 = T − HF + 0,6 n
HF : Floor height or bottom transverse height, in m.
k0 : Coefficient given by the formula:
k0 = 1 + (l − l0) / l0
• for z ≤ 0,15 T: pM = 9,81 (0,15 T − z − 0,6 n)
• for z > 0,15 T: pM = 0
pB , pC : Pressures transmitted to the double side structure, defined in Pt B, Ch 3, Sec 3, [5]
w0 : Section modulus of side web frames or inner side web frames, in cm3
(1) The span of side stringers is to be taken equal to the side transverse spacing or the web frame spacing.
3.3.3 Net scantlings of side and inner side ordinary t = 1,14 L1/3 k0,5
stiffeners in testing conditions
The net scantlings of side and inner side stiffeners being part 3.4.2 Net scantlings of side and inner side primary
of compartments or structures containing liquid are to com- supporting members in service conditions
ply with Pt B, Ch 2, Sec 4.
The net scantlings of side primary supporting members in
3.3.4 Buckling check service conditions are to be obtained from Tab 3 or Tab 4,
as applicable.
Side and inner side ordinary stiffeners are to comply with
the requirements stated under Pt B, Ch 2, Sec 3.
3.4.3 Net scantlings of side and inner side primary
3.3.5 Minimum side tank width supporting members in testing conditions
The side tank width is to be not less than 600 mm. The net scantlings of side and inner side primary supporting
members being part of compartments or structures contain-
ing liquid are to comply with Pt B, Ch 2, Sec 4.
3.4 Side and inner side primary supporting
members
3.4.4 Buckling check
3.4.1 Minimum net thickness of web plating Side and inner side primary supporting members are to
The net thickness of the web plating of primary supporting comply with the requirements stated under Pt B, Ch 2, Sec
members is to be not less than: 3.

Pt D, Ch 2, Sec 1
4 Transverse rings 4.5.3 The pillars are to be attached to the girders as well as
to the floor plates located below by means of welding.
4.1 General
4.6 Break in the deck
4.1.1 The strength check of the transverse rings is to be per-
4.6.1 A reinforced deck transverse, pillars or a transverse
formed by direct calculation according to Pt B, Ch 2, Sec 5.
bulkhead is to be fitted in way of the deck break.
In particular, the requirements of [4.2] to [4.4] herebelow,
are to be complied with.
5 Structural arrangements
4.1.2 The following loading conditions are to be consid-
ered: 5.1 Vessels with integrated tanks, trans-
• light vessel draught, fully loaded tank subjected to cargo verse framing system
load as per Pt B, Ch 3, Sec 3, [5]
5.1.1 Beams
• fully loaded tank subjected to test pressure (see Pt B, Ch
Beams are to be fitted at every frame. They are to be discon-
3, Sec 3, [6])
tinuous in way of longitudinal bulkheads, to which they are
• fully loaded vessel draught, empty tank subjected to connected with brackets. Deck beams are not to be discon-
external pressure, as per Pt B, Ch 3, Sec 3, [4]. tinuous in way of expansion tanks, unless efficient compen-
sations are provided.
4.2 Floors and bottom transverses in way of
5.1.2 Strong beams
rings
As a rule, strong beams are to have the same scantlings as
4.2.1 The following checks are to be carried out: side web frames to which they are connected by brackets or
any other equivalent arrangement, so as to ensure strength
• level of shear stresses, in particular, in way of holes and continuity.
passage of longitudinals
• buckling strength of unstiffened web 5.1.3 Web frames
The web frames are to be spaced not more than 4m apart,
• continuity of double bottom in the side tank.
considering the frames are supported at mid-span by a
stringer.
4.3 Web frames and side transverses in way
of rings 5.1.4 Floors
Floors are to be fitted at every frame. They are to be discon-
4.3.1 For side primary supporting members, the level of tinuous in way of bulkheads to which they are connected
bending stresses and shear stresses in way of holes and pas- by means of brackets or other equivalent arrangement
sage of longitudinals is to be checked. ensuring strength continuity.
An adequate number of limbers is to be cut out in floors,
4.4 Strong beams and deck transverses in longitudinals and transverses to ensure the draining of cargo
way of rings to the pump suctions.
4.4.1 The following checks are to be carried out: 5.2 Vessels with integrated tanks, longitudi-
• level of bending stresses and shear stresses, in particular, nal framing system
in way of holes and passage of longitudinals
5.2.1 Side transverses
• buckling strength of unstiffened web
The side transverses are to be spaced not more than 3m
• continuity of structure and lateral support of deck trans-
apart.
verses, notably, when the flange of the deck transverse is
a round bar. The span of side shell strength transverses is to be taken
equal to the vertical distance between bottom and deck.
4.5 Pillars 5.2.2 Deck longitudinals
The deck longitudinals are to be continuous through expan-
4.5.1 Strong beams and deck transverses in way of rings are
sion tanks, unless efficient compensations are fitted.
to be supported by pillars. The pillar scantlings are to be
determined according to Pt B, Ch 5, Sec 4, [9]. The pillars
and their attachements are also to be examined for tensile 5.3 Vessels with integrated tanks, combina-
stressing resulting from the relevant test pressure related to tion system
the respective vessel type.
5.3.1 Web frames
4.5.2 Tubular pillars are to be avoided in the cargo tanks as It is recommended to arrange side shell and longitudinal
far as possible. On tankvessels intended to carry flammable bulkhead web frames in way of bottom and deck trans-
liquids or chemicals, tubular pillars are not permitted. verses.

Pt D, Ch 2, Sec 1
5.4 Vessels with independent tanks 5.6 Double hull arrangements
5.4.1 General 5.6.1 General

Vessels with independent tanks are to be built on the trans- All parts of the cargo zone are to be well ventilated and
verse framing system. When a longitudunal framing system accessible to ensure surveys and maintenance.
is applied, it is to be specially considered by the Society.
5.4.2 Floors Manholes may be cut in the floors and side girders to pro-
vide convenient access to all parts of the double bottom.
In way of floors not in contact with tanks, for instance floors
located between tanks and floors at hold ends, at least two These manholes are to be cut smooth along a well rounded
keelsons with intercostal plating are to be provided. The design and are not to be greater than that strictly necessary
keelsons are to be fitted approximately at one-third of the to provide the man access. Where manholes of greater sizes
width and extending at least over three frame spaces are needed, edge reinforcement by means of flat bar rings
beyond tank end bulkheads. or other suitable stiffeners may be required.
As a rule, the manholes height is not to be more than 0,6
5.4.3 Frames times the floor height or girder height.
The side frames may be inside or outside the tank. Manholes in the floors are to be located at half the floor
When tank longitudinal sides are framed vertically, stiffen- height and in a region extending on 0,2 B1 from the axis of
ers are to form continuos frames with the top and bottom the vessel, on both sides. When a central girder exits, its dis-
stiffeners, whether the frames are connected or not by tance to the nearest side of cutting is not to be less than the
brackets. double bottom height.
The vertical or horizontal stiffeners of transverse sides are to Manholes in the side girders are to be located at half the
be welded on to the perpendicular tank sides, either girder height and midway between two successive web
directly or by means of brackets extending up to the first frames. Their distance from the transverse bulkheads of the
stiffener of previous sides. side tanks is not to be less than 1,5 m, if there is no web
frame. The Society may waive this rule subject to direct cal-
To ensure proper contact between tank plates and vessel culation of the shear stresses.
bottom, the bottom structure is to be adequately stiffened.
5.6.3 Access to side tanks
5.5 Fastening of self-supporting tanks Manholes are to be cut in the stringer plate and plate webs
to provide convenient access to all parts of the side tanks.
5.5.1 Chocking of tanks Openings in the stringer plate are to be arranged clear of
The tank seatings are to be constructed in such a way as to the hatch corners. They are to be cut smooth along a well
make it impossible for the tanks to move in relation to the rounded design and are to be strengthened by thick plates
vessel structure. or by doubling plates.
The tanks are to be supported by floors or bottom longitudi- 5.6.4 Access to tanks
nals. As far as practicable, permanent or movable means of
When a stringer is chocked against tanks in way of some access stored on board are to be provided to ensure proper
web frames or side shell transverses, chocking may consist survey and maintenance of cargo tanks.
in a bolted assembly. In case of applying wedges in hard
wood or synthetic material capable of transmitting the 5.6.5 Floor reinforcement
chocking stress, arrangements are to be provided to avoid Where the inner side plating does not extend down to the
an accidental shifting during navigation. bottom plating, the floors of vessels built in the transverse
system are to be stiffened, at each frame, in way of the dou-
5.5.2 Antiflotation arrangements are to be provided for ble hull shell plating, by means of a section, the net sec-
independent tanks. The antiflotation arrangements are to be tional area of which, in cm2, is not to be less than:
suitable to withstand an upward force caused by an empty A = 0,01 b tF
tank in a hold space flooded to the damage draught of the
vessel, without plastic deformation likely to endanger the where:
hull structure. b : Section height, in mm: b = 100 HD
where HD is the double bottom height, in m
5.5.3 The strength check of the seatings and stays is to be
carried out in compliance with Pt B, Ch 2, Sec 5,using a tF : Net tickness of floor web, in mm.
partial safety factor γR = 1,5.
5.7 Expansion tanks
5.5.4 Stress concentrations in the tank walls are to be
avoided, and care is to be taken to ensure that the tank seat- 5.7.1 Each tank is to be provided at about mid-length with
ings do not impede the contraction of the tank when cooled an expansion tank whose height above tank top is not to be
down to transport temperature. less than 0,5 m.

Pt D, Ch 2, Sec 1
5.7.2 Scantlings of expansion tank covers are to be spe- 6.3.2 Primary supporting members
cially examined by the Society. The minimum net thickness, in mm, of the web plate of pri-
mary supporting members is to be obtained using the fol-
6 Subdivision lowing formula:
t = 1,14L1/3k0,5
6.1 General
6.1.1 Bulkheads adjacent to tanks, cofferdams and hold are 6.4 Corrugated bulkheads
to be welded or assembled by means of an equivalent
approved process. They are to have no openings. 6.4.1 General
In place of plane bulkheads provided with stiffeners, corru-
6.1.2 The bulkhead scantlings are to be determined in
compliance with Pt B, Ch 5, Sec 5, [2], taking into account gated bulkheads, determined according to Pt B, Ch 5, Sec 5,
may be built in.
additional requirements stated under [6.2] and [6.3].
6.4.2 Direct calculation
6.2 Minimum thickness of bulkhead plating
The relevant service and test pressure related to the vessel
6.2.1 Minimum plating thickness type are to be considered.
The net thickness, in mm, of liquid cargo tank bulkheads is The following checks are to be carried out:
to be not less than that obtained from the following formula:
• section modulus of beam
t = 1,36 + 0,011 L k0,5 + 3,6 s
• section modulus of welds
In the cargo tank area, including cofferdams, the net thick-
ness of plates and structural members in spaces containing • buckling of face plate
water are to be not less than 4,4 mm. • section modulus of welds when there is no continuity of
web in double bottom.
6.3 Minimum net thickness of structural
member web For the allowable stresses, see Pt B, Ch 2, Sec 5.
6.3.1 Ordinary stiffeners

6.5 Ends of cargo zone
The minimum net thickness, in mm, of the web plate of
ordinary stiffeners is to be obtained from the following for- 6.5.1 The inner longitudinal side has to be extended inside
mula: the cofferdam. Moreover, when possible, it is to be
t = 0,61 L1/3 k0,5 + 3,6 s extended in the fore and aft vessel by means of brackets.

Pt D, Ch 2, Sec 2
SECTION 2 CONTAINER VESSELS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, 2.2 Bottom structure
[1]
2.2.1 Floor and girder spacing
As a recommendation, the floor spacing is to be such that
D : Depth, in m, defined in Pt B, Ch 1, Sec 1, [1] floors are located in way of the container corners. Floors are
T : Draught, in m, defined in Pt B, Ch 1, Sec 1, [1] also to be fitted in way of watertight bulkheads.
Girders are generally to be fitted in way of the container
corners.
[2.4] and Pt B, Ch 2, Sec 1, [3.2]. 2.2.2 Strength continuity
Adequate strength continuity of floors and bottom trans-
verses is to be ensured in way of the side tank by means of
1 General brackets.
1.1 Application 2.2.3 Reinforcements in way of cell guides

The structures of the bottom and inner bottom on which cell
1.1.1 The type and service notation Container is assigned, guides rest are to be adequately stiffened with doublers,
in accordance with Pt A, Ch 2, Sec 2, [3.1.2], to vessels brackets or equivalent reinforcements.
intended to carry dry unit cargoes.
2.3 Fixed cell guides
the requirements stated under Part A, Part B and Part C of 2.3.1 General
the Rules, as applicable, and with the requirements of this
Containers may be secured within fixed cell guides, perma-
Section, which are specific to container vessels.
nently connected by welding to the hull structure, which
prevent horizontal sliding and tipping.
1.1.3 Applicable requirements stated under Ch 1, Sec 1
and Ch 1, Sec 2 are also to be complied with. 2.3.2 Arrangement of fixed cell guides
Vertical guides generally consist of sections with equal
1.2 Stability sides, not less than 12 mm in thickness, extended for a
height sufficient to give uniform support to containers.
1.2.1 Depending on the vessel’s design (size) and operating Guides are to be connected to each other and to the sup-
conditions (number of tiers), proof of sufficient stability may porting structures of the hull by means of cross-ties and lon-
be required by the Society. gitudinal members such as to prevent deformation due to
the action of forces transmitted by containers.
2 Structure arrangements In general, the spacing between cross-ties connecting the
guides may not exceed 5 metres, and their position is to
coincide as nearly as possible with that of the container cor-
2.1 Strength principles ners (see Fig 1).
2.1.1 Local reinforcements Cross-ties are to be longitudinally restrained at one or more

points so that their elastic deformation due to the action of
Local reinforcements of the hull structure are to be provided the longitudinal thrust of containers does not exceed
under container corners and in way of fixed cargo securing 20 mm at any point.
devices and cell guides, if fitted.
In stowing containers within the guides, the maximal clear-
The forces applying on the fixed cargo securing devices are ance between container and guide is not to exceed 25 mm
to be indicated by the Designer. in the transverse direction and 38 mm in the longitudinal
direction.
2.1.2 Structural continuity
The upper end of the guides is to be fitted with a block to
In double hull vessels, the inner side is to extend as far aft as facilitate entry of the containers. Such appliance is to be of
possible and be tapered at the ends. robust construction so as to withstand impact and chafing.

Pt D, Ch 2, Sec 2
Figure 1 : Typical structure of cell guides nS : Number of container stacks over the breadth B
Cell guides
nT : Number of container tiers in cargo hold amid-
ships (including containers on hatch covers).

Maximum 5 m
Brackets
Cross ties
3.2.1 The force Fi applied to one container located at the
A A level “i”, as defined in Fig 2, is to be determined in compli-
ance with Pt B, Ch 3, Sec 3, [5.5].
The mass of the containers is to be defined by the Designer.
Where the mass of loaded containers is not known, the fol-
lowing values may be used:
• for 40 feet containers: mi = 27 t
Section A A • for 20 feet containers: mi = 17 t
Where empty containers are stowed at the top of a stack,
2.4 Fixed cargo securing devices the following values may be used:
• 0,14 times the weight of a loaded container, in case of
2.4.1 Where containers are carried, in particular on the
empty steel containers
hatch covers and on deck, container supporting members of
adequate scantlings are to be fitted. • 0,08 times the weight of a loaded container, in case of
empty aluminium containers.
2.4.2 Documentation to be submitted
Figure 2 : Containers level in a stack
A list and/or plan of all the fixed securing devices, indicat-
ing their location on board, is to be provided. Lashing at level 4
For each type of fixed securing device, the following infor-
mation is to be indicated:
Level 4
• type designation container
• sketch of the device
Lashing at level 3
• material
• breaking load
• maximum securing load. Level 3
container
Lashing at level 2
2.5.1 Efficient retaining arrangements are to be provided to
prevent translation of the hatch cover under the action of
the longitudinal and transverse forces exerted by the stacks Level 2
of containers on the cover. These retaining arrangements container
are to be located in way of the hatch coaming side brackets.
Lashing at level 1
Solid fittings are to be welded on the hatch cover where the
corners of the containers are resting. These parts are
intended to transmit the loads of the container stacks onto
Level 1
the hatch cover on which they are resting and also to pre- container
vent horizontal translation of the stacks by means of special
intermediate parts arranged between the supports of the
corners and the container corners.
3 Design loads 3.2.2 Stacks of containers

The force transmitted at the corners of such stack is to be
3.1 Design torsional torque obtained, in kN, using the following formula:
P=F/4
3.1.1 Where no specific data are provided by the Designer,
the design still water torsional torque induced by the non- where:
uniform distribution of cargo, consumable liquids and bal-
∑F
N
last is to be obtained at the midship section, in kN.m, from F = i
the following formula: i=1
MT = 31,4 nS nT B where
where: N : Number of containers in a stack.

Pt D, Ch 2, Sec 2
3.2.3 Securing load nC : Number of stacks of container corners on the

The scantling load of securing devices is to be determined seating
assuming an angle of list of 12°. l = MAX(a,b)
s = MIN (a,b)
4 Hull scantlings a, b : Spacings, in m, of container supporting mem-
bers.
4.1 General
5 Direct calculation
4.1.1 In general, the hull scantlings and arrangements are
to be in compliance with Part B, Chapter 5.
5.1 General
4.1.2 Scantlings of structural members subjected to con-
5.1.1 The following requirements apply for the grillage
centrated loads are to be determined by direct calculation
analysis of primary supporting members subjected to con-
according to Pt B, Ch 2, Sec 5. In particular, the require-
centrated loads.
ments of [5] are to be complied with.
Direct calculation is to be carried out in compliance with Pt
4.1.3 Where the operating conditions (loading/unloading B, Ch 2, Sec 5.
sequence as well as consumable and ballast distribution)
are likely to induce excessive torsional torque, the torsional 5.2 Loading cases
strength is to be checked, using the design torsional torque
derived from [3.1.1]. 5.2.1 Bottom structure
The following loading conditions are to be considered in
the analysis of the bottom primary supporting members:
4.2 Container seating
• full container load and scantling draught equal to
4.2.1 The net thickness, in mm, of container seating, if fit- 0,575 T
ted, is to be not less than that of the adjacent inner bottom • maximum vessel draught T, without containers.
plating nor than the thickness obtained from the following
formula: 5.2.2 Deck structure
Where containers are loaded on the deck, the analysis of
t W L = 0, 8C W L k n C P the deck structure is to be carried out taking into account a
where: full container load.
CWL : Coefficient to be taken equal to:
0, 05 l l 0, 5
= 2, 15 – ---------------- + 0, 02  4 – -  α – 1, 75 α
0 , 25
CWL
s  s 5.3.1 The following checks are to be carried out:
• level of bending stresses and shear stresses, in particular,
where l/s is to be taken not greater than 3
A • buckling strength of unstiffened web
α = -----T-
ls
• continuity of double bottom in the side tank, for bottom
AC : Area of a stack of container corner, in m 2 structure.

Pt D, Ch 2, Sec 3
SECTION 3 RORO VESSELS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, [1] 2 Vessel arrangements
2.1 Sheathing
T : Draught, in m, defined in Pt B, Ch 1, Sec 1, [1] 2.1.1 Wood sheathing is recommended for caterpillar
trucks and unusual vehicles.
It is recommended that a piece of wood of suitable thick-
s : Spacing, in m, of ordinary stiffeners ness should be provided under each crutch in order to dis-
tribute the mass over the plate and the nearest stiffeners.
S : Spacing, in m, of primary supporting members
l : Span, in m, of ordinary stiffeners or primary 2.2 Drainage of RoRo cargo spaces, intended
supporting members for the carriage of motor vehicles with
σ1 : Hull girder normal stress, in N/mm 2 fuel in their tanks for their own propulsion
w : Net section modulus, in cm3, of ordinary stiffen- 2.2.1 Scupper draining
Scuppers from cargo spaces intended for the carriage of
Ash : Net web shear sectional area, in cm2 motor vehicles with fuel in their tanks for their own propul-
sion are not to be led to machinery or other places where
sources of ignition may be present.
[2.4] and Pt B, Ch 2, Sec 1, [3.2]
z : Z co-ordinate, in m, of the calculation point 2.3 Hull structure
MH : Design bending moment, in kNm, in hogging
2.3.1 Framing
condition
In general, the strength deck and the bottom are to be longi-
MS : Design bending moment, in kNm, in sagging tudinally framed.
condition Where a transverse framing system is adopted for such
F : Wheeled force, in kN, defined in Pt B, Ch 3, Sec structures, it is to be considered by the Society on a case-
3, [5.6]. by-case basis.
1 General 3 Hull scantlings
3.1 General
1.1 Application
3.1.1 In general, the hull scantlings and arrangements are
1.1.1 The type and service notation RoRo Vessel is to be in compliance with Part B, Chapter 5.
assigned, in accordance with Pt A, Ch 2, Sec 2, [3.1.3], to
vessels intended to carry wheeled vehicles. 3.1.2 Scantlings of plating and structural members sub-
jected to wheeled loads are to be determined in compli-
1.1.2 Vessels dealt with in this Section are to comply with ance with [3.2] to [3.4].
the requirements stated under Part A, Part B and Part C of
the Rules, as applicable, and with the requirements of this 3.2 Plating
Section, which are specific to RoRo vessels.
3.2.1 The net thickness, in mm, of plate panels subjected to
wheeled loads is to be obtained from Tab 2, where:
1.1.3 Applicable requirements stated under Ch 1, Sec 1
and Ch 1, Sec 2 are also to be complied with. tWL : Plating net thickness, in mm
t WL = 0, 8C WL k n p F
1.2 Stability CWL : Coefficient to be taken equal to:
0, 05 l l 0, 5
C WL = 2, 15 – ---------------- + 0, 02  4 – -  α – 1, 75α
0 , 25
1.2.1 Depending on the vessel’s design and operating con- 
s s
ditions, proof of sufficient stability may be required by the
Society. where l/s is to be taken not greater than 3

Pt D, Ch 2, Sec 3
A t1 : Net thickness obtained, in mm, from [3.2.1] for

α = -----T-
ls np = 2, considering one group of two wheels
located on the plate panel
AT : Tyre print area, in m². In the case of double or
triple wheels, the area is that corresponding to t2 : Net thickness obtained, in mm, from [3.2.1] for
the group of wheels nP = 1, considering one wheel located on the
plate panel
np : Number of wheels on plate panel, taken equal to:
β2, β3, β4: Coefficients obtained from the following formula,
• 1 in case of a single wheel
by replacing i by 2, 3 and 4, respectively (see Fig 1):
• the number of wheels in a group of wheels, • for xi / b < 2:
in the case of double or triple wheels.
βi = 0,8 (1,2 − 2,02 αi + 1,17 αi2 − 0,23 αi3)
3.2.2 Tyre print area • for xi / b ≥ 2:
When the tyre print area is not known, it may be taken equal to: βi = 0
np QA xi : Distance, in m, from the wheel considered to
A T = 9, 81 ------------
-
nw pT the reference wheel (see Fig 1)
where: b : Dimension, in m, of the plate panel side per-
pendicular to the axle
QA : Axle load, in t
x
nW : Number of wheels for the axle considered αi = ----i
b
pT : Tyre pressure, in kN/m². When the tyre pressure
is not indicated by the Designer, it may be taken Table 1 : Tyre pressure pT for vehicles
as defined in Tab 1.
Tyre pressure pT, in kN/m²
3.2.3 For vehicles with the four wheels of the axle located Vehicle
pneumatic tyres solid rubber tyres
on a plate panel as shown in Fig 1, the net thickness of the
plating is to be not less than the greater of the values Private cars 250 NA
obtained, in mm, from the following formulae: Vans and fork lift trucks 600 NA
tWL = t1 Trucks and trailers 800 NA
tWL = t2 [k (1 + β2 + β3 + β4)]0,5 Handling machines 1100 1600
where: Note 1: NA = not applicable.
Table 2 : Net thickness of plating subjected to wheeled loads, in mm
Item Transverse framing Longitudinal framing

Inner bottom plating t = MAX (ti) t = MAX (ti)
t1 = 1,5 + 0,016 L k0,5 + 3,6 s t1 = 1,5 + 0,016 L k0,5 + 3,6 s
t2 = tWL t2 = tWL
and, for L ≥ 40 m (1): and, for L ≥ 40 m (1):
s MH MH
t 3 = 68 ----- --------
- t3 = 39s --------
-
k 2 ZDB ZD B
Deck plating t = MAX (ti) t = MAX (ti)

t1 = 0,9 + 0,034 L k0,5 + 3,6 s t1 = 0,57 + 0,031 L k0,5 + 3,6 s
t2 = tWL t2 = tWL
and, for L ≥ 40 m (1): and, for L ≥ 40 m (1):
s M M
t 3 = 74 ----- -------S t 3 = 39s -------S
k2 ZD ZD
if t3 / s > 23,9 / k0,5 k2: if t3 > 12,5 / k0,5:

0, 5 0, 5
7, 76k s -
t 3 = ----------------------------------- 4, 1k s
t3 = ------------------------------
M M
k 2 0, 21 – -------S 0, 21 – -------S
ZD ZD
k2 = 1 + α2
α=s/b
b : Unsupported plate width in y direction, in m
tWL : Net thickness, in mm, defined in [3.2]
ZD : Deck net hull girder section modulus, in cm3
ZDB : Inner bottom net hull girder section modulus, in cm3.
(1) A lower value of thickness t3 may be accepted if in compliance with the buckling analysis carried out according to Pt B, Ch 2, Sec 3.

Pt D, Ch 2, Sec 3
Figure 1 : Four wheel axle located on a plate panel Figure 3 : Wheeled loads - Distribution of vehicles
on a primary supporting member
X4
X2 X3
2 1 3 4
Figure 2 : Wheeled load on stiffeners - Double axles Figure 4 : Wheeled loads

Distance between two consecutive axles
Sb X1
l
Figure 5 : Wheeled loads

3.3 Primary supporting members Distance between axles of two consecutive vehicles
3.3.1 Wheeled loads

The scantlings of primary supporting members subjected to
wheeled loads are to be determined according to Tab 6
considering uniform pressures equivalent to the distribution
of vertical concentrated forces, when such forces are
closely located.
X1 X2
For the determination of the equivalent uniform pressures,
the most unfavourable case, i.e. where the maximum num-
ber of axles is located on the same primary supporting 3.4 Ordinary stiffeners subjected to wheeled
member according to Fig 3 to Fig 5, is to be considered.
loads
The equivalent pressure may be determined using the for-
mula: 3.4.1 Net scantlings
The net section modulus w, cm3, and the net shear sectional
nV Q X1 + X 2
p e q = 10 -------------A-  3 – -----------------
- area ASh, in cm2, of ordinary stiffeners subjected to wheeled
lS S 
loads are to be obtained from formulas given in Tab 3.
where:
Table 3 : Net scantlings of ordinary stiffeners
nV : Maximum number of vehicles possible located subjected to wheeled loads
on the primary supporting member
QA : Maximum axle load, in t w (cm3) ASh (cm2)
X1 : Minimum distance, in m, between two consec- L ≥ 40 m 167k ASh = 0,088 k αW KT F

w = --------------------- α W K S F l
utive axles (see Fig 4 and Fig 5) 225 – σ 1
X2 : Minimum distance, in m, between axles of two

L < 40 m w = 0,74 k αW KS F l
consecutive vehicles (see Fig 5). αW : Coefficient taking into account the number of
wheels and wheels per axle considered as acting
3.3.2 For arrangements different from those shown in Fig 3 on the stiffener, defined in Tab 4
to Fig 5, the scantlings of primary supporting members are KS, KT : Coefficient taking into account the number of
to be determined by direct calculation, in compliance with axles considered as acting on the stiffener,
Pt B, Ch 2, Sec 5. defined in Tab 5.

Pt D, Ch 2, Sec 3
Table 5 : Wheeled loads - Coefficients KS and KT

Table 4 : Wheeled loads - Coefficients αW
Configuration αW Coefficients Single axe Double axes
Single wheel KS 1 • if d < 2 l / 3

2 3
43 7d d 9d
------ – ------- – --------2 + -----------3
18 4 l 8 l 16 l
1
• if d ≥ 2 l / 3
2
9 3 d- – 3
--- – ------ d-
--------
Double wheels 4 8 l 2l2
KT 1 d d d
2 3
2 – 0, 5 --- – 1, 5 ----2- + ----3-
l l l
2  1 – y---
 s
d : Distance, in m, between two axles (see Fig 2)
4 Other structures
Triple wheels 4.1 Movable decks and inner ramps
4.1.1 The requirements applicable to movable decks and
y
3 – 2 ---
inner ramps are defined in Pt B, Ch 6, Sec 6, [1].
s
4.2 External ramps
4.2.1 The requirements applicable to external ramps are
y : Distance, in m, from the external wheel of a group defined in Pt B, Ch 6, Sec 6, [2].
of wheels to the stiffener under consideration, to
be taken equal to the distance from the external
wheel to the centre of the group of wheels.
Table 6 : Net scantlings of primary supporting members

Transverse primary supporting members w = 0,58 k βb p s l2 ASh = 0,045 k βs p s l
125k 2
Deck girders w = --------------------- βb pS l ASh = 0,045 k βs p S l
214 – σ 1
125k 2
Double bottom girders w = --------------------- βb pS l ASh = 0,056 k βs p S l
197 – σ 1
125k
w = ---------------------- λ b β b p S l
2
Vertical primary supporting members ASh = 0,045 k λs βs p S l
214 – σ A
p : Design load, in kN/m2: p = peq

σA : Axial stress, to be obtained, in N/mm2, from the following formula:
F
σA = 10 ----A-
A
FA : Axial load transmitted to the vertical primary supporting members by the structures above (see calculation of PS in Pt B,
Ch 5, Sec 4, [9.2.1]).
A : Net sectional area, in cm2, of the vertical primary supporting members with attached plating of width bP .

Pt D, Ch 2, Sec 4
SECTION 4 PASSENGER VESSELS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, Where available, statutory Regulations in the operating area
[1] of the vessel (e.g. Rhine Rules, European directive) are to
B : Breadth, in m, defined in Pt B, Ch 1, Sec 1, [1] take precedence over these requirements.
T : Draught, in m, defined in Pt B, Ch 1, Sec 1, [1] 1.2 Definitions
LWL : Length of the hull, in m, measured at the maxi- 1.2.1 Day trip vessel
mum draught
A day trip vessel is a passenger vessel without overnight
∆ : Displacement of the laden vessel, in t passenger cabins.
v : Maximum speed of the vessel in relation to the
water, in m/s 1.2.2 Cabin vessel
KG : Height, in m, of the centre of gravity above base A cabin vessel is a passenger vessel with overnight passen-
line ger cabins.
CB : Block coefficient
S : Spacing, in m, of primary supporting members 2 Vessel arrangement
n : Navigation coefficient defined in Pt B, Ch 3, Sec
2: 2.1 Subdivision, transverse bulkheads
n = 0,85 H,
2.1.1 In addition to the bulkheads called for in Pt B, Ch 5,
where H is the significant wave height, in m Sec 5, the vessel is to be subdivided by further watertight
σ1 : Hull girder normal stress, in N/mm 2 transverse bulkheads in such a way that the requirements of
z : Z co-ordinate, in m, of the calculation point. [5] are met. All these bulkheads are to be extended upwards
to the bulkhead deck.
1 General The stepping of bulkheads is permitted only if this is located
outside the penetration depths stated in [5.3.3].
1.1 Application
2.1.2 The first compartment aft of the collision bulkhead
1.1.1 Vessels complying with the requirements of this Sec- may be shorter than the length of damage stated in [5.3.3] if
tion are eligible for the assignment of the type and service the total length of the two foremost compartments mea-
notation Passenger vessel, as defined in Pt A, Ch 2, Sec 2, sured in the plane of maximum draught is not less than this
[5.1.1]. value.
The distance of the collision bulkhead from the forward per-
1.1.2 Vessels dealt with in this Section are to comply with pendicular shall be between 0,04 LWL and (0,04 LWL + 2) m.
the Rules, as applicable, and with the requirements of this 2.1.3 Passenger spaces are to be separated by watertight
Section, which are specific to passenger vessels. bulkheads from cargo, machinery and boiler spaces. Bulk-
head doors are not permitted in the bulkheads between pas-
1.1.3 Various requirements of these Rules are to be applied senger and machinery spaces.The number of openings in
for safety of passengers and crew according to Tab 1. watertight bulkheads shall be as small as is compatible with
the construction and proper operation of the vessel.
Table 1 : Requirements applicable
for safety of passengers and crew 2.1.4 Bulkhead doors which are normally in the OPEN
position must be locally operable from both sides of the
Item Applicable requirements
bulkhead, must be capable of being closed from an accessi-
Subdivision, transverse bulkheads [2.1] ble location above the bulkhead deck and must meet the
Passenger rooms and areas [2.2] following conditions:
Propulsion system [2.3] • the closing time is not to be less than 20 s nor more than
60 s
Fire protection, detection and [3]
extinguishing
• at the remote control position, indicator lights are to be
mounted showing whether the door is open or closed
Electrical installations [4]
• during the closing operation, a local audible alarm must
Buoyancy and stability [5] sound automatically

Pt D, Ch 2, Sec 4
• the door drive and signalling systems must also be able 2.2.3 Stairs
to operate independently of the vessel’s mains. Stairs and their landings in the passenger areas shall comply
with the following requirements:
Bulkhead doors without remote control are permitted only
outside the passenger area. They are to be kept closed and a) they shall be constructed in accordance with recog-
may only be briefly opened to allow passageway. nized standards
Bulkhead doors and their systems must be situated outside b) they shall have a clear width of at least 0,80 m or, if they
the penetration depth stated in [5.3.3]. lead to connecting corridors or areas used by more than
Open piping systems and ventilation ducts are to be routed 80 passengers, at least 0,01 m per passenger
in such a way that no further flooding can take place in any c) they shall have a clear width of at least 1,00 m if they
considered damaged condition. provide the only means of access to a room intended for
Pipelines lying outside the penetration depth stated in passengers
[5.3.3] and more than 0,5 m above the base line are to be d) they shall not lie in the damage area, unless there is at
regarded as undamaged. least one staircase on each side of the vessel in the same
Bulkhead openings below the margin line are to be made zone.
watertight.
2.2.4 Escape routes
Note 1: Margin line is an imaginary line drawn on the side plating
not less than 10 cm below the bulkhead deck and not less than Escape routes shall comply with the following require-
10 cm below the lowest non watertight point of the vessel's side. If ments:
there is no bulkhead deck, a line drawn not less than 10 cm below
a) stairways, exits and emergency exits shall be so dis-
the lowest line up to which the outer plating is watertight shall be
posed that, in the event of a fire in any given area, the
used.
other areas may be evacuated safely
2.2 Passenger rooms and areas b) the escape routes shall lead by the shortest route to
evacuation areas
2.2.1 Means of escape c) escape routes shall not lead through engine rooms or
Spaces or group of spaces which are provided for 30 or galleys
more passengers or are equipped as such or which have
d) there shall be no rungs, ladders or the like installed at
beds for 12 or more passengers shall be provided with at
any point along the escape routes
least two widely separated and ready means of escape. On
board of day trip vessels one of the means of escape may be e) doors to escape routes shall be constructed in such a
replaced by two emergency exits. way as not to reduce the minimum width of the escape
route
For spaces below the freeboard deck one of the required
means of escape may be a watertight door to the adjacent f) escape routes and emergency exits shall be clearly
watertight compartment from which the uppermost deck signed. The signs shall be lit by the emergency lighting
can be reached. The second means of escape shall lead system.
directly to a safe area above the bulkhead deck or open
deck. This does not apply to single cabins. 2.2.5 Bulwark and railing
Means of escape are to be arranged in a practical way and Parts of the deck intended for passengers, and which are not
shall have a clear width of at least 0,8 m and a clear height enclosed, shall comply with the following requirements:
of at least 2,3 m. The width of doors to cabins may be a) they shall be surrounded by a fixed bulwark or guard
reduced to 0,7 m. rail in compliance with Pt B, Ch 7, Sec 2
Spaces and group of spaces provided for more than 80 pas- b) openings and equipment for embarking or disembarking
sengers shall have escape ways with a clear width of at least and also openings for loading or unloading shall be
0,01 m per passenger. This does also apply to doors within such that they can be secured.
the means of escape.
Doors shall always open in the direction of means of escape 2.3 Propulsion system
and shall be clearly marked as such.
2.3.1 In addition to the main propulsion system, vessels
2.2.2 Doors of passenger rooms shall be equipped with a second independent propulsion
Doors of passenger rooms shall comply with the following system so as to ensure that, in the event of a breakdown
requirements: affecting the main propulsion system, the vessel can con-
tinue to make steerageway under its own power.
a) with the exception of doors leading to connecting corri-
dors, they shall be capable of opening outwards or be
2.3.2 The second independent propulsion system shall be
constructed as sliding doors
placed in a separate engine room. If both engine rooms
b) Cabin doors shall be made in such a way that they can have common partitions, these shall be built according to
also be unlocked from the outside at any time. Ch 4, Sec 7, [2].

Pt D, Ch 2, Sec 4
3 Fire protection, detection and extin- Air spaces enclosed behind ceilings, panelling or linings
shall be divided by close-fitting draught stops spaced not
guishing more than 14 m apart. In the vertical direction, such
enclosed air spaces, including those behind linings of stair-
3.1 Documents for review / approval ways, trunks, etc., shall be closed at each deck level.
3.1.1 The following drawings and documents are to be sub- 3.2.4 Means of escape
mitted where applicable, at least in triplicate for review/ One of the means of escape required by Pt C, Ch 1, Sec 8,
approval: [4.5] shall give direct access to a stairway from where the
• fire division/ insulation plan showing designation of embarkation deck or the open deck can be reached.
each space, including information to applied materials Stairways shall have a clear width of at least 0,80 m. Clear
and constructions width means between bulkheads and/or handrails.
• ventilation plan
Emergency exits shall have a clear dimension of not less
• escape way plan than (0,70 x 0,70) m2 or diameter of at least 0,7 m. They
• sprinkler system. shall open in the direction of escape and be marked on
both sides.
3.2 Fire protection in accommodation areas
3.2.5 Ventilation system
3.2.1 General All parts of the system shall be made of non-combustible
All insulation materials, bulkheads, linings, ceilings and material, except that short ducts applied at the end of the
draught stops shall be of at least approved non-combustible ventilation device may be made of a material which has
material. low-flame spread characterisitics (see Note 1).
Primary deck coverings and surface materials shall be of an Ventilation ducts are to be subdivided by approved fire
approved type. dampers analogously to the requirements of [3.2.3] (first-
paragraph). Penetrations through stairway boundaries are
3.2.2 Integrity of bulkheads and decks also to be provided with approved fire dampers.
Bulkheads between cabins shall be of approved type B-0 Fire dampers are to be so designed that they can be oper-
and to corridors of approved type B-15. ated locally from both sides of the division.
Where a sprinkler system is fitted, the corridor bulkheads Note 1: Reference is made to the Fire Test Procedure Code, Annex
may be reduced to approved type B-0. 1, Part 5, adopted by IMO by Resolution MSC.61(67).
Corridor bulkheads shall extend from deck to deck unless a

continuous B-class ceiling is fitted on both sides of the bulk-
3.3 General water fire extinguishing system
head in which case the corridor bulkhead may terminate at
3.3.1 Passenger vessels over 40 m LWL and passenger ves-
the continuous ceiling.
sels with cabins for passengers over 25 m LWL are subject to
All stairways are to be of steel frame or other non-combusti- the additional requirements of [3.3.2] to [3.3.5].
ble construction.
Stairways connecting more than two decks are to be 3.3.2 It must be possible to project at least two jets of water
enclosed by at leat class B bulkheads. Stairways connecting simultaneously on any part of the vessel from two different
only two decks need to be protected at least at one deck hydrants using for each a single length of hose not more
level by class B bulkheads. Doors shall have the same fire than 20 m long. The length of throw must be at least 12 m
resistance as the bulkheads in which they are fitted. with a nozzle diameter of 12 mm.
Where class A and B divisions are penetrated for the pas- 3.3.3 The minimum capacity of the fire pump is to be
sage of cables, pipes, trunks, ducts etc. or for the fitting of 20 m 3/h.
ventilation terminals, lighting fixtures and similar devices,
arrangements shall be made to ensure that the fire resis- 3.3.4 If the fire pump is located in the engine room, a sec-
tance is not impaired. ond power-driven fire pump must be provided outside the
engine room. The pump drive must be independent of the
3.2.3 Internal subdivision engine room, and the pump capacity must conform to the
The vessel shall be subdivided into sections of not more preceding requirements [3.3.2] and [3.3.3].
than 40 m length by class A divisions. The doors shall be of Connections in the piping system with the engine room
self-closing type or shall be capable of remote release from must be capable of being shut off from outside at the point
the bridge and individually from both sides of the door. Sta- of entry into the engine room.
tus of each fire door (open/ closed position) shall be indi-
A portable pump may be accepted, provided that a perma-
cated on the bridge.
nently installed pump is available in the engine room.
Galleys and control stations shall be separated from adja-
cent spaces by class A divisions. Machinery spaces are to be 3.3.5 Two fire hoses with dual-purpose nozzles are to be
separated from accommodation areas by class A divisions. located in hose boxes in both fore ship and aft ship. Further
Doors fitted therein shall have the same fire resistance and fire hoses may be required depending on the size and struc-
shall be self-closing and reasonable gastight. tural features of the vessel.

Pt D, Ch 2, Sec 4
3.4 Portable fire extinguisher a) navigation and signalling lights
3.4.1 One additional fire extinguisher is to be provided for: b) sound devices such as tyfon
• each unit of 120 m2, or part thereof, of the gross floor c) emergency lighting
area of public rooms, dining rooms and day rooms
d) radio installations
• each group of 10 cabins, or part thereof.
e) alarm systems for vessel’s safety
3.4.2 Galleys and shops shall depending on their size and
f) public address system (general alarm)
contents be provided with additional fire extinguishers.
g) telecommunication systems essential to safety and the
3.4.3 These additional fire extinguishers are to be located operation of the vessel
in such a way that a fire extinguisher is at all times accessi-
ble in the immediate vicinity of any position. h) emergency searchlights
i) fire detection system

j) sprinkler systems and other safety installations.
3.5.1 Machinery spaces containing internal combustion
engines used for propulsion and oil fired boilers shall be 4.3.2 Emergency source of electrical power
provided with a fixed fire extinguishing system in compli-
ance with Pt C, Ch 1, Sec 8, [3]. a) A generator set with both fuel supply and cooling sys-
tem independent of the main engine which starts auto-
Where installed, automatic pressure water spraying systems matically in the event of a network failure and can
for the passenger area must be ready for operation at all automatically take over the power supply within 30 s.
times when passengers are on board. No additional mea-
sures on the part of the crew must be needed to actuate the b) A storage battery which automatically assumes the
system. power supply in the event of a network failure and is
capable of supplying the aforementioned consumers for
the specified period without recharging and without an
4 Electrical installations inadmissible voltage drop.
4.1 General 4.3.3 Installation
4.1.1 Application Emergency generator sets, emergency storage batteries and

the relevant switchgear are to be installed outside the
Cabin vessels and day trip vessels (LWL≥ 25 m) are required
machinery space, the machinery casings and the main gen-
to comply with this Article in addition to the requirements erator room. They are to be separated from these spaces by
stated under Part C, Chapter 2. fire retardant and watertight bulkheads so that the emer-
Relaxations of these rules may be allowed for ferries and gency power supply will not be impaired in the event of a
day passenger vessels. fire or other accident in the machinery space.
The emergency power supply must remain fully serviceable

4.2 Generator plant with a permanent list of 22,5° and/or a trim of 10°.
4.2.1 At least two separate independent main generator Facilities are to be provided for the periodical operational
plants are to be provided for the supply to the electrical testing of all items of equipment serving the emergency
equipment. The prime mover system and the generator out- power supply system including especially the automatic
put shall be such that, if any generator set fails or is taken switchgear and starting equipment. Such tests must be pos-
out of service, the remaining capacity is sufficient to meet sible without interference with other aspects of the vessel’s
the requirements of running service and manoeuvring. operation.
4.3 Emergency power supply and emer- 4.4 Alarm and communication systems
gency lighting
4.4.1 Fire detection and alarm system
4.3.1 General
All day rooms normaly accessible to passengers and crew
An emergency source of electrical power independent of as well as galleys and machinery spaces are to be moni-
the main power supply is to be provided which is capable tored by a type tested, automatic fire detection and alarm
of feeding the electrical systems and consumers essential to system.
the safety of passengers and crew. The feeding time
depends on the purpose of the vessel and should be agreed a) Detectors are to be grouped into separate sections, each
with the national Authority, but shall not be less than half an of which shall not comprise more than one main fire
hour. The power supply to the following systems is in spe- zone or one watertight division and not more than two
cial relevant to the safety of passengers and crew: vertically adjacent decks.

Pt D, Ch 2, Sec 4
If the fire detection system is designed for remote and 4.5 Intercommunications
individual identification of detectors, several decks in
one main fire zone respectively one watertight division 4.5.1 Intercommunications from the bridge
may be monitored by the same detector loop. The Where no direct means of communication exist between
detector loop shall be so arranged, that in the event of a the bridge and the:
damage (wire break, short circuit, etc.) only a part of the • crew's day rooms
loop becoms faulty. • service spaces
Smoke detectors shall be used in passage ways, stair- • engine room (control platform)
ways and escape routes. Heat detectors shall be used in • foreship and aftship,
cabins in the accommodation area. Flame detectors
shall only be used in addition to the other detectors. a suitable intercommunications system is to be provided.
The general telephone system can be approved for this pur-
b) The blowout of a fire and the area concerned are to be pose provided it is guaranteed that the bridge/engine link
signalled automatically to a permanently manned sta- always has priority and that existing calls on this line
tion. between other parties can be interrupted.
c) The requirements of items a) and b) are deemed to be Where a telephone system is used, the engineer's alarm
met in the case of spaces protected by an automatic may be dispensed with provided that two-way communica-
pressure water-spraying system designed in accordance tion is possible between the machinery space and the engi-
with Pt C, Ch 1, Sec 8, [3.1]. neers' accommodation.
d) Manually operated call points are to be provided in 4.5.2 Public address systems
addition to the automatic system: Vessels with a length LWL of 40 m and over and vessels
intended for more than 75 passengers must be equipped
• in passageways, enclosed stairways and at lifts
with loudspeakers capable of reaching all the passengers.
• in saloons, day rooms and dining rooms
• in machinery spaces, galleys and spaces with a simi- 4.6 Fire door and watertight door closure
lar fire hazard. indicators
The manually operated call points shall be spaced not 4.6.1 The door release panel on the bridge or in the perma-
more than 10 m apart, however at least one call point nently manned safety station shall be equipped with indica-
shall be available in every watertight compartment. tors signalling the closure and the opening of fire doors or
watertight doors.
e) The alarm set off by a manual call point shall be trans-
mitted only to the rooms of the vessel's officers and
4.7 Lighting sytems
crew and must be capable of being cancelled by the
vessel's officers. Manual call points are to be safe- 4.7.1 Construction and extent of the main lighting
guarded against unintended operation. system
There is to be a main lighting system supplied by the main
4.4.2 Passenger alarm system source of electrical power and illuminating all parts of the
Passenger vessels with cabins must be equipped with a pas- ship normally accessible to the passengers and crew. This
senger alarm system. This must be capable of being actu- system is to be installed in accordance with Pt C, Ch 2, Sec
ated from the wheelhouse and a permanently manned 10.
station. The alarm must be clearly perciptible in all rooms 4.7.2 Construction and extent of the emergency
accessible to passengers. The alarm actuator has to be safe- lighting system
guarded against unintended operation.
a) Construction
An emergency lighting system is to be installed, the
4.4.3 Crew alarm system
extent of which shall conform to b).
Passenger vessels with cabins must be equipped with a The power supply and the duration of the supply shall
crew alarm system in each cabin, in alleyways, lifts and conform to [4.3].
stairwells, such that the distance to the next actuator is not
As far as practicable the emergency lighting system shall
more than 10 m, but at least one actuator every watertight
be installed in a manner, that it will not be rendered
compartment; in crew mess rooms, engine rooms, kitchens
unserviceable by a fire or other incident in rooms in
and similar fire hazard rooms.
which the main source of electrical power, any associ-
ated transformers, the main switchboard and the main
4.4.4 Engineer’s alarm lighting distribution panel are installed.
An engineer's alarm is to be provided enabling the machin- The emergency lighting system shall be cut in automati-
ery personnel to be summoned in their quarters from the cally following a failure of the main power supply. Local
engine room should this be rendered necessary by the switches are to be provided only where it may be neces-
arrangement of the machinery space in relation to the engi- sary to switch off the emergency lighting (e.g. in the
neers' accommodation. wheelhouse).

