Main Rules July 2022-Edition-2 1

Rules and Regulations
for the
Construction and Classification
of Steel Ships
July 2022
Rules and Regulations for the Construction and Classification of Steel Ships - 2022
General Information
1. This consolidated version of the ‘Rules and Regulations for the

Construction and Classification of Steel Ships’ (July 2022) supersedes the
July, 2021 edition of the Rules and includes the amendments published in
the following :
a) Rules Change Notice No.1 of September 2021

b) Rules Change Notice No.2 of December 2021
c) Rules Change Notice No.3 of March 2022
2. For ease of reference by the users, a summary of additions and

amendments incorporated in the various Rule Change Notices (issued
since July 2021) along with their effective dates are indicated in the
respective tables.
3. This edition of the Rules also consists of amendments carried out

subsequent to the publication of Rules Change Notice No. 3 of March
2022. Such amendments are indicated in Table 1.
4. Corrigenda issued subsequent to the publication of Rules Change Notice

No. 3 of March 2022 are given in Table 2.
Indian Register of Shipping

RULES AND REGULATIONS FOR THE CONSTRUCTION AND CLASSIFICATION
OF STEEL SHIPS – July 2021
RULES CHANGE NOTICE No. 1 – September 2021
TABLE – AMENDMENTS INCORPORATED IN THIS NOTICE

These amendments will come into force as indicated in the Table
Section / Clause Subject/ Amendments
Part 2 Chapter 5: Steel Forgings
The amendments are effective from 1 January 2022

1/1.7.2 The term “Non-destructive examination” is changed to “Non-destructive
4/ 4.3.1 testing”, which is more appropriate.
Part 3 Chapter 2: Materials of Construction
2/ 2.2.1
Reference to SOLAS Ch XII is corrected.
2/ Table 2.2.1.e)
Part 4 Chapter 4: Prime Movers and Propulsion Shafting Systems
.
The amendments are applicable to the storage tank of SCR reductants :
a) when an application for installation, i.e. Submission date of plans, is
made on or after 01 January 2022; or
b) which is installed in ships contracted for construction on or after 1
4/ 4.14.2.1 and 4.14.2.4
January 2022
Version of the referred ISO standard is specified.
The amendments are effective from 1 January 2022

6/ 6.20.4
The term “Non-destructive examination” is changed to “Non-destructive
testing”, which is more appropriate.
Part 4 Chapter 7: Control Engineering
The amendments are effective from 1 October 2021

New subsection providing requirements for performance management
6/ 6.9 (new)
systems installed on ships is added.
Part 4 Chapter 8: Electrical Installations
The amendments are applicable to ships contracted for construction on or after 1 January 2022
Relevant cross reference (providing reference to requirements for
1/ 1.17.2 emergency fire pump) is added and version of the referred ISO standard is
specified.
1/ 1.17.4 i) Existing cross-reference to MSC Circular is updated.
Existing Clauses 2.8.10.1 and 2.8.10.2 amended to provide a better
2/2.8.10 understanding regarding the applicability of the requirements of sub-section
2.8.10 “Ventilation of emergency generator rooms”.
3/ 3.4.3,
5/ 5.1.1, Editorial changes are made for better clarity. Also, versions of the referred
11/ 11.3.3, 11.3.4 & ISO and IEC standards are specified.
11.3.5
Part 6 Chapter 1: General
1/ 1.1.5 Table 1 List of IMO MSC Circulars and Assembly Resolutions is updated.
Part 6 Chapter 7: Special Requirements
The amendments are already applicable to ships contracted for construction

2/ IR 2.3.4.1.1(new), 2/
on or after 1 January 2020
IR 2.3.4.1.2 (new)
2/ IR 2.3.5.4.2(new)
and 2/ IR2.3.5.4.3(new)
Clarification provided regarding applicability of reduced air changes
2/ 2.3.5.4
Editorial amendments are made.
2/ 2.4
Editorial amendments made in line with IMSBC Code.
The revised MSC Circular is already applicable from January 2021
3/ 3.6.1.3
Cross reference to MSC circular is updated.
Part 6 Chapter 8: Fire Safety Systems Code
The revised MSC Circular is already applicable from January 2021

7/ 7.2.4
Cross reference to MSC circular is updated.
The amendments are applicable to ships contracted for construction on or
after 1 January 2022
15/ 15.2.2.3.2/
IR.8(new)
Possible arrangements for effective isolation, of a connection fitted between
inert gas main and the cargo piping systems, are indicated.
RULES CHANGE NOTICE No. 2 – December 2021

Part 1 Chapter 1: General
1/ 1.7.1 Reference to the ISO 9001 Standard is updated.
The following amendments are effective from 1 January 2022.

Firms engaged in commissioning testing of Ballast Water Management
1/ 1.9.1(b) System (BWMS) are added to the list of service suppliers to be approved
for providing statutory services.
The following amendments are effective from 1 July 2022.

VCS1-B and VCS2-B notations are added to the list of Vapour Control
Appendix 1 System notations. The definitions for VCS1 and VCS2 notations are
amended for better clarity.
Part 1 Chapter 2: Periodical Surveys
The amendments are effective from 1 January 2022, unless otherwise indicated.
Note 2 is amended to provide cross-reference to periodical survey
requirements for floating dry-docks in Section 23.
1/ Table 1.1.1
Note 10 is introduced to provide clarity on survey requirements for floating
dry docks and cross-reference to Section 23.
1/ 1.12 (new) New Section on Remote Surveys is introduced.
Requirement to provide coatings on underwater hull to last more than the
7/ 7.2.2.5 (deleted)
scheduled intervals between consecutive dry-dockings is deleted.
Section 23 (new) Periodical survey requirements for floating dry docks are specified.
The following amendments are effective from 1 July 2022

Survey requirements for vessels with VCS2, VCS1-B and VCS2-B
15/ 15.1 & 15.2
notations are clarified.
Part 3 Chapter 5: Longitudinal Strength
The amendments are applicable to ships contracted for construction on or after 1 January 2022.
Editorial correction is made to the definition for hull girder Moment of Inertia
1/ 1.2
‘In’.
2/ 2.1.3 Suitable cross-reference is provided to requirements in Section 7.
Guidelines for ballast loading conditions of cargo vessels involving partially
Section 7 (new)
filled ballast tanks are provided.
Part 3 Chapter 11: Superstructures, Deckhouses and Bulwarks
5/ 5.7.1 (b), 5.7.1 (d) Editorial corrections are made for better clarity.
Part 3 Chapter 15: Anchoring and Mooring Equipment
The amendments are applicable to ships contracted for construction on or after 1 January 2022
1/ 1.2.5, 8/ 8.2.1, 8/
The term ‘rule length’ is replaced by ‘equipment length’.
8.4.1
1/ 1.4.2 (new) Definition for Equipment Length is provided.
Formulae for Equipment Number calculations are amended. New terms
3/ 3.1.1
such as Sfun, AFS, hF, Sshield, are introduced.
3/ Fig. 3.1.1(a) & (b) Figures are introduced to provide better clarity on methodology for
(new) calculation of side projected areas.
3/ 3.2.8(i), Table 3.2.1 &
Editorial corrections are made to clarify the requirements.
Table 3.2.2
Definitions for ‘Nominal capacity condition’, ‘Ship Design Minimum Breaking
6/ 6.1.1
Load’, ‘Line Design Breaking Force’ are introduced.
6/ 6.2.6, 6.4.2.1, 6.4.2.2,
6.5.2 (b) & (d), 6.7.1 (b), The term ‘minimum breaking strength’ is replaced by ‘ship design minimum
6.7.1 (d), 6.7.2, 6.9.2.1, breaking load’.
6.9.2.2 (a) & (c)
6/ 6.3.1 Better clarity is provided on requirements for mooring lines.
Calculation methodology for side projected area of passenger, ro-ro
6/ 6.3.3.2
vessels and ships carrying deck cargo is clarified.
The formulae for calculation of ship design breaking load and number of
6/ 6.3.3.5, 6.3.3.6
mooring lines are revised in line with amended nomenclature.
A note is added to caution that the mooring bitt posts may be subjected to a
6/ Note to 6.5.5 (new)
force twice as large as that acting on the mooring line.
It is specified that side projected area including that of deck cargoes as
given by the ship nominal capacity condition is to be taken into account for
6/ 6.7.1 (d)
selection of the towing lines. The shipboard fittings and supporting hull
structure are to be designed accordingly.
It is specified that when the SWL sought by the owner/ designer is greater
6/ 6.7.5 (new) than that determined in Cl. 6.9, the design load is to be proportionately
augmented.
6/ 6.8.2 Editorial amendments are made to the formulae.
Structural modelling requirements whilst undertaking strength assessment
6/ 6.8.3
by FEA are specified.
6/ 6.15 (new) Requirements for direct mooring analysis are specified.
7/ 7.5.2.6.1 The term ‘operating loads’ is replaced by ‘design loads’.
Permissible stresses for supporting hull structures of anchor windlass and
7/ 7.5.2.6.2.5 (new)
chain stopper and requirements for structural modelling are specified.
8/ 8.2.1 The term ‘rule length’ is replaced by ‘equipment length’.
The formula for Equipment Number is amended to cater for ‘equipment’
8/ 8.4.1
length.
Anchoring equipment requirements for ships with DWA notation are
8/ Table 8.4.1
corrected.
Part 4 Chapter 2: Carbon and Low Alloy Steel Pipes and Fittings
The amendments are applicable to ships contracted for construction on or after 1 July 2022
Table 2.7.1 is completely revised to provide more details on service
2/ Table 2.7.1 conditions of pipe systems (dry, wet, dry/ wet) and appropriate fire
endurance test requirements.
Requirements for dry-wet conditions time period added, in case of fire
2/ 2.7.3
endurance test with exposure time more than 30 minutes.
It is clarified that slip-on joints may be permitted in pipelines in tanks that
2/ 2.7.8
contain the same media.
5/ 5.3.3. (b), 5.5.1,
5.6.1, 5.7.1.1, 5.7.1.2,
References to various IMO Resolutions/ SOLAS Regulations/ International
5.7.1.4, 5.7.2.1, 5.7.2.2,
Standards are updated.
5.7.2.3, Table 5.7.1,
5.9.7
It is stipulated that flexible hose assemblies for essential services or

6/ Note to 6.1.1 (new) containing either flammable or toxic media are not to exceed 1.5 m in
length.
6/ 6.3.5, 6.5.2 Version of the referenced ISO standards are specified.
Better clarity is provided on prototype test requirements for hose
6/ Note to 6.5 (new)
assemblies.
Part 4 Chapter 3: Pumping and Piping
It is specified that sea water pipes in cargo holds for dry cargoes including
1/ 1.6.8 cargo spaces of container ships and ro-ro ships are to be protected from
the impact of cargo, wherever they are liable to be damaged.
Part 4 Chapter 4: Prime Movers and Propulsion Systems
4/ 4.13.4.9.2 Versions of the referenced IEC standards are specified.
It is specified that 110% load tests are not required to be carried out in the
4/ 4.13.5.1.1.2
gas mode for DF engines for factory acceptance and shipboard trials.
It is specified that test loads referred in 4.12.5 are to be carried out in the
4/ 4.13.6.3 gas mode at the different percentages of the maximum power available in
gas mode.
6/ 6.20.2.3 & 6.20.3.1 Versions of the referenced ISO standards are specified.
2/ 2.9.1, 2.9.2, 2.9.3,
2.9.4 (b),
3/ Table 3.1.1,
12/ 12.6.1, 12.8.1, Versions of the referenced IEC standards are specified.
12.8.3, 12.10.1, 12.11.1,
12.11.2, 12.11.6,
12.12.3, 12.13.1,
Part 5 Chapter 11: Barges and Pontoons
The amendments are applicable to vessels contracted for construction on or after 1 January 2022
New class notations ‘MANNED BARGE’/ ‘MANNED PONTOON’ are
1/ 1.1.3 (new)
introduced.
1/ 1.1.5 Editorial changes are made.
Requirements for position keeping systems and equipment for barges/
1/ 1.1.7 (new)
pontoons are clarified.
Details of any position keeping systems and equipment for barges/
1/ 1.2.1
pontoons is added to the list of documentation requirements.
The Section is completely revised to provide specific requirements for
Section 4
machinery and electrical installations on-board barges/ pontoons.
Section 5 (new) Requirements for Accommodation Barges/ Pontoons are specified.
Part 5 Chapter 29: Vapour Control Systems
Exclusion of the applicability of Section 4 requirements for the assignment
1/ 1.2.2
of VCS2 notation is clarified.
Requirements for assignment of VCS1-B and VCS2-B notations are
1/ 1.2.3 (new)
specified.
Application of Section 4 for assignment of VCS1-B and VCS2-B notations
4/ 4.1.1
is specified. Definition of ‘vapour balancing’ is also provided.
Part 5 Chapter 31: Bridge Design and Navigation Equipment/ Systems
1/ 1.2, 4/ 4.6.1 & 5/
Version of the referenced IEC standard is specified/ corrected.
5.2.3
Documentation requirements pertaining to EMC testing of all electrical and
2/ 2.1.3 (new) electronic appliances installed on the bridge and the vicinity of the bridge,
are specified.
It is specified that all electrical and electronic equipment on the bridge and
4/ 4.6.1 the vicinity of the bridge is to be installed such that EMI/ EMC does not
affect their proper functioning.
Greater clarity is provided on areas covered by the phrase ‘bridge and
4/ Note to 4.6.1 (new)
vicinity of the bridge’ in Cl. 4.6.1.
4/ 4.6.2 & 4.6.3 (new) Requirements for passive EM equipment are specified.
Part 6 Chapter 3: Suppression of Fire
Amendments are made to the Table for fire protection materials, to correct
3/ Table 3.5b & 3.5c
the references to SOLAS Regulations.
TABLE – CORRIGENDA INCORPORATED IN THIS NOTICE
Section / Clause Subject/Corrigenda
Part 4 Chapter 2: Piping Design Requirements
1/ 1.9/ Table 1.9.1 Editorial corrections made in third column

RULES CHANGE NOTICE No. 3 – March 2022

Part 1 Chapter 2: Periodical Surveys
The amendments are based on IMO HSSC Guidelines already effective from 1 January 2022
2/ 2.2.4.14, 3/ 3.2.3.15,
Requirement to confirm satisfactory ballasting and de-ballasting
4/ 4.2.3.15, 5/ 5.2.3.14,
arrangements is added.
6/ 6.2.4.14
2/ 2.2.5.1 l), 3/ 3.2.4.1
Examination of foam fire-fighting appliances is included in the survey of fire
q), 4/ 4.2.4.1 s), 5/
safety requirements of helicopter facilities.
5.2.4.1 r), 6/ 6.2.5.1 l)
Part 3 Chapter 2: Materials of Construction
Figure is corrected to indicate the locations of ‘stringer plate’, ‘sheer strake’

2/ Fig. 2.2.1
and ‘bilge strake’.
Footnote in Table is corrected to reflect use of the correct grade for various
2/ Table 2.2.1 d)
strakes/ plates.
3/ 3.4.1, 3/ 3.11.12 a),
11/ 11.9.10, 11/ Versions of the referenced IEC standards are specified.
11.9.10.1 a) & b)
Part 5 Chapter 2: Oil Tankers
Version of the referenced IEC standard is corrected/ specified and a cross-
8/ 8.1.15 IR-c)
reference error is corrected.
It is specified that electrical equipment fitted in compliance with IEC 60092-
8/ 8.1.15 IR-d)
502:1999 is not considered as a source of ignition or ignition hazard.
Part 5 Chapter 8: Offshore Support Vessels
The amendments are applicable to vessels contracted for construction on or after 1 July 2022
1/ Table 1.2.2 Class Notations ‘WFSV’ and ‘WFSV-HSC’ are added.
Requirements for Classification of Wind Farm Service Vessels are
Section 5 (New)
specified.
Part 6 Chapter 3: Suppression of Fire
Requirements for fitment of fire dampers on ducts or pipes, with free
3/ IR 3.7.3.1
sectional area of 0.075m2 or less, are further clarified.
Part 6 Chapter 7: Special Requirements
2/ 2.2.2/ IR.3 The application of the definitions of Ro-ro spaces is further clarified.
2/ IR.2.3.2 Notes 1) &
2), 3/ IR3.3.2.1, 3/ Versions of the referenced IEC standards are specified/ corrected.
IR3.3.2.2, IR3.3.3
TABLE – CORRIGENDA INCORPORATED IN THIS NOTICE
Section / Clause Subject/ Corrigenda
Part 5 Chapter 40: Livestock Carriers
4/ 4.6.7 Cross-reference error is corrected.

TABLE 1 – AMENDMENTS INCORPORATED IN THIS EDITION

Part 4 Chapter 4: Prime Movers and Propulsion Shafting Systems
Safety requirements for storage of chemical treatment fluids used in exhaust
4/ 4.15 (new)
gas cleaning systems and their residues are specified.
Part 5 Chapter 1: Dry Bulk Cargo Carriers
2/ 2.14.1 & IR2.14.1.1 to More clarity is provided on dewatering arrangements in forward spaces of
IR2.14.1.7 Bulk Carriers.
Part 5 Chapter 2: Oil Tankers
6/ 6.2 Requirements for location of ballast pump are clarified.
Part 5 Chapter 4: Liquefied Gas Carriers
Note 3 is amended view requirements now specified for materials in
6/ Table 6.1
thickness range 40mm to 50mm.
6/ Table 6.1.1 (new),
Table 6.2.1 (new), Table Requirements for materials in the thickness range 40mm to a maximum of
6.2.2 (new), Table 6.3.1 50mm are specified.
(new)
Application of the design temperature (925 ⁰C) for piping, fittings and related
11/ 11.1.4 & IR11.3.6
components within the cargo area are clarified.
Part 5 Chapter 30: Environmental Protection
The amendments are applicable to :

Exhaust Gas Cleaning Systems (EGCS) installed on ships constructed on or after 1 June 2022;or
EGCS installed on ships contracted for construction on or after 1 June 2022;or
EGCS installed on ships on or after 1 June 2022;or
Modifications to existing EGCS fitted on ships on or after 1 June 2022.
References to the 2021 Guidelines for Exhaust gas Cleaning Systems
3/ 3.7.1.1
(EGCS) are updated.
Part 5 Chapter 35: Gaseous Fuel and other Low Flash Point Fueled Ships
Note 3 is amended view requirements now specified for materials in
7/ Table 7.1
thickness range 40mm to 50mm.
7/ Table 7.1.1 (new),
Table 7.2.1 (new), Requirements for materials in the thickness range 40mm to a maximum of
Table 7.2.2 (new), Table 50mm are specified.
7.3.1 (new)
Part 5 Chapter 37: Ballast Water Management
The amendments are applicable to:
Existing ships, where an application for approval for the plans of BWMS is made on or after 1 July
2022; or
New ships contracted for construction on or after 1 July 2022.
Definitions of the terms “Ballast Water Management Systems”, “Dangerous

1/ 1.4
gas” and “Hazardous Area” are amended to provide better clarity.
3/ 3.1.2 (new) Cross-references are provided to the relevant requirements.
Characteristics of various BWMS technologies are summarized and
Table 3.1 (new)
indicated.
Requirements for various BWMS technologies are summarized and
Table 3.2 (new)
indicated.
Requirements have been amended, now requiring the bypass or override of
3/ 3.3.1 the BWMS is to be consistent with the approved Operation Maintenance and
Safety Manual.
Existing Clauses are deleted, view revised requirements and others
3/ 3.5 & 3.6 (deleted)
renumbered accordingly.
Clause amended to included verification of adequate generating plant
3/ 3.5.3
capacity onboard, using electrical load analysis.
New clause added requiring design review for BWMS’ manufacturers’
3/ 3.5.4 (new)
package and its process.
Safety requirements for valves (locations and settings) have been added,
3/ 3.5.5 taking various BWMS technologies into consideration. Protection against
‘overpressure’ is also addressed.
Detailed requirements are added for BWMS using cavitation, ultrasound
3/ 3.7
and Inert Gas De-oxygenation systems.
More details are provided for hazardous area classification. Specific
3/ 3.9.1
requirements based on type of technology used are also indicated.
Reference is made to the specific arrangements where one single in-line
3/ 3.9.2
BWMS could be accepted (as indicated in Annex I).
Isolation arrangements between ballast piping serving ballast tanks inside
3/ 3.9.3 (new)
and outside of cargo area are specified.
3/ Fig. 3.9.4 (new) Figure indicating arrangement for sampling lines has been added.
3/ 3.9.4 (new) Sampling line requirements are shifted from existing Clause 3.7.8.
A new sub-section is introduced which provides technology specific
3/ 3.10 (new) requirements for BWMS generating dangerous gas or dealing with
dangerous liquids.
Fire safety requirements to be complied with for BWMS’ (in addition to those
3/ 3.11 (new)
required by Part 6 of the Rules) are specified.
Various arrangements where a single in-line BWMS could be accepted,
Annex I (new) instead of the in-general requirement of two independent BWMS when
installed in tankers with dangerous cargoes; are indicated.
Figures are provided for guidance on the arrangements for various BWMS
Annex II (new)
technology groups.
Part 6 Chapter 8 : Fire Safety Systems Code
Amendments are made to provide better clarity in the relationship between

15.2.4.1 & IR15.2.5
inert gas requirements of BWMS in Part 5 Chapter 37 and existing
(new)
requirements in this Chapter.
TABLE 2 – CORRIGENDA INCORPORATED IN THIS EDITION
Section / Clause Subject/Corrigenda
Part 3 Chapter 12: Openings and Closing Appliances
7/ 7.7.7 Cross reference to "7.6.3" is corrected to "7.7.3"

for the
of Steel Ships
Part 1
Regulations
July 2022
Part 1
Regulations
Contents
Chapter 1 General
Chapter 2 Periodical Surveys

Page 1 of 5
___________________________________________________________________________________
Contents
Chapter 1 : General
Section 1 : General Information

2.13 Classification of new constructions
1.1 Indian Register of Shipping
2.14 Date of contract for construction
1.2 Fees
2.15 Date of build
1.3 Technical committee
2.16 Appeal from Surveyors' recommendations
1.4 Survey reports
2.17 Certificates
1.5 Register of Ships
2.18 Suspension, withdrawal and deletion of
1.6 Liability class
1.7 Audits and assessments by external 2.19 Reclassification of ships

organizations
2.20 Fleet quality monitoring
1.8 Access of Surveyor to ships, shipyards or
works 2.21 Transparency of classification and statutory
information
1.9 Requirements for service suppliers
1.10 Responding to Port State Control Section 3 : Classification of Ships not Built
under the Survey of Indian Register of
Shipping
Section 2 : Classification Regulations
3.1 General procedure for classification of ships
2.1 General not built under survey of IRS
2.2 Application of Rules 3.2 Plans and data to be furnished
2.3 Scope and process of classification

Section 4 : Alternative Certification Scheme
2.4 Interpretations of the Rules based upon Quality Management Systems
2.5 Definitions 4.1 General
2.6 Character of classification 4.2 Scope
2.7 Class notations - Hull 4.3 Conditions for approval
2.8 Class notations - Machinery 4.4 Information to be submitted
2.9 Materials, components, equipment and 4.5 Approval and maintenance of approval
machinery
2.10 Request for surveys

Appendix 1 : Table of characters of class and
2.11 Repairs type notations of IRS, their expanded form
and significance
2.12 Alterations

Part 1
Page 2 of 5 Contents
Chapter 2 : Periodical Surveys
Section 1 : General Requirements 3.6 Survey Requirements for vessels carrying

Asphalt in Integral tanks
1.1 General
3.7 Survey Requirements for vessels carrying
1.2 Definitions Asphalt in Independent tanks
1.3 Laid up vessels

Section 4 : Surveys - Chemical Tankers
1.4 Surveys by Chief Engineers
4.1 Scope
1.5 Surveys for damage or alteration
4.2 Annual surveys
1.6 Unscheduled surveys
4.3 Intermediate Surveys
1.7 Provision for surveys
4.4 Special Surveys - Hull
1.8 Surveys at sea or at anchorage
4.5 Special Surveys - Machinery
1.9 Repairs
1.10 Thickness measurements and close-up Section 5 : Surveys - Liquefied Gas Carriers
surveys
5.1 Scope
1.11 Extension of special surveys
5.2 Annual surveys
1.12 Remote Surveys
Section 2 : Surveys - Bulk Carriers and Ore 5.4 Special Surveys - Hull
Carriers
2.1 Scope
5.6 Additional survey requirements for Liquefied
2.2 Annual surveys Gas Carriers with RV(LNG) Notation

Section 6 : Surveys - Other Ship Types
6.1 Scope
6.2 Annual surveys
Section 3 : Surveys - Oil Tankers, Ore or Oil 6.3 Intermediate surveys

Carriers, Oil or Bulk Carriers
3.1 Scope
3.2 Annual surveys
6.6 Surveys of Livestock Carriers
6.7 Surveys of Towing Winch Emergency
3.4 Special Surveys - Hull Release Systems

Page 3 of 5
___________________________________________________________________________________
Section 7 : Docking Surveys
8.21 In service testing of large permanently
7.1 General installed breathing gas containers onboard
diving vessels - Special Requirements
7.2 In-water surveys
8.22 Surveys requirements : Fuel installations
on ships utilizing gaseous fuels or other low
Section 8 : Machinery - Special Surveys flash point fuels
8.1 General
Section 9 : Boiler Surveys
8.2 Continuous survey of machinery (CSM)
9.1 General
8.3 Survey requirements: Auxiliary engines
9.2 Steam heated steam generator
8.4 Survey requirements: Air compressors,
receivers and starting air pipes
Section 10 : Steam Pipes Surveys
8.5 Survey requirements: Fresh water
generators and evaporators 10.1 General
8.6 Survey requirements: Fuel tanks 10.2 Cylindrical boilers having smoke tube
superheaters
8.7 Survey requirements: Pumps, heat
exchangers, forced draught fans, etc. 10.3 Copper pipes
8.8 Survey requirements: Pumping and piping

system Section 11 : Surveys of Propeller Shafts,
Tube Shafts and Propellers
8.9 Survey requirements: Reduction gears,
flexible couplings and clutch arrangements 11.1 General
8.10 Survey requirements: Securing arran- 11.2 Oil lubricated shafts or closed loop system
gements fresh water lubricated shafts (closed system)
8.11 Survey requirements: Shafting 11.3 Water lubricated shafts (open systems)
8.12 Survey requirements: Sea connections 11.4 Steerable and azimuth thrusters
8.13 Survey requirements: Windlass and 11.5 Vertical axis propellers

steering machinery
11.6 Water jet systems
8.14 Survey requirements: Internal combustion
engines for propulsion 11.7 Controllable pitch propellers
8.15 Survey requirements: Steam turbines for

propulsion Section 12 : Surveys of Inert Gas Systems
8.16 Survey requirements: Steam reciprocating 12.1 General

engines for propulsion
12.2 Annual surveys
8.17 Survey requirements: Gas turbines and
free piston gas generators for propulsion 12.3 Special surveys
8.18 Survey requirements: Unattended

machinery spaces/Remote control systems Section 13 : Surveys of Vessels with
Refrigerated Cargo Installations
8.19 Survey requirements : Electrical equipment
survey 13.1 General
8.20 Survey requirements : Electrical propelling 13.2 Periodical surveys

machinery
Part 1
13.3 Continuous special survey of refrigerating 16.10 Repairs

installation
13.4 Annual survey requirements Section 17 : Surveys of external Fire Fighting

Systems
13.5 Requirements of first special survey
17.1 General
13.6 Subsequent special surveys
17.2 Annual survey
13.7 Loading port surveys
17.3 Special survey
Section 14 : Planned Maintenance System

Section 18 : Surveys of Diving Support
14.1 General Vessels and Diving Systems
14.2 Machinery acceptable for survey by Chief 18.1 General Requirements for Diving Support
Engineers under Planned Maintenance System Vessels
14.3 Machinery not acceptable for survey by 18.2 Annual surveys

Chief Engineers
18.3 Special Surveys
14.4 System Administration
18.4 General requirements for diving systems
14.5 System implementation
18.5 Annual Surveys
14.6 System surveys
18.6 Additional requirements for Third Annual
14.7 Damage and repairs Survey

Section 15 : Surveys – Vapour Control
Systems 18.8 Surveys of Hyperbaric Evacuation Systems
(HES)
15.1 For tankers and combination carriers with
notations VCS1 and VCS2 18.9 Surveys for Transit Damage
15.2 For tankers and combination carriers with

notations VCS1-B and VCS2-B Section 19 : Surveys – Ballast Water
Management
Section 16 : Surveys of Thermal Oil Heating 19.1 General

Systems
19.2 Vessels using ballast water exchange
16.1 General methods
16.2 Oil fired thermal oil heater and economiser 19.3 Vessels using ballast water treatment
systems
16.3 Circulating pumps
16.4 Dump cooler Section 20 : Surveys – Fuel Installations on

Ships Utilizing Gaseous Fuel or other Low
16.5 Piping arrangement Flash Points Fuels
16.6 Expansion tank 20.1 Application
16.7 Alarms and safety devices 20.2 Annual survey
16.8 Thermal oil analysis 20.3 Intermediate survey
16.9 System operation test 20.4 Special survey

Page 5 of 5
___________________________________________________________________________________
Section 21 : Condition Monitoring and 22.2 Annual surveys

Condition Based Maintenance
22.3 Special surveys
21.1 General
21.2 Procedures and conditions for approval of Section 23 : Surveys of Floating Dry Docks
CM and CBM
23.1.General
21.3 Surveys
Section 22 : Surveys – Comfort On-board 23.3 Special Surveys

Ships
22.1 General
End of Contents

Page 1 of 33
___________________________________________________________________________________
Chapter 1
General
Contents
Section
1 General Information
2 Classification Regulations
3 Classification of Ships not built under the Survey of Indian Register of Shipping
4 Alternative Certification Scheme based upon Quality Management Systems
Section 1
General Information
1.1 Indian Register of Shipping 1 Director representing General Insurance

Corporation of India and other Indian
1.1.1 Indian Register of Shipping (hereinafter underwriters
referred to as "IRS") was incorporated in 1975
as a Public Limited Company under the Indian 1 Director being the Director General of
Companies Act for the purpose of providing Shipping, Ministry of Surface Transport,
amongst other things a faithful and accurate Govt. of India
classification of mercantile shipping classed with
it, to approve designs of, to survey and to issue 1 Director representing Ship Design
reports on mercantile and non mercantile ships, Research and Development Institutions
hovercrafts, hydrofoils etc; all within the scope of
classification described in the Rules. This 1 Director representing Manufacturers of
Section contains General Regulations which Marine Engines/General Engineering
have been adopted by IRS for its governance. Goods
The Classification Regulations are given in
Section 2. 1 Director representing Indian Navy/Coast
Guard
1.1.2 The management of the affairs of IRS are
carried out by the Managing Director (MD) and 1 Director being a person of eminence
Jt. Managing Director (JMD), under the direction from the field of Law
and control of the Board of Directors (hereinafter
referred to as the 'Board'), in accordance with 3 Directors being persons of eminence
the provisions of its Memorandum and Articles from any industry allied with maritime
of Association. activities
1.1.3 The Board of Directors shall consist of 1 Managing Director being full-time
representative of the interests of various employee appointed by the Board of
members of the Company and those concerned Directors
with shipping in general as under:
1 Jt. Managing Director, where so
3 Directors representing Indian appointed, being full-time employee,
Shipowners appointed by the Board of Directors.
2 Directors representing Indian The composition of the Board as above is to be

Shipbuilders in accordance with the Articles of Association of
IRS (as may be amended from time to time).

Chapter 1 Part 1
Page 2 of 33 General
1.1.4 The Board shall consist of not less than six b) Important alterations to Rules once framed
and not more than fifteen Directors. If the actual as may be required from time to time.
representation on the Board of Directors
exceeds 15 Directors, the provisions of the 1.3.2 All decisions of the Technical Committee
Indian Companies Act would apply to approve including amendments and/or additions to the
the increase in the sanctioned strength of the Rules for classification surveys and building of
Board beyond the limit specified in the Articles ships' hull, their machinery and equipment to be
of Association of IRS. The Board of Directors reported to the Board of Directors.
shall elect one of its members to be Chairman of
the Board of Directors. The reference to 1.3.3 The Technical Committee to be constituted
Chairman shall include Executive Chairman, as follows:
where so appointed by the Board of Directors.
Number of
1.1.5 The Board is to appoint a Sub-Committee Members Nominees/Representatives of
of Classification representing concerned
interests. 3 Board of Directors of IRS
1.1.6 The Board is to appoint the Chairman of 1 Marine Engine Unit of

the Sub-Committee of Classification and the Jt. M/s. Garden Reach Ship-
Managing Director, IRS to be 'ex- officio' builders and Engineers Ltd.
member of the Sub-Committee of Classification.
1 Other Marine Engine Builders
1.1.7 The employees of IRS are to be appointed
by and be under the direction of the MD, except 6 Shipbuilders
for Key Managerial Personnel (KMP), who
would be appointed by the Board on the 2 Indian Institution of Naval
recommendation of the Nomination & Architects
Remuneration Committee.
2 Institute of Marine Engineers
1.1.8 The Surveyors of IRS are not to be (India)
permitted without the special sanction of the
Board of Directors to receive any fee, gratuity or 1 Company of Master Mariners
reward whatsoever, for their own use or benefit,
for any service performed by them in their 2 Directorate General of Shipping
capacity as Surveyors to IRS, except on pain of
immediate dismissal. 1 IMU (Earlier NSDRC)
1.1.9 The Funds and Accounts are to be under 4 Indian National Shipowners
the authority and control of the Board of Association
Directors.
1 Institution of Engineers (India)
1.2 Fees
1 Ex-Officio – Executive
1.2.1 Fees will be charged for all surveys and for Chairman of IRS or his nominee
other services rendered by IRS or any of its
publications in accordance with established 1 Indian Coastal Conference
scales. Traveling expenses incurred by the Shipping Association
Surveyors in connection with such services are
also chargeable. 1 Oil Industry Safety Directorate
1.3 Technical committee 5 Indian Navy
1.3.1 The Board is to appoint a Technical 2 Indian Coast Guard

Committee whose function will be to consider:-
1 Research Institutes
a) Formulation of Technical Rules for
Classification Surveys, building of ships, 2 Indian Institute of Technology/
their machinery and equipment. National Institute of Technology

Page 3 of 33
___________________________________________________________________________________
2 Maritime Training Institutes 1.3.10 The members desiring to propose
alterations in, or additions to the Rules for the
3 Other Flag Administrations classification, survey or building of ship (hull and
machinery) shall give notice of such proposals
1 Inland Waterways Authority of to the Secretary. Every meeting to be convened
India. by notice from the Secretary, if possible one
month before the date of the meeting and the
1.3.4 In addition to the foregoing, the Technical Secretary to send to each member an Agenda
Committee may co-opt to the main body other paper as soon as possible thereafter.
members of high managerial positions in Ship Proposals for changes to rules may also be
Building and Engineering, Naval Architecture, given by Flag Administrations, shipowners,
Marine Insurance, Steel Making, etc. shipbuilders and other interested parties who
may not be represented in the Technical
1.3.5 Nomination of all members to the Committee.
Technical Committee to be subject to
confirmation by the Board. 1.3.11 The quorum for any meeting of Technical
committee will be six members, with at least
1.3.6 The Technical Committee can appoint 50% of the members present being those who
panels from amongst its body to which do not represent shipowners, shipbuilders or
representatives of any organisation or industry others engaged commercially in the
or individuals specialised in relevant disciplines manufacture, equipping, repair or operation of
could be co-opted for the purpose of considering ships.
any particular Technical problem or area of
Rules. 1.3.12 In the event that any matter is not
decided by unanimity, the same may be decided
1.3.7 The Board of Directors to appoint by a majority of votes cast in favor, with each
biennially, the Chairman of the Technical member, including co-opted members, having
Committee and the Technical Committee to one vote only. In the event of a parity of votes,
appoint from their own body biennially a Vice- the Chairman of the Technical Committee would
Chairman. The appointment of Vice-Chairman to be entitled to an additional casting vote.
be confirmed by the Board of Directors.
1.3.13 When any discussion relates to an item
1.3.8 The terms of office of all members to be of interest to those representing shipowners,
not more than four years, one-fourth of all shipbuilders or others engaged commercially in
members (including those co-opted) to retire at the manufacture, equipping, repair or operation
the end of each calender year. The members so of ships, such representatives would not be
retiring being those who have been longest in entitled to vote, if such matter is to be decided
office since their last nomination and such by voting.
members to be eligible for re-nomination for a
second term. Unless specially so authorised by 1.3.14 In the event that any member of the
the Board of Directors, no member other than Technical Committee absents himself for 3
Chairman and/or Vice- Chairman, who has consecutive meetings of the Technical
served for two periods of nomination, to be Committee without seeking leave of absence, he
eligible for re-nomination. In the event of any would be deemed to have vacated office and his
vacancy occurring before the expiration of the vacancy would be filled by seeking fresh
normal term of office, a representative to be nomination from concerned interest
nominated to fill the vacancy from the same represented.
group/body/institution and for such nominee the
date of his nomination by the respective body to 1.3.15 In the absence of the Chairman & the
be considered as date of his joining the Vice Chairman of the Technical Committee, the
Technical Committee for purposes of his members of the Technical committee shall elect
retirement by rotation. a Chairman, by majority vote, to preside over
that particular meeting only.
1.3.9 The meeting of the Technical Committee
to be convened as often and at such time and 1.3.16 The Board of Directors reserves to
place as may appear necessary, but there shall themselves the right of altering, adding to or
be at least two meetings in each year. rescinding any/or all of the above terms of

Chapter 1 Part 1
reference including the dissolution of the loss, damage or expenses thereby which is
Technical Committee. proved to have been due to any negligent act
omission or error of the Society its servants or
1.4 Survey reports agents or any negligent inaccuracy in
information or advice given by or on behalf of
1.4.1 All reports of survey are to be made by the the Society then the Society will pay
Surveyors according to the form prescribed and compensation to such person for his proved loss
submitted for consideration of the Board or the up to but not exceeding the amount of the fee
Sub-Committee of Classification, but the charged by the Society for that particular
character assigned by the latter is to be reported service, information or advice.
to the Board. The Board may, in specified
instances, vest in the Managing Director / Jt. 1.6.2 Any notice of claim for loss, damage or
Managing Director discretionary powers to act expense as referred to in 1.6.1 shall be made in
on its behalf, and all such actions being reported writing to Head Office within six months of the
to the Board at its subsequent meeting. date when the service, information or advice
was first provided, failing which all the rights to
1.4.2 The reports of the Surveyors shall, subject any such claim shall be forfeited and the Society
to the approval of the Managing Director / Jt. shall be relieved and discharged from all
Managing Director, be open to inspection of the liabilities.
Owner and any other person authorised in
writing by the Owner. Copies of the reports will, 1.7 Audits and assessments by external
subject to the approval of the Managing Director organizations
/ Jt. Managing Director, be supplied to Owners
or their representatives. 1.7.1 The surveys required by the regulations,
and conducted by IRS may be subject to Audit
1.5 Register of Ships by an independent Accredited Certification Body
(ACB) as per the requirements of ISO
1.5.1 A Register of Ships is available on-line on 9001:2015 standard and Quality Management
IRCLASS Website which contains the names of System Certification Scheme (QSCS) of IACS.
ships, character of class and notations assigned For this purpose, ACB auditors are to be given
together with other relevant useful information the necessary access to the ship, shipyard or
for ships classed with IRS. works when requested by IRS.
1.6 Liability Access is also to be given to auditors or

inspectors accompanying the Surveyors as
1.6.1 Whilst Indian Register of Shipping, a required by other external organizations.
Classification Society, along with its subsidiaries
and associates (hereinafter referred to as the 1.8 Access of Surveyor to ships, shipyards
Society) and its Board/Committees use their or works
best endeavours to ensure that the functions of
the Society are properly carried out, in providing 1.8.1 The Surveyors are to be given free access
services, information or advice, neither the to ships classed with IRS as well as to
Society nor any of its servants or agents shipyards, works, etc. so as to perform their
warrants the accuracy of any information or duties, and are to receive adequate assistance
advice supplied. Except as set out herein, for this purpose.
neither the Society nor any of its servants or
agents (on behalf of each of whom the Society 1.9 Requirements for service suppliers
has agreed this clause) shall be liable for any
loss damage or expense whatever sustained by 1.9.1 In general, the following categories of
any person due to any act or omission or error service suppliers are to be approved:
of whatsoever nature and howsoever caused of
the Society, its servants or agents or due to any a) Classification and / or Statutory services
inaccuracy of whatsoever nature and howsoever
caused in any information or advice given in any - Firms engaged in thickness
way whatsoever by or on behalf of the Society, measurements on ships.
even if held to amount to a breach of warranty.
Nevertheless, if any person uses services of the - Firms engaged in tightness testing of
Society, or relies on any information or advice closing appliances such as hatches,
given by or on behalf of the Society and suffers doors, etc. with ultrasonic equipment.

Page 5 of 33
___________________________________________________________________________________
- Firms carrying out an in-water survey on recorder and simplified voyage data
ships and mobile offshore units by diver recorders
or Remotely Operated Vehicle (ROV).
- Firms engaged in the inspections of low
- Firms engaged in the examination of location lighting systems using photo
Ro-ro ships, bow, stern, side and inner luminescent materials and evacuation
doors. guidance systems used as an
alternative to low location lighting
- Firms engaged in measurement of noise systems
levels onboard ships.
- Firms engaged in sound pressure level
- Firms engaged in tightness testing of measurements of public address and
primary and secondary barriers of gas general alarm systems on board ships
carriers with membrane cargo
containment systems for vessels in - Firms engaged in maintenance,
service. thorough examination, operational
testing, overhaul and repair of lifeboats
- Firms engaged in inspections and and rescue boats, launching appliances,
maintenance of fire extinguishing and release gear
equipment and systems.
- Firms engaged in the inspection,
- Firms engaged in testing of coating performance testing and maintenance of
systems in accordance with the Automatic Identification Systems (AIS)
requirements of IMO performance
standards for protective coatings. - Firms engaged in commissioning testing
of Ballast Water Management System
- Firms engaged in survey using Remote (BWMS).
Inspection Techniques (RIT) as an
alternative means for close-up survey of Note : In general, suppliers providing services
the structure of ships and mobile other than those listed above are not required to
offshore units. See Ch.2, 1.2.20 for be approved.
definition of RIT.
1.9.2 Where the results of the following service
- Firms providing non-destructive testing providers are used by a Surveyor of IRS in
(NDT) services on ship and offshore making decisions affecting Classification and/or
structures/ components (Refer IRS Statutory services, then that service provider is
Classification Note – Requirements for to be approved and service performance verified
NDT Suppliers). by IRS:
- Firms engaged in cable transit seal - Firms engaged in thickness

systems inspection on ships and mobile measurements on ships.
offshore units.
- Firms carrying out an in-water survey on
b) Statutory services ships and mobile offshore units by diver
or Remotely Operated Vehicle (ROV).
- Firms engaged in servicing inflatable
liferafts, inflatable lifejackets, hydrostatic - Firms engaged in tightness testing of
release units, inflatable rescue boats, closing appliances such as hatches,
marine evacuation systems, etc. doors etc. with ultrasonic equipment.
- Firms engaged in the inspections and - Firms engaged in survey using Remote
testing of radio communication Inspection Techniques (RIT) as an
equipment alternative means for close-up survey of
the structure of ships and mobile
- Firms engaged in inspections and offshore units.
maintenance of self contained breathing
apparatus IRS may accept the services of firms approved
by other IACS member classification societies
- Firms engaged in the annual for such services other than those listed above.
performance testing of voyage data

Chapter 1 Part 1
1.9.3 Where services are used by the Surveyors

in making decisions affecting statutory - Firms engaged in measurement of noise
certification and services, the firms are subject levels onboard ships
to approval and performance verification by IRS,
where IRS is so authorized by the relevant Flag - Firms engaged in testing of coating
Administration (i.e. the Flag of the ship on which systems in accordance with the
the servicing is to be done or the service requirements of IMO performance
equipment is to be used). For such services, standards for protective coatings.
IRS may accept approvals done by:
- Firms engaged in the examination of
I. The Flag Administration itself, bow, stern, side and inner doors.
II. Duly authorized organisation acting on
behalf of the Flag Administration, or 1.9.5 Requirements to be complied with, as a
III. Other organizations those are minimum, by various categories of service
acceptable to the Flag Administration suppliers are specified in the IRS Classification
(e.g. other governments etc). Note ‘Approval of Service Suppliers’.
1.9.4 Use of the approved service suppliers is 1.10 Responding to Port State Control
not mandatory for the following services, unless
instructed otherwise by the flag Administration 1.10.1 When requested by Port State and upon
with respect to statutory certification: concurrence by the vessel's owner/master IRS
Surveyors would attend onboard a ship in order
- Firms engaged in the inspections of low to assist in the rectification of reported
location lighting systems using photo deficiencies or other discrepancies that affect or
luminescent materials and evacuation may affect classification or the statutory
guidance systems used as an certificates issued by IRS. The owner and the
alternative to low location lighting vessel's flag state will be notified of such
systems attendance and survey. IRS Surveyors will also
cooperate with Port States by providing
- Firms engaged in sound pressure level inspectors with background information.
measurements of public address and
general alarm systems on board ships
Section 2
Classification Regulations
2.1 General in a fit and efficient condition and in accordance

with the Periodical Survey requirements of these
2.1.1 The objective of ship classification is to Rules. Classification will be conditional upon
verify the structural strength and integrity of compliance with IRS requirements and
essential parts of the ship’s hull and its assignment of character of class for both hull
appendages; stability of the ship; the reliability and machinery.
and function of the propulsion and steering
systems; power generation and those other 2.1.3 The Rules are framed on the
features and auxiliary systems which have been understanding that ships will be properly loaded
built into the ship in order to maintain essential and handled; they do not, unless stated in the
services on board. class notation, provide for special distributions
or concentrations of loading and that ships will
2.1.2 When a ship is assigned a specific not be operated in environmental conditions
Character of Class by Indian Register of more severe than those agreed for design basis
Shipping, it implies that IRS has been satisfied and approval.
that the said ship meets, for this particular class,
with these Rules and Regulations or 2.1.4 Compliance with the following IMO
requirements equivalent thereto. The ship will conventions, codes and resolutions, as
continue to be classed with IRS so long as she amended, and as applicable, is a pre-requisite
is found, upon examination at the prescribed of classification:
annual and periodical surveys, to be maintained

Page 7 of 33
___________________________________________________________________________________
- International Convention on Loadlines instructions/manuals for the ship machinery
(ILLC) equipment essential to the safe operation of the
ship are available in a language understandable
- International Convention for the Safety of by those officers and crew members who are
Life at Sea (SOLAS) required to understand such information /
instructions in the performance of their duties.
- International Convention for the Prevention
of Pollution from Ships (MARPOL) 2.1.8 When a ship is detained by Port State
Control, IRS is to be immediately notified by the
- The International Convention for the owner / operator for arranging attendance by a
Control and Management of Ships’ Ballast Surveyor.
Water and Sediments, 2004 (BWM 2004)
2.2 Application of Rules
- International Convention on the Control of
Harmful Antifouling Systems on Ships (AFS 2.2.1 Unless directed otherwise by IRS, no new
Convention) Regulations or amendments to the Rules
relating to the character of classification or class
- International Bulk Chemical Code (IBC notation is to be applied to the existing vessels.
Code) or Bulk Chemical Code (BCH Code)
2.2.2 Unless directed otherwise by IRS, no new
- International Gas Carrier Code (IGC Code) Rules and Regulations or amendments to the
or Gas Carrier Code (GC Code) existing Rules & Regulations become applicable
within 6 months after the date of issue.
- Fire Test Procedures Code (FTP Code) of
the International Maritime Organization 2.3 Scope and process of classification
(IMO)
2.3.1 Classification covers ship's hull,
- Codes on noise levels on board ships. appendages and machinery including electrical
systems to the extent as specified in these
- Related Resolutions of the IMO Assembly, Rules & Regulations. Classification does not
the Maritime Safety Committee (MSC) and guarantee the design or performance of a vessel
the Marine Environment Protection except for those aspects covered by the Rule
Committee (MEPC) of IMO. requirements and subject to the conditions of
operation of the vessel mentioned in 2.1.3.
In addition, the Unified Interpretations of IACS
(International Association of Classification 2.3.2 The classification process consists of :
Societies) related to the above IMO Conventions
and Codes are also to be complied with unless  A technical review of the design plans and
provided with written instruction to apply a related documents for a new vessel to verify
different interpretation by the flag Administration. compliance with the applicable Rules;
2.1.5 Where a vessel holds dual classification  Attendance at the construction of the vessel
with IRS and the periodical survey requirements in the shipyard by IRS surveyor(s) to verify
of the corresponding Society differ from those of that the vessel is constructed in accordance
the Rules of IRS, IRS may permit the with the approved design plans and
requirements of the corresponding Society being classification Rules;
applied, in so far as they are equivalent in
purpose or are no less stringent than the IRS  Attendance by IRS surveyor(s) at the
rule requirement. relevant production facilities that provide key
components such as the steel, engine,
2.1.6 The classification of a ship with IRS does generators and castings to verify that the
not exempt the owners from compliance with component conforms to the applicable Rule
any additional and/or more stringent requirements;
requirements issued by the Administration of the
state whose flag the ship is entitled to fly and  Attendance by IRS surveyor(s) at the sea
provision for their application. trials and other trials relating to the vessel
and its equipment prior to delivery to verify
2.1.7 It is the responsibility of the Owners to conformance with the applicable Rule
ensure that the operating and maintenance requirements;

Chapter 1 Part 1
 Upon satisfactory completion of the above, Beaufort force six associated with sea states
the builder’s/ shipowner’s request for the resulting in green water being frequently taken
issuance of a class certificate will be on board the ship's deck. However, it is realised
considered by IRS and, if deemed that this is largely a matter of judgment and
satisfactory, the assignment of class may be good seamanship and can vary for particular
approved and a certificate of classification ships.
issued;
2.5.5 Type notation : A notation indicating that
- Once in service, the owner is to submit the the ship has been designed and constructed
vessel to a clearly specified programme of with applicable Rules to that type of ship, e.g.
periodical class surveys, carried out "Bulk Carrier", "Oil Tanker", etc.
onboard the vessel, to verify that the ship
continues to meet the relevant Rule 2.5.6 Cargo notation : A notation indicating that
requirements for continuation of class. A the ship has been designed, modified or
classification survey is a visual examination arranged to carry one or more particular
that normally consists of an overall cargoes, e.g. "Phosphoric Acid". Ships with one
examination of the items identified in the or more particular cargo notations are not
Rules for survey, detailed check of selected thereby prevented from carrying other cargoes
parts on a sampling basis and witnessing for which they are suitable.
tests, measurements and trials where
applicable. 2.5.7 Special feature notation : A notation
indicating that the ship incorporates special
- When a Surveyor identifies corrosion, features which significantly affect the design,
structural defects or damage to hull, e.g. "movable decks".
machinery and/ or equipment which, based
on the Rules and in the opinion of the 2.5.8 Service restriction notation : A notation
Surveyor, affects the Ship’s class, remedial indicating that a ship has been classed on the
measures and/ or appropriate conditions of understanding that it will be operated only in
class are specified in order to retain class. suitable areas or conditions which have been
Conditions of class are requirements to the agreed to by IRS e.g. "Sheltered Water
effect that specific measures, repairs, Service".
surveys etc. are to be carried out within a
specified time limit in order to retain class. 2.5.9 Description: A ‘description’ may be
assigned to indicate the purpose or role of a
2.3.3 On application by Builder or Owner, vessel. In general, there would be no specific
certain installation, e.g. refrigerating machinery rule requirements to be complied with for
may be classed by IRS. assignment of a description. E.g. “Cutter Suction
Dredger” can be assigned to describe the vessel
2.4 Interpretations of the Rules type dredger.
2.4.1 The correct interpretation of the 2.6 Character of classification

requirements contained in the Rules and other
Regulations is the sole responsibility and at the 2.6.1 The following Characters and symbols are
sole discretion of IRS. assigned by IRS to indicate classification of
Steel Ships. (For explanation of abbreviations,
2.5 Definitions see Appendix I).
2.5.1 Clear water : Water having sufficient 2.6.2 Character SUL assigned to sea-going
depth to permit the normal development of wind vessels indicates that the hull and its
generated waves. appendages and equipment (i.e. anchors, chain
cable and hawsers) meet the Rule requirements
2.5.2 Fetch : The extent of clear water across for assignment of this Character of Class.
which a wind has blown before reaching the
ship. Guidance Note : Appendages to the hull referred
to in 2.6.2, 2.6.3 and 2.6.4 means the rudder &
2.5.3 Sheltered water : Water where the fetch rudder stock, rudder horn, sole pieces, propeller
is six nautical miles or less. nozzles, shaft brackets, skeg etc. which are
covered by the rule requirements.
2.5.4 Reasonable weather : Reasonable
weather is assumed to exclude winds exceeding

Page 9 of 33
___________________________________________________________________________________
2.6.3 Character SU (-) assigned to sea-going 2.7.3 Service restriction notation will generally
vessels indicates that the hull and its be assigned in one of the forms given below, but
appendages meet the Rule requirements but this does not preclude the Owners or
equipment (i.e. anchors, chain cable and Shipbuilders from requesting special
hawsers) is not supplied or maintained as per consideration for other forms of restrictions.
the relevant Rules but is considered by IRS to
be acceptable for particular service. a) Sheltered Water Service : Service in
sheltered water adjacent to sand banks,
2.6.4 Character SU assigned to sea-going reefs, breakwaters or other coastal features,
vessels indicates that the hull and its and in sheltered water between islands. The
appendages meet the Rule requirements but geographical limits will form part of the
where special consideration has been given for Class Notation.
reason of particular purpose of service and
normal equipment may be unnecessary. In such b) Restricted Water Service : Service in
cases letter 'L' is omitted from the Character sheltered waters and also for short
SUL. distances (generally less than 15 nautical
miles) beyond sheltered waters in
2.6.5 Character IY assigned to self-propelled 'reasonable weather'. The geographical
seagoing vessels indicates that the machinery limits will form part of the Class Notation.
meets the Rule requirements for assignment of
this Character of Class. c) Specified Coastal Service : Service along a
coast, during the course of which the vessel
2.6.6 The distinguishing mark inserted does not go more than 20 nautical miles
before a Character of Class (SUL, SU (-), SU, IY from the nearest land and may cross gulfs
as appropriate) is assigned to new ships where or similar features recognised by the local
the hull and its appendages, equipment and the Administration as a part of the coastal
machinery, as appropriate, are constructed service. The geographical limits will form
under special survey of IRS in compliance with part of the Class Notation, e.g. "Indian
the Rules to the satisfaction of IRS. Coastal Service".
2.6.7 The distinguishing mark inserted d) Specified Route Service : Service between
before a Character of Class (SUL, SU (-), SU, IY two or more points or other geographical
as appropriate), is assigned to vessels admitted features which will form part of the Class
in to IRS Class during the course of construction Notation.
and surveyed by an IACS Society.
e) Specified Operating Area Service : Service
2.6.8 The distinguishing mark inserted within one or more geographical area(s)
before a Character of Class (SUL, SU (-), SU, IY which will form part of the Class Notation.
as appropriate), is assigned to vessels admitted
into IRS Class at the time of delivery of the 2.8 Class notations - Machinery
vessel and constructed under the survey of an
IACS Society. 2.8.1 The class notations that may be assigned
by IRS are given in Appendix 1. IRS may
2.7 Class notations - Hull prescribe additional notations as found
necessary / expedient from time to time.
2.7.1 When requested by an Owner and agreed
to by IRS or when considered necessary by IRS, 2.9 Materials, components, equipment and
a class notation will be appended to the machinery
character of classification. This class notation
will consist of one of, or a combination of - a 2.9.1 The materials used in the construction of
type notation, a cargo notation, a special duties hull and machinery intended for classification, or
notation, a special features notation and/or a in the repair of ships already classed, are to be
service restriction notation, e.g. SUL of good quality and free from defects and are to
CHEMICAL TANKER, "Sulphuric Acid", ESP, be tested in accordance with the relevant Rules.
"Indian Coastal Service". The steel is to be manufactured by an approved
process at works recognized by IRS.
2.7.2 Details of the ship types and additional Alternatively, tests to the satisfaction of IRS will
class notations are given in Appendix 1 and be required to demonstrate the suitability of the
applicable Chapters in Pt.5 of the Rules. steel.

Chapter 1 Part 1
Consideration may be given by IRS to accept 2.11.3 Where such repairs are effected at a port
the works approved by IACS Member Societies where there is no Surveyor of IRS, the ship is to
with whom IRS currently has Cooperation be surveyed by one of its Surveyors at the
Agreements for this purpose. earliest opportunity.
2.9.2 Certification of materials, components, 2.11.4 Where repairs to hull, machinery or

equipment and machinery is carried out on basis equipment, which affect or may affect
of the following, considering IRS and/or IMO classification, are to be carried out by a riding
requirements, as applicable: crew, they are to be planned in advance. A
complete repair procedure including the extent
a) Type approval carried out by IRS. of proposed repairs and the need for Surveyor's
attendance during the voyage is to be submitted
b) Unit certification by IRS. to and agreed upon by the Surveyor reasonably
in advance. Failure to notify IRS, in advance of
c) Alternative Certification Scheme by IRS the repairs, may result in suspension of the
(see Section 4). vessel's class.
2.9.3 Mutual recognition of certificates, if type Where in any emergency circumstance,

approved by an IACS Member Society or emergency repairs are to be effected
European Union recognized organization based immediately, the repairs should be documented
on commonly agreed design requirements under in the ship’s log and submitted thereafter to IRS
Mutual Recognition Scheme between IRS and for use in determining further survey
the recognized organization, may also be used requirements.
as basis for certification of materials,
components, equipment and machinery. 2.12 Alterations
2.10 Request for surveys 2.12.1 Any alterations proposed to be carried

out to approved scantlings and arrangements of
2.10.1 It is the responsibility of the Builders or the hull, machinery or equipment are to meet
Owners, as applicable, to inform the Surveyors with the approval of IRS and for this purpose
of IRS in the port at which the surveys for plans and technical particulars are to be
supervision during new construction or ships in submitted for approval in advance. Such
service are to be undertaken and to ensure that approved alterations are to be carried out under
all surveys for issue of class certificate for new the inspection of, and to the satisfaction of, the
construction, and maintenance of class for ships Surveyors. If such alterations are carried out on
in service are carried out. items which may affect the classification of the
ship without informing IRS, the class of the
2.10.2 It is the responsibility of the Owner to vessel will be liable to be suspended except in
ensure that all surveys necessary for the the case of emergency repairs mentioned in
maintenance of class are carried out by due 2.11.4.
date. IRS will notify an Owner of upcoming
surveys and outstanding Conditions of Class 2.13 Classification of new constructions
before their becoming overdue. The non-receipt
of such notification, however, does not absolve 2.13.1 The request for classification of new
the Owner from his responsibility to comply with constructions is to be submitted to IRS by the
survey requirements for maintenance of class. shipyard or shipowner in the form provided by
IRS. The request is to include complete details
2.11 Repairs regarding class notation and statutory
certificates required, where applicable.
2.11.1 Any repairs to the hull, machinery and
equipment either as a result of damage or wear The IRS Rules in force on the date of contract
and tear which are required for the maintenance for construction of the vessel (See 2.14) will be
of ship's class are to be carried out under the applicable for classification, in general.
inspection of and to the satisfaction of the However, statutory requirements coming into
Surveyors. force after the date of contract for construction
may have to be complied with if they become
2.11.2 Where a vessel is damaged to an extent applicable based on any other criteria such as
resulting in towage outside port limits, it shall be the date on which vessel is constructed (keel
the Owners' responsibility to notify IRS at the laid).
first practicable opportunity.

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2.13.2 Where orders for major machinery and constructed in compliance with approved
equipment are placed on manufacturer or drawings, all required tests and trials are
suppliers, IRS will have to be informed. performed satisfactorily, workmanship is in
Responsibility for compliance with IRS Rules compliance with current engineering practices
and Regulations shall be with the and welded parts are produced by qualified
manufacturers/suppliers. welders.
Where relevant, the date of application for 2.13.6 All hull, machinery and electrical
certification of specific major machinery will also installations will be subjected to operational
be considered in addition to the date of contract trials in the presence of IRS Surveyor.
for construction of the vessel, for determining
the applicable rules for such machinery. 2.13.7 On completion of the ship copies of as
fitted plans showing the ship as built, essential
2.13.3 Plans and particulars as specified in the certificates and records, loading manual etc. are
Rules will have to be submitted to IRS in to be submitted by the Builder generally prior to
triplicate sufficiently in advance of issuance of the Interim Certificate of Class.
commencement of construction. One copy with
stamp of approval will be returned. Any 2.13.8 For each new construction the
deviation from approved drawings will require to shipbuilder is required to prepare and deliver a
be approved by IRS prior to execution of work. ship construction file containing documents /
plans / manuals etc. for facilitating the future
IRS reserves the right to request for additional inspection of survey, repair and maintenance as
plans, information or particulars to be submitted. detailed in Pt.3, Ch.1, Sec.3. Some of these
documents may be directly supplied by other
Where it is proposed to use existing previously parties e.g. shipowner, for inclusion in the ship
approved plans for a new contract, written construction file. The ship construction file is to
application is to be made to IRS. be maintained onboard each ship.
Approval of plans and calculations by IRS does 2.14 Date of contract for construction
not relieve the Builders of their responsibility for
the design, construction and installation of the 2.14.1 The date of “contract for construction” of
various parts, nor does it absolve the Builders a vessel is the date on which the contract to
from their duty of carrying out any alterations or build the vessel is signed between the
additions to the various parts on board deemed prospective owner and the shipbuilder. This date
necessary by IRS during construction or and the construction numbers (i.e. hull numbers)
installation on board or trials. of all the vessels included in the contract are to
2.13.4 IRS will assess the production facilities be declared to IRS by the party applying for the
and procedures of the shipyard and other assignment of class to a new building.
manufacturers as to whether they meet the
requirements of the construction Rules. 2.14.2 The date of “contract for construction” of
a series of vessels, including specified optional
Review of the construction facilities prior to any vessels for which the option is ultimately
steel work or construction shall be carried out exercised, is the date on which the contract to
under the following circumstances: build the series is signed between the
prospective owner and the shipbuilder.
a) Where IRS has none or no recent experience
of the construction facilities – typically after a For the purpose of this requirement, vessels
one year lapse – or when significant new built under a single contract for construction are
infrastructure has been added. considered a “series of vessels” if they are built
to the same approved plans for classification
b) Where there has been a significant purposes. However, vessels within a series may
management or personnel re-structuring having have design alterations from the original design
an impact on the ship construction process, or provided:
c) Where the shipbuilder contracts to construct a
vessel of a different type or substantially a) Such alterations do not affect matters
different in design. related to classification, or
2.13.5 During construction of a vessel, IRS will b) If the alterations are subject to classification
ensure by surveys that parts of hull and requirements, these alterations are to
machinery requiring approval have been comply with the classification requirements

Chapter 1 Part 1
in effect on the date on which the alterations 2.16 Appeal from Surveyors' recommen-
are contracted between the prospective dations
owner and the shipbuilder or, in the absence
of the alteration contract, comply with the 2.16.1 If the recommendations of the Surveyors
classification requirements in effect on the are considered in any case to be unnecessary
date on which the alterations are submitted or unreasonable, appeal may be made to IRS,
to IRS for approval. who may direct a special examination to be
held.
The optional vessels will be considered part of
the same series of vessels if the option is 2.17 Certificates
exercised not later than 1 year after the contract
to build the series was signed. 2.17.1 Certificates of Class will be issued to
Builders or Owners when the required reports
2.14.3 If a contract for construction is later on completion of Special Surveys of new ships
amended to include additional vessels or or of existing ships submitted for classification
additional options, the date of “contract for have been received from the Surveyors and
construction” for such vessels is the date on approved by IRS.
which the amendment to the contract, is signed
between the prospective owner and the 2.17.2 The Surveyors are permitted to issue
shipbuilder. The amendment to the contract is to Interim Certificates to enable a ship, classed
be considered as a “new contract” to which with IRS, to proceed on her voyage provided
2.14.1 and 2.14.2 above apply. that, in their opinion, she is in a fit and efficient
condition. Such Certificates will contain
2.14.4 If a contract for construction is amended Surveyors' recommendations for continuance of
to change the ship type, the date of “contract for Class, but in all cases are subject to
construction” of this modified vessel, or vessels, confirmation by IRS.
is the date on which revised contract or new
contract is signed between the Owner, or 2.17.3 Individual Certificates can also be issued
Owners, and the shipbuilder. for propelling machinery, boilers, equipments
and fittings which have been manufactured
2.15 Date of build under IRS Survey and in accordance with these
Regulations.
2.15.1 The date of completion of the special
survey inspection will normally be taken as the 2.17.4 It is the responsibility of the owner to
date of build to be entered in the Register Book. ensure that the validity of class and statutory
certificates is maintained.
Where there is a substantial delay between
completion of construction survey and the ship 2.18 Suspension, withdrawal and deletion of
commencing service, the date of commissioning class
may be specified on the classification certificate.
2.18.1 Suspension
When modifications are carried out on a ship,
the initial date of build remains assigned to the 2.18.1.1 The class of a vessel will be
ship. automatically suspended from the expiry date of
the Certificate of Class or by the expiry date of
2.15.2 When a complete replacement or any extension granted, if the special survey has
addition of a major portion of the ship (e.g. fwd. not been completed by the due date and an
section, midship section or aft section) is extension (See Ch.2, 1.11) has not been agreed
involved, the following applies: to, or the vessel is not under attendance by the
Surveyor with a view to complete the surveys
- Date of build assigned to each portion of the prior to resuming service.
ship will be indicated on the classification
certificate, and the date of modification will 2.18.1.2 The class of a vessel will also be
be indicated in the Register Book. automatically suspended if the annual,
intermediate survey become overdue unless the
- Survey requirements shall be based on the vessel is under attendance by the surveyor for
date of build associated with each major completion of survey. (See Pt.1 Ch.2, Table
portion of the ship. 1.1.1 for due dates and window period). Where

Page 13 of 33
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any ship proceeds to sea without having Rules prior to surveys becoming overdue will not
completed Surveyor’s recommendations which be suspended when surveys addressed above
were required to be dealt with before leaving become overdue.
port, the ship’s class will be suspended.
However, ships which are laid up after being
2.18.1.3 When the surveys relating to specific suspended as a result of surveys becoming
additional notations of hull or equipment or overdue, will remain suspended until the
machinery have not been complied with and overdue surveys are completed.
thereby the ship is not entitled to retain that
notation, then the specific notation will be 2.18.1.12 The ship’s class may be suspended if
suspended till the related surveys are the owner does not implement the lay-up
completed. maintenance program and /or lay-up surveys
(Ch.2, Sec. 1.3) are not carried out by due date.
2.18.1.4 The class of a vessel will be subject to
a suspension procedure if an item of continuous 2.18.1.13 When a vessel is intended for a
survey is overdue at the time of annual survey, demolition voyage with any periodical survey
unless the item is dealt with or postponed by overdue, the vessel’s class will not be
agreement. suspended till completion of a single direct
ballast voyage from the lay up or final discharge
2.18.1.5 The class of the vessel will also be port to the demolition yard.
subject to a suspension procedure if conditions
of class are not dealt with by the due date or 2.18.1.14 Force Majeure : If, due to
postponed by agreement, by the due date. circumstances defined in Chapter 2, 1.11.3, the
vessel is in a port where the overdue surveys
2.18.1.6 The class of a ship is liable to be cannot be completed at the expiry of the periods
withheld or, if already granted, may be allowed above, IRS may allow the vessel to sail,
withdrawn in case of any non-payment of fees or in class, directly to an agreed discharge port,
expenses chargeable for the service rendered. and if necessary, thereafter in ballast, to an
agreed port at which the survey will be
2.18.1.7 Where any ship proceeds to sea with completed, provided:
less freeboard than that approved by IRS or
when the freeboard marks are placed higher on a) Re-examination of the ship’s record is
the ship's sides than the position assigned or carried out by IRS,
approved by IRS, the ship's class will be
suspended. b) IRS carries out the due and/or overdue
surveys and examination of Conditions of
2.18.1.8 When it is found that a ship is being Class at the first port of call when there is an
operated in a manner contrary to that agreed at unforeseen inability of IRS to attend the
the time of classification, or is being operated in vessel in the present port, and
conditions or in areas more onerous than those
agreed, the class will be suspended. c) IRS is satisfied that the vessel is in condition
to sail for one trip to a discharge port and
2.18.1.9 The class of a vessel will be liable to be subsequent ballast voyage to a repair facility
suspended if the Owner fails to notify IRS of any if necessary (where there is unforeseen
damage to the ship‘s hull, machinery or inability of IRS to attend the vessel in the
equipment, which may adversely affect present port, the master is to confirm that
classification of the vessel or subsequently fails the ship is in condition to sail to the nearest
to arrange for the survey as may be advised by port of call).
IRS.
The scope of the overdue surveys will be based
2.18.1.10 The class of a vessel will be on the survey requirements applicable to the
suspended after a major casualty to the ship, vessel at the original due date and not based on
such as grounding, sinking or breaking up, if the the age of the vessel when the survey is carried
Owner is unable to arrange for the ship’s survey out. Such surveys will be credited from the date
by IRS and commence repairs within a originally due.
reasonable period of the occurrence of the
casualty, unless otherwise agreed to with IRS. If class has already been automatically
suspended in such cases, it may be reinstated
2.18.1.11 Vessels laid up in accordance with the subject to the conditions prescribed above.