Pt D, Ch 2, Sec 4
Emergency lights must be marked as such for ease of b) during the voyage:
identification.
100% passengers, 50% fuel and fresh water, 50% waste
b) Extent water
Adequate emergency lighting must be provided in the c) at the end of the voyage:
following areas:
100% passengers, 10% fuel and fresh water, 98% waste
• positions at which collective life-saving appliances water;
are stored and at which they are normally prepared
for use d) unladen vessel:
• escapes, exits, connecting passageways, lifts and no passengers, 10% fuel and fresh water, no waste
stairways in the accommodation area water.
• marking indicating escapes and exits For all standard load conditions, the ballast tanks shall be
• machinery spaces and their exits considered as either empty or full in accordance with nor-
mal operational conditions.
• wheelhouse
• space of the emergency power source As a precondition for changing the ballast whilst under way,
the requirement of [5.2.3], item d), shall be proved for the
• locations of fire extinguishers and fire pumps
following load condition:
• rooms in which passengers and crew assemble in an
• 100% passengers, 50% fuel and fresh water, 50% waste
emergency.
water, all other liquid (including ballast) tanks are con-
c) If a vessel is divided into main fire zones, at least two sidered filled to 50%.
circuits are to be provided for the lighting of each main
fire zone, and each of these must have its own power 5.2.3 Intact stability criteria
supply line. One circuit shall be supplied from the
The proof of adequate intact stability by means of a calcula-
emergency power source. The supply lines are to be so
tion shall be produced using the following intact stability
located that, in the event of a fire in one main fire zone,
criteria, for the standard load conditions mentioned in
the lighting in the other zones is as far as practicable
[5.2.2], items a) to c):
maintained.
a) the maximum righting lever arm hmax shall occur at a list
4.7.3 Final subcircuits angle of ϕmax ≥ (ϕmom + 3°) and must not be less than
In the important spaces mentioned below the lighting shall 0,20 m. However, in case ϕf < ϕmax the righting lever
be supplied by at least two different circuits: arm at the downflooding angle ϕf must not be less than
• passageways 0,20 m
• stairways leading to the boat deck, and public spaces b) the downflooding angle ϕf must not be less than
and day rooms for passengers and crew ϕmom + 3°
• large galleys. c) the area A under the curve of the righting lever arm
The lamps are to be so arranged that adequate lighting is shall, depending on the position of ϕf and ϕmax , reach at
maintained even if one of the circuits fails. least the values given in Tab 3, where:
ϕ : List angle
5 Buoyancy and stability ϕf : List angle, at which openings in the hull, in
the superstructure or deck houses which
5.1 General cannot be closed so as to be weathertight,
submerge
5.1.1 General requirements of Ch 4, Sec 6, [1.2] to Ch 4, ϕmax : List angle at which the maximum righting
Sec 6, [1.5] are to be complied with. lever arm occurs
ϕmom : Maximum list angle defined under item e)
A : Area beneath the curve of the righting lever
5.2.1 General arms
Proof of appropriate intact stability of the vessel shall be fur- d) the metacentric height at the start, GM0, corrected by
nished. All calculations shall be carried out free to trim and the effect of the free surfaces in liquid tanks, shall not be
sinkage. less than 0,15 m
5.2.2 Standard load conditions e) in each of the following two cases the list angle ϕmom
The intact stability shall be proven for the following stan- shall not be in excess of the value of 12°:
dard load conditions: • in application of the heeling moment due to passen-
a) at the start of the voyage: gers and wind according to [5.2.4] and [5.2.5]
100% passengers, 98% fuel and fresh water, 10% waste • in application of the heeling moment due to passen-
water gers and turning according to [5.2.4] and [5.2.6]

Pt D, Ch 2, Sec 4
f) for a heeling moment resulting from moments due to of the deck at 1/2 LWL , ignoring any deck curvature and
passengers, wind and turning according to [5.2.4], assuming a weight of 0,075 t per person.
[5.2.5] and [5.2.6], the residual freeboard shall be not A detailed calculation of deck areas which are occupied by
less than 200 mm persons may be dispensed with if the following values are
g) for vessels with windows or other openings in the hull used:
located below the bulkhead decks and not closed • y=B/2
watertight, the residual safety clearance shall be at least
100 mm on the application of the heeling moments • for day trip vessels: P = 1,1 ⋅ nmax ⋅ 0,075
resulting from item e). for cabin vessels: P = 1,5 ⋅ nmax ⋅ 0,075
5.2.4 Moment due to crowding of passengers where:
The heeling moment MP, in t.m, due to one-sided accumu- nmax : Maximum permitted number of passengers.
lation of persons is to be calculated according to the follow-
5.2.5 Moment due to lateral wind pressure
ing formula:
The moment MW, in t.m, due to lateral wind pressure is to
M P = Py = ∑P y i i
be determined by the following formula:
MW =0,1 PWD AW (lW + T / 2)
where:
where:
P : Total weight of persons on board, in t, calcu-
lated by adding up the maximum permitted PWD : Specific wind pressure, in kN/m2, defined in Tab
number of passengers and the maximum num- 2
ber of shipboard personnel and crew under nor- AW : Lateral area above water, in m 2
mal operating conditions, assuming an average lW : Distance, in m, of the centre of gravity of area
weight per person of 0,075 t AW, from the draught mark.
y : Lateral distance, in m, of center of gravity of
total weight of persons P from center line Table 2 : Specific wind pressure PWD
Pi : Weight of persons accumulated on area Ai, in t:
Range of navigation PWD, in kN/m2
Pi = 0,075 ni Ai
IN(1,2), IN(2) 0,4 n
where:
IN(0), IN(0,6) 0,25
Ai : Area, in m2, occupied by persons
ni : Number of persons per square meter 5.2.6 Turning circle moment
for free deck areas and deck areas The moment Mdr , in t.m, due to centrifugal force caused by
with movable furniture: ni = 4 the turning circle, is to be determined by the following for-
for deck areas with fixed seating fur- mula:
niture such as benches, ni shall be
0, 0 45 CB v ∆ 
2
T
calculated by assuming an area of Mdr = --------------------------------- KG – --- 
L WL  2
0,45 m in width and 0,75 m in seat
depth per person If not known, the block coefficient CB is to be taken as 1,0.
yi : Lateral distance, in m, of geometrical center of For passenger vessels with special propulsion systems (rudder-
area Ai from center line. propeller, water-jet, cycloidal-propeller and bow-thruster),
The calculation shall be carried out for an accumulation of Mdr shall be derived from full-scale or model tests or else from
persons both to starboard and to port. corresponding calculations.
The distribution of persons shall correspond to the most

unfavourable one from the point of view of stability. Cabins
shall be assumed unoccupied for the calculation of the per- 5.3.1 Proof of appropriate damage stability of the vessel
son moment. shall be furnished by means of a calculation based on the
For the calculation of the loading cases, the centre of gravity method of lost buoyancy. All calculations shall be carried
of a person should be taken as 1 m above the lowest point out free to trim and sinkage.
Table 3 : Values of area A under the curve of righting lever arm
Case A, in m.rad
1 ϕmax ≤ 15° or ϕf ≤ 15° 0,05 to angle ϕ = ϕmax or ϕ = ϕf
2 15° < ϕmax < 30° ϕmax ≤ ϕf 0,035 + 0,001 (30 − ϕmax) to angle ϕmax
3 15° < ϕf < 30° ϕmax > ϕf 0,035 + 0,001 (30 − ϕf) to angle ϕf
4 ϕmax ≥ 30° and ϕf ≥ 30° 0,035 to angle ϕ = 30°

Pt D, Ch 2, Sec 4
Table 4 : Extent of damage, in m
Dimension of the damage 1-compartment status 2-compartment status

Side damage longitudinal l 0,1 LWL ≥ 4 0,05 LWL ≥ 2,25
transverse b B/5 0,59
vertical h from vessel bottom to top without delimitation
Bottom damage longitudinal l 0,1 LWL ≥ 4 0,05 LWL ≥ 2,25
transverse b B/5
vertical h 0,59; pipework shall be deemed intact (1)
(1) Where a pipework system has no open outlet in a compartment, the pipework shall be regarded as intact in the event of this
compartment being damaged, if it runs within the safe area and is more than 0,50 m off the bottom of the vessel.
5.3.2 Buoyancy of the vessel in the event of flooding shall Table 5 : Permeability values, in %
be proven for the standard load conditions specified in
[5.2.2]. Accordingly, mathematical proof of sufficient stabil- Spaces µ
ity shall be determined for the three intermediate stages of
Lounges 95
flooding (25%, 50% and 75% of flood build-up) and for the
final stage of flooding. Engine and boiler rooms 85
Luggage and store rooms 75
5.3.3 Assumptions
Double bottoms, fuel bunkers and other 0 or 95 %
In the event of flooding, assumptions concerning the extent tanks, depending on whether, according to
of damage given in Tab 4 shall be taken into account. their intended purpose, they are to be
assumed to be full or empty for the vessel
a) For 1-compartment status the bulkheads can be floating at the plane of maximum draught
assumed to be intact if the distance between two adja-
cent bulkheads is greater than the damage length. Lon- 5.3.4 Damage stability criteria
gitudinal bulkheads at a distance of less than B / 3
measured rectangular to centre line from the shell plat- a) For all intermediate stages of flooding referred to in
ing at the maximum draught plane shall not be taken [5.3.2], the following criteria shall be met:
into account for calculation purposes.
• the angle of heel ϕ at the equilibrium position of the
b) For 2-compartment status each bulkhead within the intermediate stage in question shall not exceed 15°
extent of damage will be assumed to be damaged. This
• Beyond the inclination in the equilibrium position of
means that the position of the bulkheads shall be
the intermediate stage in question, the positive part
selected in such a way as to ensure that the passenger
of the righting lever arm curve shall display a right-
vessel remains buoyant after flooding of two or more
ing lever arm value of GZ ≥ 0,02 m before the first
adjacent compartments in the longitudinal direction.
unprotected opening becomes immersed or an
c) The lowest point of every non-watertight opening (e.g. angle of heel ϕ of 25° is reached
doors, windows, access hatchways) shall lie at least
• non-watertight openings shall not be immersed
0,10 m above the damage waterline. The bulkhead deck
before the inclination in the equilibrium position of
shall not be immersed in the final stage of flooding.
the intermediate stage in question has been reached.
d) Permeability is assumed to be 95%. If it is proven by a
b) During the final stage of flooding, the following criteria
calculation that the average permeability of any com-
shall be met (see Fig 1) taking into account the heeling
partment is less than 95%, the calculated value can be
moment due to passengers in accordance with [5.2.4]:
used instead.
• the angle of heel ϕE shall not exceed 10°
The values to be adopted shall not be less than those
given in Tab 5. • beyond the equilibrium position the positive part of
the righting lever arm curve shall display a righting
e) If damage of a smaller dimension than specified above
lever arm value of GZR ≥ 0,02 m with an area
produces more detrimental effects with respect to listing
A ≥ 0,0025 m⋅rad. These minimum values for stabil-
or loss of metacentric height, such damage shall be
taken into account for calculation purposes. ity shall be met until the immersion of the first
unprotected opening or in any case before reaching
an angle of heel ϕm ≤ 25°

Pt D, Ch 2, Sec 4
Lever GZ [m] Figure 1 : Proof of damage stabiity (final stage of flooding)
ϕE ≤ 10°
A ≥ 0,0025 m.rad
≥ 0,02m
GZR
GZK (Level due to
passenger moment)
0 Angle of heel ϕ [°]

First unprotected opening
in the water, but ϕm ≤ 25°
Equilibrium in
flooded Equilibrium in flooded
condition condition due to
passenger moment
• non-watertight openings shall not be immersed b) the residual freeboard according to [5.2.3] f).
before the trimmed position has been reached; if The freeboard shall be at least 300 mm.
such openings are immersed before this point, the
rooms affording access are deemed to be flooded for 5.4.3 The plane of maximum draught is to be set so as to
damage stability calculation purposes. ensure compliance with the safety clearance according to
[5.4.1], and the freeboard according to [5.4.2].
5.3.5 The shut-off devices which shall be able to be closed
watertight shall be marked accordingly. 5.4.4 For safety reasons, the Society may stipulate a greater
5.3.6 If cross-flood openings to reduce asymmetrical flood- safety clearance or a greater freeboard.
ing are provided, they shall meet the following conditions:
a) for the calculation of cross-flooding, IMO Resolution 6 Design loads
A.266 (VIII) shall be applied
b) they shall be self-acting 6.1 Pressure on sides
c) they shall not be equipped with shut-off devices
6.1.1 The design lateral pressure at any point of the hull
d) the total time allowed for compensation shall not sides is to be obtained from the following formulae:
exceed 15 minutes.
pE = 9,81 (T − z + 0,6 n) for z ≤ T
5.4 Safety clearance and freeboard pE = MAX (5,9 n ; 3) + pWD for z > T
where:
5.4.1 Safety clearance
The safety clearance shall be at least equal to the sum of: pWD : Specific wind pressure, in kN/m 2, defined in Tab
2.
a) the additional lateral immersion, which, measured on
the outside plating, is produced by the permissible angle
of heel according to [5.2.3] e) , and 6.2 Pressure on sides and bulkheads of
superstructures and deckhouses
b) the residual safety clearance according to [5.2.3] g).
For vessels without a bulkhead deck, the safety clearance 6.2.1 The lateral pressure to be used for the determination
shall be at least 500 mm. of scantlings of structure of sides and bulkheads of super-
structures and deckhouses is to be obtained, in kN/m 2, from
5.4.2 Freeboard
the following formula:
The freeboard shall correspond to at least the sum of:
p = 2 + pWD
a) the additional lateral immersion, which, measured on
the outside plating, is produced by the angle of heel where, pWD is the specific wind pressure, in kN/m2, defined
according to [5.2.3] e), and in Tab 2.

Pt D, Ch 2, Sec 4
6.3 Pressure on decks ϕ : Angle of list up to which no non-watertight

opening to a non-flooded compartment reaches
6.3.1 The pressure due to load carried on decks is to be the water level, to be derived from damaged sta-
defined by the Designer and, in general, it may not be taken bility calculation
less than the values given in Tab 6. Where this value is not known, ϕ is to be taken
equal to 12°
Table 6 : Pressure on decks pWD : Specific wind pressure, in kN/m2, defined in Tab
2
Item p, in kN/m2 hi : Height, in m, of tier i of superstructure (see Fig
Weather deck 3,75 (n + 0,8) 2)
Exposed deck of superstructure or deckhouse: bi : Width, in m, of tier i of superstructure.
• first tier (non public) 2,0 6.4.3 Structural horizontal load

• upper tiers (non public) 1,5 The structural horizontal load, in kN, between successive
• public 4,0 gantries or transverse bulkheads, acting on deck i is given
by the formula:
Accommodation compartments:
• large spaces, such as: 4,0 PSi = 9,81 mSi sin ϕ
restaurants, halls, cinemas, lounges, where:
kitchen, service spaces, games and hob- mSi : Structural mass, in t, of tier i of superstructure,
bies rooms, hospitals between successive gantries or bulkheads.
• cabins 3,0 The following indicated value may be adopted:
• other compartments 2,5 mSi = 0,08 S hi bi
6.4 Loads due to list and wind action 6.4.4 Non structural horizontal load
The non structural horizontal load, in kN, between succes-
6.4.1 General sive gantries or transverse bulkheads, acting on deck i is
given by the formula:
The loads inducing the racking in vessel superstructures
above deck 1 (see Fig 2) are as follows: PCi = pi S bi sin ϕ
• structural horizontal load PS where:

pi : Design pressure on deck i, in kN/m2, defined in
• non structural horizontal load PC Tab 6.
• wind load PW.
6.4.5 Wind load
6.4.2 Definitions The wind load, in kN, between successive gantries or trans-
verse bulkheads, acting on deck i is given by the formula:
The following parameters are used for the determination of
PW = pWD S (hi + hi+1) / 2
loads inducing racking:
Figure 2 : Height and location of tier i 6.5 Inertial loads

6.5.1 General
For range of navigation higher than IN(1,2) the following
inertial loads inducing racking in vessel superstructures
above deck 1 (see Fig 2) are to be taken into account:
• structural horizontal load, PSR , induced by roll accelera-
tion
• non structural horizontal load, PCR , induced by roll
deck i
tier i acceleration.
zi
hi 6.5.2 Definitions
Following parameters are used for the determination of iner-
tial loads inducing racking:
hi : Height, in m, of tier i of superstructure (see Fig
deck 1 2)
z1
bi : Width, in m, of tier i of superstructure
zi : Height, in m, of deck i above base line (see Fig
2)

Pt D, Ch 2, Sec 4
zG : Height, in m, of rolling centre above base line 7 Hull girder strength

zG may be considered as the vertical centre of
gravity when no information is available 7.1 Basic criteria
TR : Roll period, in s:
7.1.1 Superstructure efficiency
0, 77B
T R = ----------------- The superstructure efficiency indicating the contribution
GM
degree of a superstructure to the hull girder strength, may
GM : Distance, in m, from the vessel’s centre of grav- be defined as the ratio of actual stress at the superstructure
ity to the transverse metacentre, for the loading neutral axis, σ1’, to the hull girder stress at the same point σ,
considered; when GM is not known, its value computed as if the hull and the superstructure behaved as a
may be determined using the following formula: single beam.
GM = 0,07 B σ1 ′
Ψ = -------
θR : Roll angle, in radian: σ1
θR = ϕ The superstructure efficiency ψ may be determined using

the formula:
ϕ : Angle of list, in radian, defined in [6.4.2]
aR : Roll acceleration, in m/s2: Ψ = 0,425 χ − 0,0454 χ
40θ R ( z i – z G ) where:
a R = ---------------------------------
-
T R
2
χ : Dimensionless coefficient defined as:
χ = 100 j λ ≤ 4,5
6.5.3 Structural horizontal inertial load
λ : Superstructure half length, in m
The structural horizontal inertial load, in kN, between suc-
cessive gantries or transverse bulkheads, acting on deck i is j : Parameter, in cm, defined as:
given by the formula:
1 Ω-
- ⋅ --------
----------------------------
j =
PSRi = m Si aR 1 1 2, 6
----------- + -----------
A S H 1 A S He
where:
mSi : Structural mass, in t, defined in [6.4.3]. ASH1, ASHe: Independent vertical shear areas, in cm2, of hull
and superstructure, respectively
6.5.4 Non structural horizontal inertial load Ω : Parameter, in cm−4 , defined as:
The non structural horizontal inertial load, in kN, between
( A 1 + A e ) ( I1 + Ie ) + A 1 A e ( e1 + ee )
2
successive gantries or transverse bulkheads, acting on deck Ω = ------------------------------------------------------------------------------------
-
( A 1 + A e )I 1 I e + A 1 A e ( I 1 e e + I e e 1 )
2 2
i is given by the formula:
p i Sb i aR A 1, A e : Independent sectional areas, in cm2, of hull and

P CRi = ------------------
- superstructure, respectively, determined in com-
9, 81
pliance with Pt B, Ch 4, Sec 3, [2]
where:
I1, Ie : Independent section moments of inertia, in cm4,
pi : Design pressure on deck i, in kN/m 2, defined in of hull and superstructure, respectively, deter-
Tab 6. mined in compliance with Pt B, Ch 4, Sec 3,
See also Pt B, Ch 3, Sec 3, [5.6.4]. [2], about their respective neutral axes
e 1, e e : Vertical distances, in cm, from the main (upper)
6.6 Loads induced by collision deck down to the neutral axis of the hull and up
to the neutral axis of the superstructure respec-
6.6.1 In the case of sensitive superstructures, the Society tively (see Fig 3).
may require the structure to be checked against collision An erection with large side entrances is to be split into sub-
induced loads.The values of the longitudinal and transverse erections. The formulas given hereabove are, therefore, to
accelerations, in m/s2, are to be taken not less than: be applied to each individual sub-erection.
• longitudinal acceleration: a = 3,0 m/s2 In the case of a multi-tier superstructure, the procedure is to
• transverse acceleration: a = 1,5 m/s 2 be applied progressively to each tier i until ψ is less than
0,95, considering that the hull girder extends up to the
superstructure deck (i − 1).
6.7 Hull girder loads
If the superstructure material differs from that of the hull, the
6.7.1 The design bending moments in hogging and sagging geometric area Ae and the moment of inertia Ie must be
conditions and the vertical design shear force are to be reduced according to the ratio Ee / E1 of the respective mate-
determined according to Part B, Chapter 4. rial Young moduli.

Pt D, Ch 2, Sec 4
Figure 3 : Parameters determining the intermediate bulkheads and the greatest possible number of
superstructure efficiency continuous and complete gantries.
λ λ Scantlings of primary structural members contributing to the
transverse strength of superstructures are to be supported by
NAe direct calculation, according to guidance defined in [8.4].
ee
NA1 e1 8.4 Racking analysis
8.4.1 General
The racking analysis is performed for checking strength of
7.1.2 Strength deck structure against lateral horizontal loads due to list and
The deck of a superstructure extending within the central wind action defined in [6.4] and, eventually, to inertial
part of the vessel may be considered as a strength deck if its loads induced by vessel motion.
efficiency, determined according to [7.1.1] is at least The racking analysis is to be performed where no complete
ψ = 0,95. transverse bulkheads efficiently restrain the transverse
loads.
7.1.3 Hull girder section modulus
The hull girder section modulus to be used for the hull 8.4.2 Analysis methodology
scantling, is to be determined in compliance with Pt B, Ch The following methodology is to be followed for checking
4, Sec 3, considering the strength deck located just above strength of structure above the lowest deck (so called
the load waterline. deck 1 in Fig 2):
a) Calculation of transverse forces
8 Scantlings • determination of structural horizontal load on each
deck, above deck 1, according to [6.4.3] and, even-
tually, [6.5.3]
8.1 General
• determination of non structural horizontal load on
8.1.1 The hull scantlings are to be as specified in Part B, each deck, above deck 1, according to [6.4.4] and,
Chapter 5. eventually, [6.5.4]
• determination of wind load on each deck above
8.2 Additional requirements deck 1 according to [6.4.5]
b) Distribution of transverse forces
8.2.1 Primary supporting members
• distribution of these loads on vertical structural
The design pressure of bottom primary supporting members members efficiently acting against racking
is to be determined using γ = 1 for the draught coefficient.
c) Analysis of transverse structures.
8.2.2 Catamarans
8.4.3 Checking criteria
Scantlings of primary structural members contributing to the
It is to be checked that the normal stress σ, the shear stress τ
transverse bending strength and torsional strength are to be
and the equivalent stress σVM are in compliance with the
supported by direct calculations carried out according to Pt
following formulae:
B, Ch 2, Sec 5.
0, 98R e H
Special attention is to be paid to the staggering of resistant --------------------- ≥ σ
γR
members in the two hulls.
0, 49R e H
A method for the determination of scantlings of deck beams --------------------- ≥ τ
γR
connecting the hulls of a catamaran subject to torsional
moment is given in Pt B, Ch 2, App 4. 0, 98R e H
--------------------- ≥ σ VM
γR
Any other agreed method of calculation may be accepted
by the Society. where:
ReH : Minimum yield stress, in N/mm2, of the material
8.3 Superstructures γR : Partial safety factor covering uncertainties
regarding resistance, to be taken equal to 1,20.
8.3.1 The arrangement and scantlings of superstructures are
to be in compliance with Pt B, Ch 6, Sec 4. 8.5 Scantling of window stiles
Contributing superstructures are also to be in compliance
with applicable requirements of Part B, Chapter 5. 8.5.1 General
The geometric characteristics of the hull girder to be used
8.3.2 Transverse strength for the scantling of window stiles are to be determined in
The existing constructive dispositions must ensure an effec- compliance with Pt B, Ch 4, Sec 3, assuming that the hull
tive transverse strength of the superstructures and deck- girder extends up to the uppermost contributing superstruc-
houses notably the end bulkheads, the partial or complete ture deck.

Pt D, Ch 2, Sec 4
8.5.2 Forces in the window stile µ : Net static moment, in cm3, with respect to the
a) Local shear force, in kN hull girder neutral axis, of the part including lat-
eral strip of plate and all contributing tiers of
• In general:
superstructure located above the window con-
100 ⋅ ψ ⋅ T S ⋅ µ sidered
-⋅l
F = -----------------------------------
2⋅I
w1 : Net hull girder section modulus in way of the
• In way of highest contributing superstructure deck: superstructure deck considered, in cm3, with
100 ⋅ ψ ⋅ T S ⋅ A respect to the hull girder neutral axis
-⋅l
F = ------------------------------------
2 ⋅ w1 Α : Net sectional area of the superstructure deck
considered, in cm2, including lateral strip of
b) Maximum local bending moment, in kN.m
plating above windows
F⋅h
M B = ---------- h : Window height, in m
2
l : Distance, in m, between centres of two succes-
where:
sive windows.
TS : Shear force, in kN, to be determined according
to Pt B, Ch 4, Sec 2, [3.1.1] 8.5.3 Checking criteria
I : Net hull girder moment of inertia, in cm4, with It is to be checked that the stresses in the window stile are in
respect to the hull girder neutral axis compliance with [8.4.3].

Pt D, Ch 2, Sec 5
SECTION 5 TUGS AND PUSHERS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, 2.3 Hull protection
[1]
t : Net thickness, in mm, of plating 2.3.1 Fenders
k : Material factor defined in Pt B, Ch 2, Sec 1, A strong fender for the protection of the tug’s sides is to be
[2.4] and Pt B, Ch 2, Sec 1, [3.2]. fitted at deck level.
Alternatively, loose side fenders may be fitted, provided that
1 General they are supported by vertical ordinary stiffeners extending
from the lightship waterline to the fenders themselves.
1.1 Application
3 Hull scantlings
1.1.1 Vessels complying with the requirements of this Sec-
tion are eligible for the assignment of the type and service
notation Tug or Pusher, as defined in Pt A, Ch 2, Sec 2, 3.1 General
[7.1.1] or Pt A, Ch 2, Sec 2, [7.1.2].
3.1.1 The scantlings of the hull structure are to be deter-
1.1.2 Vessels dealt with in this Section are to comply with mined in compliance with Part B, Chapter 5, taking into
the requirements stated under Part A, Part B and Part C, as account additional requirements defined in [3.2].
applicable, and with the requirements of this Section,
which are specific to tugs and pushers. 3.2 Additional requirements
In particular, when pushed convoy or side-by-side forma-
tion comprises a vessel carrying dangerous goods, vessels 3.2.1 Minimum net thickness of plating
used for propulsion shall meet the requirements of Ch 3, The minimum thickness of the shell plating and deck plating
Sec 1, [4] and Ch 3, Sec 1, [5], as applicable. are to be obtained from Tab 1.
1.2 Documents to be submitted Table 1 : Minimum net thickness t of plating
1.2.1 In addition to the documentation requested in Pt B, Plating t, in mm

Ch 1, Sec 2, a drawing showing the towing devices and
Decks, sides, bottom, bulkheads, t = 3,3 + 0,048 L k0,5
their installation is to be submitted for review/approval to
web of primary supporting mem-
the Society. The maximum towing force contemplated is to
bers, web of ordinary stiffeners
be mentioned on that drawing.
and other structures
Keel plate t = thickness of adjacent
2 Arrangement bottom plating
2.1 Towing devices 3.2.2 Topside structure

2.1.1 Connection with hull structures The topside structure scantlings are to be determined
according to Pt B, Ch 5, Sec 4, [4], where the minimum
On tugs towing astern, the connection of the towing hook
thickness is to be taken equal to 5 mm.
to the hull structure is to be strengthened by means of suffi-
cient framing.
On tugs using a broadside tow, the towing bitts are to be The design pressure of bottom primary supporting members
secured to stools adequately supported by web frames or is to be determined using γ = 1 for the draught coefficient.
bulkheads, the latter being located on either side of the
bitts.
4 Other structures
2.2 Pushing devices
4.1 Sternpost
2.2.1 Transom plate
Pushers are to be arranged with an efficient flat transom 4.1.1 Irrepective of the range of navigation assigned to the
plate or any other equivalent device at the fore end of the vessel, the scantlings of the sternpost are not to be less than
vessel the structure of which is to be in compliance with Pt those determined according to requirements applicable to
B, Ch 7, Sec 6. range of navigation IN(1,2).

Pt D, Ch 2, Sec 5
5 Hull outfitting 6 Machinery
5.1 Rudder
6.1 Propelling machinery
5.1.1 Irrepective of the range of navigation assigned to the
vessel, the rudder scantlings are not to be less than those 6.1.1 Propulsion systems under the bottom of the vessel are
determined according to the requirements applicable to to be protected against damage by an effective structure
range of navigation IN(1,2). around the propulsion system.

Pt D, Ch 2, Sec 6
SECTION 6 PONTOONS
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, 2.2 Lifting appliances
[1]
t : Net thickness, in mm, of plating 2.2.1 Crane position during navigation
k : Material factor defined in Pt B, Ch 2, Sec 1, For pontoons where a crane is fitted on the deck, the crane
[2.4] and Pt B, Ch 2, Sec 1, [3.2]. boom is to be lowered and efficiently secured to the pon-
toon during the voyage.
1 General
3 Scantlings
1.1 Application
3.1 General
tion are eligible for the assignment of the type and service 3.1.1 The scantlings of the hull structure are to be deter-
notation Pontoon, as defined in Pt A, Ch 2, Sec 2, [7.1.4]. mined in compliance with Part B, Chapter 5, taking into
account additional requirements defined in Ch 2, Sec 5,
1.1.2 Vessels dealt with in this Section are to comply with [3.2].
Section, which are specific to pontoons. 3.2 Additional requirements
3.2.1 Minimum net thickness of plating

The minimum thickness of the shell plating and deck plating
1.2.1 In addition to the documentation requested in Pt B, are to be obtained from Tab 1.
Ch 1, Sec 2, the following documents are to be submitted to
the Society:
Table 1 : Minimum net thickness t of plating
• cargo weight distribution on the deck
• equipment weight and distribution. Plating t, in mm
Decks, sides, bottom, bulkheads, • For L ≤ 40 m:
2 Arrangement web of primary supporting mem- t = 3,3 + 0,048 L k0,5
bers, web of ordinary stiffeners • For L > 40 m:
and other structures t = 4,8 + 0,019 L k0,5
2.1 Hull structure
Keel plate t = thickness of adjacent
2.1.1 Framing bottom plating
In general, vessels with service notation pontoon are of
flush deck single hull type, built in the longitudinal system. 3.2.2 Plating and stiffeners subjected to wheeled loads are
Longitudinal stiffening members are to be supported by to comply with Ch 2, Sec 3.
transverses arranged to form ring systems.
2.1.2 Supports for docking The design pressure of bottom primary supporting members
Adequate supports are to be fitted on the longitudinal cen- is to be determined using γ = 1 for the draught coefficient.
treline in order to carry loads acting on the structure when
the pontoons are in dry dock. In the case of primary supporting members forming a gril-
lage, the scantlings are to be determined by direct calcula-
2.1.3 Truss arrangement supporting deck loads tion as specified in Ch 2, Sec 2, [5].
Where truss arrangements may be used as supports of the
deck loads, including top and bottom girders in association 3.3 Reinforcements
with pillars and diagonal bracing, the diagonal members
are generally to have angles of inclination with the horizon- 3.3.1 Reinforcements are to be provided at places where
tal of about 45° and cross-sectional area of about 50% that the hull is heavily stressed, as the securing points of the
of the adjacent pillars. towing ropes.

Pt D, Ch 2, Sec 7
SECTION 7 VESSELS FOR DREDGING ACTIVITIES
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, • dredging equipment weight and distribution
[1] • other equipment weight and distribution.
ρ : Density of the water and spoil mixture; as a gen-
eral rule, the value of ρ may be taken not
greater than 1,8 t/m3.
2 Arrangement
1 General 2.1 Transverse rings
2.1.1 General
1.1 Application Transverse rings are to be provided abreast the hopper
spaces, spaced not more than (1,1 + 0,025 L) apart.
tion are eligible for the assignment of one of the following Rings located in the same cross section are to be connected
type and service notations, as defined in Pt A, Ch 2, Sec 2, by means of a deep floor and a strong beam at deck level.
[6.1.1] to Pt A, Ch 2, Sec 2, [6.1.4]:
2.1.2 Gusset stays for coamings
• Dredger
• Hopper dredger Gusset stays for coamings are to be fitted in way of the
transverse rings to which they are to be securely fixed.
• Hopper barge
• Split hopper barge.
2.2 Transverse and longitudinal bulkheads
the requirements stated under Part A, Part B and Part C of 2.2.1 It is recommended to provide a chafing allowance for
plates subjected to rapid wear (hopper space bulkheads,
weir, ...).
Section, which are specific to vessels for dredging activities.
1.1.3 Only ranges of navigation IN(0,6), IN(1,2) and IN(2) 2.3 Suction pipe well
may be assigned.
2.3.1 As far as the operation of the vessels permits it, the
1.1.4 Dredging equipment and installations are not cov- side compartments are to be firmly connected together
ered by these Rules. unless adequate arrangements are made and approved by
the Society.
1.2 Dredger types Longitudinal strength continuity is to be ensured. The top
and bottom of the side compartments are to be correctly
1.2.1 Hopper dredger and hopper barge
connected to elements beyond the transverse bulkheads of
Hopper dredger and hopper barge are vessels intended to
the well by means of large horizontal brackets.
carry out dredging operations and having one or several
hopper spaces in the midship region, or a suction pipe well.
2.4 Hopper space structure
1.2.2 Dredger
A dredger is a vessel intended to carry out dredging opera- 2.4.1 At the ends of the hopper space, the transverse bulk-
tions and that does not carry spoil, such as bucket dredger. heads are to extend from one side to the other of the vessel.
Where this is not the case, web rings with special scantlings
1.2.3 Split hopper barge are to be provided.
A split hopper barge is an hopper barge which opens longi-
tudinally around hinges. 2.5 Particular arrangements
1.3 Documents to be submitted 2.5.1 Dredgers

Where dredgers are likely to work in association with hop-
1.3.1 In addition to the documentation requested in Pt B, per barges, the sheerstrake is to be protected. This can be
Ch 1, Sec 2, the following documents are to be submitted to accomplished slightly below the deck by a fender efficiently
the Society: secured to the shell plating and extending at least over two-
• calculation of the maximum still water bending thirds of the vessel length. The necessary compensations are
moments to be provided in way of the break in the raised deck, if any.

Pt D, Ch 2, Sec 7
2.5.2 Bucket dredgers 4 Hull scantlings

Dangerous flooding in case of damage to shell plating by
metal debris (f.ex. anchors) is to be avoided. A watertight 4.1 Split hopper barge
compartment is to be provided at the lower part of the cais-
sons on either side of the suction pipe well in the area of the 4.1.1 Scantlings and arrangements of vessels with type and
buckets. The compartment is to be of sufficient size to allow service notation Split hopper barge will be considered on a
surveys to be carried out. case by case basis, considering the applicable requirements
of the Society’s Rules.
2.6 Shifting of the structures at ends of the 4.2 Shell plating and topside plating
hopper spaces
4.2.1 The net scantlings of the shell plating and the topside
plating are to be determined in compliance with the appli-
2.6.1 Continuity of the longitudinal members is to be
cable requirements stated under Ch 1, Sec 2 or Ch 2, Sec 6.
ensured at the ends of the hopper spaces.
The ends of the longitudinal bulkheads are to be extended 4.3 Framing structure
upwards and downwards by large brackets each having, a
rule length and width equal to about 0,25 D. 4.3.1 The net scantlings of the hull structure are to be
determined in compliance with the applicable requirements
Under the lower brackets, the bottom is to be stiffened by stated under Ch 1, Sec 2 or Ch 2, Sec 6.
means of a solid keelson extending beyond the bracket end
over three frame spaces at least. 4.3.2 Transverse rings
The ring component scantlings are to be considered by the
As a general rule, the coaming sides are to extend beyond Society on a case by case basis.
the hopper space ends over 1,5 times their height approxi- The gusset stays for coamings are to have a section modulus
mately. at the lower end level not less than that of the web frames or
the side transverses.
3 Design loads 4.3.3 Transverse web plates in the side tanks

abreast the hopper spaces
The scantlings of these web plates are to be considered by
3.1 Cargo load the Society on a case by case basis.
3.1.1 The cargo load transmitted to the hull structure is to 4.4 Rudders
be determined in compliance with Pt B, Ch 3, Sec 3, [5],
where the cargo density of the water and spoil mixture, 4.4.1 The rudder stock diameter obtained from Pt B, Ch 7,
shall not be taken less than 1,8. Sec 1 is to be increased by 5%.

Pt D, Ch 2, Sec 8
SECTION 8 LAUNCHES
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, 2.2 Additional requirements
[1]
t : Net thickness, in mm, of plating 2.2.1 Minimum net thickness of plating
k : Material factor defined in Pt B, Ch 2, Sec 1, The minimum thickness of the shell plating and deck plating
[2.4] and Pt B, Ch 2, Sec 1, [3.2]. are to be obtained from Tab 1.
1 Table 1 : Minimum net thickness t of plating
1.1 Application Plating t, in mm
1.1.1 Vessels complying with the requirements of this Sec- Decks, sides, bottom, bulkheads, t = 3,3 + 0,048 L k0,5
tion are eligible for the assignment of the type and service web of primary supporting mem-
notation Launch, as defined in Pt A, Ch 2, Sec 2, [7.1.3]. bers, web of ordinary stiffeners
and other structures
1.1.2 Vessels dealt with in this Section are to comply with Keel plate t = thickness of adjacent
the requirements stated under Part A, Part B and Part C of bottom plating
Section, which are specific to launches.
2.2.2 Topside structure
2 Hull scantlings The topside structure scantlings are to be determined

according to Pt B, Ch 5, Sec 4, [4], where the minimum
thickness is to be taken equal to 5 mm.
2.1 General
2.1.1 The scantlings of the hull structure are to be deter- 2.2.3 Primary supporting members
mined in compliance with Part B, Chapter 5, taking into The design pressure of bottom primary supporting members
account additional requirements defined in [2.2]. is to be determined using γ = 1 for the draught coefficient.

Part D
Chapter 3
TRANSPORT OF DANGEROUS GOODS
SECTION 1 GENERAL
SECTION 2 LIQUID CARGOES
SECTION 3 LIQUEFIED GASES
SECTION 4 DRY CARGOES
SECTION 5 FIRE PROTECTION AND FIRE EXTINGUISHING

APPENDIX 1 LIST OF DANGEROUS GOODS ACCEPTED FOR CARRIAGE IN
TANK VESSELS

Pt D, Ch 3, Sec 1
SECTION 1 GENERAL
1 Application 1.3.3 Despite from foregoing, the current edition of the

ADN/ADNR Regulations is always to be applied to the clas-
sification of substances and other requirements (e.g. the fill-
1.1 General
ing ratio).
1.1.1 The requirements of this Section apply to vessels
intended for the carriage of dangerous goods. 1.4 Definitions
1.1.2 Vessels dealt with in this Section are to comply with 1.4.1 Accommodation
the requirements stated under Part A, Part B and Part C, as Accommodation means spaces intended for the use of per-
applicable, and with the following specific requirements: sons normally living on board, including galleys, food
• For transport of dangerous liquid cargoes: see Ch 2, Sec stores, lavatories, washrooms, bathrooms, laundries, halls,
1 and Ch 3, Sec 2 alleyways, etc., but excluding the wheelhouse.
• For transport of liquefied gases: see Ch 2, Sec 1 and Ch
3, Sec 3 Table 1 : Classification of dangerous goods
• For transport of dangerous, dry cargoes: see Ch 3, Sec 4. Class Description
Additional measures and Regulations varying from country Class 1 Explosives
to country or from continent to continent are to be com- 1.1 Substances and articles which have a mass
plied with too. explosion hazard
1.2 Substances and articles which have a projection
1.1.3 The basis of the following requirements is the ADN hazard but not a mass explosion hazard
Regulations, Edition 2005. In any case the actual edition of 1.3 Substances and articles which have a fire hazard
Regulations for the transport of dangerous goods has to be and either a minor blast hazard or a minor
observed. For vessels not falling under ADN/ADNR, the projection hazard or both, but not a mass
Society may approve equivalent arrangements providing the explosion hazard
same level of safety. 1.4 Substances and articles which present no
significant hazard
1.2 Classification of dangerous goods 1.5 Very intensive substances which have a mass
explosion hazard
1.2.1 In UN Model Regulations dangerous goods are 1.6 Extremely intensive articles which do not have a
assigned to different classes. Each class defines one type of mass explosion hazard
dangerous goods. In some classes divisions are defined. The Class 2 Gases
numerical order of the classes and divisions is not that of 2.1 Flammable gases
the degree of danger.
2.2 Non-flammable, non-toxic gases
The classes defined in UN Model Regulations are given in 2.3 Toxic gases
Tab 1.
Class 3 Flammable liquids
Class 4 Flammable solids; substances liable to
1.3 Substances approved for carriage in spontaneous combustion; substances which, in
tankers contact with water, emit flammable gases
4.1 Flammable solids, self-reactive substances and
1.3.1 The following dangerous goods of the classes listed
solid desensitized explosives
below may be carried in tankers depending on their con-
4.2 Substances liable to spontaneous combustion
struction:
4.3 Substances which in contact with water emit
Class 2 - Gases compressed, liquefied or dissolved under flammable gases
pressure
Class 5 Oxidizing substances and organic peroxides
Class 3 - Flammable liquids 5.1 Oxidizing substances
Class 6.1 - Toxic substances 5.2 Organic peroxides
Class 8 - Corrosive substances Class 6 Toxic and infectious substances
Class 9 - Miscellaneous dangerous substances and articles. 6.1 Toxic substances
6.2 Infectious substances
1.3.2 Products listed in the Product List (see Ch 3, App 1 or
Class 7 Radioactive material
Part 3, Table C of actual ADN/ADNR Regulations) are per-
mitted to be carried in tankers complying with the Rules of Class 8 Corrosive substances
this Section. Class 9 Miscellaneous dangerous substances and articles

Pt D, Ch 3, Sec 1
Figure 1 : Cargo area

Additional part of cargo
Additional part of cargo area above deck
area above deck
3m
2m
2m
2m
r=
r=
r=
r=
r=
1m
Cofferdam vent Cofferdam vent
Main part cargo area above deck
1m
opening opening
r=
Deck Deck
Tank vent openings
Zone 1
Cargo area below deck
Pump room
ventilation operating Zone 0
Boundary line of cargo
area below deck Cofferdams Boundary line of cargo
area below deck
Zone 1
Cargo area above deck for various tankers

Tank with deck Tank vessel Vessels with independent tanks
formed by tank top with trunk deck
r=
2m
r=
Zone 1 Zone 1
2m
3m
r=
2m
Zone 1
3m
3m
Zone 1
r=
2m
3m
Zone 1
Tank Tank
Tank
Tank Tank
Zone 0
Zone 0 Zone 0 Zone 1 Zone 0
Zone 0 = inside tank

Zone 1 = cargo areas
Zone 2 = other areas
1.4.2 Bilge water 1.4.6 Cargo area of tankvessels (main part above
deck)
Bilge water means oily water from the engine room bilges,
the peak, the cofferdams and the double hull spaces. Cargo area of tankvessels (main part above deck) (When
anti-explosion protection is required - comparable to zone
1) means the space which is bounded:
1.4.3 Bulkhead
• at the sides, by the shell plating extending upwards from
Bulkhead means a metal wall, generally vertical, inside the the decks sides
vessel and which is bounded by the bottom, the side plat-
ing, a deck, the hatchway covers or by another bulkhead. • fore and aft, by planes inclined at 45° towards the cargo
area, starting at the boundary of the cargo area part
1.4.4 Cargo area of tank vessels below deck
• vertically, 3,00 m above the deck.
Cargo area of tank vessels means the whole of the following
spaces (see Fig 1).
1.4.7 Cargo area of tankvessels (additional part
above deck)
1.4.5 Cargo area of tankvessels (part below deck)
Cargo area of tankvessels (additional part above deck)
Cargo area of tankvessels (part below deck) means the (When anti-explosion protection is required, comparable to
space between two vertical planes perpendicular to the zone 1) means the spaces not included in the main part of
centre-line plane of the vessel, which comprises cargo cargo area above deck comprising 1,00 m radius spherical
tanks, hold spaces, cofferdams, double-hull spaces and segments centred over the ventilation openings of the cof-
double bottoms; these planes normally coincide with the ferdams and the service spaces located in the cargo area
outer cofferdam bulkheads or hold end bulkheads. Their part below the deck and 2,00 m spherical segments centred
intersection line with the deck is referred to as the boundary over the ventilation openings of the cargo tanks and the
of the cargo area part below deck. opening of the pump-rooms.

Pt D, Ch 3, Sec 1
1.4.8 Cargo area of dry cargo vessels • fuses with an enclosed fuse element
See [1.4.9], Protected area. • contactless electronic apparatus
1.4.9 Protected area or means an electrical apparatus with an enclosure pro-

Protected area means: tected against water jets (degree of protection IP55) which
during normal operation does not exhibit surface tempera-
a) the cargo hold or holds (when anti-explosion protection
tures which are above the required temperature class.
is required, comparable to zone 1) of the vessel
b) the space situated above the deck (when anti-explosion 1.4.18 Machinery spaces
protection is required, comparable to zone 2), bounded: Machinery spaces are all spaces containing propulsion
• athwarships, by vertical planes corresponding to the machinery, boilers, fuel oil units, steam and internal com-
side plating bustion engines, generators and major electrical machinery,
• foremost and aftmost, by cargo hold bulkheads; and oil filling stations, refrigerating, stabilising, ventilation and
air conditioning machinery, and similar spaces, and trunks
• upwards, by a horizontal plane 2 m above the upper
to such spaces.
level of the cargo, but at least by a horizontal plane
3 m above the deck. 1.4.19 Pressure tank
Pressure tank means a tank designed and approved for a
1.4.10 Cargo pump room
working pressure ≥ 400 kPa (4 bar).
Cargo pump-room (When anti-explosion protection is
required, comparable to zone 1) means a service space 1.4.20 Test pressure
where the cargo pumps and stripping pumps are installed Test pressure means the pressure at which a cargo tank, a
together with their operational equipment. residual cargo tank, a cofferdam or the loading and unload-
ing pipes shall be tested prior to being brought into service
1.4.11 Cargo tank
for the first time and subsequently regularly within pre-
Cargo tank (When anti-explosion protection is required, scribed times.
comparable to zone 0) means a tank which is permanently
attached to the vessel and the boundaries of which are either 1.4.21 UN Model Regulations
formed by the hull itself or by walls separate from the hull UN Model Regulations means the Model Regulations
and which is intended for the carriage of dangerous goods. annexed to the twelfth revised edition of the Recommenda-
tions on the Transport of Dangerous Goods published by
1.4.12 Cofferdam
the United Nations (ST/SG/AC.10/1/Rev.12).
Cofferdam (when anti-explosion protection is required,
comparable to zone 1) means an athwartship compartment 1.4.22 UN number
which is bounded by watertight bulkheads and which can UN number means the four-figure identification number of
be inspected. the substance or article taken from the United Nations
Model Regulations.
1.4.13 Construction pressure/underpressure
Construction pressure/underpressure means the pressure on 1.4.23 Service space
the basis of which the cargo tank or the residual cargo tank Service space means a space which is accessible during the
has been designed and built. operation of the vessel and which is neither part of the
accommodation nor of the cargo tanks, with the exception
1.4.14 Dangerous goods of the forepeak and after peak, provided no machinery has
Dangerous goods mean those substances and articles the been installed in these latter spaces.
carriage of which is prohibited by ADN, or authorized only
under the conditions prescribed therein.
2 General provisions for tankers
1.4.15 Flash-point
Flash-point means the lowest temperature of a liquid at 2.1 Basic types of tankers
which its vapours form a flammable mixture with air.
2.1.1 With regard to kind of cargo, a distinction can be
1.4.16 Independent cargo tank made between three different basic tanker types:
Independent cargo tank (when anti-explosion protection is • The tanker Type G - a vessel with inserted pressure tanks
required, comparable to zone 0) means a cargo tank which dimensioned and approved for the carriage of gases liq-
is permanently built in, but which is independent of the ves- uefied under pressure or by cooling and belonging to
sel's structure. class 2. See sketches b and c of Ch 2, Sec 1, Fig 3. A
tankvessel Type G may also transport products where in
1.4.17 Limited explosion risk apparatus the product list, Ch 3, App 1 a tanker Type C or Type N
Limited explosion risk electrical apparatus means an electri- is claimed if the transportation conditions for the vessel
cal apparatus which, during normal operation, does not type are fulfilled
cause sparks or exhibits surface temperatures which are
• The tanker Type C - a double-hull tanker as shown in
above the required temperature class, including e.g.:
sketch b of Ch 2, Sec 1, Fig 2 and double hull tankers
• three-phase squirrel cage rotor motors with inserted cargo tanks analogous to sketches c and d
• brushless generators with contactless excitation of Ch 2, Sec 1, Fig 3. The vessel has to be used for the

Pt D, Ch 3, Sec 1
carriage of substances of class 6.1 or class 3 with flash This requirement needs not to be complied with if the wall
point ≤ 23°C. A tanker Type C may also transport prod- of the superstructures facing the cargo area extends from
ucts where in the product list, Ch 3, App 1 a tanker Type one side of the vessel to the other and has doors with sill
N is claimed if the transportation conditions for the ves- height not less than 0,50 m. The height of this wall shall not
sel type are fulfilled be less than 2,00 m. In this case, the lower edges of door-
• The tanker Type N - a vessel type which includes all openings in the sidewalls of superstructures and the coam-
three types of construction as shown in Ch 2, Sec 1, Fig ings of access hatches behind this wall shall have a height
1 to Ch 2, Sec 1, Fig 3. This vessel may be used for the of not less than 0,10 m. The sills of engine room doors and
carriage of products of class 3, class 8 or of class 9. the coamings of its access hatches shall, however, always
have a height of not less than 0,50 m.
2.1.2 Basic structural configuration
• For single hull tankers, see Ch 2, Sec 1, [2.1.1] 2.3 Cofferdams
There are closed (tanker Type N - closed with 10kPa ≤ p
≤50 kPa) and open (tanker Type N open with flame 2.3.1 On all types of tankvessels for the carriage of danger-
arrester and tanker Type N open) versions of single hull ous goods the cargo tanks must be separated from all other
tankers spaces below deck by cofferdams at least 0,60 m wide, but
the passage is to be not less than 0,50 m.
• For double hull tankers, see Ch 2, Sec 1, [2.1.2]
Double hull tankers also exist in closed and open struc- 2.3.2 Where the cargo tanks are installed in a hold space, a
tural versions space of not less than 0,50 m shall be provided between
• For tankers with inserted cargo tanks, see Ch 2, Sec 1, such tanks and the end bulkheads of the hold space. In this
[2.1.3] case an insulated end bulkhead meeting at least the defini-
Independent cargo tanks exist in open and closed struction for Class "A-60" according to SOLAS II-2, Regulation 3,
tural versions. shall be deemed equivalent to a cofferdam. For pressure
cargo tanks, the 0,50 m distance may be reduced to 0,20 m.
2.1.3 Where prescribed distances from ADN/ADNR or
other Statutory Regulations do not have to be maintained 2.3.3 Cofferdams or cofferdam compartments located next
between the tank wall and the vessel's side or bottom plat- to a service space which has been arranged in accordance
ing for the carriage of particular substances, the following with [2.3.4] shall be accessible through an access hatch.
minimum requirements are to be met: The access hatches and ventilation inlets shall be located
not less than 0,50 m above the deck.
• The distance between the tanks and the side plating of
the vessel on each side shall not be less than 8% of the
2.3.4 A cofferdam, the centre part of a cofferdam or
breadth B. This distance must afford easy access to the
another space below deck in the cargo area may be
tanks
arranged as a service space, provided the bulkheads bound-
• The distance between the tanks and the bottom of the ing the service space extend vertically to the bottom. This
vessel must allow inspection and must be at least 60 service space shall only be accessible from the deck. The
cm. However, the distance between a tank pump well service space shall be watertight with the exception of its
and the vessel's bottom may be reduced to 50 cm pro- access hatches and ventilation inlets.
vided that the pump well is placed as close as possible
to a transverse bulkhead and the volume of the pump No pipes for loading and unloading shall be fitted within
well is not greater than 0,1 m³ this service space.
• Independent tanks, if they are easy to move out of the Pipes for loading and unloading may be fitted in the cargo
vessel. pump-rooms below deck only when they conform to the
provisions of [2.8].
2.1.4 Where the tank breadth exceeds 0,7 B, cargo tanks
are normally to be provided with centre longitudinal bulk- 2.3.5 Cofferdam bulkheads not facing the cargo area are to
heads. Where the tank breadth is greater than the figure be placed at right angles to the vessel's fore-and-aft centre
mentioned and centre longitudinal bulkheads are not fitted, plane and are to extend up to the open deck in one plane
additional proof of stability is to be furnished in compliance without any recess or knuckle. The corrugation of a corru-
with Ch 3, Sec 2, [6.2.2]. gated bulkhead is not a recess or knuckle in the meaning of
this requirement.
2.3.6 The cofferdam shall extend over the whole area of
2.2.1 The vessel shall be designed so as to prevent gases the end bulkheads of the cargo tanks. The bulkhead not fac-
from penetrating into the accommodation and the service ing the cargo area shall extend from one side of the vessel
spaces. to the other and from the bottom to the deck in one frame
plane.
2.2.2 The lower edges of door-openings in the sidewalls of
superstructures and the coamings of access hatches to 2.3.7 A cofferdam may be arranged as a cargo pump room,
under-deck spaces shall have a height of not less than provided the requirements in [2.8.3] and [3.1] are complied
0,50 m above the deck. with.

Pt D, Ch 3, Sec 1
2.4 Superstructures (accommodation, 2.5.4 Other cargo tank sizes could be accepted if sufficient
wheelhouses) strength and intact stability will be proven.
Note 1: ADN/ADNR vessels:
2.4.1 On tankvessels which transport dangerous goods • Type N and Type C vessels:
superstructures and wheelhouses must be placed outside
• For vessels with a length of not more than 50 m, the length
the cargo area, i.e. forward of the foremost or aft of the of a cargo tank shall not exceed 10 m; and
aftermost cofferdam bulkhead.
• For vessels with a length of more than 50 m, the length of a
cargo tank shall not exceed 0,20 L. This provision does not
2.4.2 Parts of the wheelhouse at a height of at least 1 m
apply to vessels with independent built-in cylindrical tanks
above the wheelhouse floor may tilt forward.
having a length to diameter ratio ≤ 7
2.4.3 Entrances and openings are not to face the cargo area. • Type G vessels:
Doors and windows hinges on the sides of superstructures • For vessels carrying liquefied gases, the pressure independ-
must be mounted on the side of the door or window facing ent built-in cylindrical tanks shall have a length to diameter
the cargo area so that, when they are open, vapours coming ratio ≤ 7.
from the cargo area are not led into the superstructure.
Table 2 : Tank sizes
2.4.4 Entrances from the deck and openings of spaces facing
the weather shall be capable of being closed. The following LOA B D, Maximum permissible content of a tank,
instruction shall be displayed at the entrance of such spaces: in m3 in m³
"DO NOT OPEN DURING LOADING, UNLOADING OR
< 600 0,3 LOA B D
GAS-FREEING WITHOUT PERMISSION FROM THE MAS-
TER. CLOSE IMMEDIATELY." 600 - 3750 180 + (LOA B D - 600) 0,0635
> 3750 380
2.4.5 Entrances and windows of superstructures and
accommodation spaces which can be opened as well as 2.6 Fuel tanks
other openings of these spaces must be located not less than
2,00 m from the cargo area. No wheelhouse doors and win- 2.6.1 Where the vessel is provided with hold spaces, the
dows shall be located within 2,00 m from the cargo area, double bottoms within these spaces may be arranged as liq-
except where there is no direct connection between the uid fuels oil tanks, provided their depth is not less than
wheelhouse and the accommodation. 0,60 m.
2.4.6 Materials 2.6.2 Fuel oil pipes and openings of fuel tanks are not per-
All permanently fitted materials in the accommodation or mitted in the hold space.
wheelhouse, with the exception of furniture, shall not read-
ily ignite (see Pt C, Ch 1, Sec 8, [1.4.6]). They shall not 2.7 Installation of Internal combustion
evolve fumes or toxic gases in dangerous quantities, if engines, oil fired boilers
involved in a fire.
2.7.1 Internal combustion engines for the vessel's propul-
2.5 Tank sizes sion as well as internal combustion engines for auxiliary
machinery shall be located outside the cargo area.
2.5.1 On tankvessels, except with inserted cargo tanks, the Entrances and other openings of engine rooms shall be at a
spacing, in m, of transverse bulkheads shall not exceed: distance of not less than 2,00 m from the cargo area.
d = 5,5 + 0,13 L
2.7.2 The engine rooms shall be accessible from the deck;
2.5.2 The maximum permissible content of a tank for single the entrances shall not face the cargo area. Where the doors
hull tankvessels, double hull tankvessels and vessels with are not located in a recess whose depth is at least equal to
tanks independent of the hull are shown in Tab 2. the door width, the hinges shall face the cargo area.
where:
2.7.3 Every engine room must normally have two exits. The
LOA B D : Product of the tankvessel main dimensions second exit may be an emergency exit. If a skylight is per-
LOA : Maximum length of the hull, in m mitted as an escape, it must be possible to open it from the
inside.
2.5.3 In the case of trunk deck vessels, D’ is to be substi-
tuted for D. D’ is to be determined by the following formula: The second exit may be dispensed with if:
• The total floor area (average length x average width at
b lt
D ′ = D + h t ----t --------
- the level of the floor plating) of the engine room does
B LO A
not exceed 35 m2
where:
• The path between each point where servicing or mainte-
ht : Height, in m, of trunk (distance between trunk nance operations are to be carried out and the exit, or
deck and main deck at side of trunk measured foot of the companionway near the exit providing
at LOA/2) access to the outside, is not longer than 5 m
bt : Breadth of trunk, in m • A fire extinguisher is located at the servicing point that
lt : Length of trunk, in m is furthest removed from the exit door.