Chapter 1 Part 1
2.18.1.15 When a vessel is intended for a single 2.18.2.3 When the Regulations as regards
voyage from laid-up position to a repair yard or surveys on the hull or equipment or machinery
another place of lay-up with any periodical have not been complied with and the ship
survey overdue, the vessel’s class suspension thereby is not entitled to retain her class, the
may be held in abeyance and consideration may class will be withdrawn and the notation "Class
be given to allow the vessel to proceed on a withdrawn" (with date) will be made in the
single direct ballast voyage from the site of lay subsequent reprints of the Register Of Ships.
up to a repair yard or another place of lay-up, This entry will continue till the ship’s class is
upon agreement with the Flag Administration reinstated or deleted.
and Port authorities, provided IRS finds the
vessel in satisfactory condition after surveys, the 2.18.2.4 The withdrawal of a vessel will be
extent of which are to be based on surveys confirmed in writing to the Owner and the Flag
overdue and duration of lay-up. A short-term State, where applicable.
Class Certificate with conditions for the intended
voyage may be issued. This is not applicable to 2.18.3 Deletion of Class
vessels whose class was already suspended
prior to being laid-up. 2.18.3.1 A ship will be considered to “cease to
exist” when it is destroyed by scrapping or by
2.18.1.16 Classification will be reinstated upon sinking to unsalvageable depths or abandoned
satisfactory completion of overdue survey. The by the owner.
scope of the overdue surveys will be based on
the survey requirements applicable to the vessel 2.18.3.2 A ship can also be considered to
at the original due date and not based on the “cease to exist” when it is broken up either by
age of the vessel when the survey is carried out. grounding or due to structural failure or due to
Such surveys will be credited from the date actions of war or sabotage.
originally due. Such surveys will be credited
from the date originally due. However, the 2.18.3.3 Ship’s class will be deleted when it
vessel will remain dis-classed from the date of ceases to exist.
suspension until the date class is reinstated.
2.19 Reclassification of ships
2.18.1.17 The Owners and the Flag State,
where applicable, would be informed in writing, 2.19.1 When Owners request for reclassification
of the suspension and reinstatement of of a ship for which the class previously assigned
Classification. has been withdrawn, IRS will require a Special
Survey for Reclassification to be held by the
2.18.2 Withdrawal Surveyors. The extent of the survey will depend
upon the age of the ship and the circumstances
2.18.2.1 Ship’s class will be withdrawn, at the of each case.
end of six months of suspension, if the Owner
has not commenced any action to reinstate the 2.19.2 If the ship is found or placed in good and
ship’s class. A longer suspension period may be efficient condition in accordance with the
granted in the following cases when the vessel requirements of the Rules and Regulations at
is: the Special Survey for Reclassification, IRS may
decide to reinstate her original class or assign
a) not trading and awaiting attendance for such other class as considered appropriate.
reinstatement of class; or
2.19.3 The date of reclassification will appear in
b) laid up; or the supplement to the Register Of Ships and the
subsequent issue of Register Of Ships.
c) awaiting disposal, in the event of a casualty.
2.20 Fleet Quality Monitoring
2.18.2.2 When the class of a ship holding IRS
class, is withdrawn by IRS in consequence of a 2.20.1 The Fleet Quality Monitoring system of
request from the Owners, the notation "Class IRS is aimed at maintaining and improving the
withdrawn at Owners' request" (with date) will be quality of the classed fleet by according special
made in the subsequent reprints of the Register attention to certain vessels. .
Of Ships. This entry will continue till the ship’s
class is reinstated or deleted. 2.20.2 Vessels requiring special attention are

Page 15 of 33
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identified either for ‘condition monitoring’ or 2.20.6 In case the vessel is not maintained
‘condition improvement’ based on multiple risk satisfactorily and there are repeated failures,
criteria through a computer program. Vessels e.g. multiple PSC detentions, then procedure for
may also be identified manually based upon withdrawal of class could be initiated.
feedback from the attending surveyors.
2.21 Transparency of classification and
2.20.3 Vessels identified for ‘condition statutory information
monitoring’ would not be subjected to any
additional survey, but would be monitored during 2.21.1 The classification and statutory
the class/ statutory surveys. information which may be released to
Shipowners, Flag State, Port state, Insurance
2.20.4 Vessels identified for ‘condition company and Shipyards as relevant and the
improvement’ would be subjected to additional conditions for their release are indicated in
surveys for which owners are to make Table 2.21.1. For oil tankers and bulk carriers
necessary arrangements. Additional surveys are subject to SOLAS Chapter II-1, Part A-1,
intended to identify areas requiring attention and Regulation 3-10, refer to IRS Rules for Bulk
to ensure that corrective actions are taken to Carriers and Oil Tankers, Volume 1, Part 1,
improve the condition of the vessel and brought Chapter 1. In general, information on items
back to satisfactory condition to the satisfaction which are not restricted are freely available on
of the surveyor. the IRS website ‘www.irclass.org’.
2.20.5 Vessels which have undergone additional Note : The European Commission (EC)/
surveys towards ‘condition improvement’ would European Maritime Safety Agency (EMSA) may
be kept under ‘condition monitoring’, till the next be provided with Classification and Statutory
class/ statutory periodical survey and removed information, when requested, as available to the
from the list, once effectiveness of upkeep and flag state (as in Table 2.21.1.).
maintenance is verified.

Chapter 1 Part 1
Table 2.21.1 : Transparency of information

Information available to:
Information in Question Owners Flag Port Insurance Ship
State State Company* Yards
1. Class Societies Standing
Documents:
Rules and Guidelines (Class and 1 1 1 1 1
statutory requirements)
Instructions to Surveyors 1
Quality Manual 1 1 1 1 1
Register Book 1 1 1 1 1
2. Ship Related Information:
A. New Buildings
Approved Drawings 6 1 7
Formal Approval Letters 1 7
Certificates of Important Equipment 2 7
B. Ships in Operation:
Date (month and year) of all class 7 1 1 1

surveys
Expiry Date of Class Certificate 7 7 1 1
Certificates/Reports 7 1 6 5
Overdue Surveys 7 7 1 1
Text of Conditions of Class 7 1 1 5
Text of Overdue Conditions of Class 7 1 1 1
Executive Hull Summary 7 3 3 3

Statutory Services
Due Dates of Statutory Surveys 7 7 1 1
Expiry Date of Statutory Certificates 7 7 1 1
Registered Statutory Conditions 7 7 1 5**
Overdue Statutory Conditions 7 7 1 1**
3. Other Information:
Correspondence File with Yard 6 6 5&6
and/or Owner
Audit of Class Societies QA System 4 4 4 4
Class Transfer Reporting 7 7 7 7

Class Withdrawal Information 7 7 7 7
* Insurance Company means P&I Clubs and Hull Underwriters

** Unless prevented by the agreement with the Flag State
KEY:
1. Available upon request
2. At delivery of the ship by Shipyard
3. Available under visit on board
4. Result of audit available on request
5. When accepted by Owners – or through special clause in insurance contract
6. When accepted by Owner (Master) or Shipyard as applicable
7. Automatically available

Page 17 of 33
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Section 3
Classification of Ships not Built under the Survey of

3.1 General procedure for classification of b) In case of vessels 15 years of age and over
ships not built under survey of IRS
 only after the previous society has
3.1.1 Plans of hull and machinery, as listed in completed all overdue surveys and all
3.2.1 to 3.2.5 or equivalent, together with overdue conditions of class issued
torsional vibration calculations, where earlier.
applicable, are to be submitted for approval.
Alternative technical data in lieu of specific plans 3.1.3 For vessels not built under survey of IRS
or items may be accepted. It is preferable to but subsequently taken in class with the above
have the plans approved before the procedure, the mark signifying the survey during
classification survey is commenced. In case of construction will be omitted.
transfer of class from an IACS member society/
adding dual class with an IACS member society, 3.1.4 Once a vessel has been taken into IRS
only copies of plans or equivalent (as listed in class, periodical surveys are subsequently to be
3.2.1 to 3.2.5) are to be submitted to IRS. held as per these rules.
3.1.2 Full special classification surveys would 3.2 Plans and data to be furnished
require to be carried out by IRS Surveyors in
order to satisfy themselves regarding the 3.2.1 Plans of hull and equipment showing the
workmanship and condition of the ship and to main scantlings and arrangements of the actual
verify the approved scantlings and ship and any proposed alterations are to be
arrangements. The scope of these surveys may, submitted. These should normally comprise of
however, be modified in the case of vessels built the following plans:
under the Special Survey and holding valid
certificates of class of classification societies For information
subject to verification of compliance with IACS
QSCS and the vessels are in full compliance - General arrangement
with all applicable and relevant IACS
resolutions. Prior to commencement of survey - Capacity plan
by IRS, documentary evidence of all hull and
machinery classification surveys held by the - Hydrostatic Curves
other society subsequent to last special survey
carried out are to be produced. In such cases, a For approval
special survey notation will not be assigned in
conjunction with the classification survey. The - Midship section
next special survey therefore would become due
five years from the special survey held by the - Longitudinal section and decks
other society and not five years from
classification with IRS. - Shell expansion plan
In cases of transfer of class from another society - Transverse Bulkheads

to single class of IRS, the interim certificate of
class or any other documents enabling the ship - Sternframe
to trade, can be issued :
- Rudder and Rudder Stock
a) In case of vessels less than 15 years of age
- Loading manual, where required
 only after IRS has completed all
overdue surveys and overdue conditions - Loading instrument details
of class issued earlier, as specified to
the Owner by the previous society. - Stability booklet

Chapter 1 Part 1
- Damage stability calculations, where

required - Additional plans for oil tankers
- Hatch Covers - Pumping arrangements at the forward

and after ends and drainage of
- Fire detection, fighting and extinction cofferdams and pump rooms
and such other plans as may be
requested. - General arrangement of cargo piping in
tanks and on decks
3.2.2 It would normally be expected that
particulars of the process of manufacture and - Additional plans for vessels with Unattended
testing of material of construction are furnished. Machinery Spaces
Consideration will however be given to waiving
this where such particulars are not readily - Description and/or block diagram of
available, provided it can be established that the method of operation of the control
relevant vessel has been originally built under system
special survey of an established classification
society and continues to be so classed with an - Line diagrams of the control system for :
established classification society. In the case of
vessels which have been originally built under main propelling machinery and essential
the special survey of an established auxiliaries
classification society but subsequently not
maintaining class, it should additionally be bilge level systems
possible to reasonably ascertain that no
changes that would significantly affect the cargo pumping for tankers
material specifications have taken place.
boiler controls
3.2.3 Following machinery plans together with
the particulars of the materials used in the fire detection
construction of the boilers, air receivers and
important forgings should be furnished: fire prevention, including details in way
of fuel oil pressure pipes
For information
overall alarm system including test
- General machinery lay-out schedule
For approval - Additional plans for vessels with Ice Class

notations:
- Thrust, intermediate and propeller
shafting - Plans for flexible couplings and/or
torque limiting shafting devices in the
- Propeller propulsion line shafting (or manufacturer
make, model and rating information)
- Main engines, propulsion gears and
clutch systems (or manufacturer make, 3.2.4 Calculations of torsional vibration
model and rating information) characteristics of the main propelling machinery
are to be furnished specially for ships which
- For steam turbine engines, main boilers, have been in service for less than about 2 years.
superheaters and economisers (or
manufacturer make, model and rating 3.2.5 In addition to the requirements of 3.2.1 to
information) and steam piping 3.2.4, additional plans would require to be
submitted in accordance with applicable
- Bilge and ballast piping system Chapters of Pt.5 of the Rules for vessels with
additional class notations.
- Wiring diagram
3.2.6 In cases where the vessel has been
- Steering gear systems, piping and previously classed by IRS or a Classification
arrangements and steering gear Society subject to verification of compliance with
manufacturer make and model IACS QSCS and the vessel is in full compliance
information with all applicable and relevant IACS

Page 19 of 33
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resolutions, the approval of plans may be complies with any retroactively applicable
specially considered subject to confirmation of classification or statutory requirements which
no alteration/ modification to the vessel. In such came into effect subsequently.
cases, it is to be also verified that the vessel
Section 4
Alternative Certification Scheme based upon

Quality Management Systems
4.1 General manufacturer’s standard quality control

procedures in order to meet the Rules.
4.1.1 Alternative Certification Scheme (ACS) is The components are to be stamped with
a certification scheme involving a manufacturer a special stamp supplied by IRS or
(and associated sub-suppliers, if needed) in the identified as required by IRS.
inspection, testing and certification of the
manufacturer’s products. - The manufacturer has a standard
quality control that covers all required
4.1.2 An ACS will clarify: inspection, testing and certification in
compliance with the Rules. Traceability
- The extent of the required inspection and the required type of product
and testing; document for components or products
will be defined in the ACS.
- To which extent and under which
conditions the manufacturer may 4.3 Conditions for approval
perform all or parts of the required
inspection and testing without the 4.3.1 The conditions for the manufacturer to be
presence of a Surveyor from IRS when granted the permission to carry out inspection
an IRS Certificate is required. and testing without the presence of a Surveyor
are as follows:
4.1.3 The extent to which the manufacturer is
given permission to carry out inspections and - The manufacturer has an implemented
testing without the presence of a Surveyor Quality System according to a national
would be agreed on a case by case basis, e.g. or international standard (like ISO 9000
for a specific product production line or for series of standards) approved by an
specific parts. accredited certification body or
recognized by IRS.
4.2 Scope
- The manufacturer has a quality control
4.2.1 An ACS may be arranged with product system, current drawings, and Rules
manufacturers and/ or sub-suppliers. and standards that cover the product to
be certified.
4.2.2 An ACS with a manufacturer would define
the handling of subcontracted parts (those that - The inspection and testing required by
require IRS or work certificates or in any other the Rules are either standard
way are addressed in the Rules). The sub- procedures in the Quality System and
supplier may be included in the ACS of the recognized by IRS or specified in detail
manufacturer or have his own ACS or deliver in the ACS.
parts that are inspected and certified by the IRS.
- The manufacturer is to demonstrate
4.2.3 An ACS that permits the manufacturer to that the firm has experience consistent
carry out all or parts of required inspection and with technology and complexity of the
testing without the presence of a Surveyor may product for which approval is sought
be arranged in two versions with regard to and that firm's products have been of a
traceability: consistently high standard.
- The ACS describes inspection, testing - IRS would initially ascertain the
and certification additional to the manufacturer’s compliance with the

Chapter 1 Part 1
ACS requirements by verifying the

required product and process approvals - Quality control plans relevant to the
and performing an initial audit. Follow- products and relevant components to be
up and renewal audits would be certified through the alternative
conducted by IRS on a regular basis to certification scheme. Said plans are to
verify that conditions of the ACS are detail the inspections and tests required
continuously maintained by the by the Rules with an indication of which
manufacturer. inspections and tests are delegated to
the manufacturer and which are to be
- If work certificates (W) or test reports done in the presence of an IRS
(TR) are found not to fulfill the standards Surveyor.
agreed with IRS, the component may
not be accepted. - The procedures relevant to the quality
control and inspections, their methods,
- The agreed ACS may be suspended frequency and certification;
or cancelled when/ if found justified by
IRS. - The quality system details;
- IRS may carry out unscheduled - The system used for identification and
inspections at the manufacturer and/or traceability;
subcontractor at its own discretion.
- List of nominated personnel for:
- The manufacturers (and designers, if
producing under license) are to commit - Marking/stamping of products;
themselves to involve IRS when
changes to the design, manufacturing - Tests and Inspection
process or testing are made as well as (responsible);
when any major production problems or
any major product delivery problems - Provision of data and
have occurred. information (e.g. declaration of
conformity, test reports etc.).
4.4 Information to be submitted
- Any other additional documents that
4.4.1 For admission to an alternative certification IRS may require in order to evaluate the
scheme for a product, the manufacturer is to manufacturing processes and product
submit an application enclosing the following quality control.
documentation/ information:
4.5 Approval and maintenance of approval
- Description of the products for which
certification is required including, where 4.5.1 After receipt and appraisal of the
applicable, model or type number; information required by 4.4, an initial audit of the
Works would be carried out by the Surveyors.
- Applicable plans, details of materials This audit is to verify that the manufacture of the
used and procedures relevant to the product and the relevant controls are performed
manufacturing process; in accordance with the documents submitted
and are in compliance with the requirements laid
- An outline description of all important down in the Rules.
manufacturing equipment and plant;
4.5.2 The ACS validity is for 5 years. At least
- A list of suppliers of materials with an one intermediate audit would be carried out by
indication of their class approval (as far IRS during the validity of the ACS. Annual
as required by the Rules) and the type surveillance audits would be carried out as
of material certification in each case; necessary, depending upon the complexity of
the products and experience with the firms. The
- The list of main components of the ACS may be renewed subject to an audit. The
product, including certificates. scope of the renewal audit would be as follows:
- Existing class approvals of the - verify the conditions of the ACS are
manufacturer’s products as far as still met;
required;

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- verify that the current products and 4.5.3 A Quality Assurance Certificate would be
processes are appropriately controlled. issued by IRS on satisfactory completion of the
initial/ renewal audit.
Appendix 1
Table of characters of class and type notations of IRS, their expanded form and significance
Abbreviation Expanded Form Significance
Characters of Class
Denotes vessels which are classed with Indian
Register of Shipping where the hull and its
SUL SARVOUTAM LANGER
appendages and equipment (i.e. anchors, chain
cables, hawsers) meet the Rule requirements.
Denotes vessels which are classed with IRS where
the hull and its appendages meet the rule
requirements but when the equipment of ship is not
SU (-) SARVOUTAM (-)
supplied or maintained as per the relevant Rules but is
considered by IRS to be acceptable for particular
service
Denotes vessels which are classed with IRS where
the hull and its appendages meet the rule
SU SARVOUTAM requirements but where for reason of their particular
purpose or service normal equipment may be
unnecessary
Denotes that for self propelled seagoing vessels, the
IY INDIAN YANTRA machinery installation complies with the applicable
requirements of Indian Register of Shipping
This distinguishing mark inserted before a Character
of Class is assigned to new ships where the hull and
its appendages, equipment and the machinery as
SWASTIKA
appropriate, are constructed under special survey of
IRS in compliance with the Rules to the satisfaction of
IRS
The distinguishing mark inserted before a Character of
Class (SUL, SU (-), SU, IY as appropriate), is
assigned to vessels admitted in to IRS Class during
the course of construction and surveyed by an IACS
Society.
The distinguishing mark inserted before a Character of
Class (SUL, SU (-), SU, IY as appropriate), is
assigned to vessels admitted into IRS Class at the
time of delivery of the vessel and constructed under
the survey of an IACS Society.
When a Class Notation is enclosed within brackets, it
[ ] indicates that applicable arrangements exist on board
but the notation has been temporarily suspended

Chapter 1 Part 1

Class Notations - Hull
Service in sheltered water adjacent to sand banks,
Sheltered Water Service reefs, breakwaters or other coastal features, and in
sheltered water between islands
Service in sheltered waters and also for short
Restricted Water Service distances (generally less than 15 nautical miles)
beyond sheltered waters in 'reasonable weather'
Service along a coast, during the course of which the
vessel does not go more than 20 nautical miles from
the nearest land and may cross gulfs or similar
Specified Coastal Service features recognised by the local Administration as a
part of the coastal service. The geographical limits will
form part of the Class Notation, e.g. "Indian Coastal
Service"
Service between two or more points or other
Specified Route Service geographical features which will form part of the Class
Notation
Service within one or more geographical area(s) which
Specified Operating Area Service
will form part of the Class Notation
Denotes that the ship is strengthened for first year ice
conditions in Northern Baltic in winter or areas of
HAT(B) HIMA ATITIVRA (B)
similar ice with condition equivalent to unbroken level
ice with a maximum thickness of 1.0 metre
HT(B) HIMA TIVRA (B)
HM(B) HIMA MADHYAM (B)
Ha(B) HIMA ALPA (B)
Denotes that the ship is strengthened for light first
Ha HIMA ALPA
year ice conditions in areas other than Northern Baltic
Denotes that the ship is strengthened for year-round
PC1 Polar Class 1
operation in all polar waters according to Pt.5, Ch.32
PC2 Polar Class 2 operation in moderate multi-year ice conditions
according to Pt.5, Ch.32
PC3 Polar Class 3 operation in second-year ice which may include multi-
year ice inclusions according to Pt.5, Ch.32
PC4 Polar Class 4 operation in thick first-year ice which may include old
ice inclusions according to Pt.5, Ch.32

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PC5 Polar Class 5 operation in medium first-year ice which may include
old ice inclusions according to Pt.5, Ch.32
Denotes that the ship is strengthened for summer /
PC6 Polar Class 6 autumn operation in medium first-year ice which may
include old ice inclusions according to Pt.5, Ch.32
Denotes that the ship is strengthened for summer /
PC7 Polar Class 7 autumn operation in thin first-year ice which may
include old ice inclusions according to Pt.5, Ch.32
Vessel complies with requirements of enhanced
ESP
survey programme
Denotes that the ship complies with the requirements
SAMATARANA for survival capability (floatability in damaged
STS
STHIRATVA condition) in accordance with Chapter 3 of IMO
Resolution MSC 235(82)
This will be entered in the Register of Ships where the
scantlings and arrangements have been approved for
heavier cargo loadings in any hold filled up to the top
"Strengthened for heavy cargoes"
of the hatch coaming with cargo at a stowage rate of 
1 [m3/tonne], when the draught in way of the hold is 80
per cent of the maximum permissible draught or more
This will be entered in the Register of Ships when in
"Hold(s) ...(to be specified)......... may be association with the carriage of heavy cargoes,
empty" specified holds are permitted to be empty with the ship
in the fully loaded condition
This will be entered in the Register Of Ships for
vessels with erected platforms or landing area
HELDK designed for helicopter landings in accordance with
applicable requirements of Part 5, Chapter 27 of the
Rules
Denotes that the ship is equipped with emergency
EMERGENCY TOWING towing arrangements in accordance with the
ETA
ARRANGEMENT requirements given in Part.5, Chapters 2, 3 or 4 of the
Rules
Denotes that the ship is equipped with a loading
computer capable of ascertaining and comparing with
Load Comp (1) LOADING COMPUTER (1) the permissible limits, the hull girder loads in still water
in any loading condition as required by Pt.3, Ch.5 and
Pt.5, as applicable, of the Rules
Denotes that in addition to the requirements for Load
Comp (1) mentioned above, the ship's loading
computer is capable of performing intact stability
Load Comp (2) LOADING COMPUTER (2)
calculations for any loading condition to verify
compliance with the applicable requirements indicated
in Pt.3, Ch.1 of the Rules
Denotes that in addition to the requirements for Load
Comp (2) mentioned above, the ship's loading
Load Comp (3) LOADING COMPUTER (3)
computer is capable of performing the stability
calculations in damaged condition

Chapter 1 Part 1

Denotes that in addition to the requirement for Load
LOADING COMPUTER Comp (2) mentioned above, the ship's loading
Load Comp (4)
(4) computer is capable of performing both stability and
strength calculations in damaged condition
Denotes that the examination of the ship's bottom and
related items may be carried out while the ship is
INWATER SURVEY
afloat in accordance with the applicable requirements
indicated in Pt.1, Ch.2, Sec.7.2
Denotes that the vessel complies with the
requirements of the IRS Classification Note “Extended
EDD (X) Dry-Docking Scheme”, and is fit for service with an
extended interval of ‘X’ years between successive dry-
dockings.
This will be entered in the Register of Ships for
vessels which are designed and constructed solely for
"For carriage of cement in bulk"
carriage of cement in bulk and the scantlings and
arrangements have been approved accordingly
This notation will be assigned to ships complying with
DWA the requirements of Pt.3, Ch.15, Sec.8 for anchoring
in deep and unsheltered waters.
Class Notations - Machinery
Denotes that the vessel is fitted with standard
SINGLE POINT
SPM arrangements for single point mooring as per Pt.5,
MOORING
Ch.28 of the Rules
When bulk carriers, oil tankers, oil or ore carriers and
oil or bulk carriers are of double hull construction, in
DOUBLE HULL the entire cargo area (See Ch.2, Sec.1), the main
class notations described above will be appended by
notation ‘DOUBLE HULL’
Denotes that the propulsion and auxiliary machinery
can be controlled and monitored with continuous
CENTRALIZED supervision from a Centralized Control Station as
CCS
CONTROL STATION detailed in Pt.4, Ch.7. It also denotes that the control
engineering equipment has been arranged, installed
and tested in accordance with Rules.
Denotes that the ship can be operated with the
SWACHALIT YANTRIK machinery spaces unattended in accordance with the
SYJ
JAHAZ applicable requirements of Part 5, Chapter 22 of the
Rules
Denotes that the refrigerated cargo installation of a
HY HIMIKAR YANTRA ship complies with the applicable requirements of Part
5, Chapter 23 of the Rules
Denotes that the refrigerated cargo installation is
capable of cooling down fruit in general or a catch of
HY* HIMIKAR YANTRA*
fish and complies with the applicable requirements of
Part 5, Chapter 23 of the Rules

Page 25 of 33
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Denotes that the reliquefaction or refrigeration
installation fitted on a classed liquefied gas carrier for
HY(LGC) HIMIKAR YANTRA (LGC) cargo temperature and pressure control complies with
the applicable requirements of Part 5, Chapter 4 of the
Rules
This notation is assigned to ships classed with Indian
Register of Shipping intended for (i) carriage of oil in
bulk or (ii) carriage of liquid chemicals in bulk. It
NV NIPRABHAV VASHPA denotes that the cargo spaces can be inerted by
means of an inert gas system which has been
approved, installed and tested in accordance with the
relevant Rules
Denotes that the ship is equipped for early stage fire
AGNI 1 fighting and rescue operations close to structures
including means for self protection of the vessel
Denotes that the ship is equipped for continuous
AGNI 2 AGNI SHAMAK fighting of large fires and for cooling of structures on
fire including means for self protection of the vessel
Denotes that the ship is equipped for continuous
AGNI 3 fighting of large fires and for cooling of structures on
fire and of greater capacity than for "AGNI 2"
Denotes that the ship is fitted with automatic controls
DYNAMIC POSITIONING
DP (0) for position keeping and/or heading without joystick
(0)
system back-up as per Pt. 5, Ch. 24 of the Rules
DYNAMIC POSITIONING for position keeping and/or heading, an independent
DP (1)
(1) joystick system back-up and a position reference
back-up as per Pt.5, Ch.24 of the Rules
DYNAMIC POSITIONING of position keeping and/or heading with automatic
DP (2)
(2) standby controls and redundancy in design and
equipment as required by Pt.5, Ch.24 of the Rules
for position keeping and/or heading with automatic
DYNAMIC POSITIONING standby controls, redundancy in design and
DP (3)
(3) equipment and physical separation of components in
different compartments as per Pt.5, Ch.24 of the
Rules
The additional class notation ‘BD’ will be assigned to
ships which comply with the requirements of
BD Bridge Design
ergonomic bridge design and layout in accordance
with Pt.5 Ch.31 of the Rules
The additional class notation ‘BDS’ will be assigned to
ships which comply with the requirements of
BDS Bridge Design and Systems ergonomic bridge design and layout, navigation
equipment and related systems in accordance with
Pt.5 Ch.31 of the Rules

Chapter 1 Part 1

The additional class notation ‘IBS’ will be assigned to
ships fitted with an Integrated Bridge System in
accordance with the requirements given in Pt.5, Ch.31
of the Rules. Integrated Bridge System allows
simplified and centralized bridge operation of the main
functions of navigation, manoeuvring and
communication, as well as monitoring from the bridge
IBS Integrated Bridge System of other functions such as:
- Passage execution
- Communication system
- Monitoring of the machinery installation
- Pollution monitoring
- Monitoring of HVAC for passenger ships
- Safety and security.
Denotes that the ship has diving support capability

DIVING SUPPORT
DSV and is equipped with diving systems in accordance
VESSEL
with the requirements of Pt. 5, Ch. 26 of the Rules.
The additional notation DIV-SURF will be assigned to
DIVING SYSTEMS-
DIV-SURF surface diving systems in accordance with Pt. 5, Ch.
SURFACE
26 of the Rules.
The additional notation DIV-SAT will be assigned to
DIVING SYSTEMS-
DIV-SAT saturation diving systems in accordance with Pt. 5,
SATURATION
Ch. 26 of the Rules.
Denotes that the machinery is subject to a system of
PLANNED MAINTENANCE
PMS planned maintenance and surveys in accordance with
SYSTEM
Part 1, Chapter 2, Section 14 of the Rules
Denotes that the machinery is subject to condition
PLANNED MAINTENANCE
monitoring as part of the planned maintenance system
PMS-CM SYSTEM – CONDITION
and surveys in accordance with Part 1, Chapter 2,
MONITORING
Section 21 of the Rules
Denotes that the machinery is subject to condition
PLANNED MAINTENANCE
based maintenance as part of the planned
PMS-CBM SYSTEM – CONDITION
maintenance system and surveys in accordance with
BASED MAINTENANCE
Part 1, Chapter 2, Section 21 of the Rules
Denotes that the tail shaft condition is regularly
monitored based on service records, oil and fresh
TAILSHAFT CONDITION water sample analysis, as applicable, in accordance
TCM
MONITORING with the survey requirements of Pt.1, Ch.2 and
arrangements are provided for this purpose in
accordance with Pt.4, Ch.4 of the Rules.
This notation will be assigned to ships fitted with fuel
oil treatment system and equipment complying with
FT
the relevant requirements of IRS Classification Note
“Fuel Oil Treatment System”.
The additional notation BATTERY PROP will be
assigned to vessels where the battery systems are
BATTERY PROP BATTERY PROPULSION
used for propulsion and are in accordance with the
‘Guidelines on Battery Powered Vessels’.

Page 27 of 33
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Pollution Prevention Notations

The additional notation VCS1 will be assigned to oil
tankers, combination carriers (ore or oil/oil or bulk)
and chemical tankers equipped with vapour control
system complying with the requirements of Part 5,
Chapter 29 of the Rules, except those given in 3.2.2
and Section 4 of that Chapter.
The additional notation VCS2 will be assigned to oil
VCS1 tankers, combination carriers (ore or oil/oil or bulk
VCS2 and chemical tankers equipped with vapour control
VAPOUR CONTROL system meeting the requirements of USCG’s
SYSTEM regulations CFR46 Part 39 and those in Part 5,
VCS1-B
VCS2-B Chapter 29 of the Rules, except Section 4 of that
Chapter.
Vessels complying with requirements of Section 4
“Vapour Balancing” of Part 5, Chapter 29, in addition
to other requirements in that Chapter will be eligible to
be assigned class notation ‘VCS1-B’ or ‘VCS2-B’, as
relevant and applicable.
The additional class notation CLEAN-SEA is assigned

to ships provided with construction and procedural
means to prevent pollution of sea. This is achieved by
complying with the applicable requirements of
Annexes I, II, III, IV, V of MARPOL Convention, as
well as additional requirements related to prevention
of sea pollution as follows:
 Prevention of accidental pollution by locating
fuel and lub.oil tanks above the double bottom
and away from side shell.
 Prevention of operational pollution by means
of bilge water separation and filtering, holding
CLEAN-SEA
tanks for treated sewage and grey water
 Prevention of transfer of harmful organisms
and pathogens in the ballast water
 Prevention of pollution by tributyltin by means
of TBT free antifouling paints
 Prevention of pollution by solid garbage
(resulting from the compacting device and
incinerators) by means of proper storage of
such waste
The requirements for the assignment of this notation
are given in Part 5, Chapter 30 of Rules.

Chapter 1 Part 1

The additional class notation CLEAN-AIR is assigned
to ships provided with construction and procedural
means to prevent pollution of the air. This is achieved
by complying with the applicable requirements of
Annex VI of MARPOL convention as well as following
additional requirements related to emissions to the air:
 Prevention of air pollution by exhaust gas
(NOx, SOx, etc.) by means of low emission
engines
 Use of low sulphur content fuels and
incinerators
 Use of refrigerants and fixed fire fighting
means with zero ozone depleting potential
CLEAN-AIR and low global warming potential
 Control of release of refrigerants to the
atmosphere by means of leak detection and
evacuation systems
 Recovery of vapours emitted from cargo
systems of ships carrying dangerous liquid
cargoes in bulk
Note 1 : For ships with the service notation of oil
tanker, oil or bulk carrier, ore or oil carrier, chemical
tanker or liquefied gas carrier, the assignment of the
notation VCS1 or VCS2 is a pre-requisite for
assigning the notation CLEAN-AIR.
The additional class notation EP is assigned to ships
provided with equipment and procedural means to
prevent pollution of the sea and of air. This is
achieved by complying with the requirements of
Annexes I to VI of MARPOL Convention and
additional requirements relevant to ship’s liquid, solid
and gas releases as detailed in Part 5, Chapter 30 of
Rules. Additionally the vessel should have developed
an Environmental Management Plan considering the
EP Environmental Protection
IMO requirements for recycling.
Note 1 : For ships with the service notation of oil
tanker, oil or bulk carrier, ore or oil carrier, chemical
tanker or liquefied gas carrier, the assignment of the
notation VCS1 or VCS2 is a prerequisite for assigning
the notation Environment Protection – EP.

Page 29 of 33
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Ballast Water Convention

The additional class notation BWE is assigned to
ships complying with the International Convention for
BALLAST WATER the Control and Management of Ships' Ballast Water
BWE ( )
EXCHANGE and Sediments, 2004, the relevant IMO Guidelines,
and performing ballast water exchange in accordance
with Part 5, Chapter 37 of the Rules.
The additional class notation BWT is assigned to
ships fitted with an IMO Member State approved
ballast water treatment system complying with the
BALLAST WATER
BWT International Convention for the Control and
TREATMENT
Management of Ships' Ballast Water and Sediments,
2004, the relevant IMO Guidelines and Part 5,
Chapter 37 of the Rules.
Ship Type Notation
Ship Type Notation Significance
This additional notation will be assigned to oil tankers intended primarily
ASPHALT CARRIER
to carry asphalt/ bitumen in integral cargo tanks in accordance with the
(INTEGRAL TANK, MAX.
applicable requirements of Part 5, Chapter 2 of the Rules. Such vessels
CARGO TEMP ≤ XXX℃),
will also be assigned notation ESP.
This additional notation will be assigned to oil tankers intended primarily
ASPHALT CARRIER to carry asphalt/ bitumen in independent cargo tanks in accordance with
(INDEPENDENT TANKS, the applicable requirements of Part 5, Chapter 2 of the Rules. Structural
MAX. CARGO TEMP ≤ analysis for such vessels is to be carried out in accordance with the
XXX℃), requirements of ‘Guidelines on Structural Assessment of Ships carrying
Asphalt in Independent Cargo Tanks’
This notation will be assigned to ships designed primarily for the carriage
of dry cargo in bulk and built in accordance with the applicable
BULK CARRIER
requirements of Part 5, Chapter 1 of the Rules for carriage of cargoes of
density of at least 0.8 t/m3
This notation will be assigned to ships specially designed primarily to
ORE CARRIER carry ore and built in accordance with applicable requirements of Part 5,
Chapter 1 of the Rules
This notation will be assigned to tankers intended primarily to carry oil in
bulk and built in accordance with applicable requirements of Part 5,
Chapter 2 of the Rules. Where the scantlings and arrangements have
OIL TANKER
been approved for the carriage of oil having a flash point of 60C or
above (closed cup test) or other liquid cargoes in bulk, the class notation
will be suitably modified to show the nature of the cargo
These notations will be assigned to combination carriers specially
ORE OR OIL CARRIER designed primarily to carry dry bulk cargoes (bulk carriers and ore
carriers) and alternatively, oil in bulk, in accordance with Pt.5, Ch.2,
OIL OR BULK CARRIER Sec.12 of the Rules. In such ships, simultaneous carriage of dry bulk
cargo and oil is prohibited.
This notation will be assigned to ships specially designed primarily to
CHEMICAL TANKER carry chemicals in bulk and built in accordance with applicable
requirements of Part 5, Chapter 3 of the Rules

Chapter 1 Part 1

This notation will be assigned to ships specially designed for the
carriage of liquefied petroleum, natural or other gases and built in
LIQUEFIED GAS CARRIER
accordance with applicable requirements of Part 5, Chapter 4 of the
Rules
This notation will be assigned to vessels built for the exclusive carriage
CONTAINER SHIP of containers in holds and on deck in accordance with the applicable
requirements of Part 5, Chapter 5 of the Rules
This notation will be assigned to vessels intended for carrying more than
PASSENGER SHIP 12 passengers and built in accordance with Part 5, Chapter 6 of the
Rules
This notation will be assigned to vessels intended for carriage of
FERRY passengers and/or vehicles on regular scheduled service and built in
accordance with Part 5, Chapter 6 of the Rules
This notation will be assigned to ferries intended for carriage of
Ro-Ro FERRY passengers, vehicles and cargo in pallet form or in containers and
TRAIN FERRY loaded/unloaded by wheeled vehicles and built in accordance with Part
5, Chapter 6 of the Rules
This notation will be assigned to all ships built in accordance with
TUG
applicable requirements of Part 5, Chapter 7 of the Rules
This notation will be assigned to tugs designed for anchor handling
ANCHOR HANDLING TUG operations and built according to the requirements for this purpose given
in Pt.5, Ch.7 and Pt.5, Ch.8 of the Rules.
This notation will be assigned to all ships built in accordance with
SUPPLY VESSEL
applicable requirements of Part 5, Chapter 8 of the Rules
This notation will be assigned to ships built in accordance with
STERN TRAWLER applicable requirements of Part 5, Chapter 9 of the Rules and engaged
in stern trawling
TRAWLER applicable requirements of Part 5, Chapter 9 of the Rules and engaged
in side trawling
FISHING VESSEL applicable requirements of Part 5, Chapter 9 of the Rules and not
equipped with trawling gear
DREDGER, HOPPER
These notations will be assigned to self propelled or non self propelled
DREDGER, RECLAMATION
vessels engaged in dredging or reclamation operation in accordance
CRAFT, HOPPER BARGE,
with applicable requirements of Part 5, Chapter 10 of the Rules
SPLIT HOPPER BARGE
This notation will be assigned to non self- propelled, manned or
unmanned ships carrying dry cargo in cargo holds and built in
BARGE accordance with applicable requirements of Part 5, Chapter 11 of the
Rules. For special purpose vessels, the Notation will be suitably
modified, e.g. Shipborne Barge
unmanned ships intended to carry oil in bulk and built in accordance with
the applicable requirements of Part 5, Chapters 2 & 11 of the Rules.
Where the scantlings and arrangements have been approved by IRS for
OIL BARGE
the carriage of oil having a flash point of 60C or above (closed cup
test), or for other liquid cargoes in bulk, the class notation affixed to the
Character will be suitably modified to show the nature of the cargo (e.g.
water barge, molasses barge, etc.)

Page 31 of 33
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unmanned ships designed specifically for the carriage of non-perishable
PONTOON cargo or equipment on deck and built in accordance with the applicable
requirements of Part 5, Chapter 11 of the Rules. For special purpose
vessels, the Notation will be suitably modified, e.g. Crane Pontoon
This notation will be assigned to floating dry docks built in accordance

FLOATING DOCK
with the applicable requirements of Part 5, Chapter 12 of the Rules.
WELL STIMULATION This notation will be assigned to well stimulation vessels built in
VESSEL accordance with the applicable requirements of Part 5, Chapter 33.
This notation will be assigned to oil recovery vessels built in accordance

OIL RECOVERY VESSEL
with the applicable requirements of Part 5, Chapter 34.
This notation will be assigned to a vessel designed and constructed to

carry roll-on/roll-off cargoes, equipped for carriage of vehicles, on
exposed or enclosed single deck or multiple exposed/ enclosed decks.
The requirements of Part 3, Chapters 9 & 12 of the Rules are to be
Ro-Ro CARGO SHIP
complied with for decks with wheel loading and opening and closing
appliances (bow doors) respectively. The requirements of Part 6 are also
to be complied with for fire safety requirements of ro-ro spaces and
vehicle spaces.
This notation will be assigned to vessels that comply with the
SPECIAL PURPOSE SHIP requirements in the IMO Code of Safety for Special Purpose Ships (SPS
Code).
This notation would be assigned to an existing Double Hull Oil Tanker
MOORED OIL STORAGE that is intended to be used as a storage vessel moored at a specified
TANKER at (Location) fixed location, with the IY notation either maintained or suspended and
the ESP notation suspended.
This notation will be assigned to vessels that comply with the
LIVESTOCK CARRIER
requirements in Part 5, Chapter 40 of the Rules.
PASSENGER This notation will be assigned to submersibles designed and constructed

SUBMERSIBLE WITH MAX. for carriage of passengers (normally tourists) in accordance with
OPERATING DEPTH OF MSC/Circ.981. The maximum safe operating depth of the submersible is
___[m] to be indicated in the notation.
This notation will be assigned to vessels that are primarily engaged in
PIPE LAYING VESSEL
installation of pipelines and are in compliance with Part 5 Chapter 13.
This notation will be assigned to non self-propelled pipe laying vessels
complying with the requirements for the class notation BARGE (i.e. Part
PIPE LAYING BARGE
5, Chapter 11) and which comply with the relevant requirements of Part
5 Chapter 13
This notation will be assigned to vessels that are primarily engaged in
CABLE LAYING VESSEL
installation of cables and are in compliance with Part 5 Chapter 13.
This notation will be assigned to non self-propelled cable laying vessels
complying with the requirements for the class notation BARGE (Part 5,
CABLE LAYING BARGE
Chapter 11) and which comply with the relevant requirements of Part 5
Chapter 13
This notation will be assigned to tugs mainly intended for escort services
such as for steering, braking and assisting in the maneuvering of
ESCORT (Fs, Fb, V) escorted ships. The values of design maximum steering force (Fs),
design maximum braking force (Fb), and design maximum escort speed
(V), are to be supplemented to the class notation.

Chapter 1 Part 1

These notations will be assigned to non self-propelled vessels used for
accommodation of personnel engaged in offshore work on other vessels,
rigs, platforms etc. For ACCOMMODATION PONTOONS, all
accommodation/storage/auxiliary machinery spaces are provided above
main deck. For ACCOMMODATION BARGES, spaces below the deck
ACCOMMODATION may also be used for accommodation / storage / auxiliary machinery etc.
BARGE
ACCOMMODATION
PONTOON In addition to the rule requirements for assignment of class notations
‘BARGE’/ ‘PONTOON’, these vessels are to additionally comply with the
requirements applicable to vessels carrying industrial personnel, as
specified by the Flag Administration. Additional class notations for
comfort, station-keeping, etc., may be provided at the request of the
owner.
Passenger and Crew Comfort Notations
Denotes that passenger spaces have been evaluated
and certified in accordance with the applicable
requirements of Part 5, Chapter 39 of the Rules, for
CMF(Px) passenger comfort.
CMF(Px-c) PASSENGER ‘x’ denotes the comfort rating related to noise and
CMF(Px-l) COMFORT vibration in passenger spaces. Ships which
CMF(Px-c-l) additionally comply with the requirements for indoor
climate and/ or lighting in passenger spaces will be
assigned additional qualifiers ‘c’ and/ or ‘l’,
respectively.
Denotes that crew spaces have been evaluated and
certified in accordance with the applicable
CMF(Cy) requirements of Part 5, Chapter 39 of the Rules, for
CMF(Cy-c) crew comfort.
CMF(Cy-l) CREW COMFORT ‘y’ denotes the comfort rating related to noise and
CMF(Cy-c-l)
vibration in crew spaces. Ships which additionally
comply with the requirements for indoor climate and/
or lighting in crew spaces will be assigned additional
qualifiers ‘c’ and/ or ‘l’, respectively.
Denotes that both passenger and crew spaces have
been evaluated and certified in accordance with the
applicable requirements of Part 5, Chapter 39 of the
CMF(Px, Cy) PASSENGER Rules, for passenger and crew comfort.
CMF(Px-c-l, Cy-c-l) ‘x’ and ‘y’ denote the comfort rating related to noise
AND
etc. and vibration for passenger spaces and crew spaces
CREW COMFORT respectively. Ships which additionally comply with the
requirements for indoor climate and/ or lighting will be
assigned additional qualifiers ‘c’ and/ or ‘l’,
respectively.

Page 33 of 33
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Class Notation : General

The additional class notation ADE will be assigned to
vessels where alternative design is used in lieu of
complying with the prescriptive requirements of the
ALTERNATIVE Rules. The relevant details, aspects where alternative
ADE
DESIGN EVALUATION design is used would be suitably indicated in the Class
Certificate. Alternative design approach may be used in
accordance with the ‘Guidelines on Alternative and Risk
Based Design Evaluation’.
The additional class notation RA will be assigned to
vessels where the design is risk based and the same
has been accepted based on risk assessment.
However, if risk based design approach has been used
RA RISK ASSESSMENT for a particular aspect, then the relevant details, aspects
would be suitably indicated in the Class Certificate. Risk
based design approach may be used in accordance with
the ‘Guidelines on Alternative and Risk Based Design
Evaluation’.
The additional class notation SFA ( ) will be assigned to
vessels where the design fatigue life has been assessed
SPECTRAL FATIGUE
in accordance with the ‘Guidelines on Spectral Fatigue
SFA ( ) ANALYSIS (NUMBER
Analysis of Ship Structures’. The figures in parentheses
OF YEARS)
would indicate the number of years for which the design
fatigue life has been assessed.
The additional class notation HVSCS would be assigned
to vessels designed to be powered with shore power
HIGH VOLTAGE alone at port/ berth in accordance with the ‘Guidelines
HVSCS SHORE CONNECTION on High Voltage Shore Connection Systems’ (applicable
SYSTEMS to voltages > 1 kV).
The additional class notation DSA will be assigned to

vessels where a direct strength assessment has been
DIRECT STRENGTH carried out in accordance with the ‘Guidelines on
DSA
ASSESSMENT Application of Direct Seakeeping Loads in Structural
Analysis of Ships’ and the ‘Guidelines on Structural
Assessment of Ships based on Finite Element Method’.
The additional class notation FDA will be assigned to
vessels where a fatigue design assessment has been
carried out in accordance with the relevant requirements
of the Rules and the ‘Guidelines on Fatigue Design
Assessment of Ship Structures’. FDA notation is
FATIGUE DESIGN mandatory for ships of length greater than or equal to
FDA
ASSESSMENT 150 m and may be optionally applied for ships of length
greater than 90 m. If fatigue assessment is carried out
for vessels for a number of years >25 and/ or restricted
service, then the class notation FDA (N, specific area of
operation), would be assigned; where ‘N’ denotes the
number of years.
This additional class notation will be assigned to ships
which have opted for the emergency response service of
EMERGENCY IRS, under a prior agreement with the Ship Owner / Ship
ERS
RESPONSE SERVICE Manager. IRS will provide a computer assisted analysis
of a damaged ship’s stability and longitudinal strength in
the event of a casualty to the ship.
End of Chapter

Page 1 of 199
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Chapter 2
Periodical Surveys
Contents
Section
1 General Requirements
2 Surveys - Bulk Carriers and Ore Carriers
3 Surveys - Oil Tankers, Ore or Oil Carriers, Oil or Bulk Carriers
4 Surveys - Chemical Tankers
5 Surveys - Liquefied Gas Carriers
6 Surveys - Other Ship Types
7 Docking Surveys
8 Machinery - Special Surveys
9 Boiler Surveys
10 Steam Pipes Surveys
11 Surveys of Propeller Shafts, Tube Shafts and Propellers
12 Surveys of Inert Gas Systems
13 Surveys of Vessels with Refrigerated Cargo Installations
14 Planned Maintenance System
15 Surveys – Vapour Control Systems
16 Surveys of Thermal Oil Heating Systems
17 Surveys of External Fire Fighting Systems
18 Surveys of Diving Support Vessels and Diving Systems
19 Surveys – Ballast Water Management
20 Surveys – Fuel Installations on Ships Utilizing Gaseous Fuel or other
Low Flash Points Fuels
21 Condition Monitoring and Condition Based Maintenance

22 Surveys – Comfort On-board Ships
23 Surveys of Floating Dry Docks

Chapter 2 Part 1
Page 2 of 199 Periodical Surveys
Section 1
General Requirements
1.1 General
1.1.3 Annual, intermediate and special surveys
1.1.1 All vessels are to be subjected to are to be held concurrently with the relevant
Periodical Surveys for the purpose of statutory surveys under the various IMO
maintenance of class. Survey notations and conventions, in accordance with the Harmonised
Survey intervals are given in Table 1.1.1 for System of Survey and Certification of IMO. For
main class Surveys. Where additional class cargo ships not subject to enhanced surveys
notations have been assigned, Surveys are to under SOLAS Ch. XI-1/2, notwithstanding any
be carried out at intervals given in Table 1.1.2. other provisions, the intermediate and renewal
surveys may be carried out and completed over
1.1.2 Vessels with additional class notations for the corresponding periods as specified in the
which there are no specific Survey requirements 2011 ESP Code, as amended.
defined in this Chapter are to have the
equipment and/or construction related to this 1.1.4 Special consideration may be given in the
additional class notation examined to the application of relevant requirements of this
Surveyor's satisfaction at each Special Survey. chapter to commercial vessels owned or
However, at the time of continued effectiveness, chartered by Governments, which are utilized in
of operational features, safety devices and support of military operations or service.
control systems are to be verified.
Table 1.1.1 : Periodical survey intervals for class survey notations
(Any specific requirements of the flag Administration are also to be complied with)
Class survey Survey interval in
Survey
notation years
Hull : Special Survey SSH 5
Hull : Continuous Survey CSH 55
Machinery : Special Survey SSM 5
Machinery : Continuous Survey CSM 5
Intermediate Survey IS See Note 4, 9
Annual Survey AS 11, 9,10
Docking Survey DS 2.52
Shaft Survey
Oil Lubricated SH (OL)
Fresh Water Lubricated Closed Loop System SH (FW-C)
Single Shaft Fresh Water Lubricated Open System SH (S-FW-O)
Single Shaft Corrosion Protected or Corrosion Resistant Material SH (S-CP-O)

Water Lubricated Open System
Multiple Shaft, Water Lubricated Open System SH (M-O) See Note 3, 7
Single Shaft, Water Lubricated Open System SH (S-O)
Tailshaft Condition Monitoring TCM See Note 8

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Table 1.1.1 (Contd.)
Class survey Survey interval in
Survey
notation years
Directional propellers, water jet units, or athwartship thrust
DPROP 53
propellers
Main boilers MBS 2.56
Auxiliary boilers ABS 2.56
Thermal oil heating systems TOH 2.56
Exhaust gas steam generators and economisers EGES 2.56
Notes:
1 Survey is to be carried out within 3 months on either side of the anniversary date.
2 At least 2 Surveys are to be carried out within any 5 year special survey cycle, but the interval between
two consecutive surveys is not to exceed 3 years and one of these two docking surveys should coincide
with the Special Survey. Proposals for alternative means for providing underwater inspection equivalent to
drydocking survey would be considered by IRS as detailed in Sec.7. However, for vessels operating solely
in fresh-water only one docking survey coinciding with the special survey need be carried out till special
survey no. IV provided the interval between consecutive docking surveys does not exceed 5 years. Survey
requirements for floating dry docks are indicated in Section 23.
3 Upon request, IRS may extend the survey period to harmonise with docking survey and in accordance
with the requirements of Section 11.
4 Survey is to be carried out either at or between the second or third Annual Survey. Those items, which are
additional to the requirements of the Annual Surveys, may be surveyed either at or between the second
and third Annual Survey.
5 At the request of the Owner, IRS may agree that the special survey of the hull, for ships other than bulk
carriers, oil tankers, combination carriers, chemical tankers, liquefied gas carriers and general dry cargo
ships, be carried out on the continuous basis.
6 At least 2 surveys are to be carried out within any 5 year special survey cycle. The interval between two
consecutive surveys is not to exceed 3 years.
7 See Tables 11.2.3 and 11.3.3 for survey intervals of closed and open systems respectively.
8 Condition monitoring records are to be verified at the time of annual surveys. Survey intervals are to be as
per Table 11.2.3.
9 If an annual / intermediate survey is completed before the period specified in Note 1 / 4 :
(a) The anniversary date shown on the class certificate will be amended by endorsement to a date
which is not more than 3 months later than the date on which the survey was completed.
(b) The subsequent annual / intermediate surveys are to be completed at the prescribed intervals
using the new anniversary date.
(c) The expiry date of the class certificate may remain unchanged provided one or more annual /
intermediate surveys, as appropriate, are carried out so that the prescribed maximum intervals
between the surveys are not exceeded.
10 (a) Annual surveys are not applicable to floating dry docks.
(b) Survey requirements for floating dry docks are indicated in Section 23.

Chapter 2 Part 1
Table 1.1.2 : Periodical survey intervals for additional class notations
Survey of Additional class notation / Survey interval in years

corresponding class survey
notation
Planned Maintenance
PMS See Note 5
System of Machinery
PMS-CM
PMS-CBM
AA(PMS) 13,4,6
Annual Audit
AA (PMS-CM)
AA (PMS-CBM)
Diving support vessels DSV
Annual Survey AS(DSV) 11

Special Survey SS(DSV) 5
Diving system DIV-SAT, DIV-SURF
Annual Survey AS(DIV) 11

Special Survey SS(DIV) 5
Cargo refrigerating plant HY
Annual Survey AS(HY) 11

Special Survey SS(HY) 5
Continuous Survey CS(HY) 5
Dynamic positioning system DP(1), (2) and (3)
Annual Survey AS(DP) 11

Special Survey SS(DP) 5
External fire fighting AGNI 1, 2 & 3

Annual survey AS(AGNI) 11
Special survey SS(AGNI) 5
Inert gas installation NV
Annual Survey AS(NV) 11

Special Survey SS(NV) 5
Un-attended Machinery SYJ
Spaces
Annual Survey AS(SYJ) 11

Special Survey SS(SYJ) 5

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Notes:
1 May be carried out within 3 months on either side of anniversary date.
2 Survey may be carried out either at or between the second or third annual
survey.
3 To be carried out in conjunction with annual survey.
4 See Section 14 for details of Planned Maintenance System
5 PMS denotes vessel with approved Planned Maintenance System (PMS) only.
PMS-CM denotes vessel with approved PMS and Condition Monitoring (CM).
PMS-CBM denotes vessel with approved PMS, CM and carrying out Condition
Based Maintenance (CBM).
6 See Section 21 for details of CM and CBM systems. In general, requirements for
CM/ CBM can be applied only to vessels operating on approved PMS survey
scheme.
1.2 Definitions
1.2.4 A Transverse section includes all
1.2.1 A Ballast tank is a tank which is being longitudinal members such as plating,
used primarily for salt water ballast. longitudinals and girders at the deck, side,
bottom, inner bottom and hopper side plating,
In the case of oil tankers and chemical tankers, longitudinal bulkheads and bottom plating in top
combined cargo/ballast tanks which are used for wing tanks. Where transversely framed, the
the carriage of cargo or ballast water as a transverse section is to include adjacent
routine part of the vessel’s operation, are to be transverse stiffeners and their end connections.
treated as ballast tanks. Cargo tanks in which
water may be carried only in exceptional cases 1.2.5 Representative spaces/tanks are those
as per MARPOL I/18(3), are to be treated as which are expected to reflect the condition of
cargo tanks. In any case, when substantial other spaces/tanks of similar type and service
corrosion is found in a tank used for both cargo and with similar corrosion prevention systems.
and ballast, the tank is to be considered as a When selecting Representative Spaces/Tanks
ballast tank for the purpose of application of account is to be taken of the service and repair
survey requirements history onboard and identifiable Critical
Structural Areas and/or Suspect Areas.
In the case of bulk carriers, a space used for
both cargo and salt water ballast is to be treated 1.2.6 Suspect areas are locations showing
as a ballast tank for the purpose of application of Substantial Corrosion and/or considered by the
survey requirements when substantial corrosion Surveyor to be prone to rapid wastage.
is found in that space. Further in the case of
double skin bulk carrier a double side tank is to 1.2.7 Critical structural areas are locations
be considered as a separate tank even if it is in which have been identified from calculations to
connection to either the topside tank or the require monitoring or from the service history of
hopper side tank. the subject ship or sister ships (if available) to
be sensitive to cracking, buckling or corrosion
1.2.2 A Close-up survey is a survey where the which would impair the structural integrity of the
details of structural components are within the ship.
close visual inspection range of the Surveyor,
i.e. normally within reach of hand. 1.2.8 Substantial corrosion is an extent of
corrosion such that assessment of corrosion
1.2.3 An Overall survey is a survey intended to pattern indicates a wastage in excess of 75 per
report on the overall condition of the hull cent of allowable margins, but within acceptable
structure and determine the extent of additional limits.
Close-up Surveys.

Chapter 2 Part 1
For vessels built under the IACS Common aft-most cargo hold to the fwd bulkhead of the
Structural Rules, substantial corrosion is an foremost cargo hold.
extent of corrosion such that the assessment of
the corrosion pattern indicates a gauged (or Note: The definitions for cargo area given above
measured) thickness between tren + 0.5 [mm] are applicable only for the purpose of identifying
and tren. spaces for examination during hull surveys as
required by this chapter of the Rules. For the
‘tren‘ is the renewal thickness, which is defined purpose of design and construction
as the minimum allowable thickness [mm], requirements, the definitions given in respective
below which renewal of structural members is to chapters of Part 5 of the rules would apply.
be carried out.
1.2.12 Spaces are separate compartments
1.2.9 Corrosion prevention system is normally including holds, tanks, cofferdams and void
to be of a full hard protective coating. Hard spaces bounding cargo holds, decks and the
protective coatings are to usually be epoxy outer hull.
coating or equivalent. Soft or semi-hard coatings
are not acceptable. Other coating systems may 1.2.13 A prompt and thorough repair is a
be considered acceptable as alternatives permanent repair completed at the time of
provided they are applied and maintained in survey to the satisfaction of the Surveyor,
compliance with the manufacturer's therein removing the need for the imposition of
specifications. any associated condition of classification.
1.2.10 Coating condition is defined as follows : 1.2.14 Anniversary date means the day and
month of each year corresponding to the expiry
GOOD - Condition with only minor spot rusting; date of the classification certificate.
FAIR - Condition with local breakdown at edges
and weld connections and/or light rusting over 1.2.15 A Double Hull Oil Tanker is a ship
20 per cent or more of areas under which is constructed primarily for the carriage of
consideration, but less than as defined for oil (See Pt.5, Ch.2, for list of oils) in bulk, which
POOR condition; has the cargo tanks protected by a double hull
POOR - Condition with general breakdown of which extends for the entire length of the cargo
coating over 20 per cent or more of areas or area, consisting of double sides and double
hard scale at 10 per cent or more of areas under bottom spaces for the carriage of water ballast
consideration. or as void spaces.
1.2.11 Cargo area in case of oil tankers and 1.2.16 For the purpose of application of these
chemical tankers is that part of the ship which requirements, a ‘double skin bulk carrier’ is a
contains cargo tanks, slop tanks and ship which is constructed generally with single
cargo/ballast pump rooms, cofferdams, ballast deck, top side tanks, hopper side tanks & double
tanks and void spaces adjacent to cargo tanks bottom in cargo spaces and is intended primarily
and also deck areas throughout the entire length to carry dry cargo in bulk, including such types
and breadth of the part of the ship over the as ore carriers and combination carriers, in
above mentioned spaces. which all cargo holds are bounded by double-
side skin (regardless of the width of the wing
In the case of liquefied gas carriers, cargo area space).
is that part of the ship which contains the cargo
containment system, cargo/ballast pump rooms 1.2.17 ‘General dry cargo ship’ means ships
and compressor rooms, cofferdams, ballast carrying solid cargoes other than:
tanks and void spaces adjacent to the cargo
containment spaces and also deck areas a) bulk carriers and ore carriers which are
throughout the entire length and breadth of the subject to the requirements of Sec.2;
part of the ship over the above mentioned
spaces. b) following ship types which are subject to the
requirements of Sec. 6
In the case of bulk carriers and general dry
cargo ships, cargo area is that part of the ship - dedicated Container carriers;
which contains all cargo holds and adjacent - ro-ro cargo ships;
areas including fuel tanks, cofferdams, ballast - refrigerated cargo ships;
tanks and void spaces etc. within the - dedicated wood chip carriers;
longitudinal extent from the aft bulkhead of the - dedicated Cement carriers;

Page 7 of 199
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- livestock carriers; the need for direct physical access of the
- ships carrying exclusively deck cargo; surveyor.
- General dry cargo ships of double skin
construction, with double skin extending for 1.2.21 A ro-ro Ship is a ship which utilizes a
the length of the cargo area and for the loading ramp to enable wheeled vehicles to be
height of the cargo hold to the upper deck. rolled-on and rolled-off the ship,
(Note: For ships with hybrid cargo hold
arrangements, also see Section 6.1.2). 1.2.22 Pitting corrosion is defined as scattered
corrosion spots/areas with local material
1.2.18 Special consideration or specially reductions which are greater than the general
considered (in connection with close-up corrosion in the surrounding area.
surveys and thickness measurements) means
that sufficient close-up inspection and thickness 1.2.23 Edge corrosion is defined as local
measurements are to be taken to confirm the corrosion at the free edges of plates, stiffeners,
actual average condition of the structure under primary support members and around openings.
the coating. An example of edge corrosion is shown in
Fig.1.2.23.
1.2.19 Air pipe heads installed on the exposed
decks are those extending above the freeboard 1.2.24 Grooving corrosion is typically local
deck or superstructure decks. material loss adjacent to weld joints along
abutting stiffeners and at stiffener or plate butts
1.2.20 Remote Inspection Techniques (RIT) is or seams. An example of groove corrosion is
a means of survey that enables visual shown in Fig.1.2.24.
examination of any part of the structure without
Fig.1.2.23 : Edge corrosion

Chapter 2 Part 1
Fig. 1.2.24 : Grooving corrosion
1.3 Laid up vessels by IRS are complied with. The Owner is also to
submit a lay-up maintenance program and
1.3.1 Survey during lay-up details to IRS for approval.
1.3.1 General 1.3.1.5 A record of lay-up preparations,

maintenance and preservation actions is to be
1.3.1.1 Vessels may be laid up when not maintained throughout the vessel’s lay-up and
carrying any cargo and not engaged in any re-activation. Humidity levels in machinery
commercial operation. spaces are to be recorded on a regular basis
during the lay-up period, together with
1.3.1.2 ‘Hot lay-up’ means that the vessel is scheduled equipment maintenance and
non-operational, with some of the machinery operation.
kept in operation for fast re-activation. This lay-
up condition is relatively short term and may 1.3.1.6 The requirements of flag Administrations
extend upto 12 months. and port or maritime authorities regarding lay-up
are also to be complied with
1.3.1.3 ‘Cold lay-up’ means that the vessel is
non-operational, with the machinery being shut 1.3.1.7 During lay-up, the vessel is also to
down and the vessel being unable to be comply with the following:
reactivated or brought to a state of readiness at
short notice. This lay-up condition is relatively a) The vessel is to be adequately manned in
long term and may extend over 12 months. accordance with the statutory requirements
prevailing at the location of lay-up.
1.3.1.4 When a ship is laid-up, the normal
survey requirements may no longer apply b) Adequate power is to be available on board
provided that IRS is notified by the Owner in to meet the following requirements, as
advance and requirements for lay up as advised applicable: -

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installations (including boilers whose survey
- firefighting; is not due) and steering gear;
- bilge pumping;
- lighting; - all periodical surveys due at the date of re-
- communication with shore; activation or which became overdue during
- needs of crew on board, and the lay-up period;
- operating anchor and mooring winches
within a reasonable time. - dealing with the Conditions of Class due at
the date of re-activation or which became
The listed items are generally applicable for hot due during the lay-up period.
lay-up. For cold lay-up, arrangements may be
specially considered. Function testing of equipment would be specially
considered.
1.3.2 Surveys during lay-up
1.3.3.3 The extent of the surveys and tests for
1.3.2.1 Lay-up survey vessels in cold lay-up will be considered in each
case by IRS depending upon the time out of
.1 A lay-up survey is to be carried out at the service, the maintenance and preservative
beginning of the lay-up period to verify that the measures taken during lay-up and the extent of
safety conditions, preservation measures, lay-up surveys carried out during this time but, will at
site and mooring arrangements are in least include a sea trial for function testing of the
accordance with the lay-up program approved machinery installation.
by IRS.
1.3.3.4 Upon satisfactory completion of the re-
.2 On successful completion of the survey, a lay- activation survey, the Class of the vessel will be
up status will be assigned by IRS. revalidated.
1.3.2.2 Annual lay-up condition surveys 1.4 Surveys by Chief Engineers
.1 A general examination of the hull and 1.4.1 Continuous machinery Surveys of some
machinery is to be carried out in lieu of annual machinery items may be carried out, subject to
survey. An underwater examination is to be certain conditions, under the supervision of the
carried out in lieu of docking survey coinciding Chief Engineer of the ship at ports where IRS is
with special survey. not represented and where practicable, at sea.
The purpose of the annual lay-up condition 1.4.2 A limited confirmatory Survey should be
survey is to ascertain that the lay-up carried out at the next port of call by an
maintenance program is being continuously exclusive Surveyor of IRS. Where IRS Surveyor
complied with and recorded in the lay-up record. is not available, such Survey may be carried out
by the exclusive Surveyor of a Society with
.2 The annual lay-up condition survey is to cover whom IRS has collaboration agreement in force
examination of hull integrity, firefighting with prior information given to IRS.
arrangements, mooring arrangements, and
other equipment in use depending on the type of 1.4.3 Detailed procedure of this scheme may be
lay-up. obtained from IRS.
1.3.3 Survey at re-activation 1.5 Surveys for damage or alteration
1.3.3.1 Vessels are to be surveyed and tested 1.5.1 At any time when a ship is undergoing
before re-entering service. On completion of the alterations or damage repairs, any exposed
lay-up period, all outstanding class and statutory parts of the structure normally difficult for access
surveys are to be completed before the vessel are to be specially examined by the Surveyor.
returns to normal operation.
1.6 Unscheduled surveys
1.3.3.2 For vessels in hot lay-up, the scope of
the reactivation survey is to include: 1.6.1 In the event that IRS has reason to believe
that its Rules and Regulations are not being
- a general examination of the hull, deck complied with, IRS reserves the right to perform
fittings, safety systems, machinery unscheduled surveys of the hull or machinery.

Chapter 2 Part 1
1.7 Provision for surveys

1.7.6 For overall examination, means are to be
1.7.1 The Surveyors are to be provided with provided to enable the Surveyor to examine the
necessary facilities for a safe execution of structure in a safe and practical way.
survey.
1.7.7 For Close-up Examination of the hull
In order to enable the attending surveyors to structure, other than cargo hold shell frames of
carry out the survey, provisions for proper and bulk carriers, one or more of the following
safe access, are to be agreed between the means of access to Surveyors satisfaction is to
owner and IRS in accordance with confined be provided, in general:
space safe entry procedure of IRS and IMO
Resolution A1050(27) ‘Revised recommend- - Permanent staging and passages through
dations for entering enclosed spaces abroad structures
ships’, as amended. - Temporary staging and passages through
structures
Details of the means of access are to be - Hydraulic arm vehicles such as conventional
provided in the survey planning questionnaire. cherry pickers, lifts and movable platforms
- Portable ladders
In cases where the provisions of safety and - Boats or rafts
required access are judged by the attending - Other equivalent means.
surveyor(s) as not adequate, the survey of the
spaces concerned would not be carried out. 1.7.8 For Surveys conducted by use of a remote
inspection technique, one or more of the
1.7.2 The surveys at sea or at anchorages may following means for access, acceptable to the
be carried out provided necessary precautions Surveyor, is to be provided:
are taken while carrying out the survey and
adequate assistance is provided. - Unmanned robot arm
- Remotely Operated Vehicles (ROV)
1.7.3 Cargo holds, tanks and spaces are to be - Unmanned Aerial Vehicles / Drones
safe for access. Cargo holds, tanks and spaces - Other means acceptable to IRS.
are to be gas free and properly ventilated. Prior
to entering a tank, void or enclosed space, it is 1.7.9
to be verified that the atmosphere in the tank is
free from hazardous gas and contains sufficient a) For close-up surveys of the cargo hold shell
oxygen. All spaces are to be cleaned and loose frames of bulk carriers less than cape size
accumulated corrosion scale is to be removed (i.e. less than 100,000 dwt) one or more of
from all surfaces. They are to be sufficiently the following means for access, acceptable
clean and free from water, scale, dirt, oil to the Surveyor, is to be provided:
residues, etc. to reveal any significant corrosion,
deformation, fractures, damages and other - Permanent staging and passage
structural deterioration as well as the condition through structures;
of the coating. However, those areas of - Temporary staging and passages
structure whose renewal has already been through structures;
decided by the owner need only be cleaned and - Portable ladder restricted to not more
descaled to the extent necessary to determine than 5 [m] in length may be accepted for
the limits of the renewal areas. surveys of lower section of a shell frame
including bracket;
1.7.4 Sufficient illumination is to be provided to - Hydraulic arm vehicles such as
reveal corrosion, deformation, fractures, conventional cherry pickers, lifts and
damages or other structural deterioration as well movable platforms;
as the condition of the coating. - Boats or rafts, provided the structural
capacity of the hold is sufficient to
1.7.5 Where soft coatings have been applied, withstand static loads at all levels of
safe access is to be provided for the Surveyor to water;
verify the effectiveness of the coating and to - Other equivalent means.
carry out an assessment of the conditions of the
internal structures which may include spot b) For close-up surveys of the cargo hold shell
removal of the coating. When safe access frames of cape size bulk carriers (100,000
cannot be provided, the soft coating is to be dwt and above), the use of portable ladders
removed. is not accepted and one or more of the

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following means for access, acceptable to survey of the upper part of side shell frames
the surveyor, is to be provided: or other structures in all cases where the
maximum working height is not more than
i) Annual surveys, intermediate survey 17 [m].
under 10 years of age and Special
Survey No.1 1.7.10 For bulk carriers and oil tankers
constructed on or after 1 Jan 2005, the access
- permanent staging and passage requirements for surveys in the cargo area and
through structures; forward spaces are given in Pt.5, Ch.1, Sec.1.6
- temporary staging and passages & 1.7 and Pt.5, Ch.2, Sec.2.3 & 2.4 respectively.
through structures; The means of access are to be surveyed prior
- hydraulic arm vehicles such as to, or in conjunction with its use for carrying out
conventional cherry pickers, lifts and surveys.
movable platforms;
- boats or rafts provided the structural 1.7.11 During surveys of oil tankers, ore or oil
capacity of the hold is sufficient to carriers, oil or bulk carriers, chemical tankers
withstand static loads at all levels of and liquefied gas carriers, explosimeter, oxygen-
water; meter, breathing apparatus, life line and whistles
- other equivalent means. are to be at hand during the survey.
ii) Subsequent intermediate surveys and 1.7.12 In order to ascertain the structural
special surveys: strength of ship's hull and machinery, thickness
measurements as specified in subsequent
- either permanent or temporary sections, as applicable, are to be carried out
staging and passage through normally by means of ultrasonic equipment. The
structures for close-up surveys of at accuracy of the equipment is to be proven to the
least the upper part of hold frames; Surveyor as required.
- hydraulic arm vehicles such as
conventional cherry pickers for 1.7.13 One or more of the following fracture
surveys of lower and middle part of detection procedures may be required if deemed
shell frames as alternative to necessary by the Surveyor:
staging:
- lifts and moveable platforms; - radiographic equipment
- boats or rafts provided the structural - ultrasonic equipment
capacity of the hold is sufficient to - magnetic particle equipment
withstand static loads at all levels of - dye penetrant.
water;
- other equivalent means. 1.7.14 Explosimeter, oxygen-meter, breathing
apparatus, lifelines, riding belts with rope and
Notwithstanding the above requirements: hook and whistles together with instructions and
guidance on their use are to be made available
c) The use of a portable ladder fitted with a during the survey. A safety check-list should be
mechanical device to secure the upper end provided.
of the ladder is acceptable for the “close-up
examination of sufficient extent, minimum 1.7.15 Adequate and safe lighting is to be
25% of frames, to establish the condition of provided for the safe and efficient conduct of the
the lower region of the shell frames survey.
including approx. lower one third length of
side frame at side shell and side frame end 1.7.16 Adequate protective clothing is to be
attachment and the adjacent shell plating of made available and used (e.g. safety helmet,
the forward cargo hold” at annual survey, gloves, safety shoes, etc.) during the survey.
required in 2.2.2.9b) and the “one other
selected cargo hold” required in 2.2.2.10.b). 1.7.17 If breathing apparatus and/or other
equipment is used as “Rescue and emergency
d) The use of hydraulic arm vehicles or aerial response equipment” then the equipment is to
lifts (“Cherry picker”) may be accepted by be suitable for the configuration of the space
the attending surveyor for the close-up being surveyed.

Chapter 2 Part 1
1.7.18 Remote Inspection Techniques (RIT) for provide the survey results normally obtained
Surveys for/by the surveyor. The results of the surveys
by remote inspection techniques when being
1.7.18.1 The RIT is to provide the information used towards the crediting of surveys are to be
normally obtained from a close-up survey. RIT acceptable to the attending Surveyor. Inspection
surveys are to be carried out in accordance with should be carried out in the presence of the
the following requirements. These Surveyor.
considerations are to be included in the
proposals for use of a RIT which are to be 1.7.18.9 Confirmatory surveys/close-up surveys
submitted in advance of the survey so that may be carried out by the Surveyor at selected
satisfactory arrangements can be agreed with locations to verify the results of the remote
IRS. inspection technique. Confirmatory thickness
measurements may be requested by the
1.7.18.2 The equipment and procedure for attending Surveyor appropriately.
observing and reporting the survey using a RIT
are to be discussed and agreed with the parties 1.7.18.10 An inspection plan for the use of
involved prior to the RIT survey, and suitable remote inspection technique(s), including any
time is to be allowed to set-up, calibrate and test confirmatory survey/close-up survey/thickness
all equipment beforehand. measurements, is to be submitted for review
and acceptance in advance of the survey.
1.7.18.3 When using a RIT as an alternative to
close-up survey, if not carried out by IRS itself, it 1.7.18.11 Conditions
is to be conducted by a firm approved as a
service supplier and is to be witnessed by an a) Use of remote inspection technique may be
attending surveyor of IRS. restricted or limited where there is a record or
indication of abnormal deterioration or damage
1.7.18.4 The structure to be examined using a to structure or to items to be inspected. The
RIT is to be sufficiently clean to permit remote inspection technique may not be
meaningful examination. Visibility is to be applicable if there are recommendations for
sufficient to allow for a meaningful examination. repairs.
IRS is to be satisfied with the methods of
orientation on the structure. b) It may also be inapplicable if conditions,
affecting the class of the vessel, are found
1.7.18.5 The Surveyor is to be satisfied with the during the course of the inspection.
method of data presentation including pictorial
representation, and a good two-way c) If the remote inspection technique reveals
communication between the Surveyor and RIT damage or deterioration that requires attention,
operator is to be provided. the Surveyor may require close-up
survey/thickness measurements without the use
1.7.18.6 If the RIT reveals damage or of remote inspection technique to be
deterioration that requires attention, the undertaken.
Surveyor may require traditional survey to be
undertaken without the use of a RIT. 1.7.18.12 Procedures
1.7.18.7 Remote inspection techniques may a) The inspection is to be carried out by a

include the use of: qualified technician with adequate knowledge of
the items to be inspected. Prior to the
 Divers commencement of surveys a pre-meeting is to
 Unmanned robot arm be held between the technician(s), the owner’s
 Remote Operated Vehicles (ROV) representative(s) and the attending Surveyors(s)
 Climbers for the purpose to ascertain that all
 Drones arrangements in the inspection plan are in
 Other means acceptable to IRS place, so as to ensure the safe and efficient
conduct of the inspection work to be carried out.
1.7.18.8 When permitted remote inspection
techniques may be used to facilitate the required b) Means of thickness gauging and non-
external and internal examination, including destructive testing may be required in
close-up surveys and gauging. The methods conjunction with the use of remote inspection
applied for remote inspection techniques are to technique.

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c) Items to be examined using remote inspection sheen of oil on the water is not
technique are to be sufficiently clean to permit acceptable; and
meaningful examination.
f) At no time is the water level to be
d) Visibility is to be sufficient to allow for a allowed to be within 1 m of the deepest
meaningful examination. under deck web face flat so that the
survey team is not isolated from a direct
1.8 Surveys at sea or at anchorage escape route to the tank hatch. Filling to
levels above the deck transverses is
1.8.1 Survey at sea or at anchorage may be only to be contemplated if a deck
accepted provided the Surveyor is given the access manhole is fitted and open in the
necessary assistance from the personnel bay being examined, so that an escape
onboard. Necessary precautions and route for the survey party is available at
procedures for carrying out the survey are to be all times. Other effective means of
in accordance with 1.7. escape to the deck may be considered.
1.8.2 A communication system is to be arranged g) If the tanks (or spaces) are connected
between the survey party in the tank and the by a common venting system, or inert
responsible officer on deck. This system must gas system, the tank in which the boat
also include the personnel in charge of ballast or raft is used should be isolated to
pump handling if boats or rafts are used. prevent a transfer of gas from other
tanks (or spaces).
1.8.3 Surveys of tanks or applicable holds by
means of boats or rafts may only be undertaken The tank being examined is to be
with the agreement of the Surveyor, who is to isolated also to prevent transfer of
take into account the safety arrangements liquids/gas through cargo or ballast
provided, including weather forecasting and ship piping.
response under foreseeable conditions and
provided the expected rise of water within the 1.8.5 For the under deck areas in tanks, survey
tank due to ship motion does not exceed 0.25 by means of boats or rafts will be allowed if the
[m]. depth of the webs is 1.5 [m] or less.
1.8.4 When rafts or boats will be used for close- If the depth of the webs is more than 1.5 [m],
up survey the following conditions are to be boats or rafts may be allowed only when:
observed:
i) the coating of the under deck structure
a) Only rough duty, inflatable rafts or is in GOOD condition and there is no
boats, having satisfactory residual evidence of wastage; or
buoyancy and stability even if one
chamber is ruptured, are to be used; ii) a permanent means of access is
provided in each bay to allow safe entry
b) The boat or raft is to be tethered to the and exit, which means the following:
access ladder and an additional person
is to be stationed down the access a) access direct from the deck via a
ladder with a clear view of the boat or vertical ladder and a small platform
raft; fitted approximately 2 [m] below the
deck in each bay; or
c) Appropriate lifejackets are to be
available for all participants; b) access to deck from a longitudinal
permanent platform having ladders to
d) The surface of water in the tank or hold deck in each end of the tank. The
is to be calm (under all foreseeable platform shall, for the full length of the
conditions the expected rise of water tank, be arranged in level with, or
within the tank should not exceed 0.25 above, the maximum water level
m) and the water level stationary. On no needed for rafting of under deck
account is the level of the water to be structure. For this purpose, the ullage
rising while the boat or raft is in use; corresponding to the maximum water
level is to be assumed not more than 3
e) The tank, hold or space must contain [m] from the deck plate measured at the
clean ballast water only. Even a thin

Chapter 2 Part 1
midspan of deck tranverses and in the implemented before the ship continues in
middle length of the tank. service.
If neither of the above conditions are met, then 1.9.3 Where the damage found on structure
staging or an “other equivalent means” is to be mentioned in 1.9.1 is isolated and of a localized
provided for the survey of the under deck areas. nature which does not affect the ship’s structural
integrity, consideration may be given by the
See also IRS Classification Notes “Guidelines surveyor to allow an appropriate temporary
for approval / acceptance of alternative means repair to restore watertight or weather tight
of access to spaces in oil tankers, bulk carriers, integrity and impose a Condition of Class with a
ore carriers and combination carriers”. specific time limit.
1.8.6 The requirements regarding the usage of 1.9.4 Extended thickness measurements when
boats or rafts in 1.8.5 does not preclude their required by the rules are to be carried out and
use for moving about within a tank during a necessary repairs completed before the survey
survey. is credited as complete.
1.9 Repairs 1.10 Thickness measurements and close-up

surveys
1.9.1 Any damage in association with wastage
over the allowable limits (including buckling, 1.10.1 In any kind of survey, i.e. special,
grooving, detachment or fracture), or extensive intermediate, annual or any other surveys
areas of wastage over the allowable limits, having the scope of the foregoing ones
which affects or, in the opinion of the Surveyor, thickness measurements of structures in areas
will affect the vessel's structural, watertight or where close-up surveys are required are to be
weathertight integrity, is to be repaired promptly carried out simultaneously with close-up
and thoroughly as defined in 1.2.13. Areas to be surveys.
considered as relevant, include:
1.10.2 Consideration may be given by the
- side structure and side plating; attending Surveyor to allow use of Remote
- deck structure and deck plating; Inspection Techniques (RIT) as an alternative to
- bottom structure and bottom plating; close-up survey. Surveys conducted using a RIT
- inner bottom structure and inner bottom are to be completed to the satisfaction of the
plating; attending Surveyor. When RIT is used for a
- inner side structure and inner side plating; close-up survey, temporary means of access for
- longitudinal bulkhead(s) plating and the corresponding thickness measurements is to
structure; be provided unless such RIT is also able to
- transverse watertight or oiltight bulkheads, carry out the required thickness measurements.
plating and structure; and
- hatch covers and hatch coamings. 1.10.3 In case of vessels to which IMO ESP
- weld connection between air pipes and deck Code is applicable, usage of Remote Inspection
plating; Techniques (RIT) as an alternative to close-up
- air pipe heads; survey is subject to prior approval from Flag
- ventilators including closing devices; Administration.
- bunker and vent piping systems in bulk
carriers, ore carriers and combination 1.11 Extension of special surveys
carriers.
1.11.1 Under “exceptional circumstances”, IRS
Where adequate repair facilities are not may grant an extension not exceeding three (3)
available, consideration may be given to allow months to allow for completion of the special
the vessel to proceed directly to a repair facility. survey provided that the vessel is attended and
This may require discharging the cargo and/or the attending surveyor(s) so recommend(s) after
temporary repairs for the intended voyage. the following has been carried out:
1.9.2 Additionally, when a survey results in the a) Annual Survey;

identification of corrosion or structural defects, b) Re-examination of Conditions of Class;
either of which, in the opinion of the Surveyor, c) In the case where dry docking is due prior to
will impair the vessel's fitness for continued the end of the class extension, an
service, remedial measures are to be underwater examination is to be carried out

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by an approved diving company. An 1.12.2 Request for remote surveys is to be
underwater examination by an approved made by the Owner, well in advance of the
company may be dispensed with in the case survey falling due, with details of the
of extension of dry-docking survey not technologies proposed to facilitate remote
exceeding 36 months interval provided the surveys. Remote surveys may be undertaken on
ship is without outstanding Condition of case-to-case basis, when IRS surveyor is
Class regarding underwater parts. unable to attend in view of exceptional
circumstances, subject to review of the survey
“Exceptional circumstances” means request by IRS and approval of the flag
unavailability of dry-docking facilities; Administration, as necessary.
unavailability of repair facilities; unavailability of
essential materials, equipment or spare parts; or 1.12.3 Review of such requests would take into
delays incurred by action taken to avoid severe account; the vessel’s survey records, safety
weather conditions. considerations, information and communication
technology (ICT) used and its availability during
1.11.2 In the case that the Class Certificate will survey and risk mitigation measures based on
expire when the vessel is expected to be at sea, risk assessment carried out by the Ship. Based
an extension to allow for completion of the upon scope and result of survey, the survey
Special Survey may be granted provided there would be credited or advice would be rendered
is documented agreement to such an extension on the need for further revalidation survey by
prior to the expiry date of the certificate and physical attendance on board, if any.
provided that positive arrangements have been
made for attendance of the Surveyor at the first 1.12.4 The following may be undertaken
port of call and provided that IRS is satisfied that remotely subject to special consideration of the
there is technical justification for such an risks involved, as indicated in 1.12.3:
extension. Such an extension is to be granted
only until arrival at the first port of call after the (i) Postponement of Class periodical Surveys
expiry date of the certificate. However, if owing
to “exceptional circumstances” the special (ii) Postponement of continuous Survey of
survey cannot be completed at the first port of machinery items
call, 1.11.1 may be followed, but the total period
of extension shall in no case be longer than (iii) Postponement of Boiler Surveys
three months after the original due date of the
special survey. (iv) Postponement of Docking Surveys without
In-Water Surveys
1.11.3 In case of force majeure as defined
below, the completion of survey may be (v) Postponement of Tailshaft Surveys (for
specially considered. maximum period of one year)
“Force Majeure” means damage to the ship; (vi) Occasional In-water Survey
unforeseen inability of IRS to attend the vessel
due to the governmental restrictions on right of Note: Occasional In-water survey (IWS) may
access or movement of personnel; be carried out remotely to examine damage to
unforeseeable delays in port or inability to underwater portion of hull, appendages or
discharge cargo due to unusually lengthy shafting system or any other suspected
periods of severe weather, strikes or civil strife; damage. Extension of docking survey based on
acts of war; or other similar circumstances. In-water survey undertaken remotely are subject
to concurrence of the flag Administration and
1.12 Remote Surveys declaration from Chief Engineer that the vessel
is free of any underwater damage subsequent to
1.12.1 Remote surveys are surveys that are last dry-docking, no undue vibration and no
undertaken as an alternative to physical surveys stern tube oil leakage. Such surveys may be
on-site. Remote survey is a partial or full undertaken by approved IWS firms which can
verification undertaken for obtaining information live stream the in-water survey by ICT and can
equivalent to that obtained from survey on-site, be in communication with surveyor witnessing
by applying digital and technological means, in remotely.
an efficient and secure manner, without physical
attendance of the surveyor, at site.

Chapter 2 Part 1
(vii) Examination/verification of repairs to hull (Refer to IRS Guidelines on Remote Surveys/

structure and fittings/ machinery/ equipment, Audits/ Inspections for more details on remote
extension/deletion of Condition of Class surveys)
(viii) Inspection of Marine Components/

Equipment
Section 2
Surveys - Bulk Carriers and Ore Carriers
2.1 Scope in the approved documentation is to be carried

out.
2.1.1 This section gives the requirements for
periodical surveys of vessels which have been 2.2.2 Hull
assigned the class notations :
2.2.2.1 The survey is to consist of an
Bulk Carrier ESP examination for the purpose of ensuring, as far
BC-A, B or C ESP (from July 2003) as practicable, that the hull, weather decks;
Ore Carrier ESP hatch coamings, hatch covers including their
securing arrangement, other closing appliances,
2.1.2 The requirements that are applicable only equipment and related piping are maintained in
to double skin bulk carriers and those applicable satisfactory and efficient condition and should
only to other bulk carriers have been indicated in take into account the service history, condition
the relevant clauses. For bulk carrier with hybrid and extent of the corrosion prevention system of
cargo hold arrangements, e.g. with some cargo ballast tanks and areas identified in the survey
holds of single side skin and others of double report file. Special attention is to be paid to the
side skin, the appropriate requirements are to following :
applied to the individual cargo holds depending
on their type of side skin construction. a) Weather deck, shipside plating above
waterline.
2.2 Annual surveys
b) Hatchways on freeboard and superstructure
2.2.1 General decks; exposed casings; skylights and
fiddley openings; deck houses;
2.2.1.1 Annual Surveys are to be carried out companionways and superstructure
within 3 months before or after the anniversary bulkheads; side scuttles and dead lights;
date each year. (Also refer to Note 9 of Sec.1, flush deck scuttles; ash shoots and other
Table 1.1.1). These should be held concurrently openings.
with statutory annual or other relevant statutory
Surveys, where practicable. c) Weld connection between air pipes and
deck plating; air pipe heads on exposed
2.2.1.2 At Annual Surveys, the Surveyor is to decks (external examination); flame screens
examine the hull and machinery, so far as on vents to all bunker tanks; ventilators and
necessary and practicable, in order to be closing devices.
satisfied as to their general condition.
d) Scuppers and sanitary discharges as far as
2.2.1.3 It is to be confirmed that no new practicable together with valves and their
installation of material containing asbestos was controls.
carried out since last survey.
e) Guard rails, bulwarks, freeing ports,
2.2.1.4 Where applicable, examination of gangways, walkways and life lines, fittings
alternative design and arrangement for and appliances for timber deck cargo.
machinery or electrical installations or fire
safety, in accordance with the test, inspection f) Watertight bulkheads and their penetrations
and maintenance requirements, if any, specified as far as practicable.

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2.2.2.2 Cargo hatch covers and coamings are to
be examined to ensure that no alterations have c) Clamping devices, retaining bars, cleating
been made to the approved arrangements : (for wastage, adjustment and condition of
rubber components);
A thorough survey of cargo hatch covers and
coamings is to be carried out by examination in d) Closed cover locating devices (for distortion
the open as well as closed positions and should and attachments);
include verification of proper opening and
closing operation. The hatch cover sets within e) Chain or rope pulleys;
the forward 25% of the ship’s length and at least
one additional set, such that all sets on the ship f) Guides;
are assessed at least once in every 5-year
period, are to be surveyed open, closed and in g) Guide rails and track wheels;
operation to the full extent on each direction at
each annual survey, including: h) Stoppers;
i) stowage and securing in open i) Wires, chains, tensioners and gypsies;

condition;
j) Hydraulic system, electrical safety devices
ii) proper fit and efficiency of sealing in and interlocks; and
closed condition; and
k) End and interpanel hinges, pins and stools
iii) operational testing or hydraulic and where fitted.
power components, wires, chains
and link drives. 2.2.2.5 At each hatchway the coamings, with
plating stiffeners and brackets are to be
The closing of the covers is to include the subjected to a close-up survey and checked for
fastening of all peripheral and cross joint cleats corrosion, cracks and deformation, especially of
or other securing devices. Particular attention is the coaming tops.
to be paid to the condition of the hatch covers in
the forward 25% of the ship’s length, where sea 2.2.2.6 Where considered necessary, the
loads are normally greatest. effectiveness of sealing arrangements may be
proved by hose or chalk testing supplemented
2.2.2.3 If there are indications of difficulty in by dimensional measurements of seal
operating and securing hatch covers, sets in compressing components.
addition to those required by 2.2.2.2, at the
discretion of the surveyor, are to be tested in 2.2.2.7 Cargo hatch covers of the portable type
operation. Where hatch covers or coamings (i.e. wood or steel pontoons) are to be examined
undergo substantial repairs, the strength of to confirm the satisfactory condition of:
securing devices should be upgraded to comply
with Pt.5, Ch.1, 5.5 - wooden covers and portable beams,
carriers or sockets for the portable
Where the cargo hatch securing system does beams and their securing devices;
not function properly, repairs are to be carried
out under the supervision of the Surveyors. - steel pontoons;
2.2.2.4 For each cargo hatch cover set the - tarpaulins;

following items are to be surveyed:
- cleats, battens and wedges;
a) Cover panels, including side plates and
stiffener attachments that may be - hatch securing bars and their securing
accessible in the open position by close-up devices;
survey (for corrosion, cracks, deformation);
- loading pads/bars and the side plate
b) Sealing arrangements of perimeter and edge;
cross joints (gaskets for condition and
permanent deformation, flexible seals on - guide plates and chocks;
combination carriers, gasket lips,
compression bars, drainage channels and - compression bars, drainage channels
non return valves); and drain pipes, if any.

Chapter 2 Part 1
2.2.2.8 All watertight doors in watertight a) Overall survey of two selected cargo holds
bulkheads, to be examined and tested (locally in double skin bulk carriers and all cargo
and remotely) as far as practicable. holds in the case of other bulk carriers.
2.2.2.9 Suspect areas identified at previous b) For single side skin bulk carriers, close-up
special or intermediate surveys are to be close- survey of sufficient extent, minimum 25 per
up surveyed. Thickness measurements are to cent of frames, to establish the condition of
be taken of the area of substantial corrosion the lower region of the shell frames
identified at previous surveys. including approximately lower one third
length of side frame at side shell and side
For vessels built under the IACS Common frame end attachment and the adjacent
Structural Rules, the annual thickness gauging shell plating in a forward cargo hold. Where
may be omitted where a protective coating has this level of survey reveals the need for
been applied in accordance with the coating remedial measures, the survey is to be
manufacturer’s requirements and is maintained extended to include a close-up survey of all
in good condition. In this case, it is of the shell frames and adjacent shell
recommended that the necessary plating of that cargo hold as well as a close-
documentation of coating is available on board. up survey of sufficient extent of all
remaining holds.
Where annual gauging is required as per
2.4.12.3, thickness measurement of aft bulk- c) When considered necessary by the
head of the forward cargo hold is to be carried Surveyor, thickness measurement is to be
out. carried out. If the results of these thickness
measurements indicate substantial
2.2.2.10 Examination of ballast tanks is to be corrosion additional thickness measure-
carried out when required as a consequence of ments are to be carried out to the extent
the results of the special and intermediate given in Table 2.4.10.2(a) or Table
surveys. (See 2.4.5.1, 2.4.5.2 and 2.3.2.1). 2.4.10.2(b).
When considered necessary by the Surveyor or
where extensive corrosion exists, thickness d) Where a hard protective coating in cargo
measurement is to be carried out. If the results holds is found to be in GOOD condition, the
of these thickness measurements indicate extent of close-up surveys may be specially
substantial corrosion additional thickness considered.
measurements are to be carried out to the
extent given in Table 2.4.10.2(a) or Table e) All piping and penetrations in cargo holds,
2.4.10.2(b). including overboard piping are to be
examined.
2.2.2.11 Anchoring and mooring equipment is to
be examined as far as is practicable. It is to be 2.2.2.15 On bulk carriers of over 15 years of age
confirmed that the towing and mooring the following are to be carried out in addition to
equipment is properly marked with any the requirements given in 2.2.2.1 to 2.2.2.14:
restriction associated with its safe operation.
a) Overall survey of all cargo holds.
2.2.2.12 Where applicable Surveyor should
satisfy himself regarding the freeboard marks on b) Close-up examination of a selected cargo
the ship's side. hold in addition to the forward cargo hold as
required in 2.2.2.14b) and c).
2.2.2.13 The Surveyor is to confirm that, where
required, an approved loading instrument c) Examination of all piping and penetrations in
together with its operation manual is available cargo holds, including overboard piping.
on board, See Pt.3, Ch.5. It is to be verified by
the Surveyor that the loading instrument is d) Where a hard protective coating in cargo
checked for accuracy at regular intervals by the holds is found to be in GOOD condition, the
ship's staff by applying test loading conditions. extent of close-up surveys may be specially
considered.
2.2.2.14 On bulk carriers of over 10 years of age
the following are to be carried out in addition to 2.2.2.16 Accommodation ladders are to be
the requirements in 2.2.2.1 to 2.2.2.13: examined at annual surveys. Satisfactory

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condition of the following items is to be checked, 2.2.2.23 Watertight cable transit seal systems
in particular : register is to be reviewed to confirm that it is
being maintained and as far as practicable the
a) steps; transits are to be examined to confirm their
b) platforms; satisfactory condition. Where there are records
c) all support points such as pivots, rollers, entered since last annual survey of any
etc.; disruption to the cable transits or installation of
d) all suspension points such as lugs, new cable transits, the satisfactory condition of
brackets, etc.; those transits is to be confirmed by review of
e) stanchions, rigid handrails, hand ropes and records and, if deemed necessary, by
turntables; examination. The results are to be recorded in
f) davit structure, wire and sheaves, etc. the Register against the specific cable transit.
2.2.2.17 Gangways are to be examined at 2.2.2.24 In case the cable transits have been
annual surveys. Satisfactory condition of the examined by an approved service supplier, the
following items is to be checked, in particular : attending surveyor is to review the Register in
order to ascertain that it has been properly
a) treads; maintained by the owner and correctly endorsed
b) side stringers, cross-members, decking, by the service supplier.
deck plates, etc.;
c) all support points such as wheel, roller, etc.; 2.2.3 Additional annual survey requirements
d) stanchions, rigid handrails, hand ropes. for ships subject to SOLAS XII/9:
2.2.2.18 Winches of accommodation ladders 2.2.3.1 For ships subject to SOLAS XII/9 i.e.:
and gangways are to be examined to verify the
satisfactory condition of the following items: - Bulk Carriers of 150 [m] in length and
upwards of single side skin construction as
a) brake mechanism including condition of defined in Pt.5, Ch.1, 1.1.4; and
brake pads and band brake, if fitted;
b) remote control system, and - Carrying solid bulk cargoes having a density
c) power supply system for electric motor. of 1780 [kg/m3] and above; and
2.2.2.19 Davits and fittings on the ship’s deck - Contracted for construction before 1 July,
associated with accommodation ladders and 1999 and
gangways are to be examined for satisfactory
condition at annual surveys. Fittings or - Constructed with an insufficient number of
structures for means of access to deck such as transverse watertight bulkheads to enable
handholds in a gateway or bulwark ladder and them to withstand flooding of the foremost
stanchions are also to be examined. cargo hold in all loading conditions and
remain afloat in a satisfactory condition of
2.2.2.20 The maintenance and inspection equilibrium as specified in SOLAS XII/4.3.
records of accommodation ladders and
gangways are to be verified. It is to be confirmed 2.2.3.2 In accordance with SOLAS XII/9.1 for
that supporting wires are being renewed at the foremost cargo hold of such ships, the
intervals not exceeding 5 years. additional survey requirements listed in 2.2.3.3
to 2.2.3.6 shall apply.
2.2.2.21 When examining internal spaces as far
as practicable, the permanent means of access 2.2.3.3 For bulk carriers of 5 - 15 years of age:
where appropriate, are to be verified that they
remain in good condition. a) An overall survey of the foremost cargo
hold, including close-up survey of sufficient
2.2.2.22 For vessels subject to IMO PSPC (See extent, minimum 25% of frames, is to be
Pt.3, Ch.2, 3.6), it is to be confirmed that the carried out to establish the condition of:
maintenance, repair and partial recoating of
dedicated ballast tanks and double side skin - Shell frames including their upper and
spaces, as appropriate, are recorded in the lower end attachments, adjacent shell
coating technical file. plating, and transverse bulkheads.

Chapter 2 Part 1
existing ships, scantlings should be ascertained

- Suspect areas found at the previous in the presence of a surveyor.
special survey.
2.2.3.7 Bilge well alarms to all cargo holds and
b) Where considered necessary by the conveyor tunnels are to be verified to confirm
surveyor as a result of the overall and close- their functionality.
up survey as described in a) above, the
survey is to be extended to include a close- 2.2.4 Machinery and systems
up survey of all of the shell frames and
adjacent shell plating of the cargo hold. 2.2.4.1 A general examination of the machinery,
boilers, all pressurised systems (steam,
2.2.3.4 For bulk carriers exceeding 15 years of pneumatic, hydraulic) and their associated
age: fittings, propulsion system and auxiliary
machinery to see whether they are being
a) An overall survey of the foremost cargo properly maintained and with particular attention
hold, including close-up survey is to be to the fire and explosion hazards.
carried out to establish the condition of:
2.2.4.2 Confirmation that machinery, boilers and
- All shell frames including their upper other pressure vessels, associated piping
and lower end attachments, adjacent systems and fittings are so installed and
shell plating and transverse bulkheads. protected as to reduce to a minimum any danger
to persons on board, due regard being given to
- Suspect areas found at the previous moving parts, hot surfaces and other hazards.
special survey. 2.2.4.3 Confirm that Periodical Surveys of
boilers and other pressure vessels have been
2.2.3.5 Extent of thickness measurement: carried out as required by the Rules and the
safety devices have been tested.
a) Thickness measurement is to be carried out
to an extent sufficient to determine both 2.2.4.4 Confirmation that the normal operation of
general and local corrosion levels at areas the propulsion machinery can be sustained or
subject to close-up survey, as described in restored even though one of the essential
2.2.3.3a) and 2.2.3.4a) above. The auxiliaries becomes inoperative.
minimum requirement for thickness
measurements are areas found to be 2.2.4.5 Confirmation that means are provided so
suspect areas at the previous special that machinery can be brought into operation
survey. from the dead ship condition without external
aid.
Where substantial corrosion is found, the
extent of thickness measurements is to be 2.2.4.6 All main and auxiliary steering
increased with the requirements of Table arrangements and their associated equipment
2.4.10.2(a) or Table 2.4.10.2(b). and control systems are to be examined and
tested. Where applicable, Surveyors are to
b) The thickness measurement may be verify that log entries have been made in
dispensed with provided the surveyor is accordance with statutory requirements.
satisfied by the close-up survey, that there
is no structural diminution and the protective 2.2.4.7 Steering chains are to be cleaned for
coating where provided remains effective. ascertaining wear and tear and lengths of chain
worn in mean diameter by more than 12 per
2.2.3.6 Where the protective coating in the cent of the original rule diameter are to be
foremost cargo hold is found to be in GOOD renewed.
condition, the extent of close-up surveys and
thickness measurements may be specially 2.2.4.8 All the means of communication
considered. between the navigating bridge and the
machinery control positions, as well as the
For existing bulk carriers, where owners may bridge and the main alternative steering
elect to coat or recoat cargo holds as noted position, if fitted, are to be tested. It is to be
above, consideration may be given to the extent confirmed that means of indicating the angular
of the close-up and thickness measurement position of the rudder are operating
surveys. Prior to the coating of cargo holds of satisfactorily.

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2.2.4.9 Confirmation that with ships having electrical power, including their starting
emergency steering positions there are means arrangement, the systems supplied, and when
of relaying heading information and, when appropriate, their automatic operation.
appropriate, supplying visual compass readings
to the emergency steering positions. 2.2.4.18 Examining in general, that the
precautions provided against shock, fire and
2.2.4.10 Confirmation that various alarms other hazards of electrical origin are being
required for hydraulic power operated, electric maintained.
and electro-hydraulic steering gears are,
operating satisfactorily and that the recharging 2.2.4.19 A General Examination of automation
arrangements for hydraulic power operated equipment is to be carried out. Satisfactory
steering gears are being maintained. operation of safety devices, bilge level detection
and alarm systems and control systems is to be
2.2.4.11 Examining the means for the operation verified.
of the main and auxiliary machinery essential for
propulsion and the safety of the ship, including 2.2.4.20 Examination of bunker and vent piping
when applicable, the means of remotely systems.
controlling the propulsion machinery from the
navigating bridge and the arrangements to 2.2.4.21 For ships complying with the
operate the main and other machinery from a requirements of SOLAS XII/12 for hold, ballast
machinery control room. and dry space water level detectors (See
2.4.14), the annual survey is to include an
2.2.4.12 Confirmation that the engine room examination and a test, at random, of the water
telegraph, the second means of communication ingress detection systems and of their alarms.
between the navigation bridge and the
machinery space and the means of 2.2.4.22 For ships complying with the
communication with any other positions from requirements of SOLAS XII/13 for the availability
which the engines are controlled are operating of pumping systems (See 2.4.15), the annual
satisfactorily. survey is to include an examination and a test,
of the means for draining and pumping ballast
2.2.4.13 Examination and testing of the general tanks forward of the collision bulkhead and
emergency alarm system and confirmation that bilges of dry spaces any part of which extends
the engineer's alarm is clearly audible in the forward of the foremost cargo hold and of their
engineer's accommodation. controls.
2.2.4.14 It is to be confirmed that ballasting and 2.2.4.23 Confirmation that machinery space
de-ballasting arrangements are satisfactory. The ventilation systems are in good working
bilge pumping systems and bilge wells including condition.
operation of each bilge pump, extended spindles
and level alarms, where fitted, are to be 2.2.4.24 For Ships constructed before 01 July
examined as far as is practicable. It is also to be 2017 and fitted with harmonic filters; following
confirmed that bilge pumping system for each are to be verified at each survey:
watertight compartment is satisfactory.
a) Records of annual measurement of
It is also to be confirmed that drainage from harmonic distortion levels of main bus
enclosed cargo spaces situated on freeboard bar under seagoing conditions and log
deck is satisfactory. entries showing which equipment was
running and / or filters in service at the
2.2.4.15 Examining visually the condition of any time of measurement. Harmonic
expansion joints in sea water system. distortion readings are to be carried out
when the greatest amount of distortion
2.2.4.16 General examination visually and in is indicated by the measuring
operation, as feasible, of the main electrical equipment.
machinery, the emergency sources of electrical
power, the switch gear, other electrical b) Records of measurement of distortion
equipment including the lighting system is to be levels, after any modification to the
carried out. ship’s electrical distribution system.
2.2.4.17 Confirmation as far as practicable, the 2.2.4.25 For Ships constructed on or after 01
operation of the emergency source(s) of July 2017 and fitted with harmonic filters; or for

Chapter 2 Part 1
ships retrofitted with harmonic filters, on or after c) examination of the fire main system and
01 July 2017; following are to be verified at each verification that each fire pump including the
survey: emergency fire pump can be operated
separately so that the two required powerful
a) Engine log book containing distortion jets of water can be produced
monitoring readings/ automatic records of same simultaneously from different hydrants at
any part of the ship whilst the required
b) Documentation of any approved relaxation pressure is maintained in the fire main.;
on allowable distortion limits.
d) verification that fire hoses, nozzles,
2.2.4.26 For ships contracted for construction on applicators and spanners are in good
or after 01 Jan 2017 following are to be verified working condition and situated at their
in emergency generator rooms at each survey: respective locations;
a) Hand operated ventilation louvres, e) examination of fire-fighting system

closing appliances, if fitted, are kept (including fixed fire-fighting system for the
open and corresponding instruction machinery spaces) controls, piping,
plates are visible near the louvres. instructions and marking, checking for
evidence of proper maintenance and
b) Power operated ventilation louvres and servicing including date of last systems
closing appliances, if fitted, are fail-to- tests;
open type and capable of opening
automatically whenever emergency f) verification that all semi-portable and
generator is starting / in operation. portable fire extinguishers are in their
stowed positions, checking for evidence of
c) It is to be possible to close ventilation proper maintenance and servicing,
openings by a manual operation from a conducting random check for evidence of
clearly marked safe position outside the discharged containers;
space where the closing operation can
be easily confirmed. Further, such g) verification, as far as practicable, that the
closing is not possible from any other remote controls for stopping fans and
remote position. The louvre status machinery in machinery spaces are in
(open/closed) is indicated at this working order. Examination of the
position. arrangements for oil fuel, lubricating oil and
other flammable oils and testing the remote
2.2.4.27 For vessels fitted with ICCP system, closing of valves for oil fuel, lubricating oil
proper functioning of the system is to be and other flammable oils and, the operation
checked and records of system operation are to of the remote means of closing the valves
be verified. It is to be verified that all on the tanks that contain oil fuel, lubricating
maintenance as per manufacturer’s instructions oil and other flammable oils;
are carried out.
h) examination of the closing arrangements of
2.2.5 Fire protection, detection and ventilators, funnel annular spaces, skylights,
extinction doorways and tunnel, where applicable;
2.2.5.1 The arrangements for fire protection, i) confirmation that the fire fighters’ outfits
detection and extinction are to be examined and including its self-contained compressed air
are to include confirmation that no changes breathing apparatus and emergency escape
have been made in the structural fire protection. breathing devices (EEBDs) are complete
Following are to be examined / verified: and in good condition and that the cylinders,
including the spare cylinders, of any
a) verification that fire control plans are required self-contained breathing apparatus
properly posted; are suitably charged and that on board
means of recharging apparatus cylinders
b) examination as far as possible and testing used during drills or a suitable number of
as feasible of, any fire detection and alarm spare cylinders to replace those used are
system and any sample extraction smoke provided, and provision of two-way portable
detection system; radiotelephone apparatus of an explosion-
proof type or intrinsically safe.

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j) examination of any manual and automatic other spaces are satisfactory.
fire doors and proving their operations.
2.2.5.3 Examination of the arrangements for
k) examination of the fire-extinguishing gaseous fuel for domestic purposes.
systems for spaces containing paint and/or
flammable liquids and deep fat cooking 2.3 Intermediate Surveys
equipment in accommodation and service
spaces; 2.3.1 General
l) examination of the fire safety requirements 2.3.1.1 Intermediate surveys are to be carried
of helicopter facilities, including foam out at or between the second or third Annual
firefighting appliances ; Survey. (Also refer to Note 9 of Sec.1, Table
1.1.1).
m) examination of the fire protection
arrangements in cargo spaces, as far as However, only those items which are additional
practicable and as appropriate, the to the requirements of annual survey may be
operation of the means of control provided examined between the second or third Annual
for closing the various openings; Survey.
n) examination, when appropriate of the Concurrent crediting to both Intermediate survey

special arrangements for carrying and Special survey for surveys and thickness
dangerous goods, including checking the measurements of spaces is not acceptable.
electrical equipment and wiring, ventilation,
provision of protective clothing and portable 2.3.1.2 The following requirements are
appliances and testing of the water supply, applicable for vessels over five years of age. For
bilge pumping and any water spray system. vessels below 5 years of age additional
examination over and above the requirements of
o) Examination of the fixed carbon dioxide fire- Annual survey may be required at the discretion
extinguishing systems for the protection of of the Surveyors.
machinery spaces, where applicable, are
provided with two separate controls, one for 2.3.1.3 For vessels over 10 years of age a
opening of the gas piping and one for specific survey program is to be worked out by
discharging the gas from the storage the owner in cooperation with the Surveyors
container, each of them located in a release considering the requirements of the previous
box clearly identified for the particular special survey, executive hull summary of that
space. survey, later relevant survey records and taking
account of any amendments to the survey
p) testing the fire dampers of ventilation ducts requirements after the last special survey. The
and the means of closing the main inlets survey program is to be submitted in written
and outlets of all ventilation systems and format for approval and kept on board until the
testing the means of stopping power intermediate survey has been completed. (See
ventilation systems from outside the space 2.4.2 for guidance on preparation of the survey
served. program).
2.2.5.4 For ships designed to carry containers 2.3.1.4 Prior to the commencement of any part
on or above weather deck, as applicable, of the intermediate survey, a survey planning
examining the water mist lance, and as meeting is to be held between the attending
appropriate, the mobile water monitors and all Surveyor(s), the owner’s representative in
necessary hoses, fittings and required fixing attendance and where involved, the thickness
hardware. measurement company representative and the
master of ship or an appropriately qualified
Surveys carried out by the National Authority of representative appointed by the master or
the country in which the ship is registered would Company for the purpose to ascertain that all
normally be accepted as meeting these the arrangements envisaged in the survey
requirements, at the discretion of the Surveyor. programme are in place, so as to ensure the
safe and efficient conduct of the survey work to
2.2.5.2 Confirmation that the means of escape be carried out.
from accommodation, machinery spaces and

Chapter 2 Part 1
2.3.2 Vessels of between 5 and 10 years of - Shell frames including their end
age attachments, adjacent shell plating and
transverse bulkheads in the forward
2.3.2.1 Ballast tanks cargo hold and one other selected cargo
hold.
a) An overall survey of representative ballast
tanks is to be carried out. The selection of - Areas found suspect at the previous
representative tanks is to include the fore Special Survey.
and aft peak tanks and a number of other
tanks, taking into account the total number b) For single side skin bulk carriers, where
and type of ballast tanks. When extensive considered necessary by the Surveyor as a
corrosion is found, thickness result of the overall and close-up survey, the
measurements are to be carried out. If the survey is to be extended to include a close-
overall survey reveals no visible structural up survey of all of the shell frames and
defects, the examination may be limited to adjacent shell plating of that cargo hold as
a verification that the corrosion prevention well as a close-up survey of sufficient extent
system remains efficient. of all remaining cargo holds.
b) Where POOR coating condition, corrosion For double skin bulk carriers, as a result of
or other defects are found in ballast tanks overall survey, the survey may be extended
or where a hard protective coating was not to include a close-up survey of those areas
applied from the time of construction, the of structure in the cargo holds selected by
examination is to be extended to other the Surveyor.
ballast tanks of the same type.
2.3.2.3 Extent of thickness measurements
c) For ballast tanks other than double bottom
tanks, where a hard protective coating is a) Thickness measurements are to be carried
found to be in POOR condition and is not out to an extent sufficient to determine both
renewed or where a soft or semi-hard general and local corrosion levels at areas
coating has been applied or where a hard subject to close-up survey as per 2.3.2.2a).
protective coating was not applied from the The minimum requirements for thickness
time of construction, the tank(s) in question measurement are the areas found to be
are to be examined and thickness suspect areas at the previous survey. The
measurements carried out as necessary at extent of thickness measurement may be
subsequent annual surveys. specially considered provided the Surveyor
is satisfied by the close-up survey, that
When such breakdown of hard coating is there is no structural diminution and the
found in double bottom ballast tanks, or hard protective coatings are found to be in
where a soft or semi-hard coating has been GOOD condition.
applied or where a hard protective coating
has not been applied, the tanks in question b) Where substantial corrosion is found, the
may be examined at annual intervals. extent of thickness measurements is to be
When considered necessary by the increased in accordance with the
Surveyor, or where extensive corrosion requirements of Table 2.4.10.2. Suspect
exists, thickness measurements are to be areas identified at previous surveys are to
carried out. be examined. Areas of substantial corrosion
identified at previous surveys are to have
d) Suspect areas identified at previous thickness measurements taken.
surveys are to be overall and close-up
surveyed. For vessels built under IACS Common
Structural Rules, the identified substantial
2.3.2.2 Cargo holds corrosion areas may be:
a) Overall survey of all cargo holds. For single i) protected by coating applied in
side skin bulk carriers, close-up survey of accordance with the coating manufacturer’s
sufficient extent, minimum 25 per cent of requirements and examined at annual
frames, is to be carried out to establish the intervals to confirm the coating in way is still
condition of : in good condition, or alternatively

Page 25 of 199
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ii) required to be gauged at annual intervals. specified in 2.4.6.9 and internal examination of
fuel oil, lub.oil and fresh water tanks specified in
In this case of i) above, it is recommended Table 2.4.6.1 need not be carried out unless
that the necessary documentation of coating deemed necessary by the attending Surveyor.
is available on board. Thickness measurement is to be carried out for
items 1) to 6) of Table 2.4.10.1.
c) Where the hard protective coating in cargo
holds is found to be in GOOD condition, the A survey programme as per 2.4.2 is to be
extent of close-up surveys may be specially worked out prior to commencement of survey.
considered.
2.3.4.2 The intermediate survey may be
For existing bulk carriers, where owners may commenced at the second annual survey and
elect to coat or recoat cargo holds as noted be progressed during the succeeding year with
above, consideration may be given to the extent a view to completion by the third annual survey
of the close-up and thickness measurement in lieu of the application of 2.4.1.4.
surveys. Prior to the coating of cargo holds of
existing ships, scantlings should be ascertained 2.3.4.3 A survey in dry dock is to be part of the
in the presence of a surveyor. intermediate survey. Any remaining work in
respect of the overall and close-up surveys and
2.3.3 Vessels of between 10 and 15 years of thickness measurements and repairs applicable
age to the lower portions of cargo holds and ballast
tanks (i.e. parts below light ballast water line),
2.3.3.1 The requirements of the intermediate are to be completed in the dry-dock.
survey are to be to the same extent as the
previous special survey as required in 2.4 for 2.4 Special Surveys - Hull
hull structure and piping systems in way of the
cargo holds cofferdams, pipe tunnels, void 2.4.1 General
spaces and fuel oil tanks in the cargo area and
all ballast tanks. However, tank testing specified 2.4.1.1 All ships classed with IRS are to undergo
in 2.4.8, survey of automatic air pipe heads Special Surveys at 5 yearly intervals. The first
specified in 2.4.6.9 and internal examination of Special Survey is to be completed within 5 years
fuel oil, lub.oil and fresh water tanks specified in from the date of the initial classification survey
Table 2.4.6.1 need not be carried out unless and thereafter 5 years from the assigned date of
deemed necessary by the attending Surveyor. the previous Special Survey. However, an
Thickness measurement is to be carried out for extension of class of 3 months maximum
items 1) to 6) of Table 2.4.10.1. beyond the 5th year may be granted in
exceptional circumstances in accordance with
A survey programme as per 2.4.2 is to be 1.11. In such cases, the next period of class will
worked out prior to commencement of survey. start from the expiry date of the Special Survey
before extension was granted.
2.3.3.2 The intermediate survey may be
commenced at the second annual survey and 2.4.1.2 The interval between the Special
be progressed during the succeeding year with Surveys may be reduced at the request of the
a view to completion by the third annual survey parties concerned or by IRS if considered
in lieu of the application of 2.4.1.4. appropriate.
2.3.3.3 An in-water survey complying with the 2.4.1.3 For surveys completed within 3 months
requirements of Sec.7.2 may be accepted in lieu before the expiry date of the Special Survey, the
of docking survey required by 2.4.1.9. next period of class will start from the expiry
date of the Special Survey. For surveys
2.3.4 Vessels of over 15 years of age completed more than 3 months before the expiry
date of the Special Survey, the period of class
2.3.4.1 The requirements of the intermediate will start from the survey completion date. In
survey are to be to the same extent as the cases where the vessel has been laid up or has
previous special survey as required in 2.4 for been out of service for a considerable period
hull structure and piping systems in way of the because of a major repair or modification and
cargo holds cofferdams, pipe tunnels, void the owner elects to only carry out the overdue
spaces and fuel oil tanks in the cargo area and surveys, the next period of class will start from
all ballast tanks. However, tank testing specified the expiry date of the special survey. If the
in 2.4.8, survey of automatic air pipe heads owner elects to carry out the next due special

Chapter 2 Part 1
survey, the period of class will start from the 2.4.2 Planning and preparation for survey
survey completion date. Any requirement of the
Flag Administration in this regard is also to be 2.4.2.1 A specific Survey Programme is to be
complied with. worked out in advance of the Survey by the
Owner in cooperation with the Surveyors and
2.4.1.4 The Special Survey may be commenced submitted to IRS for approval. The Survey
at the 4th Annual Survey and be progressed Programme is to be in a written format based on
with a view to completion by the 5th anniversary IMO Resolution MSC197(80). The survey is not
date. When the special survey is commenced to commence until the survey programme has
prior to the fourth annual survey, the entire been agreed. Prior to the development of the
survey is to be completed within 15 months if survey programme, the survey planning
such work is to be credited to the special survey questionnaire based on IMO Resolution
and in this case the next period of class will start MSC197(80) is to be completed by the owner
from the survey completion date. and forwarded to IRS. The Survey Programme
at Intermediate Survey may consist of the
Concurrent crediting to both Intermediate survey Survey Programme at the previous Special
and Special survey for surveys and thickness Survey supplemented by the Executive Hull
measurements of spaces is not acceptable. Summary of that Special Survey and later
relevant survey reports. The survey program is
2.4.1.5 As part of the preparation for Special to be worked out taking into account any
Survey, the proposed Survey Programme (See amendments to the survey requirements after
2.4.2) including the schedule for thickness the last special survey.
measurements (See 2.4.10) are to be submitted
at least 3 months in advance of the intended 2.4.2.2 In developing the Survey Programme,
commencement of the Special Survey. the following documentation is to be collected
and consulted with a view to selecting tanks,
2.4.1.6 Record of Special Survey will not be areas and structural areas for examination :
assigned until the Machinery Survey has been
completed or postponed in agreement with IRS. - Survey status and basic ship information
2.4.1.7 Ships which have satisfactorily passed a - Documentation on board as per 2.4.3
Special Survey will have a record entered in the
Supplement to the Register Book indicating the - Main structural plans (scantling drawings),
assigned date of Special Survey. In addition a including information regarding use of high
notation "ESP" will be entered for bulk carriers, strength steels, clad steel and stainless
ore carriers and combination carriers. steel
2.4.1.8 The special survey is to include, in - Relevant previous survey and inspection
addition to the requirements of the Annual reports of IRS and the Owners
Survey, examination, tests and checks of
sufficient extent to ensure that the hull, - Information regarding the use of the ship's
equipment and related piping as indicated in holds and tanks, typical cargoes and other
2.4.6.3 are in satisfactory condition and that the relevant data
ship is fit for its intended purpose for the new
period of class of five years to be assigned - Information regarding corrosion prevention
subject to proper maintenance and operation level at the time of construction
and the periodical surveys being carried out at
the due dates. - Information regarding the relevant
maintenance level during operation.
2.4.1.9 A Docking Survey in accordance with the
requirements of Sec.7 is to be carried out as 2.4.2.3 The Survey Programme submitted for
part of the Special Survey. Any remaining work approval is to account for and comply, as a
in respect of the overall and close-up surveys minimum, with the requirements of close-up
and thickness measurements and repairs survey, thickness measurement and tank testing
applicable to the lower portions of cargo holds respectively, and to include relevant information
and ballast tanks (i.e. parts below light ballast including at least :
water line) are to be completed in the dry-dock.

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- Basic ship information and particulars - Nomination of tanks for testing
- Main structural plans (scantling drawings), - Damage experience related to the ship in
including information regarding use of high operation.
strength steels, clad steel and stainless
steel 2.4.2.4 IRS will advise the Owner of the
maximum acceptable structural corrosion
- Plan of holds and tanks diminution levels applicable to the vessel.
- List of holds and tanks with information on 2.4.2.5 The ship is to be prepared for overall
use, corrosion prevention and condition of survey in accordance with the requirements of
coating Table 2.4.2.5. The preparation is to be of
sufficient extent to facilitate an examination to
- Conditions for survey (e.g. information like ascertain any excessive corrosion, deformation,
holds and tank cleaning, gas freeing, fractures, damages and other structural
ventilation, lighting, etc.) deterioration.
- Provisions and methods of access to 2.4.2.6 Proper preparation and the close co-
structures operation between the attending surveyor(s) and
the owner’s representatives onboard prior to and
- Equipment for survey during the survey are an essential part in the
safe and efficient conduct of the survey. During
- Nomination of holds and tanks and areas for the survey on board safety meetings are to be
close-up survey (As per Table 2.4.9.1) held regularly.
- Nomination of sections for thickness

measurement (As per Table 2.4.10.1)

Chapter 2 Part 1
Table 2.4.2.5 : Survey preparation
Special Survey No. I Special Survey No. II Special Survey No. III Special Survey No. IV
Age  5 5 < Age  10 10 < Age  15 and subsequently
Age > 15
1) The holds, deep tanks, 1) Requirements of 1) Requirements of 1) Requirements of
peaks, bilges and drain Special Survey I to be Special Survey II to be Special survey III to be
wells, engine and boiler complied with complied with complied with
spaces and other spaces are
to be cleared out and 2) The chain locker is to 2) Portions of wood
cleaned as necessary for be cleaned internally. sheathing, or other
examination. Floor plates in The chain cables are to covering, on steel decks
engine and boiler spaces are be ranged for inspection. are to be removed, as
to be lifted as may be The anchors are to be considered necessary by
necessary for examination of cleaned and placed in an the Surveyor, in order to
the structure underneath. accessible position for ascertain the condition of
Where necessary ceiling, inspection. the plating.
lining, casings and loose
insulation are to be removed
as required by the Surveyor
for examination of the
structure. Compositions on
the plating are to be
examined and sounded, but
need not be disturbed if
found satisfactorily adhering
to the plating.
2) The steelwork is to be
exposed and cleaned as
may be required for its
proper examination by the
Surveyor and close attention
is to be paid to the parts of
the structure which are
particularly liable to
excessive corrosion or to
deterioration due to other
causes.
3) All tanks are to be cleaned

as necessary to permit
examination.
4) Casings or covers of air,

sounding, steam and other
pipes, spar ceiling and lining
in way of the side scuttles
are to be removed, as
required by the Surveyor.
2.4.2.7 Prior to commencement of any part of 2.4.2.8 The following is an indicative list of items
the special survey, a survey planning meeting is that are to be addressed in the meeting:
to be held between the attending surveyor(s),
the owner’s representative in attendance, the a) Schedule of the vessel (i.e. the voyage,
thickness measurement firm representative and docking and undocking manoeuvres,
the master of the ship or an appropriately periods alongside, cargo and ballast
qualified representative appointed by the master operations, etc.);
or Company for the purpose to ascertain that all
the arrangements envisaged in the survey b) Provisions and arrangements for thickness
programme are in place, so as to ensure the measurements (i.e. access, cleaning/de-
safe and efficient conduct of the survey work to scaling, illumination, ventilation, personal
be carried out. safety);

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c) Extent of the thickness measurements; - Previous repair history
d) Acceptance criteria (refer to the list of - Cargo and ballast history

minimum thicknesses);
- Inspection by ship's personnel with
e) Extent of close-up survey and thickness reference to
measurement considering the coating
condition and suspect areas/areas of - structural deterioration in general
substantial corrosion;
- leakages in bulkheads and piping
f) Execution of thickness measurements;
- condition of coating or corrosion
g) Taking representative readings in general prevention system, if any
and where uneven corrosion / pitting is
found; - Any other information that will help identify
critical structural areas and/or Suspect
h) Mapping of areas of substantial corrosion; Areas requiring inspection.
and
- Survey Programme as required by 2.4.2
i) Communication between attending until such time as the Special Survey has
surveyor(s) the thickness measurement firm been completed.
operator(s) and owner representative(s)
concerning findings. 2.4.3.6 Prior to survey, the Surveyor is to
examine the completeness of the documentation
2.4.3 Documentation on board on board, and its contents as a basis for the
survey.
2.4.3.1 The Owners are to obtain, supply and
maintain on board documentation as specified in 2.4.4 Surveys at sea or at anchorage
2.4.3.3, which is to be readily available for the
Surveyor. 2.4.4.1 See Sec.1.8.
2.4.3.2 The documentation is to be kept on 2.4.5 Space protection

board for the life time of the ship.
2.4.5.1 Where provided, the condition of coating
2.4.3.3 A Survey Report File is to be a part of or corrosion protection of cargo holds and
the documentation on board consisting of ballast tanks is to be examined. For ballast
tanks excluding double bottom tanks where a
- Reports of structural surveys hard protective coating is found in POOR
condition and it is not renewed or where soft or
- Executive Hull Summary semi-hard coating has been applied, or where a
hard protective coating was not applied from the
- Thickness measurement reports. time of construction, the tanks in question are to
be examined at annual surveys. Thickness
2.4.3.4 The Survey Report File is to be available measurements are to be carried out as deemed
also in the Owners and the Classification necessary by the Surveyor.
Society's management offices.
2.4.5.2 When such breakdown of hard protective
2.4.3.5 The following additional supporting coating is found in double bottom ballast tanks
documentation is to be available on board: and it is not renewed, where a soft or semi-hard
coating has been applied, or where a hard
Main structural plans of cargo holds and ballast protective coating has not been applied from the
tanks (for CSR ships these plans are to include time of construction, the tanks in question may
for each structural element both the as-built and be examined at annual intervals. When
renewal thickness. Any thickness for voluntary considered necessary by the Surveyor or where
addition is also to be clearly indicated on the extensive corrosion exists, thickness
plans. The midship section plan to be supplied measurements are to be carried out.
on board the ship is to include the minimum
allowable hull girder sectional properties for hold
transverse section in all cargo holds)

Chapter 2 Part 1
2.4.5.3 Areas in spaces where a hard protective deep, ballast, peak tanks; pipe tunnel, duct
coating is provided and found in GOOD keels, machinery spaces, dry spaces,
condition, the extent of close-up surveys and cofferdams and voids are to be internally
thickness measurements may be specially examined including the plating and framing,
considered. bilge and drain wells, sounding, venting,
pumping and drainage arrangements. This
Areas in tanks where a hard protective coating examination is to be supplemented by testing
is provided and found in GOOD condition, the and thickness measurement as required by
extent of thickness measurements may be 2.4.8 and 2.4.10 to ensure that the structural
specially considered. integrity remains effective. The aim of the
examination is to discover Substantial
2.4.6 Survey and examination Corrosion, significant deformation, fractures,
damages or other structural deterioration and if
2.4.6.1 All spaces within the hull and deemed necessary by the Surveyor, a suitable
superstructure are to be examined. The special non-destructive examination may be required.
survey is to include examination of underwater
parts as per Section 7. All piping systems within the above spaces are
to be examined and operationally tested to
2.4.6.2 All tanks other than water ballast tanks working pressure to attending Surveyors
are to be examined internally in accordance with satisfaction to ensure that the tightness and
the requirements of Table 2.4.6.1. condition remains satisfactory. At special survey
No.3 and subsequent special surveys, structural
2.4.6.3 All spaces including cargo holds and downflooding ducts and structural ventilation
their ‘tween decks where fitted; double bottom, ducts are to be internally examined.
Table 2.4.6.1 : Requirements for internal examination of tanks
Tank Special Survey Special Survey Special Survey Special Survey

No. I No. II No. III No. IV
Age  5 5 < Age  10 10 < Age  15 and subsequent
Age > 15
Fuel oil bunker tanks
- Engine room None None One One
- Cargo area None One Two Half the number of
tanks, minimum 2
- If no tanks in None One One Two
Cargo Area,
additional fuel
tank(s) outside
of Engine Room
( if fitted)
Lub.oil None None None One
Fresh water None One All All
Notes:
1) These requirements apply to tanks of integral (structural) type.

2) If a selection of tanks is accepted to be examined, then different tanks are to be examined at each
special survey, on a rotational basis.
3) Peak tanks (all uses) are subject to internal examination at each special survey.
4) At special survey No.III and subsequent special surveys, one deep tank for fuel oil in the cargo area
is to be included, if fitted.

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2.4.6.4 Where ballast tanks have been sounding pipes are to be examined. The
converted to void spaces, the survey extent is to Surveyors are to ensure that striking plates are
be based upon ballast tank requirements. fitted under the sounding pipes whilst examining
the tanks internally
2.4.6.5 All watertight bulkheads and watertight
doors are to be examined. All decks, casings Automatic air pipe heads are to be internally
and superstructures are to be examined. examined at special surveys as indicated in
Attention is to be given to the corners of Table 2.4.6.8. For designs where the inner parts
openings and other discontinuities in way of the cannot be properly inspected from outside, the
strength decks and top sides. head is to be removed from the air pipe.
Particular attention is to be paid to the condition
2.4.6.6 The masts, standing rigging and anchors of the zinc coating in heads constructed from
are to be examined. galvanised steel.
The Surveyor should satisfy himself that there 2.4.6.9 The Surveyor should satisfy himself
are sufficient mooring ropes on board and also regarding the efficient condition of the following :
that a tow line is provided when this is a Rule
requirement.  Means of escape from machinery spaces,
crew and passenger spaces and spaces in
2.4.6.7 The steering gear, and its connections which crew are normally employed;
and control systems (main and alternative) are - Means of communication between bridge
to be examined. The auxiliary steering gear with and engine room and between bridge and
its various parts are to be examined in working alternative steering position;
condition. - Helm indicator;
- Protection to the aft steering wheel and the
2.4.6.8 The hand pumps and suctions, air and gear.
Table 2.4.6.8 : Requirements for internal examination of automatic air pipe heads
Location Special survey No.I Special survey No.II Special survey No.III
Age  5 5 < Age  10 and subsequent
Age > 10
forward Two air pipe heads1,2 one All air pipe heads on
0.25L port and one starboard on exposed decks
exposed decks All air pipe heads3 on
aft of 0.25L Two air pipe heads1,2 one At least 20% of air pipe exposed decks
from the port and one starboard on heads1,2 on exposed decks
forward exposed decks
perpendicular
Notes:
1. Preferably air pipes serving ballast tanks.

2. The selection of air pipe heads is to be made by the attending Surveyor. According to the results of
the inspection, the Surveyor may require additional air pipe heads to be examined.
3. When there is substantiated evidence of replacement within the previous five years, individual air
pipe heads may not be examined.
2.4.6.10 The chain cables are to be ranged and 2.4.6.11 The windlass is to be examined.
the anchors and the chain cables are to be
examined. At special survey no. II and 2.4.6.12 The chain locker, hold fasts, hawse
subsequent special surveys, the chain cables pipes and chain stoppers are to be examined
are to be gauged. Any length of chain cable and pumping arrangements of the chain locker
which is found to have reduced in mean tested.
diameter at its most worn part by more than 12
per cent of its original rule diameter is to be
renewed.