Pt D, Ch 3, Sec 1
2.7.4 Installation A permanent installed gas detection and alarm system is to

Internal combustion machinery for main propulsion, gener- be provided. Alarms shall be activated at a concentration
ators, cargo pumps or compressors and oil fired boilers corresponding to 20% of the lower explosion limit of the
must be installed in a separate enclosed machinery space cargo being carried. Alarms shall be indicated in the wheel-
outside the cargo area. house and, if provided, in the cargo control station. The
sample point of the gas detection system shall be located in
Sufficient air for cooling and combustion shall be provided
upper and lower portions of the spaces.
when determining ventilation for machinery spaces. In
some cases it may be required to supply combustion air for A fixed extraction type ventilation shall be installed provid-
engines through separate ducts from open deck (see Pt C, ing 30 changes of air per hour. Ventilation in- and outlets
Ch 1, Sec 8, [2]). shall be arranged at a horizontal distance of 6 m from
entrances and openings of the accommodation and service
2.7.5 Entrances to the machinery space must have a coam- spaces. Ventilation openings are to be fitted with means of
ing at least 500 mm high. closure operable from the open deck.
Every pump/compressor room below deck is to be
2.7.6 Exhaust pipes on tankers equipped with a bilge level alarm being activated in the
Exhausts shall be evacuated from the vessel into the open wheel house or cargo control station.
air either upwards through an exhaust pipe or through the
Following instructions shall be displayed at the entrance of
shell plating. The exhaust outlet shall be located not less
the pump/compressor room:
than 2,00 m from the cargo area. The exhaust pipes of
engines shall be arranged so that the exhausts are led away BEFORE ENTERING THE CARGO PUMP ROOM CHECK
from the vessel. WHETHER IT IS FREE FROM GASES AND CONTAINS SUF-
FICIENT OXYGEN.
2.8 Cargo pump and compressors DO NOT OPEN DOORS AND ENTRANCE OPENINGS
WITHOUT THE PERMISSION OF THE MASTER. LEAVE
2.8.1 Cargo pumps and compressors may be mounted on IMMEDIATELY IN THE EVENT OF ALARM.
deck or in a room located below deck within the cargo
area. 2.9 Materials
Drive motors are to be installed outside the cargo area. Sub-
ject to Society's approval, hydraulic or explosion-proof 2.9.1 The vessel's hull and the tanks must be made from
electrical prime movers may be installed in the cargo area. hull structural steel conforming to the Society's Rules for
Materials and Welding. See also Pt B, Ch 2, Sec 1.
For tankers Type N open see Ch 3, Sec 2, [3.2.7].
2.9.2 Independent cargo tanks may also be constructed of
2.8.2 Installation on deck other materials provided these have at least equivalent
Cargo pumps, compressors including cargo handling equip- mechanical properties and resistance against the effects of
ment are to be located between the forward and aft coffer- temperature and fire.
dam at a horizontal distance of 6 m from entrances or
openings to accommodation and service spaces outside the 2.9.3 Every part of the vessel including any installation and
cargo area. equipment which may come into contact with the cargo
shall consist of materials which can neither be dangerously
2.8.3 Installation below deck affected by the cargo nor cause decomposition of the cargo
Cargo pumps, compressors including cargo handling equip- or react with it so as to form harmful or hazardous products.
ment below deck are to be installed in special pump/com-
2.9.4 The use of wood, aluminium alloys or synthetic mate-
pressor rooms separated from engine room or a service space
rials within the cargo area is only permitted for:
by a cofferdam or a bulkhead with "A-60" fire protection
insulation according to SOLAS Chapter II-2, Regulation 3. • gangways and external ladders
Shaft penetrations through the "A-60" bulkhead are not • movable items of equipment (aluminium gauging rods
allowed. Pipe or cable penetrations may be fitted if the pen- are, however, permitted provided that they are fitted
etrations have an equivalent fire protection standard. with brass feet or protected in another way to avoid
sparking)
All cargo and stripping pipes passing through the bulkhead
• chocking of cargo tanks which are independent of the
below deck are to be provided with shut-off devices fitted
vessel's hull and chocking of installations and equipment
directly at the bulkhead. Operation of these valves shall be
from the open deck. • masts and similar round timber
• engine parts
Pump/compressor rooms must be so arranged that they are
easily accessible and the equipment located inside can be • parts of the electrical installation
properly operated by personnel wearing their personal pro- • loading and unloading appliances
tection equipment. Access openings must be capable of • lids of boxes which are placed on the deck.
being closed from deck and shall be arranged in a way that
injured or unconscious persons can be evacuated from the 2.9.5 The use of wood or synthetic materials within the
space, and where necessary, with the aid of permanently fit- cargo area is only permitted for supports and stops of any
ted facilities. kind.

Pt D, Ch 3, Sec 1
2.9.6 The use of synthetic materials or rubber within the 3.2.3 Design
cargo area is only permitted for: For the design of cargo lines, see Pt C, Ch 1, Sec 3, [3.1].
• coating of cargo tanks and of hoses for loading and Welding is the preferred method of joining cargo lines.
unloading
• all kinds of gaskets (e.g. for dome or hatch covers) 3.2.4 Valves
• electric cables Manifold connections are to be made of cast steel or other
ductile materials and shall be fitted with shut down valves.
• hoses for loading and unloading
Additional blank flanges shall be fitted when not in use.
• insulation of cargo tanks and of hoses for loading and
Stop valves must be fitted with indicators showing whether
unloading.
they are open or closed. The control rods for stop valves
2.9.7 The paint used in the cargo area shall not be liable to inside cargo tanks are to be oil tight where they pass
produce sparks in case of impact. through the tank decks.
Emergency operating mechanisms are to be provided for
2.9.8 The use of synthetic material for vessel's boats is per- stop valves which are actuated hydraulically or pneumati-
mitted only if the material does not readily ignite. cally. Manual pumps connectable to the control lines can
be recognized as emergency controls.
2.10 Special equipment
2.10.1 A shower and an eye and face bath shall be pro-
3.3 Tank heating and steaming out lines
vided on the vessel at a location which is directly accessible 3.3.1 General
from the cargo area.
This Rules applies to on board steam heating system.
Cargo tank heating systems are to be separate from the ves-
3 Equipment and systems for tankers sel's other heating systems.
Heating coils are to be fitted with screw-down non-return
3.1 Cargo pumps and compressors valves on the inlet side and with stop valves on the outlet
3.1.1 Pressure indicators and controls for cargo operations, side. A cock for testing the condensate is to be fitted
valves and start-stop of pumps and compressors shall be upstream of the stop valve at the outlet.
located on the open deck in a position from where the Condensate from the heating system must be returned to the
cargo operations are controlled. The maximum permissible feed water system via an observation tank.
working pressure is to be marked on the pressure indicators.
This requirement applies regardless whether the 3.3.2 Steaming out lines
pumps/compressors are installed on or below deck. Connections for steaming out cargo tanks and cargo lines
Cargo pumps of the displacement type and compressors are are to be fitted with screw-down non-return valves.
to be equipped with overpressure protection devices. If 3.3.3 Tank heating with special heat-transfer media
safety valves are fitted, the discharge is to be returned to the
For the design of heat transfer systems and pipes, see Pt C,
suction side of the pumps/compressors.
Ch 1, Sec 3, [12].
Cargo pumps/compressors shall be equipped with emer-
The expansion tank is to be located at a sufficient height to
gency stops arranged outside the cargo area.
ensure that when filled to the lowest level the static pressure
in the heat transfer system exceeds the maximum possible
3.2 Cargo piping pressure in the cargo tank. Alternatively, the expansion tank
may be kept under overpressure, controlled by a low pres-
3.2.1 Installation
sure alarm.
Cargo pipes must be permanently installed and completely
separated from all other vessel’s piping. Cargo piping shall All shutoff valves in the return lines of the tank heating coils
not extend beyond the cargo area. Due regard shall be and the connecting line to the expansion tank must be
given to cargo segregation in respect of compatibility of dif- capable of being blocked in the open position.
ferent types of products allowed to be carried.
Cargo pipes shall be so installed that any remaining cargo
3.4 Bilge and ballast systems
can be drained into the cargo tanks. Cargo pumps and fil- 3.4.1 General
ters in pump rooms located below deck are to be equipped
Bilge systems for the cargo area are to be located in the
with draining arrangements.
cargo area and shall be independent of other vessel’s bilge
Expansion loops or other approved expansion devices are systems.
to be fitted as necessary.
Bilge systems for engine rooms may not be used for freeing
3.2.2 Cargo pipes may be installed inside the cargo tanks spaces in the cargo area. For the calculation of engine room
provided that a stop valve operable from the deck is fitted bilge lines, see Pt C, Ch 1, Sec 3, [11.2].
inside the tanks to which they lead. In addition, the pump Bilge systems for hold spaces in which independent tanks
room stop valves are to be fitted in the relevant pipelines. are installed, for cofferdams and void spaces in the cargo
The distance between the cargo pipes and the bottom or area shall comply with the following provisions. The diame-
double bottom is not to be less than 70 cm. ter of bilge lines is given by the formula:

Pt D, Ch 3, Sec 1
d = 2, 0 ( B + D ) l + 25 the open ends of overflow pipes leading to the deck shall be

provided with a protecting screen.
where:
d : Inside diameter of bilge pipe, in mm 3.5.2 Design and construction of mechanically
driven fans in the cargo area
l : Length of void space or space in which the tank
Ventilation duct in- and outlets are to be fitted with protec-
is installed, in m
tive screens with a mesh size not exceeding 13 mm.
The inside diameter of bilge lines shall not be less than
Overheating of the mechanical components of fans and the
50 mm.
creation of sparks are to be avoided by appropriate design
For the calculation of bilge pump capacity and the design of and by the choice of suitable materials. The safety clearance
the bilge system, see Pt C, Ch 1, Sec 3, [11.4]. between the fan housing and the impeller shall not be less
The water for driving ejectors can be supplied from the than 1/10 of the inner impeller bearing diameter, limited to
engine room. The capacity of this pump shall be compatible a minimum of 2 mm and is to be such as to preclude any
with the capacity of the ejectors. contact between the housing and the rotor. The maximum
clearance need not to be more than 13 mm. The above
The ejectors may be connected to the wash-deck line by
requirement also applies to portable fans.
hoses with suitable couplings.
Following materials or combination of materials for impel-
3.4.2 Bilge pumping of cargo pump rooms ler/housing may be used:
Separate bilge pumping equipment must be provided for • non-metallic materials (plastic material having sufficient
cargo pump rooms. electric conductivity) with each other or with steel (incl.
Means must be provided for pumping the bilges of cargo galvanized, stainless)
pump rooms even when special circumstances render the • non-ferrous materials having good heat conductivity
pump room inaccessible. The equipment necessary for this (bronze, brass, copper, not aluminium) with each other
must then be capable of being operated from outside the or with steel (incl. galvanized, stainless)
pump room. • steel (incl. galvanized, stainless) with each other if a ring
Discharge shall be arranged to a slop tank or to reception of adequate size made of above non-metallic/non-fer-
facilities. rous material is fitted in way of the impeller, or if a
safety clearance of at least 13 mm is provided
3.4.3 Filling and draining of cofferdams • aluminium or magnesium alloys with each other or with
Provisions shall be made for filling within 30 minutes and steel (incl. galvanized, stainless) only, if a non-ferrous
draining by a pump located inside the cargo area. Not ring having a good heat conductivity, i.e. copper, brass,
required for vessels outside ADN/ADNR. of adequate size is fitted in way of the impeller.
Cofferdams in the cargo zone may be connected to the bal- Electric motors are to be located outside the vent ducts and
last system mentioned in [3.4.4]. shall comply with [4.11].
No fixed pipe shall permit connection between a cofferdam
3.5.3 Venting of cargo tanks
and other piping of the vessel outside the cargo area.
Cargo tank vent openings are to be located at least 500 mm
3.4.4 Ballast systems in the cargo area above the cargo tank deck.
Ballast water systems for ballast tanks inside the cargo area Venting of cargo tanks may only take place through
must be independent of piping systems forward and aft of approved relief devices which fulfil the following functions:
the cofferdams and shall be located in the cargo area. Bal- a) Flow of large volumes of vapour or air during cargo
last water intake shall be arranged through the cofferdam or operations, thereby avoiding excessive over or under
a ballast side tank. pressure
Ballast tanks may be pumped out via ejectors and filled b) Venting of small volumes of vapour or air during the
through the fire main. voyage caused by thermal variation.
For ballasting of cargo tanks the intake pipe is to be arranged The venting devices for cargo handling operations must be
in the cofferdam and shall be fitted with a screw-down non- suitable for the tanker type and the type of the cargo. A dis-
return valve and may be connected to the cargo pumps. tinction is made between controlled venting (closed sys-
tem), in which vapour or air are relieved only after the
3.5 Ventilation and gas freeing pressure or vacuum in the tank has reached specified levels,
and open venting (open system).
3.5.1 Ventilation of pump rooms, cofferdams and Vent systems may be arranged individually for each tank or
ballast/hold/void spaces in the cargo area combined for a number of tanks through common vent col-
For ventilation for pump rooms see [2.8.3]. lectors. Vent collectors are to be provided with means of
For cofferdams, ballast tanks, hold and void spaces, porta- drainage or shall be arranged self draining into cargo tanks.
ble ventilation equipment shall be provided. Fixed installa- In open systems the free area of the venting devices shall be
tions are subject to individual approval. at least 1/3 of that of the corresponding filling pipe.
The open ends of the air pipes of each oil fuel tank shall In closed systems the dimensions of the vent pipes, com-
extend to 0,5 m above the open deck. These open ends and mon collectors and venting devices are to be determined

Pt D, Ch 3, Sec 1
based on pressure loss calculations referring to the maxi- a) open devices (ullage/observation ports) being equipped
mum loading/unloading rates. For loading in general a gas with self-closing covers
evolution factor of 1,25 shall be taken into account, unless b) restricted devices (sounding pipes, vapour locks) being
specified otherwise. equipped with closing devices
Vapours shall in every case be vented vertically upwards. c) closed devices (float, radar or other approved type).
Individual requirements for cargo tank venting systems are
3.8.2 Sounding pipes, observation ports
set out in the list of substances allowed to be carried (see
Ch 3, App 1). Sounding pipe penetrations through the tank deck must be
welded tight, openings shall be located 500 mm above
deck and in cargo tanks the sounding pipes shall terminate
3.6 Flame arresters close to the tank bottom.
3.6.1 General 'Open' pressure-relief devices with flame arresters may be
used as ullage /observation ports for level gauging on condi-
Where required according to the list of products, cargo tank
tion that the flame arrestor element can only be opened to
vents shall be fitted with flame arresters or flame arresting
an angle of 80°. When released, it must close automatically.
devices being designed, tested and approved in accordance
In addition these devices must be capable of being closed
with relevant national and international standards. These
with a cover which is provided with recess for pressure
devices shall be approved by the Society for its specific
relief during the voyage.
application.
3.8.3 Closed tank level gauges
3.6.2 Flame arresters must be made of suitable materials
Closed tank level gauges are subject to type approval by the
which are resistant to the cargo/vapours.
Society.
3.6.3 High velocity vents providing a discharge velocity of
3.8.4 Sampling devices
at least 30 m/s for the removal of vapour from the immedi-
ate vicinity of the vessel may be used as flame arresters pro- Sampling devices may be of 'open', 'partly closed' or
vided that they have been approved by the Society. 'closed' type, depending on the list of substances allowed
to be carried (see Ch 3, App 1, [2.13.1]). For open applica-
tion, the device is limited to a diameter of 300 mm. Partly
3.7 Level alarm and overfill protection devices closed or closed devices may be connected to the tank via a
standard connection which can only be opened after the
3.7.1 Level alarm device is connected.
Every cargo tank must be equipped with a high level alarm
activating an audible and visual alarm at 90% filling on 3.9 Precautions against sparks from boiler
type N and C vessels (86% on type G vessels). The actual
and engine exhaust gases
filling level of the total tank volume depends on vessel type
and category of cargo. Details are set out in the list of sub- 3.9.1 General
stances allowed to be carried. See Ch 3, App 1.
Diesel engine exhaust lines are to be fitted with Society
approved spark arresters.
3.7.2 Overfill protection
Every cargo tank is to be equipped with an overfill protec- Funnels of boiler plant and galleys are to be fitted with suit-
tion device which: able spark traps.
• activates an audible and visible alarm at 97,5% filling,

and
3.10 Gas and vapour detection equipment
• provides a potential free contact which, acting via a 3.10.1 General
standardized plug-and-socket connection, can actuate Depending on the list of substances allowed to be carried
adequate shut down functions on shore facilities, if see Ch 3, App 1, portable instruments for the measurement
applicable. of flammable or toxic gases and vapours as well as Oxygen
shall be provided.
3.7.3 Level alarm and overfill protection device must be
mechanically and electrically independent of each other
3.11 Water spray system
and shall provide different audible and visual alarms. The
overfill protection may be combined with the level indica- 3.11.1 General
tor. These devices are subject to type-testing by the Society
A fixed water spray system as required in the list of sub-
or Authorities.
stances allowed to be carried see Ch 3, App 1, shall be pro-
vided capable of covering the entire cargo deck area. Spray
3.8 Tank level gauging and sampling equipment nozzles are to be so arranged as to efficiently cover any
vapours emitted. The system shall be equipped with a shore
3.8.1 Tank level gauges connection and shall be capable being activated from the
The type and design of the equipment depend on vessel wheelhouse and from deck. The system shall have an over-
type and the type of cargo; see Ch 3, App 1. A distinction is all capacity of 50 litres per square metre of cargo deck area
made between: and per hour.

Pt D, Ch 3, Sec 1
3.12 Inert gas systems and the coamings of access hatches behind this wall shall
have a height of not less than 0,10 m. The sills of engine
3.12.1 General room doors and the coamings of its access hatches shall,
The design of inert gas systems is to be agreed with the however, always have a height of not less than 0,50 m.
Society. In general the Rules for seagoing tankers will be
applied. 4.3 Ventilation
3.13 Slop/residue tanks IBC’s 4.3.1 Ventilation of accommodation shall be possible.

Notice boards shall be fitted at the ventilation inlets indicat-
3.13.1 General
ing the conditions when they shall be closed. Any ventila-
Slop or residue tanks shall be provided, which are to be tion inlets of accommodation leading outside shall be fitted
located in the cargo area. The maximum permissible capac- with fire flaps. Such ventilation inlets shall be located not
ity is 30 m³. Outfitting shall be according to the vessel type less than 2,00 m from the cargo area.
(details see Ch 3, App 1, Tab 2, column 9). Vent lines may
not be connected with cargo tanks.
4.4 Engine rooms
3.13.2 Instead of fixed installed slop tanks residue, contain-
ers or IBC´s (Intermediate Bulk Containers) may be used. 4.4.1 Internal combustion engines for the vessel's propul-
They shall be equipped with appropriate means for venting, sion as well as internal combustion engines for auxiliary
filling (connections with valves for hoses, pipes) and deter- machinery shall be located outside the cargo area.
mining the filling level. Arrangements shall be made for safe Entrances and other openings of engine rooms shall be at a
transport and handling. distance of not less than 2,00 m from the cargo area.
The engine rooms shall be accessible from the deck; the
4 Pushed convoys and side-by-side entrances shall not face the cargo area. Where the doors are
not located in a recess whose depth is at least equal to the
formations for tank vessels door width, the hinges shall face the cargo area.
4.1 General 4.5 Superstructures

4.1.1 When a pushed convoy or a side-by-side formation
4.5.1 The superstructures and wheelhouses must be placed
comprises a tank vessel carrying dangerous substances, ves-
outside the cargo area, i.e. forward of the foremost or aft of
sels used for propulsion shall meet the requirements stated
the aftermost cofferdam bulkhead.
under [4.1.3] and [4.2] to [4.14].
Parts of the wheelhouse at a height of at least 1 m above the
4.1.2 Vessels not carrying dangerous goods shall comply wheelhouse floor may tilt forward.
with the requirements of [5].
Entrances and openings are not to face the cargo area.
4.1.3 Materials Doors and windows hinges on the sides of superstructures
must be mounted on the side of the door or window facing
The vessel's hull shall be constructed of shipbuilding steel
or other at least equivalent metal. the cargo area so that, when they are open, vapours coming
from the cargo area are not led into the superstructure.
All permanently fitted materials in the accommodation or
wheelhouse, with the exception of furniture, shall not read- Entrances from the deck and openings of spaces facing the
ily ignite. They shall not evolve fumes or toxic gases in dan- weather shall be capable of being closed.
gerous quantities, if involved in a fire. The following instruction shall be displayed at the entrance
The use of plastic material for vessel's boats is permitted of such spaces:
only if the material does not readily ignite. "DO NOT OPEN DURING LOADING, UNLOADING OR
GAS-FREEING WITHOUT PERMISSION FROM THE MAS-
4.2 Protection against penetration of gases TER. CLOSE IMMEDIATELY."
Entrances and windows of superstructures and accommo-
4.2.1 The vessel shall be designed so as to prevent gases
dation spaces which can be opened as well as other open-
from penetrating into the accommodation and the service
ings of these spaces must be located not less than 2,00 m
spaces.
from the cargo area. No wheelhouse doors and windows
4.2.2 The lower edges of door-openings in the sidewalls of shall be located within 2,00 m from the cargo area, except
superstructures and the coamings of access hatches to where there is no direct connection between the wheel-
under-deck spaces shall have a height of not less than 0,50 house and the accommodation.
m above the deck.
This requirement needs not be complied with if the wall of 4.6 Engines
the superstructures facing the cargo area extends from one
side of the vessel to the other and has doors the sills of 4.6.1 Only internal combustion engines running on fuel
which have a height of not less than 0,50 m. The height of with a flashpoint of more than 55°C are allowed.
this wall shall not be less than 2,00 m. In this case, the lower Ventilation inlets of the engine room and, when the engines
edges of door-openings in the sidewalls of superstructures do not take in air directly from the engine room, air intakes

Pt D, Ch 3, Sec 1
of the engines shall be located not less than 2,00 m from the Every insulated distribution network shall be fitted with an
cargo area. automatic device with a visual and audible alarm for check-
Machinery producing sparks shall not be located within the ing the insulation level.
cargo area. For the selection of electrical equipment to be used in
The surface temperature of the outer parts of engines used zones presenting an explosion risk, the explosion groups
during loading or unloading operations, as well as that of and temperature classes assigned to the substances carried
their air inlets and exhaust ducts shall not exceed the allow- in columns (15) and (16) of Ch 3, App 1 shall be taken into
able temperature according to the temperature class. This consideration.
provision does not apply to engines installed in service
spaces provided the provisions of [4.12.1] c) are fully com- 4.12 Type and location of electrical equipment
plied with. Not required for vessels outside AND/ADNR.
The ventilation in the closed engine room shall be designed 4.12.1 Electrical equipment used during loading, unload-
so that, at an ambient temperature of 20°C, the average ing and gas-freeing during berthing and which are located
temperature in the engine room does not exceed 40°C. outside the cargo area shall (comparable to zone 2) be at
least of the "limited explosion risk" type.
4.7 Fuel oil tanks This provision does not apply to:
4.7.1 The open ends of the air pipes of each liquid fuel oil a) lighting installations in the accommodation, except for
tank shall extend to 0,5 m above the open deck. These open switches near entrances to accommodation
ends and the open ends of overflow pipes leading to the b) radiotelephone installations in the accommodation or
deck shall be provided with a protecting screen. the wheelhouse
c) electrical installations in the accommodation, the
4.8 Exhaust pipes
wheelhouse or the service spaces outside the cargo
4.8.1 The exhaust outlet shall be located not less than areas if:
2,00 m from the cargo area. The exhaust pipes shall not be • These spaces are fitted with a ventilation system
located within the cargo area. ensuring an overpressure of 0,1 kPa (0,001 bar) and
Exhaust pipes shall be provided with spark arresters. none of the windows is capable of being opened;
the air intakes of the ventilation system shall be
4.9 Fire-extinguishing arrangements located as far away as possible, however, not less
than 6,00 m from the cargo area and not less than
4.9.1 In addition to general fire rules of Pt C, Ch 1, Sec 8, 2,00 m above the deck
each vessel shall comply with additional requirements • The spaces are fitted with a gas detection system
stated under Ch 3, Sec 5. with sensors:
• at the suction inlets of the ventilation system
• directly at the top edge of the sill of the entrance
4.10.1 The outlets of funnels shall be located not less than
• doors of the accommodation and service spaces
2,00 m from the cargo area. Arrangements shall be pro-
vided to prevent the escape of sparks and the entry of water. • The gas concentration measurement is continuous
Heating, cooking and refrigerating appliances shall not be • When the gas concentration reaches 20% of the
fuelled with liquid fuels, liquid gas or solid fuels. The instal- lower explosive limit, the ventilators are switched
lation in the engine room or in another separate space of off. In such a case and when the overpressure is not
heating appliances fuelled with liquid fuel having a flash- maintained or in the event of failure of the gas
point above 55°C is, however, permitted. Cooking and detection system, the electrical installations which
refrigerating appliances are permitted only in the accom- do not comply with first paragraph above, shall be
modation. switched off
Only electrical lighting appliances are permitted. These operations shall be performed immediately
and automatically and activate the emergency light-
4.11 Electrical installations ing in the accommodation, the wheelhouse and the
service spaces, which shall comply at least with the
4.11.1 Only distribution systems without return connection "limited explosion risk" type. The switching-off shall
to the hull are permitted. be indicated in the accommodation and wheel-
This provision does not apply to: house by visual and audible signals
• certain limited sections of the installations situated out- • The ventilation system, the gas detection system and
side the cargo area (e.g. connections of starters of diesel the alarm of the switch-off device fully comply with
engines) the requirements of first paragraph above
• the device for checking the insulation level referred to • The automatic switch-off device is set so that no
below automatic switching-off may occur while the vessel
• the installations for cathodic protection. is under way.

Pt D, Ch 3, Sec 1
4.12.2 The electrical equipment which does not meet the 5.4 Engines
requirements set out in [4.12.1] together with its switches
shall be marked in red. The disconnection of such equip- 5.4.1 Only internal combustion engines running on fuel
ment shall be operated from a centralised location on board. having a flashpoint above 55°C are allowed.
The air vents of the engine rooms and the air intakes of the
4.12.3 An electric generator which is permanently driven by
engines which do not take air in directly from the engine
an engine and which does not meet the requirements of
room shall be located not less than 2,00 m from the pro-
[4.12.1], shall be fitted with a switch capable of shutting
tected area.
down the excitation of the generator. A notice board with
the operating instructions shall be displayed near the switch. Equipment producing sparks shall not be located in the pro-
tected area.
4.12.4 Sockets for the connection of signal lights and gang-
way lighting shall be permanently fitted to the vessel close 5.5 Fuel oil tanks
to the signal mast or the gangway. Connecting and discon-
necting shall not be possible except when the sockets are 5.5.1 Double bottoms within the hold area may be
not live. arranged as fuel oil tanks provided their depth is not less
than 0,6 m. Fuel oil pipes and openings to such tanks are
4.13 Electrical cables not permitted in the holds.
The air pipes of all fuel oil tanks shall be led to 0,50 m
4.13.1 For movable cables intended for signal lights, gang-
above the open deck. Their open ends and the open ends of
way lighting, and submerged pumps on board oil separator
the overflow pipes leaking to the deck shall be fitted with a
vessels, only sheathed cables of type H 07 RN-F in accord-
protective device consisting of a gauze gird or a perforated
ance with 245 IEC 66 or cables of at least equivalent design
plate.
having conductors with a cross-section of not less than
1,5 mm 2 shall be used.
5.6 Exhaust pipes
These cables shall be as short as possible and installed so
that damage is not likely to occur. 5.6.1 Exhaust shall be evacuated from the vessel into the
open air either upwards through an exhaust pipe or through
4.14 Notice boards the shell plating. The exhaust outlet shall be located not less
than 2,00 m from the hatchway openings. The exhaust
4.14.1 Notice boards, clearly legible from either side of the pipes of engines shall be arranged so that the exhausts are
vessel, displaying the prohibition of admittance on board led away from the vessel. The exhaust pipes shall not be
and prohibition of smoking on board have to be installed. located within the protected area.
Exhaust pipes shall be provided with a device preventing
5 Pushed convoys and side-by-side the escape of sparks, e.g. spark arresters.
formations for dry cargo vessels
5.1 General
5.1.1 When a pushed convoy or a side-by-side formation 2,00 m from the hatchway openings. Arrangements shall be
comprises a dry cargo vessel carrying dangerous sub- provided to prevent the escape of sparks and the entry of
stances, vessels used for propulsion shall meet the require- water.
ments stated under [5.1.2] and [5.2] to [5.10]. Heating, cooking and refrigerating appliances shall not be
fuelled with liquid fuels, liquid gas or solid fuels. The instal-
5.1.2 Materials
lation in the engine room or in another separate space of
The vessel's hull shall be constructed of shipbuilding steel
heating appliances fuelled with liquid fuel having a flash-
or other metal, provided that this metal has at least equiva-
point above 55°C is, however, permitted. Cooking and
lent mechanical properties and resistance to the effects of
refrigerating appliances are permitted only in wheelhouses
temperature and fire.
with metal floor and in the accommodation.
5.2 Ventilation Electric lighting appliances only are permitted outside the
accommodation and the wheelhouse.
5.2.1 Ventilation shall be provided for the accommodation
and for service spaces. 5.8 Type and location of electrical equipment
5.3 Superstructures 5.8.1 Electric motors for hold ventilators which are
arranged in the air flow shall be of the certified safe type.
5.3.1 Gastight closing appliances shall be provided for Sockets for the connection of signal lights, gangway lighting
openings in the accommodation and wheelhouse facing the and containers shall be fitted to the vessel close to the signal
holds. mast or the gangway or the containers. Sockets intended to
No entrances or openings of the engine rooms and service supply the submerged pumps and hold ventilators shall be
spaces shall face the protected area. permanently fitted to the vessel in the vicinity of the hatches.

Pt D, Ch 3, Sec 1
5.9 Electric cables accordance with 245 IEC 66 or cables of at least equivalent
design having conductors with a cross-section of not less
5.9.1 Cables and sockets in the protected area shall be pro- than 1,5 mm2, shall be used. These cables shall be as short
tected against mechanical damage. as possible and installed so that accidental damage is not
5.9.2 Movable cables are prohibited in the protected area, likely to occur.
except for intrinsically safe electric circuits or for the supply
of signal lights and gangway lighting, for containers, for 5.10 Notice boards
submerged pumps, hold ventilators and for electrically
operated cover gantries.
5.10.1 Notice boards, clearly legible from either side of the
5.9.3 For movable cables permitted in accordance with vessel, displaying the prohibition of admittance on board
[5.9.2], only rubber-sheathed cables of type H07 RN-F in and prohibition of smoking on board have to be installed.

Pt D, Ch 3, Sec 2
SECTION 2 LIQUID CARGOES
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, ble wall vessels of customary design in [5] are strengthened
[1] to such a degree that the narrower side structures can
B : Breadth, in m, defined in Pt B, Ch 1, Sec 1, [1] absorb at least the same impact energy without damage to
D : Depth, in m, defined in Pt B, Ch 1, Sec 1, [1] the cargo tanks.
T : Draught, in m, dedfined in Pt B, Ch 1, Sec 1, [1] 2.2.4 The condition according to [2.2.3] is deemed to be
t : Net thickness, in mm, of plating met if the structures laid down in Ch 2, Sec 1 are strength-
k : Material factor defined in Pt B, Ch 2, Sec 1, ened at least to the extent indicated below:
[2.4] and Pt B, Ch 2, Sec 1, [3.2] a) Increase in the thickness of the deck stringer plate by a
factor of 1,25 and
1 General b) Increase in the thickness of the side plating by a factor
of 1,15 and
1.1 Application c) Mounting of a system of longitudinals in which the
frame depth is not less than 0,15 m and the flange sec-
tion of the longitudinals is not less than 7,0 cm²
tion are eligible for the assignment of the additional class
notation Type C or Type N as defined in Pt A, Ch 2, Sec 2, d) Mounting of supports for the stringer or longitudinal sys-
[4.2]. tems in the form of frames similar to floor beams with
lightening holes spaced at not more than 1,80 m.
1.1.2 These Rules apply in addition to Ch 3, Sec 1 and Ch
2, Sec 1. 2.2.5 Where the vessel is constructed on the transverse
frame principle, a longitudinal stringer system must be fitted
2 Special requirements for Tanker instead of [2.2.4] c). The spacing of the longitudinal string-
ers must not be greater than 0,80 m and the stringer depth
Type C must not be less than 0,15 m with full connection to the
frames. As in [2.2.4] c), the flange section shall not be less
2.1 General than 7,0 cm².
2.1.1 The tanker Type C may be constructed as a double If the frames are cut free, the web depth of the stringer must
hull tanker as shown in sketch b of Ch 2, Sec 1, Fig 2 or a be increased by the depth of the frame cutout.
double hull tanker with inserted cargo tanks analogous to
2.2.6 Other kinds of construction are possible if the
sketches c and d of Ch 2, Sec 1, Fig 3.
strength of the construction is comparable to the construc-
2.1.2 The scantlings and structural arrangements are to be tions prescribed in [2.2.3] to [2.2.5] concerning collision
in compliance with applicable requirements of Ch 2, Sec 1, absorbing capacity. Collision absorbing capacity can be
[3] to Ch 2, Sec 1, [6]. calculated on the basis of the “Guidelines for cargo tanks
larger than 380 m3” of the Central Commission for the Nav-
igation on the Rhine (ADNR).
2.2 Tank arrangement
2.2.7 In the area of pump wells a reduction of the distance
2.2.1 In the cargo area with the exception of the coffer-
from the vessel's bottom to 0,5 m is permitted provided that
dams, the vessel must be designed as a flush-deck double-
the volume of the pump well is not greater than 0,1 m³.
hull tanker, i.e. with double walls and double bottom but
without trunk.
2.3 Other requirements
2.2.2 To provide a reliable safeguard for the cargoes con-
tained inside the vessel even in the event of slight or moder- 2.3.1 Double walls and double bottoms in the cargo area
ate collisions, the cargo tanks shall be separated from the may only be equipped to take ballast.
side of the vessel by a distance of 1,0 m and from the ves-
sel's bottom by an average distance of 0,70 m, and the 2.3.2 Cofferdams, double hull spaces, double bottoms,
depth of the double bottom shall at no point be less than cargo tanks, hold spaces and other accessible spaces within
0,60 m. the cargo area must be arranged so that they can be com-
pletely inspected and cleaned in an appropriate manner. In
2.2.3 A reduction of the lateral distance from 1,0 m to not these spaces the distance between the reinforcements shall
less than 0,80 m is permitted if the scantlings of the vessel's not be less than 0,50 m. In double bottoms this distance
side structures relative to the scantlings stipulated for dou- may be reduced to 0,45 m.

Pt D, Ch 3, Sec 2
Access openings must be large enough to allow a person Where two or more tanks are connected to a vapour col-
wearing a respirator to enter and leave the space without lecting line, at the inlet to each cargo tank an approved det-
obstruction. The minimum size of the opening is 0,36 m² onation arrester shall be fitted.
and the minimum length of side is 0,50 m. They must be
constructed in such a way that injured or unconscious per- 2.4.6 Cargo tank level indicators
sons can be evacuated from the floor of the space in ques- Each cargo tank is to be equipped with a closed gauging
tion without any particular difficulties, possibly with the aid device and is to be provided with a filling mark at 95% of
of permanently fitted facilities. the total tank volume.
Cargo tanks may have circular openings with a diameter of 2.4.7 Cargo tank pressure monitoring
not less than 0,68 m.
Each cargo tank shall be equipped with a pressure indicator
for the vapour space.
2.4 Tank equipment
Further alarm and shutdown functions are required accord-
2.4.1 Cargo piping ing to ADN/ADNR in relation to the products allowed to be
carried.
With exception of manifolds, the cargo piping on deck shall
be located at a distance of at least B/4 from the outer shell 2.4.8 Cargo temperature monitoring
plating.
Tankers fitted with or required to be fitted with cargo tank
Flanges and glands are to be fitted with spray shields. heating arrangements shall be equipped with temperature
Filling pipes for cargo tanks are to extend down as close as indicating devices in each cargo tank.
possible to the bottom of the tank. Further alarm functions are required according to
ADN/ADNR in relation to the products allowed to be carried.
2.4.2 Double hull spaces
Double hull spaces may be arranged as ballast water 2.4.9 Cargo tank sampling equipment
spaces, systems (see Ch 3, Sec 1, [3.4.4]). Installation system for closed sampling equipment in
accordance with the list of substances allowed to be carried
2.4.3 Venting cofferdams (see Ch 3, App 1) is to be provided.
Cofferdams are to be provided with open venting facilities
equipped with approved deflagration flame arresters. Flame 2.4.10 Stripping system
arresters are not required for vessels outside ADN/ADNR. A fixed stripping system shall be provided in order to mini-
mize the residues to 5 litres in each cargo tank and to 15
2.4.4 Cargo tank heating litres in associated cargo piping.
Cargo tank heating system is to be installed as a separate sys- Discharge of residues shall be possible to a slop tank and to
tem, equipped with a heat exchanger located in the cargo shore facilities. The piping for discharge to shore shall be
area. Where special heat transfer media are used this require- connected on the outboard side of the main manifold valve.
ment may be dispensed with upon approval by the Society.
Where different cargoes are carried adequate piping segre-
2.4.5 Cargo tank venting gation shall be provided in the same manner as for the main
cargo piping. Separate stripping pumps shall be provided
A controlled venting system shall be provided in order to
where necessary.
protect the cargo tanks against excessive overpressure and
vacuum which may be arranged either individually or by 2.4.11 Residual cargo tanks
vapour collecting system.
If a residual cargo tank exists following equipment is
Overpressure protection is to be safeguarded by flameproof required:
high-velocity vent valves, the openings of which shall be • controlled venting arrangement consisting of P/V valves
located 2 m above deck at a horizontal distance of at least 6 combined with approved flame arresters. Closed gaug-
m from accommodation or other safe spaces. The height may ing device
be reduced to less than 2 m in case the area of 1 m around
the high velocity valve is designed as non-accessible. The • P/V valve setting as for main cargo tanks
opening setting of high velocity vent valves shall be in gen- • closed gauging device. Pipe, connections with valves
eral 50 kPa, other settings may be accepted depending on the for connection of hoses/piping.
list of substances allowed to be carried (see Ch 3, App 1). Note 1: ADN/ADNR requires high velocity vent valve.
For vacuum protection, flameproof vacuum valves are to be
fitted. 3 Special requirements for Tanker
The cargo tanks are to be provided with a vapour return Type N
connection either individually or via the vapour collecting
line. Vapour return connections are to be fitted with shutoff
valves and blind flanges.
3.1 General
On each tank or each tank group means shall be provided 3.1.1 Type N may be arranged in three different designs in
for safe depressurizing, consisting in a shutoff valve show- respect of cargo tank venting with due regard to the prod-
ing its open/closed position. The outlet is to be provided ucts as specified in the list of substances allowed to be car-
with an approved flame arrester. ried of Ch 3, App 1:

Pt D, Ch 3, Sec 2
• Type N, open venting 3.2.8 Slop tanks

• Type N, open venting, flame arresters Following equipment is required: Open venting, sounding
pipe, connections with valves for connection of hoses/piping.
• Type N, closed.
3.1.2 The Tanker Type N may be constructed as a single or 3.3 Type N with open venting, with flame
double-hull tankvessel or as a tankvessel with inserted arresters
cargo tanks shown respectively in Ch 2, Sec 1, Fig 1 to Ch
2, Sec 1, Fig 3. 3.3.1 Cargo tank heating
Cargo tank heating system is to be installed as a separate
3.1.3 Cofferdams, double-hull spaces, double bottoms, system, equipped with a heat exchanger located in the
cargo tanks, hold spaces and other spaces within the cargo cargo area. Where special heat transfer media are used this
area shall be arranged so that they could be completely requirement may be dispensed with upon approval by the
inspected. The dimensions of openings shall be sufficient to society.
allow a person to enter or leave the space without difficul-
ties. The openings shall have a minimum cross-section of 3.3.2 Venting of cargo tanks
0,36 m2 and a minimum side length of 0,50 m. In these Every cargo tank is to be provided with open venting facili-
spaces the distance between the reinforcements shall not be ties fitted with approved flame arresters.
less than 0,50 m. In the double bottom this distance may be
reduced to 0,45 m. 3.3.3 Venting of cofferdams
Cofferdams are to be provided with open venting facilities
3.1.4 The scantlings and structural arrangements are to be equipped with approved deflagration flame arresters. Flame
in compliance with applicable requirements of Ch 2, Sec 1, arresters are not required for vessels outside ADN/ADNR.
[3] to Ch 2, Sec 1, [6].
3.3.4 Cargo tank level indicators
Each cargo tank shall be fitted with a sounding pipe.
3.2 Type N with open venting
Every cargo tank is to be provided with a filling mark corre-
3.2.1 Cargo tank heating sponding to 97% of the total tank volume.
3.3.5 Cargo tank sampling
system, equipped with a heat exchanger located in the
Open sampling as per list of substances allowed to be car-
cargo area. Where special heat transfer media are used this
ried of Ch 3, App 1.
requirement may be dispensed with upon approval by the
society. 3.3.6 Slop tanks
Following equipment is required: Open venting fitted with
3.2.2 Venting of cargo tanks and hold spaces
approved flame arresters, sounding pipe, connections with
Every cargo tank, cofferdam and hold space is to be pro- valves for connection of hoses/piping.
vided with open venting facilities (without flame arrester).
3.2.3 Cargo tank level alarm 3.4 Type N closed

The level alarm must be activated when the tank is filled to 3.4.1 Cargo tank heating
90% of its total volume.
system, equipped with a heat exchanger located in the
3.2.4 Cargo tank overfill protection
cargo area. Where special heat transfer media are used this
The overfill protection must be actuated when the level in requirement may be dispensed with upon approval by the
the tank reaches 97,5%, (see the list of substances allowed Society.
to be carried of Ch 3, App 1).
3.4.2 Cargo tank venting
3.2.5 Cargo tank level gauging
A controlled venting system shall be provided in order to
Each cargo tank shall be fitted with a sounding pipe or protect the cargo tanks against excessive overpressure and
ullage/observation port. vacuum which may be arranged either individually or by
Every cargo tank is to be provided with a filling mark corre- vapour collecting system.
sponding to 97% of the total tank volume. Overpressure protection is to be safeguarded by flameproof
high-velocity vent valves, the openings of which shall be
3.2.6 Cargo tank sampling located 2 m above deck at a horizontal distance of at least
Open sampling as defined in the list of substances allowed 6 m from accommodation or other safe spaces. The height
to be carried of Ch 3, App 1. may be reduced to less than 2 m in case the area of 1 m
around the high velocity valve is designed as non-accessi-
3.2.7 Drives ble. The opening setting of high velocity vent valves shall be
On tankers of type N open internal combustion engines 10 kPa (see list of substances allowed to be carried of Ch 3,
may be installed in the cargo area. App 1).
Penetrations for drive shafts through pump room bulkheads For vacuum protection flameproof vacuum valves are to be
are to be of gastight design and are subject to approval. fitted.

Pt D, Ch 3, Sec 2
The cargo tanks are to be provided with a vapour return 4 Electrical plant
connection either individually or via the vapour collecting
line. Vapour return connections are to be fitted with shutoff
valves and blind flanges.
On each tank or each tank group means shall be provided 4.1.1 In addition to the documents required in accordance
for safe depressurizing, consisting in a shutoff valve show- with the Regulations referred to in Pt C, Ch 2, Sec 1, [2], the
ing its open/closed position. The outlet is to be provided following documents are to be submitted:
with an approved flame arrester. a) a drawing indicating the boundaries of the cargo area
Where two or more tanks are connected to a vapour col- and the location of the electrical equipment installed in
lecting line, at the inlet to each cargo tank an approved det- this area
onation arrester shall be fitted. b) a list of the electrical equipment referred to in (a) above
including the following particulars: machine or appli-
3.4.3 Venting cofferdams ance, location, type of protection, type of protection
Cofferdams are to be provided with open venting facilities against explosion, testing body and approval number
equipped with approved flame arresters. Flame arresters are c) a list of or general plan indicating the electrical equip-
not required for vessels outside ADN/ADNR. ment outside the cargo area which may be operated
during loading, unloading or gas-freeing. All other elec-
3.4.4 Cargo tank level alarm
trical equipment shall be marked in red.
The level alarm must be tripped when the tank is filled to
90% of its total volume.
3.4.5 Cargo tank overfill protection 4.2.1 Only distribution systems without return connection
The overfill protection must be actuated when the level in to the hull are permitted. This provision does not apply to:
the tank reaches 97,5%, see list of substances allowed to be • certain limited sections of the installations situated out-
carried, Ch 3, App 1. side the cargo area (connections of starters of diesel
engines)
3.4.6 Cargo tank level indicators
• the device for checking the insulation level referred to in
Each cargo tank is to be equipped with a closed gauging
the paragraph below
device and is to be provided with a filling mark at 97% of
the total tank volume. • the installations for cathodic protection.
4.2.2 Every insulated distribution network shall be fitted

3.4.7 Cargo tank pressure monitoring
with an automatic device with a visual and audible alarm
Each cargo tank shall be equipped with a pressure indicator for checking the insulation level.
for the vapour space.
Further alarm and shutdown functions are required accord- 4.2.3 For the selection of electrical equipment to be used in
ing to ADN in relation to the products allowed to be car- zones presenting an explosion risk, the explosion groups
ried. and temperature classes assigned to the substances carried
in accordance with columns (15) and (16) of Ch 3, App 1,
3.4.8 Cargo temperature monitoring Tab 2 shall be taken into consideration.
Tankers fitted with or required to be fitted with cargo tank
heating arrangements shall be equipped with temperature 4.3 Type and location of electrical equipment
indicating devices in each cargo tank.
4.3.1
Note 1: Further alarm functions are required according to ADNR in
relation to the products allowed to be carried. a) Only measuring, regulation and alarm devices of the
EEx (ia) type of protection may be installed in cargo
3.4.9 Cargo tank sampling equipment tanks, residual cargo tanks and pipes for loading and
Closed sampling equipment in accordance with the list of unloading (comparable to zone 0)
substances allowed to be carried of Ch 3, App 1 is to be b) Only the following equipment may be installed in the
provided. cofferdams, double-hull spaces, double bottoms and
hold spaces (comparable to zone 1):
3.4.10 Slop tanks
• measuring, regulation and alarm devices of the cer-
Following equipment is required: tified safe type
• controlled venting arrangement consisting of P/V valves • lighting appliances of the "flame-proof enclosure" or
combined with approved flame arresters "pressurised enclosure" type of protection
• P/V valve setting as for main cargo tanks • hermetically sealed echo sounding devices the
• closed gauging device cables of which are led through thick-walled steel
tubes with gastight connections up to the main deck
• pipe, connections with valves for connection of
• cables for the active cathodic protection of the shell
hoses/piping.
plating in protective steel tubes such as those pro-
Note 1: ADN/ADNR requires high velocity vent valve. vided for echo sounding devices

Pt D, Ch 3, Sec 2
c) Only the following equipment may be installed in the • The ventilation system, the gas detection system
service spaces in the cargo area below deck (compara- and the alarm of the switch-off device fully com-
ble to zone 1): ply with the requirements of (a) above
• measuring, regulation and alarm devices of the cer- • The automatic switching-off device is set so that
tified safe type no automatic switch off may occur while the
• lighting appliances of the "flame-proof enclosure" or vessel is under way.
"apparatus protected by pressurization" type of pro-
4.3.3 The electrical equipment which does not meet the
tection
requirements set out in [4.3.2] together with its switches
• motors driving essential equipment such as ballast shall be marked in red. The disconnection of such equip-
pumps; they shall be of the certified safe type ment shall be operated from a centralised location on
d) The control and protective equipment of the electrical board.
equipment referred to in paragraphs (a), (b) and (c)
above shall be located outside the cargo area if they are 4.3.4 An electric generator which is permanently driven by
not intrinsically safe an engine and which does not meet the requirements of
[4.3.2], shall be fitted with a switch capable of shutting
e) The electrical equipment in the cargo area on deck
down the excitation of the generator. A notice board with
(comparable to zone 1) shall be of the certified safe type.
the operating instructions shall be displayed near the switch.
4.3.2
4.3.5 Sockets for the connection of signal lights and gangway
a) Electrical equipment used during loading, unloading lighting shall be permanently fitted to the vessel close to the
and gas-freeing during berthing and which are located signal mast or the gangway. Connecting and disconnecting
outside the cargo area shall (comparable to zone 2) be shall not be possible except when the sockets are not live.
at least of the "limited explosion risk" type.
4.3.6 The failure of the power supply for the safety and
b) This provision does not apply to:
control equipment shall be immediately indicated by visual
• lighting installations in the accommodation, except and audible signals at the locations where the alarms are
for switches near entrances to accommodation usually actuated.
• radiotelephone installations in the accommodation
or the wheelhouse 4.4 Earthing
• electrical installations in the accommodation, the
wheelhouse or the service spaces outside the cargo 4.4.1 The metal parts of electrical appliances in the cargo
areas if: area which are not live as well as protective metal tubes or
• These spaces are fitted with a ventilation system metal sheaths of cables in normal service shall be earthed,
ensuring an overpressure of 0,1 kPa (0,001 bar) unless they are so arranged that they are automatically
and none of the windows is capable of being earthed by bonding to the metal structure of the vessel.
opened; the air intakes of the ventilation system 4.4.2 The provisions of [4.4.1] above apply also to equip-
shall be located as far away as possible, how-
ment having service voltages of less than 50 V.
ever, not less than 6,00 m from the cargo area
and not less than 2,00 m above the deck 4.4.3 Independent cargo tanks, metal intermediate bulk
• The spaces are fitted with a gas detection system containers and tank-containers shall be earthed.
with sensors:
4.4.4 Metal intermediate bulk containers (IBCs) and tank-
• at the suction inlets of the ventilation system
containers, used as residual cargo tanks or slop tanks, shall
• directly at the top edge of the sill of the be capable of being earthed.
entrance doors of the accommodation and
service spaces
• The gas concentration measurement is continu-
ous 4.5.1 All cables in the cargo area shall have a metallic
• When the gas concentration reaches 20% of the sheath.
lower explosive limit, the ventilators are
4.5.2 Cables and sockets in the cargo area shall be pro-
switched off. In such a case and when the over-
tected against mechanical damage.
pressure is not maintained or in the event of fail-
ure of the gas detection system, the electrical 4.5.3 Movable cables are prohibited in the cargo area,
installations which do not comply with (a) except for intrinsically safe electric circuits or for the supply
above, shall be switched off. These operations of signal lights, gangway lighting and submerged pumps on
shall be performed immediately and automati- board bilgesboat.
cally and activate the emergency lighting in the
accommodation, the wheelhouse and the serv- 4.5.4 Cables of intrinsically safe circuits shall only be used
ice spaces, which shall comply at least with the for such circuits and shall be separated from other cables
"limited explosion risk" type. The switching-off not intended for being used in such circuits (e.g. they shall
shall be indicated in the accommodation and not be installed together in the same string of cables and
wheelhouse by visual and audible signals they shall not be fixed by the same cable clamps).