Chapter 2 Part 1
2.4.6.13 Engine room structure is to be 2.4.7 Hatch covers and coamings

examined. Particular attention being given to
tank tops, shell plating in way of tank tops, The hatch covers and coamings are to be
brackets connecting side shell frames and tank surveyed as follows:
tops and engine room bulkheads in way of tank
tops and bilge wells. Where excessive areas of 2.4.7.1 A thorough inspection of the items listed
wastage are found, thickness measurements in 2.2.2.2 is to be carried out in addition to all
are to be carried out and renewals of repairs hatch covers and coamings.
made when wastage exceeds allowable limits.
2.4.7.2 Checking of the satisfactory operation of
2.4.6.14 The loading instrument is to be all mechanically operated hatch covers is to be
checked for accuracy by applying test load made, including:
conditions in presence of the Surveyor.
- stowage and securing in open condition;
2.4.6.15 For ships complying with the - proper fit and efficiency of sealing in closed
requirements of SOLAS XII/12 for hold, ballast condition;
and dry space water level detectors, the special - operational testing of hydraulic and power
survey is to include an examination and a test of components, wires, chains and link drives.
the water ingress detection systems and of their
alarms. 2.4.7.3 Checking the effectiveness of sealing
arrangements of all hatch covers by hose testing
2.4.6.16 For ships complying with the or equivalent.
requirements of SOLAS XII/13 for the availability
of pumping systems, the special survey is to 2.4.7.4 Close up survey and thickness
include an examination and a test of the means measurement of the hatch cover and coaming
for draining and pumping ballast tanks forward plating and stiffeners is to be carried out as
of the collision bulkhead and bilges of dry given in the relevant tables.
spaces any part of which extends forward of the
foremost cargo hold and of their controls. 2.4.8 Tank testing
2.4.6.17 Examination of accommodation 2.4.8.1 Boundaries of double bottom, deep,

ladders, gangways and their winches are to be ballast, peak and other tanks including holds
carried out as required for annual surveys. In adapted for the carriage of water ballast, are to
addition, the accommodation ladders and be tested with a head of liquid to the top of air
gangways are to be operationally, tested with pipes or nearabout to the top of hatches for
the specified maximum operation load. ballast/cargo holds. Boundaries of fuel oil, lub.oil
and fresh water tanks are to be tested with a
The tests are to be carried out with the load head of liquid to the highest point that liquid will
applied as uniformly as possible along the rise under service conditions. Tank testing of
length of the accommodation ladder or fuel oil, lub.oil and fresh water tanks may be
gangway, at an angle of inclination specially considered based on a satisfactory
corresponding to the maximum bending moment external examination of the tank boundaries and
on the accommodation ladder or gangway. a confirmation from the Master stating that the
pressure testing has been carried out according
Accommodation ladder winch is to be to the requirement with satisfactory results.
operationally tested at special surveys. The
brake system of the winch is to be tested for 2.4.8.2 The testing of double bottom tanks and
holding the maximum operational load on the other spaces not designed for the carriage of
ladder. liquid may be omitted, provided a satisfactory
internal examination together with an
For existing installations on board ships examination of the tank top is carried out.
constructed prior to 01 Jan 2010 where the
maximum operational load is not known, load 2.4.9 Close-up surveys
nominated by the shipowner or operator may be
considered as the test load. 2.4.9.1 The minimum requirements for Close-up

Page 33 of 199
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survey are given in Table 2.4.9.1(a) or Table arrangements or details which have suffered
2.4.9.1(b) or Table 2.4.9.1(c). defects in similar spaces or on similar ships
according to available information.
2.4.9.2 The Surveyor may extend the close-up
survey as deemed necessary taking into 2.4.9.3 For areas in tanks and cargo holds
account the maintenance of the spaces under where hard protective coatings are found in
survey, the condition of the corrosion prevention GOOD condition, the extent of Close-up survey
system and where spaces have structural may be specially considered.
Table 2.4.9.1a : Requirements of close-up survey - Dry bulk cargo ships

other than double skin bulk carriers
Special Survey No. IV

Special Survey No. I Special Survey No. II Special Survey No. III
and subsequently
Age  5 5 < Age  10 10 < Age  15
Age > 15
A) 25% of frames in the A) All shell frames in the A) All shell frames in the A) All shell frames
forward cargo hold at forward cargo hold and forward cargo hold and including their upper and
representative positions 25% of frames in one other selected cargo lower end attachments and
remaining cargo holds hold and 50% of frames in adjacent shell plating in all
including upper and lower remaining cargo holds cargo holds.
end attachments and including upper and lower
adjacent shell plating end attachments and
adjacent shell plating
A) Selected frames in all For bulk carriers of
cargo holds 100,000 dwt and above all
shell frames in the forward
cargo hold and 50% of
shell frames in each of the
remaining cargo holds,
including upper and lower
end attachments and
adjacent shell plating
B) One transverse web B) One transverse web B) All transverse webs with B) All transverse webs with
with associated plating with associated plating and associated plating and associated plating and
and longitudinals in two longitudinals in each longitudinals in each longitudinals in each
representative ballast ballast tank ballast tank ballast tank
tanks of each type (i.e.
topside or hopper side
tank)
B) Forward and aft B) All transverse B) All transverse
transverse bulkhead in one bulkheads in ballast tanks, bulkheads in ballast tanks,
ballast tank, including including stiffening system including stiffening system
stiffening system
C) Two selected cargo C) All cargo hold trans- C) All cargo hold C) All cargo hold
hold transverse bulk- verse bulkheads including transverse bulkheads transverse bulkheads
heads including internal internal structure of upper including internal structure including internal structure
structure of upper and and lower stools, where of upper and lower stools, of upper and lower stools,
lower stools, where fitted fitted where fitted where fitted
D) All cargo hold hatch D) All cargo hold hatch D) All cargo hold hatch D) All cargo hold hatch
covers and coamings covers and coamings covers and coamings covers and coamings
(plating and stiffeners) (plating and stiffeners) (plating and stiffeners) (plating and stiffeners)
E) All deck plating and E) All deck plating and E) All deck plating and
underdeck structure inside underdeck structure inside underdeck structure inside
line of hatch openings line of hatch openings line of hatch openings
between all cargo hold between all cargo hold between all cargo hold
hatches hatches hatches

Chapter 2 Part 1
Table 2.4.9.1a : (Contd.)

A) Cargo hold transverse frames B) Transverse web frame or C) Cargo hold transverse
watertight transverse bulkhead bulkheads plating, stiffeners
in ballast tanks and girders
D) Cargo hold hatch covers and E) Deck plating and underdeck
coamings. Close up structure inside line of hatch
survey/thickness measurement openings, between cargo hold
is to be carried out for hatches
accessible parts of hatch cover
structures. For cargo hold
hatch covers of approved
design which have no access
to internal structures, close up
survey/thickness
measurements of such
inaccessible structural
members need not be carried
out.
Note : Close-up survey of transverse bulkheads to be carried out at four levels -
Level (a) Immediately above the inner bottom and immediately above the line of gussets (if fitted) and
shedders for ships without lower stool.
Level (b) Immediately above and below the lower stool shelf plate (for those ships fitted with lower stools)
and immediately above the line of the shedder plates.
Level (c) About mid-height of the bulkhead.
Level (d) Immediately below the upper deck plating and immediately adjacent to the upper wing tank and
immediately below the upper stool shelf plate for those ships fitted with upper stools, or immediately
below the topside tanks.

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Table 2.4.9.1b : Minimum requirements for close-up survey at special hull survey of
double skin bulk carriers other than ore carriers
and subsequently
Age  5 5 < Age  10 10 < Age  15
Age > 15
One transverse web One transverse web All transverse webs with All transverse webs with
with associated plating with associated plating associated plating and associated plating and
and longitudinals in and longitudinals as longitudinals as longitudinals as
two representative applicable in each applicable in each applicable in each
ballast tanks of each ballast tank (A) ballast tank (A) ballast tank (A)
type (This is to include
the foremost topside
and double side ballast
tanks on either side)
(A)
Forward and aft All transverse All transverse
transverse bulkheads bulkheads including bulkheads including
including stiffening stiffening system in stiffening system in
system in the topside, each ballast tank (A) each ballast tank (A)
hopper side and double
side ballast tanks on
one side of the ship (i.e.
port or starboard) that
fall in one transverse
section (A)
25% of ordinary 25% of ordinary All ordinary transverse
transverse frames for transverse frames for frames for transverse
transverse framing transverse framing framing system or all of
system or 25% of system or 25% of longitudinals for
longitudinals for longitudinals for longitudinal framing
longitudinal framing longitudinal framing system on side shell
system on side shell system on side shell and inner side plating at
and inner side plating at and inner side plating at forward, middle and aft
forward, middle and aft forward, middle and aft parts,in all double side
parts,in the foremost parts,in all double side tanks (B)
double side tanks (B) tanks (B)
Two selected cargo One transverse All cargo hold
hold transverse bulkhead in each cargo transverse bulkheads,
bulkheads, including hold, including internal including internal Areas (C) - (E) as for
internal structure of structure of upper and structure of upper and SS No.III
upper and lower lower stools, where lower stools, where
stools, where fitted (C) fitted (C) fitted (C)

Chapter 2 Part 1
Table 2.4.9.1b (Contd.)

and subsequently
Age  5 5 < Age  10 10 < Age  15
Age > 15
All cargo hold hatch All cargo hold hatch All cargo hold hatch
covers and coamings covers and coamings covers and coamings
(plating and stiffeners) (plating and stiffeners) (plating and stiffeners)
(D) (D) (D)
All deck plating and All deck plating and
under deck structure under deck structure
inside line of hatch inside line of hatch
openings between all openings between all
cargo hold hatches (E) cargo hold hatches (E)
(A), (B), (C), (D) and (E) are areas to be subjected to close-up surveys and thickness measurements.
(A) : Transverse web frame or watertight transverse bulkhead in topside, hopper side and double
side ballast tanks. In fore and aft peak tanks transverse web frame means a complete
transverse web frame ring including adjacent structural members.
(B) : Ordinary transverse frame in double side tanks.
(C) : Cargo hold transverse bulkheads plating, stiffeners and girders.
(D) : Cargo hold hatch covers and coamings. Close up survey/thickness measurement is to be
carried out for accessible parts of hatch cover structures. For cargo hold hatch covers of
approved design which have no access to internal structures, close up survey/thickness
measurements of such inaccessible structural members need not be carried out.
(E) : Deck plating inside line of hatch openings between cargo hold hatches.
Note : Close-up survey of transverse bulkheads to be carried out at four levels.
Level (a) : Immediately above the inner bottom and immediately above the line of gussets (if fitted) and
shedders for ships without lower stool.
Level (b) : Immediately above and below the lower stool shelf plate (for those ships fitted with lower
stools) and immediately above the line of the shedder plates.
Level (c) : About mid-height of the bulkhead.
Level (d) : Immediately below the upper deck plating and immediately adjacent to the upper wing tank
and immediately below the upper stool shelf plate for those ships fitted with upper stools, or immediately
below the topside tanks.

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Table 2.4.9.1c : Minimum requirements for close-up survey at special hull survey of ore carriers

and subsequently
Age  5 5 < Age  10 10 < Age  15
Age > 15
One web frame ring All web frame rings All web frame rings As for special survey for
complete including complete including complete including age from 10 to 15 years
adjacent structural adjacent structural adjacent structural
members in a ballast members in a ballast members in each ballast
wing tank (A) wing tank (A) wing tank (A)
One transverse One deck transverse All transverse
bulkhead lower part – including adjacent deck bulkheads complete –
including girder system structural members in including girder system
and adjacent structural each remaining ballast and adjacent structural
members – in a ballast tank (A) members – in each
tank (A) ballast tank (A)
Forward and aft One web frame ring
transverse bulkheads complete including
complete – including adjacent structural
girder system and members in each wing
adjacent structural void space (A)
members – in a ballast
wing tank (A)
One transverse Additional web frame
bulkhead lower part – rings in void spaces as
including girder system deemed necessary by
and adjacent structural the Surveyor (A)
members – in each
remaining ballast tank
(A)
Two selected cargo One transverse All cargo hold Areas (C) – (E) as for
hold transverse bulkhead in each cargo transverse bulkheads, age interval 10 to 15
bulkheads, including hold, including internal including internal years
internal structure of structure of upper and structure of upper and
upper and lower lower stools, where lower stools, where
stools, where fitted (C) fitted (C) fitted (C)
All cargo hold hatch All cargo hold hatch All cargo hold hatch
covers and coamings covers and coamings covers and coamings
(plating and stiffeners) (plating and stiffeners) (plating and stiffeners)
(D) (D) (D)
All deck plating and All deck plating and
under deck structure under deck structure
inside line of hatch inside line of hatch
openings between all openings between all
cargo hold hatches (E) cargo hold hatches (E)
(A), (C), (D) and (E) are areas to be subjected to close-up surveys and thickness measurements
(A) : Transverse web frame or watertight transverse bulkhead in ballast wing tanks and void spaces.
In fore and aft peak tanks transverse web frame means a complete transverse web frame ring
including adjacent structural members
(C) : Cargo hold transverse bulkheads plating, stiffeners and girders
(D) : Cargo hold hatch covers and coamings. Close up survey/thickness measurement is to be
carried out for accessible parts of hatch cover structures. For cargo hold hatch covers of
approved design which have no access to internal structures, close up survey/thickness
measurements of such inaccessible structural members need not be carried out.
(E) : Deck plating and under deck structure inside line of hatch openings between cargo hold
hatches

Chapter 2 Part 1
Table 2.4.9.1c (Contd.)
Note : Close-up survey of transverse bulkheads to be carried out at four levels:

Level (a) : Immediately above the inner bottom and immediately above the line of gussets (if fitted)
and shedders for ships without lower stool.
Level (b) : Immediately above and below the lower stool shelf plate (for those ships fitted with lower
stools) and immediately above the line of the shedder plates.
Level (c) : About mid-height of the bulkhead.
Level (d) : Immediately below the upper deck plating and immediately adjacent to the upper wing
tank and immediately below the upper stool shelf plate for those ships fitted with upper
stools, or immediately below the topside tanks.
2.4.10 Thickness measurement In this case of a) above, it is

recommended that the necessary
2.4.10.1 The minimum requirement for thickness documentation of coating is available on
measurement at special survey are given in board.
Table 2.4.10.1.
The Surveyor may further extend the thickness
2.4.10.2 Provisions for extended measurements measurements as deemed necessary.
for areas with Substantial Corrosion in case of
dry bulk cargo ships are given in Table 2.4.10.3 Transverse sections are to be chosen
2.4.10.2(a) and Table 2.4.10.2(b) and may be where the largest reductions are suspected to
additionally specified in the survey programme occur or are revealed from deck plating
as required by 2.4.2. Areas of substantial measurements, one of which is to be in the
corrosion identified at the previous surveys are amidships area.
to have thickness measurements taken.
2.4.10.4 Representative thickness measurement
For vessels built under IACS Common to determine both general and local levels of
Structural Rules, the identified substantial corrosion in the shell frames and their end
corrosion areas may be: attachments in all cargo holds and ballast tanks
is to be carried out.
a) Protected by coating applied in
accordance with the coating Thickness measurement is also to be carried out
manufacturer’s requirements and to determine the corrosion levels on the
examined at annual intervals to confirm transverse bulkhead plating.
the coating in way is still in good
condition, or alternatively The extent of thickness measurements may be
specially considered provided the Surveyor is
b) Required to be gauged at annual satisfied by the close-up survey, that there is no
intervals. structural diminution and the hard protective
coating where applied remains efficient.

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Table 2.4.10.1 : Thickness measurement at special hull survey of dry bulk cargo ships
(including double skin bulk carriers)
Special Survey Special Survey No. IV

Special Survey No. II Special Survey No. III
No. I and subsequently
5 < Age  10 10 < Age  15
Age  5 Age > 15
1) Suspect areas 1) Suspect areas 1) Suspect areas 1) Suspect areas
throughout the vessel throughout the vessel throughout the vessel throughout the vessel
2) Within the cargo area: 2) Within the cargo area: 2) Within the cargo area:
a) 2 transverse sections of a) Each deck plate a) Each deck plate

deck plating outside outside line of cargo outside line of cargo
line of cargo hatch hatch openings hatch openings
opening b) 2 transverse sections, b) 3 transverse sections,
b) Wind and water strakes one in the amidship one in the amidship
in way of the transverse area, outside line of area, outside line of
sections considered in cargo hatch openings cargo hatch openings
item (a) above c) All wind and water c) All wind and water
strakes strakes
d) Each bottom plate
e) Duct keel or pipe tunnel
plating and internals
3) Measurement, for 3) Measurement, for 3) Measurement, for

general assessment and general assessment and general assessment and
recording of corrosion recording of corrosion recording of corrosion
pattern, of those structural pattern, of those structural pattern, of those structural
members subject to Close- members subject to Close- members subject to Close-
up Survey according to up Survey according to up Survey according to
Table 2.4.9.1(a) or Table Table 2.4.9.1(a) or Table Table 2.4.9.1(a) or Table
2.4.9.1(b), as applicable 2.4.9.1(b), as applicable 2.4.9.1(b), as applicable
4) For vessels where UR

S31 applies as mentioned in 4) Same as for special 4) Same as for special
Table 2.4.13.1, additional survey II survey II
thickness measurement of
side shell frames and
brackets for verifying
compliance with UR S31.
5) Selected wind and water 5) Selected wind and water 5) All wind and water
strakes outside the cargo strakes outside the cargo strakes outside the cargo
area area area
6) For vessels subject to 6) Same as for Special
compliance of IMO stan- Survey III
dards as mentioned in
2.4.12 thickness measure-
ment applicable to the
vertically corrugated aft
transverse bulkhead of the
foremost cargo hold is to be
carried out as per Table
2.4.12 and Fig.2.4.12

Chapter 2 Part 1
Table 2.4.10.1 (Contd.)

Special Survey Special Survey No. IV
Special Survey No. II Special Survey No. III
No. I and subsequently
5 < Age  10 10 < Age  15
Age  5 Age > 15
7) Internals in forepeak and 7) Internals in forepeak and
after peak ballast tanks after peak ballast tanks
8) All exposed main deck

plating outside cargo area
9) Representative exposed
superstructure deck plating
(poop, bridge, forecastle
deck)
10) All keel plates,
additional bottom plates in
way of machinery space, aft
end of tanks and
cofferdams outside cargo
area
11) a) Plating of sea chests.
b) Shell plating in way of

overboard discharges as
considered necessary by
the Surveyor.

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Table 2.4.10.2a : Requirements for extent of thickness measurement on areas of substantial

corrosion in dry bulk cargo ships other than double skin bulk carriers
Structural Member Extent of Measurement Pattern of Measurement

Deck Structure including Cross Strips, Main Cargo Hatchways, Hatch Covers, Coamings and Topside
Tanks
1 Cross deck strip plating Suspect cross deck strip plating 5 point pattern between underdeck
stiffeners over 1 metre in length
2 Underdeck stiffeners Transverse members 5 point pattern at each end and mid
span
Longitudinal members 5 point pattern on both web and flange
3 Hatch covers Side and end skirts, each 3 5 point pattern at each location
locations
3 longitudinal bands, 2 outboard 5 point measurement each band
strakes and centreline strake
4 Hatch coaming Each side and end of coaming, one 5 point measurement of each band, i.e.
band lower 1/3, one band upper 2/3 end or side coaming
of coaming
5 Topside ballast tanks a) Watertight transverse bulkheads
i) lower 1/3 of bulkhead i) 5 point pattern over 1 sq. metre of
plating
ii) upper 2/3 of bulkhead ii) 5 point pattern over 1 sq. metre of
plating
iii) stiffeners iii) 5 point pattern over 1 metre length
b) 2 Representative swash transverse bulkheads
i) lower 1/3 of bulkhead i) 5 point pattern over 1 sq. metre of
plating
ii) upper 2/3 of bulkhead ii) 5 point pattern over 1 sq. metre of
plating
iii) stiffeners iii) 5 point pattern over 1 metre length
c) 3 Representative bays of slope plating
i) lower 1/3 of tank i) 5 point pattern over 1 sq. metre of
plating
ii) upper 2/3 of tank ii) 5 point pattern over 1 sq. metre of
plating
d) Longitudinals, suspect and 5 point pattern both web and flange
adjacent areas over 1 metre length
6 Main deck plating Suspect plates and adjacent areas 5 point pattern over 1 metre length of
plating
7 Main deck longitudinals Minimum of 3 longitudinals where 5 point pattern both web and flange
plating measured over 1 metre length
8 Web frames/transverses Suspect plates 5 point pattern over 1 sq. metre
Double Bottom and Hopper Structure
1 Inner/double bottom plating Suspect plates plus all adjacent 5 point pattern for each panel between
plates longitudinals over 1 metre length
2 Inner/double bottom Three longitudinals where plates 3 measurements in line across web
longitudinals measured and 3 measurements on flange
3 Longitudinal girders or Suspect plates 5 point pattern over about 1 sq. metre
transverse floors
4 Watertight bulkheads (WT a) lower 1/3 of tank a) 5 point pattern over 1 sq. metre of
floors) plating
b) upper 2/3 of tank b) 5 point pattern alternate plates over
1 sq. metre of plating
5 Web frames Suspect plates 5 point pattern over 1 sq. metre of
plating
6 Bottom/side shell Minimum of three longitudinals in 3 measurements in line across web
longitudinals way of suspect areas
3 measurements on flange

Chapter 2 Part 1
Table 2.4.10.2a (Contd.)

Cargo Holds
1 Side shell frames Suspect stiffener and each adjacent a) At each end and mid span: 5 point
area pattern of both web and flange
b) 5 point pattern within 25 mm of
welded attachment to both shell and
lower slope plate
Shell Structures
1 Bottom and side shell a) Suspect plate, plus four adjacent a) 5 point pattern for each panel
plating plates between longitudinal
b) See other tables for particulars
on gauging in way of tanks and
cargo holds
2 Bottom/side shell Minimum of three longitudinals in 3 measurements in line across web
longitudinals way of suspect areas 3 measurements on flange
Transverse Bulkheads in Cargo Holds
1 Lower stool a) Transverse band within 25 mm of a) 5 point between stiffeners over 1
welded connection to inner bottom metre length
b) Transverse band within 25 mm of b) 5 point between stiffeners over 1
welded connection to shelf plate metre length
2 Transverse bulkhead a) Transverse band at a) 5 point between stiffeners over 1 sq.
approximately mid height metre of plating
b) Transverse band at part of b) 5 point between stiffeners over 1 sq.
bulkhead adjacent to upper deck or metre of plating
below upper stool shelf plate (for
those ships fitted with upper stools)
Table 2.4.10.2b : Requirements for extent of thickness measurements on areas of substantial

corrosion of double skin bulk carriers
Structural member Extent of measurement Pattern of measurement

Bottom, inner bottom and hopper structure
Bottom, inner bottom and Minimum of three bays across 5-point pattern for each panel
hopper structure plating double bottom tank, including aft between longitudinals and floors
bay
Measurements around and under
all suction bell mouths
Bottom, inner bottom and Minimum of three longitudinals in Three measurements in line
hopper structure longitudinals each bay where bottom plating across flange and three
measured measurements on vertical web
Bottom girders, including the At fore and aft watertight floors Vertical line of single
watertight ones and in centre of tanks measurements on girder plating
with one measurement between
each panel stiffener or a
minimum of three measurements
Bottom floors, including the Three floors in bays where 5-point pattern over two square
watertight ones bottom plating measured, with meter area
measurements at both ends and
middle
Hopper structure web fame ring Three floors in bays where 5-point pattern over one square
bottom plating measured metre of plating.
Single measurements on flange

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Table 2.4.10.2b : (Contd.)

Hopper structure transverse Lower 1/3 of bulkhead 5-point pattern over one square
watertight bulkhead or swash metre of plating
bulkhead Upper 2/3 of bulkhead 5-point pattern over two square
metre of plating
Stiffeners (minimum of three) For web, 5-point pattern over
span (two measurements across
web at each end and one at
centre of span). For flange,
single measurements at each
end and centre of span
Panel stiffening Where applicable Single measurements
Deck structure including cross strips, main cargo hatchways, hatch covers, coamings and
topside tanks
Cross deck strip plating Suspect cross deck strip plating 5 point pattern between
underdeck stiffeners over 1
metre length
Underdeck stiffeners Transverse members 5 point pattern at each end and
mid span
Longitudinal members 5 point pattern on both web and
flange
Hatch covers Side and end skirts, each 3 5 point pattern at each location
locations
3 longitudinal bands, 2 outboard 5 point measurement each band
strakes and centerline strake
Hatch coamings Each side and end of coaming, 5 point measurement each band
one band lower 1/3, one band i.e. end or side coaming
upper 2/3 of coaming
Topside ballast tanks a) watertight transverse
bulkheads:
- Lower 1/3 of bulkhead 5 point pattern over 1 sq. metre
of plating
- Upper 2/3 of bulkhead 5 point pattern over 1 sq. metre
of plating
- Stiffeners 5 point pattern over 1 metre
length
b) two representative swash
transverse bulkheads:
- Lower 1/3 of bulkhead 5 point pattern over sq. metre of
plating
- Upper 2/3 of bulkhead 5 point pattern over 1 sq. metre
of plating
- stiffeners 5 point pattern over 1 metre
length
c) three representative bays of
slope plating:
- Lower 1/3 of tank 5 point pattern over 1 sq. metre
of plating
- Upper 2/3 of tank 5 point pattern over 1 sq. metre
of plating
d) Longitudinals, suspect and 5 point pattern on both web and
adjacent flange over 1 metre length

Chapter 2 Part 1

Main deck plating Suspect plates and four adjacent 5 point pattern over 1 sq. metre
plates of plating
Main deck longitudinals Suspect plates 5 point pattern on both web and
flange over 1 metre length
Web frames / transverses Suspect plates 5 point pattern over 1 sq. metre
Structure in double side spaces of double skin bulk carriers including wing void spaces of ore
carriers

Side shell and inner side a) upper strake and strakes in
plating: way of horizontal girders
plating between each pair of single measurement

transverse frames / longitudinals
in a minimum of three bays
(along the tank)
b) all other strakes
plating between every third pair single measurement

of longitudinals in same three
bays
Side shell and inner side a) upper strake
transverse frames /
longitudinals on: each transverse frame / 3 measurements across web and
longitudinal in same three bays 1 measurement on flange
b) all other strakes
every third transverse frame / 3 measurements across web and

longitudinal in same three bays 1 measurement on flange
Transverse frames / Minimum of three at top, middle 5-point pattern over area of
longitudinals – brackets and bottom of tank in same three brackets
bays
Vertical web and transverse a) strakes in way of horizontal
bulkheads: girders
minimum of two webs and both 5-point pattern over approx. two
transverse bulkheads square metre area
b) other strakes
minimum of two webs and both two measurements between

transverse bulkheads each pair of vertical stiffeners
Horizontal girders Plating on each girder in a Two measurements between
minimum of three bays each pair of longitudinal girder
stiffeners

Page 45 of 199
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Transverse bulkheads in cargo holds

Lower stool, where fitted Transverse band within 25 [mm] 5-point pattern between
of welded connection to inner stiffeners over one metre length
bottom
Transverse band within 25 [mm] 5-point pattern between
of welded connection to shelf stiffeners over one metre length
plate
Transverse bulkheads Transverse band at 5-point pattern over one square
approximately mid height metre of plating
Transverse band at part of 5-point pattern over one square
bulkhead adjacent to upper deck metre of plating
or below upper stool shelf plate
(for those ships fitted with upper
stools)
2.4.10.5 The thickness measurements are to be 2.4.11.2 For CSR bulk carriers, the ship’s
carried out by a qualified company certified by longitudinal strength is to be evaluated by using
IRS. the thickness of structural members measured,
renewed and reinforced, as appropriate, during
2.4.10.6 In order to ensure necessary control the special surveys carried out after the ship
during the process of thickness measurements, reached 15 years of age (or during the special
these are normally to be carried out under the survey No.3, if this is carried out before the ship
supervision of the Surveyor. The Surveyor has reaches 15 years) in accordance with the criteria
the right to re-check the measurements as for longitudinal strength of the ship’s hull girder
deemed necessary to ensure acceptable for CSR bulk carriers specified in Ch.13 of CSR.
accuracy.
2.4.11.3 The final result of evaluation of the
2.4.10.7 In all cases the extent of thickness ship’s longitudinal strength required in 2.4.11.2
measurements is to be sufficient as to represent after renewal or reinforcement work of structural
the actual average condition. members, if carried out as a result of initial
evaluation, is to be reported as a part of the
2.4.10.8 A thickness measurement report is to Executive Hull Summary.
be prepared. The report is to give the location of
measurements, the thickness measured as well 2.4.11.4 An Executive Hull Summary of the
as corresponding original thickness. survey and results is to be issued to the Owner
Furthermore, the report is to give the date when and placed on board the vessel for reference at
the measurements were carried out, type of future surveys. The Executive Hull Summary is
measuring equipment, names of personnel and to be endorsed by IRS Head Office.
their qualifications and has to be signed by the
operator. The Surveyor is to review the report of 2.4.12 Compliance with IMO standards for
the final thickness measurement after repairs scantlings of aft transverse bulkhead of the
have been carried out and countersign the cover foremost cargo hold and allowable hold
page. loading for foremost cargo hold
2.4.11 Reporting and evaluation of survey 2.4.12.1 These requirements apply to all bulk
carriers of 150 [m] in length and above,
2.4.11.1 The data and information on the intending to carry cargoes having bulk density of
structural condition of the vessel collected 1.78 [t/m3] or above where:
during the survey is to be evaluated for
acceptability and continued structural integrity of a) The foremost hold is bounded by the side
the vessel. shell only in ships which were contracted for
construction prior to 1 July 1998 and

Chapter 2 Part 1
b) The foremost hold is of double skin In addition, thickness measurement is to be

construction of less than 760 [mm] in carried out at subsequent intermediate surveys
breadth, measured perpendicular to the side (for ships over 10 years of age) and special
shell, in ships, the keel of which were laid or surveys for the purpose of verifying continuing
were at a similar stage of construction, compliance with the above standards.
before 1 July 1999.
Where annual gauging has been adopted as an
2.4.12.2 For existing bulk carriers of the type as alternative to steel renewal in accordance with
mentioned in 2.4.12.1 a) and b) above which the IMO standards, thickness measurement is
have not yet complied with the IMO standards, also to be carried out at subsequent annual
the compliance is to be achieved within the surveys.
following time limits:
2.4.13 Compliance with IACS requirements
i) for ships which were 15 years of age or for existing vessels
more on 1 July 1998, immediately
before continuance in service; 2.4.13.1 Compliance with the standards
mentioned in Table 2.4.13.1, as applicable, is to
ii) for ships which were 10 years of age or be achieved by the due date indicated in
more but less than 15 years of age on 1 2.4.13.2.
July 1998, by the due date of the first
intermediate or special survey to be 2.4.13.2 Compliance with the requirements
held after the date on which the ship indicated in Table 2.4.13.1, as applicable is to
reaches 15 years of age but not later be achieved within the following time limits:
than the date on which the ship reaches
17 years of age; i) For ships which will be 15 years of age
or more on 1 January 2004 by the due
iii) for ships which were 5 years of age or date of the first intermediate or special
more but less than 10 years of age on 1 survey after that date;
July 1998, on or before the due date,
after 1 July 2003, of the first ii) For ships which will be 10 years of age
intermediate or special survey after the or more on 1 January 2004 by the due
date on which the ship reaches 10 years date of the first special survey after that
of age; and date;
iv) for ships which were less than 5 years iii) For ships which will be less than 10
of age on 1 July 1998, on or before the years of age on 1 January 2004 by the
date on which the ship reaches 10 years date on which the ship reaches 10 years
of age. of age.
Completion prior to 1 July 2003 of an Completion prior to 1 January 2004 of an

intermediate or special survey with a due date intermediate or special survey with a due date
after 1 July 2003, can not be used to postpone after 1January 2004 cannot be used to postpone
compliance. compliance. However, completion prior to 1
January 2004 of an intermediate survey the
2.4.12.3 For bulk carriers described in 2.4.12.2, window for which straddles 1 January 2004 can
thickness measurement of vertically corrugated be accepted.
aft transverse bulkhead of the foremost cargo
hold is to be carried out to determine the general 2.4.13.3 Ships which are required to comply with
condition of the structure and to define the UR S31 as indicated in Table 2.4.13.1 are
extent of possible repairs and/or reinforcements subject to additional thickness measurements
required to meet the above mentioned IMO with respect to the side shell frames and
standards. As a minimum, the thickness brackets for the purpose of determining
measurement is to be carried out at the critical compliance, prior to the due dates as mentioned
locations given in Table 2.4.12 and Fig.2.4.12. in 2.4.13.2 and at subsequent intermediate and
special surveys for verifying continuing
compliance with UR S31.

Page 47 of 199
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Table 2.4.12 : Critical levels at which thickness measurement is to be carried out for the
vertically corrugated aft transverse bulkhead of the foremost cargo hold of existing bulk carriers
to determine compliance with IMO standard
Level as Locations where thickness is to be measured in Zone 2 (P&S) and Zone 1

per Ships with or without lower stool
Fig.2.4.12
1) mid breadth of each corrugation flange at about 200 [mm] above line of shedder plates
Level (a) 2) middle of gusset plates between corrugation flanges, where fitted
OR Level 3) middle of each shedder plate
(b) 4) mid breadth of each corrugation web at approximately 200 [mm] above the line of each
shedder plate
1) mid breadth of each corrugation flange and web at about the mid-height of the
Level (c)
corrugation
Notes:
1. To adequately assess the scantlings of each individual vertical corrugation, each corrugation flange,
web, shedder plate and gusset plate within each of the levels given above are to be gauged.
2. Where the thickness changes within the horizontal levels, the thinner plate is to be gauged.
3. Steel renewal/reinforcement is to comply with IMO standard.

Chapter 2 Part 1
2.4.14 Compliance with SOLAS regulation 12, confirm their satisfactory condition and the
Ch.XII : Hold, ballast and dry space water Cable Transit Seal System Register is to be
level detectors reviewed to confirm that it is being maintained.
The Special Survey is to be recorded in the
Bulk carriers constructed before 1st July, 2004 Register, in which a single record entry will be
are to be fitted with water level detectors as sufficient to record the survey of all transits.
described in Pt.5, Ch.1, 2.13 of the Rules, not
later than the date of the annual, intermediate or 2.4.16.3 From review of the Register, where
special survey of the ship to be carried out after there are records entered since the last special
1st July, 2004, whichever comes first. survey of any disruption to the cable transits or
installation of new cable transits (except which
2.4.15 Compliance with SOLAS regulation 13, are reviewed and examined at previous annual
Ch.XII : Availability of pumping systems ( for surveys), the satisfactory condition of those
dewatering of forward spaces) transits is to be confirmed by the attending
Surveyor by review of records and examination
Bulk carriers constructed before 1st July, 2004 of the transits; the results are to be recorded in
are to comply with this SOLAS regulation in the Register against each of those cable
accordance with details given in Pt.5, Ch.1, 2.14 transits.
of the Rules, not later than the date of the first
intermediate or special survey of the ship to be 2.4.16.4 In case the cable transits have been
carried out after 1st July, 2004, but in no case examined by an approved service supplier, the
later than 1st July, 2007. attending surveyor is to review the Register in
order to ascertain that it has been properly
2.4.16 Watertight Cable Transits maintained by the owner and correctly endorsed
by the service supplier.
2.4.16.1 The requirements for Special Survey
may be undertaken by the attending Surveyor or 2.5 Special Surveys – Machinery
by a firm approved as a service supplier
according to Pt.1 Ch.1, Sec 1.9. 2.5.1 Requirements for examination of
machinery and piping are given in Sec.8.
2.4.16.2 All transits are to be examined to
Table 2.4.13.1 : Compliance with new IACS unified requirements
Item Applicable types of Reference IACS Applicable locations on

vessels unified requirement the ship
Renewal criteria for Bulk carriers with side S31 Cargo holds bounded by
side shell frames and frames and/or brackets single side shell
brackets not meeting the
requirements of Pt.5,
Ch.1 of the 1998 or
subsequent rules
Section 3
Surveys - Oil Tankers, Ore or Oil Carriers, Oil or Bulk Carriers
3.1 Scope Ore or Oil Carrier ESP

Oil or Bulk Carrier ESP
periodical surveys of vessels which have been 3.1.2 For vessels with class notation Ore or Oil
assigned the following class notations, in Carrier ESP and Oil or Bulk Carrier ESP, the
general: relevant requirements given in Sec.2 are also to
be applied.
Oil Tanker ESP

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3.1.3 For vessels with notation “Moored Oil 3.2.2 Hull and weather deck
Storage Tanker at (location)”, the requirements
of this section apply except that special 3.2.2.1 The survey is to consist of an
consideration may be given for carrying out in- examination for the purpose of ensuring, as far
water surveys instead of docking surveys, taking as practicable, that the hull, equipment, closing
into account the condition of the vessel. In this appliances and related piping are maintained in
case the IY notation may be either maintained or satisfactory and efficient condition and should
suspended and the ESP notation will be take into account the service history, condition
suspended. The mooring arrangements are to and extent of the corrosion prevention system of
be approved considering the environmental ballast tanks and areas identified in the survey
parameters and water depth at the specified report file. Special attention is to be paid to the
location. following:
This is subject to the acceptance and a) Weather deck, ship side plating above water
compliance with any additional requirements of line.
the Flag Administration.
b) Openings on freeboard and superstructure
3.1.4 For vessels with additional class notation decks; exposed casings; skylights and
ASPHALT CARRIER (INTEGRAL TANK, MAX. fiddley openings; deck houses;
CARGO TEMP ≤ XXX℃),ESP requirements of companionways and superstructure
3.6 are to be applied. bulkheads; side scuttles and dead lights;
flush deck scuttles; ash shoots and other
3.1.5 For vessels with additional class notation openings.
ASPHALT CARRIER (INDEPENDENT TANK,
MAX. CARGO TEMP ≤ XXX℃), requirements of c) Weld connection between air pipes and
3.7 are to be applied. deck plating; air pipe heads on exposed
decks (external examination); ventilators
3.2 Annual surveys and closing devices.
3.2.1 General d) Watertight bulkheads and their penetrations

as far as practicable.
3.2.1.1 Annual Surveys are to be carried out
within 3 months before or after the anniversary e) Scuppers and sanitary discharges as far as
date each year. (Also refer to Note 9 of Sec.1, practicable together with valves and their
Table 1.1.1). These should be held concurrently controls.
Surveys, where practicable. f) Guard rails, bulwarks, freeing ports,
gangways, walkways and life lines.
3.2.1.2 At Annual Surveys, the Surveyor is to
examine the hull and machinery, so far as g) Cargo tank openings including gaskets,
necessary and practicable, in order to be covers, coamings and flame screens.
h) Cargo tanks pressure/vacuum valves,
3.2.1.3 Access to cargo tanks or other spaces secondary means to prevent over or under
within the cargo area, necessitating gas freeing pressure and devices to prevent passage of
will normally not be required unless necessary flame.
for checking items of equipment and
installations for correct functioning. i) Examination of devices to prevent the
passage of flame on vents to all bunker,
3.2.1.4 It is to be confirmed that no new oily-ballast and oily-slop tanks and void
installation of material containing asbestos was spaces, as far as practicable
j) Examination of cargo, crude oil washing,
3.2.1.5 Where applicable, examination of bunker and vent piping systems, including
alternative design and arrangement for vent masts and headers.
safety, in accordance with the test, inspection 3.2.2.2 Examination of pump room and pipe
and maintenance requirements, if any, specified tunnel, if fitted, is to be carried out including:
in the approved documentation is to be carried
out.

Chapter 2 Part 1
a) Examination of all pump room bulkheads for 3.2.2.7 Where applicable Surveyor should
signs of oil leakage or fractures and, in satisfy himself regarding the freeboard marks on
particular, the sealing arrangements of all the ship's side.
penetrations of pump room bulkheads.
b) Examination of the condition of all piping required, an approved loading instrument
systems. together with its operation manual are available
on board, See Pt.3, Ch.5. It is to be verified by
3.2.2.3 All watertight doors in watertight the Surveyor that the loading instrument is
bulkheads, to be examined and tested (locally checked for accuracy at regular intervals by the
and remotely) as far as practicable. ship's staff by applying test loading conditions.
3.2.2.4 Suspect areas identified at previous 3.2.2.9 Accommodation ladders are to be

special or intermediate surveys are to be close- examined at annual surveys. Satisfactory
up surveyed. Thickness measurements are to condition of the following items is to be checked,
be taken in the area of substantial corrosion in particular :
identified at previous surveys.
a) steps;
3.2.2.5 Examination of Ballast Tank is to be b) platforms;
carried out when required as a consequence of c) all support points such as pivots, rollers,
the results of the Special Survey or Intermediate etc.;
Survey. (See 3.4.5.1 and 3.3.3.3 respectively). d) all suspension points such as lugs,
When considered necessary by the Surveyor or brackets, etc.;
where extensive corrosion is found, thickness e) stanchions, rigid handrails, hand ropes and
measurement is to be carried out. When turntables;
examination of ballast tanks reveals substantial f) davit structure, wire and sheaves, etc.
corrosion, additional thickness measurements
are to be carried out to the extent given in Table 3.2.2.10 Access to bow arrangements are to be
3.4.9.2a) or Table 3.4.9.2b). examined. Gangways are to be examined at
annual surveys. Satisfactory condition of the
For vessels built under IACS Common following items is to be checked, in particular :
Structural Rules, the identified substantial
corrosion areas are required to be examined a) treads;
and additional thickness measurements are to b) side stringers, cross-members, decking,
be carried out. deck plates, etc.;
c) all support points such as wheel, roller, etc.;
3.2.2.6 Anchoring and mooring equipment is to d) stanchions, rigid handrails, hand ropes.
be examined as far as is practicable. A general
examination of emergency towing arrangements 3.2.2.11 Winches of accommodation ladders
is to be carried out to ensure their ready and gangways are to be examined to verify the
availability. It is to be confirmed that the towing satisfactory condition of the following items:
and mooring equipment is properly marked with
any restriction associated with its safe operation. a) brake mechanism including condition of
brake pads and band brake, if fitted;
For vessels with single point mooring
arrangements where 'SPM' notation is assigned, b) remote control system, and
the following are to be generally examined:
c) power supply system for electric motor.
a) Components of the single point mooring
system (bow chain stoppers, bow fairleads, 3.2.2.12 Davits and fittings on the ship’s deck
pedestal roller fairleads, winches and associated with accommodation ladders and
capstans), to verify their satisfactory gangways are to be examined for satisfactory
condition. condition at annual surveys. Fittings or
structures for means of access to deck such as
b) Hull structures supporting and adjacent to handholds in a gateway or bulwark ladder and
the components of the single point mooring stanchions are also to be examined.
system, to verify that there is no deformation
or fracture.

Page 51 of 199
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3.2.2.13 The maintenance and inspection 3.2.3.3 Confirmation that Periodical Surveys of
records of accommodation ladders and boilers and other pressure vessels have been
gangways are to be verified. It is to be confirmed carried out as required by the Rules and the
that supporting wires are being renewed at safety devices have been tested.
intervals not exceeding 5 years.
3.2.3.4 Confirmation that the normal operation of
3.2.2.14 When examining internal spaces, as far the propulsion machinery can be sustained or
as practicable, the permanent means of access restored even though one of the essential
where appropriate, are to be verified that they auxiliaries becomes inoperative.
remain in good condition.
3.2.3.5 Confirmation that means are provided so
3.2.2.15 For vessels subject to IMO PSPC (See that machinery can be brought into operation
Pt.3, Ch.2, 3.6) it is to be confirmed that the from the dead ship condition without external
maintenance, repair and partial re-coating of aid.
dedicated ballast tanks when appropriate are
recorded in the coating technical file. 3.2.3.6 All main and auxiliary steering
arrangements and their associated equipment
3.2.2.16 Confirmation that in-service and control systems are to be examined and
maintenance and repair activities of coating tested. Where applicable, Surveyors are to
systems in cargo oil tanks are recorded in the verify that log entries have been made in
coating technical file. accordance with statutory requirements.
3.2.2.17 Watertight cable transit seal systems 3.2.3.7 Confirming, when appropriate, that
register is to be reviewed to confirm that it is requisite arrangements to regain steering
being maintained and as far as practicable the capability in the event of the prescribed single
transits are to be examined to confirm their failure are being maintained.
satisfactory condition. Where there are records
entered since last annual survey of any 3.2.3.8 Steering chains are to be cleaned for
disruption to the cable transits or installation of ascertaining wear and tear and lengths of chain
new cable transits, the satisfactory condition of worn in mean diameter by more than 12 per
those transits is to be confirmed by review of cent of the original rule diameter are to be
records and, if deemed necessary, by renewed.
examination. The results are to be recorded in
the Register against the specific cable transit. 3.2.3.9 All the means of communication
between the navigating bridge and the
3.2.2.18 In case the cable transits have been machinery control positions, as well as the
examined by an approved service supplier, the bridge and the main alternative steering
attending surveyor is to review the Register in position, if fitted, are to be tested. It is to be
order to ascertain that it has been properly confirmed that means of indicating the angular
maintained by the owner and correctly endorsed position of the rudder are operating
by the service supplier. satisfactorily.
3.2.3 Machinery and systems 3.2.3.10 Confirmation that with ships having
emergency steering positions there are means
3.2.3.1 A general examination of the machinery, of relaying heading information and, when
boilers, all pressurised systems (steam, appropriate, supplying visual compass readings
pneumatic, hydraulic) and their associated to the emergency steering positions.
fittings, propulsion system and auxiliary
machinery to see whether they are being 3.2.3.11 Confirmation that various alarms
properly maintained and with particular attention required for hydraulic power operated, electric
to the fire and explosion hazards. and electro-hydraulic steering gears are,
operating satisfactorily and that the recharging
3.2.3.2 Confirmation that machinery, boilers and arrangements for hydraulic power operated
other pressure vessels, associated piping steering gears are being maintained.
systems and fittings are so installed and
protected as to reduce to a minimum any danger 3.2.3.12 Examining the means for the operation
to persons on board, due regard being given to of the main and auxiliary machinery essential for
moving parts, hot surfaces and other hazards. propulsion and the safety of the ship, including

Chapter 2 Part 1
when applicable, the means of remotely 3.2.3.21 Confirmation that machinery space
controlling the propulsion machinery from the ventilation systems are in good working
navigating bridge and the arrangements to condition.
operate the main and other machinery from a
machinery control room. 3.2.3.22 Examination so far as is possible of
cargo, bilge, ballast and stripping pumps for
3.2.3.13 Confirmation that the engine room excessive gland seal leakage, verification of
telegraph, the second means of communication proper operation of electrical and mechanical
between the navigation bridge and the remote operating and shutdown devices and
machinery space and the means of operation of pump room bilge system, and
communication with any other positions from checking that pump foundations are intact.
which the engines are controlled are operating
satisfactorily. 3.2.3.23 Checking the protection of cargo pump
room and in particular:
3.2.3.14 Examination and testing of the general
emergency alarm system and confirmation that a) Checking temperature sensing devices
the engineer's alarm is clearly audible in the for bulkhead glands and alarms;
engineer's accommodation.
b) Checking interlock between lighting and
3.2.3.15 It is to be confirmed that ballasting and ventilation.
de-ballasting arrangements are satisfactory. The
bilge pumping systems and bilge wells including c) Checking gas detection system.
and level alarms, where fitted, are to be d) Checking bilge level monitoring devices
examined as far as is practicable. It is also to be and alarms.
confirmed that bilge pumping system for each
watertight compartment is satisfactory. 3.2.3.24 Verification that installed pressure
gauges on cargo discharge lines and level
It is also to be confirmed that drainage from indicating systems are operational.
enclosed cargo spaces situated on freeboard
deck is satisfactory. 3.2.3.25 Examination of emergency lighting in all
cargo pump rooms of tankers constructed after
3.2.3.16 Examining visually the condition of any 1 July 2002.
expansion joints in sea water system.
3.2.3.26 For Ships constructed before 01 July
3.2.3.17 General examination visually and in 2017 and fitted with harmonic filters; following
operation, as feasible, of the main electrical are to be verified at each survey:
machinery, the emergency sources of electrical
power, the switch gear, other electrical a) Records of annual measurement of
equipment including the lighting system is to be harmonic distortion levels of main bus bar under
carried out. seagoing conditions and log entries showing
which equipment was running and / or filters in
3.2.3.18 Confirmation as far as practicable, the service at the time of measurement. Harmonic
operation of the emergency source(s) of distortion readings are to be carried out when
electrical power, including their starting the greatest amount of distortion is indicated by
arrangement, the systems supplied, and when the measuring equipment.
appropriate, their automatic operation.
b) Records of measurement of distortion
3.2.3.19 Examining in general, that the levels, after any modification to the ship’s
precautions provided against shock, fire and electrical distribution system.
other hazards of electrical origin are being
maintained. 3.2.3.27 For Ships constructed on or after 01
July 2017 and fitted with harmonic filters; or for
3.2.3.20 General Examination of automation ships retrofitted with harmonic filters, on or after
equipment is to be carried out. Satisfactory 01 July 2017; following are to be verified at each
operation of safety devices, bilge level detection survey:
verified.

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a) Engine log book containing distortion jets of water can be produced
monitoring readings/ automatic records of same simultaneously from different hydrants at
any part of the ship whilst the required
b) Documentation of any approved relaxation pressure is maintained in the fire main;
d) verification that fire hoses, nozzles,
3.2.3.28 For ships contracted for construction on applicators and spanners are in good
or after 01 Jan 2017 following are to be verified working condition and situated at their
in emergency generator rooms at each survey: respective locations;
a) Hand operated ventilation louvres, e) examination of fire-fighting system

closing appliances, if fitted, are kept (including fixed fire-fighting system for the
open and corresponding instruction machinery spaces) controls, piping,
plates are visible near the louvres. instructions and marking, checking for
b) Power operated ventilation louvres and servicing including date of last systems
closing appliances, if fitted, are fail-to- tests;
open type and capable of opening
automatically whenever emergency f) verification that all semi-portable and
generator is starting / in operation. portable fire extinguishers are in their
stowed positions, checking for evidence of
c) It is to be possible to close ventilation proper maintenance and servicing,
openings by a manual operation from a conducting random check for evidence of
clearly marked safe position outside the discharged containers;
space where the closing operation can
be easily confirmed. Further, such g) verification, as far as practicable, that the
closing is not possible from any other remote controls for stopping fans and
remote position. The louvre status machinery in machinery spaces are in
(open/closed) is indicated at this working order. Examination of the
position. arrangements for oil fuel, lubricating oil and
3.2.3.29 For vessels fitted with ICCP system, closing of valves for oil fuel, lubricating oil
proper functioning of the system is to be and other flammable oils and , the operation
checked and records of system operation are to of the remote means of closing the valves
be verified. It is to be verified that all on the tanks that contain oil fuel, lubricating
maintenance as per manufacturer’s instructions oil and other flammable oils;
are carried out.
h) examination of the closing arrangements of
3.2.4 Fire protection, detection and ventilators, funnel annular spaces, skylights,
extinction doorways and tunnel, where applicable;
3.2.4.1 The arrangements for fire protection, i) confirmation that the fire fighters’ outfits
detection and extinction are to be examined and including its self-contained compressed air
are to include confirmation that no changes breathing apparatus and emergency escape
have been made in the structural fire protection. breathing devices (EEBDS) are complete
Following are to be examined / verified: and in good condition and that the cylinders,
including the spare cylinders, of any
a) verification that fire control plans are required self-contained breathing apparatus
properly posted; are suitably charged and that on board
means of recharging breathing apparatus
b) examination as far as possible and testing cylinders used during drills or a suitable
as feasible, any fire detection and alarm number of spare cylinders to replace those
system and any sample extraction smoke used are provided, and provision of two-way
detection system; portable radiotelephone apparatus of an
explosion-proof type or intrinsically safe;
c) examination of the fire main system and
verification that each fire pump including the j) examination of any manual and automatic
emergency fire pump can be operated fire doors and proving their operations;
separately so that the two required powerful

Chapter 2 Part 1
k) verification that the pump room ventilation u) Examination of arrangements for gas
system is operational, ducting intact, measurement in double-hull spaces and
dampers operational and screens are clean; double bottom spaces, including the fitting
of permanent gas sampling lines, where
l) external examination of piping and cut-out appropriate;
valves of cargo tank and cargo pump room
fixed fire-fighting system. Confirming, as far v) Examination, as far as possible, and testing
as practicable and when appropriate, the the fixed hydrocarbon gas detection system;
operation of the remote means for closing
the various openings; w) Confirmation that potential sources of
ignition in or near the cargo pump room are
m) verification that the deck foam system and eliminated, such as loose gear, combustible
deck sprinkler system are in good operating materials, etc., that there are no signs of
condition so far as is practicable; undue leakage of cargo and that access
ladders are in good condition;
n) verification that all electrical equipment in
dangerous zones is in good condition and x) Testing the fire dampers of ventilation ducts
has been properly maintained so far as is and the means of closing the main inlets
practicable; and outlets of all ventilation systems and
testing the means of stopping power
o) checking the deck foam system, including ventilation systems from outside the space
the supplies of foam concentrate and testing served.
that minimum number of jets of water at the
required pressure in the fire main is Surveys carried out by the National Authority of
obtained when the system is in operation; the country in which the ship is registered would
normally be accepted as meeting these
p) examination of the fire-extinguishing requirements, at the discretion of the Surveyor.
flammable liquids and deep fat cooking 3.2.4.2 For tankers fitted with inert gas system,
equipment in accommodation and service examination of the inert gas system as detailed
spaces; in Section 12, Para 12.2.1 is to be carried out.
q) examination of the fire safety requirements 3.2.4.3 Confirmation that the means of escape
of helicopter facilities, including foam from accommodation, machinery spaces and
firefighting appliances ; other spaces are satisfactory.
r) Examination of the fixed carbon dioxide fire- 3.2.4.4 Examination of the arrangements for
extinguishing systems for the protection of gaseous fuel for domestic purposes.
machinery spaces and cargo pump-rooms,
where applicable, are provided with two 3.3 Intermediate Surveys
separate controls, one for opening of the
gas piping and one for discharging the gas 3.3.1 General
from the storage container, each of them
located in a release box clearly identified for 3.3.1.1 Intermediate surveys are to be carried
the particular space; out at or between the second or third Annual
Survey. (Also refer to Note 9 of Sec.1, Table
s) Examination of the fire protection 1.1.1). However, only those items which are
arrangements in cargo spaces and additional to the requirements of annual survey
confirming, as far as practicable and as may be examined between the second or third
appropriate, the operation of the means of annual survey.
control provided for closing the various
openings; Concurrent crediting to both Intermediate survey
and Special survey for surveys and thickness
t) Checking the provision of at least one measurements of spaces is not acceptable.
portable instrument for measuring oxygen
and one for measuring flammable vapour 3.3.1.2 The following requirements are
concentrations, together with a sufficient set applicable for vessels over five years of age. For
of spares and suitable means for the vessels below 5 years of age additional
calibration of these instruments;

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examination over and above the requirements of accepting recent readings. These
Annual survey may be required at the discretion measurements are not to be attempted until
of the Surveyors. the ship is in gas free condition and are to
be carried out within an acceptable time
3.3.1.3 For vessels over 10 years of age a period.
specific survey program is to be worked out by
the owner in cooperation with the Surveyors 3.3.3 Oil tankers between 5 and 10 years of
considering the requirements of the previous age
special survey, executive hull summary of that
survey, later relevant survey records and taking 3.3.3.1
requirements after the last special survey. The a) Single hull oil tankers:
survey program is to be submitted in written
format for approval and kept on board until the All ballast tanks are to be examined. When
intermediate survey has been completed. (See considered necessary by the Surveyor,
3.4.2 for guidance on preparation of survey thickness measurement and testing are to be
program). carried out to ensure that the structural integrity
remains effective.
3.3.1.4 Prior to the commencement of any part
of the intermediate survey, a survey planning b) Double hull oil tankers:
meeting is to be held between the attending
Surveyor(s), the owner’s representative in For tanks used for water ballast, an Overall
attendance and where involved, the thickness Survey of Representative Tanks selected by the
measurement firm representative and the Surveyor is to be carried out. If such inspections
master of ship or an appropriately qualified reveal no visible structural defects, the
representative appointed by the master or examination may be limited to a verification that
Company for the purpose to ascertain that all the hard Protective Coating remains in GOOD
the arrangements envisaged in the survey condition.
programme are in place, so as to ensure the
safe and efficient conduct of the survey work to 3.3.3.2 In addition to the requirements above,
be carried out. suspect areas identified at previous surveys are
to be close-up surveyed.
3.3.2 Examination and testing
3.3.3.3 A ballast tank is to be examined at
3.3.2.1 The following are to be carried out: subsequent annual intervals where:
a) The survey to the extent specified in 3.3.3 to a) a hard protective coating has not been
3.3.5 depending on the age and type of the applied from the time of construction, or
tanker.
b) a soft or semi-hard coating has been
b) For weather decks, an examination as far as applied, or
applicable of cargo, crude oil washing,
bunker, ballast, steam and vent piping c) substantial corrosion is found within the
systems as well as vent masts and headers. tank, or
If upon examination there is any doubt as to
the condition of the piping, the piping may d) the hard protective coating is found to be in
be required to be pressure tested, thickness less than GOOD condition and the hard
measured or both. protective coating is not repaired to the
satisfaction of the Surveyor.
c) For vessels built under IACS Common
Structural Rules, the identified substantial 3.3.4 Oil tankers between 10 and 15 years of
corrosion areas are required to be examined age
and additional thickness measurements are
to be carried out. 3.3.4.1 The requirements of the intermediate
survey are to be to the same extent as the
d) A general examination of electrical previous special survey as required in 3.4 for
equipment in dangerous zones and testing hull structure and piping systems in way of
of insulation resistance of the circuits. In cargo tanks, pump rooms, cofferdams, pipe
cases where a proper record of testing is tunnels, void spaces within the cargo area and
maintained, consideration may be given to all ballast tanks. However, pressure testing of

Chapter 2 Part 1
cargo and ballast tanks, survey of automatic air the previous Special Survey. However, an
pipe heads and specified in 3.4.6.10 and the extension of class of 3 months maximum
requirements for longitudinal strength evaluation beyond the 5th year may be granted in
of hull girder required in 3.4.10.2 are not exceptional circumstances in accordance with
required unless deemed necessary by the 1.11. In such cases, the next period of class will
attending surveyor. Thickness measurement is start from the expiry date of the Special Survey
to be carried out for items 1) to 4) of Table before extension was granted.
3.4.9.1.
3.4.1.2 The interval between the Special
3.3.4.2 The intermediate survey may be Surveys may be reduced at the request of the
commenced at the second annual survey and parties concerned or by IRS if considered
be progressed during the succeeding year with appropriate.
a view to completion by the third annual survey
in lieu of the application of 3.4.1.4. 3.4.1.3 For surveys completed within 3 months
before the expiry date of the Special Survey, the
3.3.4.3 An in-water survey complying with the next period of class will start from the expiry
requirements of Sec.7.2 may be accepted in lieu date of the Special Survey. For surveys
of the requirements of 3.4.1.9. completed more than 3 months before the expiry
3.3.5 Oil tankers exceeding 15 years of age will start from the survey completion date. In
the following is to apply: cases where the vessel has been laid up or has
been out of service for a considerable period
3.3.5.1 The requirements of the intermediate because of a major repair or modification and
survey are to be to the same extent as the the owner elects to only carry out the overdue
previous special survey as required in 3.4 for surveys, the next period of class will start from
hull structure and piping systems in way of the expiry date of the special survey. If the
cargo tanks, pump rooms, cofferdams, pipe owner elects to carry out the next due special
tunnels, void spaces within the cargo area and survey, the period of class will start from the
all ballast tanks. However, pressure testing of survey completion date. Any requirement of the
cargo and ballast tanks, survey of automatic air Flag Administration in this regard is also to be
pipe heads as specified in 3.4.6.10 and the complied with.
longitudinal strength evaluation of hull girder
required in 3.4.10.2 need not be carried out 3.4.1.4 The Special Survey may be commenced
unless deemed necessary by the attending at the 4th Annual Survey and be progressed
surveyor. Thickness measurement is to be with a view to completion by the 5th anniversary
carried out for items 1) to 4) of Table 3.4.9.1. date. When the special survey is commenced
prior to the fourth annual survey, the entire
3.3.5.2 The intermediate survey may be survey is to be completed within 15 months if
commenced at the second annual survey and such work is to be credited to the special survey
be progressed during the succeeding year with and in this case the next period of class will start
a view to completion by the third annual survey from the survey completion date.
in lieu of the application of 3.4.1.4.
Concurrent crediting to both Intermediate survey
3.3.5.3 A survey in dry dock is to be part of the and Special survey for surveys and thickness
intermediate survey. Any remaining work in measurements of spaces is not acceptable.
respect of the overall and close-up surveys and
thickness measurements and repairs applicable 3.4.1.5 As part of the preparation for Special
to the lower portions of cargo tanks and ballast Survey, the proposed Survey Programme (See
tanks (i.e. parts below light ballast water line) 3.4.2) including the schedule for thickness
are to be completed in the dry-dock. measurements (See 3.4.9) are to be submitted
in advance of the Special Survey.
3.4.1.6 Record of Special Survey will not be
3.4.1 General assigned until the Machinery Survey has been
completed or postponed in agreement with IRS.
3.4.1.1 All ships classed with IRS are to undergo
Special Surveys at 5 yearly intervals. The first 3.4.1.7 Ships which have satisfactorily passed a
Special Survey is to be completed within 5 years Special Survey will have a record entered in the
from the date of the initial classification survey Supplement to the Register Book indicating the
and thereafter 5 years from the assigned date of

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assigned date of Special Survey. In addition, a e) Relevant previous damage and repair history;
notation "ESP" will be entered for oil tankers.
f) Relevant previous survey and inspection
3.4.1.8 The special survey is to include, in reports of IRS and the Owners;
addition to the requirements of the Annual
Survey, examination, tests and checks of g) Cargo and ballast history for the last 3 years,
sufficient extent to ensure that the hull, including carriage of cargo under heated
equipment and related piping are in satisfactory conditions;
condition and that the ship is fit for its intended
purpose for the next five (5) year class period, h) Details of the inert gas plant and tank
subject to proper maintenance and operation cleaning procedures;
the due dates. i) Information and other relevant data regarding
conversion or modification of the ship’s cargo
3.4.1.9 A Docking Survey in accordance with the and ballast tanks since the time of construction.
requirements of Sec.7 is to be carried out as
part of the Special Survey. Any remaining work j) Description and history of the coating and
in respect of the overall and close-up surveys corrosion protection system (including previous
and thickness measurements and repairs class notations), if any;
applicable to the lower portions of cargo tanks
and ballast tanks (i.e. parts below light ballast k) Inspections by the Owner’s personnel during
water line) are to be completed in the dry-dock. the last 3 years with reference to structural
deterioration in general, leakages in tank
3.4.2 Planning and preparation for survey boundaries and piping and condition of the
coating and corrosion protection system if any;
3.4.2.1 A specific Survey Programme is to be
worked out in advance of the Survey by the l) Information regarding the relevant
Owner in cooperation with the Surveyors and maintenance level during operation including
submitted to IRS for approval. The Survey port state control reports of inspection
Programme is to be in a written format based on containing hull related deficiencies. Safety
IMO Resolution MSC197(80). The survey is not Management System non-conformities relating
to commence until the survey programme has to hull maintenance, including the associated
been agreed. Prior to the development of the corrective action(s); and
survey programme, the survey planning
questionnaire based on IMO Resolution m) Any other information that will help identify
MSC197(80) is to be completed by the owner suspect areas and critical structural areas.
and forwarded to IRS. The Survey Programme
at Intermediate Survey may consist of the 3.4.2.3 The Survey Programme submitted for
Survey Programme at the previous Special approval is to account for and comply, as a
Survey supplemented by the Executive Hull minimum, with the requirements of close-up
Summary of that Special Survey and later survey, thickness measurement and tank testing
relevant survey reports. The survey program is respectively, and to include relevant information
to be worked out taking into account any including at least :
amendments to the survey requirements after
the last special survey. a) Basic ship information and particulars;
3.4.2.2 In developing the Survey Programme, b) Main structural plans (scantling drawings),
the following documentation is to be collected including information regarding use of high
and consulted with a view to selecting tanks, strength steels, clad steel and stainless steel;
areas and structural areas for examination :
c) Plan of tanks;
a) Survey status and basic ship information;
d) List of tanks with information on use, extent of
b) Documentation on board as per 3.4.3; coatings and corrosion protection systems;
c) Main structural plans (scantling drawings), e) Conditions for survey (e.g. information like
including information regarding use of high tank cleaning, gas freeing, ventilation, lighting,
strength steels, clad steel and stainless steel; etc.);
d) Executive Hull Summary;

Chapter 2 Part 1
f) Provisions and methods of access to survey in accordance with the requirements of

structures; Table 3.4.2.5. The preparation is to be of
sufficient extent to facilitate an examination to
g) Equipment for survey; and ascertain any excessive corrosion, deformation,
fractures, damages and other structural
h) Identification of tanks and areas for close-up deterioration.
survey (As per Table 3.4.8.1a or Table 3.4.8.1b)
3.4.2.6 Proper preparation and the close co-
i) Identification of sections for thickness operation between the attending surveyor(s) and
measurement (As per Table 3.4.9.1) the owner’s representatives onboard prior to and
during the survey are an essential part in the
j) Identification of tanks for testing safe and efficient conduct of the survey. During
the survey on board safety meetings are to be
k) Identification of the thickness measurement held regularly
firm.
3.4.2.7 Prior to commencement of any part of
l) Damage experience related to the ship in the special survey, a survey planning meeting is
question. to be held between the attending surveyor(s),
the owner’s representative in attendance, the
m) Critical structural areas and suspect areas, thickness measurement firm representative and
where relevant. the master of the ship or an appropriately
qualified representative appointed by the master
3.4.2.4 IRS will advise the Owner of the or Company for the purpose to ascertain that all
maximum acceptable structural corrosion the arrangements envisaged in the survey
diminution levels applicable to the vessel. programme are in place, so as to ensure the
3.4.2.5 The ship is to be prepared for overall be carried out.

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Special Survey No. I Special Survey No. Special Survey No. III Special Survey No. IV
Age  5 II 10 < Age  15 and subsequently
5 < Age  10 Age > 15
1) All tanks, peaks, bilges and 1) Requirements of 1) Requirements of Special 1) Requirements of Special
drain wells, engine and boiler Special Survey I to be Survey II to be complied with survey III to be complied with
spaces and other spaces are to be complied with
cleared out and cleaned as 2) Portions of wood
necessary for examination. Floor 2) The chain locker is to sheathing, or other covering,
plates in engine and boiler spaces be cleaned internally. The on steel decks are to be
are to be lifted as may be chain cables are to be removed, as considered
necessary for examination of the ranged for inspection. The necessary by the Surveyor,
structure underneath. Where anchors are to be cleaned in order to ascertain the
necessary ceiling, lining, casings and placed in an condition of the plating.
and loose insulation are to be accessible position for
removed as required by the inspection.
Surveyor for examination of the
structure. Compositions on the
plating are to be examined and
sounded, but need not be
disturbed if found satisfactorily
adhering to the plating
2) The steelwork is to be exposed

and cleaned as may be required
for its proper examination by the
Surveyor and close attention is to
be paid to the parts of the
structure which are particularly
liable to excessive corrosion or to
deterioration due to other causes.
3) All tanks are to be cleaned as

necessary to permit examination.

sounding, steam and other pipes,
spar ceiling and lining in way of
the side scuttles are to be
removed, as required by the
Surveyor.
3.4.2.8 The following is an indicative list of items f) Execution of thickness measurements;

that are to be addressed in the meeting:
g) Taking representative readings in general
a) Schedule of the vessel (i.e. the voyage, and where uneven corrosion / pitting is
docking and undocking manoeuvres, found;
periods alongside, cargo and ballast
operations, etc.); h) Mapping of areas of substantial corrosion;
and
b) Provisions and arrangements for thickness
measurements (i.e. access, cleaning/de- Communication between attending surveyor(s)
scaling, illumination, ventilation, personal the thickness measurement firm operator(s) and
safety); owner representative(s) concerning findings.
c) Extent of the thickness measurements; 3.4.3 Documentation on board
d) Acceptance criteria (refer to the list of 3.4.3.1 The Owners are to obtain supply and
minimum thicknesses); maintain on board documentation as specified in
3.4.3.3, which is to be readily available for the
e) Extent of close-up survey and thickness Surveyor.
measurement considering the coating
condition and suspect areas/areas of 3.4.3.2 The documentation is to be kept on
substantial corrosion; board for the life time of the ship.