Pt D, Ch 3, Sec 2
4.5.5 For movable cables intended for signal lights, gang- 6.1.2 General requirements of Ch 4, Sec 6, [1.2] to Ch 4,
way lighting, and submerged pumps on board bilgesboat, Sec 6, [1.5] shall be complied with.
only sheathed cables of type H 07 RN-F in accordance with
245 IEC 66 or cables of at least equivalent design having 6.1.3 The longitudinal centre bulkhead may be dispensed
conductors with a cross-section of not less than 1,5 mm² with only if sufficient stability is guaranted.
shall be used. These cables shall be as short as possible and
installed so that damage is not likely to occur.
6.2.1 Proof of intact stability is to be provided for all load-
4.6.1 The installation of storage batteries inside dangerous ing/unloading stages and for the final loading stage.
areas is not permissible.
6.2.2 The intact stability is deemed to be sufficient if the
5 Hull scantlings vessel complies with [6.2.4] and/or [6.2.3], as applicable.
6.2.3 For vessels with cargo tanks of more than 0,70B in

5.1 Integrated tanks width, the following intact stability requirements are to be
complied with:
5.1.1 The scantlings of the hull structure are to be deter-
mined in compliance with Ch 2, Sec 1, substituting to the • a minimum righting lever GZ value of 0,10 m is to be
values of minimum thickness those given in [5.1.2], [5.1.3] reached within the range of positive stability, limited by
and [5.1.4]. the angle at which unprotected openings become sub-
merged
5.1.2 Plating
The minimum net thickness, in mm, of strength deck and • the area below the GZ curve within the range of positive
bulkhead plating in integrated tanks is to be not less than stability, limited by the angle at which unprotected
the values given in Tab 1. openings become submerged or 27 degrees whichever
is the lesser, is to be not less than 0,024 m.radians
Unless constructed wholly of corrosion-resistant materials
or fitted with an approved lining, the plating thickness • the initial metacentric height GM0 value is to be at least
should take into account the corrosivity of the cargo. 0,10 m.
Table 1 : Minimum net thickness of integrated tanks 6.2.4 Tank vessels Type C
For tank vessels Type C, with cargo tanks of less than or
Plating Minimum thickness, in mm equal to 0,70B in width the intact stability requirements
resulting from the damaged stability calculation shall be
Strength deck t = 4,4 + 0,016 Lk0,5
fully complied with.
Tank bulkhead t = 0,8L1/3 k0,5+ 3,6 s
Watertight bulkhead t = 0,68 L1/3k0,5 + 3,6 s 6.3 Damage stability
Wash bulkhead t = 0,64 + 0,011 Lk 0,5
+ 3,6 s
6.3.1 For tank vessels of Type C, proof of floatability in the
5.1.3 Ordinary stiffeners damage condition is to be furnished for the most unfavoura-
The net thickness of the web of ordinary stiffeners is to be ble loading condition.
not less than the value obtained, in mm, from the following
For this purpose, calculated proof of sufficient stability shall
formula:
be established for critical intermediate stages of flooding
t = 0,6 L1/3k0,5 + 3,6 s and for the final stage of flooding. For critical intermediate
stages of flooding, the righting lever curve has to show,
5.1.4 Primary supporting members beyond the equilibrium stage, a righting lever ≥ 0,03 m and
The net thickness of plating which forms the web of primary a positive range ≥ 5°.
supporting members is to be not less than the value
obtained, in mm, from following formula: 6.3.2 The damage stability is generally regarded sufficient
t = 1,14 L k1/3 0,5 if:
• At the stage of equilibrium (in the final stage of flood-

6 Buoyancy and stability ing), the angle of heel is not greater than 12°.
Non-watertight openings shall not be flooded before
6.1 General reaching the stage of equilibrium.
6.1.1 Exceptions to the requirements stated in these Rules If such openings are immersed before the stage of equi-
are possible where they are permitted by the statutory Regu- librium, the corresponding spaces shall be considered
lations. flooded for the purpose of stability calculation.

Pt D, Ch 3, Sec 2
• The positive range of the righting lever curve beyond the c) Any bulkhead within the damaged area shall be
stage of equilibrium has a righting lever of ≥ 0,05 m in assumed damaged, which means that the location of
association with an area under the curve of ≥ 0,0065 bulkheads shall be chosen to ensure that the vessel
m.rad. The minimum values of stability shall be satisfied remains afloat after the flooding of two or more adjacent
up to immersion of the first non-weathertight openings compartments in the longitudinal direction.
and in any event up to an angle of heel = 27°. If non- The following provisions are applicable:
weathertight openings are immersed before that stage,
the corresponding spaces shall be considered flooded • For bottom damage, adjacent athwartship compart-
for the purpose of stability calculation. ments shall also be assumed flooded
• the lower edge of any non-watertight opening (e.g.
6.3.3 If openings through which undamaged compartments windows, doors and access hatchways) shall, at the
may additionally become flooded are capable of being final stage of flooding, be not less than 0,10 m
closed watertight, the closing appliances shall be marked above the damage waterline.
accordingly.
6.3.6 In general, permeability shall be assumed to be 95%.
6.3.4 Where cross- or down flooding openings are pro- Where an average permeability of less than 95% is calcu-
vided for reduction of unsymmetrical flooding, the time of lated for any compartment, this calculated value obtained
equalisation shall not exceed 15 minutes, provided during may be used.
the intermediate stages of flooding sufficient stability has
However, minimum values of permeability, µ, given in Tab
been proved.
2 are to be used.
6.3.5 The damage condition calculation is to be based on For the main engine room only a one-compartment status
the following assumptions: needs to be taken into account, i.e. the end bulkheads of
a) extent of side damage: the engine room shall be assumed not damaged.
• longitudinal extent: at least 0,10L but not less than
Table 2 : Permeability values, in %
5m
• transverse extent: 0,79 m Spaces µ
• vertical extent: from base line upwards without limit Engine room 85
b) extent of bottom damage: Accommodation spaces 95
Double bottoms, oil fuel tanks, ballast tanks,
5m
etc., depending on whether, according to their
• transverse extent: 3 m function, they have to be assumed as full or 0 or 95
• vertical extent: from base line to 0,59 m upwards, empty for the vessel floating at the maximum
except for pump well. permissible draught
Figure 1 : Proof of damage stability

[m]
≤ 12°
≥ 0,0065 m.rad
Lever GZ
A
≥ 0,05m
Angle of heel ϕ [°]

Equilibrium in
flooded
condition

Pt D, Ch 3, Sec 3
SECTION 3 LIQUEFIED GASES
1 General 2.2 Venting of hold spaces

2.2.1 Every hold space is to be provided with open venting
1.1 Application facilities.

tion are eligible for the assignment of the additional class
2.3 Ventilation of cargo pump rooms and
notation Type G, as defined in Pt A, Ch 2, Sec 2, [4.2.2]. gas compressor rooms
These Rules apply in addition to Ch 3, Sec 1 and Ch 2, Sec 1. 2.3.1 Cargo pump and compressor rooms must be pro-
vided with extraction type ventilation systems, independent
1.2 Applicable rules of other vessel's spaces, providing at least 30 cycles of air
change per hour. Warning notices shall be placed requiring
1.2.1 For scantling of the hull of vessels with inserted tanks, that the ventilation is in operation for at least 15 minutes
see Ch 2, Sec 1, [3.1.1]. prior to entering these spaces.
1.2.2 The calculation of the pressure tanks is to conform to 2.3.2 Portable means must be provided for gas-freeing of
Pt B, Ch 7, Sec 2, [1]. cargo tanks and other spaces not equipped with fixed venti-
lation.
1.2.3 For the size of the tanks to be provided, reference is
to be made to Ch 3, Sec 1, Tab 2. 3 Vessels for the carriage of liquefied
gases under pressure
1.3 Definitions
3.1 General
1.3.1 Design pressure
The design pressure p0 is the maximum gauge pressure at 3.1.1 The following Rules apply to inland waterway vessels
the top of the tank which has been used in the design of the equipped for the carriage of liquefied gases under pressure.
tank.
3.1.2 For the tank arrangement, reference is to be made to
For cargo tanks where there is no temperature control and sketches b and c of Ch 2, Sec 1, Fig 3.
where the pressure of the cargo is dictated only by the
ambient temperature, p0 is not to be less than the gauge 3.1.3 Cofferdams need not be placed in the fore and after
vapour pressure of the cargo at a temperature of 40°C. body of vessels of all-welded construction.
In all cases p0 is not to be less than MARVS. The hold space end bulkheads shall be provided with a
Class A-60 fire protection insulation according to SOLAS
1.3.2 Design temperature Chapter II-2, Regulation 3. A space of not less than 0,20 m
shall be provided between the cargo tanks and the end
The design temperature for selection of materials is the min-
bulkheads of the hold spaces. Where the cargo tanks have
imum temperature at which cargo may be loaded or trans-
plane end bulkheads this space shall be not less than
ported in the cargo tanks. Provisions to the satisfaction of
0,50 m.
the Society are to be made that the tank or cargo tempera-
ture cannot be lowered below the design temperature. 3.1.4 If the tank arrangement corresponds to sketch c of Ch
2, Sec 1 and if the double bottom and wing tanks are
1.3.3 MARVS equipped to take ballast, the scantlings of the bottom longi-
MARVS is the maximum allowable relief valve setting of a tudinals, side longitudinals or side transverse frames, as the
cargo tank. case may be, are to conform to the formulae in Ch 2, Sec 1.
2 Special requirements for Tanker 3.2 Design, materials, testing and welding
Type G 3.2.1 Type G vessels are to comply with the requirements
of the applicable Society’s Rules.
2.1 Double hull spaces
3.3 Cargo tank design
2.1.1 Double hull spaces independent from cargo tanks,
may be arranged as ballast water spaces. Piping systems 3.3.1 Pressure vessels shall in general be designed as the
may be connected to the engine room. domed type. Fittings must be mounted on the domes or

Pt D, Ch 3, Sec 3
elsewhere on the upper part of the tanks above the open 3.6.3 Checking criteria
deck in the cargo area. They shall be protected against dam- The strength check of the seatings and stays is to be carried
age and must be secured in such a way that undue stresses out in compliance with Pt B, Ch 2, Sec 5, using a partial
caused by vibration or expansion cannot occur. At least one safety factor γR = 1,5.
manhole shall be arranged in the tank dome or as a separate
dome with the access opening located on the open deck. 3.6.4 Stress concentrations in the tank walls are to be
avoided, and care is to be taken to ensure that the tank seat-
3.4 Installation of cargo tanks ings do not impede the contraction of the tank when cooled
down to transport temperature.
3.4.1 Pressure vessels must be so installed as to allow their
inspection as well as the adjoining vessel's structure. 3.7 Cargo piping
3.7.1 With exception of manifolds, the cargo piping on
3.5 Insulation, protective painting deck shall be located at a distance of at least B/4 from the
shell plating. Cargo piping including valves and outfitting
3.5.1 The insulation of pressure vessels is to be made of
shall in general be arranged inboard of the tank domes
approved material covered with a vapour barrier of low
where two domes are provided athwartship. On vessels
flame spread type.
having single domes arranged at centre line the minimum
distance from the vessel's side shall be 2,7 m.
3.5.2 Pressure vessels shall be painted externally for protec-
tion against corrosion. Uninsulated or unprotected portions 3.7.2 In cargo piping welding is the preferred method of
on the open deck shall be coated with reflecting paints. joining. As detachable pipe connections only flanged con-
nections are permitted. Approved screwed pipe connec-
3.6 Fastening of self-supporting tanks tions are permitted for pipe diameters not exceeding 25
mm. Sliding glands or pipe couplings are not permitted.
3.6.1 Chocking of tanks
3.7.3 All cargo piping for liquid and vapour must be fitted
The tank seatings are to be constructed in such a way as to
on deck. Except in cargo pump and gas compressor rooms
make it impossible for the tanks to move in relation to the
no cargo piping shall be routed through any other vessel's
vessel structure.
spaces.
The tanks are to be supported by floors or bottom longitudinals.
3.7.4 Wherever necessary, pipelines, valves and fittings
When a stringer is chocked against tanks in way of some
shall be thermal insulated.
web frames or side shell transverses, chocking may consist
in a bolted assembly. In case of applying wedges in hard 3.7.5 Cargo piping shall be clearly marked and labelled.
wood or synthetic material capable of transmitting the
chocking stress, arrangements are to be provided to avoid
3.8 Valves, fittings and equipment
an accidental shifting during navigation.
3.8.1 All loading and discharge manifolds must be fitted
3.6.2 Design loads
with a manual shutoff and a remote operated quick closing
The design of the tank seatings is to be based on the follow- valve. When not in use blank flanges shall be fitted. Means
ing assumed forces. are to be provided for the safe relief of pressure prior to dis-
Relaxation of the following may be granted by the Society connecting the shore connecting (hose or loading arm).
on a case by case basis.
3.8.2 Pipe connections on tank domes with the exception
a) In the vertical direction: of level gauges and safety valves shall be fitted with a man-
• The weight of the filled tanks acting downwards ual shutoff and a remote operated quick closing valve. In
piping with DN < 50 mm excess flow valves may be used
• The buoyancy of the empty tanks assuming the ves- instead of quick closing valves.
sel in the damaged condition, acting upwards
• The weight of the filled tanks assuming the vessel is 3.8.3 Pipeline sections of more than 50 litres volume which
capsized may be isolated in liquid full condition are to be provided
with safety relief valves. The blow-off lines are to be
b) Athwartships and in the capsized conditions: returned to the cargo tanks or a blow down header.
• The tank seatings in the athwartship direction must
be designed for the total heeling range up to the 3.8.4 Controls for the release of quick closing valves are to
completely capsized condition be located in the cargo control station and at two suitable
locations on deck.
c) Fore-and-aft:
• The design of the tank seatings in the fore-and-aft 3.8.5 Pressure indicators shall be fitted on loading and dis-
direction is to be based on a force of 0,30 P. charge lines, pumps, compressors and manifold connections
marked with the maximum permissible working pressure.
where: Where the cargo operations are controlled in a centralized
P : weight of tank including contents space adequate control and indicators are to be provided.

Pt D, Ch 3, Sec 3
3.8.6 Cargo pumps and compressors must be fitted with • F = 0,5 for uninsulated independent tanks
safety valves discharging to their suction side. installed in holds
• F = 0,2 for insulated independent tanks in
3.9 Cargo tank level indicators holds (or uninsulated independent tanks in
insulated holds)
3.9.1 Each cargo tank is to be equipped with a closed
• F = 0,1 for insulated independent tanks in
gauging device approved by the Society. If only one device
inerted holds (or uninsulated independent
is installed per tank, it shall be so arranged/designed that
tanks in inerted, insulated holds)
any failure can be rectified and its function can be restored
when tank under pressure. For independent tanks partly protruding through the open
deck the fire exposure factor is to be determined on the
basis of the surface areas above and below deck.
3.10 Cargo tank pressure monitoring
G : Gas factor defined as:
3.10.1 Each cargo tank shall be equipped with a pressure
12 , 4
indicator for the vapour space activating a high pressure G = ------------- Z
------T-
rD M
alarm when the design pressure is exceeded.
where:
3.11 Cargo temperature monitoring T : Temperature in K = (273 + °C) at the
relieving conditions, i.e. 120% of
3.11.1 Temperature indicating devices in each cargo tank the design pressure
shall be provided for the mean temperature in the liquid.
r : Latent heat of the material being
vaporized at relieving conditions, in
3.12 Cargo tank sampling equipment kJ/kg
3.12.1 Each cargo tank shall be equipped with a connec- D : Constant based on relation of spe-
tion for a closed sampling device. cific heats (k), shown in Tab 1; if k is
not known, D = 0,606 shall be
used.
3.13 Safety valves
The constant D may also be calcu-
lated by the following formula:
3.13.1 The highest part of the vapour space (tank dome) of
pressure vessels with a capacity of less than 20 m3 is to be k+1
------------
fitted with at least one, and pressure vessels with a capacity 2 k–1
D = k  ------------
 k + 1
of more than 20 m3 two independent, spring loaded safety
valves. Means must be provided to prevent the accumula-
Z : Compressibility factor of the gas at
tion of liquid cargo in the pipe upstream to the safety valves
relieving conditions;
taking into account the vessel's trim and list.
if not known, Z = 1,0 shall be used
3.13.2 The total discharge capacity of the safety valves
M : Molecular weight of the product
shall be according to formula here below. During blow
down the pressure in the tank shall not rise more than 20% A : External surface area of the tank in, m2, for dif-
above the maximum allowable relief valve setting (MARVS). ferent tank types
Q = F G A0,82 • for body of revolution type tanks, A = exter-
nal surface area
where:
• for other than bodies of revolution type
Q : Minimum required equivalent discharge rate of
tanks, A = external surface area less the pro-
air, in m3/s, at standard conditions of 273°K and
jected bottom surface area
1,013 bar
• for tanks consisting of an array of pressure
F : Fire exposure factor for different cargo tank
vessels tanks, A = external surface area of
types:
the hold less its projected bottom area.
• F = 1,0 for uninsulated tanks located on
• insulation on the tank structure, A = external
deck
surface area of the array of pressure vessels
• F = 0,5 for tanks above the deck when insu- excluding in-sulation, less the projected bot-
lation is approved by the society. (Approval tom area as shown in Fig 1.
will be based on the use of an approved fire
proofing material, the thermal conductance 3.13.3 The setting of the pressure relief valves is not to be
of insulation, and its stability under fire higher than the maximum pressure for which the cargo tank
exposure) is designed.

Pt D, Ch 3, Sec 3
Figure 1 : 3.14.2 The outlets to the atmosphere shall be fitted with

protective wire gauze.
3.14.3 The total cross-section of the blow-off piping must

be sufficient to discharge safely the quantity of gas calcu-
lated in [3.13].
Tangents
3.15 Maximum filling and name plates
3.15.1 With the cargo at the reference temperature speci-
fied in [1.3], pressure vessels may not be filled to more than
91% for un-cooled and 95 % for cooled carriage.
3.15.2 Each pressure vessel must bear a name plate show-

Table 1 : Constant D ing the following data:
• Name of manufacturer, serial number, year of manufacture
k D k D • Cubic capacity in m3
• Design pressure and test pressure (bar)
1,00 0,606 1,52 0,704
1,02 0,611 1,54 0,707 • Certificate No., month and year of test
1.04 0,615 1,56 0,710 • Classification society stamp
1,06 0,620 1,58 0,713 • Lowest operation temperature, in °C
1,08 0,624 1,60 0,716 • Vapour pressure, in bar at reference temperature, in °C.
1,10 0,628 1,62 0,719
1,12 0,633 1,64 0,722 3.15.3 The name plates must be legible from the deck.
1,14 0,637 1,66 0,725
1,16 0,641 1,68 0,728 3.16 Gas detection and alarm system
1,18 0,645 1,70 0,731
3.16.1 For the hold spaces of pressure vessel cargo tanks,
1,20 0,649 1,72 0,734
portable gas detectors are to be approved by the Society.
1,22 0,652 1,74 0,736
1,24 0,656 1,76 0,739
1,26 0,660 1,78 0,742
4 Vessels for the carriage of liquefied
1,28 0,664 1,80 0,745 gases at atmospheric pressure
1,30 0,667 1,82 0,747
1,32 0,671 1,84 0,750 4.1 General
1,34 0,674 1,86 0,752
1,36 0,677 1,88 0,755 4.1.1 Requirements as set out in ADN/ADNR Rules are to
1,38 0,681 1,90 0,758 be observed.
1,40 0,685 1,92 0,760 Further individual requirements are to be decided in con-
1,42 0,688 1,94 0,763 sultation with the Society on a case by case basis in accord-
1,44 0,691 1,96 0,765 ance with the provisions for liquefied gas tankers laid down
1,46 0,695 1,98 0,767 in the Society's Rules.
1,48 0,698 2,00 0,770
1,50 0,701 2,02 0,772 5 Electric plant
2,20 0,792
3.13.4 It is recommended that a device may be fitted ena-
bling one safety valve at a time to be isolated for a short 5.1.1 In addition to the documents required by the Regula-
period for repair/maintenance. In this case, however, at tions referred to in Pt C, Ch 2, Sec 1, [2] the following doc-
least half the required safety valve cross-section must uments shall be on board:
remain operative. a) a drawing indicating the boundaries of the cargo area
and the location of the electrical equipment installed in
this area
3.14 Safety valves blow-off lines
b) a list of the electrical equipment referred to in (a) above
3.14.1 The blow-off lines of pressure vessel safety valves including the following particulars: machine or appli-
may be arranged individual or with common headers. The ance, location, type of protection, type of protection
outlets are to be arranged at least 2 m above deck at a hori- against explosion, testing body and approval number
zontal distance of 6 m from accommodation or other safe c) a list of or general plan indicating the electrical equipment
spaces. The height may be reduced to less than 2 m in case outside the cargo area which may be operated during
the area of 1 m around the high velocity valve is designed loading, unloading or gas-freeing. All other electrical
as non-accessible. equipment shall be marked in red. See [5.3.3] and [5.3.4].

Pt D, Ch 3, Sec 3
5.2 Electrical installations 5.3.2

a) Electrical equipment used during loading, unloading
5.2.1 Only distribution systems without return connection and gas-freeing during berthing and which are located
to the hull are permitted. This provision does not apply to: outside the cargo area (comparable to zone 2) shall be
• local installations outside the cargo area (e.g. connec- at least of the "limited explosion risk" type.
tions of starters of diesel engines) b) This provision does not apply to:
• the device for checking the insulation level referred to in • lighting installations in the accommodation, except
[5.2.2] for switches near entrances to accommodation
• the installations for cathodic protection. • radiotelephone installations in the accommodation
or the wheelhouse
5.2.2 Every insulated distribution network shall be fitted
with an automatic device with a visual and audible alarm • electrical installations in the accommodation, the
for checking the insulation level. wheelhouse or the service spaces outside the cargo
areas if:
5.2.3 For the selection of electrical equipment to be used in • These spaces are fitted with a ventilation system
zones presenting an explosion risk, the explosion groups ensuring an overpressure of 0,1 kPa (0,001 bar)
and temperature classes assigned to the substances carried and none of the windows is capable of being
in the list of substances shall be taken into consideration opened; the air intakes of the ventilation system
(see columns (15) and (16) of Ch 3, App 1, Tab 2). located as far away as possible, however, not
less than 6,00 m from the cargo area and not less
5.3 Type and location of electrical equipment than 2,00 m above the deck
• The spaces are fitted with a gas detection system
5.3.1 with sensors:
a) Only measuring, regulation and alarm devices of the • at the suction inlets of the ventilation system
EEx (ia) type of protection may be installed in cargo • directly at the top edge of the sill of the
tanks and pipes for loading and unloading (comparable entrance doors of the accommodation and
to zone 0) service spaces
b) Only the following equipment may be installed in the • The gas concentration measurement is continu-
cofferdams, double hull spaces, double bottoms and ous
hold spaces (comparable to zone 1): • When the gas concentration reaches 20% of the
• measuring, regulation and alarm devices of the cer- lower explosive limit, the ventilators shall be
tified safe type switched off. In such a case and when the over-
• lighting appliances of the "flame-proof enclosure" or pressure is not maintained or in the event of fail-
"apparatus protected by pressurization" type of pro- ure of the gas detection system, the electrical
installations which do not comply with (a)
tection
above, shall be switched off. These operations
• hermetically sealed echo sounding devices the shall be performed immediately and automati-
cables of which are led through thick-walled steel cally and activate the emergency lighting in the
tubes with gastight connections up to the main deck accommodation, the wheelhouse and the serv-
• cables for the active cathodic protection of the shell ice spaces, which shall comply at least with the
plating in protective steel tubes such as those pro- "limited explosion risk" type. The switching-off
vided for echo sounding devices shall be indicated in the accommodation and
c) Only the following equipment may be installed in the wheelhouse by visual and audible signals
service spaces in the cargo area below deck (compara- • The ventilation system, the gas detection system and
ble to zone 1): the alarm of the switch-off device fully comply with
the requirements of (a) above
• measuring, regulation and alarm devices of the cer-
tified safe type • The automatic switch-off device is set so that no
automatic switching-off may occur while the vessel
• lighting appliances of the "flame-proof enclosure" or
is under way.
"apparatus protected by pressurization" type of pro-
tection 5.3.3 The electrical equipment which does not meet the
• motors driving essential equipment such as ballast requirements set out in [5.3.2] together with its switches
pumps; they shall be of the certified safe type shall be marked in red. The disconnection of such equip-
d) The control and protective equipment of the electrical ment shall be operated from a centralised location on
equipment referred to in (a), (b) and (c) above shall be board.
located outside the cargo area if they are not intrinsi- 5.3.4 An electric generator which is permanently driven by
cally safe an engine and which does not meet the requirements of
e) The electrical equipment in the cargo area on deck [5.3.2], shall be fitted with a switch capable of shutting
(comparable to zone 1) shall be of the certified safe down the excitation of the generator. A notice board with
type. the operating instructions shall be displayed near the switch.

Pt D, Ch 3, Sec 3
5.3.5 Sockets for the connection of signal lights and gang- 6 Buoyancy and stability
way lighting shall be permanently fitted to the vessel close
to the signal mast or the gangway. Connecting and discon-
6.1 General
necting shall not be possible except when the sockets are
not live. 6.1.1 Exceptions to the requirements stated in these rules
are possible where they are permitted by the statutory Regu-
5.3.6 The failure of the power supply for the safety and lations.
control equipment shall be immediately indicated by visual
and audible signals at the locations where the alarms are 6.1.2 General requirements of Ch 4, Sec 6, [1.2] to Ch 4,
usually actuated. Sec 6, [1.5] shall be complied with.

5.4 Earthing
6.2.1 Proof of intact stability is to be provided for all load-
5.4.1 The metal parts of electrical appliances in the cargo ing / unloading stages and for the final loading stage.
area which are not live as well as protective metal tubes or
metal sheaths of cables in normal service shall be earthed, 6.2.2 The intact stability requirements resulting from the
unless they are so arranged that they are automatically damage stability calculation shall be fully complied with.
earthed by bonding to the metal structure of the vessel.
5.4.2 The provisions of [5.4.1] apply also to equipment
having service voltages of less than 50 V. 6.3.1 Proof of floatability in the damage condition is to be
furnished for the most unfavourable loading condition.
5.4.3 Independent cargo tanks shall be earthed. For this purpose, calculated proof of sufficient stability shall
be established for critical intermediate stages of flooding
5.4.4 Metal intermediate bulk containers (IBCs) and tank- and for the final stage of flooding. For critical intermediate
stages of flooding, the righting lever curve has to show,
containers, used as residual cargo tanks or slop tanks, shall
beyond the equilibrium stage, a righting lever ≥ 0,03 m and
be capable of being earthed.
a positive range ≥ 5°.
5.5 Electrical cables 6.3.2 The damage stability is generally regarded as suffi-
cient if:
5.5.1 All cables in the cargo area shall have a metallic • At the stage of equilibrium (in the final stage of flood-
sheath. ing), the angle of heel is not greater than 12°.
Non-watertight openings shall not be flooded before
5.5.2 Cables and sockets in the cargo area shall be pro- reaching the stage of equilibrium.
tected against mechanical damage. If such openings are immersed before the stage of equi-
librium, the corresponding spaces shall be considered
5.5.3 Movable cables are prohibited in the cargo area, flooded for the purpose of stability calculation.
except for intrinsically safe electric circuits or for the supply • The positive range of the righting lever curve beyond the
of signal lights and gangway lighting. stage of equilibrium has a righting lever of ≥ 0,05 m in
association with an area under the curve of ≥ 0,0065
5.5.4 Cables of intrinsically safe circuits shall only be used m.rad. The minimum values of stability shall be satisfied
for such circuits and shall be separated from other cables up to immersion of the first non-weathertight openings
not intended for being used in such circuits (e.g. they shall and in any event up to an angle of heel = 27°. If non-
not be installed together in the same string of cables and weathertight openings are immersed before that stage,
they shall not be fixed by the same cable clamps). the corresponding spaces shall be considered flooded
for the purpose of stability calculation.
5.5.5 For movable cables intended for signal lights and 6.3.3 If openings through which undamaged compartments
gangway lighting, only sheathed cables of type H 07 RN-F may additionally become flooded are capable of being
in accordance with 245 IEC 66 or cables of at least equiva- closed watertight, the closing appliances shall be marked
lent design having conductors with a cross-section of not accordingly.
less than 1,5 mm2 shall be used. These cables shall be as
short as possible and installed so that damage is not likely 6.3.4 Where cross or down flooding openings are provided
to occur. for reduction of unsymmetrical flooding, the time of equali-
sation shall not exceed 15 minutes, provided during the
intermediate stages of flooding sufficient stability has been
5.6 Storage batteries proved.
5.6.1 The installation of storage batteries inside dangerous 6.3.5 The damage condition calculation is to be based on
areas is not permissible. the following assumptions:

Pt D, Ch 3, Sec 3
a) extent of side damage: final stage of flooding, be not less than 0,10 m
• longitudinal extent: at least 0,10L but not less than above the damage waterline.
5m
6.3.6 In general, permeability shall be assumed to be 95%.
• transverse extent: 0,79 m Where an average permeability of less than 95% is calcu-
• vertical extent: from base line upwards without limit lated for any compartment, this calculated value obtained
may be used.
b) extent of bottom damage:
However, minimum values of permeability, µ, given in Tab
2 are to be used.
5m
For the main engine room only a one-compartment status
• transverse extent: 3 m
needs to be taken into account, i.e. the end bulkheads of
• vertical extent: from base line to 0,59 m upwards, the engine room shall be assumed not damaged.
the well excepted
c) Any bulkhead within the damaged area shall be Table 2 : Permeability values, in %
assumed damaged, which means that the location of
bulkheads shall be chosen to ensure that the vessel Spaces µ
remains afloat after the flooding of two or more adjacent Engine room 85
compartments in the longitudinal direction Accommodation spaces 95
The following provisions are applicable:
Double bottoms, oil fuel tanks, ballast tanks,
• For bottom damage, adjacent athwartship compart- etc., depending on whether, according to their
ments shall also be assumed as flooded function, they have to be assumed as full or 0 or 95
• the lower edge of any non-watertight opening (e.g. empty for the vessel floating at the maximum
windows, doors and access hatchways) shall, at the permissible draught

[m]
≤ 12°
≥ 0,0065 m.rad
Lever GZ
A
≥ 0,05m

Equilibrium in
flooded
condition

Pt D, Ch 3, Sec 4
SECTION 4 DRY CARGOES
1 General Authority. Vessels for the transport of dangerous goods in

restricted quantities have to comply with the applicable
Rules of [4].
1.1 Application
1.1.1 The additional class notation DG is assigned, in com- 3.2 Structural configuration
pliance with Pt A, Ch 2, Sec 2, [3.2.3], to vessels intended
to carry dry dangerous goods. 3.2.1 Vessels for the transport of dangerous goods of classes
2, 3, 4.1, 5.2, 6.1, 7, 8 or 9, with the exception of those for
1.1.2 Vessels dealt with in this Section are to comply with which a No. 1 model label is required in column (5) of table
the requirements stated under Part A, Part B and Part C, as A of Chapter 3.2, Part 3 of ADN/ADNR to be carried in
applicable, and with the requirements of this Section, quantities greater than those indicated in [3.1.1] have to be
which are specific to dry cargo vessels for the transport of built as double-hull dry cargo vessels. These vessels have
dangerous goods. also to comply with the applicable additional Rules of [5].
2 Mode of carriage of goods 4 Design, construction and arrangement
2.1 Carriage of packages 4.1 Materials of construction
2.1.1 Unless otherwise specified, the masses given for pack- 4.1.1 The hull has to be constructed of shipbuilding steel or
ages shall be the gross masses. When packages are carried other metal, provided that this metal has at least equivalent
in containers or vehicles, the mass of the container or vehi- mechanical properties and resistance to the effects of tem-
cle shall not be included in the gross mass of such packages. perature and fire.
2.2 Carriage in containers, in intermediate bulk con- 4.2 Cargo holds

tainers (IBCs) and in large packagings, in
4.2.1 Each cargo hold shall be bounded fore and aft by
MEGCs, in portable tanks and in tank-containers watertight metal bulkheads.
2.2.1 The carriage of containers, IBCs, large packagings, 4.2.2 The cargo holds shall have no common bulkhead
MEGCs, portable tanks and tankcontainers shall be in with the fuel oil tanks.
accordance with the AND/ADNRprovisions applicable to
the carriage of packages. 4.2.3 The bottom of the holds shall be such as to permit
them to be cleaned and dried.
2.3 Vehicles and wagons
4.2.4 Hatch covers for the cargo holds must be spraytight
2.3.1 The carriage of vehicles and wagons shall be in and weathertight. The use of waterproof tarpaulins is also
accordance with the AND/ADNR provisions applicable to possible to cover the cargo holds, if the tarpaulin consists of
the carriage of packages. low flammability material.
4.2.5 Heating installation

2.4 Carriage in bulk It is not allowed to arrange heating installation in the cargo
holds.
2.4.1 The carriage of dangerous goods in bulk is only per-
mitted if the code "B" appears in column (8) of Table A,
Chapter 3.2., Part 6 of ADN/ADNR. 4.3 Ventilation
4.3.1 Ventilation of each hold shall be provided by means
3 Vessels of two mutually independent extraction ventilators having a
capacity of not less than five changes of air per hour based
3.1 Permitted vessels on the volume of the empty hold. The ventilator fan shall be
designed so that no sparks may be emitted on contact of the
3.1.1 Vessels carrying dangerous goods in quantities not impeller blades with the housing and no static electricity
exceeding those indicated in 7.1.4.1.1, or, if applicable, in may be generated. The extraction ducts shall be positioned
7.1.4.1.2 of ADN/ADNR are permitted to carry dangerous at the extreme ends of the hold and extend down to not
goods in restricted quantities. The maximum permitted more than 50 mm above the bottom. The extraction of gases
quantities are specified in ADN/ADNR Regulations, Part 7, and vapours through the duct shall also be ensured for car-
7.1.4.1 or in other Regulations implemented by the Local riage in bulk.

Pt D, Ch 3, Sec 4
If the extraction ducts are movable they shall be suitable for 4.8.2 Exhaust pipes shall be provided with a device pre-
the ventilator assembly and capable of being firmly fixed. venting the escape of sparks, e.g. spark arresters.
Protection shall be ensured against bad weather and spray.
The air intake shall be ensured during ventilation. 4.9 Stripping installation
4.3.2 The ventilation system of a hold shall be arranged so 4.9.1 The stripping pumps intended for the holds shall be
that dangerous gases cannot penetrate into the accommo- located in the protected area. This requirement shall not
dation, wheelhouse or engine rooms. apply when stripping is effected by eductors.
4.3.3 Ventilation shall be provided for the accommodation

and for service spaces.
4.10.1 An approved fire-extinguishing system has to be
4.4 Accommodation and service spaces installed on the vessel according to Pt C, Ch 1, Sec 8, [3].
4.4.1 The accommodation shall be separated from the 4.11 Fire and naked light
holds by metal bulkheads having no openings.
4.4.2 Gastight closing appliances shall be provided for 2 m from the hatchway openings.
openings in the accommodation and wheelhouse facing the
Arrangements shall be provided to prevent the escape of
holds.
sparks and the entry of water.
4.4.3 No entrances or openings of the engine rooms and 4.11.2 Heating, cooking and refrigerating appliances shall
service spaces shall face the protected area. not be fuelled with liquid fuels, liquid gas or solid fuels. The
installation in the engine room or other separate space of
4.5 Water ballast heating appliances fuelled with liquid fuel having a flash-
point above 55°C is, however, permitted.
4.5.1 Double-hull spaces and double bottoms may be used Cooking and refrigerating appliances are permitted only in
for water ballast. wheelhouses with metal floor and in the accommodation.
4.6 Engines 4.11.3 Electric lighting appliances only are permitted out-
side the accommodation and the wheelhouse.
4.6.1 Only internal combustion engines running on fuel
having a flashpoint above 55°C are allowed. 4.12 Type and location of electrical equipment
4.6.2 The air vents in the engine rooms and the air intakes 4.12.1 It shall be possible to isolate the electrical equip-
of the engines which do not take air in directly from the ment in the protected area by means of centrally located
engine room shall be located not less than 2,00 m from the switches except where:
protected area. • in the holds, it is of a certified safe type corresponding at
least to temperature class T4 and explosion group II B
4.6.3 Sparking shall not be possible in the protected area. and
• in the protected area on deck it is of the limited explo-
4.7 Oil fuel tanks sion risk type.
4.7.1 The double bottoms within the cargo hold area may The corresponding electrical circuits shall have control
be used as oil fuel tanks provided their depth is not less than lamps to indicate whether or not the circuits are live.
0,6 m. Fuel oil pipes and openings to such tanks are not The switches shall be protected against unintended unau-
permitted in the holds. thorized operation. The sockets used in this area shall be so
designed as to prevent connections being made except
4.7.2 The air pipes of all oil fuel tanks shall be led to 0,50 when they are not live.
m above the open deck. Their open ends and the open ends
of the overflow pipes leaking to the deck shall be fitted with Submerged pumps installed or used in the holds shall be of
a protecting screen. the certified safe type at least for temperature class T4 and
explosion group II B.
4.8 Exhaust pipes 4.12.2 Electric motors for hold ventilators which are
arranged in the air flow shall be of the certified safe type.
4.8.1 Exhausts shall be evacuated from the vessel into the
open air either upwards through an exhaust pipe or through 4.12.3 Sockets for the connection of signal lights, gangway
the shell plating. The exhaust outlet shall be located not less lighting and containers shall be fitted to the vessel close to
than 2,00 m from the hatchway openings. The exhaust the signal mast or the gangway or the containers. Sockets
pipes of engines shall be arranged so that the exhausts are intended to supply the submerged pumps and hold ventila-
led away from the vessel. The exhaust pipes shall not be tors shall be permanently fitted to the vessel in the vicinity
located within the cargo area. of the hatches.

Pt D, Ch 3, Sec 4
4.13 Electric cables stringers and between the uppermost stringer and the
gangboard shall not exceed 0,80 m.
4.13.1 Cables and sockets in the cargo area shall be pro- The depth of the stringers shall be at least equal to that
tected against mechanical damage. of the transverse frames and the cross-section of the face
plate shall be not less than 15 cm2. The stringers have to
4.13.2 Movable cables are prohibited in the protected area,
be supported by web frames with a maximum spacing
except for intrinsically safe electric circuits or for the supply
of 3,60 m.
of signal lights and gangway lighting, for containers, for
submerged pumps, hold ventilators and for electrically The section modulus and the web height of the web
operated cover gantries. frames have to be not lower than the section modulus
and the web height of the double bottom floors
4.13.3 For movable cables permitted in accordance with The transverse shell frames and the hold bulkhead verti-
[4.13.2], only rubber-sheathed cables of type H07 RN-F in cal stiffeners shall be connected at the bilge by a bracket
accordance with 245 IEC 66 or cables of at least equivalent plate with a height of not less than 0,90 m and thickness
design having conductors with a cross-section of not less equal to the thickness of the floors.
than 1,5 mm 2, shall be used. These cables shall be as short
as possible and installed so that accidental damage is not c) If the vessel's sides are constructed according to the
likely to occur. transverse framing system with web frames on each trans-
verse frame. The section modulus and the web height of
the web frames have to be not lower than the section
4.14 Metal wires, masts modulus and the web height of the double bottom floors.
4.14.1 All metal wires passing over the holds and all masts The depth of the double bottom shall be not less than
shall be earthed, unless they are electrically bonded to the 0,50 m. The depth below a suction well may however
metal hull of the vessel through their installation. be locally reduced to 0,40 m, provided that the suction
well has a capacity of not more than 0,03 m3.
5.2 Emergency exit
4.15.1 The installation of storage batteries inside the pro-
tected area is not permissible. 5.2.1 Spaces not flooded of which the entrances or exits
are partly or fully immersed in damage condition shall be
4.16 Notice boards provided with an emergency exit not less than 0,10 m
above the waterline. This does not apply to forepeak and
4.16.1 Notice boards, clearly legible from either side of the aftpeak.
vessel, displaying the prohibition of admittance on board
and prohibition of smoking on board have to be installed. 5.3 Buoyancy and stability
5 Additional rules applicable to double 5.3.1 General

Exceptions to the requirements stated in these Rules are pos-
hull vessels sible where they are permitted by the statutory Regulations.
General requirements of Ch 4, Sec 6, [1.2] to Ch 4, Sec 6,
5.1 Holds
[1.5] are to be complied with.
5.1.1 The vessel shall be built as a double-hull vessel with
5.3.2 Intact stability
double-hull spaces and double bottom within the protected
area. The requirements for intact stability resulting from the dam-
age stability calculation shall be fully complied with.
5.1.2 The distance between the sides of the vessel and the
longitudinal bulkheads of the cargo hold shall be not less 5.3.3 Damage stability
than 0,80 m. Proof of floatability in the damage condition is to be fur-
This distance may be reduced to a distance of 0,60 m if the nished for the most unfavourable loading condition.
following reinforcements of the hull structure are provided: For this purpose, calculated proof of sufficient stability shall
a) If the vessel's sides are constructed according to the lon- be established for critical intermediate stages of flooding
gitudinal framing system, the frame spacing shall not and for the final stage of flooding. For critical intermediate
exceed 0,60 m and the longitudinal frames have to be stages of flooding, the righting lever curve has to show,
supported by web frames with a maximum spacing of beyond the equilibrium stage, a righting lever ≥ 0,03 m and
1,80 m. a positive range ≥ 5°.
The section modulus and the web height of the web The damage stability is generally regarded sufficient if (see
frames have to be not lower than the section modulus Fig 1):
and the web height of the double bottom floors. a) At the stage of equilibrium (in the final stage of flood-
b) If the vessel's sides are constructed according to the ing), the angle of heel is not greater than 12°.
transverse framing system strengthened by two longitu- Non-watertight openings shall not be flooded before
dinal side shell stringers, the distance between the two reaching the stage of equilibrium.

Pt D, Ch 3, Sec 4
If such openings are immersed before the stage of equi- c) Any bulkhead within the damaged area shall be
librium, the corresponding spaces shall be considered assumed damaged, which means that the location of
flooded for the purpose of stability calculation. bulkheads shall be chosen to ensure that the vessel
remains afloat after the flooding of two or more ajdacent
b) The postive range of the righting lever curve beyond the
compartments in the longitudinal direction.
stage of equilibrium has a righting lever of ≥ 0,05 m in
association with an area under the curve of ≥ 0,0065 The following provisions are applicable:
m.rad. The minimum values of stability shall be satisfied • For bottom damage, adjacent athwartship compart-
up to immersion of the first non-weathertight openings ments shall also be assumed as flooded.
and in any event up to an angle of heel = 27°. If non- • the lower edge of any non-watertight opening (e.g.
weathertight openings are immersed before that stage, windows, doors and access hatchways) shall, at the
the corresponding spaces shall be considered flooded final stage of flooding, be not less than 0,10 m
for the purpose of stability calculation. above the damage waterline.
If openings through which undamaged compartments may In general, permeability shall be assumed to be 95%.
additionally become flooded are capable of being closed Where an average permeability of less than 95% is calcu-
watertight, the closing appliances shall be marked accord- lated for any compartment, this calculated value obtained
ingly. may be used.
Where cross or down flooding openings are provided for However, minimum values of permeability, µ, given in Tab
reduction of unsymmetrical flooding, the time of equalisa- 1 are to be used.
tion shall not exceed 15 minutes, if during the intermediate For the main engine room only a one-compartment status
stages of flooding sufficient stability has been proved. needs to be taken into account, i.e. the end bulkheads of
the engine room shall be assumed not damaged.
The damage condition calculation is to be based on the fol-
lowing assumptions: 5.3.4 Carriage of containers
a) extent of side damage: Vessels carrying container shall be in compliance with Ch
4, Sec 6, [3].
5m
• transverse extent: 0,59 m
Spaces µ
• vertical extent: from base line upwards without limit
Engine room 85
b) extent of bottom damage:
Accommodation spaces 95
5m Double bottoms, oil fuel tanks, ballast tanks,
etc., depending on whether, according to their
• transverse extent: 3 m function, they have to be assumed as full or 0 or 95
• vertical extent: from base line to 0,49 m upwards, empty for the vessel floating at the maximum
except for pump well. permissible draught

[m]
≤ 12°
≥ 0,0065 m.rad
Lever GZ
A
≥ 0,05m

Equilibrium in
flooded
condition

Pt D, Ch 3, Sec 5
SECTION 5 FIRE PROTECTION AND FIRE EXTINGUISHING
1 General • It shall be provided with a water main fitted with at least

three hydrants in the cargo area above deck. Three suit-
able and sufficiently long hoses with spray/jet nozzles
1.1
having a diameter of not less than 12 mm shall be pro-
1.1.1 In addition to fire rules of Pt C, Ch 1, Sec 8, the fol- vided
lowing additional fire extinguishing equipment is to be pro- • It shall be possible to reach any point of the deck in the
vided on DG vessels, tankers Type C, Type G and Type N. cargo area simultaneously with at least two jets of water
not supplied from the same hydrant
2 Portable fire extinguishers
• A spring-loaded non-return valve shall be fitted to
ensure that no gases can escape through the fire-extin-
2.1 guishing system into the accommodation or service
spaces outside the cargo area. The non-return valve is
2.1.1 In addition to the fire-extinguishing appliances pre-
not required for vessels not complying with ADN/ADNR
scribed in Pt C, Ch 1, Sec 8, [5], each vessel shall be
equipped with at least two additional portable fire-extin- • The capacity of the system shall be at least sufficient for
guishers having the same capacity in cargo area. a jet of water to have a minimum reach of not less than
These additional portable fire-extinguishers shall be suitable the vessel's breadth from any location on board with
for fighting fires involving the dangerous goods carried. two spray/jet nozzles being used at the same time.
3 Water fire extinguishing system 4 Fixed fire extinguishing system

3.1
4.1 General
3.1.1 A water fire-extinguishing system shall be installed
on the vessel. This system shall comply with the following 4.1.1 In addition the engine room, the pump room and all
requirements: spaces containing essential equipment (switchboards, com-
• It shall be supplied by two independent fire or ballast pressors, etc.) for the refrigeration equipment, if any, shall
pumps one of which shall be ready for use at any time. be provided with a fixed fire-extinguishing system, in com-
These pumps shall not be installed in the same space pliance with Pt C, Ch 1, Sec 8, [3].

Pt D, Ch 3, App 1
APPENDIX 1 LIST OF DANGEROUS GOODS ACCEPTED FOR

CARRIAGE IN TANK VESSELS
1 General 2.2 Column 2: Name and description

2.2.1 Contains, in upper case characters, the name of the
1.1 Scope of the list substance, if the substance has been assigned its own spe-
cific UN number or identification number or of the generic
1.1.1 Tab 2 lists dangerous products permitted to be carried or n.o.s. entry to which the dangerous substances have
in tankers complying with these Rules. been assigned in accordance with the criteria (“decision
trees”) of ADN/ADNR, Part 2. This name shall be used as
1.2 Application the proper shipping name or, when applicable, as part of
the proper shipping name (see ADN/ADNR, Part 3, 3.1.2 for
1.2.1 As a rule, each row of Tab 2 of this Appendix deals further details on the proper shipping name).
with the substance(s) covered by a specific UN number or A descriptive text in lower case characters is added after the
identification number. However, when substances belong- proper shipping name to clarify the scope of the entry if the
ing to the same UN number or identification number have classification or carriage conditions of the substance may
different chemical properties, physical properties and/or be different under certain conditions.
carriage conditions, several consecutive rows may be used
for that UN number or identification number. 2.3 Column 3
Each column of Tab 2 is dedicated to a specific subject as
indicated in the explanatory notes below. The intersection 2.3.1 Column 3a: Class
of columns and rows (cell) contains information concerning Contains the number of the Class, whose heading covers
the subject treated in that column, for the substance(s) of the dangerous substance. This Class number is assigned in
that row: accordance with the procedures and criteria of
ADN/ADNR, Part 2.
• The first four cells identify the substance(s) belonging to
that row 2.3.2 Column 3b: Classification code
• The following cells give the applicable special provi- Contains the classification code of the dangerous sub-
sions, either in the form of complete information or in stance.
coded form. The codes cross-refer to detailed informa- • For dangerous substances of Class 2, the code consists
tion that is to be found in the numbers indicated in the of a number and one or more letters representing the
explanatory notes below. An empty cell means either hazardous property group, which are explained in
that there is no special provision and that only the gen- ADN/ADNR, Part 2, 2.2.2.1.2 and 2.2.2.1.3
eral requirements apply, or that the carriage restriction
• For dangerous substances or articles of Classes 3, 4.1,
indicated in the explanatory notes is in force.
4.2, 4.3, 5.1, 5.2, 6.1, 6.2, 8 and 9, the codes are
The applicable general requirements are not referred to in explained in ADN/ADNR, Part 2, 2.2.x.1.2. Note 1).
the corresponding cells. Note 1: x = the Class number of the dangerous substance or
Explanatory notes for each column are given in [2]. article, without dividing point if applicable.
2.4 Column 4: Packing group

2 Explanations concerning Table 2
2.4.1 Contains the packing group number(s) (I, II or III)
2.1 Column 1: UN number/identification assigned to the dangerous substance. These packing group
number numbers are assigned on the basis of the procedures and
criteria of ADN/ADNR, Part 2. Certain substances are not
2.1.1 Contains the UN number or identification number: assigned to packing groups.
• of the dangerous substance if the substance has been

assigned its own specific UN number or identification
2.5 Column 5: Labels
number, or 2.5.1 This column contains information concerning the haz-
• of the generic or n.o.s. entry to which the dangerous ards inherent in the dangerous substance. They are included
substances not mentioned by name shall be assigned in on the basis of the danger labels of ADN/ADNR, Part 3, Table
accordance with the criteria ("decision trees") of A, column (5). In the case of a chemically unstable substance
ADN/ADNR, Part 2. the code "unst." is added to the information.

Pt D, Ch 3, App 1
2.6 Column 6: Type of tank vessel 2.15 Column 15: Temperature class
2.6.1 Contains the type of tank vessel: G, C or N. 2.15.1 Contains the temperature class of the substance.
2.7 Column 7: Cargo tank design 2.16 Column 16: Explosion group
2.7.1 Contains information concerning the design of the 2.16.1 Contains the explosion group of the substance.
cargo tank:
1 : Pressure cargo tank 2.17 Column 17: Anti-explosion protection
2 : Closed cargo tank required
3 : Open cargo tank with flame arrester
2.17.1 Contains a code referring to protection against
4 : Open cargo tank explosions.
Yes : anti-explosion protection required
2.8 Column 8: Cargo tank type
No : anti-explosion protection not required
2.8.1 Contains information concerning the cargo tank type.
1 : Independent cargo tank 2.18 Column 18: Equipment required
2 : Integral cargo tank 2.18.1 This column contains the alphanumeric codes for
3 : Cargo tank with walls distinct from the outer the equipment required for the carriage of the dangerous
hull substance (see ADN/ADNR, Part 8, 8.1.5).
2.9 Column 9: Cargo tank equipment 2.19 Column 19: Number of cones/blue lights
2.9.1 Contains information concerning the cargo tank 2.19.1 This column contains the number of cones/lights
equipment. which should constitute the marking of the vessel during the
1 : Refrigeration system carriage of this dangerous substance or article.
2 : Heating system
3 : Water-spray system 2.20 Column 20: Additional requirements
/remarks applicable to the vessel
2.10 Column 10: Opening pressure of high-
2.20.1 Additional requirement/remark 1
velocity vent valve in kPa
Anhydrous ammonia is liable to cause stress crack corro-
2.10.1 Contains information concerning the opening pres- sion in cargo tanks and cooling systems constructed of car-
sure of the high-velocity vent valve in kPa. bon-manganese steel or nickel steel.
In order to minimize the risk of stress crack corrosion the
2.11 Column 11: Maximum degree of filling (%) following measures shall be taken:
a) Where carbon-manganese steel is used, cargo tanks,
2.11.1 Contains information concerning the maximum pressure vessels of cargo refrigeration systems and cargo
degree of filling of cargo tanks as a percentage. piping shall be constructed of fine grained steel having a
specified minimum yield stress of not more than 355
2.12 Column 12: Relative density N/mm2. The actual yield stress shall not exceed 440
N/mm2. In addition, one of the following construction
2.12.1 Contains information concerning the relative den-
or operational measures shall be taken:
sity of the substance at 20°C. Data concerning the density
are for information only. • Material with a low tensile strength (Rm < 410
N/mm2) shall be used; or
2.13 Column 13: Type of sampling device • Cargo tanks, etc., shall undergo a post-weld heat
treatment for the purpose of stress relieving; or
2.13.1 Contains information concerning the prescribed • The transport temperature shall preferably be main-
type of sampling device. tained close to the evaporation temperature of the
1 : Closed sampling device cargo of -33°C, but in no case above -20°C; or
2 : Partly closed sampling device • Ammonia shall contain not less than 0,1% water, by
3 : Open sampling device mass.
b) When carbon-manganese steel with yield stress values
2.14 Column 14: Pump-room below deck permitted higher than those referred to in (a) above is used, the com-
pleted tanks, pipe sections, etc., shall undergo a post-
2.14.1 Contains an indication of whether a pump-room is weld heat treatment for the purpose of stress relieving.
permitted below deck. c) Pressure vessels of the cargo refrigeration systems and
Yes : pump-room below deck permitted the piping systems of the condenser of the cargo refrig-
No : pump-room below deck not permitted eration system constructed of carbon-manganese steel
Pt D, Ch 3, App 1
or nickel steel shall undergo a post-weld heat treatment heating, lower-temperature indirect heating systems shall be
for the purpose of stress relieving. provided.
d) The yield stress and the tensile strength of welding con- 2.20.5 Additional requirement/remark 5
sumables may exceed only by the smallest value possi-
This substance is liable to clog the vapour pipe and its fit-
ble the corresponding values of the tank and piping
tings. Careful surveillance should be ensured. If a close-type
material.
tank vessel is required for the carriage of this substance the
e) Nickel steels containing more than 5% nickel and car- vapour pipe shall conform to ADN/ADNR, Part 9,
bon manganese steel which are not in compliance with 9.3.2.22.5 (a) (i), (ii), (iv), (v), (b), (c) or (d) or to 9.3.3.22.5
the requirements of (a) and (b) above may not be used (a) (i), (ii), (iv), (b), (c) or (d). This requirement does not apply
for cargo tanks and piping systems intended for the when the cargo tanks are inerted in accordance with
transport of this substance. ADN/ADNR, Part 7, 7.2.4.18 nor when protection against
f) Nickel steels containing not more than 5% nickel may explosions is not required in column (17) and when flame-
be used if the transport temperature is within the limits arresters have not been installed.
referred to in (a) above.
g) The concentration of oxygen dissolved in the ammonia When external temperatures are below or equal to that indi-
shall not exceed the values given in Tab 1. cated in column (20), the substance may only be carried in
tank vessels meeting the following conditions:
Table 1 : Maximum oxygen concentration The tank vessels shall be equipped with a cargo heating sys-
tem conforming to ADN/ADNR, Part 9, 9.3.2.42 or 9.3.3.2.
t in °C O2 in %, by volume The arrangement of heating coils inside the cargo tanks
≤ -30 0,90 instead of a cargo heating system may be sufficient (possi-
-20 0,50 bility of heating the cargo).
-10 0,28 In addition, in the event of carriage in a closed-type vessel,
0 0,16 if the tank vessel:
10 0,10 • is fitted out in accordance with ADN/ADNR, Part 9,
20 0,05 9.3.2.22.5 (a) (i) or (d) or ADN/ADNR, Part 9, 9.3.3.22.5
30 0,03 (a) (i) or (d), it shall be equipped with pressure/vacuum
valves capable of being heated; or
2.20.2 Additional requirement/remark 2 • is fitted out in accordance with ADN/ADNR, Part 9,
Before loading, air shall be removed and subsequently kept 9.3.2.22.5 (a) (ii), (v), (b) or (c) or ADN/ADNR, Part 9,
away to a sufficient extent from the cargo tanks and the 9.3.3.22.5 (a) (ii), (v), (b) or (c), it shall be equipped with
accessory cargo piping by the means of inert gas (see also heatable vapour pipes and heatable pressure/vacuum
ADN/ADNR, Part 7, 7.2.4.18). valves; or
• is fitted out in accordance with ADN/ADNR, Part 9,
2.20.3 Additional requirement/remark 3 9.3.2.22.5 (a) (iii) or (iv) or ADN/ADNR, Part 9,
Arrangements shall be made to ensure that the cargo is suf- 9.3.3.22.5 (a) (iii) or (iv), it shall be equipped with heat-
ficiently stabilized in order to prevent a reaction at any time able vapour pipes and with heatable pressure/vacuum
during carriage. The transport document shall contain the valves and heatable flame-arresters.
following additional particulars:
The temperature of the vapour pipes, pressure/vacuum
a) Name and amount of inhibitor added valves and flame arresters shall be kept at least above the
b) Date on which inhibitor was added and expected dura- melting point of the substance.
tion of effectiveness under normal conditions
c) Any temperature limits having an effect on the inhibitor. If a closed-type tank vessel is required to carry this sub-
When stabilization is ensured solely by blanketing with an stance or if the substance is carried in a closed-type tank
inert gas it is sufficient to mention the name of the inert gas vessel, if this vessel:
used in the transport document. • is fitted out in accordance with ADN/ADNR, Part 9,
When stabilization is ensured by another measurement, e.g. 9.3.2.22.5 (a) (i) or (d) or ADN/ADNR, Part 9, 9.3.3.22.5
the special purity of the substance, this measurement shall (a) (i) or (d), it shall be equipped with heatable pres-
be mentioned in the transport document. sure/vacuum valves, or
• is fitted out in accordance with ADN/ADNR, Part 9,
2.20.4 Additional requirement/remark 4 9.3.2.22.5 (a) (ii), (v), (b) or (c) or ADN/ADNR, Part 9,
The substance shall not be allowed to solidify; the transport 9.3.3.22.5 (a) (ii), (v), (b) or (c), it shall be equipped with
temperature shall be maintained above the melting point. In heatable vapour pipes and heatable pressure/vacuum
instances where cargo heating installations are required, valves, or
they must be so designed that polymerisation through heat- • is fitted out in accordance with ADN/ADNR, Part 9,
ing is not possible in any part of the cargo tank. Where the 9.3.2.22.5 (a) (iii) or (iv) or ADN/ADNR, Part 9,
temperature of steam-heated coils could give rise to over- 9.3.3.22.5 (a) (iii) or (iv), it shall be equipped with heat-
Pt D, Ch 3, App 1
able vapour pipes and with heatable pressure/vacuum h) Transfer arrangements shall be provided for emergency
valves and heatable flame-arresters. transfer of ethylene oxide in the event of an uncontrolla-
ble self-reaction.
The temperature of the vapour pipes, pressure/vacuum
valves and flame arresters shall be kept at least above the 2.20.12 Additional requirement/remark 12
melting point of the substance. a) The substance shall be acetylene free.
2.20.8 Additional requirement/remark 8 b) Cargo tanks which have not undergone appropriate
cleaning shall not be used for the carriage of these sub-
Double-hull spaces, double bottoms and heating coils shall
stances if one of the previous three cargoes consisted of
not contain any water.
a substance known to promote polymerisation, such as:
2.20.9 Additional requirement/remark 9 • mineral acids (e.g. sulphuric acid, hydrochloric
acid, nitric acid)
a) While the vessel is underway, an inert-gas pad shall be
• carboxylic acids and anhydrides (e.g. formic acid,
maintained in the ullage space above the liquid level.
acetic acid)
b) Cargo piping and vent lines shall be independent of the • halogenated carboxylic acids (e.g. chloroacetic
corresponding piping used for other cargoes. acid)
c) Safety valves shall be made of stainless steel. • sulphonic acids (e.g. benzen sulphonic acid)
• caustic alkalis (e.g. sodium hydroxide, potassium
hydroxide)
Reserved
• ammonia and ammonia solutions
2.20.11 Additional requirement/remark 11 • amines and amine solutions
a) Stainless steel of type 416 or 442 and cast iron shall not • oxidizing substances.
be used for cargo tanks and pipes for loading and c) Before loading, cargo tanks and their piping shall be
unloading. efficiently and thoroughly cleaned so as to eliminate all
traces of previous cargoes, except when the last cargo
b) The cargo may be discharged only by deep-well pumps
was constituted of propylene oxide or a mixture of eth-
or pressure inert gas displacement. Each cargo pump
ylene oxide and propylene oxide. Special precautions
shall be arranged to ensure that the substance does not
shall be taken in the case of ammonia in cargo tanks
heat significantly if the pressure discharge line from the
built of steel other than stainless steel.
pump is shut off or otherwise blocked.
d) In all cases the efficiency of the cleaning of cargo tanks
c) The cargo shall be cooled and maintained at tempera- and their piping shall be monitored by means of appro-
tures below 30°C. priate tests or inspections to check that no trace of acid
d) The safety valves shall be set at a pressure of not less or alkaline substance remains that could present a dan-
than 550 kPa (5.5 bar) gauge pressure. Special authori- ger in the presence of these substances.
zation is required for the maximum setting pressure. e) The cargo tanks shall be entered and inspected prior to
e) While the vessel is underway, a nitrogen pad shall be each loading of these substances to ensure freedom
maintained in the ullage space above the cargo (see also from contamination, heavy rust deposits or visible struc-
ADN/ADNR, Part 7, 7.2.4.18). An automatic nitrogen tural defects.
supply system shall be installed to prevent the pressure f) When these cargo tanks are in continuous service for
from falling below 7 kPa (0.07 bar) gauge within the these substances, such inspections shall be performed at
cargo tank in the event of a cargo temperature fall due intervals of not more than two and a half years.
to ambient temperature conditions or to some other rea- Cargo tanks which have contained these substances
son. In order to satisfy the demand of the automatic may be reused for other cargoes once they and their
pressure control a sufficient amount of nitrogen shall be piping have been thoroughly cleaned by washing and
available on board. Nitrogen of a commercially pure flushing with an inert gas.
quality of 99.9%, by volume, shall be used for padding.
A battery of nitrogen cylinders connected to the cargo g) Substances shall be loaded and unloaded in such a way
tanks through a pressure reduction valve satisfies the that there is no release of gas into the atmosphere. If gas is
intention of the expression "automatic" in this context. returned to the shore installation during loading, the gas
return system connected to the tank containing that sub-
The required nitrogen pad shall be such that the nitro- stance shall be independent from all other cargo tanks.
gen concentration in the vapour space of the cargo tank
h) During discharge operations, the pressure in the cargo
is not less than 45% at any time.
tanks shall be maintained above 7 kPa (0.07 bar) gauge.
f) Before loading and while the cargo tank contains this
i) The cargo shall be discharged only by deep-well pumps,
substance in a liquid or gaseous form, it shall be inerted
hydraulically operated submerged pumps or pressure
with nitrogen.
inert gas displacement. Each cargo pump shall be
g) The water-spray system shall be fitted with remote-con- arranged to ensure that the substance does not heat sig-
trol devices which can be operated from the wheel- nificantly if the pressure discharge line from the pump is
house or from the control station, if any. shut off or otherwise blocked.
Pt D, Ch 3, App 1
j) Each cargo tank carrying these substances shall be ven- tery of nitrogen cylinders connected to the cargo tanks
tilated by a system independent from the ventilation sys- through a pressure reduction valve satisfies the intention
tems of other cargo tanks carrying other substances. of the expression "automatic" in this context.
k) Loading pipes used for these substances shall be marked s) The vapour space of the cargo tanks shall be checked
as follows: before and after each loading operation to ensure that
"To be used only for the transfer of alkylene oxide." the oxygen content is 2%, by volume, or less.
l) Cargo tanks, cofferdams, double-hull spaces, double t) Loading flow

bottoms, cargo tank spaces adjacent to a cargo tank car- The loading flow (LR) of cargo tank shall not exceed the
rying this substance shall either contain compatible following value:
cargo (the substances mentioned under (b) are examples LR= 3600 U/t (m3/h)
of substances considered to be incompatible) or be
In this formula:
inerted with an appropriate inert gas. Spaces so inerted
shall be monitored for these substances and oxygen. U : Free volume, in m3 during loading for the
The oxygen content shall be maintained below 2%, by activation of the overflow prevention system
volume. Portable measuring devices are permitted. T : Time, in s, required between the activation
m) No air shall be allowed to enter the cargo pumps and of the overflow prevention system and the
cargo piping system while these substances are con- complete stop of the flow of cargo into the
tained within the system. cargo tank.
The time is the sum of the partial times needed for suc-
n) Before the shore connections are disconnected, piping
cessive operations, e.g. reaction time of the service per-
containing liquids or gas shall be depressurised at the
sonnel, the time needed to stop the pumps and the time
shore link by means of appropriate devices.
needed to close the shut-off valves.
o) The piping system for cargo tanks to be loaded with
The loading flow shall also take account of the design
these substances shall be separate from piping system
pressure of the piping system.
for all other cargo tanks, including empty cargo tanks. If
the piping system for the cargo tanks to be loaded is not 2.20.13 Additional requirement/remark 13
independent, separation shall be accomplished by the If no stabilizer is supplied or if the supply is inadequate, the
removal of spool pieces, shut-off valves, other pipe sec- oxygen content in the vapour phase shall not exceed 0.1%.
tions and by fitting blank flanges at these locations. The
Overpressure must be constantly maintained in cargo tanks.
required separation applies to all liquid pipes and
This requirement applies also to voyages on ballast or
vapour vent lines and any other connections which may
empty with uncleaned cargo tanks between cargo transport
exist such as common inert gas supply lines. operations.
p) These substances may be carried only in accordance
with cargo handling plans that have been approved by a 2.20.14 Additional requirement/remark 14
competent authority. The following substances may not be carried under these
Each loading arrangement shall be shown on a separate conditions:
cargo handling plan. Cargo handling plans shall show • substances with self-ignition temperatures = 200°C
the entire cargo piping system and the locations for • mixtures containing halogenated hydrocarbons
installations of blank flanges needed to meet the above
• mixtures containing more than 10% benzene
piping separation requirements. A copy of each cargo
handling plan shall be kept on board. Reference to the • substances and mixtures carried in a stabilized state.
approved cargo handling plans shall be included in the
certificate of approval. 2.20.15 Additional requirement/remark 15
Provision shall be made to ensure that alkaline or acidic
q) Before loading of these substances and before carriage
substances such as sodium hydroxide solution or sulphuric
is resumed a qualified person approved by the compe- acid do not contaminate this cargo.
tent authority shall certify that the prescribed separation
of the piping has been effected; this certificate shall be 2.20.16 Additional requirement/remark 16
kept on board. Each connection between a blank flange If there is a possibility of a dangerous reaction such as poly-
and a shut-off valve in the piping shall be fitted with a merisation, decomposition, thermal instability or evolution
sealed wire to prevent the flange from being disassem- of gases resulting from local overheating of the cargo in
bled inadvertently. either the cargo tank or associated piping system, this cargo
r) During the voyage, the cargo shall be covered with shall be loaded and carried adequately segregated from
nitrogen. An automatic nitrogen make-up system shall other substances the temperature of which is sufficiently
be installed to prevent the cargo tank pressure from fall- high to initiate such reaction. Heating coils inside cargo
ing below 7 kPa (0.07 bar) gauge in the event of a cargo tanks carrying this substance shall be blanked off or secured
temperature fall due to ambient temperature conditions by equivalent means.
or to some other reason. Sufficient nitrogen shall be
available on board to satisfy the demand of automatic 2.20.17 Additional requirement/remark 17
pressure control. Nitrogen of commercially pure quality The melting point of the cargo shall be shown in the trans-
of 99.9%, by volume, shall be used for padding. A bat- port documents.
Pt D, Ch 3, App 1
2.20.18 Additional requirement/remark 18 master shall immediately notify the nearest competent
(Reserved) authority.
When a significant increase in the concentration of
2.20.19 Additional requirement/remark 19 hydrogen sulphide in a hold space leads it to be sup-
Provision shall be made to ensure that the cargo does not posed that the sulphur has leaked, the cargo tanks shall
come into contact with water. The following additional be unloaded as rapidly as possible. A new load may
requirements apply: only be taken on board once the authority which issued
Carriage of the cargo is not permitted in cargo tanks adja- the certificate of approval has carried out a further
cent to slop tanks or cargo tanks containing ballast water, inspection.
slops or any other cargo containing water. Pumps, piping c) When this substance is carried, the concentration of
and vent lines connected to such tanks shall be separated hydrogen sulphide shall be measured in the vapour
from similar equipment of tanks carrying these substances. phase of the cargo tanks and concentrations of sulphur
Pipes from slop tanks or ballast water pipes shall not pass dioxide and hydrogen sulphide in the hold spaces.
through cargo tanks containing this cargo unless they are
d) The measurements prescribed in (c) shall be made every
encased in a tunnel.
eight hours. The results of the measurements shall be
2.20.20 Additional requirement/remark 20 recorded in writing.
The maximum permitted transport temperature given in col-
umn (20) shall not be exceeded.
When particulars concerning the vapour pressure or the
2.20.21 Additional requirement/remark 21 boiling point are given in column (2), the relevant informa-
(Reserved) tion shall be added to the proper shipping name in the
transport document, e.g.
2.20.22 Additional requirement/remark 22 UN 1224 KETONES, LIQUID, N.O.S.,
The relative density of the cargo shall be shown in the trans-
110 kPa < vp 50 < 175 kPa or
port document.
UN 2929 TOXIC LIQUID, FLAMMABLE, ORGANIC,
2.20.23 Additional requirement/remark 23 N.O.S., boiling point < 60°C
The instrument for measuring the pressure of the vapour
phase in the cargo tank shall activate the alarm when the 2.20.30 Additional requirement/remark 30
internal pressure reaches 40 kPa. The water-spray system When these substances are carried, the hold spaces of open
shall immediately be activated and remain in operation type N tank vessels may contain auxiliary equipment.
until the internal pressure drops to 30 kPa.
2.20.24 Additional requirement/remark 24 When these substances are carried, the vessel shall be
Substances having a flash-point above 61°C which are equipped with a rapid blocking valve placed directly on the
handed over for carriage or which are carried heated within shore connection.
a limiting range of 15 K below their flash-point shall be car-
ried under the conditions of substance number 9001. 2.20.32 Additional requirement/remark 32
In the case of transport of this substance, the following addi-
2.20.25 Additional requirement/remark 25 tional requirements are applicable:
Type 3 cargo tank may be used for the carriage of this sub- a) The outside of the cargo tanks should be equipped with
stance provided that the construction of the cargo tank has insulation of low flammability. This insulation should be
been accepted by a recognized classification society for the strong enough to resist shocks and vibration. Above
maximum permitted transport temperature. deck, the insulation should be protected by a covering.
2.20.26 Additional requirement/remark 26 The outside temperature of this covering should not
Type 2 cargo tank may be used for the carriage of this sub- exceed 70°C.
stance provided that the construction of the cargo tank has b) The spaces containing the cargo tanks should be pro-
been accepted by a recognized classification society for the vided with ventilation. Connections for forced ventila-
maximum permitted transport temperature. tion should be fitted.
c) The cargo tanks should be equipped with forced ventila-
tion installations which, in all transport conditions, will
The requirements of ADN/ADNR, Part 3, 3.1.2.8.1 are
reliably keep the concentration of hydrogen sulphide
applicable.
above the liquid phase below 1.85% by volume.
2.20.28 Additional requirement/remark 28 The ventilation installations should be fitted in such a
a) When this substance is carried, the forced ventilation of way as to prevent the deposit of the goods to be trans-
the cargo tanks shall be brought into service at latest ported.
when the concentration of hydrogen sulphide reaches The exhaust line of the ventilation should be fitted in
1.0%, by volume. such a way as not to present a risk to personnel.
b) When during the carriage of this substance, the concen- d) The cargo tank and the hold spaces should be fitted with
tration of hydrogen sulphide exceeds 1,85%, the boat outlets and piping to allow gas sampling.
Pt D, Ch 3, App 1
e) The outlets of the cargo tanks should be situated at a deck containing the cargo tanks designated for carrying
height such that for a trim of 2º and a list of 10º, no sul- hydrogen peroxide solutions.
phur can escape. All the outlets should be situated The following minimum requirements should be com-
above the deck in the open air. Each outlet should be plied with:
equipped with a satisfactory fixed closing mechanism.
1) The product should be diluted from the original con-
One of these mechanisms should be capable of being centration to a 35% concentration within five min-
opened for slight overpressure within the tank. utes from the spillage on the deck
f) The pipes for loading and unloading should be 2) The rate and estimated size of the spill should be
equipped with adequate insulation. They should be determined in the light of the maximum permissible
capable of being heated. loading or unloading rates, the time required to halt
g) The heat transfer fluid should be such that in the event the spillage in the event of tank overfill or a pip-
of a leak into a tank, there is no risk of a dangerous reac- ing/hose failure, and the time necessary to begin
tion with the sulphur. application of dilution water with actuation at the
cargo control location or in the wheelhouse.
2.20.33 Additional requirement/remark 33 g) The outlets of the pressure valves should be situated at
The following provisions are applicable to transport of this least 2.00 metres from the walkways if they are less than
substance. 4.00 metres from the walkway.
Note 1: CONSTRUCTION REQUIREMENTS h) A temperature sensor should be installed by each pump
to make it possible to monitor the temperature of the
a) Hydrogen peroxide solutions may be transported only
cargo during unloading and detect any overheating due
in cargo tanks equipped with deep-well pumps.
to defective operation of the pump.
b) Cargo tanks and their equipment should be constructed Note 2: SERVICING REQUIREMENTS: SHIPPER (Items i to l)
of solid stainless steel of a type appropriate to hydrogen
i) Hydrogen peroxide solutions may only be carried in
peroxide solutions (for example, 304, 304L, 316, 316L
cargo tanks which have been thoroughly cleaned and
or 316 Ti). None of the non-metallic materials used for
passivated, in accordance with the procedure described
the system of cargo tanks should be attacked by hydro-
under j), of all traces of previous cargoes, their vapours
gen peroxide solutions or cause the decomposition of
or their ballast waters. A certificate stating that the pro-
the substance.
cedure described under j) has been duly complied with
c) The temperature sensors should be installed in the cargo must be carried on board.
tanks directly under the deck and at the bottom. Remote Particular care in this respect is essential to ensure the
temperature read-outs and monitoring should be pro- safe carriage of hydrogen peroxide solutions:
vided for in the wheelhouse.
1) When a hydrogen peroxide solution is being carried,
d) Fixed oxygen monitors (or gas-sampling lines) should be no other cargo may be carried simultaneously
provided in the areas adjacent to the cargo tanks so that
leaks in such areas can be detected. Account should be 2) Tanks which have contained hydrogen peroxide
taken of the increased flammability arising from the solutions may be reused for other cargoes after they
increased presence of oxygen. Remote read-outs, con- have been cleaned by persons or companies
tinuous monitoring (if the sampling lines are used, inter- approved for this purpose by the competent authority
mittent monitoring will suffice) and visible and audible 3) In the design of the cargo tanks, efforts must be
alarms similar to those for the temperature sensors made to keep to a minimum any internal tank struc-
should also be located in the wheelhouse. The visible ture, to ensure free draining, no entrapment and
and audible alarms should be activated if the oxygen ease of visual inspection.
concentration in these void spaces exceeds 30% by vol- j) Procedures for inspection, cleaning, passivation and
ume. Two additional oxygen monitors should also be loading for the transport of hydrogen peroxide solutions
available. with a concentration of 8-60 per cent in cargo tanks
e) The cargo tank venting systems which are equipped which have previously carried other cargoes.
with filters should be fitted with pressure/vacuum relief Before their reuse for the transport of hydrogen peroxide
valves appropriate to closed-circuit ventilation and with solutions, cargo tanks which have previously carried
an extraction installation should cargo tank pressure rise cargoes other than hydrogen peroxide must be
rapidly as a result of an uncontrolled breakdown (see inspected, cleaned and passivated. The procedures
under m). These air supply and extraction systems described in paragraphs 1) to 7) below for inspection
should be so designed that water cannot enter the cargo and cleaning apply to stainless steel cargo tanks. The
tanks. In designing the emergency extraction installation procedure for passivating stainless steel is described in
account should be taken of the design pressure and the paragraph .8. Failing any other instructions, all the mea-
size of the cargo tanks. sures apply to cargo tanks and to all their structures
f) A fixed water-spray system should be provided for dilut- which have been in contact with other cargoes.
ing and washing away any hydrogen peroxide solutions 1) After offloading of the previous cargo, the cargo tank
spilled onto the deck. The area covered by the jet of must be degassed and inspected for any remaining
water should include the shore connections and the traces, carbon residues and rust
Pt D, Ch 3, App 1
2) The cargo tanks and their equipment must be k) During the transfer of the hydrogen peroxide solutions,
washed with clear filtered water. The water used the related piping system must be separated from all
must be at least of the same quality as drinking other systems. Cargo hoses used for the transfer of
water and have a low chlorine content hydrogen peroxide solutions must be marked as follows:
3) Traces of the residues and vapours of the previous "Uniquement pour le transbordement de
cargo must be removed by the steam cleaning of the peroxydes d'hydrogène en solution"
cargo tanks and their equipment "For Hydrogen Peroxide
4) The cargo tanks and their equipment must then be Solution Transfer only"
rewashed with clear water of the quality specified in l) If the temperature in the cargo tanks rises above 35°C,
paragraph 2 above and dried in filtered, oil-free air visible and audible alarms should activate on the navi-
5) Samples must be taken of the atmosphere in the gating bridge.
cargo tanks and these must be analysed for their Note 3: SERVICING REQUIREMENTS: MASTER (Item m)
content of organic gases and oxygen m) If the temperature rise exceeds 4°C for 2 hours or if the
temperature in the cargo tanks exceeds 40°C, the master
6) The cargo tank must be reinspected for any traces of
the previous cargo, carbon residues or rust or odours must contact the consignor directly, with a view to tak-
of the previous cargo ing any action that might be necessary.
Note 4: SERVICING REQUIREMENTS: FILLER (Items n and o)
7) If the inspection and the other measures point to the
n) Hydrogen peroxide solutions must be stabilized to pre-
presence of traces of the previous cargo or of its
vent decomposition. The manufacturer must provide a
gases, the measures described in paragraphs 2) to 4)
stabilization certificate which must be carried on board
above must be repeated
and must specify:
8) Stainless steel cargo tanks and their structures which 1) The disintegration date of the stabilizer and the
have contained cargoes other than hydrogen perox- duration of its effectiveness
ide solutions and which have been repaired must,
regardless whether or not they have previously been 2) Actions to be taken should the product become
passivated, be cleaned and passivated in accor- unstable during the voyage.
dance with the following procedure: o) Only those hydrogen peroxide solutions which have a
maximum decomposition rate of 1.0 per cent per year at
• The new weld seams and other repaired parts
25°C may be carried. A certificate from the shipper stat-
must be cleaned and scrubbed with stainless
ing that the product meets this standard must be pre-
steel brushes, graving tools, sandpaper and pol-
sented to the master and kept on board.
ishers. Rough surfaces must be made smooth
and a final polishing must be carried out An authorized representative of the manufacturer must
be on board to monitor the transfer operations and to
• Fatty and oily residues must be removed with the test the stability of the hydrogen peroxide solutions to
use of organic solvents or appropriate cleaning be transported. He should certify to the master that the
products diluted with water. The use of chlorin- cargo has been loaded in a stable condition.
ated products should be avoided because these
might seriously interfere with the passivation 2.20.34 Additional requirement/remark 34
procedure The flanges and stuffing boxes of the loading and unloading
• Any residues of the product that have been hoses must be fitted with a protection device to protect
removed must be eliminated and the tanks must against splashing.
then be washed.
Table 2 : List of dangerous goods
June 2006
Pt D, Ch 3, App 1
Class
Labels
required
Remarks
permitted
Name and description

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance
Cargo tank equipment
Relative density at 20°C
Pump room below deck
Type of sampling device

Anti-explosion protection
Additional requirements /
Number of cones/blue lights
Opening pressure of the high-

Maximum degree of filling in %
(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1005 AMMONIA, ANHYDROUS 2 2TC 2.3 + G 1 1 3 91 1 T1 II A yes PP, EP, EX, 2 1; 31
8 TOX, A
1010 1,2-BUTADIENE, STABILIZED, having a vapour 2 2F 2.1 + G 1 1 91 1 yes T2 II B yes PP, EX, A 1 2; 3; 31
pressure at 70°C not exceeding 1.1 MPa (11 bar) unst. (4)
and a density at 50°C not lower than 0.525 kg/l
1010 1,3-BUTADIENE, STABILIZED, having a vapour 2 2F 2.1 + G 1 1 91 1 yes T2 II B yes PP, EX, A 1 2; 3; 31
pressure at 70°C not exceeding 1.1 MPa (11 bar) unst.
and a density at 50°C not lower than 0.525 kg/l
1010 MIXTURES OF 1,3-BUTADIENE AND HYDRO- 2 2F 2.1 + G 1 1 91 1 yes T2 II B yes PP, EX, A 1 2; 3; 31
CARBONS, STABILIZED, having a vapour pres- unst.
sure at 70°C not exceeding 1.1 MPa (11 bar) and
a density at 50°C not lower than 0.525 kg/l
1011 BUTANE 2 2F 2.1 G 1 1 91 1 yes T2 II A yes PP, EX, A 1 31
1012 1-BUTYLENE 2 2F 2.1 G 1 1 91 1 yes T2 II A yes PP, EX, A 1 31
Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules

1020 CHLOROPENTAFLUORO-ETHANE 2 2A 2.2 G 1 1 91 1 yes no PP 0 31
(REFRIGERANT GAS R 115)
1030 1,1-DIFLUOROETHANE 2 2F 2.1 G 1 1 91 1 yes T1 II A yes PP, EX, A 1 31
(REFRIGERANT GAS R 152a)
1033 DIMETHYL ETHER 2 2F 2.1 G 1 1 91 1 yes T3 II B yes PP, EX, A 1 31
1038 ETHYLENE, REFRIGERATED LIQUID 2 3F 2.1 G 1 1 1 95 0.57 1 no T1 II B yes PP, EX, A 1 31
1040 ETHYLENE OXIDE WITH NITROGEN up to 2 2TF 2.3 + G 1 1 91 1 no T2 II B yes PP, EP, EX, 2 2; 3; 11;
a total pressure of 1 MPa (10 bar) at 50°C 2.1 TOX, A 31
1055 ISOBUTYLENE 2 2F 2.1 G 1 1 91 1 yes T2 (1) II A yes PP, EX, A 1 31
1063 METHYL CHLORIDE (REFRIGERANT GAS R 40) 2 2F 2.1 G 1 1 91 1 yes T1 II A yes PP, EX, A 1 31
1077 PROPYLENE 2 2F 2.1 G 1 1 91 1 yes T1 II A yes PP, EX, A 1 31
107
108
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1083 TRIMETHYLAMINE, ANHYDROUS 2 2F 2.1 G 1 1 91 1 yes T4 II A yes PP, EX, A 1 31
1086 VINYL CHLORIDE, STABILIZED 2 2F 2.1 + G 1 1 91 1 yes T2 II A yes PP, EX, A 1 2; 3; 13;
unst. 31
1088 ACETAL 3 F1 II 3 N 2 2 10 97 0.83 3 yes T3 II B yes PP, EX, A 1
(4)
1089 ACETALDEHYDE (ethanal) 3 F1 I 3 C 1 1 95 0.78 1 yes T4 II A yes PP, EX, A 1
1090 ACETONE 3 F1 II 3 N 2 2 10 97 0.79 3 yes T1 II A yes PP, EX, A 1
1092 ACROLEINE, STABILIZED 6.1 TF1 I 6.1+3 C 2 2 3 50 95 0.84 1 no T3 (2) II B yes PP, EP, EX, 2 2; 3; 5; 23
+ unst. TOX, A
1093 ACRYLONITRILE, STABILIZED 3 FT1 I 3+6.1 C 2 2 3 50 95 0.80 1 no T1 II B yes PP, EP, EX, 2 3; 5; 23
+unst. TOX, A
1098 ALLYL ALCOHOL 6.1 TF1 I 6.1 + C 2 2 40 95 0.85 1 no T2 II B yes PP, EP, EX, 2
3 TOX, A
1100 ALLYL CHLORIDE 3 FT1 I 3+ C 2 2 3 50 95 0.94 1 no T2 II A yes PP, EP, EX, 2 23
6.1 TOX, A

1105 PENTANOLS (n-pentanol) 3 F1 III 3 N 3 2 97 0.81 3 yes T2 II A yes PP, EX, A 0
1106 AMYLAMINE (n-amylamine) 3 FC II 3+8 C 2 2 40 95 0.76 2 yes T4 (3) II A yes PP, EP, EX, 1
(7) A
1107 AMYL CHLORIDES(l-chloropentane) 3 F1 II 3 C 2 2 40 95 0.88 2 yes T3 II A yes PP, EX, A 1
1107 AMYL CHLORIDES(1-chloro-3-methylbutane) 3 F1 II 3 C 2 2 45 95 0.89 2 yes T3 II A yes PP, EX, A 1
1107 AMYL CHLORIDES(2-chloro-2-methylbutane) 3 F1 II 3 C 2 2 50 95 0.87 2 yes T2 II A yes PP, EX, A 1
1107 AMYL CHLORIDES(1-chloro-2,2-dimethylpropane) 3 F1 II 3 C 2 2 50 95 0.87 2 yes T3 (2) II A yes PP, EX, A 1
1107 AMYL CHLORIDES 3 F1 II 3 C 1 1 95 0.90 1 yes T3 (2) II A yes PP, EX, A 1 27
1108 1-PENTENE (n-AMYLENE) 3 F1 I 3 N 1 1 97 0.64 1 yes T3 II B yes PP, EX, A 1
(4)
June 2006
June 2006
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1114 BENZENE 3 F1 II 3 C 2 2 3 50 95 0.88 2 yes T1 II A yes PP, EP, EX, 1 6:+10°C;
TOX, A 17; 23
1120 BUTANOLS (tert-butyl alcohol) 3 F1 II 3 N 2 2 2 10 97 0.79 3 yes T1 II A yes PP, EX, A 1 7; 17
(7)
1120 BUTANOLS (sec-butyl alcohol) 3 F1 III 3 N 3 2 97 0.81 3 yes T2 II B yes PP, EX, A 0
(7)
1120 BUTANOLS (n-butyl alcohol) 3 F1 III 3 N 3 2 97 0.81 3 yes T2 II B yes PP, EX, A 0
1123 BUTYL ACETATES (sec-butyl acetate) 3 F1 II 3 N 2 2 10 97 0.86 3 yes T2 II A yes PP, EX, A 1
(7)
1123 BUTYL ACETATES (sec-butyl acetate) 3 F1 III 3 N 3 2 97 0.86 3 yes T2 II A yes PP, EX, A 0
1125 n-BUTYLAMINE 3 FC II 3+8 C 2 2 3 50 95 0.75 2 yes T2 II A yes PP, EP, EX, 1 23
A
1127 CHLOROBUTANES (1-chlorobutane) 3 F1 II 3 C 2 2 3 50 95 0.89 2 yes T3 II A yes PP, EX, A 1 23
1127 CHLOROBUTANES (2-chlorobutane) 3 F1 II 3 C 2 2 3 50 95 0.87 2 yes T4 (3) II A yes PP, EX, A 1 23
1127 CHLOROBUTANES (1-chloro-2-methylpropane) 3 F1 II 3 C 2 2 3 50 95 0.88 2 yes T4 (3) II A yes PP, EX, A 1 23

1127 CHLOROBUTANES (2-chloro-2-methylpropane) 3 F1 II 3 C 2 2 3 50 95 0.84 2 yes T1 II A yes PP, EX, A 1 23
1127 CHLOROBUTANES 3 F1 II 3 C 1 1 95 0.89 1 yes T4 (3) II A yes PP, EX, A 1 27
1129 BUTYRALDEHYDE (n-butyraldehyde) 3 F1 II 3 C 2 2 3 50 95 0.80 2 yes T4 II A yes PP, EX, A 1 15; 23
1131 CARBON DISULPHIDE (carbon sulphide) 3 FT1 I 3+ C 2 2 3 50 95 1.26 1 no T6 II C yes PP, EP, EX, 2 2; 9; 23
6.1 TOX, A
1134 CHLOROBENZENE (phenyl chloride) 3 F1 III 3 C 2 2 30 95 1.11 2 yes T1 II A yes PP, EX, A 0
(8)
1135 ETHYLENE CHLOROHYDRIN (2-chloroethanol) 6.1 TF1 I 6.1 + C 2 2 30 95 1.21 1 no T2 II A yes PP, EP, EX, 2
3 (8) TOX, A
1143 CROTONALDEHYDE, STABILIZED 6.1 TF1 I 6.1+3 C 2 2 40 95 0.85 1 no T3 II B yes PP, EP, EX, 2 3; 5; 15
+unst. TOX, A
109
110
Class
Pt D, Ch 3, App 1
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Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1145 CYCLOHEXANE 3 F1 II 3 N 2 2 10 97 0.78 3 yes T3 II A yes PP, EX, A 1 6:+11°C;
17
1146 CYCLOPENTANE 3 F1 II 3 N 2 2 10 97 0.75 3 yes T2 II A yes PP, EX, A 1
1150 1,2-DICHLOROETHYLENE (cis) 3 F1 II 3 C 2 2 3 50 95 1.28 2 yes T2 (1) II A yes PP, EX, A 1 23
1150 1,2-DICHLOROETHYLENE (trans) 3 F1 II 3 C 2 2 3 50 95 1.26 2 yes T2 II A yes PP, EX, A 1 23
1153 ETHYLENE GLYCOL DIETHYL ETHER 3 F1 III 3 N 3 2 97 0.84 3 yes T4 (3) II B yes PP, EX, A 0
(4)
1154 DIETHYLAMINE 3 FC II 3+8 C 2 2 3 50 95 0.70 2 yes T2 II A yes PP, EP, EX, 1 23
A
1155 DIETHYL ETHER (ETHYL ETHER) 3 F1 I 3 C 1 1 95 0.71 1 yes T4 II B yes PP, EX, A 1
1157 DIISOBUTYL KETONE 3 F1 III 3 N 3 2 97 0.81 3 yes T4 (3) II B yes PP, EX, A 0
(4)
1159 DIISOPROPYL ETHER 3 F1 II 3 N 2 2 10 97 0.72 3 yes T2 II A yes PP, EX, A 1
1160 DIMETHYLAMINE AQUEOUS SOLUTION 3 FC II 3+8 C 2 2 3 50 95 0.82 2 yes T2 II B yes PP, EP, EX, 1 23
(4) A

1163 DIMETHYLHYDRAZINE, UNSYMMETRICAL 6.1 TFC I 6.1 + C 2 2 3 50 95 0.78 1 no T3 II B yes PP, EP, EX, 2 23
3+8 (4) TOX, A
1165 DIOXANE 3 F1 II 3 N 2 2 10 97 1.03 3 yes T2 II B yes PP, EX, A 1 6:+14°C;
17
1167 DIVINYL ETHER, STABILIZED 3 F1 I 3+ C 1 1 95 0.77 1 yes T2 II B yes PP, EX, A 1 2; 3
unst. (7)
1170 ETHANOL (ETHYL ALCOHOL) 3 F1 II 3 N 2 2 10 97 0.79-0.87 3 yes T2 II B yes PP, EX, A 1
1170 ETHANOL SOLUTION (ETHYL ALCOHOL 3 F1 II 3 N 2 2 10 97 0.79-0.87 3 yes T2 II B yes PP, EX, A 1
SOLUTION) aqueous solution with more than
70% alcohol by volume
June 2006
June 2006
Class
Pt D, Ch 3, App 1
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1170 ETHANOL SOLUTION (ETHYL ALCOHOL 3 F1 III 3 N 3 2 97 0.87-0.96 3 yes T2 II B yes PP, EX, A 0
SOLUTION) aqueous solution with more than
24% and not more than 70% alcohol by volume
1171 ETHYLENE GLYCOL MONOETHYL ETHER 3 F1 III 3 N 3 2 97 0.93 3 yes T3 II B yes PP, EX, A 0
1172 ETHYLENE GLYCOL MONOETHYL ETHER ACETATE 3 F1 III 3 N 3 2 97 0.98 3 yes T2 II A yes PP, EX, A 0
1173 ETHYL ACETATE 3 F1 II 3 N 2 2 10 97 0.90 3 yes T1 II A yes PP, EX, A 1
1175 ETHYLBENZENE 3 F1 II 3 N 2 2 10 97 0.87 3 yes T2 II B yes PP, EX, A 1
1177 2-ETHYLBUTYL ACETATE 3 F1 III 3 N 3 2 97 0.88 3 yes T3 II A yes PP, EX, A 0
1184 ETHYLENE DICHLORIDE (1,2-dichloroethane) 3 FT1 II 3+ C 2 2 50 95 1.25 2 no T2 II A yes PP, EP, EX, 2
6.1 TOX, A
1188 ETHYLENE GLYCOL MONOMETHYL ETHER 3 F1 III 3 N 3 2 97 0.97 3 yes T3 II B yes PP, EX, A 0
1191 OCTYL ALDEHYDES (2-ethylcapronaldehyde) 3 F1 III 3 C 2 2 30 95 0.82 2 yes T4 II A yes PP, EX, A 0
1191 OCTYL ALDEHYDES (n-octaldehyde) 3 F1 III 3 N 3 2 97 0.82 3 yes T3 II B yes PP, EX, A 0
(4)

1193 ETHYL METHYL KETONE (METHYL ETHYL KETONE) 3 F1 II 3 N 2 2 10 97 0.80 3 yes T1 II A yes PP, EX, A 1
1198 FORMALDEHYDE SOLUTION, FLAMMABLE 3 FC III 3+8 N 3 2 97 1.09 3 yes T2 II B yes PP, EP, EX, 0 34
A
1199 FURALDEHYDES (a-furfuraldehyde) or 6.1 TF1 II 6.1 + C 2 2 25 95 1.16 2 no T3 (2) II B yes PP, EP, EX, 2 15
furfuraldehydes (a-furfurylaldehyde) 3 TOX, A
1202 GAS OIL or DIESEL FUEL or HEATING OIL, LIGHT 3 F1 III 3 N 4 2 97 0.74 3 yes no PP 0
1203 MOTOR SPIRIT or GASOLINE or PETROL 3 F1 II 3 N 2 2 10 97 0.68-0.72 3 yes T3 II A yes PP, EX, A 1 14
(10)
1203 MOTOR SPIRIT or GASOLINE or PETROL, with 3 F1 II 3 C 1 1 95 1 yes T3 II A yes PP, EX, A 1 29
more than 10% benzene boiling point ≤ 60°C
1203 MOTOR SPIRIT or GASOLINE or PETROL with more 3 F1 II 3 C 2 2 3 50 95 2 yes T3 II A yes PP, EX, A 1 23; 29
than 10% benzene 60°C < boiling point ≤ 85°C
111
112
Class
Pt D, Ch 3, App 1
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identification No.
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Type of tank vessel
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Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1203 MOTOR SPIRIT or GASOLINE or PETROL with more 3 F1 II 3 C 2 2 50 95 2 yes T3 II A yes PP, EX, A 1 29
than 10% benzene 85°C < boiling point ≤ 115°C
1203 MOTOR SPIRIT or GASOLINE or PETROL with 3 F1 II 3 C 2 2 35 95 2 yes T3 II A yes PP, EX, A 1 29
more than 10% benzene, boiling point > 115°C
1206 HEPTANES (n-heptane) 3 F1 II 3 N 2 2 10 97 0.68 3 yes T3 II A yes PP, EX, A 1
1208 HEXANES (n-hexane) 3 F1 II 3 N 2 2 10 97 0.66 3 yes T3 II A yes PP, EX, A 1
1212 ISOBUTANOL (ISOBUTYL ALCOHOL) 3 F1 III 3 N 3 2 97 0.80 3 yes T2 II A yes PP, EX, A 0
1213 ISOBUTYL ACETATE 3 F1 II 3 N 2 2 10 97 0.87 3 yes T2 II A yes PP, EX, A 1
(7)
1214 ISOBUTYLAMINE 3 FC II 3+8 C 2 2 3 50 95 0.73 2 yes T2 II A yes PP, EP, EX, 1 23
A
1216 ISOOCTENE 3 F1 II 3 N 2 2 10 97 0.73 3 yes T3 II B yes PP, EX, A 1
(4)
1218 ISOPRENE, STABILIZED 3 F1 I 3+ N 1 1 95 0.68 1 yes T3 II B yes PP, EX, A 1 2; 3; 5; 16
unst.

1219 ISOPROPANOL (ISOPROPYL ALCOHOL) 3 F1 II 3 N 2 2 10 97 0.78 3 yes T2 II A yes PP, EX, A 1
1220 ISOPROPYLE ACETATE 3 F1 II 3 N 2 2 10 97 0.88 3 yes T2 II A yes PP, EX, A 1
1221 ISOPROPYLAMINE 3 FC I 3+8 C 1 1 95 0.69 1 yes T2 II A yes PP, EP, EX, 1
(7) A
1223 KEROSENE 3 F1 III 3 N 3 2 97 < 0.83 3 yes T3 II A yes PP, EX, A 0 14
1224 KETONES, LIQUID, N.O.S. 3 F1 II 3 N 2 2 50 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 ≤175 kPa (4)
1224 KETONES, LIQUID, N.O.S. 3 F1 II 3 N 2 2 3 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 ≤ 150 kPa (4)
1224 KETONES, LIQUID, N.O.S., vp50 ≤ 110 kPa 3 F1 II 3 N 2 2 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
(4)
June 2006
June 2006
Class
Pt D, Ch 3, App 1
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UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1224 KETONES, LIQUID, N.O.S. 3 F1 III 3 N 3 2 97 3 yes T4 (3) II B yes PP, EX, A 0 14; 27
(4)
1229 MESITYL OXYDE 3 F1 III 3 N 3 2 97 0.85 3 yes T2 II B yes PP, EX, A 0
(4)
1230 METHANOL 3 FT1 II 3+ N 2 2 3 50 95 0.79 2 yes T2 II A yes PP, EP, EX, 1 23
6.1 TOX, A
1231 METHYL ACETATE 3 F1 II 3 N 2 2 10 97 0.93 3 yes T1 II A yes PP, EX, A 1
1235 METHYLAMINE, AQUEOUS SOLUTION 3 FC II 3+8 C 2 2 50 95 2 yes T2 II A yes PP, EP, EX, 1
A
1243 METHYLE FORMATE 3 F1 I 3 N 1 1 97 0.97 1 yes T2 II A yes PP, EX, A 1
1244 METHYLHYDRAZINE 6.1 TFC I 6.1 + C 2 2 45 95 0.88 1 no T4 II C yes PP, EP, EX, 2
3+8 (5) TOX, A
1245 METHYL ISOBUTYL KETONE 3 F1 II 3 N 2 2 10 97 0.80 3 yes T1 II A yes PP, EX, A 1
1247 METHYL METHACRYLATE MONOMER, STABI- 3 F1 II 3+ C 2 2 40 95 0.94 1 yes T2 II A yes PP, EX, A 1 3; 5; 16
LIZED unst.

1262 OCTANES (n-octane) 3 F1 II 3 N 2 2 10 97 0.70 3 yes T3 II A yes PP, EX, A 1
1264 PARALDEHYDE 3 F1 III 3 N 3 2 97 0.99 3 yes T3 II A yes PP, EX, A 0 6:+16°C;
(7) 17
1265 PENTANES, liquid (2-methylbutane) 3 F1 I 3 N 1 1 97 0.62 1 yes T2 II A yes PP, EX, A 1
1265 PENTANES, liquid (n-pentane) 3 F1 II 3 N 2 2 50 97 0.63 3 yes T3 II A yes PP, EX, A 1
1265 PENTANES, liquid (n-pentane) 3 F1 II 3 N 2 2 3 10 97 0.63 3 yes T3 II A yes PP, EX, A 1
1267 PETROLEUM CRUDE OIL 3 F1 I 3 N 1 1 97 1 yes T4 (3) II B yes PP, EX, A 1 14; 29
vp50 > 175 kPa (4)
1267 PETROLEUM CRUDE OIL 3 F1 I 3 N 2 2 1 50 97 2 yes T4 (3) II B yes PP, EX, A 1 14; 29
vp50 > 175 kPa (4)
1267 PETROLEUM CRUDE OIL with more than 10% 3 F1 I 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 29
benzene, vp50 > 175 kPa (4)
113
114
Class
Pt D, Ch 3, App 1
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UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1267 PETROLOLEUM CRUDE OIL 3 F1 II 3 N 2 2 50 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 29
110 kPa < vp50 ≤175 kPa (4)
1267 PETROLEUM CRUDE OIL 3 F1 II 3 N 2 2 3 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 29
110 kPa < vp50 ≤ 150 kPa (4)
1267 PETROLEUM CRUDE OIL with more than 10% 3 F1 II 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 29
benzene, 110 kPa < vp50 ≤ 175 kPa (4)
1267 PETROLEUM CRUDE OIL 3 F1 II 3 N 2 2 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 29
vp50 ≤ 110 kPa (4)
1267 PETROLEUM CRUDE OIL with more than 10% 3 F1 II 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 29
benzene, vp50 < 110 kPa, boiling point ≤ 60°C (4)
1267 PETROLEUM CRUDE OIL with more than 10% ben- 3 F1 II 3 C 2 2 3 50 95 2 yes T4 (3) II B yes PP, EX, A 1 23; 29
zene, vp50 ≤ 110 kPa, 60°C < boiling point ≤ 85°C (4)
1267 PETROLEUM CRUDE OIL with more than 10% ben- 3 F1 II 3 C 2 2 50 95 2 yes T4 (3) II B yes PP, EX, A 1 29
zene, vp50 ≤ 110 kPa, 85°C < boiling point ≤ 115°C (4)
1267 PETROLEUM CRUDE OIL with more than 10% 3 F1 II 3 C 2 2 35 95 2 yes T4 (3) II B yes PP, EX, A 1 29

benzene, vp50 ≤ 110 kPa, boiling point > 115°C (4)
1267 PETROLEUM CRUDE OIL 3 F1 III 3 N 3 2 97 3 yes T4 (3) II B yes PP, EX, A 0 14
(4)
1268 PETROLEUM DISTILLATES, N.O.S. or PETRO- 3 F1 I 3 N 1 1 97 1 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
LEUM PRODUCTS, N.O.S., vp50 > 175 kPa (4)
1268 PETROLEUM DISTILLATES, N.O.S. or PETRO- 3 F1 I 3 N 2 2 1 50 97 2 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
LEUM PRODUCTS, N.O.S., vp50 > 175 kPa (4)
1268 PETROLEUM DISTILLATES, N.O.S. with more than 3 F1 I 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 27; 29
10% benzene or PETROLEUM PRODUCTS, N.O.S. (4)
with more than 10% benzene, vp50 > 175 kPa
1268 PETROLEUM DISTILLATES, N.O.S. or PETROLEUM 3 F1 II 3 N 2 2 50 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
PRODUCTS, N.O.S. 110 kPa < vp50 ≤175 kPa (4)
June 2006
June 2006
Class
Pt D, Ch 3, App 1
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1268 PETROLEUM DISTILLATES, N.O.S. with more 3 F1 II 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 27; 29
than 10% benzene or PETROLEUM PRODUCTS, (4)
N.O.S, with more than 10% benzene
110 kPa < vp50 ≤ 175 kPa
1268 PETROLEUM DISTILLATES, N.O.S. or PETRO- 3 F1 II 3 N 2 2 3 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
LEUM PRODUCTS, N.O.S., (4)
110 kPa < vp50 ≤ 150 kPa
1268 PETROLEUM DISTILLATES, N.O.S. or PETRO- 3 F1 II 3 N 2 2 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
LEUM PRODUCTS, N.O.S., vp50 ≤ 110 kPa (4)
1268 PETROLEUM DISTILLATES, N.O.S. with more 3 F1 II 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 27; 29
N.O.S. with more than 10% benzene
vp50 ≤ 110 kPa, boiling point ≤ 60°C
1268 PETROLEUM DISTILLATES, N.O.S. with more 3 F1 II 3 C 2 2 3 50 95 0.765 2 yes T4 (3) II B yes PP, EX, A 1 23; 27; 29
N.O.S. with more than 10% benzene
vp50 ≤ 110 kPa, 60°C < boiling point ≤ 85°C

1268 PETROLEUM DISTILATES, N.O.S. with more than 3 F1 II 3 C 2 2 3 50 95 2 yes T3 II A yes PP, EX, A 1 23; 27; 29
10% benzene or PETROLEUM PRODUCTS, N.O.S.,
benzene heart cut with more than 10% benzene,
1268 PETROLEUM DISTILLATES, N.O.S. with more 3 F1 II 3 C 2 2 50 95 2 yes T4 (3) II B yes PP, EX, A 1 27; 29
N.O.S, with more than 10% benzene,
vp50 ≤110 kPa, 85°C < boiling point ≤ 115°C
1268 PETROLEUM DISTILLATES, N.O.S. with more 3 F1 II 3 C 2 2 35 95 2 yes T4 (3) II B yes PP, EX, A 1 27; 29
N.O.S with more than 10% benzene
vp50 ≤ 110 kPa, boiling point > 115°C
115
116
Class
Pt D, Ch 3, App 1
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1268 PETROLEUM DISTILLATES, N.O.S. or 3 F1 III 3 N 3 2 97 3 yes T4 (3) II B yes PP, EX, A 0 14; 27
PETROLEUM PRODUCTS, N.O.S. (4)
1268 PETROLEUM DISTILLATES, N.O.S or 3 F1 II 3 N 2 2 50 97 0.735 3 yes T3 II A yes PP, EX, A 1 14; 27; 29
PETROLEUM PRODUCTS, N.O.S. (naphtha)
110 kPa < vp50 ≤ 175 kPa
1268 PETROLEUM DISTILLATES, N.O.S or 3 F1 II 3 N 2 2 3 10 97 0.735 3 yes T3 II A yes PP, EX, A 1 14; 29
110 kPa < vp50 ≤ 150 kPa
1268 PETROLEUM DISTILLATES, N.O.S or 3 F1 II 3 N 2 2 10 97 0.735 3 yes T3 II A yes PP, EX, A 1 14; 29
vp50 ≤ 110 kPa
1268 PETROLEUM DISTILLATES, N.O.S, or PETRO- 3 F1 II 3 N 2 2 10 97 0.765 3 yes T3 II A yes PP, EX, A 1 14; 29
LEUM PRODUCTS, N.O.S. (benzene heart cut)
vp50 ≤ 110 kPa
1274 n-PROPANOL (PROPYL ALCOHOL, NORMAL) 3 F1 II 3 N 2 2 10 97 0.80 3 yes T2 II B yes PP, EX, A 1
1274 n-PROPANOL (PROPYL ALCOHOL, NORMAL) 3 F1 III 3 N 3 2 97 0.80 3 yes T2 II B yes PP, EX, A 0