Chapter 2 Part 1
3.4.3.3 A Survey Report File is to be a part of 3.4.4 Surveys at sea or at anchorage

the documentation on board consisting of
3.4.4.1 See Sec.1.8.
- Reports of structural surveys
3.4.5 Space protection
- Executive Hull Summary
3.4.5.1 Where provided, the condition of coating
- Thickness measurement reports. or corrosion protection of cargo tanks and
ballast tanks is to be examined.
3.4.3.4 The Survey Report File is to be available
also in the Owners management offices and A ballast tank is to be examined at subsequent
with IRS. annual intervals where:
3.4.3.5 The following additional supporting a) a hard protective coating has not been
documentation is to be available on board: applied from the time of construction, or
- Main structural plans of cargo and ballast b) a soft or semi-hard coating has been
tanks (for CSR ships these plans are to applied, or
include for each structural element both the
as-built and renewal thickness. Any c) substantial corrosion is found within the
thickness for voluntary addition is also to be tank, or
clearly indicated on the plans. The midship
section plan to be supplied on board the d) the hard protective coating is found to
ship is to include the minimum allowable hull be in less than GOOD condition and the
girder sectional properties for the tank hard protective coating is not repaired to
transverse section in all cargo tanks) the satisfaction of the Surveyor.
- Previous repair history 3.4.5.2 Where the hard protective coating in

tanks is found to be in GOOD condition, the
- Cargo and ballast history extent of close-up surveys and thickness
measurements may be specially considered.
- Extent of use of inert gas plant and tank
cleaning procedures 3.4.6 Survey and examination
- Inspection by ship's personnel with 3.4.6.1 All spaces within the hull and
reference to superstructure are to be examined. The special
survey is to include examination of underwater
- structural deterioration in general parts as per Section 7.
- leakages in bulkheads and piping 3.4.6.2 All tanks other than cargo and water
ballast tanks are to be examined internally in
- condition of coating or corrosion accordance with the requirements of Table
prevention system, if any 3.4.6.2.
- Any other information that will help identify 3.4.6.3 All spaces including double bottom,
critical structural areas and/or Suspect deep, ballast, peak and cargo tanks; pump
Areas requiring inspection. rooms, pipe tunnels, duct keels, machinery
spaces, dry spaces, cofferdams and voids are to
- Survey Programme as required by 3.4.2 be internally examined including the plating and
until such time as the Special Survey has framing, bilges and drain wells, sounding,
been completed. venting pumping and drainage arrangements.
This examination is to be supplemented by
3.4.3.6 Prior to survey, the Surveyor is to testing and thickness measurement as required
examine the completeness of the documentation by 3.4.7 and 3.4.9 to ensure that the structural
on board, and its contents as a basis for the integrity remains effective. The aim of the
survey. examination is to discover Substantial

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Corrosion, significant deformation, fractures, piping systems within the above tanks and
damages or other structural deterioration and if spaces are to be examined and operationally
deemed necessary by the Surveyor, a suitable tested to working pressure to attending
non-destructive examination may be required. At Surveyor's satisfaction to ensure that tightness
special survey No.3 and subsequent special and condition remain satisfactory. Special
surveys, structural downflooding ducts and attention is to be given to ballast piping in cargo
structural ventilation ducts are to be internally tanks and cargo piping in Ballast Tanks and void
examined. spaces and Surveyors are to be advised on all
occasions when the piping, including valves and
3.4.6.4 Cargo piping on deck including crude oil fittings are open during repair periods and can
washing (COW) piping and cargo and ballast be examined internally.

Age > 15
tanks, minimum 2

Cargo Area,
additional fuel
tank(s) outside
of Engine Room
(if fitted)
Notes:
4) At special survey No.III and subsequent special surveys, one deep tank for fuel oil is to be included, if
fitted.
3.4.6.5 Where ballast tanks have been 3.4.6.7 The masts, standing rigging and anchors
converted to void spaces, the survey extent is to are to be examined.
be based upon ballast tank requirements.
The Surveyor should satisfy himself that there
3.4.6.6 All watertight bulkheads and watertight are sufficient mooring ropes on board and also
doors are to be examined. All decks, casings that a tow line is provided when this is a Rule
and superstructures are to be examined. requirement.
Attention is to be given to the corners of
openings and other discontinuities in way of the 3.4.6.8 The steering gear, and its connections
strength decks and top sides. and control systems (main and alternative) are

Chapter 2 Part 1
to be examined. The auxiliary steering gear with crew and passenger spaces and spaces in
its various parts are to be examined in working which crew are normally employed;
condition.
- Means of communication between bridge
3.4.6.9 The hand pumps and suctions, air and and engine room and between bridge and
sounding pipes are to be examined. The alternative steering position;
Surveyors are to ensure that striking plates are
fitted under the sounding pipes whilst examining - Helm indicator;
the tanks internally.
Automatic air pipe heads are to be internally gear.
examined at special surveys as indicated in
Table 3.4.6.10. For designs where the inner 3.4.6.11 The chain cables are to be ranged and
parts cannot be properly inspected from outside, the anchors and the chain cables are to be
the head is to be removed from the air pipe. examined. At special survey no. II and
Particular attention is to be paid to the condition subsequent special surveys, the chain cables
of the zinc coating in heads constructed from are to be gauged. Any length of chain cable
galvanised steel. which is found to have reduced in mean
diameter at its most worn part by more than 12
3.4.6.10 The Surveyor should satisfy himself per cent of its original rule diameter is to be
regarding the efficient condition of the following : renewed.
- Means of escape from machinery spaces, 3.4.6.12 The windlass is to be examined.
Special survey No.I Special survey No.II Special survey No.III

Location Age > 10
perpendicular
Notes:

3.4.6.13 A thorough examination of aft and The survey is to confirm that one of the towing
forward emergency towing arrangements is to arrangements (aft or forward) are pre-rigged.
be carried out to ensure its ready availability and
satisfactory condition. 3.4.6.14 For vessels with single point mooring
arrangements where 'SPM' notation is assigned,
- examination of pick-up gear, towing pennant the following is to be carried out:
and chafing gear for possible deterioration;
a) A thorough examination of the components
- examination of strong points, fairleads, of the single point mooring system (bow
pedestal roller and their attachment to hull chain stoppers, bow fairleads, pedestal
structure. roller fairleads, winches and capstans) to
verify their satisfactory condition.

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b) A close-up examination of the hull structures conditions in presence of the Surveyor.
supporting and adjacent to the components
of the single point mooring system to verify 3.4.6.20 Examination of accommodation
that there is no deformation or fracture. ladders, gangways and their winches are to be
Thickness determination and non- carried out as required for annual surveys. In
destructive tests are to be carried out if addition, the accommodation ladders and
required by the Surveyor. gangways are to be operationally, tested with
the specified maximum operation load.
3.4.6.15 The chain locker, hold fasts, hawse
pipes and chain stoppers are to be examined The tests are to be carried out with the load
and pumping arrangements of the chain locker applied as uniformly as possible along the
tested length of the accommodation ladder or
gangway, at an angle of inclination
3.4.6.16 Engine room structure is to be corresponding to the maximum bending moment
examined. Particular attention being given to on the accommodation ladder or gangway.
tank tops, shell plating in way of tank tops,
brackets connecting side shell frames and tank Accommodation ladder winch is to be
tops and engine room bulkheads in way of tank operationally tested at special surveys. The
tops and bilge wells. Where excessive areas of brake system of the winch is to be tested for
wastage are found, thickness measurements holding the maximum operational load on the
are to be carried out and renewals of repairs ladder.
For existing installations on board ships
3.4.6.17 The attachment to the structure and constructed prior to 01 Jan 2010 where the
condition of anodes in tanks is to be examined. maximum operational load is not known, load
3.4.6.18 Where fitted, the strums of the cargo considered as the test load.
suction pipes are to be removed or lifted to
facilitate examination of the shell plating and 3.4.7 Extent of tank testing
bulkheads in the vicinity, unless other means for
visual inspection of these parts are provided. 3.4.7.1 The minimum requirements for tank
testing for oil tankers (including ore/oil and
3.4.6.19 The loading instrument is to be ore/bulk/oil ships) in the cargo area are given in
checked for accuracy by applying test load Table 3.4.7.1.
Table 3.4.7.1 : Table of minimum requirements for tank testing at special survey of oil tankers,
ore/oil ships and ore/bulk/oil ships (including double hull oil tankers)
Special Survey No. I Special Survey No. II and subsequent

Age  5 Age > 5
1 All ballast tank boundaries 1 All ballast tank boundaries
2 Cargo tank boundaries facing ballast tanks, void spaces, 2 All Cargo tank bulkheads
pipe tunnels, pump rooms or cofferdams
3.4.7.2 All double bottom and peak tanks are to and fresh water tanks may be specially
be tested in addition. The Surveyor may extend considered based on a satisfactory external
the tank testing as deemed necessary. examination of the tank boundaries and a
confirmation from the Master stating that the
3.4.7.3 Boundaries of ballast tanks are to be pressure testing has been carried out according
tested with a head of liquid to the top of air to the requirement with satisfactory results
pipes. Boundaries of cargo tanks are to be
tested to the highest point that liquid will rise 3.4.7.5 For double hull oil tankers the testing of
under service conditions. double bottom tanks and other spaces not
designed for the carriage of liquid may be
3.4.7.4 Boundaries of fuel oil, lub.oil and fresh omitted, provided a satisfactory internal
water tanks are to be tested with a head of liquid examination together with an examination of the
to the highest point that liquid will rise under tank top is carried out.
service conditions. Tank testing of fuel oil, lub.oil

Chapter 2 Part 1
3.4.7.6 Cargo tank testing carried out by the satisfactory by the surveyor at the time of the
vessel’s crew under the direction of the Master overall and close up survey.
may be accepted by the surveyor subject to the
approval of the Administration, provided the 3.4.8 Close-up survey requirements
following conditions are complied with:
3.4.8.1 The minimum requirements for Close-up
a) a tank testing procedure, specifying fill Surveys at Special Survey are given in Table
heights, tank being filled and bulkheads being 3.4.8.1a and Table 3.4.8.1b as applicable.
tested, taking into account the guidelines
provided in the ESP Planning document, has 3.4.8.2 The Surveyor may extend the Close-up
been submitted by the owner and reviewed by Survey as deemed necessary taking into
IRS prior to the testing being carried out; account the maintenance of the tanks under
survey, the condition of the corrosion prevention
b) there is no record of leakage, distortion or system and also in the following cases:
substantial corrosion that would affect the
structural integrity of the tank; a) In particular, tanks having structural
arrangements or details which have
c) the tank testing has been satisfactorily carried suffered defects on similar tanks or on
out, in accordance with the reviewed procedure similar ships according to available
and the guidelines mentioned in a) above, within information.
special survey window not more than 3 months b) In tanks which have structures approved
prior to the date of the survey on which the with reduced scantlings due to an approved
overall or close up survey is completed; corrosion control system.
d) the satisfactory results of the testing is 3.4.8.3 For areas in tanks where coatings are
recorded in the vessel’s logbook; found to be in a GOOD condition, the extent of
Close-up Surveys according to Tables 3.4.8.1a
e) the internal and external condition of the and Table 3.4.8.1b may be specially considered
tanks and associated structure are found by the Surveyor.

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Table 3.4.8.1a : Minimum requirements to close-up surveys at special survey of oil tankers,
ore/oil ships, ore/bulk/oil ships other than double hull oil tankers
Special Survey
Special Survey No. I Special Survey No. II Special Survey No. III No. IV and
Age  5 5 < Age  10 10 < Age  15 subsequently
Age > 15
A) One Web Frame Ring A) All Web Frame Rings - in a A) All Web Frame Rings - As Special Survey
- in a ballast wing tank, if ballast wing tank, if any, or a in all ballast tanks No.3
any, or a cargo wing tank cargo wing tank, used primarily
used primarily for water for water ballast
ballast
B) One Deck Trans- B) One Deck Transverse - in A) All Web Frame Rings - Additional
verse - in a cargo oil tank each of the remaining ballast in a cargo wing tank transverses as
tanks, if any deemed necessary
by the Surveyor
D) One Transverse B) One Deck Transverse - in a A). A minimum of 30% of
Bulkhead - in a ballast cargo wing tank web frame rings 1) in each
tank remaining cargo wing tank
D) One Transverse B) One Deck Transverse - in C) All Transverse

Bulkhead - in a cargo oil two cargo centre Bulkheads - in all cargo and
wing tank tanks ballast tanks
D) One Transverse C) Both Transverse E) A minimum of 30% of

Bulkhead - in a cargo oil Bulkheads - in a wing ballast deck and bottom
centre tank tank, if any, or a cargo wing transverses 1) including
tank used primarily for water adjacent structural members
ballast in each cargo centre tank
D) One Transverse Bulkhead F) As considered necessary

- in each remaining ballast tank by the Surveyor
D) One Transverse Bulkhead

- in a cargo oil wing tank
D) One Transverse Bulkhead
- in two cargo centre tanks
A) Complete transverse web frame B) Deck transverse including C) Transverse bulkhead complete -
ring including adjacent structural adjacent deck structural members including girder system and adjacent
members members
D) Transverse bulkhead lower part E) Deck and bottom transverse F) Additional complete transverse
- including girder system and including adjacent structural web frame ring
adjacent structural members members
Note : 1) The 30% is to be rounded up to the next whole integer.

Chapter 2 Part 1
Table 3.4.8.1b : Minimum requirements for close-up survey at special survey of

Double Hull Oil Tankers

and subsequently
Age  5 5 < Age  10 10 < Age  15
Age > 15
One web frame (1), in a All web frames (1), in a All web frames (1), in As for Special Survey
complete ballast tank (see complete ballast tank all ballast tanks for age from 10 to 15
Note 1) (see Note 1) The years
knuckle area and the
upper part (5 metres Additional transverse
approximately) of one areas as deemed
web frame in each necessary by IRS
remaining ballast tank
(6)
One deck transverse, in a One deck transverse, All web frames (7),
cargo oil tank (2) in two cargo oil tanks including deck
(2) transverse and cross
ties, if fitted, in a cargo
oil tank
One web frame (7),

including deck
transverse and cross
ties, if fitted, in each
remaining cargo oil
tank
One transverse bulkhead One transverse All transverse
(4), in a complete ballast bulkhead (4), in each bulkheads, in all cargo
tank (see Note 1) complete ballast tank oil (3) and ballast (4)
(see Note 1) tanks
One transverse bulkhead One transverse
(5) in a cargo oil centre bulkhead (5), in two
tank cargo oil centre tanks
One transverse bulkhead One transverse

(5), in a cargo oil wing bulkheads (5), in a
tank (see Note 2) cargo oil wing tank
(see Note 2)

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(1), (2), (3), (4), (5), (6) and (7) are areas to be subjected to close-up surveys and thickness
measurements (see Fig.3.4.8).
(1) : Web frame in a ballast tank means vertical web in side tank, hopper web in hopper tank, floor in
double bottom tank and deck transverse in double deck tank (where fitted), including adjacent structural
members. In fore and aft peak tanks web frame means a complete transverse web frame ring including
adjacent structural members.
(2) : Deck transverse, including adjacent deck structural members (or external structure on deck in way
of the tank, where applicable).
(3) : Transverse bulkhead complete in cargo tanks, including girder system, adjacent structural members
(such as longitudinal bulkheads) and internal structure of lower and upper stools, where fitted.
(4) : Transverse bulkhead complete in ballast tanks, including girder system and adjacent structural
members, such as longitudinal bulkheads, girders in double bottom tanks, inner bottom plating, hopper
side, connecting brackets.
(5) : Transverse bulkhead lower part in cargo tank, including girder system, adjacent structural members
(such as longitudinal bulkheads) and internal structure of lower stool, where fitted.
(6) : The knuckle area and the upper part (5 metres approximately), including adjacent structural
members. Knuckle area is the area of the web frame around the connections of the slope hopper plating
to the inner hull bulkhead and the inner bottom plating, upto 2 metres from the corners both on the
bulkhead and the double bottom.
(7) : Web frame in a cargo oil tank means deck transverse, longitudinal bulkhead structural elements and
cross ties, where fitted, including adjacent structural members.
Note 1 : Ballast tank : Apart from the fore and aft peak tanks, the term “ballast tank” has the following
meaning:
.1 all ballast compartments (hopper tank, side tank and double-deck tank, if separate from
double-bottom tank) located on one side, i.e. portside or starboard side, and additionally double-
bottom tank on portside plus starboard side, when the longitudinal central girder is not watertight
and, therefore, the doublebottom tank is a unique compartment from portside to starboard side;
or
.2 all ballast compartments (double-bottom tank, hopper tank, side tank and double-deck tank)
located on one side, i.e. portside or starboard side, when the longitudinal central girder is
watertight and, therefore, the portside double-bottom tank separate from the starboard-side
double-bottom tank.
Note 2 : Where no centre cargo tanks are fitted (as in the case of centre longitudinal bulkhead),
transverse bulkheads in wing tanks are to be surveyed.

Chapter 2 Part 1

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3.4.9 Thickness measurement 3.4.9.4 The thickness measurements are to be
carried out by a qualified firm certified by IRS.
3.4.9.1 The minimum requirements for thickness
measurements at Special Survey are given in 3.4.9.5 In order to ensure necessary control
Table 3.4.9.1. during the process of thickness measurements
these are normally to be carried out under the
3.4.9.2 Provisions for extended measurements supervision of the Surveyor. The Surveyor has
for areas with Substantial Corrosion in case of the right to re-check the measurements as
Oil Tankers, Ore/oil and Ore/Bulk/Oil Ships are deemed necessary to ensure acceptable
given in Table 3.4.9.2a) and Table 3.4.9.2b). accuracy.
For vessels built under IACS Common 3.4.9.6 In all cases the extent of thickness
Structural Rules, the identified substantial measurements is to be sufficient as to represent
corrosion areas are required to be examined the actual average condition.
and additional thickness measurements are to
be carried out at annual and intermediate 3.4.9.7 A thickness measurement report is to be
surveys. prepared. The report is to give the location of
measurements, the thickness measured as well
The Surveyor may further extend the thickness as corresponding original thickness.
measurements as deemed necessary. Furthermore, the report is to give the date when
the measurements were carried out, type of
3.4.9.3 In cases where two or three sections are measuring equipment, names of personnel and
to be measured in Oil Tankers, Ore/oil and their qualifications and has to be signed by the
Ore/Bulk/Oil Ships at least one is to include a operator. The Surveyor is to review the report of
Ballast Tank within 0.5L amidships. the final thickness measurement after repairs
have been carried out and countersign the cover
Transverse sections are to be chosen where the page.
largest reductions are suspected to occur or are
revealed from deck plating measurements.
Table 3.4.9.1 : Table of minimum requirements to thickness measurements at special survey of

oil tankers, ore/oil ships and ore/bulk/oil ships (including double hull oil tankers)

and subsequently
Age  5 5 < Age  10 10 < Age  15
Age > 15
1) Suspect areas 1) Suspect areas 1) Suspect areas 1) Suspect areas
throughout the vessel throughout the vessel throughout the vessel throughout the vessel
2) Within the cargo area: 2) Within the cargo area: 2) Within the cargo area: 2) Within the cargo area:
One section of deck a) Each deck plate a) Each deck plate a) Each deck plate
plating for the full beam of b) One Transverse b) Two Transverse b) Three Transverse
the ship (in way of a section sections sections
ballast tank, if any, or a c) All wind and water c) All wind and water
cargo tank used primarily strakes strakes
for water ballast) d) Each bottom plate
3) Measurements of 3) Measurements of 3) Measurements of 3) Measurements of

structural members structural members structural members structural members
subject to close-up survey subject to close-up survey subject to close-up survey subject to close-up survey
according to Table according to Table according to Table according to Table
3.4.8.1a and Table 3.4.8.1a and Table 3.4.8.1a and Table 3.4.8.1a and Table
3.4.8.1b, for general 3.4.8.1b, for general 3.4.8.1b, for general 3.4.8.1b, for general
assessment and recording assessment and recording assessment and recording assessment and recording
of corrosion pattern of corrosion pattern of corrosion pattern of corrosion pattern

Chapter 2 Part 1
Table 3.4.9.1 (Contd.)

and subsequently
Age  5 5 < Age  10 10 < Age  15
Age > 15
4) Selected wind and 4) Selected wind and 4) All wind and water
water strakes outside the water strakes outside the strakes outside the cargo
cargo area cargo area area
5) Internals in forepeak 5) Internals in forepeak

and after peak ballast and after peak ballast
tanks tanks

7) Representative expo-
sed superstructure deck
plating (poop, bridge,
forecastle deck)
8) All keel plates,

additional bottom plates in
way of machinery space,
aft end of tanks and
cofferdams outside cargo
area

considered necessary by
the Surveyor.
Table 3.4.9.2a : Requirements for extent of thickness measurement on areas of substantial

corrosion in oil tankers, ore/oil ships and ore/bulk/oil ships other than double hull oil tankers

Bottom Structure
1 Bottom plating Minimum of 3 bays across tank 5 point pattern between stiffeners over
including aft bay. 1 metre in length
Measurements around and under all
bell mouths
2 Bottom longitudinal Minimum of 3 longitudinals in each 3 measurements in line across flange
bay where bottom plating measured and 3 measurements on vertically web
3 Bottom girders and At fore and after transverse Vertical line of single measurements
brackets bulkhead bracket toes and in centre on web plating with one measurement
of tanks between each panel stiffener, or a
minimum of three measurements. Two
measurements across face flat. 5 point
pattern on girder/bulkhead brackets
4 Bottom transverse webs 3 webs in bays where bottom 5 point pattern over 2 square metre
plating measured, with area. Single measurements on face
measurements at both ends and flat
middle
5 Panel stiffening Where provided Single measurements

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Table 3.4.9.2a (Contd.)

Deck Structure
1 Deck plating Two bands across tank Minimum of three measurements per
plate per band
2 Deck longitudinals Minimum of 3 longitudinals in each 3 measurements in line vertically on
of two bays webs and 2 measurements on flange
(if fitted)
3 Deck girders and brackets At fore and after transverse Vertical line of single measurements
bulkhead bracket toes and in centre on web plating with one measurement
of tanks between each panel stiffener, or a
minimum of three measurements. Two
measurements across face flat. 5 point
pattern on girder/bulkhead brackets
4 Deck transverse webs Minimum of two webs with 5 points pattern over 2 square metre
measurements at middle and both area. Single measurements on face
ends of span flat
Shell and Longitudinal Bulkheads
1 Deckheads and bottom Plating between each pair of Single measurement
strakes and strakes in way longitudinals in a minimum of 3 bays
of stringer platforms
2 All other strakes Plating between every 3rd pair of Single measurement
longitudinals in same 3 bays
3 Longitudinals - deckhead Each longitudinal in same 3 bays 3 measurements across web and 1
and bottom strakes measurement on flange
4 Longitudinals - all others Every 3rd longitudinal in same 3 3 measurements across web and 1
bays measurement on flange
5 Longitudinals - brackets Minimum of 3 at top, middle and 5 point pattern over area of bracket
bottom of tank in same 3 bays
6 Web frames and cross ties 3 webs with minimum of three 5 points pattern over about 2 sq. metre
locations on each web, including in area, plus single measurements on
way of cross tie connections web frame and across tie face flats
Transverse Bulkheads and Swash Bulkheads
1 Deckhead and bottom Plating between pair of stiffeners at 5 points pattern between stiffeners
strakes and strakes in way three locations - approx. 1/4, 1/2 over 1 metre length
of stringer platforms and 3/4 width of tank
2 All other strakes Plating between pair of stiffeners at Single measurement
middle location
3 Strakes in corrugated Plating for each change of scantling 5 point pattern over about 1 sq. metre
bulkheads at centre of panel and at flange or of plating
fabricated connection
4 Stiffeners Minimum of three typical stiffeners For web, 5 point pattern over span
between bracket connections (2
measurements across web at each
bracket connection and one at centre
of span). For flange, single
measurements at each bracket toe and
at centre of span
5 Brackets Minimum of three at top, middle and 5 point pattern over areas of bracket
bottom of tank
6 Deep webs and girders Measurements at toe of bracket and For web, 5 point pattern over about 1
at centre of span sq. metre. 3 measurements across
face flat
7 Stringer platforms All stringers with measurements at 5 point pattern over 1 sq. metre of area
both ends and middle plus single measurements near
bracket toes and on face flats

Chapter 2 Part 1
Table 3.4.9.2b : Requirements for extent of thickness measurements at those areas of

substantial corrosion - Special Survey of Double Hull Oil Tankers

Bottom, Inner Bottom and Hopper Structure
1 Bottom, inner bottom and Minimum of 3 bays across double 5 point pattern for each panel between
hopper structure plating bottom tank including aft bay. longitudinals and floors
Measurements around and under all
suction bell mouths
2 Bottom, inner bottom and Minimum of 3 longitudinals in each 3 measurements in line across flange
hopper structure bay where bottom plating measured and 3 measurements on vertical web
longitudinals
3 Bottom girders, including At fore and aft watertight floors and Vertical line of single measurements
the watertight ones in centre of tanks on girder plating with one
measurement between each panel
stiffener, or a minimum of three
measurements
4 Bottom floors, including the 3 floors in bays where bottom 5 points pattern over 2 square metre
watertight ones plating measured, with area
middle
5 Hopper structure web 3 floors in bays where bottom 5 point pattern over one square metre
frame ring plating measured of plating. Single measurements on
flange
6 Hopper structure Lower 1/3 of bulkhead 5 point pattern over two square metre
transverse watertight of plating
bulkhead or swash Upper 2/3 of bulkhead 5 point pattern over two square metre
bulkhead of plating
Stiffeners (minimum of three) For web, 5 point pattern over span
(two measurements across web at
each end and one at centre of span).
For flange, single measurements at
each end and centre of span
Deck Structure
1 Deck plating Two transverse bands across tank Minimum of three measurements per
plate per band
2 Deck longitudinals Every third longitudinal in each of 3 measurements in line vertically on
two bands with a minimum of one webs and 2 measurements on flange
longitudinal (if fitted)
3 Deck girders and brackets At fwd and aft transverse bulkhead, Vertical line of single measurements
(usually in cargo tanks bracket toes and in centre of tanks on web plating with one measurement
only) between each panel stiffener, or a
minimum of three measurements.
Two measurements across flange. 5
point pattern on girder/bulkhead
brackets
4 Deck transverse webs Minimum of two webs with 5 points pattern over one square metre
measurements at both ends and area.
middle of span Single measurements on face flat
5 Vertical web and Minimum of two webs and both 5 point pattern over one square metre
transverse bulkhead in transverse bulkheads area
wing ballast tank (two
metres from deck)
6 Panel stiffening Where applicable Single measurements

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Structure in Wing Ballast Tanks
1 Side shell and longitudinal
bulkhead plating:
- Upper strake and - Plating between each pair of - Single measurement
strakes in way of horizontal longitudinals in a minimum of 3 bays
girders (along the tank)
- All other strakes - Plating between every third pair - Single measurement
of longitudinals in same 3 bays
2 Side shell and longitudinal
bulkhead longitudinals on:
- Upper strake - Each longitudinal in same 3 - 3 measurements across web and
bays 1 measurement one flange
- All other strakes - Every third longitudinal in same - 3 measurements across web and
3 bays 1 measurement on flange
3 Longitudinals - brackets Minimum of three at top, middle and 5 point pattern over area of bracket
bottom of tank in same three bays
4 Vertical web and
transverse bulkheads
(excluding deckhead area):
- Strakes in way of - Minimum of two webs and both - 5 point pattern over approx. two
horizontal girders transverse bulkheads square metre area
- Other strakes - Minimum of two webs and both - two measurements between each
transverse bulkheads pair of vertical stiffeners
5 Horizontal girders Plating on each girder in a minimum 2 measurements between each pair of
of three bays longitudinal girder stiffeners
6 Panel stiffening Where applicable Single measurements
Longitudinal Bulkheads in Cargo Tanks
1 Deckheads and bottom Plating between each pair of Single measurement
strakes and strakes in way longitudinals in a minimum of 3 bays
of the horizontal stringer of
transverse bulkheads
2 All other strakes Plating between every 3rd pair of Single measurement
longitudinals in same 3 bays
3 Longitudinals on deckhead Each longitudinal in same 3 bays 3 measurements across web and 1
and bottom strakes measurement on flange
4 All other longitudinals Every third longitudinal in same 3 measurements across web and 1
three bays measurement on flange
5 Longitudinals - brackets Minimum of 3 at top, middle and 5 point pattern over area of bracket
bottom of tank in same 3 bays
6 Web frames and cross ties 3 webs with minimum of three 5 points pattern over approximately 2
locations on each web, including in sq. metre area of webs, plus single
way of cross tie connections measurements on flanges of web
frame and cross ties
7 Lower end brackets Minimum of three brackets 5 points pattern over approximately 2
(opposite side of web sq. metre area of brackets, plus single
frame) measurements on bracket flanges
Transverse Watertight and Swash Bulkheads in Cargo Tanks
1 Upper and lower stool, - Transverse band within 25 mm 5 point pattern between stiffeners over
where fitted of welded connection to inner one metre length
bottom/deck plating
- Transverse band within 25 mm
of welded connection to shelf plate
2 Deckhead and bottom Plating between pair of stiffeners at 5 points pattern between stiffeners
strakes and strakes in way three locations - approx. 1/4, 1/2 over 1 metre length
of horizontal stringers and 3/4 width of tank
3 All other strakes Plating between pair of stiffeners at Single measurement
middle location
4 Strakes in corrugated Plating for each change of scantling 5 point pattern over about 1 sq. metre
bulkheads at centre of panel and at flange of of plating
fabricated connection

Chapter 2 Part 1

5 Stiffeners Minimum of three typical stiffeners For web, 5 point pattern over span
between bracket connections (2
measurements across web at each
bracket connection and one at centre
of span). For flange, single
measurements at each bracket toe and
at centre of span
6 Brackets Minimum of three at top, middle and 5 point pattern over areas of bracket
bottom of tank
7 Horizontal stringer All stringers with measurements at 5 point pattern over 1 sq. metre of area
both ends and middle plus single measurements near
bracket toes and on flange
3.4.10 Reporting and evaluation of survey reviewed to confirm that it is being maintained.
The Special Survey is to be recorded in the
3.4.10.1 The data and information on the Register, in which a single record entry will be
structural condition of the vessel collected sufficient to record the survey of all transits.
during the survey is to be evaluated for
acceptability and continued structural integrity of 3.4.11.3 From review of the Register, where
the vessel. there are records entered since the last special
survey of any disruption to the cable transits or
3.4.10.2 In case of oil tankers of 130 [m] in installation of new cable transits (except which
length and upwards (as defined in ILLC), the are reviewed and examined at previous annual
ship's longitudinal strength is to be evaluated surveys), the satisfactory condition of those
using the thickness of the structural members transits is to be confirmed by the attending
measured, renewed, reinforced, as appropriate, Surveyor by review of records and examination
during the renewal survey of cargo ship safety of the transits; the results are to be recorded in
construction certificate or the cargo ship safety the Register against each of those cable
certificate carried out after the ship reached 10 transits.
years of age in accordance with the criteria for
longitudinal strength of the ship's hull girder 3.4.11.4 In case the cable transits have been
examined by an approved service supplier, the
3.4.10.3 Where any structural renewal or attending surveyor is to review the Register in
reinforcement work is carried out as a result of order to ascertain that it has been properly
the initial evaluation of the ship's longitudinal maintained by the owner and correctly endorsed
strength as required by 3.4.10.2, the final result by the service supplier.
of the evaluations is to be included as a part of
the Executive hull summary. 3.5 Special Surveys - Machinery
3.4.10.4 An Executive Hull Summary of the 3.5.1 Requirements for examination of

survey and results is to be issued to the Owner machinery and systems are given in Sec.8.
and placed on board the vessel for reference at
future surveys. The Executive Hull Summary is 3.6 Survey Requirements for vessels
to be endorsed by IRS Head Office. carrying Asphalt in Integral tanks
3.4.11 Watertight Cable Transits 3.6.1 General
3.4.11.1 The requirements for Special Survey 3.6.1.1 In addition to the relevant requirements
may be undertaken by the attending Surveyor or in subsection 3.1 to 3.5 (as applicable), the
by a firm approved as a service supplier following requirements are applicable to vessels
according to Pt.1 Ch.1, Sec 1.9. with class notation:
3.4.11.2 All transits are to be examined to OIL TANKER, ESP, ASPHALT CARRIER
confirm their satisfactory condition and the (INTEGRAL TANK, MAX. CARGO TEMP ≤
Cable Transit Seal System Register is to be XXX℃)

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3.6.2 Annual Surveys The bottom of cargo pump rooms is to be
presented clean for the examination of
3.6.2.1 Hull stripping devices and gutters.
.1 The Survey is to include: .3 Ballast and stripping pumps are to be

internally examined and their prime movers
a) confirmation that wheelhouse doors and checked. A functional test of the pumps is to
windows, side scuttles and windows in be carried out. Maintenance records of cargo
superstructure and deckhouse ends facing pumps are to be made available to the
the cargo area are in satisfactory condition Surveyor.
3.6.2.2 Cargo Machinery .4 The satisfactory condition of the cargo

heating system including clamping and piping
.1 The survey is to include: is to be verified and, the system is to be
pressure tested, if deemed necessary by the
a) confirmation that electrical equipment in Surveyor.
cargo pump rooms and other spaces is in
satisfactory condition and has been properly 3.7 Survey Requirements for vessels
maintained carrying Asphalt in Independent tanks
b) confirmation that the remote operation of 3.7.1 General

the cargo pump room bilge system is
satisfactory 3.7.1.1 In addition to the relevant requirements
in subsection 3.1 to 3.5 (as applicable), the
c) examination of the cargo heating system following requirements are applicable to vessels
(Refer Sec 16) with class notation:
d) examination of the cargo-transfer OIL TANKER, ASPHALT CARRIER

arrangement and confirmation that any (INDEPENDENT TANK, MAX. CARGO TEMP ≤
hoses are suitable for their intended purpose XXX℃)
e) confirmation that devices provided for 3.7.1.2 ESP requirements are not applicable to
measuring the temperature of the cargo, if these vessels. Accordingly, hull survey
any, operate satisfactorily. requirements, for the cargo region, in sub-
section 3.1 to 3.5 are not applicable to such
3.6.3 Intermediate Surveys vessels. In general, hull surveys are to be
carried out in accordance with the requirements
3.6.3.1 The survey (in addition to Annual Survey in Section 6 for “other ship types’.
Requirements) is to include:
3.7.1.3 Requirements in 3.6.2 to 3.6.4 are also
a) examination, so far as is possible, bunker, to be complied with, for these vessels.
ballast, steam and vent piping systems. If
upon examination, there is any doubt as to the 3.7.2 Independent Cargo Tanks
condition of the piping, pressure testing and/
or, thickness measurement may be required. 3.7.2.1 Annual Survey
3.6.4 Special Surveys .1 The survey is to include, as far as

practicable, a general external examination of
3.6.4.1 The Survey (in addition to the the structure surrounding the independent
Intermediate Survey Requirements) is to cargo tanks for damage, cracks or wastage,
include: including the thermal isolating material and
elements supporting and/ or securing the
.1 All safety valves on cargo piping and of cargo tanks.
cargo tanks are to be dismantled for
examination, adjusted and, as applicable, 3.7.2.2 Special Survey
resealed.
.1 All independent cargo tanks are to be
.2 A general examination of all cargo pump internally examined including internal mountings
room boundaries is to be carried out. All gas- and equipment. The tanks are to be thoroughly
tight shaft-sealing devices are to be examined. cleaned and made gas-free before entry, and all

Chapter 2 Part 1
precautions are to be taken to ensure safety the cargo are to be generally examined. All
during examination. valves in the cargo piping systems are to be
examined and tested.
.2 Foundations, chocks, sway braces and anti-
flotation arrangements are to be examined. .5 Insulation is to be removed in way of any
distorted or suspect part in the cargo
.3 Venting systems for the cargo containment containment system and elsewhere, as required
systems are to be examined. All relief valves are by the Surveyor. Insulation may be required to
to be opened, examined, tested, and readjusted be removed to carry out any survey, at the
as necessary. Liquid-level indicators are to be discretion of the Surveyor.
proven to be satisfactory.
Where a proper record of continuous overhaul .6 Thickness gauging of the independent tank is
and retesting of individually identifiable relief to be carried as deemed necessary by the
valves is maintained, consideration will be given Surveyor.
to acceptance on the basis of opening, internal
examination, and testing of a representative .7 Tanks are to be tested with a head of liquid to
sampling of valves including each size of each the overflow or by an alternative method with the
type of relief valve in use, provided there is approval of the attending surveyor. Testing may
logbook evidence that the remaining valves be omitted if the tanks are found without
have been overhauled and tested since the corrosion and other damages and in acceptable
crediting of the previous Special Survey. The condition.
testing and setting of relief valves may be
carried out in-situ or after removal. .8 At Special Surveys after Special Survey No.
3, the plating of all independent cargo tanks
.4 All piping, machinery, and equipment for (shell, heads, and domes) is to be thickness
loading, venting, heating or otherwise handling gauged.
Section 4
Surveys - Chemical Tankers
4.1 Scope 4.2.1.2 At Annual Surveys, the Surveyor is to

examine the hull and machinery, so far as
4.1.1 This section gives the requirements for necessary and practicable, in order to be
periodical surveys of vessels which have been satisfied as to their general condition.
assigned the class notation:
4.2.1.3 Access to cargo tanks or other spaces
Chemical Tanker ESP within the cargo area, necessitating gas freeing
will normally not be required unless necessary
For vessels which also carry products covered for checking items of equipment and
by the IGC Code it may be necessary in installations for correct functioning.
accordance with Pt.5, Ch.4, Sec.1 to apply the
survey requirements given in Sec.5 of this 4.2.1.4 It is to be confirmed that no new
chapter. installation of material containing asbestos was
4.2 Annual surveys
4.2.1.5 Where applicable, examination of
4.2.1 General alternative design and arrangement for
4.2.1.1 Annual Surveys are to be carried out safety, in accordance with the test, inspection
within 3 months before or after the anniversary and maintenance requirements, if any, specified
date each year. (Also refer to Note 9 of Sec.1, in the approved documentation is to be carried
Table 1.1.1). These should be held concurrently out.
Surveys, where practicable.

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4.2.2 Hull and weather deck k) Verification that wheelhouse doors and
windows, side scuttles and windows in
4.2.2.1 The survey is to consist of an superstructure and deckhouse ends facing
examination for the purpose of ensuring, as far the cargo area are in good condition.
as practicable, that the hull, equipment, closing
appliances and related piping are maintained in 4.2.2.2 Examination of pump room and pipe
satisfactory and efficient condition and should tunnel, if fitted:
take into account the service history, condition
and extent of the corrosion prevention system of a) Examination of all pump room bulkheads for
ballast tanks and areas identified in the survey signs of chemical leakage or fractures and
report file. Special attention is to be paid to the in particular, the sealing arrangements of all
following: penetrations of pump room bulkheads.
a) Weather decks, ships side plating above b) Examination of the condition of all piping
waterline. systems.
b) Openings on freeboard and superstructure 4.2.2.3 All watertight doors in watertight

decks; exposed casings; skylights and bulkheads, to be examined and tested (locally
fiddley openings; deck houses; and remotely) as far as practicable.
companionways and superstructure
bulkheads; side scuttles and dead lights; 4.2.2.4 Suspect areas identified at previous
flush deck scuttles; ash shoots and other special or intermediate surveys are to be close-
openings. up surveyed. Thickness measurements are to
be taken in the area of substantial corrosion
c) Weld connection between air pipes and identified at previous surveys.
deck plating; air pipe heads on exposed
decks (external examination); ventilators 4.2.2.5 Examination of Ballast Tanks is to be
and closing devices. carried out when required as a consequence of
the results of the Special Survey or Intermediate
d) Watertight bulkheads and their penetrations Survey. (See 4.4.5.1 and 4.3.3.3 respectively).
as far as practicable. When considered necessary by the Surveyor or
where extensive corrosion is found, thickness
e) Scuppers and sanitary discharges as far as measurement is to be carried out. When
practicable together with valves and their examination of ballast tanks reveals substantial
controls. corrosion, additional thickness measurements is
to be carried out to the extent given in Table
f) Guard rails, bulwarks, freeing ports, 4.4.9.2.
4.2.2.6 Anchoring and mooring equipment is to
g) Examination of cargo tank openings be examined as far as is practicable. A general
including gaskets, covers, coamings and examination of the emergency towing
flame screens. arrangements is to be carried out to ensure their
ready availability. It is to be confirmed that the
h) Examination of cargo tank pressure/vacuum towing and mooring equipment is properly
valves, secondary means to prevent over or marked with any restriction associated with its
under pressure and devices to prevent safe operation
passage of flame and the arrangements of
cargo tank purging with inert gas, as For vessels with single point mooring
applicable. arrangements where 'SPM' notation is assigned,
the following are to be generally examined:
i) Examination of devices to prevent the
passage of flame on vents to all bunker, a) Components of the single point mooring
oily-ballast and oily-slop tanks and void system (bow chain stoppers, bow fairleads,
spaces, as far as practicable. pedestal roller fairleads, winches and
capstans), to verify their satisfactory
j) Examination of cargo, bunker and vent condition.
piping systems, including vent masts and
headers.

Chapter 2 Part 1
b) Hull structures supporting and adjacent to gangways are to be examined for satisfactory
the components of the single point mooring condition at annual surveys. Fittings or
system, to verify that there is no deformation structures for means of access to deck such as
or fracture. handholds in a gateway or bulwark ladder and
stanchions are also to be examined.
4.2.2.7 Where applicable, Surveyor should
satisfy himself regarding the freeboard marks on 4.2.2.13 The maintenance and inspection
the ship's side. records of accommodation ladders and
gangways are to be verified. It is to be confirmed
4.2.2.8 The Surveyor is to confirm that, where that supporting wires are being renewed at
required, an approved loading instrument intervals not exceeding 5 years.
together with its operation manual are available
on board, See Pt.3, Ch.5. It is to be verified by 4.2.2.14 When examining internal spaces, as far
the Surveyor that the loading instrument is as practicable, the permanent means of access
checked for accuracy at regular intervals by the where appropriate, are to be verified that they
ship's staff by applying test loading conditions. remain in good condition.
4.2.2.9 Accommodation ladders are to be 4.2.2.15 For vessels subject to IMO PSPC (See
examined at annual surveys. Satisfactory Pt.3, Ch.2, 3.6) it is to be confirmed that the
condition of the following items is to be checked, maintenance, repair and partial re-coating of
in particular : dedicated ballast tanks, as appropriate, are
recorded in the coating technical file.
a) steps;
b) platforms; 4.2.2.16 Watertight cable transit seal systems
c) all support points such as pivots, rollers, register is to be reviewed to confirm that it is
etc.; being maintained and as far as practicable the
d) all suspension points such as lugs, transits are to be examined to confirm their
brackets, etc.; satisfactory condition. Where there are records
e) stanchions, rigid handrails, hand ropes and entered since last annual survey of any
turntables; disruption to the cable transits or installation of
f) davit structure, wire and sheaves, etc. new cable transits, the satisfactory condition of
those transits is to be confirmed by review of
4.2.2.10 Access to bow arrangements are to be records and, if deemed necessary, by
examined. Gangways are to be examined at examination. The results are to be recorded in
annual surveys. Satisfactory condition of the the Register against the specific cable transit.
following items is to be checked, in particular :
4.2.2.17 In case the cable transits have been
a) treads; examined by an approved service supplier, the
attending surveyor is to review the Register in
b) side stringers, cross-members, decking, order to ascertain that it has been properly
deck plates, etc.; maintained by the owner and correctly endorsed
4.2.3 Machinery and systems
d) stanchions, rigid handrails, hand ropes.
4.2.3.1 A general examination of the machinery,
4.2.2.11 Winches of accommodation ladders boilers, all pressurised systems (steam,
and gangways are to be examined to verify the pneumatic, hydraulic) and their associated
satisfactory condition of the following items: fittings, propulsion system and auxiliary
a) brake mechanism including condition of properly maintained and with particular attention
brake pads and band brake, if fitted; to the fire and explosion hazards.
b) remote control system, and 4.2.3.2 Confirmation that machinery, boilers and
other pressure vessels, associated piping
c) power supply system for electric motor. systems and fittings are so installed and
protected as to reduce to a minimum any danger
4.2.2.12 Davits and fittings on the ship’s deck to persons on board, due regard being given to
associated with accommodation ladders and moving parts, hot surfaces and other hazards.

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4.2.3.3 Confirmation that Periodical Surveys of navigating bridge and the arrangements to
boilers and other pressure vessels have been operate the main and other machinery from a
carried out as required by the Rules and the machinery control room.
safety devices have been tested.
4.2.3.13 Confirmation that the engine room
4.2.3.4 Confirmation that the normal operation of telegraph, the second means of communication
the propulsion machinery can be sustained or between the navigation bridge and the
restored even though one of the essential machinery space and the means of
auxiliaries becomes inoperative. communication with any other positions from
4.2.3.5 Confirmation that means are provided so satisfactorily.
that machinery can be brought into operation
from the dead ship condition without external 4.2.3.14 Examination and testing of the general
aid. emergency alarm system and confirmation that
the engineer's alarm is clearly audible in the
4.2.3.6 All main and auxiliary steering engineer's accommodation.
and control systems are to be examined and 4.2.3.15 It is to be confirmed that ballasting and
tested. Where applicable, Surveyors are to de-ballasting arrangements are satisfactory. The
verify that log entries have been made in bilge pumping systems and bilge wells including
accordance with statutory requirements. operation of each bilge pump, extended spindles
and level alarms, where fitted, are to be
4.2.3.7 Confirming, when appropriate, that examined as far as is practicable. It is also to be
requisite arrangements to regain steering confirmed that bilge pumping system for each
capability in the event of the prescribed single watertight compartment is satisfactory.
failure are being maintained.
It is also to be confirmed that drainage from
4.2.3.8 Steering chains are to be cleaned for enclosed cargo spaces situated on freeboard
ascertaining wear and tear and lengths of chain deck is satisfactory.
worn in mean diameter by more than 12 per
cent of the original rule diameter are to be 4.2.3.16 Examining visually the condition of any
renewed. expansion joints in sea water system.
4.2.3.9 All the means of communication 4.2.3.17 General examination visually and in
between the navigating bridge and the operation, as feasible, of the main electrical
machinery control positions, as well as the machinery, the emergency sources of electrical
bridge and the main alternative steering power, the switch gear, other electrical
position, if fitted, are to be tested. It is to be equipment including the lighting system is to be
confirmed that means of indicating the angular carried out.
position of the rudder are operating
satisfactorily. 4.2.3.18 Confirmation as far as practicable, the
operation of the emergency source(s) of
4.2.3.10 Confirmation that with ships having electrical power, including their starting
emergency steering positions there are means arrangement, the systems supplied, and when
of relaying heading information and, when appropriate, their automatic operation.
appropriate, supplying visual compass readings
to the emergency steering positions. 4.2.3.19 Examining in general, that the
precautions provided against shock, fire and
4.2.3.11 Confirmation that various alarms other hazards of electrical origin are being
required for hydraulic power operated, electric maintained.
operating satisfactorily and that the recharging 4.2.3.20 General Examination of automation
arrangements for hydraulic power operated equipment is to be carried out. Satisfactory
steering gears are being maintained. operation of safety devices, bilge level detection
4.2.3.12 Examining the means for the operation verified.
of the main and auxiliary machinery essential for
propulsion and the safety of the ship, including 4.2.3.21 Examination so far as is possible of
when applicable, the means of remotely cargo, bilge, ballast and stripping pumps for
controlling the propulsion machinery from the excessive gland seal leakage, verification of

Chapter 2 Part 1
proper operation of electrical and mechanical open type and capable of opening
remote operating and shutdown devices and automatically whenever emergency
remote operation of pump room bilge system, generator is starting / in operation.
and checking that pump foundations are intact.
c) It is to be possible to close ventilation
4.2.3.22 Verification that installed pressure openings by a manual operation from a
gauges on cargo discharge lines including those clearly marked safe position outside the
fitted outside the cargo pump room and level space where the closing operation can
indicating systems are operational. be easily confirmed. Further, such
closing is not possible from any other
4.2.3.23 Verification that pumps, valves and remote position. The louvre status
pipelines are identified and distinctively marked. (open/closed) is indicated at this
position.
4.2.3.24 Confirmation that machinery space
ventilation systems are in good working 4.2.3.29 For vessels fitted with ICCP system,
condition. proper functioning of the system is to be
checked and records of system operation are to
4.2.3.25 Emergency lightning in all cargo pump be verified. It is to be verified that all
rooms are to be examined. maintenance as per manufacturer’s instructions
are carried out.
4.2.3.26 For Ships constructed before 01 July
2017 and fitted with harmonic filters; following 4.2.4 Fire protection, detection and
are to be verified at each survey: extinction
a) Records of annual measurement of 4.2.4.1 The arrangements for fire protection,

harmonic distortion levels of main bus bar under detection and extinction are to be examined and
seagoing conditions and log entries showing are to include confirmation that no changes
which equipment was running and / or filters in have been made in the structural fire protection.
service at the time of measurement. Harmonic Following are to be examined / verified:
distortion readings are to be carried out when
the greatest amount of distortion is indicated by a) verification that fire control plans are
the measuring equipment. properly posted;
b) Records of measurement of distortion b) examination as far as possible and testing

levels, after any modification to the ship’s as feasible, any fire detection and alarm
electrical distribution system. system and any sample extraction smoke
detection system;
4.2.3.27 For Ships constructed on or after 01
July 2017 and fitted with harmonic filters; or for c) examination of the fire main system and
ships retrofitted with harmonic filters, on or after verification that each fire pump including the
01 July 2017; following are to be verified at each emergency fire pump can be operated
survey: separately so that the two required powerful
jets of water can be produced
a) Engine log book containing distortion simultaneously from different hydrants at
monitoring readings/ automatic records of same any part of the ship whilst the required
pressure is maintained in the fire main;
b) Documentation of any approved relaxation
on allowable distortion limits. d) verification that fire hoses, nozzles,
applicators and spanners are in good
4.2.3.28 For ships contracted for construction on working condition and situated at their
or after 01 Jan 2017 following are to be verified respective locations;
in emergency generator rooms at each survey:
e) examination of fire-fighting system
a) Hand operated ventilation louvres, (including fixed fire-fighting system for the
closing appliances, if fitted, are kept machinery spaces) controls, piping,
open and corresponding instruction instructions and marking, checking for
plates are visible near the louvres. evidence of proper maintenance and
servicing including date of last systems
b) Power operated ventilation louvres and tests;
closing appliances, if fitted, are fail-to-

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f) verification that all semi-portable and o) Examining the fixed fire-fighting system for
portable fire extinguishers are in their the cargo pump room and the deck foam
stowed positions, checking for evidence of system for the cargo area and confirming
proper maintenance and servicing, that their means of operation are clearly
conducting random check for evidence of marked;
discharged containers;
p) Confirming that potential sources of ignition
g) verification, as far as practicable, that the in or near the cargo pump room are
remote controls for stopping fans and eliminated, such as loose gear, combustible
machinery in machinery spaces are in materials etc., that there are no signs of
working order. Examination of the undue leakage and that access ladders are
arrangements for oil fuel, lubricating oil and in satisfactory condition;
closing of valves for oil fuel, lubricating oil q) Confirming that the condition of portable
and other flammable oils and, the operation fire-fighting equipment for the cargoes to be
of the remote means of closing the valves carried in the cargo area is satisfactory;
on the tanks that contain oil fuel, lubricating
oil and other flammable oils; r) examination of the fire-extinguishing
h) examination of the closing arrangements of flammable liquids and deep fat cooking
ventilators, funnel annular spaces, skylights, equipment in accommodation and service
doorways and tunnel, where applicable; spaces;
i) confirmation that the fire fighters’ outfits s) examination of the fire safety requirements
including its self-contained compressed air of helicopter facilities, including foam
breathing apparatus and emergency escape firefighting appliances ;
breathing devices (EEBDs) are complete
and in good condition and that the cylinders, t) Confirming, as far as practicable, that the
including the spare cylinders, of any intrinsically safe systems and circuits used
required self-contained breathing apparatus for measurement, monitoring, control and
are suitably charged and that on board communication purposes in all hazardous
means of recharging breathing apparatus locations are being properly maintained.
cylinders used during drills or a suitable
number of spare cylinders to replace those u) Confirming that the system for continuous
used are provided, and provision of two-way monitoring of the concentration of
portable radiotelephone apparatus of an flammable vapours is satisfactory. (Refer
explosion-proof type or intrinsically safe; Pt.5, Ch.3, Cl. 11.1.4).
j) examination of any manual and automatic v) Confirming that sampling points or detector
fire doors and proving their operations; heads are located in suitable positions in
order that potentially dangerous leakages
k) Verification that the pump room ventilation are readily detected. (Refer Pt.5, Ch.3, Cl.
system is operational, ducting intact, 11.1.4).
dampers operational and screens are clean;
w) Examination of the fixed carbon dioxide fire-
l) External examination of piping and cut-out extinguishing systems for the protection of
valves of cargo tank and cargo pump room machinery spaces and cargo pump-rooms,
fixed fire fighting system; where applicable, are provided with two
m) Verification that all electrical equipment in gas piping and one for discharging the gas
dangerous zones is suitable for such from the storage container, each of them
locations, is in good condition and has been located in a release box clearly identified for
properly maintained so far as is practicable; the particular space.
n) Checking the deck foam system, including x) Examination of the fire protection
the supplies of foam concentrate and testing arrangements in cargo spaces and
that minimum number of jets of water at the confirming, as far as practicable and as
required pressure in the fire main is appropriate, the operation of the means of
obtained when the system is in operation; control provided for closing the various
openings.

Chapter 2 Part 1
y) Testing the fire dampers of ventilation ducts h) Examining the cargo transfer arrangements
and the means of closing the main inlets and confirming that any hoses are suitable
and outlets of all ventilation systems and for their intended purpose and where
testing the means of stopping power appropriate, marked with date of testing.
ventilation systems from outside the space
served. i) Verification that any special arrangements
made for bow or stern loading and
Surveys carried out by the National Authority of unloading are in good condition and testing
the country in which the ship is registered would the means of communication and remote
normally be accepted as meeting these shutdown of the cargo pump.
requirements, at the discretion of the Surveyor.
j) Verification that, if applicable, the provisions
4.2.4.2 For tankers fitted with inert gas system, made for chemicals which have special
examination of the inert gas system as detailed requirements listed in relevant Ch.3 of Pt.5
in Section 12, Para 12.2.1 is to be carried out. of the Rules are in order.
4.2.4.3 Confirmation that the means of escape 4.2.6 Personnel protection

from accommodation, machinery spaces and
other spaces are satisfactory. a) Verification that cargo pump room rescue
arrangements are in order.
4.2.4.4 Examination of the arrangements for
gaseous fuel for domestic purposes. b) Verification that suitable protective clothing
is available for crew engaged in loading and
4.2.5 Other safety arrangements related to discharging operations and that suitable
cargo storage is maintained.
4.2.5.1 The following are to be dealt with where c) Verification that the requisite safety
applicable: equipment and associated breathing
apparatus with requisite air supplies and
a) Examination of gauging devices, high level emergency escape respiratory and eye
alarms and valves associated with overflow protection, if required, are in good condition
control. and are properly stowed.
b) Verification that any devices provided for d) Verification that medical first aid equipment
measuring the temperature of the cargo and including stretchers and oxygen
any associated alarms are satisfactory. resuscitation is in good condition and that
satisfactory arrangements are made for
c) Examination of the cargo heating/cooling antidotes for cargoes actually carried to be
system sampling arrangements where fitted. on board.
d) Verification that removable pipe lengths or e) Verification that decontamination arrange-

other approved equipment necessary for ments are operational.
cargo separation are available, and
satisfactory. f) Verification that the requisite gas detection
instruments are on board and that
e) Verification that the ventilation system satisfactory arrangements are made for the
including portable equipment, if any, of all supply of any required vapour detection
spaces in the cargo area is operational. tubes.
f) Verification that arrangements are made for g) Verification that the cargo sample stowage
sufficient inert/padding/drying gas to be arrangements are in good condition.
carried or generated to compensate for
normal losses and that means are provided 4.3 Intermediate Surveys
for monitoring of ullage spaces.
4.3.1 General
g) Verification that arrangements are made for
sufficient medium to be carried where drying 4.3.1.1 Intermediate surveys are to be carried
agents are used on air inlets to cargo tanks. out at or between the second or third Annual

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Survey. (Also refer to Note 9 of Sec.1, Table be limited to a verification that the hard
1.1.1). However, only those items which are Protective Coating remains in GOOD condition.
additional to the requirements of annual survey
may be examined between the second or third 4.3.3.2 In addition to the requirements above,
annual survey. suspect areas identified at previous surveys are
to be examined.
Concurrent crediting to both Intermediate survey
and Special survey for surveys and thickness 4.3.3.3 A ballast tank is to be examined at
measurements of spaces is not acceptable. subsequent annual intervals where:
4.3.1.2 The following requirements are a) a hard protective coating has not been
applicable for vessels over five years of age. For applied from the time of construction, or
vessels below 5 years of age additional b) a soft or semi-hard coating has been
examination over and above the requirements of applied, or
Annual survey may be required at the discretion c) substantial corrosion is found within the
of the Surveyors. tank, or
d) the hard protective coating is found to be in
4.3.1.3 For vessels over 10 years of age a less than GOOD condition and the hard
specific survey program is to be worked out by protective coating is not repaired to the
the owner in cooperation with the Surveyors satisfaction of the Surveyor.
considering the requirements of the previous
special survey, executive hull summary of that 4.3.4 Chemical tankers between 10 and 15
survey, later relevant survey records and taking years of age
requirements after the last special survey. The 4.3.4.1 The requirements of the intermediate
survey program is to be submitted in written survey are to be to the same extent as the
format for approval and kept on board until the previous special survey as required in 4.4 for
intermediate survey has been completed. (See hull structure and piping systems in way of
4.4.2 for guidance on preparation of survey cargo holds, cofferdams, pipe tunnels, void
program). spaces within the cargo area and all ballast
tanks. However, testing of cargo and ballast
4.3.1.4 Prior to the commencement of any part tanks and survey of automatic air pipe heads
of the intermediate survey, a survey planning specified in 4.4.6.2 are not required unless
meeting is to be held between the attending deemed necessary by the attending surveyor.
Surveyor(s), the owner’s representative in Thickness measurement is to be carried out for
attendance and where involved, the thickness items 1) to 4) of Table 4.4.9.1.
measurement company representative and the
master of ship or an appropriately qualified 4.3.4.2 The intermediate survey may be
representative appointed by the master or commenced at the second annual survey and
Company for the purpose to ascertain that all be progressed during the succeeding year with
the arrangements envisaged in the survey a view to completion at the third annual survey
programme are in place, so as to ensure the in lieu of the application of 4.4.1.4.
be carried out. 4.3.4.3 An in-water survey complying with the
requirements of Sec.7.2 may be accepted in lieu
4.3.2 Examination tanks and spaces of the requirements of 4.4.1.10.
4.3.2.1 The survey of integral cargo tanks and 4.3.5 Chemical tankers exceeding 15 years of
ballast tanks depending on the age of the vessel age the following is to apply:
is to be carried out as specified in 4.3.3 to 4.3.5.
4.3.5.1 The requirements of the intermediate
4.3.3 Chemical tankers between 5 and 10 survey are to be to the same extent as the
years of age previous special survey as required in 4.4 for
hull structure and piping systems in way of
4.3.3.1 The following are to be carried out: cargo holds, cofferdams, pipe tunnels, void
spaces within the cargo area and all ballast
For ballast tanks, an Overall Survey of tanks. However, testing of cargo and ballast
Representative Tanks selected by the Surveyor tanks is not required unless deemed necessary
is to be carried out. If such inspections reveal no by the attending surveyor. Thickness
visible structural defects, the examination may

Chapter 2 Part 1
measurement is to be carried out for items 1) to be attempted until the ship is in a gas free
4) of Table 4.4.9.1. condition and are to be carried out within
an acceptable time period.
4.3.5.2 For the application of 4.3.5.1 the
intermediate survey may be commenced at the g) Confirmation that spares are provided for
second annual survey and be progressed during cargo area mechanical ventilation fans.
the succeeding year with a view to completion at
the third annual survey in lieu of the application h) Examining the equipment for personal
of 4.4.1.4. protection.
4.3.5.3 A survey in dry dock is to be part of the i) Examining externally and confirming that
intermediate survey. Any remaining work in the pumping and piping systems, including
respect of the overall and close-up surveys and a stripping system if fitted and associated
thickness measurements and repairs applicable equipment remain as approved.
to the lower portions of cargo tanks and water
ballast tanks (i.e. parts below light ballast j) Examining externally the tank washing
waterline) are to be completed in the dry-dock. piping and confirming that the type,
capacity, number and arrangement of the
4.3.6 Safety arrangements related to cargo tank washing machines are as approved.
4.3.6.1 The following are to be dealt with as k) Examining externally the wash water
applicable: heating system.
a) Examination of vent line drainage l) Examining externally, as far as practicable

arrangements. the underwater discharge arrangement.
b) Verification that the cargo heating/cooling m) Confirming that the means of controlling
system is in good condition. the rate of discharge of the residue is as
approved.
c) Verification that the ship's cargo hoses are
approved and in good condition. n) Confirming that flow rate indicating device
is operable.
d) Verification that where applicable, pipelines
and independent cargo tanks are o) Confirming that the ventilation equipment
electrically bonded to the hull. for residue removal is as approved and
satisfactory.
e) An examination of cargo, cargo washing,
bunker, ballast, steam and vent piping on p) Examining externally, as far as is
the weather decks, as well as vent masts accessible, the heating system required for
and headers. If upon examination there is solidifying and high viscosity substances.
any doubt as to the condition of the piping,
the pipe may require to be pressure tested, q) Confirming that any cargo tank high level
gauged or both. alarms are operable.
f) A General Examination of the electrical r) Verifying from the Cargo Record Book that
equipment and cables in dangerous zones the pumping and stripping arrangements
such as cargo pump-rooms, and areas have been emptying the tanks efficiently
adjacent to cargo tanks for defective and all are in working order.
certified safe type equipment, improperly
installed wiring, non-approved lighting and s) Confirming, if possible, that the discharge
fixtures and dead end wiring. Testing outlets are in good condition.
insulation resistance of the circuits except
in cases where a proper record of the t) Confirming the satisfactory operation of the
testing is maintained, consideration is to be recording device, as fitted and verifying by
given to accepting recent readings by the an actual flow test that it has an accuracy
crew. If any of the readings are marginal or of  15% or better.
if the condition of the cables, fixtures or
equipments appears defective in any way, Surveys carried out by the National Authority of
verification measurements may be the country in which the ship is registered may
required. These measurements are not to

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be accepted at the discretion of the Surveyor as (See 4.4.2) including the schedule for thickness
meeting these additional requirements. measurements (See 4.4.9) are to be submitted
at least 3 months in advance of the intended
4.4 Special Surveys - Hull commencement of the Special Survey.
4.4.1 General 4.4.1.6 Record of Special Survey will not be

assigned until the Machinery Survey has been
4.4.1.1 All ships classed with IRS are to undergo completed or postponed in agreement with IRS.
Special Surveys at 5 yearly intervals. The first
Special Survey is to be completed within 5 years 4.4.1.7 Ships which have satisfactorily passed a
from the date of the initial classification survey Special Survey will have a record entered in the
and thereafter 5 years from the assigned date of Supplement to the Register Book indicating the
the previous Special Survey. However, an assigned date of Special Survey. In addition, a
extension of class of 3 months maximum notation "ESP" will be entered for chemical
beyond the 5th year may be granted in tankers.
1.11. In such cases, the next period of class will 4.4.1.8 The special survey is to include, in
start from the expiry date of the Special Survey addition to the requirements of the Annual
before extension was granted. Survey, examination, tests and checks of
sufficient extent to ensure that the hull,
4.4.1.2 The interval between the Special equipment and related piping are in satisfactory
Surveys may be reduced at the request of the condition and that the ship is fit for its intended
parties concerned or by IRS if considered purpose for the next five (5) year class period,
appropriate. subject to proper maintenance and operation
4.4.1.3 For surveys completed within 3 months the due dates.
next period of class will start from the expiry 4.4.1.9 The special survey requirements to be
date of the Special Survey. For surveys applied in respect of independent cargo tanks
completed more than 3 months before the expiry are given in 4.4.11.
will start from the survey completion date. In 4.4.1.10 A Docking Survey in accordance with
cases where the vessel has been laid up or has the requirements of Sec.7 is to be carried out as
been out of service for a considerable period part of the Special Survey. Any remaining work
because of a major repair or modification and in respect of the overall and close-up surveys
the owner elects to only carry out the overdue and thickness measurements and repairs
surveys, the next period of class will start from applicable to the lower portions of cargo tanks
the expiry date of the special survey. If the and water ballast tanks (i.e. parts below light
owner elects to carry out the next due special ballast water line) are to be completed in the
survey, the period of class will start from the dry-dock.
survey completion date. Any requirement of the
Flag Administration in this regard is also to be 4.4.2 Planning and preparation for survey
complied with.
4.4.2.1 A specific Survey Programme is to be
4.4.1.4 The Special Survey may be commenced worked out in advance of the Survey by the
at the 4th Annual Survey and be progressed Owner in cooperation with the Surveyors and
with a view to completion by the 5th anniversary submitted to IRS for approval. The Survey
date. When the special survey is commenced Programme shall be in a written format prior to
prior to the fourth annual survey, the entire the development of survey programme, the
survey is to be completed within 15 months if survey planning questionnaire in prescribed
such work is to be credited to the special survey format is to be completed by the owner and
and in this case the next period of class will start forwarded to IRS. The survey program is to be
from the survey completion date. worked out taking into account any amendments
to the survey requirements after the last special
Concurrent crediting to both Intermediate survey survey.
measurements of spaces is not acceptable. 4.4.2.2 In developing the Survey Programme,
the following documentation is to be collected
4.4.1.5 As part of the preparation for Special and consulted with a view to selecting tanks,
Survey, the proposed Survey Programme areas and structural areas for examination :

Chapter 2 Part 1
a) Survey status and basic ship information a) Basic ship information and particulars
b) Main structural plans (scantling drawings),
b) Documentation on board as per 4.4.3 including information regarding use of high
strength steels, clad steel and stainless
c) Main structural plans (scantling drawings), steel
including information regarding use of high c) Plan of tanks
strength steels, clad steel and stainless d) List of tanks with information on use,
steel corrosion prevention and condition of
coating
d) Executive hull summary e) Conditions for survey (e.g. information like
tank cleaning, gas freeing, ventilation,
e) Relevant previous damage and repair lighting, etc.)
history f) Provisions and methods of access to
structures
f) Relevant previous survey and inspection g) Equipment for survey
reports of IRS and the Owners h) Nomination of tanks and areas for close-up
survey (As per Table 4.4.8.1a) and Table
g) Information regarding the use of the ship's 4.4.8.1b))
holds and tanks, typical cargoes and other i) Nomination of sections for thickness
relevant data measurement (As per Table 4.4.9.1
j) Nomination of tanks for testing and the
h) Details of the inert gas plant and tank pipes that are to undergo pipe testing as per
cleaning procedures 4.4.10
k) Identification of the thickness measurement
i) Information and other relevant data company
regarding conversion or modification of the l) Damage experience related to the ship in
ship’s cargo and ballast tanks since the time operation.
of construction m) Critical structural areas and suspect areas,
where relevant.
j) Description and history of the coating and
corrosion protection system (previous class 4.4.2.4 IRS will advise the Owner of the
notations), if any maximum acceptable structural corrosion
diminution levels applicable to the vessel.
k) Inspections by the Owner’s personnel
during the last 3 years with reference to 4.4.2.5 The ship is to be prepared for overall
structural deterioration in general, leakages survey in accordance with the requirements of
in tank boundaries and piping and condition Table 4.4.2.5. The preparation is to be of
of the coating and corrosion protection sufficient extent to facilitate an examination to
system, if any ascertain any excessive corrosion, deformation,
fractures, damages and other structural
l) Information regarding the relevant deterioration.
maintenance level during operation
including port state control reports of 4.4.2.6 Proper preparation and close co-
inspection containing hull related operation between the attending surveyor(s) and
deficiencies. Safety Management System the owner’s representatives onboard prior to and
non-conformities relating to hull during the survey are an essential part in the
maintenance, including the associated safe and efficient conduct of the survey. During
corrective action(s); and the survey on board safety meetings are to be
held regularly.
m) Any other information that will help identify
suspect areas and critical structural areas. 4.4.2.7 Prior to the commencement of any part
of the Special and Intermediate Survey a survey
4.4.2.3 The Survey Programme submitted for planning meeting is to be held between the
approval is to account for and comply, as a attending Surveyor(s), the Owner’s
minimum, with the requirements of close-up representative in attendance and the thickness
survey, thickness measurement, tank testing measurement firm representative, where
and pipe testing respectively, and to include involved, and the master of the ship or an
relevant information including at least : appropriately qualified representative appointed

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by the master or Company for the purpose of place, so as to ensure the safe and efficient
ascertaining that all the arrangements conduct of the survey work to be carried out.
envisaged in the survey programme are in
Special Survey No. I Special Survey No. II Special Survey No. Special Survey No. IV
Age  5 5 < Age  10 III and subsequently
10 < Age  15 Age > 15
1) All tanks, peaks, bilges and 1) Requirements of 1) Requirements of 1) Requirements of
drain wells, engine and boiler Special Survey I to be Special Survey II to be Special survey III to be
spaces and other spaces are complied with complied with complied with
to be cleared out and cleaned
as necessary for examination. 2) The chain locker is to 2) Portions of wood
Floor plates in engine and be cleaned internally. sheathing, or other
boiler spaces are to be lifted The chain cables are to covering, on steel
as may be necessary for be ranged for inspection. decks are to be
examination of the structure The anchors are to be removed, as
underneath. Where necessary cleaned and placed in an considered necessary
ceiling, lining, casings and accessible position for by the Surveyor, in
loose insulation are to be inspection. order to ascertain the
removed as required by the condition of the plating.
Surveyor for examination of
the structure. Compositions on
the plating are to be examined
and sounded, but need not be
disturbed if found satisfactorily
adhering to the plating
2) The steelwork is to be
exposed and cleaned as may
be required for its proper
examination by the Surveyor
and close attention is to be
paid to the parts of the
structure which are particularly
liable to excessive corrosion or
to deterioration due to other
causes.
3) All tanks are to be cleaned

as necessary to permit
examination.

pipes, spar ceiling and lining in
way of the side scuttles are to
be removed, as required by
the Surveyor.
4.4.2.8 The following is an indicative list of items d) Acceptance criteria (refer to the list of
that are to be addressed in the meeting: minimum thicknesses);
e) Extent of close-up survey and thickness
a) Schedule of the vessel (i.e. the voyage, measurement considering the coating
docking and undocking manoeuvres, condition and suspect areas / areas of
periods alongside, cargo and ballast substantial corrosion;
operations etc.); f) Execution of thickness measurements;
b) Provisions and arrangements for thickness g) Taking representative readings in general
measurements (i.e. access, cleaning / de- and where uneven corrosion / pitting is
scaling, illumination, ventilation, personal found;
safety); h) Mapping of areas of substantial corrosion;
c) Extent of the thickness measurements; and

Chapter 2 Part 1
i) Communication between attending 4.4.5 Space protection

surveyor(s) the thickness measurement, firm
operator(s) and owners representative(s) 4.4.5.1 Where provided, the condition of the
concerning findings. corrosion prevention system of cargo tanks is to
be examined.
4.4.3 Documentation on board
A ballast tank is to be examined at subsequent
4.4.3.1 The Owners are to obtain supply and annual intervals where:
maintain on board documentation as specified in
4.4.3.3, which is to be readily available for the a) a hard protective coating has not been
Surveyor. applied from the time of construction, or
b) a soft or semi-hard coating has been
4.4.3.2 The documentation is to be kept on applied, or
board for the life time of the ship. c) substantial corrosion is found within the
tank, or
4.4.3.3 A Survey Report File is to be a part of d) the hard protective coating is found to be in
the documentation on board consisting of less than GOOD condition and the hard
protective coating is not repaired to the
- Reports of structural surveys satisfaction of the Surveyor.
- Executive Hull Summary
- Thickness measurement reports. 4.4.5.2 Where the hard protective coating in
cargo tanks is found to be in GOOD condition,
4.4.3.4 The Survey Report File is to be available the extent of close-up surveys and thickness
also in the Owners management offices and measurements may be specially considered.
with IRS.
4.4.6 Survey and examination
4.4.3.5 The following additional supporting
documentation is to be available on board: 4.4.6.1 All spaces within the hull and
superstructure are to be examined. The special
- Main structural plans of cargo holds, cargo survey is to include examination of underwater
and ballast tanks parts as per Section 7.
- Previous repair history
- Cargo and ballast history 4.4.6.2 All tanks other than cargo and ballast
- Extent of use of inert gas plant and tank tanks are to be examined internally in
cleaning procedures accordance with the requirements of Table
- Inspection by ship's personnel with 4.4.6.2.
reference to
4.4.6.3 All spaces including double bottom,
- structural deterioration in general deep,ballast, peak and cargo tanks; pump
- leakages in bulkheads and piping rooms, pipe tunnels, duct keels, machinery
- condition of coating or corrosion spaces, dry spaces, cofferdams and voids are to
prevention systems, if any be internally examined including the plating and
framing, bilges and drain wells, sounding,
- Any other information that will help identify venting, pumping and drainage arrangements.
critical structural areas or Suspect Areas This examination is to be supplemented by
requiring inspection testing and thickness measurement as required
- Survey Programme as required by 4.4.2 by 4.4.7 and 4.4.9 to ensure that the structural
until such time as the Special Survey has integrity remains effective. The aim of the
been completed. examination is to discover Substantial
Corrosion, significant deformation, fractures,
4.4.3.6 Prior to survey, the Surveyor is to damages or other structural deterioration and if
examine the completeness of the documentation deemed necessary by the Surveyor, a suitable
on board, and its contents as a basis for the non-destructive examination may be required. At
survey. special survey No.3 and subsequent special
surveys, structural downflooding ducts and
4.4.4 Surveys at sea or at anchorage structural ventilation ducts are to be internally
examined.
4.4.4.1 See Sec.1.8.