1275 PROPIONALDEHYDE 3 F1 II 3 C 2 2 3 50 95 0.81 2 yes T4 II B yes PP, EX, A 1 15; 23
1276 n-PROPYL ACETATE 3 F1 II 3 N 2 2 10 97 0.88 3 yes T1 II A yes PP, EX, A 1
1277 PROPYLAMINE (1-aminopropane) 3 FC II 3+8 C 2 2 3 50 95 0.72 2 yes T3 (2) II A yes PP, EP, EX, 1 23
A
1278 1-CHLOROPROPANE (propyl chloride) 3 F1 II 3 C 2 2 3 50 95 0.89 2 yes T1 II A yes PP, EX, A 1 23
1279 1,2-DICHLOROPROPANE (propyl dichloride) 3 F1 II 3 C 2 2 45 95 1.16 2 yes T1 II A yes PP, EX, A 1
(8)
1280 PROPYLENE OXIDE 3 F1 I 3+ C 1 1 95 0.83 1 yes T2 II B yes PP, EX, A 1 2; 12; 31
unst.
1282 PYRIDINE 3 F1 II 3 N 2 2 10 97 0.98 3 yes T1 II A yes PP, EX, A 1
(8)
June 2006
June 2006
Class
Pt D, Ch 3, App 1
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1289 SODIUM METHYLATE SOLUTION in alcohol 3 FC III 3+8 N 3 2 97 0.969 3 yes T2 II A yes PP, EP, EX, 0 34
A
1294 TOLUENE 3 F1 II 3 N 2 2 10 97 0.87 3 yes T1 II A yes PP, EX, A 1
(8)
1296 TRIETHYLAMINE 3 FC II 3+8 C 2 2 50 95 0.73 2 yes T3 II A yes PP, EP, EX, 1
(8) A
1300 TURPENTINE SUBSTITUTE (white spirit) 3 F1 III 3 N 3 2 97 0.78 3 yes T3 II B yes PP, EX, A 0
(4)
1301 VINYL ACETATE, STABILIZED 3 F1 II 3+ N 2 2 10 97 0.93 2 yes T2 II A yes PP, EX, A 1 3; 5; 16
unst.
1307 XYLENES (o-xylene) 3 F1 II 3 N 3 2 97 0.88 3 yes T1 II A yes PP, EX, A 1
1307 XYLENES (m-xylene) 3 F1 III 3 N 3 2 97 0.86 3 yes T1 II A yes PP, EX, A 0
1307 XYLENES (p-xylene) 3 F1 III 3 N 3 2 97 0.86 3 yes T1 II A yes PP, EX, A 0 6:+17°C;
17
1541 ACETONE CYANOHYDRIN, STABILIZED 6.1 T1 I 6.1 + C 2 2 50 95 0.932 1 no no PP, EP, 2 3

unst. TOX, A
1545 ALLYL ISOTHIOCYANATE, STABILIZED 6.1 TF1 II 6.1+3 C 2 2 30 95 1.02 1 no T4 (3) II B yes PP, EP, EX, 2 2; 3
+unst. (4) TOX, A
1547 ANILINE 6.1 T1 II 6.1 C 2 2 25 95 1.02 2 no no PP, EP, 2
TOX, A
1578 CHLORONITROBENZENES, SOLID (p-chloroni- 6.1 T2 II 6.1 C 2 1 2 25 95 1.37 2 no T4 (3) II B yes PP, EP, EX, 2 7; 17; 26
trobenzene) (4) TOX, A
1578 CHLORONITROBENZENES, SOLID (p-chloroni- 6.1 T2 II 6.1 C 2 1 2 25 95 1.37 2 no no PP, EP, 2 7; 17;
trobenzene) TOX, A 20:+112°C
; 26
1591 o-DICHLOROBENZENE 6.1 T1 III 6.1 C 2 2 25 95 1.32 2 no no PP, EP, 0
TOX, A
117
118
Class
Pt D, Ch 3, App 1
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1593 DICHLOROMETHANE (methyl chloride) 6.1 T1 III 6.1 C 2 2 3 50 95 1.33 2 no no PP, EP, 0 23
TOX, A
1594 DIETHYLSULPHATE 6.1 T1 II 6.1 C 2 2 25 95 1.18 2 no no PP, EP, 2
TOX, A
1595 DIMETHYL SULPHATE 6.1 TC1 I 6.1 + C 2 2 25 95 1.33 2 no no PP, EP, 2
8 TOX, A
1604 ETHYLENEDIAMINE 8 CF1 II 8+3 N 3 2 97 0.90 3 yes T2 II A yes PP, EP, EX, 1 6:+12°C;
A 17; 34
1605 ETHYLENE DIBROMIDE 6.1 T1 I 6.1 C 2 2 30 95 2.18 1 no no PP, EP, 2 6:+14°C;
TOX, A 17
1648 ACETONITRILE (methyl cyanide) 3 F1 II 3 N 2 2 10 97 0.78 3 yes T1 II A yes PP, EX, A 1
1662 NITROBENZENE 6.1 T1 II 6.1 C 2 2 25 95 1.21 2 no T1 II B yes PP, EP, EX, 2 17
TOX, A
1662 NITROBENZENE 6.1 T1 II 6.1 C 2 2 25 95 1.21 2 no no PP, EP, 2 17;
TOX, A 20:+73°C

1663 NITROPHENOLS (o-, m-, p-) 6.1 T2 III 6.1 C 2 2 2 25 95 2 no T1 II B yes PP, EP, EX, 0 7; 17
(4) TOX, A
1663 NITROPHENOLS (o-, m-, p-) 6.1 T2 III 6.1 C 2 2 2 25 95 2 no no PP, EP, 0 7; 17;
TOX, A 20:+65°C
1664 NITROTOLUENES, LIQUID (o-nitrotoluene) 6.1 T1 II 6.1 C 2 2 25 95 1.16 2 no no PP, EP, 2 17
TOX, A
1708 TOLUIDINES, LIQUID (o-toluidine) 6.1 T1 II 6.1 C 2 2 25 95 1.00 2 no no PP, EP, 2
TOX, A
1708 TOLUIDINES, LIQUID (m-toluidine) 6.1 T1 II 6.1 C 2 2 25 95 1.03 2 no no PP, EP, 2
TOX, A
1710 TRICHLOROETHYLENE 6.1 T1 III 6.1 C 2 2 50 95 1.46 2 no no PP, EP, 0 15
TOX, A
June 2006
June 2006
Class
Pt D, Ch 3, App 1
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1715 ACETIC ANHYDRIDE 8 CF1 II 8+3 N 2 3 10 97 1.08 3 yes T2 II A yes PP, EP, EX, 1 34
A
1717 ACETYL CHLORIDE 3 FC II 3+8 C 2 2 3 50 95 1.10 2 yes T2 II A yes PP, EP, EX, 1 23
(8) A
1718 BUTYL ACIDE PHOSPHATE 8 C3 III 8 N 4 3 97 0.98 3 yes no PP, EP 0 34
1719 CAUSTIC ALKALI LIQUID, N.O.S. 8 C5 II 8 N 4 2 97 3 yes no PP, EP 0 27; 30; 34
1719 CAUSTIC ALKALI LIQUID, N.O.S. 8 C5 III 8 N 4 2 97 3 yes no PP, EP 0 27; 30; 34
1738 BENZYL CHLORIDE 6.1 TC1 II 6.1 + C 2 2 25 95 1.10 2 no T1 II A yes PP, EP, EX, 2
8+3 (8) TOX, A
1742 BORON TRIFLUORIDE ACETIC ACID 8 C3 II 8 N 4 2 97 1.35 3 yes no PP, EP 0 34
COMPLEX, LIQUID
1750 CHLORACETIC ACID SOLUTION 6.1 TC1 II 6.1 + C 2 2 2 25 95 1.58 2 no T1 II A yes PP, EP, EX, 2 7; 17
8 TOX, A
1750 CHLORACETIC ACID SOLUTION 6.1 TC1 II 6.1 + C 2 2 2 25 95 1.58 2 no no PP, EP, 2 7; 17;
8 TOX, A 20:+111°C

1760 CORROSIVE LIQUID, N.O.S. 8 C9 I 8 N 2 3 10 97 3 yes no PP, EP 0 27; 34
1760 CORROSIVE LIQUID, N.O.S. 8 C9 II 8 N 2 3 10 97 3 yes no PP, EP 0 27; 34
1760 CORROSIVE LIQUID, N.O.S. 8 C9 III 8 N 4 3 97 3 yes no PP, EP 0 27; 34
1760 CORROSIVE LIQUID, N.O.S. (sodium mercapto- 8 C9 II 8 N 4 2 97 1.25 3 yes no PP, EP 0 34
benzothiazole, 50% aqueous solution)
1760 CORROSIVE LIQUID, N.O.S. (fatty alcohol, C12-C14) 8 C9 III 8 N 4 2 97 0.89 3 yes no PP, EP 0 34
1760 CORROSIVE LIQUID, N.O.S. (ethylene diaminetet- 8 C9 III 8 N 4 2 97 1.28 3 yes no PP, EP 0 34
raacetic acid, tetrasodium salt, 40% aqueous solution)
1764 DICHLOROACETIC ACID 8 C3 II 8 N 3 3 97 1.56 3 yes T1 II A yes PP, EP, EX, 0 17; 34
A
1778 FLUOROSILICIC ACID 8 C1 II 8 N 2 3 10 97 3 yes no PP, EP 0 34
119
120
Class
Pt D, Ch 3, App 1
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UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1779 FORMIC ACID 8 C3 II 8 N 2 3 10 97 1.22 3 yes T1 II A yes PP, EP, EX, 1 6:+12°C;
A 17; 34
1780 FUMARYL CHLORIDE 8 C3 II 8 N 2 3 10 97 1.41 3 yes no PP, EP 0 8; 34
1783 HEXAMETHYLENEDIAMINE SOLUTION 8 C7 II 8 N 3 2 2 97 3 yes T43) II B yes PP, EP, EX, 0 7; 17; 34
(4) A
1783 HEXAMETHYLENEDIAMINE SOLUTION 8 C7 III 8 N 3 2 2 97 3 yes T3 II B yes PP, EP, EX, 0 7; 17; 34
(4) A
1789 HYDROCHLORIC ACID 8 C1 II 8 N 2 3 10 97 3 yes no PP, EP 0 34
1789 HYDROCHLORIC ACID 8 C1 III 8 N 4 3 97 3 yes no PP, EP 0 34
1805 PHOSPHORIC ACID, SOLUTION, 8 C1 III 8 N 4 3 2 95 3 yes no PP, EP 0 7; 17; 22;
with more than 80% (volume) acid 34
1805 PHOSPHORIC ACID, SOLUTION, 8 C1 III 8 N 4 3 97 1.00-1.60 3 yes no PP, EP 0 22; 34
with 80% (volume) acid, or less
1814 POTASSIUM HYDROXIDE SOLUTION 8 C5 II 8 N 4 2 97 3 yes no PP, EP 0 30; 34
1814 POTASSIUM HYDROXIDE SOLUTION 8 C5 III 8 N 4 2 97 3 yes no PP, EP 0 30; 34

1823 SODIUM HYDROXIDE, SOLID, molten 8 C6 II 8 N 4 1 2 95 2.13 3 yes no PP, EP 0 7; 17; 34
1824 SODIUM HYDROXIDE SOLUTION 8 C5 II 8 N 4 2 97 3 yes no PP, EP 0 30; 34
1824 SODIUM HYDROXIDE SOLUTION 8 C5 III 8 N 4 2 97 3 yes no PP, EP 0 30; 34
1830 SULPHURIC ACID with more than 51% acid 8 C1 II 8 N 4 3 97 1.40-1.84 3 yes no PP, EP 0 8; 22; 30;
34
1831 SULPHURIC ACID, FUMING (oleum) 8 CT1 I 8+ C 2 2 50 95 1.94 1 no no PP, EP, 2 8
6.1 TOX, A
1832 SULPHURIC ACID, SPENT 8 C1 II 8 N 4 3 97 3 yes no PP, EP 0 8; 30; 34
1846 CARBON TETRACHLORIDE 6.1 T1 II 6.1 C 2 2 3 50 95 1.59 2 no no PP, EP, 2 23
TOX, A
June 2006
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1848 PROPIONIC ACID 8 C3 III 8 N 3 3 97 0.99 3 yes T1 II A yes PP, EP, EX, 0 34
(7) A
1863 FUEL, AVIATION, TURBINE ENGINE 3 F1 I 3 N 1 1 97 1 yes T4 (3) II B yes PP, EX, A 1 14; 29
vp50 > 175 kPa (4)
1863 FUEL, AVIATION, TURBINE ENGINE 3 F1 I 3 N 2 2 1 50 97 2 yes T4 (3) II B yes PP, EX, A 1 14; 29
vp50 > 175 kPa (4)
1863 FUEL, AVIATION, TURBINE ENGINE with more 3 F1 I 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 29
than 10% benzene, vp50 > 175 kPa (4)
1863 FUEL, AVIATION, TURBINE ENGINE 3 F1 II 3 N 2 2 50 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 29
110 kPa < vp50 ≤ 175 kPa (4)
1863 FUEL, AVIATION, TURBINE ENGINE 3 F1 II 3 N 2 2 3 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 29
110 kPa < vp50 ≤ 150 kPa (4)
1863 FUEL, AVIATION, TURBINE ENGINE with more 3 F1 II 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 29
than 10% benzene, 110 kPa < vp50 ≤ 175 kPa (4)
1863 FUEL, AVIATION, TURBINE ENGINE 3 F1 II 3 N 2 2 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 29

vp50 ≤ 110 kPa (4)
1863 FUEL, AVIATION, TURBINE ENGINE with more than 3 F1 II 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 29
10% benzene vp50 ≤110 kPa, boiling point ≤60°C (4)
1863 FUEL, AVIATION, TURBINE ENGINE with more 3 F1 II 3 C 2 2 3 50 95 2 yes T4 (3) II B yes PP, EX, A 1 29
than 10% benzene (4)
1863 FUEL, AVIATION, TURBINE ENGINE with more 3 F1 II 3 C 2 2 50 95 2 yes T4 (3) II B yes PP, EX, A 1 29
than 10% benzene (4)
1863 FUEL, AVIATION, TURBINE ENGINE with more than 3 F1 II 3 C 2 2 35 95 2 yes T4 (3) II B yes PP, EX, A 1 29
10% benzene vp50 ≤ 110 kPa, boiling point ≥ 115°C (4)
1863 FUEL, AVIATION, TURBINE ENGINE 3 F1 III 3 N 3 2 97 3 yes T4 (3) II B yes PP, EX, A 0 14
(4)
121
122
Class
Pt D, Ch 3, App 1
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UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1888 CHLOROFORM 6.1 T1 III 6.1 C 2 2 3 50 95 1.48 2 no no PP, EP, 0 23
TOX, A
1897 TETRACHLOROETHYLENE 6.1 T1 III 6.1 C 2 2 50 95 1.62 2 no no PP, EP, 0
TOX, A
1912 METHYL CHLORIDE AND METHYLENE 2 2F 2.1 G 1 1 91 1 yes T1 II A yes PP, EX, A 1 31
CHLORIDE MIXTURE (liquefied gas) (8)
1915 CYCLOHEXANONE 3 F1 III 3 N 3 2 97 0.95 3 yes T2 II A yes PP, EX, A 0
1917 ETHYL ACRYLATE, STABILIZED 3 F1 II 3+ C 2 2 40 95 0.92 1 yes T2 II B yes PP, EX, A 1 3; 5
unst.
1918 ISOPROPYLBENZENE (cumene) 3 F1 III 3 N 3 2 97 0.86 3 yes T2 II A yes PP, EX, A 0
(8)
1919 METHYL ACRYLATE, STABILIZED 3 F1 II 3+ C 2 2 3 50 95 0.95 1 yes T2 II B yes PP, EX, A 1 3; 5; 23
unst.
1920 NONANES 3 F1 III 3 N 3 2 97 0.70-0.75 3 yes T3 II A yes PP, EX, A 0
1922 PYRROLIDINE 3 FC II 3+8 C 2 2 50 95 0.86 2 yes T2 II A yes PP, EP, EX, 1

A
1965 HYDROCARBON GAS MIXTURE, LIQUEFIED, 2 2F 2.1 G 1 1 91 1 yes T4 (3) II B yes PP, EX, A 1 31
N.O.S., (mixture A) (4)
N.O.S., (mixture A0) (4)
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
N.O.S., (mixture B) (4)
N.O.S., (mixture B1) (4)
N.O.S., (mixture B2) (4)
N.O.S., (mixture C) (4)
1969 ISOBUTANE 2 2F 2.1 G 1 1 91 1 yes T2 (1) II A yes PP, EX, A 1 31
1978 PROPANE 2 2F 2.1 G 1 1 91 1 yes T1 II A yes PP, EX, A 1 31
1986 ALCOHOLS, FLAMMABLE, TOXIC, N.O.S. 3 FT1 I 3+ C 1 1 95 1 no T4 (3) II B yes PP, EP, EX, 2 27; 29
boiling point ≤ 60°C 6.1 (4) TOX, A
1986 ALCOHOLS, FLAMMABLE, TOXIC, N.O.S. 3 FT1 II 3+ C 2 2 3 50 95 2 no T4 (3) II B yes PP, EP, EX, 2 23; 27; 29
60°C < boiling point ≤ 85°C 6.1 (4) TOX, A
1986 ALCOHOLS, FLAMMABLE, TOXIC, N.O.S. 3 FT1 II 3+ C 2 2 50 95 2 no T4 (3) II B yes PP, EP, EX, 2 27; 29

1986 ALCOHOLS, FLAMMABLE, TOXIC, N.O.S. 3 FT1 II 3+ C 2 2 35 95 2 no T4 (3) II B yes PP, EP, EX, 2 27; 29
boiling point > 115°C 6.1 (4) TOX, A
1986 ALCOHOLS, FLAMMABLE, TOXIC, N.O.S. 3 FT1 III 3+ C 2 2 3 50 95 2 no T4 (3) II B yes PP, EP, EX, 0 23; 27; 29
1986 ALCOHOLS, FLAMMABLE, TOXIC, N.O.S. 3 FT1 III 3+ C 2 2 50 95 2 no T4 (3) II B yes PP, EP, EX, 0 27; 29
1986 ALCOHOLS, FLAMMABLE, TOXIC, N.O.S. 3 FT1 III 3+ C 2 2 35 95 2 no T4 (3) II B yes PP, EP, EX, 0 27; 29
1987 ALCOHOLS, N.O.S. 3 F1 II 3 N 2 2 50 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 ≤ 175 kPa (4)
123
124
Class
Pt D, Ch 3, App 1
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UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1987 ALCOHOLS, N.O.S. 3 F1 II 3 N 2 2 3 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 ≤ 150 kPa (4)
1987 ALCOHOLS, N.O.S. 3 F1 II 3 N 2 2 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
vp50 ≤ 110 kPa (4)
1987 ALCOHOLS, N.O.S. (tert-butanol 90% 3 F1 II 3 N 2 2 10 97 3 yes T1 II A yes PP, EX, A 1
(mass)/methanol 10% (mass) mixture)
1987 ALCOHOLS, N.O.S. 3 F1 III 3 N 3 2 97 3 yes T4 (3) II B yes PP, EX, A 0 14; 27
(4)
1987 ALCOHOLS, N.O.S. 3 F1 III 3 N 3 2 2 95 0.95 3 yes T3 II A yes PP, EX, A 0 7; 17
1987 ALCOHOLS, N.O.S. 3 F1 III 3 N 3 2 2 95 0.95 3 yes no PP 0 7; 17;
20:+46°C
1989 ALDEHYDES, N.O.S. 3 F1 II 3 N 2 2 50 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 ≤ 175 kPa (4)
1989 ALDEHYDES, N.O.S. 3 F1 II 3 N 2 2 3 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
10 kPa < vp50 ≤ 150 kPa (4)

1989 ALDEHYDES, N.O.S. 3 F1 II 3 N 2 2 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
vp50 ≤ 110 kPa (4)
1989 ALDEHYDES, N.O.S. 3 F1 III 3 N 3 2 97 3 yes T4 (3) II B yes PP, EX, A 0 14; 27
(4)
1991 CHLOROPRENE, STABILIZED 3 FT1 I 3+6.1 C 2 2 3 50 95 0.96 1 no T2 II B yes PP, EP, EX, 2 3; 5; 23
+unst. (4) TOX, A
1992 FLAMMABLE LIQUID, TOXIC, N.O.S. 3 FT1 I 3+ C 1 1 95 1 no T4 (3) II B yes PP, EP, EX, 2 27; 29
1992 FLAMMABLE LIQUID, TOXIC, N.O.S. 3 FT1 II 3+ C 1 1 95 1 no T4 (3) II B yes PP, EP, EX, 2 27; 29
1992 FLAMMABLE LIQUID, TOXIC, N.O.S. 3 FT1 II 3+ C 2 2 3 50 95 2 no T4 (3) II B yes PP, EP, EX, 2 23; 27; 29
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1992 FLAMMABLE LIQUID, TOXIC, N.O.S. 3 FT1 II 3+ C 2 2 50 95 2 no T4 (3) II B yes PP, EP, EX, 2 27; 29
1992 FLAMMABLE LIQUID, TOXIC, N.O.S. 3 FT1 II 3+ C 2 2 35 95 2 no T4 (3) II B yes PP, EP, EX, 2 27; 29
1992 FLAMMABLE LIQUID, TOXIC, N.O.S. 3 FT1 III 3+ C 1 1 95 1 no T4 (3) II B yes PP, EP, EX, 0 27; 29
1992 FLAMMABLE LIQUID, TOXIC, N.O.S. 3 FT1 III 3+ C 2 2 3 50 95 2 no T4 (3) II B yes PP, EP, EX, 0 23; 27; 29
1992 FLAMMABLE LIQUID, TOXIC, N.O.S. 3 FT1 III 3+ C 2 2 50 95 2 no T4 (3) II B yes PP, EP, EX, 0 27; 29
1992 FLAMMABLE LIQUID, TOXIC, N.O.S. boiling 3 FT1 III 3+ C 2 2 35 95 2 no T4 (3) II B yes PP, EP, EX, 0 27; 29
point > 115°C 6.1 (4) TOX, A
1993 FLAMMABLE LIQUID, N.O.S., vp50 >175 kPa 3 F1 I 3 N 1 1 97 1 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
(4)
1993 FLAMMABLE LIQUID, N.O.S., vp50 >175 kPa 3 F1 I 3 N 2 2 1 50 97 2 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29

(4)
1993 FLAMMABLE LIQUID, N.O.S. (..., with more than 3 F1 I 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 27; 29
10% benzene), vp50 >175 kPa (4)
1993 FLAMMABLE LIQUID, N.O.S. 3 F1 I 3 N 2 2 50 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 < 175 kPa (4)
1993 FLAMMABLE LIQUID, N.O.S. 3 F1 II 3 N 2 2 50 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 ≤ 175 kPa (4)
1993 FLAMMABLE LIQUID, N.O.S. 3 F1 I 3 N 2 2 3 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 ≤ 150 kPa (4)
1993 FLAMMABLE LIQUID, N.O.S. 3 F1 II 3 N 2 2 3 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 ≤ 150 kPa (4)
1993 FLAMMABLE LIQUID, N.O.S. (..., with more than 3 F1 I 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 27; 29
10% benzene), 110 kPa < vp50 ≤ 175 kPa (4)
125
126
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
1993 FLAMMABLE LIQUID, N.O.S. (..., with more than 3 F1 II 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 27; 29
10% benzene, 110 kPa < vp50 ≤ 175 kPa (4)
1993 FLAMMABLE LIQUID, N.O.S. 3 F1 II 3 N 2 2 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
vp50 ≤ 110 kPa (4)
1993 FLAMMABLE LIQUID, N.O.S. (..., with more than 3 F1 II 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 27; 29
10% benzene vp50 ≤ 110 kPa, boiling point ≤ 60°C (4)
1993 FLAMMABLE LIQUID, N.O.S. (..., with more than 3 F1 II 3 C 2 2 3 50 95 2 yes T4 (3) II B yes PP, EX, A 1 23; 27; 29
10% benzene) vp50 ≤ 110 kPa, 60°C < boiling (4)
point ≤ 85°C
1993 FLAMMABLE LIQUID, N.O.S. (..., with more than 3 F1 II 3 C 2 2 50 95 2 yes T4 (3) II B yes PP, EX, A 1 27; 29
10% benzene) vp50 ≤ 110 kPa, 85°C < boiling (4)
point ≤ 115°C
1993 FLAMMABLE LIQUID, N.O.S. (..., with more than 3 F1 II 3 C 2 2 35 95 2 yes T4 (3) II B yes PP, EX, A 1 27; 29
10% benzene) (4)
1993 FLAMMABLE LIQUID, N.O.S. 3 F1 III 3 N 3 2 97 3 yes T4 (3) II B yes PP, EX, A 0 14; 27

(4)
1993 FLAMMABLE LIQUID, N.O.S. (..., with more than 3 F1 III 3 C 2 2 3 50 95 2 yes T4 (3) II B yes PP, EX, A 0 23; 27; 29
10% benzene), 60°C < boiling point ≤ 85°C (4)
1993 FLAMMABLE LIQUID, N.O.S. (..., with more than 3 F1 III 3 C 2 2 50 95 2 yes T4 (3) II B yes PP, EX, A 0 27; 29
10% benzene), 85°C < boiling point ≤ 115°C (4)
1993 FLAMMABLE LIQUID, N.O.S. (..., with more than 3 F1 III 3 C 2 2 35 95 2 yes T4 (3) II B yes PP, EX, A 0 27; 29
10% benzene), boiling point > 115°C (4)
1993 FLAMMABLE LIQUID, N.O.S. 3 F1 III 3 N 3 2 97 0.95 3 yes T3 II A yes PP, EX, A 0
(cyclohexanone/cyclohexanol mixture)
1999 TARS, LIQUID, 23°C ≤ flash-point ≤ 61°C 3 F1 III 3 N 4 2 2 97 3 yes T3 II A yes PP, EX, A 0
(7)
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2014 HYDROGEN PEROXIDE, AQUEOUS SOLUTION 5.1 OC1 II 5.1 + C 2 2 35 95 1.20 2 yes no PP, EP 0 3; 33
with not less than 20% but not more than 60% 8+
hydrogen peroxide (stabilized as necessary) unst.
2021 CHLOROPHENOLS, LIQUID (2-chlorophenol) 6.1 T1 III 6.1 C 2 2 25 95 1.23 2 no T1 II A yes PP, EP, EX, 0 6:+10°C;
(7) TOX, A 17
2022 CRESILIC ACID 6.1 TC1 II 6.1 + C 2 2 25 95 1.03 2 no T1 II A yes PP, EP, EX, 2 6:+16°C;
8 TOX, A 17
2023 EPICHLORHYDRINE 6.1 TF1 II 6.1 + C 2 2 35 95 1.18 2 no T2 II B yes PP, EP, EX, 2 5
3 TOX, A
2031 NITRIC ACID, other than red fuming, with more 8 CO1 I 8+ N 2 3 10 97 1.41 3 yes no PP, EP 0 34
than 70% acid 5.1 (at 68%
HNO3)
2031 NITRIC ACID, other than red fuming, with not 8 CO1 II 8 N 2 3 10 97 1.51 (11) 3 yes no PP, EP 0 34
more than 70% acid (at 68%
HNO3)
2032 NITRIC ACID, RED FUMING 8 COT I 8+5.1 C 2 2 50 95 1.51 1 no no PP, EP, 2

+6.1 TOX, A
2045 ISOBUTYRALDEHYDE (ISOBUTYL ALDEHYDE) 3 F1 II 3 C 2 2 3 50 95 0.79 2 yes T4 II A yes PP, EX, A 1 7
(7)
2046 CYMENES 3 F1 III 3 N 3 2 97 0.88 3 yes T2 II A yes PP, EX, A 0
2047 DICHLOROPROPENES (2,3-dichloroprop-1-ene) 3 F1 II 3 C 2 2 45 95 1.2 2 yes T1 II A yes PP, EX, A 1
2047 DICHLOROPROPENES (mixtures of 2,3-dichloro- 3 F1 II 3 C 2 2 45 95 1.23 2 yes T2 (1) II A yes PP, EX, A 1
prop-1-ene and 1,3-dichloroprop-1-ene)
2047 DICHLOROPROPENES (mixtures of 2,3-dichloro- 3 F1 III 3 C 2 2 45 95 1.23 2 yes T2 (1) II A yes PP, EX, A 0
prop-1-ene and 1,3-dichloroprop-1-ene)
2047 DICHLOROPROPENES (1,3-dichloroprop-1-ene) 3 F1 III 3 C 2 2 40 95 1.23 2 yes T2 (1) II A yes PP, EX, A 0
(7)
127
128
Class
Pt D, Ch 3, App 1
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Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2048 DICYCLOPENTADIENE 3 F1 III 3 N 3 2 2 95 0.94 3 yes T1 II B yes PP, EX, A 0 7; 17
(4)
2050 DIISOBUTYLENE, ISOMERIC COMPOUNDS 3 F1 II 3 N 2 2 10 97 0.72 3 yes T3 (2) II A yes PP, EX, A 1
(7)
2051 2-DIMETHYLAMINOETHANOL 8 CF1 II 8+3 N 3 2 97 0.89 3 yes T3 II A yes PP, EP, EX, 1 34
A
2053 METHYL ISOBUTIL CARBINOL 3 F1 III 3 N 3 2 97 0.81 3 yes T2 II B yes PP, EX, A 0
(4)
2054 MORPHOLINE 8 CF1 I 8+3 N 3 2 97 1.00 3 yes T3 II A yes PP, EP, EX, 1 34
A
2055 STYRENE MONOMER, STABILIZED 3 F1 III 3+ N 3 2 97 0.91 3 yes T1 II A yes PP, EX, A 0 3; 5; 16
(vinylbenzene monomer, stabilized) unst.
2056 TETRAHYDROFURAN 3 F1 II 3 N 2 2 10 97 0.89 3 yes T3 II B yes PP, EX, A 1
2057 TRIPROPYLENE (propylentrimer) 3 F1 III 3 N 3 2 97 0.73 3 yes T3 II B yes PP, EX, A 0
(4)

2078 TOLUENE DIISOCYANATE and isomeric mix- 6.1 T1 II 6.1 C 2 2 2 25 95 1.22 2 no T1 II B yes PP, EP, EX, 2 2; 7; 8; 17
tures (2,4-toluene diisocyanate) (4) TOX, A
2078 TOLUENE DIISOCYANATE and isomeric mix- 6.1 T1 II 6.1 C 2 2 2 25 95 1.22 2 no no PP, EP, 2 2; 7; 8; 17;
tures (2,4-toluene diisocyanate) TOX, A 20:+112°C
2079 DIETHYLENETRIAMINE 8 C7 II 8 N 4 2 97 0.96 3 yes no PP, EP 0 34
2205 ADIPONITRILE 6.1 T1 III 6.1 C 2 2 25 95 0.96 2 no T4 (3) II B yes PP, EP, EX, 0 17
(4) TOX, A
2206 ISOCYANATES, TOXIC, N.O.S. 6.1 T1 II 6.1 C 2 2 2 25 95 1.25 2 no no PP, EP, 2 7; 17
(4-chlorophenyl isocyanate) TOX, A
2209 FORMALDEHYDE SOLUTION with not less than 8 C9 III 8 N 4 2 97 1.09 3 yes no PP, EP 0 15; 34
25% formaldehyde
June 2006
June 2006
Class
Pt D, Ch 3, App 1
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UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2215 MALEIC ANHYDRIDE, MOLTEN 8 C3 III 8 N 3 3 2 95 0.93 3 yes T2 II B yes PP, EP, EX, 0 7; 17; 34
(4) A
2215 MALEIC ANHYDRIDE, MOLTEN 8 C3 III 8 N 3 3 2 95 0.93 3 yes no PP, EP 0 7; 17; 34;
20:+88°C
2218 ACRYLIC ACID, STABILIZED 8 CF1 II 8+3 C 2 2 30 95 1.05 1 yes T2 II A yes PP, EP, EX, 1 3; 4; 5; 17
+ unst. (7) A
2227 n-BUTYL METHACRYLATE, STABILIZED 3 F1 III 3+ C 2 2 25 95 0.90 1 yes T3 II A yes PP, EX, A 0 3; 5
unst.
2238 CHLOROTOLUENES (m-chlorotoluene) 3 F1 III 3 C 2 2 30 95 1.08 2 yes T1 II A yes PP, EX, A 0
(7)
2238 CHLOROTOLUENES (o-chlorotoluene) 3 F1 III 3 C 2 2 30 95 1.08 2 yes T1 II A yes PP, EX, A 0
(7)
2238 CHLOROTOLUENES (p-chlorotoluene) 3 F1 III 3 C 2 2 30 95 1.07 2 yes T1 II A yes PP, EX, A 0 6:+11°C;
(7) 17
2241 CYCLOHEPTANE 3 F1 II 3 N 2 2 10 97 0.81 3 yes T4 (3) II A yes PP, EX, A 1

2247 n-DECANE 3 F1 III 3 N 3 2 97 0.73 3 yes T4 II A yes PP, EX, A 0
2248 DI-n-BUTYLAMINE 8 CF1 II 8+3 N 3 2 97 0.76 3 yes T3 II A yes PP, EP, EX, 1 34
(7) A
2259 TRIETHYLENETETRAMINE 8 C7 II 8 N 3 2 97 0.98 3 yes T2 II B yes PP, EP, EX, 1 34
(4) A
2263 DIMETHYLCYCLOHEXANES 3 F1 II 3 C 2 2 35 95 0.78 2 yes T4 (3) II A yes PP, EX, A 1
(cis-1,4-dimethylcyclohexane) (7)
2263 DIMETHYLCYCLOHEXANES 3 F1 II 3 C 2 2 35 95 0.76 2 yes T4 (3) II A yes PP, EX, A 1
(trans-1,4-dimethylcyclohexane) (7)
2264 N,N-DIMETHYLCYCLO-HEXYLAMINE 8 CF1 II 8+3 N 3 2 97 0.85 3 yes T3 II B yes PP, EP, EX, 1 34
(4) A
2265 N,N-DIMETHYLFORMAMIDE 3 F1 III 3 N 3 2 97 0.95 3 yes T2 II A yes PP, EX, A 0
129
130
Class
Pt D, Ch 3, App 1
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UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2266 DIMETHYL-N-PROPYLAMINE 3 FC II 3+8 C 2 2 3 50 95 0.72 2 yes T4 II A yes PP, EP, EX, 1 23
A
2276 2-ETHYLHEXYLAMINE 3 FC III 3+8 N 3 2 97 0.79 3 yes T3 II A yes PP, EP, EX, 0 34
(7) A
2278 n-HEPTENE 3 F1 II 3 N 2 2 10 97 0.70 3 yes T3 II B yes PP, EX, A 1
(4)
2280 HEXAMETHYLENEDIAMINE, SOLID, molten 8 C8 III 8 N 3 3 2 95 0.83 3 yes T3 II B yes PP, EP, EX, 0 7; 17; 34
(4) A
2280 HEXAMETHYLENEDIAMINE, SOLID, molten 8 C8 III 8 N 3 3 2 95 0.83 3 yes no PP, EP 0 7; 17; 34;
20:+66°C
2282 HEXANOLS 3 F1 III 3 N 3 2 97 0.83 3 yes T3 II A yes PP, EX, A 0
2286 PENTAMETHYLHEPTANE (isododecane) 3 F1 III 3 N 3 2 97 0.75 3 yes T2 II A yes PP, EX, A 0
(7)
2288 ISOHEXENES 3 F1 II 3+ C 2 2 3 50 95 0.735 2 yes T2 II B yes PP, EX, A 1 3
unst. (4)

2289 ISOPHORONEDIAMINE 8 C7 III 8 N 3 2 97 0.92 3 yes T2 II A yes PP, EP, EX, 0 17; 34
A
2303 ISOPROPENYLBENZENE 3 F1 III 3 N 3 2 97 0.91 3 yes T2 II B yes PP, EX, A 0 16
2309 OCTADIENE (1,7-octadiene) 3 F1 II 3 N 2 2 10 97 0.75 3 yes T3 II B yes PP, EX, A 1
(4)
2311 PHENETIDINES 6.1 T1 III 6.1 C 2 2 25 95 1.07 2 no no PP, EP, 0 6:+7°C;
TOX, A 17
2312 PHENOL, MOLTEN 6.1 T1 II 6.1 C 2 2 2 25 95 1.07 2 no T1 II A yes PP, EP, EX, 2 7; 17
(8) TOX, A
2312 PHENOL, MOLTEN 6.1 T1 II 6.1 C 2 2 2 25 95 1.07 2 no no PP, EP, 2 7; 17;
TOX, A 20:+67°C
2320 TETRAETHYLENEPENTAMINE 8 C7 III 8 N 4 2 97 1.00 3 yes no PP, EP 0 34
June 2006
June 2006
Class
Pt D, Ch 3, App 1
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UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2321 TRICHLOROBENZENES, LIQUID 6.1 T1 III 6.1 C 2 2 2 25 95 1.45 2 no T1 II A yes PP, EP, EX, 0 7; 17
(1,2,4-trichlorobenzene) TOX, A
2321 TRICHLOROBENZENES, LIQUID 6.1 T1 III 6.1 C 2 2 2 25 95 1.45 2 no no PP, EP, 0 7; 17;
(1,2,4-trichlorobenzene) TOX, A 20:+95°C
2323 TRIETHYL PHOSPHITE 3 F1 III 3 N 3 2 97 0.80 3 yes T3 II B yes PP, EX, A 0
(4)
2324 TRIISOBUTYLENE 3 F1 III 3 N 3 2 97 0.76 3 yes T2 II B yes PP, EX, A 0
(4)
2325 1,3,5-TRIMETHYLBENZENE 3 F1 III 3 N 3 2 97 0.87 3 yes T1 II A yes PP, EX, A 0
2333 ALLYL ACETATE 3 FT1 II 3+ C 2 2 40 95 0.93 2 no T2 II A yes PP, EP, EX, 2
6.1 (7) TOX, A
2348 BUTYL ACRYLATES, STABILIZED 3 F1 III 3+ C 2 2 30 95 0.90 1 yes T3 II B yes PP, EX, A 0 3; 5
(n-butylacrylate, stabilized) unst.
2350 BUTYL METHYL ETHER 3 F1 II 3 N 2 2 10 97 0.74 3 yes T4 (3) II B yes PP, EX, A 1
(4)

2356 2-CHLOROPROPANE 3 F1 I 3 C 2 2 3 50 95 0.86 2 yes T1 II A yes PP, EX, A 1 23
2357 CYCLOHEXYLAMINE 8 CF1 II 8+3 N 3 2 97 0.86 3 yes T3 II A yes PP, EP, EX, 1 34
(8) A
2362 1,1-DICHLOROETHANE 3 F1 II 3 C 2 2 3 50 95 1.17 2 yes T2 II A yes PP, EX, A 1 23
2370 1-HEXENE 3 F1 II 3 N 2 2 10 97 0.67 3 yes T3 II B yes PP, EX, A 1
(4)
2382 DIMETHYLHYDRAZINE, SYMMETRICAL 6.1 TF1 I 6.1 + C 2 2 50 95 0.83 1 yes T4 (3) II C yes PP, EP, EX, 2
3 TOX, A
2383 DIPROPYLAMINE 3 FC II 3+8 C 2 2 35 95 0.74 2 no T3 II A yes PP, EP, EX, 1 23
A
2397 3-METHYLBUTAN-2-ONE 3 F1 II 3 N 2 2 10 97 0.81 3 yes T1 II A yes PP, EX, A 1
2398 METHYL tert-BUTYL ETHER 3 F1 II 3 N 2 2 10 97 0.74 3 yes T1 II A yes PP, EX, A 1
131
132
Class
Pt D, Ch 3, App 1
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identification No.
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Type of tank vessel
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UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2404 PROPIONITRILE 3 FT1 II 3+ C 2 2 45 95 0.78 2 no T1 (9) II A yes PP, EP, EX, 2
6.1 TOX, A
2414 THIOPHENE 3 F1 II 3 N 2 2 10 97 1.06 3 yes T2 II A yes PP, EX, A 1
2430 ALKYLPHENOLS, SOLID, N.O.S. 8 C4 II 8 N 3 3 2 95 95 3 yes T2 II A yes PP, EP, EX, 0 7; 17; 34
(nonylphenol, isomeric mixture, molten) (7) A
2430 ALKYLPHENOLS, SOLID, N.O.S. 8 C4 II 8 N 3 3 2 95 95 3 yes no PP, EP 0 7; 17; 34;
(nonylphenol, isomeric mixture, molten) 20:+125°C
2432 N,N-DIETHYLANILINE 6.1 T1 III 6.1 C 2 2 25 95 0.93 2 no no PP, EP, 0
TOX, A
2448 SULPHUR, MOLTEN 4.1 F3 III 4.1 N 4 1 2 95 2.07 3 yes no PP, EP, 0 * toximeter
TOX*, A for H2S; 7;
20:+150°C
; 32
2458 HEXADIENES 3 F1 II 3 N 2 2 10 97 0.72 3 yes T4 (3) II B yes PP, EX, A 1
(4)

2477 METHYL ISOTHIOCYANATE 6.1 TF1 I 6.1 + C 2 2 2 35 95 1.07 2 no T4 (3) II B yes PP, EP, EX, 2 7; 17
3 (11) (4) TOX, A
2485 n-BUTYL ISOCYANATE 6.1 TF1 I 6.1 + C 2 2 35 95 0.89 1 no T2 II B yes PP, EP, EX, 2
3 (4) TOX, A
2486 ISOBUTYL ISOCYANATE 3 FT1 II 3+ C 2 2 40 95 2 no T4 (3) II B yes PP, EP, EX, 2
6.1 (4) TOX, A
2487 PHENYL ISOCYANATE 6.1 TF1 I 6.1 + C 2 2 25 95 1.10 1 no T1 II A yes PP, EP, EX, 2
3 TOX, A
2490 DICHLOROISOPROPYL ETHER 6.1 T1 II 6.1 C 2 2 25 95 1.11 2 no no PP, EP, 2
TOX, A
2491 ETHANOLAMINE or ETHANOLAMINE SOLU- 8 C7 III 8 N 3 2 97 1.02 3 yes T2 II B yes PP, EP, EX, 0 17
TION (4) A
June 2006
June 2006
Class
Pt D, Ch 3, App 1
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UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2493 HEXAMETHYLENEIMINE 3 FC II 3+8 N 3 2 97 0.88 3 yes T3 (2) II A yes PP, EP, EX, 1 34
A
2496 PROPIONIC ANHYDRIDE 8 C3 III 8 N 4 3 97 1.02 3 yes no PP, EP 0 34
2518 1,5,9-CYCLODODECATRIENE 6.1 T1 III 6.1 C 2 2 25 95 0.90 2 no no PP, EP, 0
TOX, A
2527 ISOBUTYL ACRYLATE, STABILIZED 3 F1 III 3+ C 2 2 30 95 0.89 1 yes T2 II B yes PP, EX, A 0 3; 5
unst. (9)
2528 ISOBUTYL ISOBUTYRATE 3 F1 III 3 N 3 2 97 0.86 3 yes T2 II A yes PP, EX, A 0
2531 METHACRYLIC ACID, STABILIZED 8 C3 II 8+ C 2 2 2 25 95 1.02 1 yes T2 II B yes PP, EP, EX, 0 3; 4; 5; 17
unst. (4) A
2564 TRICHLOROACETIC ACID SOLUTION 8 C3 II 8 N 3 3 2 95 1.62 (11) 3 yes T1 II A yes PP, EP, EX, 0 7; 17; 22;
(7) A 34
2564 TRICHLOROACETIC ACID SOLUTION 8 C3 III 8 N 4 3 97 1.62 (11) 3 yes T1 II A yes PP, EP, EX, 0 22; 34
(7) A
2574 TRICRESYL PHOSPHATE with more than 3% 6.1 T1 II 6.1 C 2 2 25 95 1.18 2 no no PP, EP, 2

ortho isomer TOX, A
2579 PIPERAZINE, molten (diethylenediamine) 8 C8 III 8 N 3 3 2 95 0.90 3 yes no PP, EP 0 7; 17; 34
2586 ALKYLSULFONIC ACIDS, LIQUID with not more 8 C3 III 8 N 4 3 97 3 yes no PP, EP 0 34
than 5% free sulphuric acid
2608 NITROPROPANES 3 F1 III 3 N 3 2 97 1.00 3 yes T2 II B yes PP, EX, A 0
(7)
2615 ETHYL PROPYL ETHER 3 F1 II 3 N 2 2 10 97 0.73 3 yes T4 (3) II A yes PP, EX, A 1
(7)
2618 VINYLTOLUENES, STABILIZED 3 F1 III 3+ C 2 2 25 95 0.92 1 yes T1 II B yes PP, EX, A 0 3; 5
unst. (4)
2651 4,4’-DIAMINODIPHENYL-METHANE 6.1 T2 III 6.1 C 2 2 2 25 95 1.00 2 no no PP, EP, 0 7; 17
TOX, A
133
134
Class
Pt D, Ch 3, App 1
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UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2672 AMMONIA SOLUTION (relative density between 8 C5 III 8 N 2 2 10 97 0.88 3 yes no PP, EP 0 34
0.880 and 0.957 at 15°C in water, with more than (10)-0.96
10% but not more than 35% ammonia) (10)
2683 AMMONIUM SULPHIDE SOLUTION 8 CFT II 8+3 C 2 2 50 95 2 no T4 (3) II B yes PP, EP, EX, 2 15; 16
+ 6.1 (4) TOX, A
2693 BISULPHITES, AQUEOUS SOLUTION, N.O.S. 8 C1 III 8 N 4 3 97 3 yes no PP, EP 0 27; 34
2709 BUTYLBENZENES 3 F1 III 3 N 3 2 97 0.87 3 yes T2 II A yes PP, EX, A 0
2733 AMINES, FLAMMABLE, CORROSIVE, N.O.S. or 3 FC II 3+8 C 2 2 3 50 95 0.72 2 yes T4 (3) II A yes PP, EP, EX, 1 23
POLYAMINES, FLAMMABLE, CORROSIVE, A
N.O.S. (2-aminobutane)
2735 AMINES, LIQUID, CORROSIVE, N.O.S. or 8 C7 I 8 N 4 2 97 3 yes no PP, EP 0 27; 34
POLYAMINES, LIQUID, CORROSIVE, N.O.S.
2735 AMINES, LIQUID, CORROSIVE, N.O.S. or 8 C7 II 8 N 4 2 97 3 yes no PP, EP 0 27; 34
2735 AMINES, LIQUID, CORROSIVE, N.O.S. or 8 C7 III 8 N 4 2 97 3 yes no PP, EP 0 27; 34

2754 N-ETHYLTOLUIDINES (N-ethyl-o-toluidine) 6.1 T1 II 6.1 C 2 2 25 95 0.94 2 no no PP, EP, 2
TOX, A
2754 N-ETHYLTOLUIDINES (N-ethyl-m-toluidine) 6.1 T1 II 6.1 C 2 2 25 95 0.94 2 no no PP, EP, 2
TOX, A
2754 N-ETHYLTOLUIDINES (N-ethyl-o-toluidine and 6.1 T1 II 6.1 C 2 2 25 95 0.94 2 no no PP, EP, 2
N-ethyl-m-toluidine mixtures) TOX, A
2754 N-ETHYLTOLUIDINES (N-ethyl-p-toluidine) 6.1 T1 II 6.1 C 2 2 2 25 95 0.94 2 no no PP, EP, 2 7; 17
TOX, A
2789 ACETIC ACID, GLACIAL 8 CF1 II 8+3 N 2 3 2 10 95 1.05 3 yes T1 II A yes PP, EP, EX, 1 7; 17; 34
(with A
100%
acid)
June 2006
June 2006
Class
Pt D, Ch 3, App 1
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2789 ACETIC ACID SOLUTION, more than 80% acid, 8 CF1 II 8+3 N 2 3 2 10 95 1.05 3 yes T1 II A yes PP, EP, EX, 1 7; 17; 34
by mass (with A
100%
acid)
2790 ACETIC ACID SOLUTION, not less than 50% but 8 C3 II 8 N 2 3 10 95 3 yes no PP, EP 0 34
not more than 80% acid, by mass
2790 ACETIC ACID SOLUTION, more than 10% and 8 C3 III 8 N 2 3 10 95 3 yes no PP, EP 0 34
less than 50% acid, by mass
2796 BATTERY FLUID, ACID 8 C1 II 8 N 4 3 97 1.00-1.84 3 yes no PP, EP 0 8; 22; 30;
34
2796 SULPHURIC ACID with not more than 51% acid 8 C1 II 8 N 4 3 97 1.00-1.41 3 yes no PP, EP 0 8; 22; 30;
34
2797 BATTERY FLUID, ALKALI 8 C5 II 8 N 4 3 97 1.00-2.13 3 yes no PP, EP 0 22; 30; 34
2810 TOXIC LIQUID, ORGANIC, N.O.S. 6.1 T1 I 6.1 C 1 1 95 1 no no PP, EP, 2 27; 29
boiling point ≤ 60°C TOX, A

2810 TOXIC LIQUID, ORGANIC, N.O.S. 6.1 T1 I 6.1 C 2 2 3 50 95 1 no no PP, EP, 2 23; 27; 29
60°C < boiling point ≤ 85°C TOX, A
2810 TOXIC LIQUID, ORGANIC, N.O.S. 6.1 T1 I 6.1 C 2 2 50 95 1 no no PP, EP, 2 27; 29
2810 TOXIC LIQUID, ORGANIC, N.O.S. 6.1 T1 I 6.1 C 2 2 35 95 1 no no PP, EP, 2 27; 29
boiling point > 115°C TOX, A
2810 TOXIC LIQUID, ORGANIC, N.O.S. 6.1 T1 II 6.1 C 1 1 95 1 no no PP, EP, 2 27; 29
2810 TOXIC LIQUID, ORGANIC, N.O.S. 6.1 T1 II 6.1 C 2 2 3 50 95 2 no no PP, EP, 2 23; 27; 29
2810 TOXIC LIQUID, ORGANIC, N.O.S. 6.1 T1 II 6.1 C 2 2 50 95 2 no no PP, EP, 2 27; 29
135
136
Class
Pt D, Ch 3, App 1
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(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2810 TOXIC LIQUID, ORGANIC, N.O.S. 6.1 T1 II 6.1 C 2 2 35 95 2 no no PP, EP, 2 27; 29
2810 TOXIC LIQUID, ORGANIC, N.O.S. 6.1 T1 III 6.1 C 1 1 95 1 no no PP, EP, 0 27; 29
2810 TOXIC LIQUID, ORGANIC, N.O.S. 6.1 T1 III 6.1 C 2 2 3 50 95 2 no no PP, EP, 0 23; 27; 29
2810 TOXIC LIQUID, ORGANIC, N.O.S. 6.1 T1 III 6.1 C 2 2 50 95 2 no no PP, EP, 0 27; 29
2810 TOXIC LIQUID, ORGANIC, N.O.S. 6.1 T1 III 6.1 C 2 2 35 95 2 no no PP, EP, 0 27; 29
2811 TOXIC SOLID, ORGANIC, N.O.S. 6.1 T2 III 6.1 C 2 2 2 25 95 2 no T4 (3) II B yes PP, EP, EX, 0 7; 17; 22
(1,2,3-trichlorobenzene, molten) (4) TOX, A
2811 TOXIC SOLID, ORGANIC, N.O.S. 6.1 T2 III 6.1 C 2 2 2 25 95 2 no no PP, EP, 0 7; 17;
(1,2,3-trichlorobenzene, molten) TOX, A 20:+92°C;
22

2811 TOXIC SOLID, ORGANIC, N.O.S. 6.1 T2 III 6.1 C 2 2 2 25 95 2 no T4 (3) II B yes PP, EP, EX, 0 7; 17; 22
(1,3,5-trichlorobenzene, molten) (4) TOX, A
2811 TOXIC SOLID, ORGANIC, N.O.S. 6.1 T2 III 6.1 C 2 2 2 25 95 2 no no PP, EP, 0 7; 17;
(1,3,5-trichlorobenzene, molten) TOX, A 20:+92°C;
22
2815 N-AMINOETHYLPIPERAZINE 8 C7 III 8 N 4 2 97 0.98 3 yes no PP, EP 0 34
2820 BUTYRIC ACID 8 C3 III 8 N 2 3 10 97 0.96 3 yes no PP, EP 0 34
2829 CAPROIC ACID 8 C3 III 8 N 4 3 97 0.92 3 yes no PP, EP 0 34
2831 1,1,1-TRICHLOROETHANE 6.1 T1 III 6.1 C 2 2 3 50 95 1.34 2 yes no PP, EP, 0 23
TOX, A
2850 PROPYLENE TETRAMER (tetrapropylene) 3 F1 III 3 N 4 2 97 0.76 3 yes no PP, EX, A 0
June 2006
June 2006
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2874 FURFURYL ALCOHOL 6.1 T1 III 6.1 C 2 2 25 95 1.13 2 no no PP, EP, 0
TOX, A
2920 CORROSIVE LIQUID, FLAMMABLE, N.O.S. 8 CF1 II 8+3 N 3 3 95 0.95 3 yes T3 II A yes PP, EP, EX, 1 34
(2-propanol and didecyldimethylammonium A
chloride, aqueous solution)
2920 CORROSIVE LIQUID, FLAMMABLE, N.O.S. 8 CF1 II 8+3 N 2 3 10 95 0.90 3 yes T2 II B yes PP, EP, EX, 1 6:+7°C;
(aqueous solution of hexadecyltrimethylammo- A 17; 34
nium chloride (50%) and ethanol (35%))
2922 CORROSIVE LIQUID, TOXIC, N.O.S. 8 CT1 I 8+ C 1 1 95 1 no no PP, EP, 2 27; 29
boiling point ≤ 60°C 6.1 TOX, A
2922 CORROSIVE LIQUID, TOXIC, N.O.S. 8 CT1 I 8+ C 2 2 3 50 95 1 no no PP, EP, 2 23; 27; 29
60°C < boiling point ≤ 85°C 6.1 TOX, A
2922 CORROSIVE LIQUID, TOXIC, N.O.S. 8 CT1 I 8+ C 2 2 50 95 1 no no PP, EP, 2 27; 29
2922 CORROSIVE LIQUID, TOXIC, N.O.S. 8 CT1 I 8+ C 2 2 35 95 1 no no PP, EP, 2 27; 29
boiling point > 115°C 6.1 TOX, A