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Age > 15
tanks, minimum 2

Cargo Area,
additional fuel
tank(s) outside
of Engine Room
(if fitted)
Notes:

4) At special survey No.III and subsequent special surveys, one deep tank for fuel oil is to be included, if
fitted.
4.4.6.4 Cargo piping on deck and cargo and 4.4.6.7 The masts, standing rigging and anchors
ballast piping systems within the above tanks are to be examined.
and spaces are to be examined and
operationally tested to working pressure to The Surveyor should satisfy himself that there
attending Surveyor's satisfaction to ensure that are sufficient mooring ropes on board and also
tightness and condition remain satisfactory. that a tow line is provided when this is a Rule
Special attention is to be given to ballast piping requirement.
in cargo tanks and cargo piping in Ballast Tanks
and void spaces and Surveyors are to be 4.4.6.8 The steering gear, and its connections
advised on all occasions when this piping, and control systems (main and alternative) are
including valves and fittings are open during to be examined. The auxiliary steering gear with
repair periods and can be examined internally. its various parts are to be examined in working
condition.
4.4.6.5 Where ballast tanks have been
converted to void spaces, the survey extent is to 4.4.6.9 The hand pumps and suctions, air and
be based upon ballast tank requirements. sounding pipes are to be examined. The
Surveyors are to ensure that striking plates are
4.4.6.6 All watertight bulkheads and watertight fitted under the sounding pipes whilst examining
doors are to be examined. All decks, casings the tanks internally.
and superstructures are to be examined.
Attention is to be given to the corners of Automatic air pipe heads are to be internally
openings and other discontinuities in way of the examined at special surveys as indicated in
strength decks and top sides. Table 4.4.6.9. For designs where the inner parts

Chapter 2 Part 1
cannot be properly inspected from outside, the of the zinc coating in heads constructed from
head is to be removed from the air pipe. galvanised steel.
Age > 10
perpendicular
Notes:

4.4.6.10 The Surveyor should satisfy himself be carried out to ensure its ready availability and
regarding the efficient condition of the following : satisfactory condition.
- Means of escape from machinery spaces, - examination of pick-up gear, towing pennant
crew and passenger spaces and spaces in and chafing gear for possible deterioration;
which crew are normally employed;
- Means of communication between bridge - examination of strong points, fairleads,
and engine room and between bridge and pedestal roller and their attachment to hull
alternative steering position; structure.
- Helm indicator;
- Protection to the aft steering wheel and the The survey is to confirm that one of the towing
gear. arrangements (aft or forward) are pre-rigged.
4.4.6.11 The chain cables are to be ranged and 4.4.6.15 For vessels with single point mooring
the anchors and the chain cables are to be arrangements where 'SPM' notation is assigned,
examined. At special survey no. II and the following is to be carried out:
subsequent special surveys, the chain cables a) A thorough examination of the components
are to be gauged. Any length of chain cable of the single point mooring system (bow
which is found to have reduced in mean chain stoppers, bow fairleads, pedestal
diameter at its most worn part by more than 12 roller fairleads, winches and capstans) to
per cent of its original rule diameter is to be verify their satisfactory condition.
renewed.
b) A close-up examination of the hull structures
4.4.6.12 The windlass is to be examined. supporting and adjacent to the components
of the single point mooring system to verify
4.4.6.13 The chain locker, hold fasts, hawse that there is no deformation or fracture.
pipes and chain stoppers are to be examined Thickness determination and non-
and pumping arrangements of the chain locker destructive tests are to be carried out if
tested. required by the Surveyor.
4.4.6.14 A thorough examination of aft and 4.4.6.16 Engine room structure is to be

forward emergency towing arrangements is to examined. Particular attention being given to

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tank tops, shell plating in way of tank tops, The tests are to be carried out with the load
brackets connecting side shell frames and tank applied as uniformly as possible along the
tops and engine room bulkheads in way of tank length of the accommodation ladder or
tops and bilge wells. Where excessive areas of gangway, at an angle of inclination
wastage are found, thickness measurements corresponding to the maximum bending moment
are to be carried out and renewals of repairs on the accommodation ladder or gangway.
Accommodation ladder winch is to be
4.4.6.17 The attachment to the structure and operationally tested at special surveys. The
condition of anodes in tanks is to be examined. brake system of the winch is to be tested for
holding the maximum operational load on the
4.4.6.18 Where fitted, the strums of the cargo ladder.
suction pipes are to be removed or lifted to
facilitate examination of the shell plating and For existing installations on board ships
bulkheads in the vicinity, unless other means for constructed prior to 01 Jan 2010 where the
visual inspection of these parts are provided. maximum operational load is not known, load
4.4.6.19 The loading instrument is to be considered as the test load.
checked for accuracy by applying test load
conditions in presence of the Surveyor. 4.4.7 Extent of tank testing
4.4.6.20 Examination of accommodation 4.4.7.1 The minimum requirements for tank

ladders, gangways and their winches are to be testing for chemical tankers are given in Table
carried out as required for annual surveys. In 4.4.7.1.
addition, the accommodation ladders and
gangways are to be operationally, tested with 4.4.7.2 All double bottom and peak tanks are to
the specified maximum operation load. be tested in addition. The Surveyor may extend
the tank testing as deemed necessary.
Table 4.4.7.1 : Table of minimum requirements for tank testing at

special survey of chemical tankers
Special Survey No. II and subsequent

Special Survey No. I
Age > 5
Age  5
1. All ballast tank boundaries 1. All ballast tank boundaries
2. Cargo tank boundaries facing ballast tanks, void 2. All cargo tank bulkheads
spaces, pipe tunnels, pump rooms or cofferdams
4.4.7.3 Boundaries of ballast tanks are to be 4.4.7.5 The testing of double bottom tanks and
tested with a head of liquid to the top of air other spaces not designed for the carriage of
pipes. Boundaries of cargo tanks are to be liquid may be omitted, provided a satisfactory
tested to the highest point that liquid will rise internal examination together with an
under service conditions. examination of the tank top is carried out.
4.4.7.4 Boundaries of fuel oil, lub.oil and fresh 4.4.7.6 Cargo tank testing carried out by the
water tanks are to be tested with a head of liquid vessel’s crew under the direction of the Master
to the highest point that liquid will rise under may be accepted by the surveyor subject to the
service conditions. Tank testing of fuel oil, lub.oil approval of the Administration, provided the
and fresh water tanks may be specially following conditions are complied with:
considered based on a satisfactory external
examination of the tank boundaries and a a) a tank testing procedure, specifying fill
confirmation from the Master stating that the heights, tanks being filled and bulkheads being
pressure testing has been carried out according tested, taking into account the guidelines
to the requirement with satisfactory results. provided in the ESP Planning document, has

Chapter 2 Part 1
been submitted by the owner and reviewed by arrangements or details which have
IRS prior to the testing being carried out; suffered defects on similar tanks or on
similar ships according to available
b) there is no record of leakage, distortion or information.
substantial corrosion that would affect the
structural integrity of the tank; b) In tanks which have structures approved
with reduced scantlings due to an approved
c) the tank testing has been satisfactorily carried corrosion control system.
out, in accordance with the reviewed procedure
and the guidelines mentioned in a) above, within 4.4.8.3 For areas in tanks where coatings are
special survey window not more than 3 months found to be in a GOOD condition, the extent of
prior to the date of the survey on which the Close-up Surveys according to Table 4.4.8.1a)
overall or close up survey is completed; and Table 4.4.8.1b) may be specially considered
by the Surveyor.
d) the satisfactory results of the testing is
recorded in the vessel’s logbook; 4.4.9 Thickness measurement
e) the internal and external condition of the 4.4.9.1 The minimum requirements for thickness
tanks and associated structure are found measurements at Special Survey are given in
satisfactory by the surveyor at the time of the Table 4.4.9.1.
overall and close up survey.
4.4.9.2 Provisions for extended measurements
4.4.8 Close-up survey requirements for areas with Substantial Corrosion in case of
Chemical Tankers are given in Table 4.4.9.2.
4.4.8.1 The minimum requirements for Close-up
Surveys at Special Survey are given in Table The Surveyor may further extend the thickness
4.4.8.1a) and Table 4.4.8.1b). measurements as deemed necessary.
The survey of stainless steel tanks may be 4.4.9.3 Transverse sections are to be chosen
carried out as an overall survey supplemented where the largest reductions are suspected to
by close-up survey as deemed necessary by the occur or are revealed from deck plating
Surveyor. measurements.
4.4.8.2 The Surveyor may extend the Close-up In cases where two or three sections are to be
Survey as deemed necessary taking into measured at least one is to include a Ballast
account the maintenance of the tanks under Tank within 0.5L amidships.
survey, the condition of the corrosion protection
system and also in the following cases: 4.4.9.4 The thickness measurements are to be
carried out by a qualified firm certified by IRS.
a) In particular, tanks having structural

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Table 4.4.8.1a) : Minimum requirements for close-up survey at

special survey of single skin chemical tankers

and subsequently
Age  5 5 < Age  10 10 < Age  15
Age > 15
A) One Web Frame Ring A) All Web Frame Rings - A) All Web Frame Rings - As Special Survey No.3
- in a ballast wing tank in a ballast wing tank or in all ballast tanks
double bottom ballast tank
B) One Deck B) One Deck Transverse A) All Web Frames Rings Additional transverse
Transverse - in a cargo - in each of the remaining - in a cargo wing tank areas as deemed
tank or on deck ballast tank or on deck necessary by the Surveyor
D) One Transverse B) One Deck Transverse A) One Web Frames

Bulkhead – lower part in - in a cargo wing tank or Rings - in each remaining
a ballast tank on deck cargo tank
D) One Transverse B) One Deck Transverse C) All Transverse

Bulkhead - lower part in – in two cargo center tanks Bulkheads - in all cargo
a cargo wing tank or on deck and tanks
D) One Transverse C) Both Transverse

Bulkhead – lower part in Bulkhead - in a ballast C) All Transverse
a cargo center tank (See wing tank Bulkheads – in all ballast
Note 1) tanks
D) One Transverse
Bulkhead – lower part in
each remaining ballast
tank
D) One Transverse
Bulkhead - lower part in a
cargo wing tank
D) One Transverse
Bulkhead - lower part in
two cargo centre tanks
(See Note 1)
Note 1) Where no center cargo tanks are fitted (as in the case of center longitudinal bulkhead), transverse
bulkheads in wing tanks are to be surveyed.
A-D are areas subjected to close-up surveys and thickness measurements (See Fig.4.4.8.1 to 4.4.8.3)
A) Complete transverse web frame ring including adjacent structural members

B) Deck transverse including adjacent deck structural members
C) Transverse bulkhead complete - including girder system and adjacent members
D) Transverse bulkhead lower part - including girder system and adjacent structural members

Chapter 2 Part 1
Table 4.4.8.1b) : Minimum requirements for close-up survey at

special survey of double skin chemical tankers

and subsequently
Age  5 5 < Age  10 10 < Age  15
Age > 15
1) One Web Frame Ring 1) All Web Frame Rings – 1) All Web Frame Rings – As special survey No.3
– in a ballast double hull in a ballast wing tank or in all ballast tanks
tank (See Note 1) ballast double hull tank
(See Note 1)
2) One Deck Transverse 6) The Knuckle Area and 7) All Web Frame Rings – Additional transverse
– in a cargo tank or on the Upper Part (3 metres in a cargo wing tank areas as deemed
deck approx.) of one web frame necessary by the Surveyor
in each remaining ballast
tank
4) One Transverse 7) One Web Frame Ring
Bulkhead – in a ballast – in each remaining cargo
tank (See Note 1) tank
5) One transverse 2) One Deck Transverse 3) All Transverse
bulkhead – in a cargo – in two cargo tanks Bulkheads – in all cargo
wing tank tanks
5) One Transverse 4) One Transverse 4) All Transverse
Bulkhead – in a cargo Bulkhead – in each ballast Bulkheads – in all ballast
center tank (See Note II) tank (See Note I) tanks
5) One Transverse
Bulkhead – in two cargo
centre tanks (See Note II)
5) One Transverse
Bulkhead – in cargo wing
tank

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(1), (2), (3), (4), (5), (6) and (7) are areas to be subjected to close-up surveys and thickness measurements (See
Figs. 4.4.8.1 to 4.4.8.3).
(1) Web frame in a ballast tank means vertical web in side tank, hopper web in hopper tank, floor in double
bottom tank and deck transverse in double deck tank (where fitted), including adjacent structural members.
In fore and aft peak tanks web frame means a complete transverse web frame ring including adjacent
structural members.
(2) Deck transverse, including adjacent deck structural members (or external structure on deck in way of the
tank, where applicable).
(3) Transverse bulkhead complete in cargo tanks, including girder system, adjacent structural members (such
as longitudinal bulkheads) and internal structure of lower and upper stools, where fitted.
(4) Transverse bulkhead complete in ballast tanks, including girder system and adjacent structural members,
such as longitudinal bulkheads, girders in double bottom tanks, inner bottom plating, hopper side,
connecting brackets.
(5) Transverse bulkhead lower part in cargo tank, including girder system, adjacent structural members (such
as longitudinal bulkheads) and internal structure of lower stool, where fitted.
(6) The knuckle area and the upper part (3 metres approximately), including adjacent structural members.
Knuckle area is the area of the web frame around the connections of the slope hopper plating to the inner
hull bulkhead and the inner bottom plating, upto 2 metres from the corners both on the bulkhead and the
double bottom.
(7) Web frame in a cargo tank means deck transverse, longitudinal bulkhead structural elements and cross
ties, where fitted, including adjacent structural members.
Note I : Ballast double hull tank : means double bottom tank plus double side tank plus double deck tank, as
applicable, even if these tanks are separate.
Note II : Where no center cargo tanks are fitted (as in the case of center longitudinal bulkhead), transverse
bulkheads in wing tanks are to be surveyed.
B, (2)
A, (1)
Fig. 4.4.8.1 : Representative transverse section of chemical tanker. Areas 1 and 2

Chapter 2 Part 1
C, (3)
D, (5)
(4)
Fig. 4.4.8.2 : Representative transverse section of chemical tanker. Areas 3, 4 and 5

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(6)
(7)
(6)
Fig. 4.4.8.3 : Representative transverse section of chemical tanker. Areas 6 and 7
Table 4.4.9.1 : Table of minimum requirements for thickness measurements at

special survey of chemical tankers
Special Survey No. Special Survey No. IV

Special Survey No. I Special Survey No. II
III and subsequently
Age  5 5 < Age  10
10 < Age  15 Age > 15
1) Suspect areas 1) Suspect areas 1) Suspect areas 1) Suspect areas throughout
throughout the vessel throughout the vessel throughout the vessel the vessel
2) Within the cargo area : 2) Within the cargo area: 2) Within the cargo 2) Within the cargo area:
One section of deck area:
plating for the full beam of a) Each deck plate a) Each deck plate
the ship (in way of a b) One Transverse section a) Each deck plate b) Three Transverse
ballast tank, if any, or a b)Two Transverse sections(1)
cargo tank used primarily sections(1) c) All wind and water strakes
for water ballast) c) All wind and water d) Each bottom plate
strakes
3) Measurements of 3) Measurements of 3) Measurements of 3) Measurements of structural

structural members structural members structural members members subject to close-up
subject to close-up survey subject to close-up survey subject to close-up survey according to Table
according to Table according to Table survey according to 4.4.8.1a) and Table 4.4.8.1b),
4.4.8.1a) and Table 4.4.8.1a) and Table Table 4.4.8.1a) and for general assessment and
4.4.8.1b), for general 4.4.8.1b), for general Table 4.4.8.1b), for recording of corrosion pattern
assessment and recording assessment and recording general assessment
of corrosion pattern of corrosion pattern and recording of
corrosion pattern

Chapter 2 Part 1
Table 4.4.9.1 : (Contd.)
Special Survey No. Special Survey No. IV

Special Survey No. I Special Survey No. II
III and subsequently
Age  5 5 < Age  10
10 < Age  15 Age > 15
4) All wind and water 4) All wind and water 4) All wind and water strakes
strakes outside the cargo strakes outside the outside the cargo area
area cargo area
5) Internals in forepeak 5) Internals in forepeak and

and after peak ballast after peak ballast tanks
tanks

deck)
8) All keel plates, additional

bottom plates in way of
machinery space, aft end of
tanks and cofferdams outside
cargo area

considered necessary by the
Surveyor.
(1) At least one section is to include a ballast tank within 0.5L amidships
Table 4.4.9.2 : Requirements for extent of thickness measurements at those areas of substantial
corrosion, special survey of chemical tankers within the cargo area length
Bottom, inner bottom and hopper structure
Bottom, inner bottom and Minimum of three bays across 5-point pattern for each panel
hopper structure plating tank, including aft bay between longitudinals and floors
Measurements around and under
all suction bell mouths
Bottom, inner bottom and Minimum of three longitudinals in Three measurements in line
hopper structure longitudinals each bay where bottom plating across the flange and three
measured measurements on vertical web
Bottom girders, including the At fore and aft watertight floors Vertical line of single
watertight ones and in center of tanks measurements on girder plating
with one measurement between
each panel stiffener, or a
minimum of three
measurements.
Two measurements across face
flat where fitted
Bottom floors, including the Three floors in bays where bottom 5-point pattern over two square
watertight ones plating measured, with metre area
middle

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Table 4.4.9.2 : Contd.)

Hopper structure web frame Three floors in bays where 5-point pattern over one square
ring bottom plating measured metre of plating.
Single measurements on flange
Hopper structure transverse - Lower 1/3 of bulkhead - 5-point pattern over one
watertight bulkhead or swash square metre of plating
bulkhead
- Upper 2/3 of bulkhead - 5-point pattern over two
square metre of plating
- Stiffeners (minimum of three) - For web, 5-point pattern over
span (two measurements
across web at each end and
one at center of span). For
flange, single measurements
at each end and center of
span
Deck structure
Deck plating Two transverse bands across Minimum of three measurements
tank per plate per band
Deck longitudinals Every third longitudinal in each of Three measurements in line
two bands with a minimum of vertically on webs and two
one longitudinal measurements on flange (if
fitted)
Deck girders and brackets At fore and aft transverse Vertical line of single
bulkhead, bracket toes and in measurements on web plating
centre of tanks with one measurement between
each panel stiffener, or a
minimum of three
measurements.
Two measurements across
flange, 5-point pattern on
girder/bulkhead brackets
Deck transverse webs Minimum of two webs, with 5-point pattern over one square
measurements at both ends and metre area.
middle of span Single measurements on flange
Vertical web and transverse Minimum of two webs and both 5-point pattern over one square
bulkhead in wing ballast tank for transverse bulkheads metre area
double hull design (two metres
from deck)
Side shell and longitudinal bulkheads
Side shell and longitudinal
bulkhead plating:
- Deckhead and bottom - Plating between each pair of Single measurement
strakes and strakes in way longitudinals in a minimum of
of horizontal girders three bays (along the tank)
- All other strakes - Plating between every third
pair of longitudinals in same
three bays

Chapter 2 Part 1

Side shell and longitudinal
bulkhead longitudinals on:
- Deckhead and bottom - Each longitudinal in same 3 measurements across web and
strakes three bays 1 measurement on flange
- All other strakes - Every third longitudinal in
same three bays
Longitudinals – brackets - Minimum of three at top, 5-point pattern over area of
middle and bottom of tank in brackets
same three bays
Vertical web and transverse
bulkheads of double side tanks
(excluding deck area): - Minimum of two webs and - 5-point pattern over approx.
- Strakes in way of horizontal both transverse bulkheads two square metre area
girders - Minimum of two webs and - Two measurements between
- Other strakes both transverse bulkheads each pair of vertical stiffeners
Web frames and cross ties for Three webs with minimum of 5-point pattern over
other tanks than double side three locations on each web, approximately two square metre
tanks including in way of cross tie area of webs, plus single
connections and lower end measurements on flanges of web
brackets frame and cross ties
Horizontal girders Plating on each girder in a Two measurements between
minimum of three bays each pair of longitudinal girder
stiffeners
Transverse watertight and swash bulkheads
Upper and lower stool, where - Transverse band within 25 5-point pattern between
fitted [mm] of welded connection to stiffeners over one metre length
inner bottom / deck plating
- Transverse band within 25

[mm] of welded connection to
shelf plate
Deckhead and bottom strakes Plating between pair of stiffeners 5-point pattern between
and strakes in way of horizontal at three locations: approximately stiffeners over one metre length
stringers ¼, ½ and ¾ width of tank
All other strakes Plating between pair of stiffeners Single measurement
at middle location
Strakes in corrugated Plating for each change of 5-point pattern between
bulkheads scantling at center of panel and stiffeners over one metre length
at flange of fabricated connection
Stiffeners Minimum of three typical For web, 5-point pattern over
stiffeners span between bracket
connections (two measurements
across web at each bracket
connection and one at center of
span). For flange, single
measurements at each bracket
toe and at center of span

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Brackets Minimum of three at top, middle 5-point pattern over areas of
and bottom of tank bracket
Horizontal stringers All stringers with measurements 5-point pattern over one square
at both ends and middle metre areas, plus single
measurements near bracket toes
and on flanges
Deep webs and girders Measurements at toe of bracket For web, 5 point pattern over
and at center of span about 1 square metre,
3 measurements across face flat
4.4.9.5 In order to ensure necessary control 4.4.11 Survey of independent tanks

during the process of thickness measurements,
these are normally to be carried out under the 4.4.11.1 All independent cargo tanks are to be
supervision of the Surveyor. The Surveyor has surveyed internally and externally together with
the right to re-check the measurements as tank supports and the adjacent hull structure.
deemed necessary to ensure acceptable
accuracy. 4.4.11.2 Thickness gauging of the independent
cargo tanks is to be carried out as found
4.4.9.6 In all cases the extent of the thickness necessary by the Surveyor.
measurements are to be sufficient as to
represent the actual average condition. 4.4.11.3 All independent cargo tanks are to be
hydraulically pressure tested to their MARVS
4.4.9.7 A thickness measurement report is to be (Maximum Allowable Relief Valve Setting).
prepared. The report is to give the location of However, testing of gravity type tanks may be
measurements, the thickness measured as well omitted if the tanks are found without corrosion
as corresponding original thickness. and other damages and otherwise acceptable.
Furthermore, the report is to give the date when
the measurements were carried out, type of 4.4.12 Reporting and evaluation of survey
measuring equipment, names of personnel and
their qualifications and has to be signed by the 4.4.12.1 The data and information on the
operator. The Surveyor is to review the report of structural condition of the vessel collected
the final thickness measurement after repairs during the survey is to be evaluated for
have been carried out and countersign the cover acceptability and continued structural integrity of
page. the vessel.
4.4.10 Additional requirements for cargo and 4.4.12.2 An Executive Hull Summary of the
ballast piping survey and results is to be issued to the Owner
and placed on board the vessel for reference at
4.4.10.1 For chemical tankers exceeding 10 future surveys. The Executive Hull Summary is
years of age selected steel cargo pipes outside to be endorsed by IRS Head Office.
cargo tanks and ballast pipes passing through
cargo tanks are to be: 4.4.13 Watertight Cable Transits
- Thickness measured at random or selected 4.4.13.1 The requirements for Special Survey
pipe lengths to be opened for internal may be undertaken by the attending Surveyor or
inspection. by a firm approved as a service supplier
according to Pt.1 Ch.1, Sec 1.9.
- Pressure tested to the maximum working
pressure. Special attention is to be given to 4.4.13.2 All transits are to be examined to
cargo/slop discharge piping through ballast confirm their satisfactory condition and the
tanks and void spaces. Cable Transit Seal System Register is to be

Chapter 2 Part 1
reviewed to confirm that it is being maintained. the Register against each of those cable
The Special Survey is to be recorded in the transits.
Register, in which a single record entry will be
sufficient to record the survey of all transits. 4.4.13.4 In case the cable transits have been
4.4.13.3 From review of the Register, where attending surveyor is to review the Register in
there are records entered since the last special order to ascertain that it has been properly
survey of any disruption to the cable transits or maintained by the owner and correctly endorsed
installation of new cable transits (except which by the service supplier.
are reviewed and examined at previous annual
surveys), the satisfactory condition of those 4.5 Special Surveys - Machinery
transits is to be confirmed by the attending
Surveyor by review of records and examination 4.5.1 Requirements for examination of
of the transits; the results are to be recorded in machinery and systems are given in Sec.8.
Section 5
Surveys - Liquefied Gas Carriers
5.1 Scope maintenance requirements, if any, specified in

the approved documentation is to be carried out.
periodical surveys of vessels which have been 5.2.2 Hull and weather deck
assigned the class notation:
5.2.2.1 The survey is to consist of an
Liquefied gas carrier. examination for the purpose of ensuring, as far
as practicable, that the hull, equipment, closing
5.2 Annual surveys appliances and related piping are maintained in
satisfactory/efficient condition. Special attention
5.2.1 General is to be paid to the following:
5.2.1.1 Annual Surveys are to be carried out a) Weather deck, shipside plating above
within 3 months before or after the anniversary waterline.
date each year. (Also refer to Note 9 of Sec.1,
Table 1.1.1). These should be held concurrently b) Openings on freeboard and superstructure
with statutory annual or other relevant statutory decks; exposed casings; skylights and
Surveys, where practicable. fiddley openings; deck houses;
5.2.1.2 At Annual Surveys, the Surveyor is to bulkheads; side scuttles and dead lights;
examine the hull and machinery, so far as flush deck scuttles; ash shoots and other
necessary and practicable, in order to be openings.
c) Weld connection between air pipes and
5.2.1.3 The annual survey is preferably to be deck plating; air pipe heads on exposed
carried out during a loading or unloading decks (external examination); flame screens
operations. on vents to all bunker tanks; ventilators and
closing devices.
5.2.1.4 It is to be confirmed that no new
installation of material containing asbestos was d) Watertight bulkheads and their penetrations
carried out since last survey. as far as practicable.
5.2.1.5 Where applicable, examination of e) Scuppers and sanitary discharges as far as

alternative design and arrangement for practicable together with valves and their
segregation of the cargo area or machinery or controls.
electrical installations or fire safety, in
accordance with the test, inspection and f) Guard rails, bulwarks, freeing ports,

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g) Examining the cargo, bunker, ballast and marked with any restriction associated with its
vent piping systems, including PRVs, safe operation.
vacuum relief valves, vent masts and
devices to prevent the passage of flame on For vessels with single point mooring
vents to all bunker, holds and void spaces, arrangements where 'SPM' notation is assigned,
as far as practicable and confirming that the the following are to be generally examined:
PRVs are type-approved or marked with
date of testing. a) Components of the single point mooring
system (bow chain stoppers, bow fairleads,
h) Confirming that the wheel house doors and pedestal roller fairleads, winches and
windows, non-opening type side scuttles capstans), to verify their satisfactory
and windows in superstructure and deck condition.
house ends facing the cargo area are in a
satisfactory gastight condition. b) Hull structures supporting and adjacent to
the components of the single point mooring
i) Confirming that any special arrangements to system, to verify that there is no deformation
survive conditions of damage are in order. or fracture.
5.2.2.2 Examining the cargo machinery spaces 5.2.2.8 Where applicable Surveyor should
and turret compartments, including their escape satisfy himself regarding the freeboard marks on
routes the ship's side.
Examination of the electric motor room and 5.2.2.9 The Surveyor is to confirm that, where
compressor room bulkheads for signs of required, an approved loading instrument
leakage or fractures and in particular, the together with its operation manual are available
sealing arrangements of all penetrations on on board, See Pt.3, Ch.5. It is to be verified by
bulkheads. the Surveyor that the loading instrument is
checked for accuracy at regular intervals by the
5.2.2.3 Confirming that the sealing ship's staff by applying test loading conditions.
arrangements at the gas domes are satisfactory.
5.2.2.10 Accommodation ladders are to be
5.2.2.4 All watertight doors in watertight examined at annual surveys. Satisfactory
bulkheads, to be examined and tested (locally condition of the following items is to be checked,
and remotely) as far as practicable. in particular :
5.2.2.5 Suspect areas identified at previous a) steps;

special or intermediate surveys are to be close- b) platforms;
up surveyed. Thickness measurements are to c) all support points such as pivots, rollers,
be taken in the area of substantial corrosion etc.;
identified at previous surveys. d) all suspension points such as lugs,
brackets, etc.;
5.2.2.6 Examination of ballast tanks is to be e) stanchions, rigid handrails, hand ropes and
carried out when required as a consequence of turntables;
the results of the Special Survey or Intermediate f) davit structure, wire and sheaves, etc.
Survey. (See 5.4.3.5, 5.4.3.6, 5.3.2.1 and
5.3.2.2). When considered necessary by the 5.2.2.11 Access to bow arrangements are to be
Surveyor or where extensive corrosion is found, examined. Gangways are to be examined at
thickness measurement is to be carried out. annual surveys. Satisfactory condition of the
When examination of ballast tanks reveals following items is to be checked, in particular:
substantial corrosion, additional thickness
measurements are to be carried out to a) treads;
determine the extent of the areas of substantial b) side stringers, cross-members, decking,
corrosion in accordance with Table 5.4.4.2. deck plates, etc.;
5.2.2.7 Anchoring and mooring equipment is to d) stanchions, rigid handrails, hand ropes.
be examined as far as is practicable. A general
examination of the emergency towing 5.2.2.12 Winches of accommodation ladders
arrangements is to be carried out to ensure their and gangways are to be examined to verify the
ready availability. It is to be confirmed that the satisfactory condition of the following items:
towing and mooring equipment is properly

Chapter 2 Part 1
a) brake mechanism including condition of 5.2.3.2 Confirmation that machinery, boilers and
brake pads and band brake, if fitted; other pressure vessels, associated piping
b) remote control system, and systems and fittings are so installed and
c) power supply system for electric motor. protected as to reduce to a minimum any danger
to persons on board, due regard being given to
5.2.2.13 Davits and fittings on the ship’s deck moving parts, hot surfaces and other hazards.
associated with accommodation ladders and
gangways are to be examined for satisfactory 5.2.3.3 Confirmation that Periodical Surveys of
condition at annual surveys. Fittings or boilers and other pressure vessels have been
structures for means of access to deck such as carried out as required by the Rules and the
handholds in a gateway or bulwark ladder and safety devices have been tested.
5.2.3.4 Confirmation that the normal operation of
5.2.2.14 The maintenance and inspection the propulsion machinery can be sustained or
records of accommodation ladders and restored even though one of the essential
gangways are to be verified. It is to be confirmed auxiliaries becomes inoperative.
that supporting wires are being renewed at
intervals not exceeding 5 years. 5.2.3.5 Confirmation that means are provided so
5.2.2.15 When examining internal spaces, as far from the dead ship condition without external
as practicable, the permanent means of access aid.
where appropriate, are to be verified that they
remain in good condition. 5.2.3.6 All main and auxiliary steering
5.2.2.16 For vessels subject to IMO PSPC (See and control systems are to be examined and
Pt.3, Ch.2, 3.6) it is to be confirmed that the tested. Where applicable, Surveyors are to
maintenance, repair and partial re-coating of verify that log entries have been made in
dedicated ballast tanks, as appropriate, are accordance with statutory requirements.
recorded in the coating technical file.
5.2.3.7 Confirming, when appropriate, that
5.2.2.17 Watertight cable transit seal systems requisite arrangements to regain steering
register is to be reviewed to confirm that it is capability in the event of the prescribed single
being maintained and as far as practicable the failure are being maintained.
transits are to be examined to confirm their
satisfactory condition. Where there are records 5.2.3.8 All the means of communication
entered since last annual survey of any between the navigating bridge and the
disruption to the cable transits or installation of machinery control positions, as well as the
new cable transits, the satisfactory condition of bridge and the main alternative steering
those transits is to be confirmed by review of position, if fitted, are to be tested. It is to be
records and, if deemed necessary, by confirmed that means of indicating the angular
examination. The results are to be recorded in position of the rudder are operating
the Register against the specific cable transit. satisfactorily.
5.2.2.18 In case the cable transits have been 5.2.3.9 Confirmation that with ships having
examined by an approved service supplier, the emergency steering positions there are means
attending surveyor is to review the Register in of relaying heading information and, when
order to ascertain that it has been properly appropriate, supplying visual compass readings
maintained by the owner and correctly endorsed to the emergency steering positions.
5.2.3.10 Confirmation that various alarms
5.2.3 Machinery and systems required for hydraulic power operated, electric
5.2.3.1 A general examination of the machinery, operating satisfactorily and that the recharging
boilers, all pressurised systems (steam, arrangements for hydraulic power operated
hydraulic, pneumatic) and their associated steering gears are being maintained.
fittings, propulsion system and auxiliary
machinery to see whether they are being 5.2.3.11 Examining the means for the operation
properly maintained and with particular attention of the main and auxiliary machinery essential for
to the fire and explosion hazards. propulsion and the safety of the ship, including

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when applicable, the means of remotely 5.2.3.20 Confirmation that machinery space
controlling the propulsion machinery from the ventilation systems are in good working
navigating bridge and the arrangements to condition.
operate the main and other machinery from a
machinery control room. 5.2.3.21 For Ships constructed before 01 July
2017 and fitted with harmonic filters; following
5.2.3.12 Confirmation that the engine room are to be verified at each survey:
telegraph, the second means of communication
between the navigation bridge and the a) Records of annual measurement of
machinery space and the means of harmonic distortion levels of main bus bar under
communication with any other positions from seagoing conditions and log entries showing
which the engines are controlled are operating which equipment was running and / or filters in
satisfactorily. service at the time of measurement. Harmonic
distortion readings are to be carried out when
5.2.3.13 Examination and testing of the general the greatest amount of distortion is indicated by
emergency alarm system and confirmation that the measuring equipment.
engineer's accommodation. b) Records of measurement of distortion
levels, after any modification to the ship’s
5.2.3.14 It is to be confirmed that ballasting and electrical distribution system.
de-ballasting arrangements are satisfactory. The
bilge pumping systems and bilge wells including 5.2.3.22 For Ships constructed on or after 01
operation of each bilge pump, extended spindles July 2017 and fitted with harmonic filters; or for
and level alarms, where fitted, are to be ships retrofitted with harmonic filters, on or after
examined as far as is practicable. It is also to be 01 July 2017; following are to be verified at each
confirmed that bilge pumping system for each survey:
watertight compartment is satisfactory.
a) Engine log book containing distortion
It is also to be confirmed that drainage from monitoring readings/ automatic records of same
enclosed spaces in cargo areas situated on
freeboard deck is satisfactory. b) Documentation of any approved relaxation
5.2.3.15 Examining visually the condition of any
expansion joints in sea water system. 5.2.3.23 For ships contracted for construction on
or after 01 Jan 2017 following are to be verified
5.2.3.16 General examination visually and in in emergency generator rooms at each survey:
operation, as feasible, of the main electrical
machinery, the emergency sources of electrical a) Hand operated ventilation louvres,
power, the switch gear, other electrical closing appliances, if fitted, are kept
equipment including the lighting system is to be open and corresponding instruction
carried out. plates are visible near the louvres.
5.2.3.17 Confirmation as far as practicable, the b) Power operated ventilation louvres and
operation of the emergency source(s) of closing appliances, if fitted, are fail-to-
electrical power, including their starting open type and capable of opening
arrangement, the systems supplied, and when automatically whenever emergency
appropriate, their automatic operation. generator is starting / in operation.
5.2.3.18 Examining in general, that the c) It is to be possible to close ventilation

precautions provided against shock, fire and openings by a manual operation from a
other hazards of electrical origin are being clearly marked safe position outside the
maintained. space where the closing operation can
be easily confirmed. Further, such
5.2.3.19 General Examination of automation closing is not possible from any other
equipment is to be carried out. Satisfactory remote position. The louvre status
operation of safety devices, bilge level detection (open/closed) is indicated at this
and alarm systems and control systems is to be position.
verified.

Chapter 2 Part 1
5.2.3.24 For vessels fitted with ICCP system, other flammable oils and testing the remote
proper functioning of the system is to be closing of valves for oil fuel, lubricating oil
checked and records of system operation are to and other flammable oils and , the operation
be verified. It is to be verified that all of the remote means of closing the valves
maintenance as per manufacturer’s instructions on the tanks that contain oil fuel, lubricating
are carried out. oil and other flammable oils;
5.2.4 Fire protection, detection and h) examination of the closing arrangements of

extinction ventilators, funnel annular spaces, skylights,
doorways and tunnel, where applicable;
5.2.4.1 The arrangements for fire protection,
detection and extinction are to be examined and i) confirmation that the fire fighters’ outfits
are to include confirmation that no changes including its self-contained compressed air
have been made in the structural fire protection. breathing apparatus and emergency escape
Following are to be examined / verified: breathing devices (EEBDs) are complete
and in good condition and that the cylinders,
a) verification that fire control plans are including the spare cylinders, of any
properly posted; required self-contained breathing apparatus
are suitably charged, and that on board
b) examination as far as possible and testing means of recharging breathing apparatus
as feasible, any fire detection and alarm cylinders used during drills or a suitable
system and any sample extraction smoke number of spare cylinders to replace those
detection system; used are provided, and provision of two-way
portable radiotelephone apparatus of an
c) examination of the fire main system and explosion-proof type or intrinsically safe ;
verification that each fire pump including the
emergency fire pump can be operated j) examination of any manual and automatic
separately so that the two required powerful fire doors and proving their operations;
simultaneously from different hydrants at k) Examining the fixed fire fighting system for
any part of the ship whilst the required the enclosed cargo machinery spaces, and
pressure is maintained in the fire main; the enclosed cargo motor room within the
testing the remote means for starting one cargo area, and confirming that its means of
main fire pump; operation is clearly marked;
d) verification that fire hoses, nozzles, l) Examining the water spray system for
applicators and spanners are in good cooling, fire protection and crew protection
working condition and situated at their and confirming that its means of operation is
respective locations; clearly marked;
e) examination of fire-fighting system m) Confirming that all electrical equipment in

(including fixed fire fighting for the gas dangerous spaces and zones is suitable
machinery spaces) controls, piping, for such locations, is in satisfactory
instructions and marking, checking for condition and properly maintained;
servicing including date of last systems n) Examining the dry chemical powder fire
tests; extinguishing system for the cargo area and
confirming that its means of operation is
f) verification that all semi-portable and clearly marked;
portable fire extinguishers are in their
stowed positions, checking for evidence of o) Examining the fixed fire fighting system for
proper maintenance and servicing, the cargo pump room and the deck foam
conducting random check for evidence of system for the cargo area and confirming
discharged containers; that their means of operation are clearly
marked.
g) verification, as far as practicable, that the
remote controls for stopping fans and p) Examining the appropriate fire-extinguishing
machinery in machinery spaces are in system for the enclosed cargo machinery
working order. Examination of the spaces for ships that are dedicated to the
arrangements for oil fuel, lubricating oil and carriage of a restricted number of cargoes

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and the internal water spray system for the period from the previous survey are to be
turret compartments and confirming that examined taking into consideration hours per
their means of operation is clearly marked. day of the reliquefaction plant or the boil-off rate.
Any malfunction of the system entered in the log
q) examination of the fire-extinguishing is to be investigated, the cause ascertained, and
systems for spaces containing paint and/or that part of the system at fault is to be found or
flammable liquids and deep fat cooking placed in good order.
spaces; 5.2.5.2 Cargo liquid level indicating devices are
to be generally examined. The low level, high
r) examination of the fire safety requirements level, and overfill alarms are to be examined and
of helicopter facilities, including foam tested to ascertain that they are in working
firefighting appliances . order. Consideration will be given to the
acceptance of simulated tests, provided that
s) Examination of the fixed carbon dioxide fire- they are carried out at the cargo temperature, or
extinguishing systems for the protection of comprehensive maintenance records, including
machinery spaces and cargo pump-rooms, details of tests held, in accordance with the
where applicable, are provided with two cargo plant instrumentation maintenance
separate controls, one for opening of the manual. The calibration status of the measuring
gas piping and one for discharging the gas instruments may also be verified.
located in a release box clearly identified for 5.2.5.3 Cargo gas leakage detection systems
the particular space. are to be examined and tested to ascertain that
they are in working order and calibrated using
t) Examination of the fire protection sample gas.
arrangements in cargo spaces and
confirming as far as practicable and as The gas detection arrangements for cargo
appropriate, the operation of the means of control rooms and the measures taken to
control provided for closing the various exclude ignition sources where such spaces are
openings. classified as hazardous, are to be examined.
u) Testing the fire dampers of ventilation ducts 5.2.5.4 The correct functioning of the cargo
and the means of closing the main inlets containment system temperature and pressure
and outlets of all ventilation systems and indicating equipment, including, when fitted, the
testing the means of stopping power thermal oxidation systems and any refrigeration
ventilation systems from outside the space system, together with any associated alarms, is
served. to be verified.
Surveys carried out by the National Authority of 5.2.5.5 Control devices for the cargo
the country in which the ship is registered would containment systems and cargo handling
normally be accepted as meeting these equipment, together with any associated
requirements, at the discretion of the Surveyor. shutdown and/or interlock, are to be checked
under simulated working conditions and, if
5.2.4.2 On ships where inert gas systems are necessary, recalibrated.
installed, the requirements of Sec.12 are to be
complied with. 5.2.5.6 The arrangements for manually operated
emergency shutdown system together with the
5.2.4.3 Confirmation that the means of escape automatic shut down of the cargo pumps and
from accommodation, machinery spaces and compressors are to be checked to ascertain
other spaces are satisfactory. they are in working order.
5.2.4.4 Examination of the arrangements for Alternatively, the log books may be examined
gaseous fuel for domestic purposes. for verification that the emergency shutdown
system has been tested.
5.2.5 Other safety arrangements related to
cargo / cargo area 5.2.5.7 Ventilation systems and air locks in
working spaces are to be checked for
5.2.5.1 The ship's log and operational records satisfactory operation.
for the cargo containment system covering the

Chapter 2 Part 1
5.2.5.8 Cargo pipeline, valves and fittings are to 5.2.5.20 Examining the cargo control room.
be generally examined, with special reference to
expansion bellows, supports and vapour seals 5.2.6 Reliquefaction/refrigeration equipment
on insulated pipes.
5.2.6.1 Where reliquefaction or refrigeration
5.2.5.9 Examining the process piping including equipment for cargo temperature and pressure
the expansion arrangements, insulation from control is fitted and notation HY(LGC) assigned,
hull structure, pressure relief and drainage the following are to be examined, so far as is
arrangements and water curtain protection as practicable:
appropriate.
a) The machinery under working conditions.
5.2.5.10 Portable and/or fixed drip trays, or
insulation for deck protection in the event of b) The shells of all pressure vessels in the
cargo leakage, are to be examined for condition. system, externally, insulation need not be
removed for this examination, but any
5.2.5.11 Examining when applicable bow or deterioration of insulation or evidence of
stern loading and unloading arrangements with dampness which could lead to external
particular reference to the electrical equipment, corrosion of the vessels of their
fire- fighting arrangements and means of connections, is to be investigated.
communications between the cargo control
room and the shore location. c) Primary refrigerant gas and liquid pipes,
cargo vapour and liquid condensate pipes
5.2.5.12 Confirming that the cargo tank and and condenser cooling water pipes.
interface pressure and relief valves, including Insulation need not be removed, but any
safety systems and alarms are satisfactory. deterioration or evidence of dampness is to
be investigated.
5.2.5.13 Confirming that all liquid and vapour
hoses are suitable for their intended purpose. d) The reliquefaction/refrigeration plant spare
gear.
5.2.5.14 Confirming that any air drying system
and any inter barrier and hold space purging 5.2.7 Methane burning equipment and other
inert gas system are satisfactory. equipment components
For membrane containment systems, normal 5.2.7.1 The following components are to be
operation of the nitrogen control system for generally examined externally. If insulation is
insulation and inter barrier spaces is to be fitted, this need not be removed, but any
confirmed by the Master. deterioration of insulation, or evidence of
dampness which could lead to external
5.2.5.15 Confirming that two sets of portable gas corrosion of the vessels or their connections, is
detection equipment suitable for the cargoes to to be investigated.
be carried and a suitable instrument for
measuring oxygen levels have been provided. a) Heat exchangers and pressure vessels for
use with methane burning in boilers or
5.2.5.16 Electrical bonding of the cargo pipes machinery.
and tanks to the hull is to be verified.
b) Cargo heaters, vaporizers, masthead
5.2.5.17 Confirming that when applicable heaters and other miscellaneous pressure
arrangements are made for sufficient inert gas vessels.
to be carried to compensate for normal losses
and that means are provided for monitoring the 5.2.7.2 Controls and interlocks are to be
spaces. checked.
5.2.5.18 Confirming that the use of inert gas has 5.2.7.3 Alarm systems are to be checked to
not increased beyond that needed to ascertain they are in working order.
compensate for normal losses by examining
records of inert gas usage. 5.2.7.4 Exhaust fans and/or pressurizing system
for gas trunking are to be tested.
5.2.5.19 Examining the emergency lighting in all
cargo compressor rooms and electric motor 5.2.7.5 The relevant instruction and information
rooms for cargo compressors. material such as cargo handling plans, filling

Page 109 of 199
__________________________________________________________________________________
limit information, cooling down procedures etc. 5.3 Intermediate Surveys
are to be verified as being onboard.
5.3.1 General
5.2.8 Cargo containment systems
5.3.1.1 Intermediate surveys are to be carried
5.2.8.1 At the first Annual Survey after initial out at or between the second or third Annual
commissioning of the ship, the operating records Survey. (Also refer to Note 9 of Sec.1, Table
of the primary gas detection system are to be 1.1.1). However, only those items which are
examined. additional to the requirements for annual
surveys may be examined between the second
5.2.8.2 Where the insulation arrangement is or third annual surveys.
such that the insulation cannot be examined
during special surveys (See 5.4.6.9) the Concurrent crediting to both Intermediate survey
surrounding structures of wing tanks, double and Special survey for surveys and thickness
bottom tanks and cofferdams are to be measurements of spaces is not acceptable.
examined for cold spots, prior to the survey.
This examination is to be held at a convenient 5.3.1.2 The following requirements are
cargo discharge operation with the cargo tanks applicable for vessels over five years of age. For
loaded at approximately the minimum notation vessels below 5 years of age additional
temperature. examination over and above the requirements of
Annual survey may be required at the discretion
5.2.8.3 On application by the Owner, of the Surveyors.
consideration will be given to the cold spot
examination, where applicable, being carried out 5.3.1.3 For ships carrying liquefied gases in bulk
by the ship's staff. the intermediate survey is preferably to be
carried out with the ship in a gas free condition.
5.2.8.4 When tests are required after repairs, The purpose of the intermediate survey is to
independent cargo tanks, other than supplement the annual survey by testing the
independent tanks, type C, are to be tested by cargo handling installations with related
hydraulic or hydropneumatic means as automatic control, alarm and safety systems for
appropriate. Test heads and pressures should their correct functioning. The extent of the
be as defined in Pt.5, Ch.4. Cargo tanks of the testing required for the intermediate survey will
membrane or semi-membrane type are to be normally be such that the survey cannot be
tested by means of a detectable gas in the inter- carried out during loading or discharging
barrier spaces and discolouring paint on the operation.
weld seams of the cargo tanks wall, or other
suitable means. Independent cargo tanks of 5.3.1.4 Prior to the commencement of any part
type C are to be tested hydraulically at 1.25 of the intermediate survey, a survey planning
times the approved maximum vapour pressure. meeting is to be held between the attending
Surveyor(s), the owner’s representative in
5.2.9 Personnel protection attendance and where involved, the thickness
measurement company representative and the
a) Verification that the requisite safety master of ship or an appropriately qualified
equipment and associated breathing representative appointed by the master or
apparatus with requisite air supplies and Company for the purpose to ascertain that all
emergency escape respiratory and eye the arrangements envisaged in the survey
protection, if required, are in good condition programme are in place, so as to ensure the
and are properly stowed. safe and efficient conduct of the survey work to
be carried out.
b) Verification that medical first air equipment
including stretchers and oxygen 5.3.2 Ballast tanks
resuscitation is in god condition and that
satisfactory arrangements are made for 5.3.2.1 Vessels of age more than 5 years but
antidotes for cargoes actually carried to be not exceeding 10 years
on board.
a) An overall survey of representative ballast
c) Verification that decontamination arrange- tanks is to be carried out. When extensive
ments are operational. corrosion is found, thickness

Chapter 2 Part 1
measurements are to be carried out. If such a) An overall survey of all ballast tanks is to be
examination reveals no visible structural carried out. When extensive corrosion is
defects, the examination may be limited to found, thickness measurements are to be
a verification that the corrosion prevention carried out. If such examination reveals no
system remain efficient. visible structural defects, the examination
may be limited to a verification that the
b) Where POOR coating condition, corrosion corrosion prevention system remain
or other defects are found in ballast tanks efficient.
or where hard protective coating was not
applied from the time of construction, the b) For ballast tanks, other than double bottom
examination is to be extended to other tanks, where a protective coating is found to
ballast tanks of the same type. be in POOR condition and is not renewed,
where a soft or semi-hard coating has been
c) For ballast tanks, other than double bottom applied or where a hard protective coating
tanks, where a protective coating is found was not applied from the time of
to be in POOR condition and is not construction, the tank(s) in question are to
renewed, where a soft or semi-hard coating be examined at subsequent annual surveys.
has been applied or where a hard
protective coating was not applied from the c) For double bottom ballast tanks, where a
time of construction, the tank(s) in question protective coating is found to be in POOR
are to be examined at subsequent annual condition and is not renewed, where a soft
surveys. or semi-hard coating has been applied or
where a hard protective coating was not
d) For double bottom ballast tanks, where a applied from the time of construction, the
protective coating is found to be in POOR tank(s) in question may be examined at
condition and is not renewed, where a soft subsequent Annual surveys.
or semi-hard coating has been applied or
where a hard protective coating was not d) The Surveyor is to carry out a Close-up
applied from the time of construction, the survey and thickness measurement of
tank(s) in question may be examined at structure identified at the previous Special
subsequent Annual surveys. Survey as having substantial corrosion. The
minimum requirements for close-up surveys
5.3.2.2 Vessels of age more than 10 years at intermediate survey are given in Table
5.3.2.2.
Table 5.3.2.2 : Table of the minimum requirements for close-up survey of hull at intermediate
surveys of liquefied gas carriers
10 < age  15 age > 15

Close-up survey of: Close-up survey of :
- all web frames and both transverse - all web frames and both transverse bulkheads
bulkheads in a representative ballast tank in two representative ballast tanks (1) and (2)
(1) and (2)
- the upper part of one web frame in another

representative ballast tank
- one transverse bulkhead in another

representative ballast tank (2)
(1) Complete transverse web frame including adjacent structural members
(2) Transverse bulkhead complete, including girder system and adjacent members and adjacent
longitudinal bulkhead structure
Note 1 : Ballast tanks include topside, double hull side, double bottom, hopper side or any
combined arrangement of the aforementioned and peak tanks where fitted.
Note 2 : For areas in tanks where protective coating is found to be in good condition, the extent
of close-up survey may be specially considered.

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Note 3 : For ships having independent tanks of type C, with a midship section similar to that of a
general cargo ship, the extent of close-up surveys may be specially considered.
Note 4 : The extent of close-up surveys may be extended by the Surveyor as deemed necessary,
taking into account the maintenance of the tanks under survey, the condition of the
corrosion prevention system and also in the following cases:
- in particular, in tanks having structural arrangements or details which have
suffered defects in similar tanks, or on similar ships according to available
information;
- in tanks having structures approved with reduced scantlings.
5.3.3 Safety arrangements related to cargo

g) Checking the provision of equipment for
5.3.3.1 The following are to be dealt with as personnel protection.
applicable:
h) Examining when applicable, the
a) Examination of means for draining the vent arrangements for the use of cargo as fuel
piping system. and testing as far as practicable, that the
gas supply to the machinery space is cut off
b) Verification that the heating arrangements, if should the exhaust ventilation not be
any, for steel structures are satisfactory. functioning correctly and that the master gas
fuel valve may be remotely closed from
c) With regard to the Cargo containment within the machinery space.
systems examination of the items in
accordance with 5.2.8.1 and 5.2.8.2. i) The emergency shutdown system is to be
tested without flow in the pipelines, to verify
d) Confirmation, where applicable that that the trip system stops the cargo pumps
pipelines and independent cargo tanks are and compressors.
electrically bonded to the hull.
e) Generally examining the electrical
equipment and cables in hazardous areas 5.4.1 General
and zones such as cargo machinery spaces
and areas adjacent to cargo tanks to check 5.4.1.1 All ships classed with IRS are to undergo
for defective equipment, fixtures and wiring. Special Surveys at 5 yearly intervals. The first
The insulation resistance of the circuits is to Special Survey is to be completed within 5 years
be tested and in cases where a proper from the date of the initial classification survey
record of testing is maintained, and thereafter 5 years from the assigned date of
consideration should be given to accepting the previous Special Survey. However, an
recent readings. Examination with reference extension of class of 3 months maximum
to the following is to be carried out: beyond the 5th year may be granted in
- Protective earthing (spot check). 1.11. In such cases, the next period of class will
start from the expiry date of the Special Survey
- Integrity of flame proof enclosures. before extension was granted.
- Damage of outer sheath of cables. Concurrent crediting to both Intermediate survey

- Function testing of pressurized measurements of spaces is not acceptable.
equipment and associated alarms.
5.4.1.2 The interval between the Special
- Testing of systems for de-energizing Surveys may be reduced at the request of the
non-certified safe electrical equipment parties concerned or by IRS if considered
located in spaces protected by air locks, appropriate.
such as electrical motor-rooms, cargo
control rooms, etc. 5.4.1.3 For surveys completed within 3 months
f) Confirming that spares are provided for next period of class will start from the expiry
cargo area mechanical ventilation fans. date of the Special Survey.

Chapter 2 Part 1
For surveys completed more than 3 months effective. The aim of the examination is to
before the expiry date of the Special Survey, the discover substantial corrosion, significant
period of class will start from the survey deformation, fractures, damages or other
completion date. In cases where the vessel has structural deterioration, that may be present.
been laid up or has been out of service for a
considerable period because of a major repair or 5.4.1.10 A Docking Survey in accordance with
modification and the owner elects to only carry the requirements of Sec.7 is to be carried out as
out the overdue surveys, the next period of class part of the Special Survey. Any remaining work
will start from the expiry date of the special in respect of the overall and close-up surveys
survey. If the owner elects to carry out the next and thickness measurements and repairs
due special survey, the period of class will start applicable to the lower portions of ballast tanks
from the survey completion date. Any (i.e. parts below light ballast waterline) are to be
requirement of the Flag Administration in this completed in the dry dock.
regard is also to be complied with.
5.4.2 Planning and preparation for survey
5.4.1.4 The Special Survey may be commenced
at the 4th Annual Survey and be progressed 5.4.2.1 The ship is to be prepared for overall
with a view to completion by the 5th anniversary survey in accordance with the requirements of
date. When the special survey is commenced Table 5.4.2.1. The preparation is to be of
prior to the fourth annual survey, the entire sufficient extent to facilitate an examination to
survey is to be completed within 15 months if ascertain any excessive corrosion, deformation,
such work is to be credited to the special survey fractures, damages and other structural
and in this case the next period of class will start deterioration.
from the survey completion date.
5.4.2.2 Prior to commencement of any part of
5.4.1.5 For the purpose of special survey, the special survey, a survey planning meeting is
results of thickness measurement carried out to be held between the attending surveyor(s),
during or after the fourth annual survey only the owner’s representative in attendance, the
would be considered. thickness measurement company representative
and the master of the ship or an appropriately
5.4.1.6 Record of Special Survey will not be qualified representative appointed by the master
assigned until the Machinery Survey has been or Company for the purpose to ascertain that all
completed or postponed in agreement with IRS. the arrangements envisaged in the survey
5.4.1.7 Ships which have satisfactorily passed a safe and efficient conduct of the survey work to
Special Survey will have a record entered in the be carried out.
Supplement to the Register Book indicating the
assigned date of Special Survey. 5.4.3 Examination and testing
5.4.1.8 The special survey is to include, in 5.4.3.1 All spaces within the hull and
addition to the requirements of the Annual superstructure are to be examined. The special
Survey, examination, tests and checks of survey is to include examination of underwater
sufficient extent to ensure that the hull, parts as per Section 7.
equipment and related piping are in satisfactory
condition and that the ship is fit for its intended 5.4.3.2 All tanks other than cargo and ballast
purpose for the new period of class of five years tanks are to be examined internally in
to be assigned subject to proper maintenance accordance with the requirements of Table
and operation and the periodical surveys being 5.4.3.2.
carried out at the due dates.
All bilge and ballast piping systems are to be
5.4.1.9 The examinations of the hull are to be examined and operationally tested to working
supplemented by thickness measurements (See pressure to attending Surveyor’s satisfaction to
5.4.4) and testing as deemed necessary, to ensure that tightness remains satisfactory.
ensure that the structural integrity remains

Page 113 of 199
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Special Survey No. I Special Survey Special Survey No. III Special Survey No.
Age  5 No. II 10 < Age  15 IV and
5 < Age  10 subsequently
Age > 15
1) All tanks, peaks, bilges and drain 1) Requirements of 1) Requirements of Special 1) Requirements of
wells, engine and boiler spaces and Special Survey I to be Survey II to be complied with Special survey III to be
other spaces are to be cleared out and complied with complied with
cleaned as necessary for examination. 2) Portions of wood
Floor plates in engine and boiler spaces 2) The chain locker is to sheathing, or other covering,
are to be lifted as may be necessary for be cleaned internally. The on steel decks are to be
examination of the structure underneath. chain cables are to be removed, as considered
Where necessary ceiling, lining, casings ranged for inspection. The necessary by the Surveyor,
and loose insulation are to be removed anchors are to be cleaned in order to ascertain the
as required by the Surveyor for and placed in an condition of the plating.
examination of the structure. accessible position for
Compositions on the plating are to be inspection.
examined and sounded, but need not be
disturbed if found satisfactorily adhering
to the plating
2) The steelwork is to be exposed and

cleaned as may be required for its
proper examination by the Surveyor and
close attention is to be paid to the parts
of the structure which are particularly
liable to excessive corrosion or to
deterioration due to other causes.

necessary to permit examination.
4) Casings or covers of air, sounding,

steam and other pipes, spar ceiling and
lining in way of the side scuttles are to
be removed, as required by the
Surveyor.

Chapter 2 Part 1

Age > 15
tanks, minimum 2
Cargo Area,
additional fuel
tank(s) outside
of Engine Room
(if fitted)
Notes:
4) At special surveys No.III and subsequent special surveys one deep tank for fuel oil is to be included,
if fitted.
5.4.3.3 All spaces including double bottom, 5.4.3.5 For ballast tanks, excluding double
deep, ballast, peak and cargo tanks; pump bottom tanks, where a hard protective coating is
rooms, cargo compressor and electrical motor found in POOR condition and it is not renewed,
rooms, pipe tunnels, duct keels, machinery where soft or semi-hard coating has been
spaces, dry spaces, cofferdams and voids are to applied, or where a protective coating was not
be internally examined including the plating and applied from the time of construction, the space
framing, bilges and drain wells, sounding, in question is to be internally examined at
venting, pumping and drainage arrangements. Annual Surveys. Thickness measurement is to
This examination is to be supplemented by be carried out as deemed necessary by the
thickness measurement and testing as deemed Surveyor.
necessary, to ensure that the structural integrity
remains effective. The aim of the examination is 5.4.3.6 For double bottom ballast tanks where a
to discover Substantial Corrosion, significant protective coating is found in POOR condition
deformation, fractures, damages or other and it has not been renewed or where soft or
structural deterioration and if deemed necessary semi-hard coating has been applied, or where a
by the Surveyor, a suitable non-destructive protective coating was not applied from the time
examination may be required. At special survey of construction, the spaces in question may be
No.3 and subsequent special surveys, structural examined at Annual Surveys. When considered
downflooding ducts and structural ventilation necessary by the Surveyor, thickness
ducts are to be internally examined. measurement is to be carried out.
5.4.3.4 Where ballast tanks have been 5.4.3.7 All watertight bulkheads and watertight
converted to void spaces, the survey extent is to doors are to be examined. All decks, casings
be based upon ballast tank requirements. and superstructures are to be examined.

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Attention is to be given to the corners of 5.4.3.10 The hand pumps and suctions, air and
openings and other discontinuities in way of the sounding pipes are to be examined. The
strength decks and top sides. Surveyors are to ensure that striking plates are
fitted under the sounding pipes whilst examining
5.4.3.8 The masts, standing rigging and anchors the tanks internally.
are to be examined.
Automatic air pipe heads are to be internally
The Surveyor should satisfy himself that there examined at special surveys as indicated in
are sufficient mooring ropes on board and also Table 5.4.3.10. For designs where the inner
that a tow line is provided when this is a Rule parts cannot be properly inspected from outside,
requirement. the head is to be removed from the air pipe.
5.4.3.9 The steering gear, and its connections of the zinc coating in heads constructed from
and control systems (main and alternative) are galvanised steel.
to be examined. The auxiliary steering gear with
its various parts are to be examined in working
condition.
Special survey No.I Special survey No.II Special survey No.III

Location Age > 10
perpendicular
Notes:

5.4.3.11 The Surveyor should satisfy himself examined. At special survey no. II and
regarding the efficient condition of the following : subsequent special surveys, the chain cables
are to be gauged. Any length of chain cable
- Means of escape from machinery spaces, which is found to have reduced in mean
crew and passenger spaces and spaces in diameter at its most worn part by more than 12
which crew are normally employed; per cent of its original rule diameter is to be
renewed.
and engine room and between bridge and 5.4.3.13 The windlass is to be examined.
alternative steering position;
- Helm indicator; pipes and chain stoppers are to be examined
and pumping arrangements of the chain locker
- Protection to the aft steering wheel and the tested.
gear.
5.4.3.15 A thorough examination of aft and
5.4.3.12 The chain cables are to be ranged and forward emergency towing arrangements is to
the anchors and the chain cables are to be

Chapter 2 Part 1
be carried out to ensure its ready availability and ladders, gangways and their winches are to be
satisfactory condition. carried out as required for annual surveys. In
addition, the accommodation ladders and
- examination of pick-up gear, towing pennant gangways are to be operationally, tested with
and chafing gear for possible deterioration; the specified maximum operation load.
- examination of strong points, fairleads,
pedestal roller and their attachment to hull The tests are to be carried out with the load
structure. applied as uniformly as possible along the
length of the accommodation ladder or
The survey is to confirm that one of the towing gangway, at an angle of inclination
arrangements (aft or forward) are pre-rigged. corresponding to the maximum bending moment
on the accommodation ladder or gangway.
5.4.3.16 For vessels with single point mooring
arrangements where 'SPM' notation is assigned, Accommodation ladder winch is to be
the following is to be carried out: operationally tested at special surveys. The
brake system of the winch is to be tested for
a) A thorough examination of the components holding the maximum operational load on the
of the single point mooring system (bow ladder.
chain stoppers, bow fairleads, pedestal
roller fairleads, winches and capstans) to For existing installations on board ships
verify their satisfactory condition. constructed prior to 01 Jan 2010 where the
maximum operational load is not known, load
b) A close-up examination of the hull structures nominated by the shipowner or operator may be
supporting and adjacent to the components considered as the test load.
of the single point mooring system to verify
that there is no deformation or fracture. 5.4.4 Thickness measurement
Thickness determination and non-
destructive tests are to be carried out if 5.4.4.1 The minimum requirements for thickness
required by the Surveyor. measurement are given in Table 5.4.4.1. The
surveyor may extend the thickness
5.4.3.17 Engine room structure is to be measurements as deemed necessary.
examined. Particular attention being given to
tank tops, shell plating in way of tank tops, 5.4.4.2 Where thickness measurements indicate
brackets connecting side shell frames and tank substantial corrosion, the number of thickness
tops and engine room bulkheads in way of tank measurements are to be increased to determine
tops and bilge wells. Where excessive areas of the extent of substantial corrosion. Table 5.4.4.2
wastage are found, thickness measurements may be used as guidance for additional
are to be carried out and renewals or repairs measurements.
5.4.4.3 For areas in tanks where coating are
5.4.3.18 Boundaries of double bottom, deep, found to be in a GOOD condition, the extent of
ballast, peak and other tanks are to be tested thickness measurements may be specially
with a head of liquid to the top of air pipes. considered, by the Surveyor.
Boundaries of fuel oil, lub.oil and fresh water
tanks are to be tested with a head of liquid to the 5.4.4.4 Transverse sections are to be chosen
highest point that liquid will rise under service where the largest reductions are suspected to
conditions. Tank testing of fuel oil, lub.oil and occur or are revealed from deck plating
fresh water tanks may be specially considered measurements.
based on a satisfactory external examination of
the tank boundaries and a confirmation from the 5.4.4.5 The thickness measurements are to be
Master stating that the pressure testing has carried out by a qualified firm certified by IRS.
been carried out according to the requirement
with satisfactory results. 5.4.4.6 In order to ensure necessary control
during the process, thickness measurements
5.4.3.19 The loading instrument is to be are normally to be carried out under the
checked for accuracy by applying test load supervision of the Surveyor. The Surveyor has
conditions in presence of the Surveyor. the right to re-check the measurements as
deemed necessary to ensure acceptable
5.4.3.20 Examination of accommodation accuracy.

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5.4.4.7 A thickness measurement report is to be measurement equipment, names of personnel
prepared. The report is to give the location of and their qualifications and has to be signed by
measurements, the thickness measured as well the operator. The Surveyor is to review the
as corresponding original thickness. report of the final thickness measurement after
Furthermore, the report is to give the date when repairs have been carried out and countersign
the measurements were carried out, type of the cover page.
Table 5.4.4.1 : Table of minimum requirements to thickness measurements of

liquefied gas carriers

and subsequently
Age  5 5 < Age  10 10 < Age  15
Age > 15
1) Suspect areas throughout 1) Suspect areas throughout 1) Suspect areas throughout 1) Suspect areas throughout
the vessel the vessel the vessel the vessel
2) Within the cargo area : 2) Within the cargo area: 2) Within the cargo area: 2) Within the cargo area:
One section of deck plating a) Each deck plate a) Each deck plate a) Each deck plate
for the full beam of the ship b) One Transverse section b) Two Transverse sections b) Three Transverse sections
within 0.5L amidships in way within 0.5L amidships in way (1) (1)
of a ballast tank, if any. of a ballast tank, if any c) All wind and water strakes c) All wind and water strakes
d) Each bottom plate
e) Duct keel or pipe tunnel
plating and internals
3) Measurements of structural 3) Measurements of structural 3) Measurements of structural 3) Measurements of structural

members subject to close-up members subject to close-up members subject to close-up members subject to close-up
survey according to Table survey according to Table survey according to Table survey according to Table
5.4.5.1, for general 5.4.5.1, for general 5.4.5.1, for general 5.4.5.1, for general
assessment and recording of assessment and recording of assessment and recording of assessment and recording of
corrosion pattern corrosion pattern corrosion pattern corrosion pattern
4) Selected wind and water 4) Selected wind and water 4) All wind and water strakes
strakes outside the cargo strakes outside the cargo outside the cargo area
area area
after peak ballast tanks afterpeak ballast tanks

deck)

bottom plates in way of
machinery space, aft end of
tanks and cofferdams outside
cargo area

Surveyor.
(1) at least one section is to include a ballast tank within 0.5L amidships, if any.
Table 5.4.4.2 : Guidance for additional thickness measurements in way of

substantial corrosion
Plating Suspect area and adjacent 5 point pattern over 1 square meter
plates
Stiffeners Suspect area 3 measurements each in line across web and flange

Chapter 2 Part 1
5.4.5 Close-up survey requirements suffered defects on similar tanks or on

similar ships according to available
5.4.5.1 The minimum requirements for Close-up information.
Surveys at Special Survey are given in Table
5.4.5.1. b) In tanks which have structures approved
with reduced scantlings due to an approved
5.4.5.2 The Surveyor may extend the Close-up corrosion control system.
Survey as deemed necessary taking into
account the maintenance of the tanks under 5.4.5.3 For areas in tanks where hard protective
survey, the condition of the corrosion prevention coatings are found to be in a GOOD condition,
system and also in the following cases: the extent of Close-up Surveys according to
Table 5.4.5.1 may be specially considered by
a) In particular, tanks having structural the Surveyor.
arrangements or details which have
Table 5.4.5.1 : Table of minimum requirements for close-up surveys at

special surveys of liquefied gas carriers
Age  5 5 < Age  10 subsequent age > 10
One web frame in a All web frames in a ballast tank, All web frames in all ballast tanks
representative ballast tank of which is to be a double hull side (1)
the topside, hopper side and tank or a topside tank. If such
double hull side type (1) tanks are not fitted, another All transverse bulkheads in all
ballast tank is to be selected (1) ballast tanks (2)
One transverse bulkhead in a
ballast tank (3) One web frame in each
remaining ballast tank (1)
One transverse bulkhead in each

ballast tank (2)
(1) Complete transverse web frame including adjacent structural members.
(2) Transverse bulkhead complete, including girder system and adjacent members and adjacent
longitudinal bulkhead structure.
(3) Transverse bulkhead lower part including girder system and adjacent structural members.
Notes :
a) Ballast tanks include topside, double hull side, double bottom, hopper side, or any combined
arrangement of the aforementioned and peak tanks where fitted.
b) For ships having independent tanks of type C, with a midship section similar to that of a general
cargo ship, the extent of close-up surveys may be specially considered by the Surveyor.
5.4.6 Cargo containment and systems tanks is to be verified by an appropriate

procedure. The ships gas detection equipment
5.4.6.1 All cargo tanks are to be examined may be used for tightness test of independent
internally, also externally so far as is practicable, tanks below deck. Provided that the structural
particular attention being paid to the plating in examination is satisfactory, that the gas leakage
way of supports of securing arrangements, monitoring systems have been found to be
tower structures, seatings and pipe connections. operating satisfactorily and that the voyage
Attention is also to be paid to the sealing records have not shown any abnormal
arrangements in way of the deck penetrations operation, cargo tanks do not require to be
and the antiflotation arrangements for hydraulically tested.
independent tanks. The tightness of all cargo

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5.4.6.2 Non-destructive testing is to supplement destructive testing. The extent of
cargo tank inspection with special attention to be radiographic examination with insulation
given to the integrity of the main structural removed as necessary is to be atleast 10%
members, tank shell and highly stressed parts, of the welded connections in each of the
including welded connections as deemed above mentioned areas, internally and
necessary by the Surveyor. However, for Type externally as applicable.
C independent tanks non-destructive testing can
not be dispensed with totally. The following 5.4.6.6 Deck mounted cargo storage tanks are
items are, inter alia, considered as highly to be examined in the same manner as main
stressed parts: cargo tanks.
- Cargo tank supports and anti-rolling/anti- 5.4.6.7 Secondary barriers are to be examined
pitching devices. for their effectiveness, visually whenever
possible, or by means of pressure/vacuum tests
- Web frames or stiffening rings. on the inter-barrier spaces over a period of 36
hours. Alternative means of checking the
- Swash bulkhead boundaries. secondary barriers will be considered. For
membrane and semi-membrane tank systems,
- Dome and stump connections to tank shell. inspection and testing are to be carried out in
accordance with programmes specially prepared
- Foundations for pumps, towers, ladders etc. in accordance with an approved method for the
actual tank system.
- Pipe connections.
For membrane containment systems, a
- Y-connections between tank shell and a tightness test of the primary and secondary
longitudinal bulkhead of bilobe tanks. barrier is to be carried out in accordance with
the system designers procedures and
5.4.6.3 For independent tanks of type B, the acceptance criteria as approved by IRS. Low
extent of non-destructive testing is to be given in differential pressure may be used for monitoring
a programme specially prepared for cargo tank the cargo containment system performance,
design. however, is not considered an acceptable test
for the tightness of the secondary barrier.
5.4.6.4 If findings of 5.4.6.1 to 5.4.6.2 or
examination of voyage records do not reveal a For membrane containment systems with glued
satisfactory structural integrity of the cargo secondary barriers if the designer’s threshold
tanks, a hydraulic or hydro-pneumatic test is to values are exceeded, an investigation is to be
be carried out. For integral tanks and for carried out and additional testing such as
independent tanks of type A and B, the test thermographic or acoustic emissions testing is
pressure is to be atleast equal to MARVS. It is to to be carried out.
be ensured that the maximum primary
membrane stress or maximum bending stress in 5.4.6.8 Where cargo containment systems have
a primary membrane under the test conditions secondary barriers which cannot be examined
does not exceed 90% of the yield strength of the or tested and have been approved on the basis
material (as fabricated) at the test temperature. of extensive prototype testing, the barriers will
be considered to remain efficient provided a cold
5.4.6.5 At every other special survey (i.e. 2nd, spot examination of the adjacent steel work is
4th, 6th etc.) independent cargo tanks of type C satisfactory and records of the steel work
are to be either: temperature readings are verified as acceptable.
- hydraulically or hydro-pneumatically tested 5.4.6.9 Where a cargo tank or the hull structure
to 1.25 MARVS followed by non-destructive is insulated and the insulation is accessible, the
testing in accordance with para 5.4.6.2; insulation should be examined externally,
together with any vapour or protective barrier,
OR and sections removed for examination, if
considered necessary by the Surveyor. Special
- subjected to a thorough planned non- attention should be given to insulation in way of
destructive testing. The testing programme chocks, supports and keys. Portions of the
is to be specially prepared for the tank insulation are also to be removed, if required by
design. Alternatively the items detailed in the Surveyor, to enable the condition of the
para 5.4.6.2 are to be subjected to non-

Chapter 2 Part 1
plating to be ascertained. Where the insulation condition of the pipes. If visual examination
is not accessible, see 5.2.8.2. raises doubt as to the integrity of the pipe lines,
then the pipe lines are to be pressure tested to
5.4.6.10 Cargo tank internal pipes and fittings 1.25 times MARVS. Care is to be taken that in
are to be examined, and all valves and cocks in the replacement of insulation the outer vapour
direct communication with the interiors of the seal is made good.
tanks are to be opened out for inspection and
the connection pipes are to be examined 5.4.6.14 Equipment for the production of inert
internally, so far as is practicable. gas is to be examined and shown to be
operating satisfactorily within the gas
5.4.6.11 Pressure relief valves and vacuum specification limits. Pipelines, valves, etc., for
relief valves on cargo tanks and inter-barrier the distribution of the inert gas are to be
spaces are to be opened out for inspection. generally examined. Pressure vessels for the
Pressure relief valves are subsequently to be storage of inert gas are to be examined
adjusted to lift at a pressure not more than the internally and externally and the securing
percentage given below, above the maximum arrangements are to be specially examined.
vapour pressure for which the tank have been Pressure relief valves are to be demonstrated to
approved: be in good working order. Liquid nitrogen
storage vessels are to be examined, so far as is
For 0 to 1.5 bar – 10% practicable, and all control equipment, alarms
For 1.5 to 3.0 bar – 6% and safety devices are to be verified as
For pressure exceeding 3.0 bar – 3%. operational.
Relief valve harbour settings are to be checked, 5.4.6.15 Gas tight bulkhead shaft seals are to be
if applicable. Valves may be removed from the opened out so that the sealing arrangements
shell for the purpose of making this adjustment may be checked.
under pressure of air or other suitable gas.
Relief valves on cargo gas and liquid pipelines 5.4.6.16 Sea connections associated with the
are to have their pressure settings checked. The cargo handling equipment are to be opened out
valves may be removed from the pipelines for when the ship is in dry-dock.
the purpose.
5.4.6.17 The arrangements for discharging the
If the cargo tanks are equipped with relief valves cargo overboard in an emergency are to be
with non-metallic membranes in the main or pilot checked.
valves, then such non-metallic membranes are
to be replaced. If a proper record of continuous 5.4.6.18 Special Survey I (Ships five years old)-
overhaul and retesting of individually identifiable reliquefaction / refrigeration equipment
relief valves is maintained, then consideration
will be given to acceptance on the basis of a) Each reciprocating compressor is to be
opening, internal examination and testing of a opened out. Cylinder bores, pistons, piston
representative sampling of valves, including rods, connecting rods, valves and seats,
each size and type of liquefied gas or vapour glands, relief devices, suction filters and
relief valve in use, provided there is a logbook lubricating arrangements are to be
evidence that the remaining valves have been examined. Crankshafts are to be examined
overhauled and tested since crediting of the but crankcase glands and the lower half of
previous special survey. main bearings need not be exposed if the
Surveyor is satisfied with the alignment and
5.4.6.12 All cargo pumps, cargo booster pumps wear.
and cargo vapour pumps are to be opened out
for examination. If requested by the Owner, b) Where other than reciprocating type
these items may be examined on a Continuous compressors are fitted, or where there is a
Survey basis provided the interval between program of replacement instead of surveys
examination of each item does not exceed five on board, alternative survey arrangements
years. Pumping systems for inter-barrier spaces will be considered. Each case will be given
are to be checked and verified to be in good individual consideration.
working order.
c) The water end covers of condensers are to
5.4.6.13 Where considered necessary, insulated be removed for examination of the tubes,
cargo gas and liquid pipelines are to have tube plates and covers.
sections of insulation removed to ascertain the

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d) Refrigerant condenser cooling water pumps, and the shell pneumatically tested to a
including standby pump(s) which may be pressure equal to the designed working
used on other services, are to be opened pressure.
out for examination.
c) All other pressure vessels in the
e) Where a pressure vessel is insulated, reliquefaction/refrigeration system, methane
sufficient insulation is to be removed, burning system and other handling systems
especially in way of connections and are to be pneumatically tested to a pressure
supports, to enable the vessel's condition to equal to the designed working pressure.
be ascertained.
d) Liquid cargo pipes are to be tested by
f) Insulated pipes are to have sufficient approved means, to a pressure equal to
insulation removed to enable their condition 1.25 times the working pressure.
to be ascertained. Vapour seals are to be Alternatively, selected representative
specially examined for condition. lengths may be removed for internal
examination and hydraulic testing.
g) The Surveyor is to satisfy himself that all
pressure relief valves and/or safety discs e) At Special Survey III and at each alternate
throughout the system are in good order. No Special Survey thereafter, plating of
attempt, however, is to be made to test independent cargo tanks, and also the hull
primary refrigerant pressure relief valves on structural plating surrounding cargo tanks,
board ship. where it is insulated on one side, is to be
measured for thickness by a non-destructive
h) The items covered by (a) to (d) may, at the method.
request of the Owner, be examined on a
Continuous Survey basis provided the 5.4.7 Watertight Cable Transits
interval between examination of each item
does not exceed five years. 5.4.7.1 The requirements for Special Survey
may be undertaken by the attending Surveyor or
5.4.6.19 Special Survey I (ships five years old)- by a firm approved as a service supplier
Methane burning equipment according to Pt.1 Ch.1, Sec 1.9.
a) Where methane is used as fuel for main 5.4.7.2 All transits are to be examined to confirm
propulsion purposes, the associated their satisfactory condition and the Cable Transit
compressors and heat exchangers are to be Seal System Register is to be reviewed to
opened out and examined as for confirm that it is being maintained. The Special
reliquefaction/refrigeration equipment. The Survey is to be recorded in the Register, in
steam side of steam heaters is to be which a single record entry will be sufficient to
hydraulically tested to 1.5 times the design record the survey of all transits.
pressure.
5.4.7.3 From review of the Register, where there
b) Methane gas pipe trunks or casings are to are records entered since the last special survey
be generally examined and the exhaust or of any disruption to the cable transits or
inerting arrangements for these trunks are installation of new cable transits (except which
to be verified. are reviewed and examined at previous annual
surveys), the satisfactory condition of those
c) All alarms associated with the methane transits is to be confirmed by the attending
burning systems are to be verified. Surveyor by review of records and examination
of the transits; the results are to be recorded in
5.4.6.20 Special Survey II and Special Surveys the Register against each of those cable
thereafter (ships 10 years old and over) transits.
a) The requirements of 5.4.6.1 to 5.4.6.19 are 5.4.7.4 In case the cable transits have been
to be complied with. examined by an approved service supplier, the
attending surveyor is to review the Register
b) Water cooled condensers in which the inorder to ascertain that it has been properly
primary refrigerant is in contact with the maintained by the owner and correctly endorsed
shell are to have the end covers removed by the service supplier.

Chapter 2 Part 1

d) Examination of the suction drum(s) and
5.5.1 Requirements for examination of their sealing arrangements, as
machinery and systems are given in Sec.8. applicable
5.6 Additional survey requirements for e) General examination of cargo and

Liquefied Gas Carriers with RV(LNG) process piping, including the expansion
Notation arrangements, insulation from the hull
structure, pressure control valves, inlet/
5.6.1 Application outlet valves, drainage arrangements
and high pressure manifolds
5.6.1.1 The requirements of this subsection are
applicable to liquefied gas carriers assigned with f) Confirmation that all accessible cargo
additional class notation RV(LNG) (Refer Part 5, piping systems and components
Chapter 38) (suction drum(s), vaporizers, high-
pressure pumps) are electrically bonded
5.6.2 Annual Survey to the hull. Bonding straps, where fitted
are to be examined.
5.6.2.1 Annual survey of the regasification
system is to be carried out during unloading 5.6.2.3.3 Safety System
operation with the system in operation.
a) Examination of pressure gauges, control
5.6.2.2 Logbooks and operating records valves, metering unit, temperature and
pertaining to the regasification system (since the vibration indicating equipment.
last survey) are to be examined in order to Particular attention is to be given to the
establish whether certain parts have shown any instrumentation of high-pressure pumps
irregularities in operation. and safety devices.
5.6.2.3 The annual survey is to include the b) Confirmation that the certificate for the
following: relief valves opening/closing pressures
is on board. Examination of the relief
5.6.2.3.1 Vessel Arrangement and Structure valves, their sealing and associated
safety systems and alarms.
a) General examination of the areas
dedicated to regasification equipment c) Examination and testing of fixed gas
detection equipment, as appropriate.
b) Examination of closing devices of air
intakes and openings into dedicated d) Examination of the logbooks for
spaces for regasification, as applicable confirmation that the shutdown systems
(emergency shutdown and process
c) Examination of drip trays or insulation shutdown) have been tested and are
for deck protection and recesses satisfactory.
against cargo leakage in regasification
area e) Examination of operational readiness
and maintenance of firefighting system
d) Confirmation that relevant shipboard and confirmation that means of
instructions and procedures of the operation is clearly marked.
regasification installation are available
5.6.2.3.4 Control, Alarm and Monitoring
5.6.2.3.2 Systems and Equipment
a) Confirmation that the instrumentation
a) External examination of vaporizers and fitted on regasification equipment and in
their fittings contact with gas and associated alarms
are satisfactory.
b) External examination of heat
exchangers b) Confirmation that the regasification
control station is in satisfactory working
c) General examination of high pressure condition.
pumps as far as practicable (including
gland leakage and vibration indications)

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5.6.3 Intermediate Surveys The test is to include alarm and safety
functions.
5.6.3.1 In addition to the requirements of Annual
surveys, the intermediate survey is to include b) Fixed firefighting system is to be tested.
the following:
5.6.3.1.4 Control, Alarm and Monitoring
5.6.3.1.1 Vessel Arrangement and Structure
a) Operational testing of the emergency
a) Examination, as far as practicable, of shutdown system.
stripping and vent piping system and
high pressure manifolds of cargo and 5.6.4 Special Survey
process. If upon examination there is
any doubt as to the condition of the 5.6.4.1 In addition to the requirements of Annual
piping, pressure testing, thickness surveys and Intermediate Surveys, the special
measurement or both may be required. survey is to include the following:
b) Examination of vent line drainage 5.6.4.1.1 Systems and Equipment

arrangement
5.6.4.1.1.1 Suction Drum(s)
5.6.3.1.2 Systems and Equipment
a) Suction drums are to be presented
a) Review of the maintenance records of in clean and examined internally.
vaporizers.
b) When accessible, the outer surface
b) If found necessary by the surveyor, of uninsulated suction drum or the
thickness measurement, pressure test outer surface of regasification unit
and/or opening up and internal insulation together with any vapour
examination of equipment may be or protective barrier is to be
required. Particular attention is to be examined. Particular attention is to
given to rupture device, if fitted. be given to the stocking unit and
insulation in way of supports.
c) Examination of lifting arrangements of Removal of insulation, in part or in
high pressure pumps. entirety, may be required in order to
verify the condition of the unit or the
d) Thickness measurement of suction insulation itself if deemed necessary
drum(s) if deemed necessary by the by the surveyor.
surveyor.
c) Thickness measurements or non-
e) Examination of electrical equipment destructive testing may be required
if deemed necessary by the
5.6.3.1.3 Safety Systems surveyor
a) Examination of pressure gauges, control d) The tightness of suction drums is to

valves, metering unit, liquid level be verified by an appropriate
gauges, temperature and vibration procedure.
indicating equipment and associated
alarms. Particular attention is to be e) Where the results of the above
given to high-pressure pumps examination or the examination of
instrumentation and safety devices. the operational records raise doubts
Instrumentation is to be tested by as to the structural integrity of the
changing pressure, level and unit, a hydraulic or hydro pneumatic
temperature as far as practicable and test is to be carried out. The test
comparing with test instruments. pressure is not to be less than 1.25
Simulated tests may be accepted for times the MARVS.
sensors, which are not accessible.

Chapter 2 Part 1
valves including inlet/outlet valves,

f) When the ship is 10 years old, at pressure control valves and
every alternate special survey, discharge valves are to be tested for
suction drum is to be either proper operation.
 Hydraulically tested and e) The maintenance records of

thereafter nondestructively vaporizers are to be reviewed. The
tested or, Surveyor may require as considered
 Subjected to thorough non- necessary:
destructive testing as per
5.4.6.5  external and internal
examination of vaporizers
g) Suction drum supporting structures which are to be presented
are to be visually examined, as far clean
as practicable.
 opening up of their fittings,
h) Fittings, valves and safety devices valves and safety devices
of suction drums are to be opened for visual examination and
up, as deemed necessary by the pressure tests
surveyor, for visual examination and
pressure tested as appropriate.  thickness measurements
and/or pressure test
5.6.4.1.1.2 Gas handling equipment and
Equipment in hazardous areas  Confirmation that cargo
pipes and regasification
a) Piping for cargo and process, components are electrically
stripping, venting systems high- bonded to the hull.
pressure manifolds are to be
examined. Insulation is to be Particular attention is to be
removed as deemed necessary to taken in way of the vaporizer
ascertain the condition of the pipes. rupture device if fitted.
If the visual examination raises
doubt as to the integrity of the f) Vaporizers, heat exchangers are to
pipelines, a pressure test at 1.25 be opened up for visual examination
times the MARVS for the pipeline is as deemed necessary by the
to be carried out. After reassembly, Surveyor and their parts and
the complete piping systems are to components are to be pressure
be tested for leaks. tested, as appropriate. A working
test is also to be carried out,
b) Maintenance records and logbooks including testing of alarms and
of high-pressure pumps including safety devices.
starting pumps are to be made
available to the Surveyor. High- 5.6.4.1.2 Safety Systems
pressure pumps are to be opened
up for visual examination and their a) Examination of pressure gauges, control
parts and components pressure valves, metering unit, liquid level
tested, as deemed necessary by the gauges, temperature and vibration
Surveyor. The lifting device is to be indicating equipment, and associated
tested. alarms. Particular attention is to be
given to high-pressure pumps
c) The bottom of the high-pressure instrumentation and safety devices.
pump recess and vaporizer spaces Instrumentation is to be tested by
are to be presented clean for the changing pressure, level and
examination of gutters and stripping temperature as applicable and
devices. comparing with test instruments.
Simulated tests may be accepted for
d) The pressure relief valves are to be sensors, which are not accessible. The
opened for examination, adjusted, test is to include alarms and safety
function tested and sealed. The functions.

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b) For water spraying system: 5.6.4.1.3 Control, Alarm and Monitoring
a) The shutdown systems are to be
 the associated pumps are to be functionally tested.
opened up and examined at the
Surveyor's discretion
 a working test of the system is

to be carried out.
Section 6
Surveys - Other Ship Types
6.1 Scope 6.2.1.4 Where applicable, examination of

alternative design and arrangement for
6.1.1 This section gives the requirements for machinery or electrical installations or fire
periodical surveys of all ship types other than safety, in accordance with the test, inspection
bulk carriers, oil tankers, chemical tankers and and maintenance requirements, if any, specified
liquefied gas carriers which are covered in in the approved documentation is to be carried
Sections 2 to 5 of this chapter. The out.
requirements for general dry cargo ships defined
in 1.2.17, are also included. 6.2.2 Hull - General
6.1.2 For General Dry Cargo Ships with hybrid 6.2.2.1 The survey is to consist of an
cargo hold arrangements, e.g. with some cargo examination for the purpose of ensuring, as far
holds of single-side skin and others of double- as practicable, that the hull, equipment, hatch
side skin, the requirements specified for general coamings, hatch covers including their securing
dry cargo ships are to be applied only to arrangement, other closing appliances and
structure in way of the single-side skin cargo related piping are maintained in
hold region. Special consideration may also be satisfactory/efficient condition.
given to ships that are of double side-skin
construction but with single skin in way of a) Weather deck, shipside plating above water
several frame spaces e.g. in way of a cargo hold line.
entrance or in way of fore body hull form at the
forward end of the foremost cargo hold. b) Hatchways on freeboard and superstructure
decks; exposed casings; skylights and
6.2 Annual surveys fiddley openings; deck houses;
6.2.1 General bulkheads; side, bow and stern doors; side
scuttles and dead lights; flush deck scuttles;
6.2.1.1 Annual Surveys are to be carried out ash shoots and other openings.
within 3 months before or after the anniversary
date each year. (Also refer to Note 9 of Sec.1, c) Weld connection between air pipes and
Table 1.1.1). These should be held concurrently deck plating, air pipe heads on exposed
with statutory annual or other relevant statutory decks (external examination), flame screens
Surveys, where practicable. on vents to all bunker tanks; ventilators and
closing devices.
6.2.1.2 At Annual Surveys, the Surveyor is to
examine the hull and machinery, so far as d) Scuppers and sanitary discharges as far as
necessary and practicable, in order to be practicable together with valves and their
satisfied as to their general condition. controls.
6.2.1.3 It is to be confirmed that no new e) Guard rails, bulwarks, freeing ports,

installation of material containing asbestos was gangways, walkways and life lines, fittings
carried out since last survey. and appliances for timber deck cargo.

Chapter 2 Part 1
f) Watertight bulkheads and their penetrations c) Checking the satisfactory condition of hatch
as far as practicable. coamings plating and their stiffeners.
6.2.2.2 Cargo hatch covers and coamings are to d) Random checking of the satisfactory
be examined to ensure that no alterations have operation of mechanically operated hatch
been made to the approved arrangements : covers :
a) Mechanically operated hatch covers are to - stowage and securing in open position;
be examined for satisfactory condition of:
- proper fit, locking and efficiency of
- hatch covers; sealing in closed condition;
- tightness devices of longitudinal, - operational testing of hydraulic and

transverse and intermediate cross power components, wires, chains and
junctions, gaskets, gasket lips, link drives.
compression bars, drainage channels;
In the case of hatch covers / steel pontoons of
- clamping devices, retaining bars, general dry cargo ships, a close-up survey of
cleating; hatch cover plating is to be carried out.
- chain or rope pulleys; 6.2.2.3 All watertight doors in watertight

bulkheads, to be examined and tested (locally
- guides; and remotely) as far as practicable.
- guide rails and track wheels; 6.2.2.4 Anchoring and mooring equipment is to
be examined as far as is practicable. It is to be
- stoppers, etc.; confirmed that the towing and mooring
equipment is properly marked with any
- wires, chains, gypsies, tensioning restriction associated with its safe operation.
devices;
6.2.2.5 Where applicable Surveyor should
- hydraulic system essential to closing satisfy himself regarding the freeboard marks on
and securing; the ship's side.
- safety locks and retaining devices. 6.2.2.6 Suspect areas identified at previous
special or intermediate surveys are to be close-
b) Cargo hatch covers of the portable type (i.e. up surveyed. Thickness measurements are to
wood or steel pontoons) are to be examined be taken in the area of substantial corrosion
to confirm the satisfactory condition of: identified at previous surveys.
- wooden covers and portable beams, 6.2.2.7 Examination of Ballast Tanks when
carriers or sockets for the portable required as a consequence of the results of the
beams and their securing devices; Special Survey or Intermediate Survey (See
6.4.3.1, 6.4.3.2 and 6.3.2, 6.3.3 respectively).
- steel pontoons; When extensive corrosion is found, thickness
measurement is to be carried out. If the results
- tarpaulins; of these thickness measurements indicate
substantial corrosion then the extent of
- cleats, battens and wedges; thickness measurements are to be increased to
determine the extent of areas of substantial
- hatch securing bars and their securing corrosion in accordance with Table 6.4.8.2.
devices;
- loading pads/bars and the side plate required, an approved loading instrument
edge; together with its operation manual are available
on board, (See Pt.3, Ch.5). It is to be verified by
- guide plates and chocks; the Surveyor that the loading instrument is
checked for accuracy at regular intervals by the
- compression bars, drainage channels ship's staff by applying test loading conditions.
and drain pipes, if any.

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6.2.2.9 Accommodation ladders are to be 6.2.2.16 Watertight cable transit seal systems
examined at annual surveys. Satisfactory register is to be reviewed to confirm that it is
condition of the following items is to be checked, being maintained and as far as practicable the
in particular : transits are to be examined to confirm their
satisfactory condition. Where there are records
a) steps; entered since last annual survey of any
b) platforms; disruption to the cable transits or installation of
c) all support points such as pivots, rollers, new cable transits, the satisfactory condition of
etc.; those transits is to be confirmed by review of
d) all suspension points such as lugs, records and, if deemed necessary, by
brackets, etc.; examination. The results are to be recorded in
e) stanchions, rigid handrails, hand ropes and the Register against the specific cable transit.
turntables;
f) davit structure, wire and sheaves, etc. 6.2.2.17 In case the cable transits have been
6.2.2.10 Gangways are to be examined at attending surveyor is to review the Register in
annual surveys. Satisfactory condition of the order to ascertain that it has been properly
following items is to be checked, in particular : maintained by the owner and correctly endorsed
a) treads;
b) side stringers, cross-members, decking, 6.2.3 Examination of cargo holds of general
deck plates, etc.; dry cargo ships.
d) stanchions, rigid handrails, hand ropes. 6.2.3.1 For cargo ships of 10 – 15 years of age:
6.2.2.11 Winches of accommodation ladders a) Overall survey of one forward and one after
and gangways are to be examined to verify the cargo hold and their associated tween deck
satisfactory condition of the following items: spaces.
a) brake mechanism including condition of b) When considered necessary by the

brake pads and band brake, if fitted; Surveyor or where extensive corrosion
b) remote control system, and exists, thickness measurement is to be
c) power supply system for electric motor. carried out. If the results of these thickness
measurements indicate substantial corro-
6.2.2.12 Davits and fittings on the ship’s deck sion, then the extent of thickness
associated with accommodation ladders and measurements is to be increased to
gangways are to be examined for satisfactory determine the extent of areas of substantial
condition at annual surveys. Fittings or corrosion in accordance with Table 6.4.8.2.
structures for means of access to deck such as
handholds in a gateway or bulwark ladder and 6.2.3.2 For cargo ships over 15 years of age:
a) Overall survey of all cargo holds and tween
6.2.2.13 The maintenance and inspection deck spaces.
records of accommodation ladders and
gangways are to be verified. It is to be confirmed b) In a forward lower cargo hold and one other
that supporting wires are being renewed at selected lower cargo hold:
intervals not exceeding 5 years.
- Close-up examination of sufficient
6.2.2.14 When examining internal spaces, as far extent, minimum 25% of frames, to
as practicable, the permanent means of access establish the condition of the lower
where appropriate, are to be verified that they region of the shell frames including
remain in good condition. approx. lower one third length of side
frame at side shell, side frame end
6.2.2.15 For vessels subject to IMO PSPC (See attachment and the adjacent shell
Pt.3, Ch.2, 3.6) it is to be confirmed that the plating.
maintenance, repair and partial re-coating of
dedicated ballast tanks, as appropriate, are - Where this level of survey reveals the
recorded in the coating technical file. need for remedial measures, the survey

Chapter 2 Part 1
is to be extended to include a close-up 6.2.4.6 All main and auxiliary steering

survey of all of the shell frames and arrangements and their associated equipment
adjacent shell plating of those cargo and control systems are to be examined and
holds and associated tween deck tested. Where applicable, Surveyors are to
spaces (as applicable) as well as a verify that log entries have been made in
close-up survey of sufficient extent of all accordance with statutory requirements.
remaining cargo holds and tween deck
spaces (as applicable). 6.2.4.7 Steering chains are to be cleaned for
ascertaining wear and tear and lengths of chain
c) When considered necessary by the worn in mean diameter by more than 12 per
surveyor, or where extensive corrosion cent of the original rule diameter are to be
exists, thickness measurement is to be renewed.
carried out. If the results of these thickness
measurements indicate substantial corro- 6.2.4.8 All the means of communication
sion, then the number of thickness between the navigating bridge and the
measurements are to be increased to machinery control positions, as well as the
determine the extent of substantial corrosion bridge and the main alternative steering
in accordance with Table 6.4.8.2. position, if fitted, are to be tested. It is to be
confirmed that means of indicating the angular
d) Where the protective coating in cargo holds, position of the rudder are operating
as applicable, is found to be in a GOOD satisfactorily.
condition, the extent of close-up surveys
may be specially considered. 6.2.4.9 Confirmation that with ships having
emergency steering positions there are means
e) All piping and penetrations in cargo holds, of relaying heading information and, when
including overboard piping are to be appropriate, supplying visual compass readings
examined. to the emergency steering positions.
6.2.4 Machinery and systems 6.2.4.10 Confirmation that various alarms

required for hydraulic power operated, electric
6.2.4.1 A general examination of the machinery, and electro-hydraulic steering gears are,
boilers, all pressurised systems (steam, operating satisfactorily and that the recharging
pneumatic, hydraulic) and their associated arrangements for hydraulic power operated
fittings, propulsion system and auxiliary steering gears are being maintained.
properly maintained and with particular attention 6.2.4.11 Examining the means for the operation
to the fire and explosion hazards. of the main and auxiliary machinery essential for
propulsion and the safety of the ship, including
6.2.4.2 Confirmation that machinery, boilers and when applicable, the means of remotely
other pressure vessels, associated piping controlling the propulsion machinery from the
systems and fittings are so installed and navigating bridge and the arrangements to
protected as to reduce to a minimum any danger operate the main and other machinery from a
to persons on board, due regard being given to machinery control room.
moving parts, hot surfaces and other hazards.
6.2.4.12 Confirmation that the engine room
6.2.4.3 Confirmation that Periodical Surveys of telegraph, the second means of communication
boilers and other pressure vessels have been between the navigation bridge and the
carried out as required by the Rules and the machinery space and the means of
safety devices have been tested. communication with any other positions from
6.2.4.4 Confirmation that the normal operation of satisfactorily.
the propulsion machinery can be sustained or
restored even though one of the essential 6.2.4.13 Examination and testing of the general
auxiliaries becomes inoperative. emergency alarm system and confirmation that
6.2.4.5 Confirmation that means are provided so engineer's accommodation.
from the dead ship condition without external
aid.

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6.2.4.14 It is to be confirmed that ballasting and 6.2.4.22 For Ships constructed before 01 July
de-ballasting arrangements are satisfactory. The 2017 and fitted with harmonic filters; following
bilge pumping systems and bilge wells including are to be verified at each survey:
and level alarms, where fitted, are to be a) Records of annual measurement of
examined as far as is practicable. It is also to be harmonic distortion levels of main bus bar under
confirmed that bilge pumping system for each seagoing conditions and log entries showing
watertight compartment is satisfactory. which equipment was running and / or filters in
service at the time of measurement. Harmonic
It is also to be confirmed that drainage from distortion readings are to be carried out when
enclosed cargo spaces situated on freeboard the greatest amount of distortion is indicated by
deck is satisfactory. the measuring equipment.
The drainage facilities are to be examined b) Records of measurement of distortion

visually for blockage or other damage and the levels, after any modification to the ship’s
provision of means to prevent blockage of electrical distribution system.
drainage arrangements are to be confirmed, for
closed vehicle and ro-ro spaces and special 6.2.4.23 For Ships constructed on or after 01
category spaces where fixed pressure water- July 2017 and fitted with harmonic filters; or for
spraying systems are used ships retrofitted with harmonic filters, on or after
01 July 2017; following are to be verified at each
6.2.4.15 Examining visually the condition of any survey:
expansion joints in sea water system.
a) Engine log book containing distortion
6.2.4.16 General examination visually and in monitoring readings/ automatic records of same
operation, as feasible, of the main electrical
machinery, the emergency sources of electrical b) Documentation of any approved relaxation on
power, the switch gear, other electrical allowable distortion limits.
equipment including the lighting system is to be
carried out. 6.2.4.24 For ships contracted for construction on
or after 01 Jan 2017 following are to be verified
6.2.4.17 Confirmation as far as practicable, the in emergency generator rooms at each survey:
operation of the emergency source(s) of
electrical power, including their starting a) Hand operated ventilation louvres,
arrangement, the systems supplied, and when closing appliances, if fitted, are kept
appropriate, their automatic operation. open and corresponding instruction
plates are visible near the louvres.
6.2.4.18 Examining in general, that the
precautions provided against shock, fire and a) Power operated ventilation louvres and
other hazards of electrical origin are being closing appliances, if fitted, are fail-to-
maintained. open type.
6.2.4.19 General Examination of automation b) It is to be possible to close ventilation

equipment is to be carried out. Satisfactory openings by a manual operation from a
operation of safety devices, bilge level detection clearly marked safe position outside the
and alarm systems and control systems is to be space where the closing operation can
verified. be easily confirmed. The louvre status
(open/closed) is to be indicated at this
6.2.4.20 For single hold cargo ships which position.
require fitment of hold water level detectors as
per Pt.4, Ch.3, Sec.3.6, the annual survey is to 6.2.4.25 For vessels fitted with ICCP system,
include an examination and a test of the water proper functioning of the system is to be
ingress detection system and their alarms. checked and records of system operation are to
be verified. It is to be verified that all
6.2.4.21 Confirmation that machinery space maintenance as per manufacturer’s instructions
ventilation systems are in good working are carried out.
condition.

Chapter 2 Part 1
6.2.5 Fire protection, detection and h) examination of the closing arrangements of

extinction ventilators, funnel annular spaces, skylights,
doorways and tunnel, where applicable;
6.2.5.1 The arrangements for fire protection,
detection and extinction are to be examined and i) confirmation that the fire fighters’ outfits
are to include confirmation that no changes including its self-contained compressed air
have been made in the structural fire protection. breathing apparatus and emergency escape
Following are to be examined / verified: breathing devices (EEBDs) are complete
and in good condition and that the cylinders,
a) verification that fire control plans are including the spare cylinders, of any
properly posted; required self-contained breathing apparatus
are suitably charged and that on board
b) examination as far as possible and testing means of recharging breathing apparatus
as feasible, any fire detection and alarm cylinders used during drills or a suitable
system and any sample extraction smoke number of spare cylinders to replace those
detection system; used are provided, and provision of two-way
portable radiotelephone apparatus of an
c) examination of the fire main system and explosion-proof type or intrinsically safe;
verification that each fire pump including the
emergency fire pump can be operated j) examination of any manual and automatic
separately so that the two required powerful fire doors and proving their operations;
simultaneously from different hydrants at k) examination of the fire-extinguishing
any part of the ship whilst the required systems for spaces containing paint and/or
pressure is maintained in the fire main; flammable liquids and deep fat cooking
d) verification that fire hoses, nozzles, spaces;
applicators and spanners are in good
working condition and situated at their l) examination of the fire safety requirements
respective locations; of helicopter facilities, including foam
firefighting appliances ;
e) examination of fire-fighting system
(including fixed fire-fighting system of the m) examination of the fire protection
specific machinery, closed vehicle, special arrangement in cargo, vehicle and ro-ro
category and ro-ro spaces, as appropriate) spaces, including the fire safety
controls, piping, instructions and marking, arrangements for vehicle carriers carrying
checking for evidence of proper motor vehicles with compressed hydrogen
maintenance and servicing including date of or natural gas in their tanks for their own
last systems tests; propulsion as cargo, as applicable and
confirmation, as far as practicable and as
f) verification that all semi-portable and appropriate, the operation of the means of
portable fire extinguishers are in their control provided for closing the various
stowed positions, checking for evidence of openings;
proper maintenance and servicing,
conducting random check for evidence of n) examination and testing the portable gas
discharged containers; detectors suitable for the detection of the
gas fuel, for vehicle carriers carrying motor
g) verification, as far as practicable, that the vehicles with compressed hydrogen or
remote controls for stopping fans and natural gas in their tanks for their own
machinery in machinery spaces are in propulsion as cargo;
working order. Examination of the
arrangements for oil fuel, lubricating oil and o) Examination, when appropriate, of the
other flammable oils and testing the remote special arrangements for carrying
closing of valves for oil fuel, lubricating oil dangerous goods, including checking the
and other flammable oils and , the operation electrical equipment and wiring, the
of the remote means of closing the valves ventilation, protective clothing and portable
on the tanks that contain oil fuel, lubricating appliances and testing of water supply, bilge
oil and other flammable oils; pumping and any water spray system.

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p) Examination of the fixed carbon dioxide fire- 6.2.6.2 Confirmation is to be obtained that no
extinguishing systems for the protection of unapproved changes have been made to the
machinery spaces and cargo pump-rooms, bow, inner, side shell and stern doors since the
where applicable, are provided with two last survey.
gas piping and one for discharging the gas 6.2.6.3 Documents
located in a release box clearly identified for If an Operating and Maintenance Manual (OMM)
the particular space. is required, it is to be verified that a copy
approved by IRS is on board and any possible
q) Testing the fire dampers of ventilation ducts modifications are included. It is to be verified
and the means of closing the main inlets that documented operating procedures for
and outlets of all ventilation systems and closing and securing doors are kept on board
testing the means of stopping power and posted at an appropriate place. The OMM is
ventilation systems from outside the space to be examined with special attention to the
served. register of inspections and its contents as a
basis for the survey.
Surveys carried out by the National Authority of
the country in which the ship is registered would 6.2.6.4 Structural examination
normally be accepted as meeting these
requirements, at the discretion of the Surveyor. Bow, inner, side shell and stern doors are to be
examined with particular attention paid to:
6.2.5.2 Confirmation that the means of escape
from accommodation, machinery spaces and - Structural arrangement of doors including
other spaces are satisfactory. plating, secondary stiffeners, primary
structure, hinging arms and welding;
6.2.5.3 Examination of the arrangements for - Shell structure surrounding the opening of
gaseous fuel for domestic purposes. the doors and the securing, supporting and
locking devices (refer Pt.3, Ch.12, Sections
6.2.5.4 For ships designed to carry containers 5 and 6) including shell plating, secondary
on or above weather deck, as applicable, stiffeners, primary structure and welding;
examining the water mist lance, and as - Hinges and bearings, thrust bearings;
appropriate, the mobile water monitors and all - Hull and door side supports for securing,
necessary hoses, fittings and required fixing supporting and locking devices;
hardware. - Close-up survey of securing, supporting
and locking devices including welding, refer
6.2.6 Shell and inner doors of ro-ro ships to Table 6.2.6.4 for minimum requirements.
6.2.6.1 The survey is to consist of an Whenever a crack is found, an examination

examination to verify, as far as is practicable, with NDT is to be carried out in the surrounding
that the bow, inner, side shell and stern doors areas and for similar items as considered
are maintained in a satisfactory condition. necessary by the Surveyor.
Table 6.2.6.4 : Minimum requirements for close-up surveys of doors, locking, securing and
supporting devices and fittings
List of the devices and fittings and associated welding to be subject to close-up survey by the attending
Surveyor:
i) Cylinder securing pins, supporting brackets, back-up brackets (where fitted) and their welding
connections;
ii) Hinge pins, supporting brackets, back-up brackets (where fitted) and their welded connections;
iii) Locking hooks, securing pins, supporting brackets, back-up brackets (where fitted) and their
welded connections;
iv) Locking pins, supporting brackets, back-up brackets (where fitted) and their welded connections;
v) Locating and stopper devices and their welded connections.

Chapter 2 Part 1
6.2.6.5 Measurement of clearances

- Confirmation that the operating panels are
Clearances of hinges, bearings and thrust inaccessible to unauthorized persons;
bearings are to be taken, where no dismantling
is required. Where the function test is not - Verification that a notice plate giving
satisfactory, dismantling may be required to instructions to the effect that all securing
measure the clearances. If dismantling is carried devices are to be closed and locked before
out, a visual examination of hinge pins and leaving harbour is placed at each operating
bearings together with NDT of the hinge pin is to panel and supplemented by warning
be carried out. Clearances of securing, indicator lights;
supporting and locking devices are to be
measured, where indicated in the OMM - Examination of electrical equipment for
opening, closing and securing the doors.
6.2.6.6 Sealing arrangement
6.2.6.9 Function test of the indicator system
An examination of packing material / rubber
gaskets and retaining bars or channels, Checking of the satisfactory operation of the
including welding is to be carried out. indicator system, where fitted, is to be carried
out, as applicable, including:
6.2.6.7 Drainage arrangement
- Proper visible indication and audible alarm
An examination of drainage arrangement, on the navigation bridge panel, according
including bilge wells and drain pipes is to be to the selected function “harbour / sea
carried out. voyage” and on the operating panel;
6.2.6.8 Function test of doors - Lamp test function on both panels;
Checking of the satisfactory operation of the - Verification that it is not possible to turn off
bow, inner, side shell and stern doors during a the indicator light on both panels;
complete opening and closing operation is to be
carried out, as applicable, including: - Verification of failsafe performance,
according to the procedure provided by
- Proper working of the hinging arms and the OMM;
hinges;
- Confirmation that power supply for
- Proper engagement of the thrust bearings; indicator system is supplied by the
emergency source or other secure power
- Device for locking the door in the open supply and independent of the power
position; supply for operating the doors;
- Securing, supporting and locking devices; - Verification of proper condition of sensors

and protection from water, ice formation
- Proper sequence of the interlock system and mechanical damage.
for the opening / closing system and the
securing and locking devices; 6.2.6.10 Test of water leakage detection system
(where fitted)
- Mechanical lock of the securing devices;
The water leakage detection system is to be
- Proper locking of hydraulic securing tested including proper audible alarm on the
devices in the event of a loss of the navigation bridge panel and on the engine
hydraulic fluid, according to the procedure control room panel, according to the procedure
provided by the OMM; provided by the OMM.
- Correct indication of open / closed position 6.2.6.11 Test of television surveillance system
of doors and securing / locking devices at (where fitted)
navigation bridge and other control
stations; The television surveillance system is to be
tested including proper indication on the
- Isolating of the hydraulic securing / locking navigation bridge monitor and on the engine
devices from other hydraulic systems; control room monitor.

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6.2.6.12 Tightness test 6.3.2 Vessels of age between 5 and 10 years
A hose test or equivalent is to be carried out. If 6.3.2.1 Ballast tanks

the visual examination and function test have
shown satisfactory results, the tightness test of a) An overall survey of representative ballast
shell doors on ro-ro cargo ships need not be tanks is to be carried out. When extensive
carried out unless considered necessary by the corrosion is found, thickness
attending surveyor. measurements are to be carried out. If such
examination reveals no visible structural
6.2.6.13 NDT and thickness measurements defects, the examination may be limited to
a verification that the corrosion prevention
When considered necessary by the Surveyor, system remain efficient.
NDT and thickness measurements may be
required after visual examination and function b) Where POOR coating condition, corrosion
test. or other defects are found in ballast tanks
or where hard protective coating was not
6.3 Intermediate surveys applied from the time of construction, the
examination is to be extended to other
6.3.1 General ballast tanks of the same type.
6.3.1.1 Intermediate surveys are to be carried c) For ballast tanks, other than double bottom
out at or between the second or third Annual tanks, where a protective coating is found
Survey. (Also refer to Note 9 of Sec.1, Table to be in POOR condition and is not
1.1.1). renewed, where a soft or semi-hard coating
has been applied or where a hard
Those items which are additional to the protective coating was not applied from the
requirements of annual survey may be time of construction, the tank(s) in question
examined at or between the second and third are to be examined at subsequent annual
annual survey. surveys.
6.3.1.2 The following requirements are d) For double bottom ballast tanks, where a
applicable for vessels over five years of age. protective coating is found to be in POOR
condition and is not renewed, where a soft
For vessels below 5 years of age additional or semi-hard coating has been applied or
examination over and above the requirements of where a hard protective coating was not
Annual survey may be required at the discretion applied from the time of construction, the
of the Surveyors. tank(s) in question may be examined at
subsequent Annual surveys.
6.3.1.3 Prior to the commencement of any part
of the intermediate survey, a survey planning 6.3.2.2 Cargo hold of general dry cargo ships
meeting is to be held between the attending
Surveyor(s), the owner’s representative in a) An overall survey of one forward and
attendance and where involved, the thickness one after cargo hold and their
measurement company representative and the associated tween deck spaces.
master of ship or an appropriately qualified
representative appointed by the master or b) Areas found suspect at previous
Company for the purpose to ascertain that all surveys are to be surveyed in
the arrangements envisaged in the survey accordance with 6.2.2.6.
safe and efficient conduct of the survey work to 6.3.3 Vessels of age between 10 and 15 years
be carried out.
6.3.3.1 Ballast tanks:
6.3.1.4 Concurrent crediting to both Intermediate
survey and Special survey for surveys and a) An overall survey of all ballast tanks is to be
thickness measurements of spaces is not carried out. When extensive corrosion is
acceptable. found, thickness measurements are to be

Chapter 2 Part 1
carried out. If such examination reveals no cargo holds, cofferdams, pipe tunnels, void
visible structural defects, the examination spaces and fuel oil tanks in the cargo area
may be limited to a verification that the and all ballast tanks. However, tank testing
corrosion prevention system remain specified in 6.4.6, survey of automatic air
efficient. pipe heads specified in 6.4.4.7 and internal
examination of fuel oil, lub.oil and
b) For ballast tanks, other than double bottom freshwater tanks specified in Table 6.4.4.1
tanks, where a protective coating is found to need not be carried out unless deemed
be in POOR condition and is not renewed, necessary by the Surveyor. In water survey
where a soft or semi-hard coating has been complying with the requirements of 7.2 may
applied or where a hard protective coating be accepted in lieu of docking survey
was not applied from the time of required by 6.4.1.11. Thickness
construction, the tank(s) in question are to measurement is to be carried out for items 1
be examined at subsequent annual surveys. to 4 of Table 6.4.8.1b except for item 2d).
c) For double bottom ballast tanks, where a In lieu of the application of 6.4.1.4, the
protective coating is found to be in POOR intermediate survey may be commenced at the
condition and is not renewed, where a soft second annual survey and be progressed with a
or semi-hard coating has been applied or view to completion at the third annual survey.
where a hard protective coating was not
applied from the time of construction, the 6.4 Special surveys - Hull
tank(s) in question may be examined at
subsequent Annual surveys. 6.4.1 General
6.3.3.2 Cargo holds of general dry cargo ships: 6.4.1.1 All ships classed with IRS are to undergo
Special Surveys at 5 yearly intervals. The first
a) An overall survey of all cargo holds and Special Survey is to be completed within 5 years
tween deck spaces. from the date of the initial classification survey
and thereafter 5 years from the assigned date of
b) Areas found suspect at previous surveys the previous Special Survey. However, an
are to be surveyed in accordance with extension of class of 3 months maximum
6.2.2.6. beyond the 5th year may be granted in
c) When considered necessary by the 1.11. In such cases, the next period of class will
Surveyor or where extensive corrosion start from the expiry date of the Special Survey
exists, thickness measurement is to be before extension was granted.
carried out. If the results of these thickness
measurements indicate substantial 6.4.1.2 The interval between the Special
corrosion, then the extent of thickness Surveys may be reduced at the request of the
measurements are to be increased to parties concerned or by IRS if considered
determine the extent of areas of substantial appropriate.
corrosion in accordance with Table 6.4.8.2.
6.4.1.3 For surveys completed within 3 months
6.3.3.3 In the case of ships other than those before the expiry date of the Special Survey, the
engaged in the carriage of dry cargoes only, an next period of class will start from the expiry
internal examination of selected cargo spaces is date of the Special Survey. For surveys
to be carried out. completed more than 3 months before the expiry
6.3.4 Vessels of age more than 15 years will start from the survey completion date. In
cases where the vessel has been laid up or has
a) For vessels other than general dry cargo been out of service for a considerable period
ships, in addition to the requirements given because of a major repair or modification and
in 6.3.3, an internal examination of selected the owner elects to only carry out the overdue
cargo holds is to be carried out. surveys, the next period of class will start from
the expiry date of the special survey. If the
b) For general dry cargo ships, the owner elects to carry out the next due special
requirements of the intermediate survey is survey, the period of class will start from the
to be to the same extent as the previous survey completion date. Any requirement of the
special survey as required in 6.4 for hull Flag Administration in this regard is also to be
structure and piping systems in way of the complied with.

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6.4.1.4 The Special Survey may be commenced Ships which have completed satisfactorily the
at the 4th Annual Survey and be progressed Survey of all the items on such basis will have a
with a view to completion by the 5th anniversary record entered in the supplement to the Register
date. When the special survey is commenced Of Ships indicating the date of completion of the
prior to the fourth annual survey, the entire Survey.
survey is to be completed within 15 months if
such work is to be credited to the special survey 6.4.1.9 The special survey is to include, in
and in this case the next period of class will start addition to the requirements of the Annual
from the survey completion date. Survey, examination, tests and checks of
sufficient extent to ensure that the hull,
Concurrent crediting to both Intermediate survey equipment and related piping as required in
and Special survey for surveys and thickness 6.4.4.2 and 6.4.4.3 are in satisfactory condition
measurements of spaces is not acceptable. and that the ship is fit for its intended purpose
for the new period of class of five years to be
6.4.1.5 For the purpose of special survey, assigned subject to proper maintenance and
results of thickness measurement carried out operation and the periodical surveys being
during or after the fourth annual survey only carried out at the due dates.
would be considered.
6.4.1.10 The examinations of the hull are to be
6.4.1.6 Record of Special Survey will not be supplemented by thickness measurements.
assigned until the Machinery Survey has been (See 6.4.8) and testing as deemed necessary,
completed or postponed in agreement with IRS. to ensure that the structural integrity remains
effective. The aim of the examination is to
6.4.1.7 Ships which have satisfactorily passed a discover substantial corrosion, significant
Special Survey will have a record entered in the deformation, fractures, damages or other
Supplement to the Register Book indicating the structural deterioration, that may be present.
assigned date of Special Survey.
6.4.1.11 A Docking Survey in accordance with
6.4.1.8 For vessels other than general dry cargo the requirements of Sec.7 is to be carried out as
ships, IRS may, at the request of the Owners, part of the Special Survey. Any remaining work
accept a Special Survey of the hull on a in respect of the overall and close-up surveys
continuous basis spread over a period of 5 and thickness measurements, as applicable, of
years. Proposals for such continuous Surveys the lower portions of cargo holds and ballast
are to be submitted for the consideration of IRS. tanks (i.e. parts below light ballast water line)
In general, approximately one-fifth of the Special are to be completed in dry dock.
Survey is to be completed every year. All
compartments of the hull should be opened for 6.4.2 Preparation for survey
Survey and testing in rotation such that not more
than 5 years elapse between consecutive 6.4.2.1 The ship is to be prepared for overall
examination of each part. survey in accordance with the requirements of
Table 6.4.2.1. The preparation is to be of
The Surveyor may extend the inspection at his sufficient extent to facilitate an examination to
discretion, to other items if the inspections ascertain any excessive corrosion, deformation,
carried out reveal any defects. fractures, damages and other structural
deterioration.
The agreement for surveys to be carried out on
a continuous survey system basis may be 6.4.2.2 Prior to commencement of any part of
withdrawn at the discretion of IRS or on the the special survey, a survey planning meeting is
request of Owners. to be held between the attending surveyor(s),
the owner’s representative in attendance, the
Ships on continuous survey system are not thickness measurement company representative
exempt from other periodical survey and the master of the ship or an appropriately
requirements. For ships more than 10 years of qualified representative appointed by the master
age, the ballast tanks are to be internally or Company for the purpose to ascertain that all
examined twice in each five-year class period, the arrangements envisaged in the survey
i.e. once within the scope of the intermediate programme are in place, so as to ensure the
survey and once within the scope of the safe and efficient conduct of the survey work to
continuous system for the hull special survey. be carried out.

Chapter 2 Part 1
6.4.3 Tank protection 6.4.3.2 For double bottom ballast tanks where a
hard protective coating is found in POOR
6.4.3.1 For ballast tanks, excluding double condition and it has not been renewed or where
bottom tanks, where a hard protective coating is soft or semi-hard coating has been applied, or
found in POOR condition and it is not renewed where a hard protective coating was not applied
or where soft or semi-hard coating has been from the time of construction, the tanks in
applied, or where a hard protective coating was question may be examined at Annual Surveys.
not applied from the time of construction, tank in When considered necessary by the surveyor,
question is to be internally examined at annual thickness measurements are to be carried out.
surveys. Thickness measurements are to be
carried out as deemed necessary by the
Surveyor.
Special Survey No. I Special Survey No. II Special Survey Special Survey
Age  5 5 < Age  10 No. III No. IV and
Age > 15
1) The holds, tween decks, deep 1) Requirements of Special 1) Requirements of 1) Requirements of
tanks, peaks, bilges and drain Survey I to be complied with Special Survey II to be Special survey III to
wells, engine and boiler spaces, complied with be complied with
coal bunkers and other spaces
are to be cleared out and
cleaned as necessary for
examination. Floor plates in
engine and boiler spaces are to
be lifted as may be necessary
for examination of the structure
underneath. Where necessary
ceiling, lining, casings and loose
insulation are to be removed as
required by the Surveyor for
examination of the structure.
Compositions on the plating are
to be examined and sounded,
but need not be disturbed if
found satisfactorily adhering to
the plating.
2) In ships with single bottom, a 2) In ships having a single 2) Ceiling in the holds 2) Where holds are
sufficient amount of close ceiling bottom, a sufficient amount is to be removed in insulated for the
is to be lifted to enable of ceiling is to be lifted to order to ascertain that purpose of carrying
examination of the structure allow the examination of the the steel work is in refrigerated cargoes,
below. The ceilings to be lifted is structure underneath. The good condition, free limbers and hatches
to comprise of at least two lifting of the ceiling is to from rust and coated. If are to be lifted and a
strakes on each side of comprise of at least three the Surveyor is sufficient additional
centreline fore and aft and one strakes all fore and aft on satisfied, after removal amount of insulation
of these strakes is to be in way each side and one such of portions of the is to be removed in
of the bilges strake one each side to be in ceiling, than it need not each compartment to
way of the bilges. Where the all be removed enable the Surveyor
ceiling is fitted in hatches, to ascertain the
the whole of the hatches and condition of the
at least one strake of planks structure in way and
in way of the bilges on each to enable the
side are to be lifted. If the thickness of the shell
Surveyor considers it plating to be
necessary the whole of the ascertained
ceiling and the limber boards
are to be lifted

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Age > 15
3) In ships having double 3) In ships with double 3) Portions of wood
bottom, a sufficient amount of bottom, a sufficient amount sheathing, or other
ceiling is to be lifted from the of ceiling in the holds and covering, on steel
tank top and the bilges to enable other spaces is to be decks are to be
the condition of plating removed from the bilges and removed, as
underneath to be ascertain. If the inner bottom to enable considered necessary
the condition of the plating is the condition of the structure by the Surveyor, in
found to be satisfactory, lifting of in the bilges, the inner order to ascertain the
the remainder of the ceiling may bottom plating, pillar feet and condition of the plating
be dispensed with. All bilges are the bottom plating of
to be cleaned for examination. bulkheads and tunnel sides
Where the inner bottom plating to be examined. If the
is covered with cement or Surveyor considers it
asphalt the removal of such necessary, the whole of the
covering may be dispensed with ceiling is to be removed
provided it is found to be
adhering properly to the plating
when carefully examined by
hammering and chipping
4) Where holds are insulated for 4) The chain locker is to be 4) Where the holds are
the carriage of refrigerated cleaned internally. The chain insulated for the
cargoes and the hull in way was cables are to be ranged for purpose of carrying
examined by IRS Surveyors inspection. The anchors are refrigerated cargoes,
prior to the fitting of the to be cleaned and placed in the limbers and
insulation, it will be sufficient to an accessible position for hatches are to be lifted
remove the limbers and hatches inspection and sufficient insulation
for examination of the structure is to be removed in
in way. In all other cases each of the chambers
additional insulation will require to enable the Surveyor
to be removed as considered to satisfy himself of the
necessary to enable the condition of the framing
Surveyor to satisfy himself and plating
regarding condition of the
structure
5) The steel work is to be

exposed and cleaned as may be
required for its proper
examination by the Surveyor
and close attention is to be paid
to the parts of the structure
which are particularly liable to
excessive corrosion or to
deterioration due to other
causes

necessary to permit examination
required by Table 6.4.3.1

pipes, spar ceiling and lining in
way of the side scuttles are to
be removed, as required by the
Surveyor

Chapter 2 Part 1
Age > 15
8) In refrigerated cargo spaces
the condition of the coating
behind the insulation is to be
examined at representative
locations. The examination may
be limited to verification that the
protective coating remains
effective and that there are no
visible structural defects. Where
POOR coating condition is
found, the examination is to be
extended as deemed necessary
by the Surveyor. The condition
of the coating is to be reported.
If indents, scratches, etc., are
detected during surveys of shell
plating from the outside,
insulations in way are to be
removed as required by the
Surveyor, for further
examination of the plating and
adjacent frames.
6.4.4 Survey and examination venting, pumping and drainage arrangements.

At special survey No.3 and subsequent special
6.4.4.1 All spaces within the hull and surveys, structural downflooding ducts and
superstructure are to be examined. The special structural ventilation ducts are to be internally
survey is to include examination of underwater examined.
parts as per Section 7.
For general dry cargo ships, the following
6.4.4.2 All tanks are to be examined internally in requirements are also to be applied:
accordance with the requirements of Table
6.4.4.1. - An overall survey of all cargo holds, pipe
tunnels, cofferdams and void spaces
All bilge and ballast piping systems are to be bounding cargo holds, decks and outer hull
examined and operationally tested to working is to be carried out.
pressure to attending Surveyor’s satisfaction to
ensure that tightness and condition remain - All piping systems within the above spaces
satisfactory. and in ballast tanks are to be examined and
operationally tested to working pressure to
6.4.4.3 All spaces including holds and their attending Surveyor’s satisfaction to ensure
‘tween decks where fitted; double bottom, deep, that tightness and condition remains
ballast, peak and cargo tanks; pumprooms, pipe satisfactory.
tunnels, duct keels, machinery spaces, dry
spaces, cofferdams and voids are to be - The survey extent of ballast tanks converted
internally examined including the plating and to void spaces is to be based on the
framing, bilges and drain wells, sounding, requirement for ballast tanks.