2922 CORROSIVE LIQUID, TOXIC, N.O.S. 8 CT1 II 8+ C 1 1 95 1 no no PP, EP, 2 27; 29
2922 CORROSIVE LIQUID, TOXIC, N.O.S. 8 CT1 II 8+ C 2 2 3 50 95 2 no no PP, EP, 2 23; 27; 29
2922 CORROSIVE LIQUID, TOXIC, N.O.S. 8 CT1 II 8+ C 2 2 50 95 2 no no PP, EP, 2 27; 29
2922 CORROSIVE LIQUID, TOXIC, N.O.S. 8 CT1 II 8+ C 2 2 35 95 2 no no PP, EP, 2 27; 29
2922 CORROSIVE LIQUID, TOXIC, N.O.S. 8 CT1 III 8+ C 1 1 95 1 no no PP, EP, 0 27; 29
2922 CORROSIVE LIQUID, TOXIC, N.O.S. 8 CT1 III 8+ C 2 2 3 50 95 2 no no PP, EP, 0 23; 27; 29
137
138
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2922 CORROSIVE LIQUID, TOXIC, N.O.S. 8 CT1 III 8+ C 2 2 50 95 2 no no PP, EP, 0 27; 29
2922 CORROSIVE LIQUID, TOXIC, N.O.S. 8 CT1 III 8+ C 2 2 35 95 2 no no PP, EP, 0 27; 29
2924 FLAMMABLE LIQUID, CORROSIVE, N.O.S. 3 FC I 3+8 C 1 1 95 1 yes T4 (3) II B yes PP, EP, EX, 1 27; 29
boiling point ≤ 60°C (4) A
2924 FLAMMABLE LIQUID, CORROSIVE, N.O.S. 3 FC II 3+8 C 1 1 95 1 yes T4 (3) II B yes PP, EP, EX, 1 27; 29
2924 FLAMMABLE LIQUID, CORROSIVE, N.O.S. 3 FC II 3+8 C 2 2 3 50 95 2 yes T4 (3) II B yes PP, EP, EX, 1 23; 27; 29
60°C < boiling point ≤ 85°C (4) A
2924 FLAMMABLE LIQUID, CORROSIVE, N.O.S. 3 FC II 3+8 C 2 2 50 95 2 yes T4 (3) II B yes PP, EP, EX, 1 27; 29
2924 FLAMMABLE LIQUID, CORROSIVE, N.O.S. 3 FC II 3+8 C 2 2 35 95 2 yes T4 (3) II B yes PP, EP, EX, 1 27; 29
boiling point > 115°C (4) A
2924 FLAMMABLE LIQUID, CORROSIVE, N.O.S. 3 FC III 3+8 C 1 1 95 1 yes T4 (3) II B yes PP, EP, EX, 0 27; 29

2924 FLAMMABLE LIQUID, CORROSIVE, N.O.S. 3 FC III 3+8 C 2 2 3 50 95 2 yes T4 (3) II B yes PP, EP, EX, 0 23; 27; 29
2924 FLAMMABLE LIQUID, CORROSIVE, N.O.S. 3 FC III 3+8 C 2 2 50 95 2 yes T4 (3) II B yes PP, EP, EX, 0 27; 29
2924 FLAMMABLE LIQUID, CORROSIVE, N.O.S. 3 FC III 3+8 C 2 2 35 95 2 yes T4 (3) II B yes PP, EP, EX, 0 27; 29
boiling point > 115°C (4) A
2924 FLAMMABLE LIQUID, CORROSIVE, N.O.S. 3 FC II 3+8 C 2 2 50 95 0.88 2 yes T2 II A yes PP, EP, EX, 1
(aqueous solution of dialkyl-(C8-C18)-dimethy- A
lammonium chloride and 2-propanol)
2927 TOXIC LIQUID, CORROSIVE, ORGANIC, N.O.S. 6.1 TC1 I 6.1 + C 1 1 95 1 no no PP, EP, 2 27; 29
boiling point ≤ 60°C 8 TOX, A
June 2006
June 2006
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2927 TOXIC LIQUID, CORROSIVE, ORGANIC, N.O.S. 6.1 TC1 I 6.1 + C 2 2 3 50 95 1 no no PP, EP, 2 23; 27; 29
60°C < boiling point ≤ 85°C 8 TOX, A
2927 TOXIC LIQUID, CORROSIVE, ORGANIC, N.O.S. 6.1 TC1 I 6.1 + C 2 2 50 95 1 no no PP, EP, 2 27; 29
2927 TOXIC LIQUID, CORROSIVE, ORGANIC, N.O.S. 6.1 TC1 I 6.1 + C 2 2 35 95 1 no no PP, EP, 2 27; 29
boiling point > 115°C 8 TOX, A
2927 TOXIC LIQUID, CORROSIVE, ORGANIC, N.O.S. 6.1 TC1 II 6.1 + C 1 1 95 1 no no PP, EP, 2 27; 29
boiling point ≤ 60°C 8 TOX, A
2927 TOXIC LIQUID, CORROSIVE, ORGANIC, N.O.S. 6.1 TC1 II 6.1 + C 2 2 3 50 95 2 no no PP, EP, 2 23; 27; 29
2927 TOXIC LIQUID, CORROSIVE, ORGANIC, N.O.S. 6.1 TC1 II 6.1 + C 2 2 50 95 2 no no PP, EP, 2 27; 29
2927 TOXIC LIQUID, CORROSIVE, ORGANIC, N.O.S. 6.1 TC1 II 6.1 + C 2 2 35 95 2 no no PP, EP, 2 27; 29
boiling point > 115°C 8 TOX, A
2929 TOXIC LIQUID, FLAMMABLE, ORGANIC, 6.1 TF1 I 6.1 + C 1 1 95 1 no T4 (3) II B yes PP, EP, EX, 2 27

N.O.S. 3 (4) TOX, A
2929 TOXIC LIQUID, FLAMMABLE, ORGANIC, 6.1 TF1 I 6.1 + C 1 1 95 1 no T4 (3) II B yes PP, EP, EX, 2 27; 29
N.O.S. boiling point ≤ 60°C 3 (4) TOX, A
2929 TOXIC LIQUID, FLAMMABLE, ORGANIC, 6.1 TF1 I 6.1 + C 2 2 3 50 95 1 no T4 (3) II B yes PP, EP, EX, 2 23; 27; 29
N.O.S. 60°C < boiling point ≤ 85°C 3 (4) TOX, A
2929 TOXIC LIQUID, FLAMMABLE, ORGANIC, 6.1 TF1 I 6.1 + C 2 2 50 95 1 no T4 (3) II B yes PP, EP, EX, 2 27; 29
2929 TOXIC LIQUID, FLAMMABLE, ORGANIC, 6.1 TF1 I 6.1 + C 2 2 35 95 1 no T4 (3) II B yes PP, EP, EX, 2 27; 29
N.O.S. boiling point > 115°C 3 (4) TOX, A
2929 TOXIC LIQUID, FLAMMABLE, ORGANIC, 6.1 TF1 II 6.1 + C 1 1 95 1 no T4 (3) II B yes PP, EP, EX, 2 27; 29
N.O.S. boiling point ≤ 60°C 3 (4) TOX, A
2929 TOXIC LIQUID, FLAMMABLE, ORGANIC, 6.1 TF1 II 6.1 + C 2 2 3 50 95 2 no T4 (3) II B yes PP, EP, EX, 2 23; 27; 29
139
140
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
2929 TOXIC LIQUID, FLAMMABLE, ORGANIC, 6.1 TF1 II 6.1 + C 2 2 50 95 2 no T4 (3) II B yes PP, EP, EX, 2 27; 29
2929 TOXIC LIQUID, FLAMMABLE, ORGANIC, 6.1 TF1 II 6.1 + C 2 2 35 95 2 no T4 (3) II B yes PP, EP, EX, 2 27; 29
N.O.S. boiling point > 115°C 3 (4) TOX, A
2935 ETHYL-2-CHLORO-PROPIONATE 3 F1 III 3 C 2 2 30 95 1.08 2 yes T4 (3) II A yes PP, EX, A 0
2947 ISOPROPYL CHLOROACETATE 3 F1 III 3 C 2 2 30 95 1.09 2 yes T4 (3) II A yes PP, EX, A 0
2966 THIOGLYCOL 6.1 T1 II 6.1 C 2 2 3 25 95 1.12 2 no no PP,EP,TOX 2
,A
2983 ETHYLENE OXIDE AND PROPYLENE OXIDE MIX- 3 FT1 I 3+6.1 C 1 1 3 95 0.85 1 no T2 II B yes PP, EP, EX, 2 2; 3; 12;
TURE, with not more than 30% ethylene oxide +unst. TOX, A 31
3077 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, 9 M7 III 9 N 4 3 2 95 0.79 3 yes no PP 0 7; 17
SOLID, N.O.S., molten, (alkyl-amine (C12 to C18))
3079 METHACRYLONITRILE, STABILIZED 3 FT1 I 3+6.1 C 2 2 45 95 0.80 1 no T1 II B yes PP, EP, EX, 2 3; 5
+unst. (4) TOX, A
3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, 9 M6 III 9 N 4 3 97 3 yes no PP 0 22; 27

LIQUID, N.O.S.
3082 ENVIRONMENTALLY HAZARDOUS SUBSTANCE, 9 M6 III 9 N 4 2 97 yes no PP 0
LIQUID, N.O.S. (bilge water)
3092 1-METHOXY-2-PROPANOL 3 F1 III 3 N 3 2 97 0.92 3 yes T3 II B yes PP, EX, A 0
3145 ALKYLPHENOLS, LIQUID, N.O.S. 8 C3 II 8 N 4 3 97 0.95 3 yes no PP, EP 0 34
(including C2-C12 homologues)
3145 ALKYLPHENOLS, LIQUID, N.O.S. 8 C3 III 8 N 4 3 97 0.95 3 yes no PP, EP 0 34
(including C2-C12 homologues)
3175 SOLIDS CONTAINING FLAMMABLE LIQUID, 4.1 F1 II 4.1 N 3 3 2 95 0.86 3 yes T2 II A yes PP, EX, A 1 7; 17
N.O.S., molten, having a flash-point up to 61°C
(2-propanol and dialkyl-(C12 to C18)-dimethyl-
ammonium chloride)
June 2006
June 2006
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
3256 ELEVATED TEMPERATURE LIQUID, FLAMMA- 3 F2 III 3 N 3 2 2 95 3 yes T4 (3) II B yes PP, EX, A 0 7; 27
BLE, N.O.S. with flash-point above 61°C, at or (4)
above its flash-point
3256 ELEVATED TEMPERATURE LIQUID, FLAMMABLE, 3 F2 III 3 N 3 2 2 95 3 yes T1 II B yes PP, EX, A 0 7
N.O.S. with flash-point above 61°C, at or above its
flash-point (carbon black reedstock) (pyrolysis oil))
3256 ELEVATED TEMPERATURE LIQUID, FLAMMA- 3 F2 III 3 N 3 2 2 95 3 yes T1 II B yes PP, EX, A 0 7
BLE, N.O.S. with flash-point above 61°C, at or
above its flash-point (pyrolysis oil A)
above its flash-point (residual oil)
3256 ELEVATED TEMPERATURE LIQUID, FLAMMABLE, 3 F2 III 3 N 3 2 2 95 3 yes T1 II B yes PP, EX, A 0 7
N.O.S. with flash-point above 61°C, at or above its
flash-point (mixture of crude naphthaline)

above its flash-point (creosote oil)
3257 ELEVATED TEMPERATURE LIQUID, N.O.S. at or 9 M9 III 9 N 4 1 2 95 3 yes no PP 0 7 ; 20: +
above 100°C and below its flash-point (including 115°C; 22 ;
molten metals, molten salts, etc.) 24 ; 25 ; 27
3257 ELEVATED TEMPERATURE LIQUID, N.O.S. at or 9 M9 III 9 N 4 1 2 95 3 yes no PP 0 7 ; 20: +
above 100°C and below its flash-point (including 225°C ; 22
molten metals, molten salts, etc.) ; 24 ; 27
3259 AMINES, SOLID, CORROSIVE, N.O.S. molten 8 C8 III 8 N 4 3 2 95 0.87 3 yes no PP, EP 0 7; 17; 34
(monoalkyl-(C12 to C18)-amine acetate)
3264 CORROSIVE LIQUID, ACIDIC, INORGANIC, N.O.S. 8 C1 I 8 N 2 3 10 97 3 yes no PP, EP 0 27; 34
3264 CORROSIVE LIQUID, ACIDIC, INORGANIC, N.O.S. 8 C1 II 8 N 2 3 10 97 3 yes no PP, EP 0 27; 34
3264 CORROSIVE LIQUID, ACIDIC, INORGANIC, N.O.S. 8 C1 III 8 N 4 3 97 3 yes no PP, EP 0 27; 34
141
142
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
3264 CORROSIVE LIQUID, ACIDIC, INORGANIC, 8 C1 I 8 N 2 3 10 97 3 yes no PP, EP 0 34
N.O.S. (aqueous solution of phosphoric acid and
citric acid)
3264 CORROSIVE LIQUID, ACIDIC, INORGANIC, 8 C1 II 8 N 4 3 97 3 yes no PP, EP 0 34
N.O.S. (aqueous solution of phosphoric acid and
citric acid)
3264 CORROSIVE LIQUID, ACIDIC, INORGANIC, N.O.S. 8 C1 III 8 N 4 3 97 3 yes no PP, EP 0 34
(aqueous solution of phosphoric acid and citric acid)
3265 CORROSIVE LIQUID, ACIDIC, ORGANIC, N.O.S. 8 C3 I 8 N 2 3 10 97 3 yes no PP, EP 0 27; 34
3265 CORROSIVE LIQUID, ACIDIC, ORGANIC, N.O.S. 8 C3 II 8 N 2 3 10 97 3 yes no PP, EP 0 27; 34
3265 CORROSIVE LIQUID, ACIDIC, ORGANIC, N.O.S. 8 C3 III 8 N 4 3 97 3 yes no PP, EP 0 27; 34
3266 CORROSIVE LIQUID, BASIC, INORGANIC, N.O.S. 8 C5 I 8 N 4 2 97 3 yes no PP, EP 0 27; 34
3266 CORROSIVE LIQUID, BASIC, INORGANIC, N.O.S. 8 C5 II 8 N 4 2 97 3 yes no PP, EP 0 27; 34
3266 CORROSIVE LIQUID, BASIC, INORGANIC, N.O.S. 8 C5 III 8 N 4 2 97 3 yes no PP, EP 0 27; 34
3267 CORROSIVE LIQUID, BASIC, ORGANIC, N.O.S. 8 C7 I 8 N 4 2 97 3 yes no PP, EP 0 27; 34

3267 CORROSIVE LIQUID, BASIC, ORGANIC, N.O.S. 8 C7 II 8 N 4 2 97 3 yes no PP, EP 0 27; 34
3267 CORROSIVE LIQUID, BASIC, ORGANIC, N.O.S. 8 C7 III 8 N 4 2 97 3 yes no PP, EP 0 27; 34
3271 ETHERS, N.O.S. vp50 ≤ 110 kPa 3 F1 II 3 N 2 2 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14, 27; 29
(4)
3271 ETHERS, N.O.S. (tert-amylmethyl ether) 3 F1 II 3 N 2 2 10 97 0.77 3 yes T2 II B yes PP, EX, A 1
(4)
3271 ETHERS, N.O.S. 3 F1 III 3 N 3 2 97 3 yes T4 (3) II B yes PP, EX, A 0 14, 27
(4)
3272 ESTERS, N.O.S. vp50 ≤ 110 kPa 3 F1 II 3 N 2 2 10 97 0.77 3 yes T2 II B yes PP, EX, A 1 14, 27; 29
(4)
3272 ESTERS, N.O.S. 3 F1 III 3 N 3 2 97 3 yes T4 (3) II B yes PP, EX, A 0 14, 27
(4)
June 2006
June 2006
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
3276 NITRILES, TOXIC, LIQUID, N.O.S. 6.1 T1 II 6.1 C 2 2 10 97 0.95 2 no no PP, EP, 2
(2-methylglutaronitrile) TOX, A
3286 FLAMMABLE LIQUID, TOXIC, CORROSIVE, 3 FTC I 3+6.1 C 1 1 95 1 no T4 (3) II B yes PP, EP, EX, 2 27; 29
N.O.S. boiling point ≤ 60°C +8 (4) TOX, A
3286 FLAMMABLE LIQUID, TOXIC, CORROSIVE, 3 FTC II 3+6.1 C 1 1 95 1 no T4 (3) II B yes PP, EP, EX, 2 27; 29
N.O.S. boiling point ≤ 60°C +8 (4) TOX, A
3286 FLAMMABLE LIQUID, TOXIC, CORROSIVE, 3 FTC II 3+6.1 C 2 2 3 50 95 2 no T4 (3) II B yes PP, EP, EX, 2 23, 27; 29
N.O.S. 60°C < boiling point ≤ 85°C +8 (4) TOX, A
3286 FLAMMABLE LIQUID, TOXIC, CORROSIVE, 3 FTC II 3+6.1 C 2 2 50 95 2 no T4 (3) II B yes PP, EP, EX, 2 27; 29
N.O.S. 85°C < boiling point ≤ 115°C +8 (4) TOX, A
3286 FLAMMABLE LIQUID, TOXIC, CORROSIVE, 3 FTC II 3+6.1 C 2 2 35 95 2 no T4 (3) II B yes PP, EP, EX, 2 27; 29
N.O.S. boiling point > 115°C +8 (4) TOX, A
3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 I 6.1 C 1 1 95 1 no no PP, EP, 2 27; 29
3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 I 6.1 C 2 2 3 50 95 1 no no PP, EP, 2 23, 27; 29

3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 I 6.1 C 2 2 50 95 1 no no PP, EP, 2 27; 29
3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 I 6.1 C 2 2 35 95 1 no no PP, EP, 2 27; 29
3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 II 6.1 C 1 1 95 1 no no PP, EP, 2 27; 29
3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 II 6.1 C 2 2 3 50 95 2 no no PP, EP, 2 23, 27; 29
3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 II 6.1 C 2 2 50 95 2 no no PP, EP, 2 27; 29
3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 II 6.1 C 2 2 35 95 2 no no PP, EP, 2 27; 29
143
144
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 III 6.1 C 1 1 95 1 no no PP, EP, 0 27; 29
3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 III 6.1 C 2 2 3 50 95 2 no no PP, EP, 0 23, 27; 29
3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 III 6.1 C 2 2 50 95 2 no no PP, EP, 0 27; 29
3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 III 6.1 C 2 2 35 95 2 no no PP, EP, 0 27; 29
3287 TOXIC LIQUID, INORGANIC, N.O.S. 6.1 T4 III 6.1 C 2 2 30 95 1.68 2 no no PP, EP, 0
(sodium dichromate solution) TOX, A
3289 TOXIC LIQUID, CORROSIVE, INORGANIC, 6.1 TC3 I 6.1 + C 1 1 95 1 no no PP, EP, 2 27; 29
N.O.S. boiling point ≤ 60°C 8 TOX, A
3289 TOXIC LIQUID, CORROSIVE, INORGANIC, 6.1 TC3 I 6.1 + C 2 2 3 50 95 2 no no PP, EP, 2 23, 27; 29
N.O.S. 60°C < boiling point ≤ 85°C 8 TOX, A
3289 TOXIC LIQUID, CORROSIVE, INORGANIC, 6.1 TC3 I 6.1 + C 2 2 50 95 2 no no PP, EP, 2 27; 29

3289 TOXIC LIQUID, CORROSIVE, INORGANIC, 6.1 TC3 I 6.1 + C 2 2 35 95 2 no no PP, EP, 2 27; 29
N.O.S. boiling point > 115°C 8 TOX, A
3289 TOXIC LIQUID, CORROSIVE, INORGANIC, 6.1 TC3 II 6.1 + C 1 1 95 1 no no PP, EP, 2 27; 29
N.O.S. boiling point ≤ 60°C 8 TOX, A
3289 TOXIC LIQUID, CORROSIVE, INORGANIC, 6.1 TC3 II 6.1 + C 2 2 3 50 95 2 no no PP, EP, 2 23, 27; 29
3289 TOXIC LIQUID, CORROSIVE, INORGANIC, 6.1 TC3 II 6.1 + C 2 2 50 95 2 no no PP, EP, 2 27; 29
3289 TOXIC LIQUID, CORROSIVE, INORGANIC, 6.1 TC3 II 6.1 + C 2 2 35 95 2 no no PP, EP, 2 27; 29
N.O.S. boiling point > 115°C 8 TOX, A
3295 HYDROCARBONS, LIQUID, N.O.S. 3 F1 I 3 N 1 1 97 1 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
vp50 > 175 kPa (4)
June 2006
June 2006
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
3295 HYDROCARBONS, LIQUID, N.O.S. 3 F1 I 3 N 2 2 1 50 97 1 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
vp50 > 175 kPa (4)
3295 HYDROCARBONS, LIQUID, N.O.S. 3 F1 I 3 N 2 2 50 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 ≤ 175 kPa (4)
3295 HYDROCARBONS, LIQUID, N.O.S. 3 F1 I 3 N 2 2 3 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 ≤ 150 kPa (4)
3295 HYDROCARBONS, LIQUID, N.O.S. 3 F1 II 3 N 2 2 50 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 ≤ 175 kPa (4)
3295 HYDROCARBONS, LIQUID, N.O.S. 3 F1 II 3 N 2 2 3 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
110 kPa < vp50 ≤ 150 kPa (4)
3295 HYDROCARBONS, LIQUID, N.O.S. 3 F1 II 3 N 2 2 10 97 3 yes T4 (3) II B yes PP, EX, A 1 14; 27; 29
vp50 > 110 kPa (4)
3295 HYDROCARBONS, LIQUID, N.O.S. 3 F1 III 3 N 3 2 97 3 yes T4 (3) II B yes PP, EX, A 0 14; 27
(4)
3295 HYDROCARBONS, LIQUID, N.O.S. (1-octen) 3 F1 II 3 N 2 2 10 97 0.71 3 yes T3 II B yes PP, EX, A 1 14

(4)
3295 HYDROCARBONS, LIQUID, N.O.S. 3 F1 III 3 N 3 2 97 1.08 3 yes T1 II A yes PP, EX, A 0 14
(polycyclic aromatic hydrocarbons mixture)
3295 HYDROCARBONS, LIQUID, N.O.S. (... with 3 F1 I 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 27; 29
more than 10% benzene), vp50 > 175 kPa (4)
3295 HYDROCARBONS, LIQUID, N.O.S. (... with more 3 F1 I 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 27; 29
than 10% benzene), 110 kPa < vp50 ≤ 175 kPa (4)
3295 HYDROCARBONS, LIQUID, N.O.S. (... with more 3 F1 II 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 27; 29
than 10% benzene), 110 kPa < vp50 ≤ 175 kPa (4)
3295 HYDROCARBONS, LIQUID, N.O.S. (... with 3 F1 II 3 C 1 1 95 1 yes T4 (3) II B yes PP, EX, A 1 27; 29
more than 10% benzene) (4)
vp50 ≤ 110 kPa, boiling point ≤ 60°C
145
146
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
3295 HYDROCARBONS, LIQUID, N.O.S. (... with 3 F1 II 3 C 2 2 3 50 95 2 yes T4 (3) II B yes PP, EX, A 1 23; 27; 29
3295 HYDROCARBONS, LIQUID, N.O.S. (... with 3 F1 II 3 C 2 2 50 95 2 yes T4 (3) II B yes PP, EX, A 1 27; 29
3295 HYDROCARBONS, LIQUID, N.O.S. (... with 3 F1 II 3 C 2 2 35 95 2 yes T4 (3) II B yes PP, EX, A 1 27; 29
3295 HYDROCARBONS, LIQUID, N.O.S. (... with 3 F1 III 3 C 2 2 3 50 95 2 yes T4 (3) II B yes PP, EX, A 0 23; 27; 29
vp50 ≤ 110 kPa 60°C < boiling point ≤ 85°C
3295 HYDROCARBONS, LIQUID, N.O.S. (... with 3 F1 III 3 C 2 2 50 95 2 yes T4 (3) II B yes PP, EX, A 0 27; 29
3295 HYDROCARBONS, LIQUID, N.O.S. (... with 3 F1 III 3 C 2 2 35 95 2 yes T4 (3) II B yes PP, EX, A 0 27; 29

3426 ACRYLAMIDE, aqueous SOLUTION 6.1 T2 III 6.1 C 2 2 30 95 1.03 2 no no PP, EP, 0 3; 5; 16
TOX, A
3429 CHLOROTOLUIDINES, LIQUID 6.1 T1 III 6.1 C 2 2 25 95 1.15 2 no T1 II A yes PP, EP, EX, 0 6:+6°C;
(7) TOX, A 17
3446 NITROTOLUENES, SOLID 6.1 T2 II 6.1 C 2 2 2 25 95 1.16 2 no T2 II B yes PP, EP, EX, 2 7; 17
(p-nitrotoluene, molten) (4) TOX, A
3446 NITROTOLUENES, SOLID 6.1 T2 II 6.1 C 2 2 2 25 95 1.16 2 no no PP, EP, 2 7; 17;
(p-nitrotoluene, molten) TOX, A 20:+88°C
3451 TOLUIDINES. SOLID 6.1 T2 II 6.1 C 2 2 2 25 95 1.05 2 no T1 II A yes PP, EP, EX, 2 7; 17
(p-toluidine, molten) (8) TOX, A
June 2006
June 2006
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
3451 TOLUIDINES, SOLID (p-toluidine, molten) 6.1 T2 II 6.1 C 2 2 2 25 95 1.05 2 no no PP, EP, 2 7; 17;
TOX, A 20:+60°C
3455 CRESOLS, SOLID, molten 6.1 TC2 II 6.1 + C 2 2 2 25 95 1.03-1.05 2 no T1 II A yes PP, EP, EX, 2 7; 17
8 (8) TOX, A
3455 CRESOLS, SOLID, molten 6.1 TC2 II 6.1 + C 2 2 2 25 95 1.03-1.05 2 no no PP, EP, 2 7; 17;
8 TOX, A 20:+66°C
9000 AMMONIA, heavily refrigerated 2 3TC 2.1 + G 1 1 1; 95 1 yes T1 II A yes PP, EP, EX, 2 1; 31
2.3+8 3 TOX, A
9001 SUBSTANCES with a flash-point above 61°C, 3 F3 N 3 2 97 3 yes T4 (3) II B yes PP, EX, A 0 27
heated within a limiting range of 15 K below their (4)
flash-point, N.O.S.
9002 SUBSTANCES with a self-ignition temperature of 3 F4 3 C 1 1 95 1 yes T4 II B yes PP,EX,A 0
200°C or below, N.O.S. (4)
9003 SUBSTANCES with a flash-point above 61°C but 9 N 4 2 97 3 yes no PP 0 27
not more than 100°C, N.O.S.

9003 SUBSTANCES with a flash-point above 61°C but 9 N 4 2 97 0.90 3 yes no PP 0
(ethylene glycol monobutyl ether)
9003 SUBSTANCES with a flash-point above 61°C but 9 N 4 2 97 0.89 3 yes no PP 0 3; 5; 16
(2-ethylhexyl-acrylate)
147
148
Class
Pt D, Ch 3, App 1
Labels
required
Remarks
permitted

Packing group
Cargo tank type
Explosion group
identification No.
Temperature class
Cargo tank design

Type of tank vessel
Classification code
Equipment required
UN No. or substance


(1) (2) 3(a) 3(b) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) (14) (15) (16) (17) (18) (19) (20)
9004 DIPHENYLMETHANE-4.4’-DIISOCYANATE 9 N 2 3 2 10 95 1.21 3 yes no PP 0 7; 8; 17;
(11) 19
(1) The ignition temperature has not been determined in accordance with IEC 79-4; therefore, provisional assignment has been made to temperature class T2 which is considered safe.
(2) The ignition temperature has not been determined in accordance with IEC 79-4; therefore, provisional assignment has been made to temperature class T3 which is considered safe.
(3) The ignition temperature has not been determined in accordance with IEC 79-IA; therefore, provisional assignment has been made to temperature class T4 which is considered safe.
(4) No maximum experimental safe gap (MESG) has been measured in accordance with IEC 79-1A; therefore, provisional assignment has been made to explosion group IIB which is con-
sidered safe.
(5) No maximum experimental safe gap (MESG) has been measured in accordance with IEC 79-1A; therefore, provisional assignment has been made to explosion group IIC which is con-
sidered safe.
(6) The maximum experimental safe gap (MESG) is within the marginal range between explosion group IIA and IIB.
(7) No maximum experimental safe gap (MESG) has been measured in accordance with IEC-79-1A; therefore, assignment has been made to the explosion group which is considered
safe.
(8) No maximum experimental safe gap (MESG) has been measured in accordance with IEC 79-1A; therefore, assignment has been made to the explosion group in compliance with EN
50014.
(9) Assignment in accordance with IMO (International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk) (IBC Code).
(10) Relative density at 15°C.

(13) Indications related to the pure substance.
June 2006
Part D
Chapter 4
ADDITIONAL CLASS NOTATIONS
SECTION 1 STRENGTHENED CONSTRUCTION
SECTION 2 TRANSPORT OF HEAVY CARGO
SECTION 3 EQUIPPED FOR TRANSPORT OF CONTAINERS
SECTION 4 EQUIPPED FOR TRANSPORT OF WHEELED VEHICLES
SECTION 5 FERRY
SECTION 6 STABILITY
SECTION 7 ADDITIONAL FIRE RULES FOR PASSENGER VESSELS
APPENDIX 1 INCLINING TEST AND LIGHTWEIGHT CHECK
Pt D, Ch 4, Sec 1
SECTION 1 STRENGTHENED CONSTRUCTION
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, σFB, ice : Increased actual tooth root bending stress for
[1] ice load, in N/mm2
B : Breadth, in m, defined in Pt B, Ch 1, Sec 1, [1] σFB, lim : Maximal permissible tooth root bending stress,
T : Draught, in m, defined in Pt B, Ch 1, Sec 1, [1] in N/mm2, depending on material’s properties
t : Thickness, in mm (see Society’s machinery Rules for sea going
A : Sectional area, in cm2 vessels).
N : Rotational speed, in rev/min σFB, lim = 440 N/mm2 for alloyed case-hardened
Pw : Power transmitted by shaft, in kW steels
D : Diameter of propeller, in mm tbl : Thickness of the propeller blade, in mm, deter-
CEW : Strengthening factor for shafts: mined in compliance with Pt C, Ch 1, Sec 2,
CEW = 1,10 [4.3] for unstrengthened machinery installations
CEP : Strengthening factor for propeller blades: tbl, ice : Strengthened blade thickness of the propeller, in
CEP = 1,15 mm
KE : Strengthening factor for gears and couplings: t0, ice : Strengthened thickness of blade’s tip, in mm
KE = 1,08 Rm, pr : Tensile strength of the propeller’s material, in
Tice : Calculated/estimated ice torque, in kNm, gener- N/mm2
ated by the propeller working in ice p : Required mean pressure, in N/mm2, in the
m : Coefficient for calculation of ice torque: shrink fit between propeller hub and propeller
m = 11300 shaft in accordance with [2.11.3]
KA : Calculation factor for gear, defined in Pt C, Ch pice : Required increased mean pressure, in N/mm2,
1, Sec 2, [3] in the shrink fit between propeller hub and pro-
peller shaft
TMCR : Nominal mean torque, in Nm, delivered by the
engine (referred to installed MCR of engine) d : Minimum diameter of shaft, in mm, determined
TNom, cpl : Proven nominal torque for coupling, in Nm, for in compliance with Pt C, Ch 1, Sec 2, [2.3], for
continuous operation including an allowance of unstrengthened machinery installations
at least 30% for dynamical superimposed dice : Strengthened minimum diameter of shaft, in mm
torques (catalogue’s nominal torque) dS : Minimum required diameter, in mm, of fitting
Tice, cpl : Assumed peak torque, in Nm, which the elastic pin of propeller connection in accordance with
coupling must transmit safely, including the Pt C, Ch 1, Sec 2, [4], for unstrengthened
influence of ice operation machinery installations
Tmax1, cpl : Maximal permissible peak torque for elastic dS, ice : Strengthened minimum diameter of fitting pin,
coupling, in Nm, excluding reduction due to in mm.
thermal loading (catalogue’s permissible repeti-
tive peak torque)
1 General
σH : Calculated tooth flank contact (Hertzian) stress,
in N/mm2, without ice load as referred to in Pt
C, Ch 1, Sec 2, [3] 1.1 Application
σH, ice : Increased actual tooth contact (Hertzian) stress
1.1.1 The following additional class notations may be
for ice load, in N/mm2 assigned, in accordance with Pt A, Ch 2, Sec 2, [3.2.8] or Pt
σH, lim : Maximal permissible contact (Hertzian) stress, A, Ch 2, Sec 2, [9.3.1] to vessels with strengthened con-
in N/mm2, depending on material’s properties struction complying with applicable requirements of this
(see Society’s machinery Rules for sea going Section:
vessels). • Ice, for vessels complying with [2]
σH, lim = 1050 N/mm 2 for alloyed case-hardened
• Grabloading, for vessels complying with [3].
steels
σFB : Calculated tooth root bending stress without ice 1.1.2 Unless otherwise mentioned, these vessels are to
load, in N/mm 2, as referred to in Pt C, Ch 1, Sec comply with the requirements stated under Part A, Part B,
2, [3] and Part C, as applicable.
Pt D, Ch 4, Sec 1
2 Navigation in ice The net section modulus of intermediate frames is not to be

less than 0,75 times the rule value for ordinary frames.
2.1 General In way of these frames, intermediate floors are to be fitted.

Their scantlings are to be determined assuming a span
2.1.1 Application equal to the bottom girder spacing.
Ice strengthened vessels dealt with in these Rules are 2.3.3 Side stringer
assumed to operate in inland navigation conditions corre-
sponding to a low ice level, i.e. brash ice with a thickness A stringer is to be fitted on the frames in the strengthened
not exceeding 0,20 m. area, about half-way of the light and load waterlines.
These conditions are lighter than the minimal ice class in The net section modulus of the side stringer is to be not less
accordance to the Finnish-Swedish ice Rules (IC, where m than twice the rule section modulus of side frames.
is defined to 1,22).
2.4 Fore part
For vessels intended to operate under more severe ice con-
ditions, the Society’s Rules for navigation in ice for sea
2.4.1 General
going vessels must be applied for the correspond-
ing/required ice class. A sharp edged stem improves the manoeuvrability of the
vessel in ice.
The reinforcements as described hereafter are neither com-
patible nor equivalent to national requirements and ice or 2.4.2 Plate stem
polar ice classes as defined and introduced by specific
The gross thickness, in mm, of the plate stem, where fitted,
administrations, such as Finnish-Swedish, Canadian or Rus-
is to be not less than 1,30 times that derived from Pt B, Ch
sian ice Rules.
6, Sec 1, [6.2].
These Rules are not applicable to vessels intended for ice
The horizontal diaphragms foreseen in Pt B, Ch 6, Sec 1,
breaking.
[6.2.3] are to have a reduced spacing not exceeding 0,5m.
Their thickness is not to be less than 2/3 of the stem plate
2.1.2 Ice belt
thickness.
The ice belt is that portion of the side shell which is to be
strengthened. Its depth extends between 300 mm below the A centreline web is to be provided from the forefoot to a
light waterline and 300 mm above the load waterline. horizontal diaphragm located at least 0,5m above the load
waterline. Its thickness and depth are not to be respectively
The side shell is to be strengthened fore, over a length equal less than 0,67 t and 10 t, t being the stem plate thickness.
to the vessel breadth B, or up to the cross-section with the
breadth B that is closest to the fore end if this cross-section 2.4.3 Bar stem
is aft of a length equal to B.
The gross sectional area, in cm2, of the bar stem, where fit-
ted, is to be not less than:
2.2 Strengthened plating
A = 1,6 f (0,006 L2 + 12)
2.2.1 Thickness where:
The strengthened plating net thickness is not to be less than • f = 1 for IN(1,2) and IN(2)
1,5 times the rule value for the shell plating thickness amid-
• f = 0,9 for IN(0,6)
ships.
• f = 0,8 for IN(0).
The gross thickness is to be obtained using an abrasion and
corrosion addition taken equal to 2 mm. Where a special The gross thickness, in mm, is not to be less than:
surface coating, shown by experience to be capable of
withstanding the abrasion of ice, is applied, a lower value t = 1,25 (0,33 L + 10)
may be accepted by the Society on a case by case basis.
2.5 Aft part
2.3 Strengthened framing
2.5.1 Stern frame
2.3.1 General The section modulus of the stern sole piece is not to be less
These requirements apply to transversely framed shell. than 1,25 times the rule value laid down in Pt B, Ch 7, Sec
Strengthening of longitudinally framed shell will be consid- 1, [7.2].
ered on a case by case basis.
2.6 Rudder stock
2.3.2 Intermediate framing
Over the length of the strengthened plating, intermediate 2.6.1 Diameter
frames are to be fitted extending from the deck down to the The rudder stock diameters are not to be less than 1,08
bilge turn. times the rule value laid down in Pt B, Ch 7, Sec 1, [3].
Pt D, Ch 4, Sec 1
2.7 Pintles 2.10.2 Gear shafts

The diameter of gear shafts in accordance with Pt C, Ch 1,
2.7.1 Pintle diameter
Sec 2, [3.4] is to be increased as required by the relevant
The pintle diameter is not to be less than 1,125 times the design considerations.
rule value laid down in Pt B, Ch 7, Sec 1, [5.4.1].
2.10.3 Flexible couplings
2.8 Rudder blade Flexible couplings in main propulsion installation are to be
designed for a torque capacity in accordance to the follow-
2.8.1 Thickness
ing condition:
The plate thickness of the streamlined rudder blade and of
the single plating rudder blade is not to be less than 1,125 TMCR ≤ TNom, cpl
times the values derived from the formulae laid down in Pt
Further the coupling must be designed to withstand torque
B, Ch 7, Sec 1, [6.2].
shocks Tice, cpl of magnitude, in N.m:
2.8.2 Section modulus of rudder arms Tice, cpl = KE KA TMCR ≤ Tmax1, cpl
The section modulus of the arms of single plating rudder
blade is to be not less than 1,25 times the value given in Pt
B, Ch 7, Sec 1, [6.5.3]. 2.11 Propellers
2.11.1 Thickness of propeller blade sections

2.9 Main shafting
The minimum thickness tbl, ice of the propeller blade
2.9.1 General strengthened for navigation in ice, is to be obtained using
For the purpose of these Rules, the additional torque due to the following formula:
ice impacts is defined with m = 1,15, in reference to the tbl, ice = CEP tbl
Finnish-Swedish ice Rules, and minimal requirements for
power are not set out. 2.11.2 Thickness of blade tips
The ice torque, originating from the propeller working in ice The thickness, in mm, of blade tips at 95% radius is to be
may be calculated using the formula:
determined in accordance with the following formula:
Tice = m (0,001 D)2
500
t 0, ic e = ------------ ( 0, 002D + 12 )
2.9.2 Diameter of propeller shafts, intermediate R m, p r
shafts and thrust shafts
The minimum diameters dE of the main shafting strength- 2.11.3 Propeller mounting
ened for navigation in ice, are to be obtained using the fol- Where the propeller is mounted on the propeller shaft by
lowing formula: the oil shrink fit method, the necessary pressure, in N/mm2,
dE = CEW d in the area of the mean taper diameter is to be determined
The part of the propeller shaft forward of the point 4d (see Pt using the formula:
C, Ch 1, Sec 2, Fig 2) may be reduced by 5% in diameter, pice = CEW p
but not less than the diameter d.
In the case of flanged propellers, the required diameter of
In the case that the propeller is running in a nozzle, the
the fitting pin(s) is to be determined by applying the follow-
value of CEW can be reduced to the value 1.
ing formula:
2.9.3 Connecting bolts dS, ice = CEW1,5 dS
The diameter of fitted and plain bolts determined by apply-
ing formulae of Pt C, Ch 1, Sec 2, [2.5.2] to Pt C, Ch 1, Sec
2.12 Steering gear
2, [2.5.4] are to be increased proportionally.
2.12.1 The dimensional design of steering gear compo-
2.10 Gears and couplings nents is to take account of the rudderstock diameter speci-
fied in [2.6].
2.10.1 Gears
a) Bending strength of tooth root
For adequate bending strength of the tooth root σFB, ice ,
3 Grab loading
the following condition must be satisfied:
σFB, ice = KE σFB ≤ σFB, lim 3.1 Strengthening requirements
b) Contact stress of tooth flanks 3.1.1 General
For adequate contact stress of the tooth flanks or Hertzian
In the case of grab loading and unloading, the scantlings of
pressure σH, ice , the following condition must be satisfied:
structural elements within the cargo hold are to be strength-
σH, ice = KE0,5 σH ≤ σH, lim ened in compliance with [3.1.2].
Pt D, Ch 4, Sec 1
3.1.2 Scantling increase • inner bottom

The scantlings of structural elements within the cargo hold - plating: t = t0 + 2 mm
are to be increased as follows:
• inner side and hold bulkheads - longitudinals: w = 1,4 w0
- plating: t = t0 + 1,5 mm where t0 and w 0 are scantlings of corresponding structural
- ordinary stiffeners: w = 1,4 w 0 elements in case of no grab loading.
Pt D, Ch 4, Sec 2
SECTION 2 TRANSPORT OF HEAVY CARGO
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, 1.1.3 These rules are applicable to vessels intended to carry
[1] heavy bulk dry cargoes.
B : Breadth, in m, defined in Pt B, Ch 1, Sec 1, [1] The values of cargo density and angle of repose are to be
submitted to the Society.
T : Draught, in m, defined in Pt B, Ch 1, Sec 1, [1] 1.1.4 Vessels intended for the carriage of heavy unit car-
goes are to comply with Ch 2, Sec 2.
s : Spacing, in m, of ordinary stiffeners 2 Hull scantlings
S : Spacing, in m, of primary supporting members
2.1 General
l : Span, in m, of ordinary stiffeners or primary
supporting members 2.1.1 In general, the hull scantlings are to be not less than
n : Navigation coefficient defined in Pt B, Ch 3, Sec required in Part B, Chapter 5, unless otherwise specifies
2 here below.
n = 0,85 H 2.1.2 Grab loading and unloading

where H is the significant wave height, in m In the case of grab loading and unloading, the scantlings of
structural elements within the cargo hold are to be strength-
βb, βs : Bracket coefficients defined in Pt B, Ch 2, Sec 2, ened in compliance with Ch 4, Sec 1, [3].
[5.2]
w : Net section modulus, in cm3, of ordinary stiffen- 2.2 Bottom and inner bottom plating
2.2.1 In the central part, the bottom and inner bottom plat-
Ash : Net web shear sectional area, in cm2
ing net thickness, in mm, are not to be less than the values
k : Material factor defined in Pt B, Ch 2, Sec 1, given in Tab 1.
[2.4] and Pt B, Ch 2, Sec 1, [3.2]
z : Z co-ordinate, in m, of the calculation point 2.3 Double bottom structure
MH : Design bending moment, in kNm, in hogging 2.3.1 Minimum thickness of web plating
condition
The net thickness, in mm, of plating which forms the web of
MS : Design bending moment, in kNm, in sagging primary supporting members is to be not less than the value
condition. obtained from the following formula:
t = 3,8 + 0,016 L k0,5
1 General
2.3.2 Net scantlings of bottom primary supporting
members in service conditions
1.1 Application The scantlings of the double bottom primary supporting
structural members are to be obtained from Tab 2.
1.1.1 The additional class notation heavy cargo is assigned,
in accordance with Pt A, Ch 2, Sec 2, [3.2.6], to vessels
intended to carry heavy unit cargoes or heavy dry bulk car-
3 Hull arrangement
goes.
3.1 General
1.1.2 Unless otherwise mentioned, these vessels are to
comply with the requirements stated under Part A, Part B, 3.1.1 Hull arrangement is to be in compliance with
and Part C, as applicable. requirements of Ch 1, Sec 1 or Ch 1, Sec 2 as applicable.
Pt D, Ch 4, Sec 2
Table 1 : Bottom and inner bottom plating net thickness, in mm
Item Transverse framing Longitudinal framing

Bottom plating t = MAX (ti) t = MAX (ti)
t1 = 1,85 + 0,03 L k0,5 + 3,6 s t1 = 1,1 + 0,03 L k0,5 + 3,6 s
t2 = 1,6 s (k p)0,5 t2 = 1,2 s (k p)0,5
s M M
t 3 = 68 ----- -------H- t 3 = 39s -------H-
k 2 ZB ZB
if t3 / s > 22 / (k0,5 k2) if t3 / s > 12,5 / k0,5:

0, 5 0, 5
7, 1k s 4, 1k s
t 3 = ------------------------------------- t 3 = -------------------------------
M M
k 2 0, 21 – -------H- 0, 21 – -------H-
ZB ZB
see (1) see (1)

Inner bottom plating t = MAX (ti) t = MAX (ti)
t1 = 2 L1/3 k0,5 + 3,6 s t1 = 2 L1/3 k0,5 + 3,6 s
t2 = 1,6 s (k pMS)0,5 t2 = 1,2 s (k pMS)0,5
t3 = 1,25 tbottom t3 = 1,25 tbottom
p : Design load, in kN/m2, of bottom plating:
• in way of ballast tanks: p = MAX [pE ; (pB − pM)]
• elsewhere: p = pE
pM = 9,81 (0,15 T − 0,6 n)
pE : External pressure, in kN/m2:
pE = 9,81 (T + 0,6 n)
pΒ : Ballast pressure defined in Pt B, Ch 3, Sec 3, [5]
pMS : Inner bottom design pressure, in kN/m2, defined in Pt B, Ch 3, Sec 3, [5.3.2]
k2 = 1 + α2
α = b2 / b1
b1 : Unsupported plate width in y direction, in m
b2 : Unsupported plate width in x direction, in m
ZB : Bottom net hull girder section modulus, in cm3.
(1) A lower value of thickness t3 may be accepted if in compliance with the buckling analysis carried out according to Pt B, Ch 2,
Sec 3.
Pt D, Ch 4, Sec 2
Table 2 : Double bottom structure

Double bottom height, in mm d = MAX (d1; d2)
 2w 
d 1 = 34, 2Aa  -----------0-2 + 1 – 1
 3A a 
d2 = 114 L1/3
Floors in the hold (1) section modulus, in cm3 w = 0,58 k βb pγI s (l 2 − 4 B32) NA
thickness, in mm t = MAX (t1 ; t2) NA
t1 = 3,8 + 0,016 L k0,5
t2 = d / 90
shear sectional area, in cm2 ASh = 0,067 k βs pγI s (l − 2 B3) NA
Floors in the side tank (1) section modulus, in cm 3
w = 2,32 k βb pγI s B2 (l − 2 B2) NA
shear sectional area, in cm2 ASh = 0,067 k βs pγI s (l − 2 B3) NA
Bottom and inner bottom section modulus, in cm3 NA 83, 3 2
w = --------------------- β b ηps l
longitudinals 214 – σ 1
shear sectional area, in cm2 NA Ash = 0,045 βs η p s l

Bottom transverses in section modulus, in cm 3 NA w = 0,58 k βb pγI S (l2 − 4 B32)
the hold
thickness, in mm NA t = MAX(t1 ; t2)
t1 = 3,8 + 0,016Lk0,5
t2 = d / 80
shear sectional area, in cm2 NA ASh = 0,067 k βs pγI S (l − 2 B3)
Bottom transverses in the section modulus, in cm 3 NA w = 2,32 k βb pγI S B2 (l − 2 B2)
side tank
shear sectional area, in cm 2 NA ASh = 0,067 k βs pγI S (l − 2 B3)
Bottom centre and shear sectional area, in cm 2
Ash = 0,051 k βs pγI S l
side girders (2)
p : Design load of bottom and inner bottom longitudinals, in kN/m2:
- for bottom longitudinals: p = MAX (pE ; (pB − pM))
- for inner bottom longitudinals: p = MAX (pC ; pB )
• elsewhere:
- for bottom longitudinals: p = pE
- for inner bottom longitudinals: p = pC
pE, pB , pC : Pressures transmitted to the hull structure, defined in Pt B, Ch 3, Sec 3, [4] and Pt B, Ch 3, Sec 3, [5]
pγI : Internal load, in kN/m², taking into account the loading sequence:
pγI = 0,55 γ1 (pMS − pM)
γ1 = (γ − 0,15) / 0,85
γ : Loading sequence coefficient:
γ = 1,0 for loading / unloadung in one run
γ = 0,575 for loading / unloadung in two runs
pM = 9,81 (0,15 T − 0,6 n)
pMS : Inner bottom design load defined in Pt B, Ch 3, Sec 3, [5.3]
l : Floor or bottom transverse span, in m
B3 : Parameter, in m, to be derived from following formula:
pM S
B3 = 0, 5 l – -----------------------------
9, 81ρ tan ϕ
w0 Section modulus, in cm3, of floors or bottom transverses in the hold
:
Aa :
Cross sectional area of attached inner bottom plating, in cm2
ρ Cargo density, in t/m3:
:
2,5 ≤ ρ ≤ 4,8
ϕ : Angle of repose of the bulk cargo considered:
35° ≤ ϕ ≤ 50°
(1) In way of ordinary stiffeners, βb = βS = 1
Pt D, Ch 4, Sec 3
SECTION 3 EQUIPPED FOR TRANSPORT OF CONTAINERS
1 General 2.3 Hatch covers carrying containers
2.3.1 Efficient retaining arrangements are to be provided to

1.1 Application prevent translation of the hatch cover under the action of
the longitudinal and transverse forces exerted by the stacks
1.1.1 Cargo vessels complying with the requirements of of containers on the cover. These retaining arrangements
this Section are eligible for the assignment of the additional are to be located in way of the hatch coaming side brackets.
class notation Equipped for transport of containers, as Solid fittings are to be welded on the hatch cover where the
defined in Pt A, Ch 2, Sec 2, [3.2.1]. corners of the containers are resting. These parts are
intended to transmit the loads of the container stacks onto
1.1.2 These vessels are to comply with the requirements the hatch cover on which they are resting and also to pre-
stated under Ch 1, Sec 1, or Ch 1, Sec 2, as applicable. vent horizontal translation of the stacks by means of special
intermediate parts arranged between the supports of the
corners and the container corners.
2 Structure arrangements
3 Design loads
2.1.1 Local reinforcements
Local reinforcements of the hull structure are to be provided 3.1.1 Where no specific data are provided by the Designer,
under container corners and in way of fixed cargo securing the design still water torsional torque induced by the non-
devices and cell guides, if fitted. uniform distribution of cargo, consumable liquids and bal-
last is to be obtained at the midship section, in kN.m, from
The forces applying on the fixed cargo securing devices are the following formula:
to be indicated by the Designer. MT = 31,4 nS nT B
2.1.2 Structural continuity where:

nS : Number of container stacks over the breadth B
In double hull vessels, the inner side is to extend as far aft as
possible and be tapered at the ends. nT : Number of container tiers in cargo hold amid-
ships (including containers on hatch covers).

2.2.1 Floor and girder spacing
3.2.1 The force applied to one container located at the
As a recommendation, the floor spacing is to be such that level “i”, as defined in Fig 1, is to be determined in compli-
floors are located in way of the container corners. Floors are ance with Pt B, Ch 3, Sec 3, [5.5].
also to be fitted in way of watertight bulkheads. The mass of the containers is to be defined by the Designer.
Girders are generally to be fitted in way of the container Where the mass of loaded containers is not known, the fol-
corners. lowing values may be used:
• for 40 feet containers: mi = 27 t
2.2.2 Strength continuity
• for 20 feet containers: mi = 17 t.
Adequate strength continuity of floors and bottom trans-
verses is to be ensured in way of the side tank by means of Where empty containers are stowed at the top of a stack,
brackets. the following values may be used:
• in the case of empty steel containers :
2.2.3 Reinforcements in way of cell guides
0,14 times the weight of a loaded container
The structures of the bottom and inner bottom on which cell
• in the case of empty aluminium containers:
guides rest are to be adequately stiffened with doublers,
brackets or equivalent reinforcements. 0,08 times the weight of a loaded container.
Pt D, Ch 4, Sec 3
Figure 1 : Containers level in a stack 4.1.2 Scantlings of structural members subjected to con-
centrated loads are to be determined by direct calculation
according to Pt B, Ch 2, Sec 5. In particular, the require-
Lashing at level 4 ments of [5] are to be complied with.
Level 4 4.1.3 Where the operating conditions (loading / unloading

container sequence as well as consumable and ballast distribution)
are likely to induce excessive torsional torque, the torsional
Lashing at level 3 strength is to be checked, using the design torsional torque
derived from Ch 2, Sec 2, [3.1.1].
Level 3
container 5 Direct calculation
Lashing at level 2
5.1 General
Level 2 5.1.1 These requirements apply for the grillage analysis of

container primary supporting members subjected to concentrated
loads.
Lashing at level 1
Direct calculation is to be carried out in compliance with Pt
B, Ch 2, Sec 5.
Level 1
container
5.2 Loading cases
5.2.1 Bottom structure

The following loading conditions are to be considered in
the analysis of the bottom primary supporting members:
3.2.2 Stacks of containers
The force transmitted at the corners of such stack is to be • full container load and scantling draught equal to
obtained, in kN, using the following formula: 0,575T
P=F/4
• maximum vessel draught T, without containers.
where:
N
5.2.2 Deck structure
F = ∑Fi
Where containers are loaded on the deck, the analysis of
the deck structure is to be carried out taking into account a
with: full container load.
N : Number of containers in a stack.
3.2.3 Securing load 5.3 Structure checks

The scantling load of securing devices is to be determined
assuming an angle of list of 12°. 5.3.1 The following checks are to be carried out:
4 Hull scantlings • level of bending stresses and shear stresses, in particular,

4.1 General • buckling strength of unstiffened web
4.1.1 In general, the hull scantlings are to be not less than • continuity of double bottom in the side tank, for bottom
required in Part B, Chapter 5. structure.
Pt D, Ch 4, Sec 4
SECTION 4 EQUIPPED FOR TRANSPORT OF

WHEELED VEHICLES
1 General 2.3 Drainage of RoRo cargo spaces intended

for the carriage of motor vehicles with
1.1 Application fuel in their tanks for their own propulsion
1.1.1 Cargo vessels complying with the requirements of 2.3.1 Scupper draining
this Section are eligible for the assignment of the additional Scuppers from cargo spaces intended for the carriage of
class notation Equipped for transport of wheeled vehicles, motor vehicles with fuel in their tanks for their own propul-
as defined in Pt A, Ch 2, Sec 2, [3.2.2]. sion are not to be led to machinery or other places where
sources of ignition may be present.
1.1.2 These vessels are to comply with the requirements
stated under Ch 1, Sec 1, or Ch 1, Sec 2, as applicable.
3 Scantlings
2 Vessel arrangements 3.1 RoRo cargo spaces
2.1 Sheathing 3.1.1 Design loads

The wheeled loads induced by vehicles are defined in Pt B,
2.1.1 Wood sheathing is recommended for caterpillar Ch 3, Sec 3, [5.6].
3.1.2 The scantlings of RoRo cargo spaces are to be in
It is recommended that a piece of wood of suitable thick-
compliance with Ch 2, Sec 3, [3].
ness should be provided under each crutch in order to dis-
tribute the mass over the plate and the nearest stiffeners.
2.2 Hull structure 3.2.1 The requirements applicable to movable decks and
2.2.1 Framing
In general, RoRo cargo decks or platforms are to be longitu-
dinally framed.
3.3 External ramps
Where a transverse framing system is adopted, it is to be 3.3.1 The requirements applicable to external ramps are
considered by the Society on a case by case basis. defined in Pt B, Ch 6, Sec 6, [2].
Pt D, Ch 4, Sec 5
SECTION 5 FERRY
1 General 3.2 Movable decks and inner ramps
1.1 Application 3.2.1 The requirements applicable to movable decks and

1.1.1 Passenger vessels complying with the requirements of
this Section are eligible for the assignment of the additional 3.3 External ramps
class notation Ferry, as defined in Pt A, Ch 2, Sec 2, [5.2.1].
3.3.1 The requirements applicable to external ramps are
1.1.2 These vessels are to comply with the requirements
defined in Pt B, Ch 6, Sec 6, [2].
stated under Ch 2, Sec 4, as far as applicable.
2 Vessel arrangements 4 Electrical installations
2.1 Sheathing 4.1 Protective measures on car decks
2.1.1 Wood sheathing is recommended for caterpillar 4.1.1 Special category spaces: definition
Special category spaces are those enclosed vehicle spaces
It is recommended that a piece of wood of suitable thick- above and below the bulkhead deck, into and from which
ness should be provided under each crutch in order to dis- vehicles can be driven and to which passengers have
tribute the mass over the plate and the nearest stiffeners. access. Special category spaces may be accommodated on
more than one deck.
2.2 Hull structure
4.1.2 Installations in special category spaces
2.2.1 Framing situated above the bulkhead deck
In general, car decks or platforms are to be longitudinally On any deck or platform, if fitted, on which vehicles are
framed. carried and on which explosive vapours might be expected
Where a transverse framing system is adopted, it is to be to accumulate, except platforms with openings of sufficient
considered by the Society on a case-by-case basis. size permitting penetration of petrol gases downwards,
electrical equipment and cables are to be installed at least
450 mm above the deck or platform.
2.3 Drainage of RoRo cargo spaces, intended
for the carriage of motor vehicles with Where the installation of electrical equipment and cables at
fuel in their tanks for their own propulsion least 450 mm above the deck or platform is deemed neces-
sary for the safe operation of the vessel, the electrical equip-
2.3.1 Scupper draining ment is to be of a certified safe type as stated in Pt C, Ch 2,
Sec 1, [1.4.6] and to have minimum explosion group IIA
Scuppers from cargo spaces intended for the carriage of and temperature class T3.
motor vehicles with fuel in their tanks for their own propul-
sion are not to be led to machinery or other places where Electrical equipment is to be as stated in Pt C, Ch 2, Sec 1,
sources of ignition may be present. [1.4.7].
3 Scantlings 4.1.3 Installations in special category spaces

situated below the bulkhead deck
An electrical equipment installed is to be as stated in Pt C,
Ch 2, Sec 1, [1.4.6] and to have minimum explosion group
IIA and temperature class T3.
3.1.1 Design loads
The wheeled loads induced by vehicles are defined in Pt B,
4.1.4 Ventilation
Ch 3, Sec 3, [5.6].
Electrical equipment and cables in exhaust ventilation ducts
3.1.2 The scantlings of RoRo cargo spaces are to be in are to be as stated in Pt C, Ch 2, Sec 1, [1.4.6] and to have
compliance with Ch 2, Sec 3, [3]. minimum explosion group IIA and temperature class T3.
Pt D, Ch 4, Sec 6
SECTION 6 STABILITY
Symbols
L : Rule length, in m, defined in Pt B, Ch 1, Sec 1, 1.2.4 Residual freeboard
[1]
Residual freeboard is the vertical clearance available, in the
LWL : Length of the hull, in m, measured at the maxi- event of the vessel heeling over, between the water level
mum draught and the upper surface of the deck at the lowest point of the
immersed side or, if there is no deck, the lowest point of the
upper surface of the vessel's side shell.
T : Draught, in m, defined in Pt B, Ch 1, Sec 1, [1] 1.2.5 Safety clearance
∆ : Displacement of the laden vessel, in t Safety clearance is the distance between the plane of maxi-
mum draught and the parallel plane passing through the
v : Maximum speed of the vessel in relation to the
lowest point above which the vessel is no longer deemed to
water, in m/s
be watertight.
KG : Height, in m, of the centre of gravity above base
line 1.2.6 Residual safety clearance
n : Navigation coefficient defined in Pt B, Ch 3, Sec Residual safety clearance is the vertical clearance available,
2 in the event of the vessel heeling over, between the water
n = 0,85 H level and the lowest point of the immersed side, beyond
which the vessel is no longer regarded as watertight.
CB : Block coefficient. 1.2.7 Weathertight
“Weathertight” is the term used to a closure or structure
1 General which prevents water from penetrating into the vessel under
any service conditions. Weathertight designates structural
elements or devices which are so designed that the penetra-
1.1 Application
tion of water into the inside of the vessel is prevented:
1.1.1 Vessels complying with the requirements of this Sec- • for one minute when they are subjected to a pressure
tion are eligible for the assignment of one of the following corresponding to a 1 m head of water, or
additional class notations, as defined in Pt A, Ch 2, Sec 2,
• for ten minutes when they are exposed to the action of a
[9.4]:
jet of water with a minimum pressure of 1 bar in all
• Intact stability directions over their entire area.
• Damage stability
Following constructions are regarded as weathertight:
1.2 Definitions • weathertight doors complying with ISO 6042

• ventilation flaps complying with ISO 5778
1.2.1 Plane of maximum draught
• airpipe heads of automatic type and of approved design.
Plane of maximum draught is the water plane correspond-
ing to the maximum draught at which the vessel is autho- Weathertightness shall be proven by hose tests or equivalent
rised to navigate. tests accepted by the Society before installing.
1.2.2 Bulkhead deck
1.2.8 Watertight
Bulkhead deck is the deck up to which the required water-
tight bulkheads are carried and from which the freeboard is “Watertight” designates structural elements or devices
measured. which meet all the conditions stated for weathertightness
and also remain tight at the anticipated internal and exter-
1.2.3 Freeboard (f) nal pressure.
Freeboard is the distance between the plane of maximum Watertightness should be proven by workshop testing and
draught and a parallel plane passing through the lowest where applicable by type approvals in combination with
point of the gunwale or, in the absence of a gunwale, the construction drawings (e.g. watertight sliding doors, cable
lowest point of the upper edge of the vessel's side. penetrations through watertight bulkheads).
Pt D, Ch 4, Sec 6
1.3 Documents to be submitted 1.4 Basic data for the stability calculation
1.3.1 List of information 1.4.1 Definitions

The following information is to be included in the docu- • Lightship
ments to be submitted: The lightship is a vessel complete in all respects, but
• general description of the vessel without consumables, stores, cargo, and crew and
• linesplan / hull definition such as offset table effects, owners supply and without liquids on board
except for machinery and piping fluids, such as lubri-
• general arrangement and capacity plans indicating the cants and hydraulics, which are at operating levels.
assigned use of compartments and spaces (cargo, pas-
senger, stores, accommodation, etc.) • Inclining test
The inclining test is a procedure which involves moving
• a sketch indicating the position of the draught marks
a series of known weights, normally in the transverse
referred to the vessel’s perpendiculars
direction, and then measuring the resulting change in
• hydrostatic curves or tables corresponding to the design the equilibrium heel angle of the vessel. By using this
trim, and, if significant trim angles are foreseen during information and applying basic naval architecture prin-
the normal operation of the vessel, curves or tables cor- ciples, the vessel’s vertical centre of gravity (VCG or KG)
responding to such range of trim are to be introduced is determined.
• cross curves or tables of stability calculated on a free
trimming basis, for the ranges of displacement and trim 1.4.2 The lightship displacement and the location of the
anticipated in normal operating conditions, with indica- centre of gravity shall be determined either by means of an
tion of the volumes which have been considered buoy- inclining experiment (see Ch 4, App 1) or by detailed mass
ant and moment calculation. In this latter case the lightweight
of the vessel shall be checked by means of a lightweight test
• tank sounding tables or curves showing capacities, cen- with a tolerance limit of about 5% between the mass deter-
tres of gravity, and free surface data for each tank mined by calculation and the displacement determined by
• lightship data from the inclining test, including lightship the draught readings.
displacement, centre of gravity co-ordinates, place and The weight and centre of gravity calculation has to be sub-
date of the inclining test, as well as the Society approval mitted before the light weight survey will be performed.
details specified in the inclining test report. It is sug-
gested that a copy of the approved test report be
included. 1.5 Effects of free surfaces of liquids in tanks
Where the above-mentioned information is derived 1.5.1 For all loading conditions, the initial metacentric
from a sister ship, the reference to this sister ship is to be height and the righting lever curve are to be corrected for
clearly indicated, and a copy of the approved inclining the effect of free surfaces of liquids in tanks.
test report relevant to this sister ship is to be included
• standard loading conditions and examples for develop- 1.5.2 Free surface effects are to be considered for any fill-
ing other acceptable loading conditions using the infor- ing level of the tank. Free surface effects need not be con-
mation contained in the trim and stability booklet sidered where a tank is nominally full.
• intact stability results (total displacement and its centre
of gravity co-ordinates, draughts at perpendiculars, GM, 2 Tankers
GM corrected for free surfaces effect, GZ values and
curve, criteria reporting a comparison between the
2.1 General
actual and the required values) are to be available for
each of the above-mentioned operating conditions
2.1.1 Application
• information on loading restrictions (maximum allow- The following requirements apply to tankers which have
able load on double bottom, maximum specific gravity been requested to receive the additional class notation
allowed in liquid cargo tanks, maximum filling level or Intact stability.
percentage in liquid cargo tanks, maximum KG or mini-
mum GM curve or table which can be used to deter- 2.1.2 The centre longitudinal bulkhead may be dispensed
mine compliance with the applicable intact and with only if sufficient stability is guaranted.
damage stability criteria) when applicable
• information about openings (location, tightness, means 2.2 Intact stability
of closure), pipes or other progressive flooding sources
• information concerning the use of any special cross- 2.2.1 Proof of sufficient intact stability is to be provided for
flooding fittings with descriptions of damage conditions all loading / unloading stages and for the final loading stage.
which may require cross-flooding, when applicable.
2.2.2 For vessels with cargo tanks of more than 0,70 B in
The Society may require any other necessary guidance for width, the following intact stability requirements are to be
the safe operation of the vessel. complied with:
Pt D, Ch 4, Sec 6
• a minimum righting lever GZ value of 0,10 m is to be 3.2.3 The heeling lever, in m, resulting from the wind thrust
reached within the range of positive stability, limited by is to be determined in accordance with the following for-
the angle at which unprotected openings become sub- mula:
merged
AW  T
h KW = p WD ------- l – ---
• the area below the GZ curve within the range of positive ∆  W 2
stability, limited by the angle at which unprotected
openings become submerged or 27 degrees whichever where:
is the lesser, is to be not less than 0,024 m.radians pWD : Specific wind pressure, in t/m2:
• the initial metacentric height GM0 value is to be at least • for IN(0) and IN(0,6) : PWD = 0,025
0,10 m. • for IN(1,2) and IN(2) : PWD = 0,04 n
The stability reducing free surface effect shall be taken into AW : Side surface above the water of the loaded ves-
account according to [1.5]. sel, in m2
lW : Height, in m, of the centre of gravity of the side
3 Container vessels surface AW above the water related to the water-
line.
3.1 General 3.2.4 The heeling lever, in m, resulting from the free sur-
faces of rainwater and residual water within the hold or the
3.1.1 Application double bottom shall be determined in accordance with the
The following requirements apply to container vessels following formula:
∑ [b (b – 0, 55
which have been requested to receive the additional class 0, 015
notation Intact stability or Damage stability. h KF O = ---------------- l b)]
∆
3.1.2 Secured containers where:
A cargo of containers shall be considered to be secured if β : Width of hold or section of the hold in question,
each individual container is firmly secured to the hull of the in m
vessel by means of rails or turnbuckles and its position can- λ : Length of hold or section of the hold in ques-
not alter during the voyage. tion, in m.
3.1.3 In case of vessels likely to carry either secured or 3.2.5 Half of the fuel and fresh water supply shall be taken
non-secured containers, separate documents concerning into account for each load condition.
stability are required for the carriage of each type of con-
tainer. 3.2.6 The stability of a vessel carrying non-secured con-
tainers shall be considered to be sufficient if the effective
KG does not exceed the KGZ resulting from the formula
3.2 Stability in case of non-secured contain- below mentioned.
ers
The KGZ shall be calculated for various displacements cov-
3.2.1 All methods of calculating a vessel’s stability in the ering all of the possible draught variations.
case of non-secured containers shall meet the following KG ≤ KGZ
limit conditions:
where:
a) metacentric height, GM, shall not be less than 1,00 m.
KG : Effective height, in m, of vessel centre of gravity
b) under the joint action of the wind thrust, centrifugal above its base
force resulting from the vessel’s turning and the effect of KGZ : Maximum permissible height, in m, of the
free surfaces induced by the hold or double bottom fill- loaded vessel’s centre of gravity above its base,
ings, the angle of heel shall not exceed 5° and the edge given by the formula:
of the deck shall not be immersed.
BW L  Tm
KM + -------- - Z ------ – h KW – h KF O
3.2.2 The heeling lever, in m, resulting from the centrifugal 2F  Z 2 
KG Z = -----------------------------------------------------------------------------
force caused by the vessel turning shall be determined in B WL
--------
-Z + 1
accordance with the following formula: 2F Z
2 or
v
h KZ = 0, 04 --------  KG – T
---
LW L  2 KGZ = KM − 1
where: whichever is the lesser,

with:
KG : Height, in m, of centre of gravity of the loaded
vessel above its base. BWL / 2 F > 11,5
Pt D, Ch 4, Sec 6
KM : Height of the metacentre above the base, in m. I–i F

KM 1 = ---------  1 – 1, 5 ------ ≥ 0
If no curve diagram is available the value of KM 2∇  F∗
may be determined, for example, via the follow-
BW L  Tm
ing approximation formulae: - Z Z ------ – h K W – h KF O
KM 2 = 0, 75 --------
F∗  2 
• vessels in the form of a pontoon
2
BWL / F* ≥ 6,6
B WL T
- + -----m-
KM = ------------------------------------- F* : Ideal freeboard , in m:
 12, 5 – ----- T m
2
- Tm F* = MIN (F1*, F2*)
 D
F1* = D* − Tm
• other vessels
a B WL
B WL
2
T F 2∗ = ------------
- + -----m-
KM = ----------------------------------------------- 2b
 T 2
12, 7 – 1, 2 -----m- T m a : Vertical distance between the lower edge of the
 D
opening that is first immersed in the event of
F : Effective freeboard at 0,5 L heeling and the water line in the vessel's normal
BWL : Vessel waterline breadth, in m position, in m
Tm : Average draught, in m b : Distance of the same opening as above from the
ZZ : Parameter for the centrifugal force resulting centre of the vessel , in m
from turning: D* : Ideal depth, in m:
q
D∗ = D + -----------------------
2
v
Z Z = 0, 04 -------- 0, 9 L B WL
LW L
q : Sum of the volumes, in m3, of the deckhouses,
3.3 Stability in the case of secured contain- hatchways, trunk decks and other superstruc-
tures up to a height of 1,0 m above D or up to
ers the lowest opening in the space under consider-
3.3.1 In the case of secured containers, all means of calcu- ation, the lowest value shall be taken.
lation used in order to determine vessel stability shall meet Parts of spaces located within the area of 0,05 L
the following limit conditions: from the extremities of the vessel shall not be
• metacentric height GM shall be not to be less than taken into account
0,50 m ∇ : Displacement of the vessel at Tm , in m3
• no hull opening shall be immersed by the combined i : Transverse moment of inertia, in m4, of waterline
action of the centrifugal force resulting from the turning parallel to the base, at height, in m, equal to:
of the vessel, wind thrust and free surfaces of water. h = Tm + 2 F* / 3
I : Transverse moment of inertia, in m4, of water-
3.3.2 The heeling moments resulting from the wind thrust,
line Tm
centrifugal force due to vessel’s turning and free surfaces of
water, are to be determined in accordance with [3.2]. If there is no curve diagram the value needed
for calculating lateral moment of inertia I of the
Half of the supply of fuel and fresh water for each load con-
water line may be obtained from the following
dition shall be taken into account.
approximation formulae:
3.3.3 The stability of a vessel carrying secured containers • vessels in the form of a pontoon:
shall be considered to be adequate if the effective KG does
∇B WL
2
not exceed the KGZ resulting from the formula that has been I = -------------------------------------
-
 T
calculated for the different displacements resulting from the 12, 5 – -----m- T m
 D
possible height variations.
KG ≤ KGZ • other vessels:
∇B W L
2
where: I = -----------------------------------------------
-
KG : Effective height, in m, of vessel centre of gravity  12, 7 – 1, 2 T -----m- T m
 D
above base line
KGZ : Maximum admissible height, in m, of vessel
centre of gravity above its base line, given by: 3.4 Damage stability
KM – K M 1 + KM 2 3.4.1 Application
KG Z = --------------------------------------------
-
BW L
0, 75 -------- - ZZ + 1 In addition to the rules stated under [3.2] and [3.3], the
F∗ requirements of this subarticle apply to vessels exceeding
or 110 m in length and to vessels intended for the carriage of
KGZ = KM − 0,5 dangerous goods according to Ch 3, Sec 4.
whichever is the lesser, 3.4.2 The proof of sufficient stability after damage is to be
with: produced for the most unfavourable loading condition.
Pt D, Ch 4, Sec 6
The basic values for the stability calculation - the vessel's after flooding two or more adjacent compartments in
lightweight and location of the centre of gravity - shall be the longitudinal direction.
determined: For the main engine room only a one-compartment sta-
• either by means of an heeling experiment, or tus needs to be taken into account, i.e. the end bulk-
• by detailed mass and moment calculation, in which heads of the engine room shall be assumed not
case the lightweight of the vessel shall be verified by damaged.
checking the draught, with a tolerance limit of ±5% For bottom damage, adjacent athwartship compart-
between the mass determined by calculation and the ments shall also be assumed flooded.
displacement determined by the draught readings.
d) Permeability
3.4.3 The proof of floatability after damage shall be pro- Permeability shall be assumed to be 95%.
duced for the fully loaded vessel. Differing from the above documented assumption, the
For this purpose, calculated proof of sufficient stability shall values of permeability stated in Tab 1 may be assumed.
be established for the critical intermediate stages of flooding If a calculation proves that the average permeability of
and for the final stage of flooding. For critical intermediate any compartment is lower, the calculated value may be
stages of flooding, the righting lever curve has to show, used.
beyond the equilibrium stage, a righting lever ≥ 0,03 m and
a positive range ≥ 5°. e) At the final stage of flooding, the lower edge of any non-
watertight opening (e.g. doors, windows, access
3.4.4 The following assumptions shall be taken into hatches) shall, at the final stage of flooding, be not less
account for the damaged condition: than 100 mm above the damaged waterline.
a) Extent of side damage:
• longitudinal extent: at least 0,10 L
• transverse extent: 0,59 m Spaces µ
• vertical extent: from base line upwards without limit Engine and sevice rooms 85
b) Extent of bottom damage: Accommodation spaces 95
• longitudinal extent: at least 0,10 L Double bottoms, fuel tanks, ballast tanks, etc. 0 or 95
• transverse extent: 3,00 m depending on whether, according to their
function, they have to be assumed as full or
• vertical extent: from base line to 0,39 m upwards,
empty for the vessel floating at the maximum
the sump excepted permissible draught
c) Any bulkhead within the damaged area shall be
assumed damaged, which means that the location of the 3.4.5 The stability after damage shall be sufficient if, on the
bulkheads shall be chosen that the vessel remains afloat basis of the assumptions in [3.4.4]:
Figure 1 : Container vessels: proof of damage stability

[m]
≥ 0,0065 m.rad
Lever GZ
≤ 5°

Equilibrium in
flooded
condition
Pt D, Ch 4, Sec 6
a) at the final stage of flooding a safety clearance of not e) calculation of the list, trim and righting moments, with
less than 100 mm remains and the angle of heel of the statement of the list and trim angles and the correspond-
vessel does not exceed 5°; or ing residual freeboard and residual safety clearances
b) the postive range of the righting lever curve beyond the f) all of the results of the calculation with a statement of
stage of equilibrium shall have an area under the curve the use and load limits.
of ≥ 0,0065 m.rad. The minimum values of stability
shall be satisfied up to immersion of the first non-weath- 4.2 Load assumptions
ertight openings and in any event up to an angle of heel
equal to 10° (see Fig 1). If non-weathertight openings 4.2.1 Stability assessment is to be based at least on the fol-
are immersed before that stage, the corresponding lowing load assumptions:
spaces shall be considered as flooded for the purpose of a) Density of dredged material for dredgers:
stability calculation. • sands and gravels: 1,5 t/m3
If openings through which undamaged compartments • very wet sands: 2,0 t/m3
may additionally become flooded are capable of being
• soil, on average: 1,8 t/m3
closed watertight, the closing appliances shall be
marked accordingly; or • mixture of sand and water in the ducts: 1,3 t/m3
b) Clamshell dredgers:
c) for vessels carrying dangerous goods, calculations in
accordance with the procedure for damage calculations the values given in a) are to be increased by 15 %
specified in ADNR part 9 produce a positive result. c) Hydraulic dredgers:
the maximum lifting power shall be considered.
3.4.6 When cross- or down-flooding openings are provided
for reduction of unsymmetrical flooding, the time for equal-
isation shall not exceed 15 minutes, if during the intermedi-
ate stages of flooding sufficient damaged stability has been 4.3.1 It shall be confirmed that, when account has been
demonstrated. taken of the loads applied during the use and operation of
the working gear, the residual freeboard and the residual
3.4.7 If openings through which undamaged compartments safety clearance are adequate, i.e.:
may additionally become flooded are capable of being
• the residual safety clearance value is, at least:
closed watertight, the closing appliances shall be marked
according to their operating instructions. - 0,30 m for watertight and weathertight aperture
- 0,40 m for non-weathertight openings
3.4.8 Where necessary in order to meet the requirements in • the residual freeboard value is at least 0,30 m.
[3.4.2] or [3.4.3], the plane of maximum draught shall be
re-established. For that purpose the sum of the list and trim angles shall not
exceed 10° and the base of the hull shall not emerge.
4 Dredgers and pontoons 4.3.2 Stability checking shall take into account the heeling
moments defined in [4.3.3] to [4.3.11].
4.1 General The moments which may act simultaneously shall be added
up.
4.1.1 Application
4.3.3 Load induced moment
The following requirements apply to dredgers and pontoons The load induced moment is to be defined by the Designer.
which have been requested to receive the additional class
notation Intact stability. 4.3.4 Asymmetric structure induced moment
The asymmetric structure induced moment is to be defined
4.1.2 Documentation to be submitted by the Designer.
Stability confirmation shall include the following data and
documents: 4.3.5 Moment due to wind pressure
The moment caused by the wind pressure, in t.m, shall be
a) scale drawings of the floating equipment and working
calculated in accordance with the following formula:
gear and the detailed data relating to these that are
needed to confirm stability, such as content of the tanks, MW = c PWD AW (lW + T / 2)
openings providing access to the inside of the vessel, where:
etc. c : Shape-dependent coefficient of resistance tak-
b) hydrostatic data or curves ing account of gusts:
• for frameworks: c = 1,2
c) curves for the static stability lever arm effects
• for solid section beam: c = 1,6
d) description of the situations of use together with the cor-
PWD : Specific wind pressure, in t/m2:
responding data concerning weight and centre of grav-
ity, including its unladen state and the equipment • for IN(0) and IN(0,6) : PWD = 0,025
situation as regards transport • for IN(1,2) and IN(2) : PWD = 0,04 n
Pt D, Ch 4, Sec 6
AW : Side surface area of the floating installation, in instance the smallest angle shall be decisive. The formula
m2 may be applied to oblique side walls up to list angles of 5°.
lW : Distance, in m, of centre of gravity of area AW, If the particular shape of the floating installation(s) does not
from draught mark. permit such simplification the lever-effect curves referred to
in [4.1.2] item c) shall be required.
4.3.6 Turning circle induced moment
For self-propelled vessels, the moment resulting from the 4.4 Intact stability in case of reduced resid-
turning of the vessel in t.m, is to be determined by the fol-
ual freeboard
lowing formula:
0, 045C B v ∆ 
2 4.4.1 If a reduced residual freeboard is taken into account,
- KG – T
M T = -------------------------------- --- it shall be checked for all operating conditions that:
LW L  2
where: a) after correction for the free surfaces of liquids, the meta-
centric height GM is not less than 0,15 m
KG : Height, in m, of the centre of gravity above base
line. b) for list angles between 0° and 30°, there is a righting
lever, in m, of at least:
4.3.7 Cross current induced moment h = 0,30 − 0,28 ϕn
The moment resulting from the cross current must only be
where:
taken into account for floating equipment which is
anchored or moored across the current while operating. ϕn : List angle, in radian, from which the lever
arm curve displays negative values (stability
4.3.8 Ballast and supplies induced moment limit); it may not be less than 20° or
The least favourable extent of tank filling on stability shall 0,35 rad and shall not be inserted into the
be determined and the corresponding moment introduced formula for more than 30° or 0,52 rad:
into the calculation when calculating the moments resulting 20° ≤ ϕn ≤ 30°
from the liquid ballast and the liquid provisions.
c) the sum of trim and list angles does not exceed 10°
4.3.9 Moment due to clear surfaces occupied by
d) the residual safety clearance value is, at least:
liquids
The moment due to clear surfaces occupied by liquids, in • 0,30 m for watertight and weathertight openings
t.m, is to be determined in accordance with the following • 0,40 m for non-weathertight openings
formula:
e) the residual freeboard is at least 0,05 m
M F O = 0, 015 ∑ b (b – 0, 55
l b) f) for list angles between 0° and 30°, the residual lever
arm, in m, is at least:
where:
h = 0,20 − 0,23 ϕn
b : Width of the free surface or width of the free
surface section considered, in m where:
l : Length of the free surface or length of the free ϕn : List angle, in radian, from which the lever
surface section considered, in m. arm curve displays negative values; this
should not be inserted into the formula for
4.3.10 Moment due to inertia forces more than 30° or 0,52 rad
The moment resulting from the inertia forces must be taken Residual lever arm means the maximum difference
into account if the movements of the load and the working existing between 0° and 30° list between the righting
gear are likely to affect its stability. lever curve and the curve of the heeling lever. If an
opening towards the inside of the vessel immerses at a
4.3.11 Moment due to other mechanical equipment list angle less than the one corresponding to the maxi-
The moment due to other mechanical equipment is to be mum difference between the lever arm curves, the lever
defined by the Designer. arm corresponding to that list angle shall be taken into
account.
4.3.12 The righting moments, in t.m, for floating installa-
tions with vertical side walls may be calculated via the for-
mula: 4.5 Floating installations without confirma-
Ma = ∆ GM sin ϕ tion of stability
where: 4.5.1 The following floating installations may be exempted
GM : Metacentric height, in m from requirements of [4.3] and [4.4]:
ϕ : List angle. • those whose working gear may in no way alter their list
That formula shall apply up to list angles of 10° or up to a or trim and
list angle corresponding to immersion of the edge of the • those where there can in no way be any displacement of
deck or emergence of the edge of the bottom. In this the centre of gravity.
Pt D, Ch 4, Sec 6
However: 0, 04 5v ∆
2
T
M T = --------------------------  KG – ---
• at maximum load, the safety clearance shall be at least L WL  2
0,30 m and the freeboard at least 0,15 m
where:
• for apertures which cannot be closed in such a way as to
KG : Height, in m, of centre of gravity above base
exclude spray and bad weather, the safety clearance
line.
shall be at least 0,50 m.
5.2.3 Cargo shift induced moment
5 Vessels carrying bulk dry cargo For bulk dry cargo likely to redistribute itself if the vessel
lists to an inclination greater than its angle of repose, such
5.1 General as grain or cement, the cargo shifting induced moment is to
be taken into account.
5.1.1 Application
The value of this moment is to be determined in relation
The following requirements apply to bulk dry cargo carriers
with the hold or compartment geometry, assuming an angle
which have been requested to receive the additional class
to the horizontal of the resulting cargo surface after shifting
notation Intact stability. of 12°.
5.2 Heeling moments 5.3 Intact stability

5.2.1 Wind pressure induced moment
5.3.1 The intact stability characteristics of any vessel carry-
The moment, in t.m, due to lateral wind pressure is to be ing bulk dry cargo (see Fig 2), are to be shown to meet,
determined by the following formula: throughout the voyage, at least the following criteria after
MW = PW AW (lW + T / 2) taking into account the total heeling moment (as defined
where: under [5.2]):
PW : Specific wind pressure, in kN/m2: a) the angle of heel ϕ1 is to be not greater than 12°
• for IN(0) and IN(0,6): PW = 0,025 b) in the statical stability diagram, the residual area
• for IN(1,2) and IN(2): PW = 0,04 n between the heeling arm curve and the righting arm
curve up to the angle of heel ϕ2 is in all conditions of
AW : Lateral area above water, in m2
loading to be not less than 0,0065 m.rad,
lW : Distance, in m, of centre of gravity of area AW,
where:
from draught mark.
ϕ2 : Angle of heel of maximum difference
5.2.2 Centrifugal force induced moment between the ordinates of the heeling arm
The turning circle moment, in t.m, is to be determined by curve and the righting arm curve, or 27° or
the following formula: the angle of flooding, whichever is the least.
Figure 2 : Stability curve
Righting arm curve
ϕ1 Heeling arm curve

Residual dynamic
stability
ϕ1 ϕ2 ϕ
ϕ1 : Angle of heel due to cargo shift
Pt D, Ch 4, Sec 6
5.4 Additional requirement 5.4.3 Cargo securing

Unless account is taken of the adverse heeling effect due to
5.4.1 For bulk dry cargo likely to redistribute itself if the
cargo shift according to these Rules, the surface of the bulk
vessel lists to an inclination greater than its angle of repose,
cargo in any partially filled compartment is to be secured so
such as grain or cement, requirements [5.4.2] to [5.4.4] are
as to prevent a cargo shift by overstowing.
to be additionally complied with.
5.4.2 Trimming 5.4.4 Longitudinal subdivisions

All necessary and reasonable trimming is to be performed The proper precaution is to fit one or more temporary longi-
to level all free cargo surfaces and minimise the effect of tudinal subdivisions in the holds or compartments to mini-
cargo shifting. mise the possibility of shift of cargo.
Pt D, Ch 4, Sec 7
SECTION 7 ADDITIONAL FIRE RULES FOR

PASSENGER VESSELS
1 General adjacent spaces, such spaces are classified according to

their fire risk described in the following categories.
The title of each category is intended to be typical rather
1.1 Application
than restrictive.
1.1.1 Passenger vessels complying with the requirements of a) Control stations
this Section are eligible for the assignment of the additional wheelhouse, spaces containing the vessel’s radio equip-
class notation Fire as defined in Pt A, Ch 2, Sec 2, [5.2.2]. ment, spaces containing centralized fire alarm equip-
Vessels are to comply with the requirements stated under Pt ment, spaces containing centralized emergency public
C, Ch 1, Sec 8 and Ch 2, Sec 4, [3] as far as applicable, to address system stations and equipment.
passenger vessels. b) Staircases
Interior stairways, lifts, enclosed emergency escape
2 Fire integrity of bulkheads and decks tanks. In this connection a stairway which is enclosed at
one level only shall be regarded as part of the space
from which it is not separated by a fire door.
2.1
c) Assembly stations
2.1.1 The minimum fire integrity of all bulkheads and d) Accommodation spaces
decks shall be as shown in Tab 1 and Tab 2. Cabins, public spaces, sale shops, barber shops and
beauty parlours, saunas, pantries containing no cooking
2.1.2 The following requirements shall govern the applica- appliances, small lockers (deck area < 4 m2).
tion of the tables:
e) Machinery spaces
• Tab 1 shall apply to spaces without an installed sprin-
Main propulsion machinery room, auxiliary machinery
kler installation.
spaces.
• Tab 2 shall apply to spaces in which a sprinkler installa- f) Galleys
tion is provided on both sides of bulkheads and deck.
g) Store rooms
2.1.3 For the purpose of determining the appropriate fire Miscellaneous stores, lockers having deck area exceed-
integrity standard to be applied to boundaries between ing 4 m2, air conditioning rooms.
Table 1 : Fire integrity of bulkheads and decks in spaces without sprinkler installation
Control Assembly Accommodation Machinery

Space Staircases Galleys Store rooms
station stations spaces spaces
Control station − A0 A0 / B15 (2) A30 A60 A60 A60
Staircases − A0 A30 A60 A60 A60
Assembly stations − A30 / B15 (3) A60 A60 A60
Accommodation spaces − / B15 A60 A60 A60
Machinery spaces A60 / A0 (4) A60 A60
Galleys A0 A60 / A0 (1)
Store rooms −
(1) For divisions between galleys and refrigerating spaces or storage spaces for food is A0 sufficient.
(2) Divisions between control stations and inside embarkation areas shall be of type A0, in case of exterior embarkation areas is
type B15 sufficient.
(3) Divisions between accommodation spaces and inside embarkation areas shall be of type A30, in case of exterior embarkation
areas is type B15 sufficient.
(4) Divisions between machinery spaces shall be of type A60, otherwise of type A0.
Pt D, Ch 4, Sec 7
Table 2 : Fire integrity of bulkheads and decks in spaces with sprinkler installation
Control Assembly Accommodation Machinery

Space Staircases Galleys Store rooms
station stations spaces spaces
Control station − A0 A0 / B15 (1) A0 A60 A60 A30
Staircases − A0 A0 A60 A30 A0
Assembly stations − A30 / B15 (2) A60 A60 A60
Accommodation spaces − / B0 A60 A30 A0
Machinery spaces A60 / A0 (3) A60 A60
Galleys − A0
Store rooms −
(1) Divisions between control stations and inside embarkation areas shall be of type A0, in case of exterior embarkation areas is
type B15 sufficient.
(2) Divisions between accommodation spaces and inside embarkation areas shall be of type A30, in case of exterior embarkation
areas is type B15 sufficient.
(3) Divisions between machinery spaces shall be of type A60, otherwise of type A0.
3 Protection of stairways and lifts in 4.1.3 It shall be possible for each door to be opened and
closed from each side of the bulkhead by one person only.
accommodation and service spaces
4.1.4 Self-closing doors, which are normally open, shall be
3.1 capable of remote release from a continuously manned
central control station and shall also be capable of release
3.1.1 All stairways in accommodation and service spaces individually from a position at both sides of the door. Status
are to be arranged within enclosures formed by division as of each fire door (open/ closed position) shall be indicated
stipulated in Tab 1 and Tab 2, with effective means of clo- on the bridge.
sure for all openings.
3.1.2 The following exceptions are admissible:

5 Fire protection materials
a) A stairway connecting only two decks need not be
enclosed, provided that the integrity of the pierced deck
5.1
is maintained by division/doors as stipulated in Tab 1 5.1.1 Insulation materials shall be non-combustible, except
and Tab 2 at one of the two decks. insulation of pipe fittings for cold service systems.
b) Stairways fitted within accommodation spaces need not
be enclosed subject to the following: 5.1.2 Ceilings and linings in accommodation spaces
including their substructures shall be of non-combustible
• the space extends over two decks only
material, unless the space is protected with a sprinkler
• the space reaching more than two decks is protected installation.
with a sprinkler installation, equipped with a smoke
extraction system and the space has at each level 5.1.3 The following surface materials shall have low flame
access to a stairway. spread characteristics:
• exposed surfaces in corridors and stairways and of bulk-
4 Openings in class A and B divisions head and ceiling linings in all spaces, except machinery
spaces and store rooms, and
4.1 • surfaces and grounds in concealed and inaccessible
spaces.
4.1.1 The construction of all doors and door frames in class
A and B divisions, with the means of securing them when 5.1.4 Paints, varnishings and other finishes used on
closed, shall provide resistance to fire as well as to the pas- exposed interior surfaces shall not be capable of producing
sage of smoke (only for doors in class A divisions) and excessive quantities of smoke and toxic gases (see Note 1).
flames equivalent to that of the bulkheads in which the Note 1: Reference is made to the Fire Test Procedure Code, Annex
doors are fitted. 1, Part 2, adopted by IMO by Resolution MSC.61 (67)
Such doors and door frames shall be of an approved type. 5.1.5 Fabrics, curtains and other hanging textiles (see Note
Watertight doors need not be insulated. 1) as well as upholstered furniture (see Note 2) and bedding
components (see Note 3) shall be fire retardant, unless the
4.1.2 Fire doors in divisions required by Tab 1 and Tab 2 to spaces are protected with a sprinkler installation.
machinery spaces, to galleys and to staircases shall be of Note 1: Reference is made to the Fire Test Procedure Code, Annex
self-closing type. 1, Part 7, adopted by IMO by Resolution MSC.61(67).
Pt D, Ch 4, Sec 7
Note 2: Reference is made to the Fire Test Procedure Code, Annex 7.1.5 Ventilation systems for galleys and machinery spaces
1, Part 8, adopted by IMO by Resolution MSC.61 (67). shall be independent of the ventilation system serving other
Note 3: Reference is made to the Fire Test Procedure Code, Annex spaces.
1, Part 9, adopted by IMO by Resolution MSC.61 (67).
7.1.6 Exhaust ducts are to be provided with suitably
5.1.6 Furniture and fittings in public spaces, which are also arranged hatches for inspection and cleaning. The hatches
assembly station, shall be made of non-combustible mate- shall be located near the fire dampers.
rial, unless the public spaces are protected with a sprinkler
installation. 7.1.7 All power ventilation shall be capable of being
stopped from a central place outside the machinery space.
6 Means of escape 7.1.8 Galleys have to be provided with separate ventilation
systems and exhaust ducts from galley ranges.
6.1 General Exhaust ducts from galley ranges shall comply with [7.1.1]
to [7.1.7] and shall in addition be provided with a manually
6.1.1 In case accommodation spaces for disabled passen-
operated fire damper located in the lower end of the duct.
gers will be provided, the escape ways from these cabins
should have a clear width of at least 1,3 m. Access doors to
and doors from the vessel should have a clear width of not 7.2 Smoke extraction system
less than 1,5 m.
7.2.1 Control stations, stairways and internal assembly sta-
6.1.2 Dead-end corridors tions shall be provided with a natural or a mechanical
No dead-end corridors having a length of more than 2 m smoke extraction system.
are acceptable. Smoke extraction systems shall comply with [7.2.2] to
[7.2.8]
6.1.3 Escape routes and emergency exits shall be provided
with a suitable safety guidance system. 7.2.2 They shall provide sufficient capacity and reliability.
7.2.3 They shall consider the operating conditions of pas-

7 Ventilation systems senger vessels.
7.1 General 7.2.4 When the normal ventilation system is used for this
purpose it shall be designed that its function will not be
7.1.1 They shall be so designed as to prevent the spread of impaired by smoke.
fire and smoke through the system.
7.2.5 They shall be provided with manual actuation.
7.1.2 The main inlets and outlets of all ventilation system
shall be capable of being closed from outside the respective 7.2.6 It shall be possible to operate mechanical smoke
spaces in the event of a fire. extraction systems from a position permanently occupied
by crew.
7.1.3 Ducts shall be constructed of steel or other equiva-
lent non-combustible material. 7.2.7 Natural smoke extraction systems shall be provided
with an opening mechanism, operated either manually or
7.1.4 Ducts exceeding 0,02 m² and passing through class A by a power source inside the ventilator.
divisions shall be fitted with fire dampers. The fire dampers
shall operate automatically but shall also be capable of 7.2.8 Manually operated actuators and opening mecha-
being manually closed from both sides of the penetrated nism shall be accessible from inside and ouside of the pro-
division. tected space.
Pt D, Ch 4, App 1
APPENDIX 1 INCLINING TEST AND LIGHTWEIGHT CHECK
1 Inclining test and lightweight check other means, shall be available during the inclining test to
shift weights on the deck in an expeditious and safe man-
ner. Water ballast is generally not acceptable as an inclining
1.1 General
weight.
1.1.1 General conditions of the vessel
1.1.3 Water ballast as inclining weight
Prior to the test, the Society’s Surveyor is to be satisfied of
Where the use of solid weights to produce the inclining
the following:
moment is demonstrated to be impracticable, the move-
• the weather conditions are to be favourable
ment of ballast water may be permitted as an alternative
• the vessel is to be moored in a quiet, sheltered area free method. This acceptance would be granted for a specific
from extraneous forces, such as to allow unrestricted test only, and approval of the test procedure by the Society
heeling. The vessel is to be positioned in order to mini- is required prior to the test. As a minimal prerequisite for
mise the effects of possible wind and stream acceptability, the following conditions are to be required:
• the vessel is to be transversely upright and hydrostatic • inclining tanks are to be wall-sided and free of large
data and sounding tables are to be available for the stringers or other internal structural members that create
actual trim air pockets
• cranes, derrick, lifeboats and liferafts capable of induc- • tanks are to be directly opposite to maintain vessel’s trim
ing oscillations are to be secured
• specific gravity of ballast water is to be measured and
• main and auxiliary boilers, pipes and any other system recorded
containing liquids are to be filled
• pipelines to inclining tanks are to be full. If the vessel’s
• the bilge and the decks are to be thoroughly dried
piping layout is unsuitable for internal transfer, portable
• preferably, all tanks are to be empty and clean, or com- pumps and pipes/hoses may be used
pletely full. The number of tanks containing liquids is to
• blanks must be inserted in transverse manifolds to pre-
be reduced to a minimum taking into account the
vent the possibility of liquids leaking during transfer.
above-mentioned trim. The shape of the tank is to be
Continuous valve control must be maintained during
such that the free surface effect can be accurately deter-
the test
mined and remain almost constant during the test. All
cross connections are to be closed • all inclining tanks must be manually sounded before
and after each shift
• the weights necessary for the inclination are to be
already on board, located in the correct place • vertical, longitudinal and transverse centres are to be
calculated for each movement
• all work on board is suspended and crew or personnel
not directly involved in the inclining test shall not be on • accurate sounding/ullage tables are to be provided. The
board vessel’s initial heel angle is to be established prior to the
• the vessel is to be as complete as possible at the time of incline in order to produce accurate values for volumes
the test. The number of weights to be removed, added and transverse and vertical centres of gravity for the
or shifted is to be limited to a minimum. Temporary inclining tanks at every angle of heel. The draught marks
material, tool boxes, staging, sand, debris, etc., on amidships (port and starboard) are to be used when
board is to be reduced to an absolute minimum. establishing the initial heel angle
• Initial heeling angle shall not be greater than 0,5° prior • verification of the quantity shifted may be achieved by a
to the start of the inclining test. flowmeter or similar device
• the time to conduct the inclining is to be evaluated. If
1.1.2 Inclining weights time requirements for transfer of liquids are considered
The total weight used is preferably to be sufficient to pro- too long, water may be unacceptable because of the
vide a minimum inclination of one degree and a maximum possibility of changing environmental conditions over
of four degrees of heel to each side. The Society may, how- long periods of time.
ever, accept a smaller inclination angle for large vessels
provided that the requirement on pendulum deflection or 1.1.4 Pendulums
U-tube difference in height specified in [1.1.4] is complied The use of three pendulums is recommended but a mini-
with. Test weights are to be compact and of such a configu- mum of two are to be used to allow identification of bad
ration that the VCG (vertical centre of gravity) of the weights readings at each pendulum station. However, for vessels of
can be accurately determined. Each weight is to be marked a length equal to or less than 30 m, only one pendulum can
with an identification number and its weight. Re-certifica- be accepted. Each is to be located in an area protected from
tion of the test weights is to be carried out prior to the the wind. The pendulums are to be long enough to give a
incline. A crane of sufficient capacity and reach, or some measured deflection, to each side from upright, of at least
Pt D, Ch 4, App 1
10 cm. To ensure recordings from individual instruments, it inconsistent readings are obtained, the free-
is suggested that the pendulums shall be physically located boards/draughts are to be retaken
as far apart as practical. • all double bottoms, as well as all tanks and compart-
The use of an inclinometer or U-tube is to be considered ments which can contain liquids, are to be checked,
case by case. It is recommended that inclinometers or other paying particular attention to air pockets which may
measuring devices only be used in conjunction with at least accumulate due to the vessel’s trim and the position of
one pendulum. air pipes, and also taking into account the provisions of
[1.1.1]
1.1.5 Means of communications
• it is to be checked that the bilge is dry, and an evalua-
Efficient two-way communication are to be provided
tion of the liquids (not included in the lightship as
between central control and the weight handlers and
defined in Ch 4, Sec 6, [1.4.1]) which cannot be
between central control and each pendulum station. One
pumped, remaining in the pipes, boilers, condenser,
person at a central control station shall have complete con-
etc., is to be carried out
trol over all personnel involved in the test.
• the entire vessel is to be surveyed in order to identify all
1.1.6 Documentation items which need to be added, removed or relocated to
The person in charge of the inclining test shall have avail- bring the vessel to the lightship condition. Each item is
able a copy of the following plans at the time of the test: to be clearly identified by weight and location of the
• hydrostatic curves or hydrostatic data centre of gravity
• general arrangement plan of decks, holds, inner bot- • the possible solid permanent ballast is to be clearly
toms, etc... identified and listed in the report.
• capacity plan showing capacities and vertical and longi-
1.1.8 The incline
tudinal centres of gravity of cargo spaces, tanks, etc.
When water ballast is used as inclining weights, the The standard test generally employs eight distinct weight
transverse and vertical centres of gravity for the applica- movements as shown in Fig 1.
ble tanks, for each angle of inclination, must be avail- The weights are to be transversally shifted, so as not to mod-
able ify the vessel’s trim and vertical position of the centre of
• tank sounding tables gravity.
• draught mark locations, and After each weight shifting, the new position of the trans-
• docking drawing with keel thickness and draught mark verse centre of gravity of the weights is to be accurately
corrections (if available). determined.
After each weight movement, the shifting distance (centre to
1.1.7 Determination of the displacement centre) is to be measured and the heeling moment calcu-
The Society’s Surveyor shall carry out all the operations nec- lated by multiplying the distance by the amount of weight
essary for the accurate evaluation of the displacement of the moved. The tangent is calculated for each pendulum by
vessel at the time of the inclining test, as listed below: dividing the deflection by the length of the pendulum. The
• draught mark readings are to be taken at aft, midship resultant tangents are plotted on the graph as shown in Fig
and forward, at starboard and port sides 2.
• the mean draught (average of port and starboard read- The pendulum deflection is to be read when the vessel has
ing) is to be calculated for each of the locations where reached a final position after each weight shifting.
draught readings are taken and plotted on the vessel's
lines drawing or outboard profile to ensure that all read- During the reading, no movements of personnel are
ings are consistent and together define the correct allowed.
waterline. The resulting plot is to yield either a straight For vessels with a length equal to or less than 30 m, six dis-
line or a waterline which is either hogged or sagged. If tinct weight movements may be accepted.
Pt D, Ch 4, App 1
Figure 1 : Weight shift procedure
Initial position
2
3
4
1˚ shift 2˚ shift 3˚ shift 4˚ shift
1 1 1 1
2 2 2 2
3 3 3 3
4 4 4 4
5˚ shift 6˚ shift 7˚ shift 8˚ shift
1 1 1 1
2 2 2 2
3 3 3 3
4 4 4 4
Figure 2 : Graph of resultant tangents

heeling angles tangent (starboard)
+ 6
7 +
+5
heeling moment (port)
8
4
heeling moment (starboard)
1+
+ 3
2+
heeling angles tangent (port)

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Rules for Classification and Construction

2 Inland Navigation Vessels

Phone: +49 40 36149-0

Chapter 1 CARGO VESSELS

Section 1 Single Side Cargo Vessels

Section 2 Double Hull Cargo Vessels

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 3

Section 2 Container Vessels

4 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules June 2006

Section 3 RoRo Vessels

Section 4 Passenger Vessels

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 5

Section 5 Tugs and Pushers

6 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules June 2006

Section 7 Vessels for Dredging Activities

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 7

8 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules June 2006

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 9

Section 2 Liquid Cargoes

Section 3 Liquefied Gases

10 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules June 2006

Section 4 Dry Cargoes

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 11

Section 5 Fire Protection and Fire Extinguishing

Appendix 1 List of Dangerous Goods Accepted for Carriage in Tank Vessels

12 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules June 2006

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 13

Section 1 Strengthened Construction

Section 2 Transport of Heavy Cargo

Section 3 Equipped for Transport of Containers

14 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules June 2006

Section 4 Equipped for Transport of Wheeled Vehicles

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 15

Section 7 Additional Fire Rules for Passenger Vessels

16 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules June 2006

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 17

SECTION 1 SINGLE SIDE CARGO VESSELS

SECTION 2 DOUBLE HULL CARGO VESSELS

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 19

SECTION 1 SINGLE SIDE CARGO VESSELS

2.1 General 3 Structure design principles

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 21

22 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules June 2006

Table 1 : Net scantling of transverse rings

Primary supporting member w Ash

4 Hull scantlings 4.3.3 Horizontally framed plate bulkhead

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 23

SECTION 2 DOUBLE HULL CARGO VESSELS

24 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules June 2006

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 25

3.2.4 Plate webs Strength continuity of the inner bottom is to be ensured by

3.3 Longitudinally framed double side 4. Hull scantlings

3.4.1 Arrangements for self-propelled vessels HD : Double bottom height, in m

26 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules June 2006

OTHER TYPE AND SERVICE NOTATIONS

SECTION 2 CONTAINER VESSELS

SECTION 3 RORO VESSELS

SECTION 4 PASSENGER VESSELS

SECTION 5 TUGS AND PUSHERS

SECTION 7 VESSELS FOR DREDGING ACTIVITIES

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 27

June 2006 Germanischer Lloyd - Bureau Veritas - Inland Navigation Rules 29

2 Vessel arrangement Figure 3 : Inserted cargo tank