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Age > 15
tanks, minimum 2

Cargo Area,
additional fuel
tank(s) outside
of Engine Room
(if fitted)
Water ballast All All All All
Notes:
4) At special survey No.III and subsequent special surveys one deep tank for fuel oil in the cargo area is
to be included, if fitted.
6.4.4.4 All watertight bulkheads and watertight brackets connecting side shell frames and tank
doors are to be examined. tops and engine room bulkheads in way of tank
tops and bilge wells. Where excessive areas of
6.4.4.5 All decks, casings and superstructures wastage are found, thickness measurements
are to be examined. Attention is to be given to are to be carried out and renewals or repairs
the corners of openings and other discontinuities made when wastage exceeds allowable limits.
in way of the strength decks and top sides.
6.4.4.7 The hand pumps and suctions, air and
Wooden decks or sheathings are to be sounding pipes are to be examined. The
examined and if decay or rot is found or the Surveyors are to ensure that striking plates are
wood is excessively worn, the wood should be fitted under the sounding pipes whilst examining
renewed. the tanks internally.
Attention is to be given to the condition of the For vessel other than passenger ships,
plating under wood decks, sheathing or other automatic air pipe heads are to be internally
deck coverings. Removal of such coverings may examined at special surveys as indicated in
be dispensed with if they are found to be sound Table 6.4.4.7. For designs where the inner parts
and adhering satisfactorily to the plating. cannot be properly inspected from outside, the
head is to be removed from the air pipe.
6.4.4.6 Engine room structure is to be Particular attention is to be paid to the condition
examined. Particular attention being given to of the zinc coating in heads constructed from
tank tops, shell plating in way of tank tops, galvanised steel.

Chapter 2 Part 1
Age > 10
perpendicular

6.4.4.8 The steering gear, and its connections 12 per cent of its original rule diameter is to be
and control systems (main and alternative) are renewed.
to be examined. The auxiliary steering gear with
its various parts are to be examined in working 6.4.4.12 The windlass is to be examined.
condition.
6.4.4.9 The Surveyor should satisfy himself pipes and chain stoppers are to be examined
regarding the efficient condition of the following : and pumping arrangements of the chain locker
tested.
- Means of escape from machinery spaces,
crew and passenger spaces and spaces in 6.4.4.14 The loading instrument is to be
which crew are normally employed; checked for accuracy by applying test load
conditions in presence of the Surveyor.
and engine room and between bridge and 6.4.4.15 For single hold cargo ships which
alternative steering position; require fitment of hold water level detectors as
per Pt.4, Ch.3, Sec.3.6, the special survey is to
- Helm indicator; include an examination and a test of the water
ingress detection system and their alarms.
gear. 6.4.4.16 Examination of accommodation
ladders, gangways and their winches are to be
6.4.4.10 The masts, standing rigging and carried out as required for annual surveys. In
anchors are to be examined. addition, the accommodation ladders and
gangways are to be operationally, tested with
The Surveyor should satisfy himself that there the specified maximum operation load.
are sufficient mooring ropes on board and also
that a tow line is provided when this is a Rule The tests are to be carried out with the load
requirement. applied as uniformly as possible along the
length of the accommodation ladder or
6.4.4.11 The chain cables are to be ranged and gangway, at an angle of inclination
the anchors and the chain cables are to be corresponding to the maximum bending moment
examined. At special survey no. II and on the accommodation ladder or gangway.
subsequent special surveys, the chain cables
are to be gauged. Any length of chain cable Accommodation ladder winch is to be
which is found to have reduced in mean operationally tested at special surveys. The
diameter at its most worn part by more than brake system of the winch is to be tested for

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holding the maximum operational load on the survey/thickness measurements of such
ladder. inaccessible structural members need not be
carried out.
For existing installations on board ships
constructed prior to 01 Jan 2010 where the 6.4.6 Tank testing
maximum operational load is not known, load
nominated by the shipowner or operator may be 6.4.6.1 Boundaries of double-bottom, deep,
considered as the test load. ballast, peak and other tanks, including holds
adapted for the carriage of water ballast are to
6.4.5 Hatch covers and coamings be tested with a head of liquid to the top of air
pipes or to near the top of hatches for
6.4.5.1 In addition to the requirements of annual ballast/cargo holds. Boundaries of fuel oil, lub.oil
survey, the following examination/testing is to be and fresh water tanks are to be tested with a
carried out: head of liquid to the highest point that liquid will
rise under service conditions. Tank testing of
a) checking of the satisfactory operation of the fuel oil lub.oil and fresh water tanks may be
mechanically operated hatch covers: specially considered based on a satisfactory
external examination of the tank boundaries and
- stowage and securing in open condition; a confirmation from the master stating that the
pressure testing has been carried out according
- proper fit, locking and efficiency in to the requirements with satisfactory results.
closed condition;
6.4.6.2 The Surveyor may extend the tank
- operational testing of hydraulic and testing as may be necessary.
power components, wires, chains and
link drives. 6.4.7 Close-up surveys of general dry cargo
ships
b) checking the effectiveness of sealing
arrangements of all hatch covers by hose 6.4.7.1 The minimum requirements for close-up
testing or equivalent. survey for general dry cargo ships are given in
Table 6.4.7.1.
c) checking the residual thickness of
coamings, steel pontoon or hatch cover The surveyor may extend the close-up survey
plating and stiffening members as deemed as deemed necessary taking into account the
necessary by the Surveyor. maintenance of the spaces under survey, the
condition of the corrosion prevention system and
For general dry cargo ships, close-up survey where spaces have structural arrangements or
and thickness measurement of plating and details which have suffered defects in similar
stiffeners of hatch cover and coaming is to be spaces or on similar ships according to available
carried out as required by Table 6.4.7.1 and information.
Table 6.4.8.1b. Close up survey/thickness
measurement is to be carried out for accessible 6.4.7.2 For areas in tanks and cargo holds
parts of hatch cover structures. For cargo hold where coatings are found in GOOD condition,
hatch covers of approved design which have no the extent of close-up examination may be
access to internal structures, close up specially considered.

Chapter 2 Part 1
Table 6.4.7.1 : Requirements of close-up survey – General dry cargo ships

Special Survey No. I Special Survey No. II Special Survey No. III and subsequent
Age  5 5 < Age  10 10 < Age  15 Age > 15
(A) Selected shell frames (A) Selected shell frames (A) All shell frames in the (A) All shell frames in all
in one forward and one in all cargo holds and forward lower cargo hold cargo holds and tween deck
aft cargo hold and tween deck spaces. and 25% frames in each spaces including upper and
associated tween deck of the remaining cargo lower end attachments and
spaces. (B) One transverse holds and tween deck adjacent shell plating.
bulkhead in each cargo spaces including upper
(B) One selected cargo hold. and lower end Areas (B—F) as for Special
hold transverse attachments and Survey No.III
bulkhead. (B) Forward and aft
transverse bulkhead in adjacent shell plating.
(D) All cargo hold hatch one side ballast tank, (B) All cargo hold
covers and coamings including stiffening transverse bulkheads.
(plating and stiffeners). system.
(B) All transverse
(C)One transverse web bulkheads in ballast
with associated plating tanks, including stiffening
and framing in two system.
representative ballast
tanks of each type (i.e. (C) All transverse webs
topside, hopper side, side with associated plating
tank or double bottom and framing in each
tank). ballast tank
(D) All cargo hold hatch (D) All cargo hold hatch
covers and coamings covers and coamings
(plating and stiffeners). (plating and stiffeners).
(E) Selected areas of all (E) All deck plating and
deck plating and underdeck structure
underdeck structure inside line of hatch
inside line of hatch openings between cargo
openings between cargo hold hatches.
hold hatches.
(F) All areas of inner
(F) Selected areas of bottom plating.
inner bottom plating.
(A) Cargo hold transverse frames.
(B) Cargo hold transverse bulkhead plating, stiffeners and girders.
(C) Transverse web frame or watertight transverse bulkhead in ballast tanks.
(D) Cargo hold hatch covers and coamings. Close up survey/thickness measurement is to be carried out for
accessible parts of hatch cover structures. For cargo hold hatch covers of approved design which have no
access to internal structures, close up survey/thickness measurements of such inaccessible structural
members need not be carried out.
(E) Deck plating and underdeck structure inside line of hatch openings between cargo hold hatches.
(F) Inner bottom plating.
Note : Close-up survey of cargo hold transverse bulkheads to carried out at the following levels:
 Immediately above the inner bottom and immediately above the tween decks, as applicable.
 Mid-height of the bulkheads for holds without tween decks.
 Immediately below the main deck plating and tween deck plating.

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6.4.8 Thickness measurement Where thickness measurements indicate
substantial corrosion, the number of thickness
6.4.8.1 The minimum requirements for thickness measurements are to be increased to determine
measurement are given in Table 6.4.8.1a and the extent of substantial corrosion. Table 6.4.8.2
Table 6.4.8.1b. may be used as guidance for additional
measurements.
The Surveyor may extend the thickness
measurements as deemed necessary.
Table 6.4.8.1a : Thickness measurement : General Ship Types

(other than general dry cargo ships)

Special Survey No. I Special Survey No. II Special Survey No. III and subsequently
Age  5 5 < Age  10 10 < Age  15 Age > 15
1) Suspect areas 1) Suspect areas 1) Suspect areas 1) Suspect areas throughout
throughout the vessel throughout the vessel throughout the vessel the vessel
2) One transverse 2) Two transverse 2) A minimum of three
section of deck plating in sections in way of cargo transverse sections in way of
way of cargo space spaces within the cargo spaces within the
within the amidships 0.5L amidships 0.5L amidships 0.5L
3) Internals in forepeak 3) Internals in forepeak and
and after peak ballast after peak ballast tanks
tanks
4) All cargo hold hatch 4) All cargo hold hatch covers

covers and coamings and coamings (plating and
(plating and stiffeners) stiffeners)
plating full length
(poop, bridge and forecastle
deck)

Chapter 2 Part 1
Table 6.4.8.1a : (Contd.)

Special Survey No. I Special Survey No. II Special Survey No. III and subsequently
Age  5 5 < Age  10 10 < Age  15 Age > 15
7) Lowest strake and strakes
in way of tween decks of all
transverse bulkheads in cargo
spaces together with internals
in way
8) All wind and water strakes,
port and starboard, full length
9) All keel plates full length.
Also additional bottom plates
in way of cofferdams,
machinery space and aft end
of tanks
Surveyor
Notes:
1) Thickness measurement locations are to be selected to provide the best representative sampling of areas likely
to be most exposed to corrosion considering cargo and ballast history and arrangement and condition of
protective coatings.
2) Thickness measurements of internals may be specially considered by the Surveyor if the hard protective
coating is in GOOD condition.
3) For ships less than 100 [m] in length, the number of transverse sections required at Special Survey No.III may
be reduced to one (1) and the number of transverse sections required at Subsequent Special Surveys may be
reduced to two (2).
4) For ships equal to or more than 100 [m] in length, at special survey No.III, additional thickness measurements
of exposed main deck plating within amidship 0.5L may be required.
5) Close up survey/thickness measurement is to be carried out for accessible parts of hatch cover structures. For
cargo hold hatch covers of approved design which have no access to internal structures, close up
survey/thickness measurements of such inaccessible structural members need not be carried out.

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Table 6.4.8.1b : Thickness measurement : General dry cargo ships
Special Survey No. IV and

Special Survey No. I Special Survey No. II Special Survey No. III subsequently
Age  5 5 < Age  10 10 < Age  15 Age > 15
1) Suspect areas throughout 1) Suspect areas throughout 1) Suspect areas throughout 1) Suspect areas throughout the
the vessel the vessel the vessel vessel
2) Within the cargo area: 2) Within the cargo area: 2) Within the cargo area:
One transverse section of a) Two transverse a) A minimum of three
deck plating in way of cargo sections within the transverse sections within the
space within the amidships amidships 0.5L in way amidships 0.5L
0.5L of two different cargo
spaces b) Each deck plate
b) Each deck plate c) All wind and water strakes

outside line of cargo d) Each bottom plate, including
hatch openings lower turn of bilge.
c) All wind and water e) Duct keel or pipe tunnel
strakes plating and internals
3) Measurement for general 3) Measurement for general 3) Measurement for general
assessment and recording assessment and recording assessment and recording of
of corrosion pattern of those of corrosion pattern of those corrosion pattern of those
structural members subject structural members subject structural members subject to
to close-up survey to close-up survey close-up survey according to
according to Table 6.4.7.1 according to Table 6.4.7.1 Table 6.4.7.1
4) Selected wind and water 4) All wind and water strakes
strakes outside the cargo outside cargo area
length area
afterpeak ballast tank afterpeak ballast tank
6) All exposed main deck plating
outside cargo area
7) Representative exposed super
structure deck plating (poop,
bridge and fore castle deck)
bottom plates in way of machinery
space, aft end of tanks and
cofferdams outside cargo area
Surveyor
Notes:
1. Thickness measurement locations should be selected to provide the best representative sampling of areas likely to be most
exposed to corrosion, considering cargo and ballast history and arrangement and condition of protective coatings.
2. For ships less than 100 metres in length, the number of transverse sections required at Special Survey No. III may be
reduced to one and the number of transverse sections at Special Survey No. IV and subsequent surveys may be reduced to
two.

Chapter 2 Part 1
6.4.8.2 For areas in spaces where hard 6.4.8.4 The thickness measurements are to be
protective coatings are found to be in a GOOD carried out by a qualified firm certified by IRS.
condition, the extent of thickness measurements
may be specially considered by the Surveyor. 6.4.8.5 In order to ensure necessary control
during the process of thickness measurements,
6.4.8.3 Transverse sections are to be chosen these are normally to be carried out under the
where the largest reductions are suspected to supervision of the Surveyor. The Surveyor has
occur or are revealed from deck plating the right to re-check the measurements as
measurements. deemed necessary to ensure acceptable
accuracy.
Table 6.4.8.2 : Guidance for additional thickness measurements in way of substantial corrosion

Plating Suspect area and adjacent 5 point pattern over 1 square
plates meter
Stiffeners Suspect area 3 measurements each in line
across web and flange
6.4.8.6 A thickness measurement report is to be and operation in accordance with the Operation
prepared. The report is to give the location of and Maintenance Manual (OMM) or
measurements, the thickness measured as well manufacturer’s recommendations and the
as corresponding original thickness. periodical surveys being carried out at the due
Furthermore, the report is to give the date when dates for the five year period until the next
the measurements were carried out, type of Special Survey.
measurement equipment, names of personnel
and their qualifications and has to be signed by 6.4.10.2 The examinations of the doors are to
the operator. The Surveyor is to review the be supplemented by thickness measurements
report of the final thickness measurement after and testing to verify compliance with applicable
repairs have been carried out and countersign requirements so that the structural and
the cover page. weathertight integrity remain effective. The aim
of the examination is to identify corrosion,
6.4.9 Reporting and evaluation of survey of significant deformation, fractures, damages or
general dry cargo ships other structural deterioration, that may be
present.
6.4.9.1 The data and information on the
structural condition of the vessel collected 6.4.10.3 The bow, inner, side shell and stern
during the survey is to be evaluated for doors are to be surveyed as follows:
acceptability and continued structural integrity of
the vessel. i) A survey of the items listed in 6.2.6.4,
including close-up survey of securing,
6.4.9.2 The survey report would be issued to the supporting and locking devices, together with
owner and the same along with a copy of the welding, according to Table 6.2.6.4.
thickness measurement report, verified and
countersigned by the surveyor, is to be placed ii) Non-destructive testing and thickness
on board the vessel for reference at future measurements are to be carried out on
surveys. securing, supporting and locking devices,
including welding, to the extent considered
6.4.10 Shell and inner doors of ro-ro ships necessary by the Surveyor. Whenever a crack is
found, an examination with NDT is to be carried
6.4.10.1 The special survey is to include, in out in the surrounding area and for similar items
addition to the requirements of the Annual as considered necessary by the Surveyor.
Survey as required in 6.2.6, examination, tests
and checks of sufficient extent to verify that the iii) The maximum thickness diminution of hinging
bow, inner, side shell and stern doors, are in arms, securing, supporting and locking devices
satisfactory condition and considered able to is not to be more than 15% of the as-built
remain in compliance with applicable thickness, in general.
requirements, subject to proper maintenance

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iv) Effectiveness of sealing arrangements is to 6.5 Special surveys - Machinery
be verified by hose testing or equivalent.
6.5.1 Requirements for examination of
v) Clearances of hinges, bearings and thrust machinery and piping at special survey are
bearings are to be taken. Unless otherwise given in Sec.8.
specified in the OMM or by manufacturer’s
recommendation, the measurement of 6.6 Surveys of Livestock Carriers
clearances on ro-ro cargo ships may be limited
to representative bearings where dismantling is 6.6.1 General
needed in order to measure the clearances.
If dismantling is carried out, a visual examination 6.6.1.1 In addition to the relevant requirements
of hinge pins and bearings together with NDT of of this Section, the following are to be complied
the hinge pin is to be carried out. with for the surveys of livestock carriers.
vi) The non-return valves of the drainage system 6.6.2 Annual Surveys
are to be dismantled and examined.
6.6.2.1 Confirmation that no unapproved
6.4.11 For general dry cargo ships compliance changes have been made to livestock pens,
with new IACS requirements for strength of air passageways as well as the arrangement and
pipes, ventilators and their closing devices and protection of livestock since the last survey;
of small hatches and their securing devices is to confirmation that passageways and exits of the
be achieved as indicated in 2.4.13. escape route of pen area are unblocked;
confirming that two means of egress in each
6.4.12 Watertight Cable Transits livestock space are not separated by the pen or
other obstructions.
6.4.12.1 The requirements for Special Survey
may be undertaken by the attending Surveyor or 6.6.2.2 Confirmation that ventilation
by a firm approved as a service supplier arrangements in livestock space are satisfactory
according to Pt.1 Ch.1, Sec 1.9. and the operation of fans, including fan starters,
failure indicators and alarms at different
6.4.12.2 All transits are to be examined to positions is normal. If only one fan is provided,
confirm their satisfactory condition and the confirmation that spare parts are adequate.
Cable Transit Seal System Register is to be
reviewed to confirm that it is being maintained. 6.6.2.3 Confirming that fodder and drinking
The Special Survey is to be recorded in the water supply, fresh water supply system, water
Register, in which a single record entry will be washing system and sewage drainage and
sufficient to record the survey of all transits. discharge system of livestock space are in good
condition. The fodder tanks and the fresh water
6.4.12.3 From review of the Register, where tanks in the livestock spaces are to be
there are records entered since the last special examined.
survey of any disruption to the cable transits or
installation of new cable transits (except which 6.6.2.4 Confirming that all fire hydrants and fire
are reviewed and examined at previous annual hose connections arranged in the pen area are
surveys), the satisfactory condition of those in satisfactory condition.
transits is to be confirmed by the attending
Surveyor by review of records and examination 6.6.2.5 Verification that instructions for the
of the transits; the results are to be recorded in changeover between main and secondary
the Register against each of those cable sources of power and vice-versa are available
transits. and confirming the function of the changeover
between main and secondary sources of power
6.4.12.4 In case the cable transits have been and vice-versa.
attending surveyor is to review the Register in 6.6.2.6 General visual examination of lamp
order to ascertain that it has been properly casings on light fittings for the livestock spaces.
maintained by the owner and correctly endorsed

Chapter 2 Part 1
6.6.3 Special Surveys 6.7.2.2 The function of the alarms associated

with the emergency release system is to be
6.6.3.1 In addition to the requirements in 6.6.2, verified, as far as practicable and reasonable.
the special survey is to include the examination,
tests and checks specified in 6.6.3.2 to 6.6.3.5. 6.7.2.3 The condition of the emergency release
system is to be visually examined to confirm it
6.6.3.2 All fresh water pumps, sewage pumps remains in satisfactory condition.
and system components are to be opened up
and examined. 6.7.2.4 The means of emergency release of the
towline in the event of a blackout is to be
6.6.3.3 Performance test of fodder system, fresh examined, and where additional sources of
water supply system, water washing system and energy are arranged for this purpose, the
sewage drainage and discharge system. sources of energy are to be visually inspected
and operationally tested.
6.6.3.4 Ventilation fan motor in the livestock
space together with its control and operational 6.7.2.5 It is to be verified that the performance
mechanism are to be inspected and if capabilities and operating instructions of the
necessary, operationally tested in working emergency release system are documented and
condition. made available on board the ship on which the
winch has been installed.
6.6.3.5 Interlocking devices of fan starters in the
livestock space are to be tested. 6.7.3 Special Surveys
6.7 Surveys of Towing Winch Emergency 6.7.3.1 In addition to the annual survey
Release Systems requirements, instructions for special survey
provided by the manufacturer, as appropriate,
6.7.1 General are to be followed.
6.7.1.1 The requirements in this Section are 6.7.3.2 The full functionality of the emergency
applicable to surveys of winch emergency release system is to be tested to the satisfaction
release systems that are used on towing ships of the surveyor. Testing may be conducted
within close quarters, ports or terminals, either during a bollard pull test or by applying
including those ships normally not intended for the load against a strong point on the deck of
towing operations in transverse direction. the tug or the shore that is certified to the
appropriate load.
6.7.2 Annual Surveys
6.7.3.3 The emergency release system is to be
6.7.2.1 Operation of the towing winch tested at a towline load that is equal to the
emergency release system is to be confirmed lesser of 30% of the maximum design load or
with reference to the documented instructions 80% of vessel bollard pull in both a normal
for surveys provided by the manufacturer. power condition and power blackout condition to
Operation of the winch emergency release the satisfaction of the surveyor.
system under no load condition is to be verified.
Where practical, activation of the emergency
release system may be confirmed by
observation of the winch brake.

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Section 7
Docking Surveys
7.1 General 7.1.3 When the chain cables are ranged the
anchors and cables should be examined by the
7.1.1 The requirements for docking survey Surveyor.
intervals are given in Table 1.1.1. Attention
should also be given to any relevant statutory 7.1.4 Sea chests and their gratings, sea
requirements of the National Authority of the connections and overboard discharge valves
country in which the ship is registered. and cocks and their fastenings to the hull or sea
chests are to be examined. Valves and cocks
An extension of examination of the ship’s bottom need not be opened up more than once in a
of 3 months beyond the due date can be special survey period unless considered
granted in exceptional circumstances due to any necessary by the Surveyor.
of the following reasons:
7.1.5 The Surveyor should examine the ship so
a) Non-availability of drydocking facilities, far as is practicable in order to satisfy himself as
repair facilities, essential materials, to her general condition.
equipment or spare parts.
7.1.6 The propeller should be examined for
b) Delays incurred by action taken to avoid erosion, pitting, cracking of blades or possible
severe weather conditions or delays caused contact damage. The clearance in the stern
by severe weather conditions. bush should be measured. In the case of
approved oil glands, measurements by poker
7.1.2 The ship is to be placed on blocks of gauges or other devices for ascertaining the
sufficient height in a drydock or on a slipway and stern bush weardown may be accepted,
proper staging is to be erected as may be provided the sealing arrangements appear
necessary. Shell plating, stern frame or stern satisfactory.
post, rudder and sea inlet and discharge
openings are to be examined. Particular 7.1.7 For controllable pitch propellers, the
attention is to be given to the bilge keels and Surveyor is to be satisfied with the fastenings
their connection to the bilge strake, shell plating and tightness of hub and blade sealing.
in way of side, bow and stern doors, ash shoots, Dismantling need not be carried out unless
and other openings and to parts of the structure considered necessary by the Surveyor.
particularly liable to excessive corrosion or to
deterioration from causes such as chafing and 7.1.8 Exposed parts of side thrusters are to be
lying on the ground and to any undue unfairness examined. Propulsion systems which also have
of the bottom plating. Important plate unfairness maneuvering characteristics (such as directional
or other deterioration which do not necessitate propellers, vertical axis propellers, water jets)
immediate repairs are to be recorded. are to be examined externally with focus on the
condition of gear housing, propeller blades, bolt
Visible parts of rudder, rudder pintles, rudder locking and other fastening arrangements.
shafts and couplings are to be examined. The Sealing arrangement of propeller blades,
clearances in the rudder bearings are to be propeller shaft and steering column is to be
ascertained. The rudder is to be lifted for verified.
examination of the pintles, if considered
necessary by the Surveyor. Where applicable, 7.1.9 For vessels with class notation, EDD (X),
pressure test of the rudder may be required as an inspection of the outside of the vessel’s
considered necessary by the Surveyor. bottom carried out as detailed in the IRS
Classification Note “Extended Dry-Docking
For vessels fitted with ICCP system, the Scheme” may be credited as equivalent to the
condition of anodes, reference electrodes, and relevant requirements of a special survey in dry-
dielectric shields is to be examined. dock.

Chapter 2 Part 1
7.2 In-water surveys - bilge keels
7.2.1 Eligibility - welded seams and butts.
7.2.1.1 For ships less than 15 years in age the The plans are also to include the necessary
examination of the outside of ship's bottom and instructions to facilitate the divers' work,
related items of ships may be carried out while especially for taking clearance measurements.
the ship is afloat (inwater survey) in lieu of the
required intermediate docking between special 7.2.2.2 The plans for approval are also to
surveys provided following conditions are include the procedure for measurement or
satisfied. verification, as the case may be, of the following:
a) The ship has been assigned the class - rudder pintle/bush clearance
notation INWATER SURVEY as defined in
Ch.1. However, on application by the owner - stern bush clearance
and in special circumstances, such inwater
survey may be considered for ships not - pintle securing arrangement in the
assigned with the class notation INWATER socket.
SURVEY.
7.2.2.3 As far as practicable, a photographic
b) The ship does not have any outstanding documentation, used as a reference during the
Conditions of Class which require repair in-water surveys, of the following hull parts is to
work in dry dock to the underwater part of be submitted to IRS:
the shell plating, the rudder, the propeller or
the propeller shaft. - propeller boss
7.2.1.2 Acceptance of inwater surveys as above - rudder pintles, where slack is measured
may be specially considered for ships other than
bulk carriers, oil tankers and chemical tankers - typical connections to the sea
which are 15 years of age and over.
- directional propellers, if any
7.2.2 Requirements for assignment of
INWATER SURVEY notation - other details, as deemed necessary by
IRS on a case by case basis.
7.2.2.1 Detailed plans of the hull and hull
attachments below the water line are to be 7.2.2.4 The Owner is to put on board the ship
submitted to IRS in triplicate for approval. These the plans and documents given in 7.2.2.1 and
plans are to indicate the location and/or the 7.2.2.2 and they are to be made available to the
general arrangement of: Surveyor and the divers when an in-water
survey is carried out.
- all shell openings
7.2.3 Survey requirements
- stem
7.2.3.1 The in-water survey is to provide all the
- rudder and fittings information normally obtained from a docking
survey. However, special consideration may be
- sternpost given to ascertaining rudder bearing clearances
and stern bush clearances of oil stern bearings
- propeller, including the means used for based on a review of the operating history, on
identifying each blade board testing and stern tube oil sample reports.
These details are to be included in the proposals
- anodes, including securing arrange- for in-water surveys which are to be submitted in
ments advance of the survey so that satisfactory
arrangements can be agreed with IRS.

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7.2.3.2 The in-water survey is to be carried out parties involved prior to the in-water survey and
with the ship in as light condition as possible in suitable time is to be allowed to enable the in-
sheltered water preferably with weak tidal water survey firm to test all equipment
streams and currents. The in-water visibility and beforehand.
the cleanliness of the hull below the waterline is
to be good enough to permit a meaningful 7.2.3.4 When professional divers are employed,
examination which allows the Surveyor and the the Surveyor is to be satisfied with the method
in-water survey firm to determine the condition of pictorial representation, and a good two-way
of the plating, appendages and the welding. IRS communication between the Surveyor and
is to be satisfied with the methods of orientation divers is to be provided.
of the divers or Remotely Operated Vehicle
(ROV) on the plating, which should make use 7.2.3.5 If the in-water survey reveals damage or
where necessary of permanent markings on the a deterioration that requires early attention, the
plating at selected points. Surveyor may require that the ship to be
drydocked in order that a detailed survey can be
7.2.3.3 The in-water survey is to be carried out undertaken and the necessary repairs carried
under surveillance of a Surveyor by an in-water out.
survey firm approved as a service supplier.
7.2.3.6 The condition of the coating is to be
The equipment, procedure for observing and confirmed at every drydocking for continuance
reporting the survey are to be discussed with the of the INWATER SURVEY notation.
Section 8
Machinery - Special Surveys
8.1 General survey, the period of class will start from the
survey completion date.
8.1.1 Special surveys are to be carried out at 5
years intervals to renew the Class Certificate. Any requirement of the Flag Administration in
this regard is also to be complied with.
The first Special survey is to be completed
within 5 years from the initial classification 8.1.3 The special survey may be commenced at
survey and thereafter 5 years from the assigned the 4th annual survey and be progressed with a
date of the previous special survey. However, view to completion by the 5th anniversary date.
an extension of class of 3 months maximum When the special survey is commenced prior to
beyond the 5th year can be granted in the 4th annual survey, the entire survey is to be
exceptional circumstances. completed within 15 months if such work is to be
credited to the special survey.
In this case, the next period of class will start
from the expiry date of the special survey before 8.1.4 Upon satisfactory completion of the
the extension was granted. Machinery Special Survey an appropriate record
will be entered in the supplement of register of
8.1.2 For surveys completed within 3 months ships.
before the expiry date of the special survey, the
next period of class will start from the expiry 8.1.5 Further parts of machinery may require to
date of the special survey. For surveys be opened should any defects be found during
completed more than 3 months before the expiry the course of Survey of any item and the defects
date of the special survey, the period of class made good to the satisfaction of the Surveyor.
will start from the survey completion date. In
cases where the vessel has been laid up or has 8.1.6 As part of the Special Survey of
been out of service for a considerable period Machinery, a dock trial is to be carried out to
because of a major repair or modification and attending Surveyor's satisfaction to confirm
the owner elects to only carry out the overdue satisfactory operation of main and auxiliary
surveys, the next period of class will start from machinery. If significant repairs are carried out
the expiry date of the special survey. If the to main or auxiliary machinery or steering gear,
owner elects to carry out the next due special

Chapter 2 Part 1
consideration should be given to a sea trial to 8.4.2 Air compressors are to be opened up and
attending Surveyor's satisfaction. coolers tested as considered necessary by the
Surveyor. Selected pipes in the starting air
8.1.7 If the significant repairs as stated in 8.1.6, systems are to be removed for internal
is considered by IRS to have any impact on examination and hammer tested. If an
response characteristics of the propulsion appreciable amount of lubricating oil is found in
systems, then the scope of sea trial is also to the pipes the starting air system is to be
include a test plan for ahead and astern thoroughly cleaned by steaming or other
response characteristics based on those suitable means. Some of the pipes selected are
required for such an equipment or systems to be those adjacent to the starting air valves at
when fitted to the new ship. (Refer to Pt.4, Ch.1, the cylinders and to the discharges from the air
1.10.4). The tests are to demonstrate the compressors.
satisfactory operation of the equipment or
system under realistic service conditions at least 8.5 Survey requirements: Fresh water
over the manoeuvring range of the propulsion generators and evaporators
plant, for both ahead and astern directions.
Depending on the actual extent of the repair, 8.5.1 To the extent applicable, these are to be
IRS may accept a reduction of the test plan. opened up and examined. After such Survey
their relief valves are to be checked under
8.2 Continuous survey of machinery (CSM) working conditions, where practicable.
8.2.1 At the request of the Owners and upon 8.6 Survey requirements: Fuel tanks
approval of the proposed arrangement a system
of continuous Survey of Machinery (CSM) may 8.6.1 Fuel tanks which do not form part of the
be undertaken whereby the requirements of ship's structure are to be examined externally
Special Survey of machinery are completed and, if considered necessary by the Surveyor
within a 5 year period. The Survey cycle should also internally. All mountings, fittings and remote
be such as would ensure that the interval control devices are to be examined as far as
between consecutive examination of each item practicable. All such tanks are to be tested by
does not exceed five years and it is expected filling to maximum working level.
that approximately an equal proportion of the
machinery would be subjected for Survey each 8.7 Survey requirements: Pumps, heat
year. exchangers, forced draught fans, etc.
8.2.2 Upon satisfactory completion of the 8.7.1 All pumps, heat exchangers, forced
continuous Machinery Survey cycle, a record draught fans, etc. used for essential purposes
indicating the date of completion of the cycle will are to be opened up and examined as
be shown in the supplement to the Register Of considered necessary by the Surveyor.
Ships.
8.8 Survey requirements: Pumping and
8.3 Survey requirements: Auxiliary engines piping system
8.3.1 All auxiliary engines driving the generators 8.8.1 The valves, cocks and strainers of the
and other essential machinery together with bilge system including bilge injection are to be
their coolers and attached pumps are to be opened up as considered necessary by the
opened up and examined as considered Surveyor and, together with pipes, are to be
necessary by the Surveyor. Alarms and safety examined and tested under working conditions.
devices fitted on these units are to be included If non-return valves are fitted in hold bilges,
in this Survey. these be opened up for examination.
8.4 Survey requirements: Air compressors, 8.8.2 The oil fuel, feed and lubricating systems
receivers and starting air pipes and ballast connections and blanking
arrangements to deep tanks which may carry
8.4.1 All air receivers and other pressure liquid or dry cargoes, together with all pressure
vessels for essential services together with their filters, heaters and coolers used for essential
mountings and safety devices are to be cleaned service, are to be opened up and examined or
internally and examined internally and tested as considered necessary by the
externally. If an internal examination of an air Surveyor. All safety devices for the foregoing
receiver is not practicable it is to be tested are to be examined.
hydraulically to 1.3 times the working pressure.

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8.8.3 Non-metallic expansion joints in piping 8.14 Survey requirements: Internal
systems, if located in system which penetrates combustion engines for propulsion
the ship's side and both the penetration and the
non-metallic expansion joint are located below 8.14.1 All working parts of the engines and their
the deepest load waterline, are to be examined attached pumps are to be opened and
and replaced as necessary or at an interval examined. These should include all cylinders,
recommended by the manufacturer. cylinder heads, valves and valve gear, pistons,
piston rods, cross heads, guides, connecting
8.9 Survey requirements: Reduction gears, rods, crankshafts, vibration dampers and all
flexible couplings and clutch arrangements bearings, camshafts and driving gear, fuel
pumps and fittings, scavenge pumps, scavenge
8.9.1 Reduction gears, flexible couplings and blowers and their prime movers, superchargers,
clutch arrangements are to be opened as air compressors, inter coolers, clutches, reverse
considered by the Surveyor in order to permit gears, crankcase door fastenings and explosion
the examination of the gears, gear teeth, relief devices and such other parts of the
spiders, pinions, shafts and bearings, reversing machinery as may be considered necessary.
gears, etc. Essential parts of other power Integral piping systems are to be examined. The
transmission arrangements are to be opened up maneuvering of engines is to be tested under
and examined as considered necessary by the working condition.
Surveyor.
8.15 Survey requirements: Steam turbines
8.10 Survey requirements: Securing arran- for propulsion
gements
8.15.1 Upper halves of turbine casings are to be
8.10.1 Holding down bolts and chocks of main opened up rotors to be lifted up and inside of
and auxiliary engines, gear cases, thrust blocks casings, rotors and bearings (including thrust)
and tunnel bearings are to be checked. and governors to be examined.
8.11 Survey requirements: Shafting 8.15.2 At the first Special Periodical Survey
only, for vessels having more than one main
8.11.1 Intermediate shafts and bearings, thrust propulsion ahead turbine with emergency steam
bearings and their seating are to be examined. crossover arrangement, the turbine casings
The lower halves of bearings need not be need not be opened provided approved vibration
exposed if alignment and wear are found indicators and rotor position indicators are fitted
acceptable. and that the Surveyor considers the operating
records to be satisfactory. An operational test of
8.12 Survey requirements: Sea connections the turbines may be required if considered
necessary by the Surveyor.
8.12.1 All openings to the sea including sanitary
and other overboard discharges in the 8.15.3 Essential valves attached to the turbines
machinery spaces and pump rooms together and flexible couplings are to be examined. The
with valves and cocks are to be examined maneuvering of the turbines is to be tested
internally and externally. The fastenings of under working conditions.
valves and cocks to the hull are to be examined
and are to be renewed when considered 8.15.4 Exhaust steam turbines supplying power
necessary by the Surveyor. Particular attention for main propulsion purposes in conjunction with
is to be given to the sea suctions and sea water reciprocating engines together with their gearing
cooling pipes. and appliances, steam compressors or electrical
machinery are to be examined as far as
8.13 Survey requirements: Windlass and practicable. Where cone connections to internal
steering machinery gear shafts are fitted, the coned ends are to be
examined as far as practicable. The
8.13.1 These are to be examined to ascertain maneuvering of engines is to be tested under
that they are in good working order. Any relief working conditions.
valves fitted are to be included in the above
examination.

Chapter 2 Part 1
8.16 Survey requirements: Steam recipro- of such failure is to be investigated and

cating engines for propulsion appropriate remedies determined.
8.16.1 Working parts of main engines and 8.19 Survey requirements : Electrical
attached pumps including bulkhead stop valves, equipment survey
maneuvering valves, cylinders, pistons, valves
and valve gear, piston rods, connecting rods, 8.19.1 Electrical installations including auxiliary
crankshaft and bearings and governor are to be and emergency equipment are to be examined
opened up and examined. The maneuvering of in accordance with the following during each
engines is to be tested under working Survey cycle.
conditions.
8.19.2 Switch boards (including for emergency
8.17 Survey requirements: Gas turbines and use) and their accessories including section-
free piston gas generators for propulsion boards and sub-division fuse boards are to be
examined as far as possible and over current
8.17.1 The Survey should include opening and protective devices and fuses inspected to verify
examination of the following parts :- that they provide suitable protection for their
respective circuits. In the case of diving support
- The blading, rotors, and casings of the vessels using the emergency generator as the
turbines, the impellers or blading, rotors and independent source of power for the diving
casing of air compressors, the combustion system, the test should be carried out for the
chambers, burners, inter coolers, heat total load including diving system load.
exchangers, gas and air pressure piping
and fittings and reversing arrangements. 8.19.3 All generator circuit breakers are to be
When gas turbines operate in conjunction tested, as far as practicable, to verify that the
with free piston gas generators, the protective devices including preference tripping
following parts of the free piston gas relays, if fitted, operate satisfactorily. The
generators are to be opened and examined: generators are to be run under load either
the gas and air compressor cylinders and separately or in parallel, and the governing of
pistons and the compressor end covers, the the engines to be tested.
valves and valve gear, fuel pumps and
fittings, synchronising and control gear, 8.19.4 The insulation resistance of cables,
cooling system explosion relief devices, gas switch gear, generators, motors, heaters,
and air piping, receivers and valves lighting and other fittings is to be tested and
including by-pass. The maneuvering of should not be less than 100,000 ohms between
engines is to be tested under working all insulated circuits and earth. The installation
conditions. may be subdivided to any desired extent by
opening switches, removing fuses or
8.18 Survey requirements: Unattended disconnecting appliances for the purpose of this
machinery spaces/Remote control systems test.
8.18.1 Where remote and/or automatic controls The electric cables are to be examined as far as
such as bridge controls, bilge controls and bilge possible without undue disturbance of fixtures or
level alarms, local hand controls, fire detection casings unless deemed necessary by the
and prevention, alarms warning systems and Surveyor.
shut-offs, electric supply, main controls station,
are fitted for essential machinery, they are to be 8.19.5 Transformers are to be examined.
examined and tested to demonstrate that they Samples of oil are to be taken and tested for
are in good working order. breakdown voltage, acidity and moisture in case
of oil immersed transformers or electrical
8.18.2 During such trials the proper operation of apparatus associated with supplies to essential
the safety devices will be checked, in particular, services. The testing is to be carried out by a
such as emergency stops, emergency astern competent testing authority and a certificate
movement, standby control of the propelling giving the test results is to be furnished to the
gear, fire alarm. Surveyor.
8.18.3 The log recording the operating 8.19.6 Motors used for essential services
conditions should be checked. If such scrutiny including their starters are to be examined, and
reveals that certain portion of the automated under working conditions if considered
equipment has behaved abnormally the cause necessary by the Surveyors.

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8.19.7 Generators and steering gear motors are and ventilating plant (including coolers) are to be
to be examined under working conditions. Air examined and their insulation resistance to earth
gaps are to be checked for excessive wear to be measured. Protective gear and alarm
down. devices are to be checked as far as practicable
and special attention should be given to
8.19.8 In the case of electromagnetic couplings, windings, commutators and slip rings. Safety
the air gaps are to be measured and reported interlocks intended to prevent unsafe operation
and any excessive eccentricity corrected. Switch or unauthorised access are to be checked to
gear and couplings for same are to be examined verify that they are functioning correctly.
and tested. Emergency over speed governors are to be
tested. Where insulating oil is used, samples of
8.19.9 The emergency source of power and its oil are to be taken and tested for breakdown
associated circuits are to be tested. In the case voltage, acidity and moisture by a competent
of passenger ships, the temporary source of testing authority and a certificate giving the test
power and its automatic arrangements (if fitted) results is to be furnished to the Surveyor.
are also to be tested.
8.21 In service testing of large permanently
8.19.10 Navigation light indicators are to be tried installed breathing gas containers onboard
under working conditions, and correct operation diving vessels - Special Requirements
on the failure of supply or failure of navigation
lights verified. 8.21.1 At the first special survey, following is to
be carried out:
8.19.11 In tankers, a General examination of
electrical equipment located in dangerous zones - External and internal survey, by intrascope if
and spaces is to be made to ensure that the necessary.
integrity of the safe type electrical equipment
has not been impaired owing to corrosion, - If internal survey is not possible or if
missing bolts, etc. Cable runs are to be corrosion or other items of concern are
examined for sheath and armouring defects, found, hydraulic test to 1.25 x design
where practicable, and to ensure that the means pressure to be carried out.
of supporting the cable are in good order. Tests
are to be carried out to demonstrate the At subsequent special surveys, following to be
effectiveness of earth bonding straps. Alarms carried out:
and interlocks associated with pressurized
equipment or spaces are to tested for correct - External and internal survey, by intrascope if
operation. necessary.
Insulation resistance is to be measured for - Hydraulic test to 1.25 x design pressure.

circuits terminating in, or passing through
dangerous zones or spaces. 8.22 Surveys Requirements: Fuel
installations on ships utilizing Gaseous
8.20 Survey requirements : Electrical Fuels or Other Low Flash Point Fuels
propelling machinery
8.22.1 Surveys of Fuel installations on ships
8.20.1 On ships which are electrically propelled, using Gaseous fuels or other low flash point
the main propulsion motors, generators, cables, fuels are to be carried out in accordance with
together with all ancillary electrical gear, exciters the requirements of Section 20, as applicable.

Chapter 2 Part 1
Section 9
Boiler Surveys
9.1 General valve using its relieving gear, is to be carried out

annually, within the window of the Annual
9.1.1 All main and auxiliary boilers, exhaust gas Survey of a ship. For exhaust gas heated
steam generators and economisers are to be economizers, the safety valves are to be tested
surveyed at intervals specified in Sec.1 of this by the Chief Engineer at sea within the annual
Chapter. An extension of examination of the survey window. This test is to be recorded in the
boiler of up to 3 months beyond the due date log book for review by the attending Surveyor
can be granted in exceptional circumstances. prior to crediting the Annual Survey of
“Exceptional Circumstances” means un- Machinery.
availability of repair facilities, unavailability of
essential materials, equipment or spare parts, or 9.1.6 Principal boiler mountings and safety
delays incurred by action taken to avoid severe valves are to be examined at each Survey. The
weather conditions. remaining mountings are to be opened if
considered necessary by the Surveyor. Manhole
9.1.2 At each Survey, the boilers, superheaters, and hand hole doors, are to be examined to
economisers, air heaters, desuperheaters, and ensure that the joining faces are in good
other equipment are to be examined internally condition and that the clearances at the spigot
(water/steam side) and externally (fire side) as are satisfactory.
considered necessary.
9.1.7 In case where it is considered necessary,
In exhaust gas heated economizers of the shell the parts subjected to pressure are to be
type, all accessible welded joints are to be hydraulically tested and the thickness of plates
subjected to a visual examination for detection and size of stays ascertained to determine the
of cracks. Nondestructive testing may be safe working pressure. Collision chocks, rolling
required for this purpose. stays and boiler stools are to be examined and
maintained in efficient condition. The shell
When direct visual internal inspection is not plating in way of welded lugs or fabricated feet
feasible due to the limited size of the internal are to be carefully examined at each Survey.
spaces, such as for small boilers and/or narrow Insulation and sheathing in way are to be
internal spaces, this may be replaced by a removed as considered necessary for this
hydrostatic pressure test or by alternative purpose.
verifications as determined by IRS.
In fired boilers employing forced circulation the
9.1.3 Boiler safety valve and its relieving gear pumps used for this purpose are to be opened
are to be examined and tested to verify and examined at each boiler Survey.
satisfactory operation. The adjustment of the
safety valves is to be verified during each boiler 9.1.8 The proper operation of the water level
internal survey. Safety valves are to be adjusted indicators are to be confirmed at each Survey.
to a pressure not greater than 3 percent of the The oil fuel burning system is to be examined
approved working pressure. under working conditions and a general
examination made of the fuel tank valves, pipe,
9.1.4 Review of the following records since the deck control gear and oil discharge pipes
last boiler survey is to be carried out as part of between pumps and burners.
the survey:
GUIDANCE :
a) Operation
b) Maintenance Every effort should be made to complete the
c) Repair history boiler Survey once it has been commenced at
d) Feed water chemistry the same port if possible or immediately
afterwards on the first occasion when steam is
9.1.5 External survey of boilers including test of raised.
safety and protective devices and test of safety

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9.1.9 An extension of survey may be granted by 9.2.2 At each steam heated steam generator
IRS, on the basis of 9.1.1, after the following is survey the mountings and the safety valves are
satisfactorily carried out: to be examined. Manhole and hand hole doors
are to be examined to ensure that joining faces
a) External examination of the boiler are in good condition and that the clearances at
the spigot are satisfactory.
b) Boiler safety valve relieving gear
(easing gear) is examined and 9.2.3 Where it is considered necessary, parts
operationally tested. subjected to pressure are to be hydraulically
tested and the thickness of plates and the sizes
c) Boiler protective devices operationally of stays ascertained to determine the safe
tested. working pressure.
d) Review of the records since the last 9.2.4 The proper operation of the water level
boiler survey as mentioned in 9.1.4. indicators is to be confirmed at each Survey.
The safety valves of the steam heated steam
9.2 Steam heated steam generator generator are to be adjusted to a pressure not
greater than 3 per cent above the approved
9.2.1 Steam heated steam generators are to be working pressure.
surveyed at two and half yearly intervals.
Section 10
Steam Pipes Surveys
10.1 General 10.2.1 Where the saturated steam pipes

adjoining the saturated steam headers are
10.1.1 Steam pipes are to be surveyed as part situated partly in the boiler smoke boxes, all
of special surveys of machinery or continuous such pipes adjoining and cross connecting these
surveys of machinery (CSM). headers in the smoke boxes are required to be
included in the pipes required for examination
10.1.2 At each Survey a selected number of and testing for the steam pipe Survey.
main and auxiliary steam pipes over 75 [mm]
bore supplying steam for essential services are 10.3 Copper pipes
to be examined internally and tested
hydraulically to 1.5 times the working pressure. 10.3.1 At 10 years from the date of build, or of
If these are found satisfactory, the remaining installation and thereafter at 5 yearly intervals,
need not be tested. In cases of pipes having all copper pipes over 75 [mm] bore and
welded joints, the lagging in way of the welds is supplying steam for essential services at sea
to be removed and the welds examined and if are to be hydraulically tested to twice the
considered necessary crack detected. working pressure. Pipes which are subjected to
bending and/or vibration are to be annealed
10.2 Cylindrical boilers having smoke tube before testing.
superheaters

Chapter 2 Part 1
Section 11
Surveys of Propeller Shafts, Tube Shafts and Propellers
11.1 General .4 Stern Tube. Tube or pipe fitted in the shell of

a ship at the stern (or rear part of the ship),
11.1.1 At shaft surveys, propeller shafts and below the water-line, through which passes the
tube shafts, if any, are to be sufficiently drawn to tube shaft or the propeller-shaft. Stern tube is
permit entire examination at intervals as detailed the housing of the shaft bearings, generally two
in Sec.1 of this Chapter. (one aft and one fore), that sustain the shaft and
allows its rotation with less frictional resistance.
Unless alternative means are provided to ensure The stern tube also accommodates the shaft
the condition of the propeller shaft assembly, sealing arrangement.
these requirements apply to all vessels with
conventional shafting fitted with a propeller as .5 Close Loop (system) Oil Lubricated Bearing.
follows: Closed loop oil lubricating systems use oil to
lubricate the bearings and are sealed against
.1 from 1 Jan 2016 for ships delivered on or the environment (seawater) by adequate sealing
after 1 Jan 2016; / gland devices.
.2 after the first shaft survey scheduled on or .6 Water Lubricated Bearing. Water lubricated
after 1 Jan 2016, for ships delivered before 1 bearings are bearings cooled / lubricated by
Jan 2016. Upon completion of the first shaft water (fresh or salt).
survey scheduled on or after 1 Jan 2016, the
designation of dates for the next shaft survey is .7 Closed Loop System Fresh Water Lubricated
to be made based on the requirements in this Bearing. Closed loop water lubricating systems
section. use fresh water to lubricate the bearings and are
sealed against the environment (such as
11.1.2 For the purpose of these requirements, seawater) by adequate sealing / gland devices.
the following definitions are applicable:
.8 Open Systems (water). Open water
.1 Shaft is a general definition that includes: lubricating systems use water to lubricate the
bearings and are exposed to the environment.
- Propeller shaft
- Tube shaft .9 Adequate means for protection against
corrosion. An adequate means for protection
The definition does not include the intermediate against corrosion is an approved means for full
shaft(s) which is (are) considered part of the protection of the core shaft against sea water
propulsion shafting inside the vessel. intrusion and subsequent corrosion attack. Such
means are used for the protection of common
.2 Propeller Shaft. Propeller shaft is the part of steel material against corrosion particularly in
the propulsion shaft to which the propeller is combination with water lubricated bearings.
fitted. It may also be called screwshaft or Typical means are for example:
tailshaft. Where a separate tube shaft is not
fitted, the propeller shaft runs through the stern - continuous metallic, corrosion resistant
tube and is connected to the intermediate shaft liners,
within the ship. In this case, only the propeller - continuous cladding,
shaft and intermediate shaft are fitted and there - multiple layer synthetic coating,
is no tube shaft. - multiple layer of fiberglass,
- combinations of above mentioned,
.3 Tube Shaft. Tube shaft is a shaft placed - rubber / elastomer covering coating.
between the intermediate shaft and propeller
shaft, normally arranged within a stern tube or The means for protection against corrosion are
running in open water. It may also be called installed / applied according to IRS approved
Stern Tube Shaft. procedures.

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.10 Corrosion Resistant Shaft. Corrosion - presence of bearing particles or other
resistant shaft is made in approved corrosion particles (only for laboratory analysis,
resistant steel as core material for the shaft. not required for tests carried out in
presence of the surveyor).
.11 Sterntube Sealing System. Sterntube
sealing system is the equipment installed on the .16 Keyless Connection. Keyless connection is
inboard extremity and, for closed systems, at the forced coupling methodology between the
outboard extremity of the sterntube. shaft and the propeller without a key achieved
through interference fit of the propeller boss on
Inboard Seal is the device fitted on the fore part the shaft tapered end.
of the sterntube that achieve the sealing against
the possible leakage of the lubricant media in to .17 Keyed Connection. Keyed connection is the
the ship internal. forced coupling methodology between the shaft
Outboard seal is the device fitted on the aft part and the propeller with a key and keyway
of the sterntube that achieve the sealing against achieved through the interference fit of the
the possible sea water ingress and the leakage propeller boss on the shaft tapered end.
of the lubricant media.
.18 Flanged Connection. Flanged connection is
.12 Service Records. Service records are the coupling methodology, between the shaft
regularly recorded data showing in-service and the propeller, achieved by a flange, built in
conditions of the shaft(s) and may include, as at the shaft aft end, bolted to propeller boss.
applicable: lubricating oil temperature, bearing
temperature and oil consumption records (for oil .19 Alternative Means. Shafting arrangements
lubricated bearings) or water flow, water such as, but not limited to, an approved
temperature, salinity, pH, make-up water and Condition Monitoring Scheme and/ or other
water pressure (for closed loop fresh water reliable approved means for assessing and
lubricated bearings depending on design). monitoring the condition of the tail shaft,
bearings, sealing devices and the stern tube
.13 Oil sample examination. An oil sample lubricant system capable to assure the condition
examination is a visual examination of the stern of the propeller shaft assembly with an
tube lubricating oil taken in presence of the equivalent level of safety as obtained by survey
surveyor with a focus on water contamination. methods as indicated in this Section. “TCM”
notation requirements in Pt.4, Ch.4 of the Rules
.14 Lubricating oil analysis. Lubricating oil are considered as alternative means. Condition
analysis is to be carried out at regular intervals monitoring records, as applicable, are to be
not exceeding six (6) months. The verified at annual surveys. For shaft surveys,
documentation on lubricating oil analysis is to be methods and extensions based on the type of
available on board. lubrication and connection, as indicated in Table
11.2.3 will be applicable.
Oil samples, to be submitted for the analysis,
are to be taken under service conditions. 11.2 Oil Lubricated Shafts or Closed Loop
System Fresh Water Lubricated Shafts
.15 Fresh water sample test. Fresh water (Closed System)
sample test is to be carried out at regular
intervals not exceeding six (6) months 11.2.1 Shaft Survey Methods
Samples are to be taken under service
conditions and are to be representative of the 11.2.1.1 METHOD 1
water circulating within the sterntube. Analysis
results are to be retained on board and made .1 The survey is to consist of:
available to the surveyor. At time of survey the
sample for the test is to be taken in the - Drawing the shaft and examining the entire
presence of the surveyor. shaft, seals system and bearings;
Fresh water sample test is to include the - For keyed and keyless connections:
following parameters:
- chlorides content, - Removing the propeller to expose the
- pH value, forward end of the taper,

Chapter 2 Part 1
- Performing a non-destructive examination .2 The survey is to consist of:

(NDE) by an approved surface crack-
detection method all around the shaft in way - For keyed and keyless connections:
of the forward portion of the taper section,
including the keyway (if fitted). - Removing the propeller to expose the
forward end of the taper;
For shaft provided with liners the NDE is - Performing a non-destructive examination
to extend to the after edge of the liner. (NDE) by an approved surface crack-
detection Method all around the shaft in way
- For flanged connection: of the forward portion of the taper section,
including the keyway (if fitted).
- Whenever the coupling bolts of any type of
flange-connected shaft are removed or the - For flanged connection:
flange radius is made accessible in
connection with overhaul, repairs or when - Whenever the coupling bolts of any type of
deemed necessary by the surveyor, the flange-connected shaft are removed or the
coupling bolts and flange radius are to be flange radius is made accessible in
examined by means of an approved surface connection with overhaul, repairs or when
crack detection method. deemed necessary by the surveyor, the
coupling bolts and flange radius are to be
- Checking and recording the bearing examined by means of an approved surface
clearances; crack detection Method.
- Verification that the propeller is free of - Checking and recording the bearing wear
damages which may cause the propeller to be down measurements;
out of balance;
- Visual Inspection of all accessible parts of the
- Verification of the satisfactory conditions of shafting system;
inboard and outboard seals during the re-
installation of the shaft and propeller; - Verification that the propeller is free of
damages which may cause the propeller to be
- Recording the bearing wear down out of balance;
measurements (after re-installation)
- Seal liner found to be or placed in a
11.2.1.2 METHOD 2 satisfactory condition;
.1 The following are to be verified and found - Verification of the satisfactory re-installation of
satisfactory as a pre-requisite for application of the propeller including verification of satisfactory
Method 2: conditions of inboard and outboard seals.
- Review of service records; 11.2.1.3 METHOD 3
- Review of test records of: .1 The pre-requisites for application of Method 3,

are the same as those given in 11.2.1.2.1
- Lubricating Oil analysis (for oil lubricated
shafts), or .2 The survey is to consist of
- Fresh water sample test (for closed system - Checking and recording the bearing wear
fresh water lubricated shafts); down measurements;
- Oil sample examination (for oil lubricated - Visual Inspection of all accessible parts of the
shafts), or fresh water sample test (for closed shafting system;
system fresh water lubricated);
- Verification that the propeller is free of damage
- Verification that there are no repairs by which may cause the propeller to be out of
grinding or welding of shaft and/or propeller. balance;

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- Seal liner found to be or placed in a .2 The survey is to consist of:
satisfactory condition;
- Visual inspection of all accessible parts of the
- Verification of the satisfactory conditions of shafting system;
inboard and outboard seals.
- Verification that the propeller is free of damage
11.2.2 Shaft Extension Surveys – Extension which may cause the propeller to be out of
Types balance;
11.2.2.1 Extension up to 2.5 years - Verification of the effectiveness of inboard seal

and outboard seals.
.1 In addition to the pre-requisites listed in
11.2.1.2.1, the Chief Engineer is to confirm that 11.2.2.3 Extension up to 3 months
the shafting arrangement is in good working
condition, for extension up to 2.5 years to be .1 The pre-requisites listed in 11.2.2.2.1 above
applied. are to be verified and found satisfactory for
extension up to 3 months to be applied.
.2 The survey is to consist of:
.2 The survey is to consist of:
- Checking and recording the bearing wear
down measurements, as far as practicable; - Visual inspection of all accessible parts of the
shafting system;
- Visual inspection of all accessible parts of the
shafting system; - Verification of the effectiveness of the inboard
seal.
- Verification that the propeller is free of
damages which may cause the propeller to be 11.2.3 Methods for oil lubricated shafts and
out of balance; fresh water lubricated shafts (closed loop
systems) and shaft survey intervals.
- Verification of the effectiveness of inboard seal
and outboard seals. Details of the applicable methods for flanged
propeller connection, keyless propeller
11.2.2.2 Extension up to 1 year connection and keyed propeller connection and
survey intervals are listed in Table 11.2.3. The
.1 In addition to the pre-requisites listed in types of survey extensions applicable, are also
11.2.2.1.1, the previous wear down and/ or listed in Table 11.2.3.
clearance recordings are also to be reviewed,
for extension up to 1 year to be applied.
Table 11.2.3 : Survey Intervals (Closed Systems)
Oil Lubricated [Survey Notation SH (OL)]

Flanged Propeller Keyless Propeller Keyed Propeller
Coupling Coupling Couplingb
Every five yearsa Method 1 or Method 2 or Method 1 or Method 2 or Method 1 or Method 2
Method 3 Method 3c
Extension 2.5 Y Yesd Yesd Yesd
Extension 1 Y Yese Yese Yese
Extension 3 M Yesf Yesf Yesf
Fresh Water Lubricated [Survey Notation SH (FW-C)]

Flanged Propeller Keyless Propeller Keyed Propeller
Coupling Coupling Couplingb
Every five yearsa Method 1g or Method Method 1g or Method Method 1g or
2 or Method 3 2 or Method 3 Method 2
Extension 2.5 Y Yesd Yesd Yesd
Extension 1 Y Yese Yese Yese
Extension 3 M Yesf Yesf Yesf

Chapter 2 Part 1
General Notes :
For surveys (Method 1, or Method 2, or Method 3) completed within 3 months before the shaft survey due
date, the next period is to start from the shaft survey due date.
The extension survey is normally to be carried out within 1 month of the shaft survey due date and the
extension counts from the shaft survey due date. If the extension survey is carried out more than 1 month
prior to the shaft survey due date, then the period of extension counts from the date on which the
extension survey was completed.
Methods 1, 2 & 3 are described in 11.2.1.1, 11.2.1.2 and 11.2.1.3 respectively. The pre-requisites for
each Method are to be satisfactorily verified, prior surveys.
Survey methods 1, 2 and 3 would normally require drydocking of the vessel. Extension surveys may be
carried out without dry-docking by in water surveys.
a) Unless an Extension type (Extension 2.5 Y, Extension 1 Y, Extension 3 M) is applied in between.
b) Method 3 is not allowed.
c) The maximum interval between two surveys carried out according to Method 1 or Method 2 is not to
exceed 15 years, except in the case when one extension for no more than three months is granted.
d) No more than one extension can be granted. No further extension of other type can be granted.
e) No more than two consecutive “one year extensions” can be granted.In the event an additional
extension is requested the requirements of the “2.5 years extension” are to be carried out and the shaft
survey due date, prior to the previous extension(s), is extended for a maximum of 2.5 years.
f) No more than one “three months extension” can be granted. In the event an additional extension is
requested, the requirements of “one year extension” or “2.5 years extension” are to be carried out and the
shaft survey due date prior to the previous extension is to be extended for a maximum of one year or 2.5
years.
g) The maximum interval between two surveys carried out according to Method 1 is not to be more than
15 years. An extension for no more than three months can be granted.
11.3 Water Lubricated Shafts (Open - performing a non-destructive examination

Systems) (NDE) by an approved surface crack
detection method all around the shaft in way
11.3.1 Shaft Survey Methods of the forward portion of the taper section,
including the keyway (if fitted). For shaft
11.3.1.1 METHOD 4 provided with liners the NDE is to be
extended to the after edge of the liner
The survey is to consist of
- For flanged connection:
- Drawing the shaft and examining the entire
shaft (including liners, corrosion protection - Whenever the coupling bolts of any type of
system and stress reducing features, where flange-connected shaft are removed or the
provided), inboard seal system and bearings. flange radius is made accessible in
connection with overhaul, repairs or when
- For keyed and keyless connections: deemed necessary by the surveyor, the
coupling bolts and flange radius are to be
- removing the propeller to expose the examined by means of an approved surface
forward end of the taper, crack detection method.

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- Checking and recording the bearing - Verification of the effectiveness of the inboard
clearances. seal.
- Verification that the propeller is free of damage 11.3.2.2 Extension up to 3 months

which may cause the propeller to be out of
balance. .1 The pre-requisites listed in 11.3.2.1.1 are to
be satisfactorily verified, for extension up to 3
- Verification of the satisfactory conditions of months to be applied.
inboard seal during re-installation of the shaft
and propeller. .2 The survey is to consist of:
11.3.2 Shaft Extension Surveys – Extension - Visual Inspection of all accessible parts of the
Types shafting system;
11.3.2.1 Extension up to 1 year - Verification that the propeller is free of damage

which may cause the propeller to be out of
.1 Pre-requisites to be verified and found balance;
satisfactory in order to apply extension up to 1
year are as follows: - Verification of the effectiveness of the inboard
seal.
- Review of the previous clearance recordings;
11.3.3 Methods for water lubricated shafts (open
- Service records; loop systems) and shaft survey intervals, along
with applicable details are given in Table 11.3.3.
- Verification that there are no repairs by
grinding or welding of shaft and/or propeller; 11.3.3.1 For single shaft operating exclusively in
fresh water, single shaft provided with adequate
- Confirmation from the Chief Engineer that the means of corrosion protection, corrosion
shafting arrangement is in good working resistant shafts and multiple shaft
condition. arrangements; survey intervals up to 5 years
may be allowed. Applicable details along with
.2 The survey is to consist of: maximum permissible survey intervals are given
in Table 11.3.3.
- Visual Inspection of all accessible parts of the
shafting system; 11.3.3.2 Shaft arrangements, other than the
configurations listed in 11.3.3.1, are to be
- Verification that the propeller is free of surveyed according to Method 4, every 3 years.
damages which may cause the propeller to be Applicable details along with maximum
out of balance; permissible survey intervals are also given in
Table11.3.3.
- Checking and recording the clearances of
bearing;
Table 11.3.3 : Survey Intervals (Open Systems)
Single shaft operating exclusively in fresh Other Shaft Configurations

water [Survey Notation SH (S-FW-O)] [Survey Notation SH (S-O)]
Single shaft provided with adequate means of
corrosion protection, single corrosion resistant
shaft [Survey Notation SH (S-CP-O)]
All kinds of multiple shaft configurations
[Survey Notation SH (M-O)]
All kinds of propeller couplingsd
Every five yearsa Method 4 Every three yearsa Method 4
b
Extension 1 Y Yes Extension 1 Y Yesb
Extension 3 M Yesc Extension 3 M Yesc

Chapter 2 Part 1
General Notes :
For surveys (Method 4) completed within 3 months before the shaft survey due date, the next period will
start from the shaft survey due date.
The extension survey is to be normally carried out within 1 month of the shaft survey due date and the
extension counts from the shaft survey due date. If the extension survey is carried out more than 1 month
prior to the shaft survey due date, then the period of extension is to count from the date on which the
extension survey was completed.
Method 4 is described in 11.3.1.1. The pre-requisites for the Method are to be satisfactorily verified, prior
survey.
Survey method 4 would normally require dry docking of the vessel. Extension surveys may be carried out
without dry-docking by in water surveys.
In case of multiple shaft configurations, if there is a failure to one shaft system, vessel is to be dry-docked
for carrying out surveys of all shaft systems, and repairs as necessary.
Notes :
a) Unless an Extension type (Extension 1 Y, Extension 3 M) is applied in between.
b) No more than one extension can be granted. No further extension, of other type, can be granted.
c) No more than one extension can be granted. In the event an additional extension is requested the
requirements of the one year extension are to be carried out and the shaft survey due date prior to the
previous extension is to be extended for a maximum of one year.
d) For keyless propeller connections the maximum interval between two consecutive dismantling and
verifications of the shaft cone by means of non-destructive examination (NDE) is not to exceed 15 years.
11.4 Steerable and azimuth thrusters If the above checks are not satisfactory,
complete dismantling of the internal parts may
The survey is to normally comprise of be required.
examination of the following:
11.5 Vertical axis propellers
a) Exposed parts including attachment to the
hull. The survey is to normally comprise of
examination of the following:
b) The following items upon removal of
propeller: a) Exposed parts.
- propeller shaft threaded end and nut; b) Tightness of the oil glands and the backlash
- cone, key and keyway including of the gears from outside by action on the
examination by an efficient crack blades.
detection method of fore part of the
shaft cone; c) Gears, as far as practicable through hand
- sealing glands. holes and observation ports.
c) Lubricating oil analysis (to include wear d) Control gear for proper functioning.
particle analysis) records to detect possible
wear of internal gears and bearings. e) Lubricating oil analysis (to include wear
particle analysis) records to detect possible
d) Internal gears and control gears as far as wear of internal gears and bearings.
practicable through hand holes or limited
opening of controlling device. If the above checks are not satisfactory,

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complete dismantling of the internal parts may shafts, the working parts and control gear are to
be required. be opened up sufficiently to enable Surveyors to
examine them at each shaft survey. The survey
11.6 Water jet systems is to include the following:
The survey is to normally comprise of a) Analysis of hydraulic oil including wear

examination of the following: particle analysis.
a) Impeller, shaft and bearing clearances. b) Propeller blades and hub including crack
detection of blade root, flange and blade
b) Sealing glands. securing arrangements.
c) Nozzle assembly. c) Examination of seals, carrier bearings,

crank pin ring, fillets, blade openings in the
d) Control and reversing gear. boss and blade bolts, upon removal of at
least one blade.
e) Suction grids.
d) Examination of distribution box seal and
If the above checks are not satisfactory further bearings.
dismantling may be required.
e) Verification upon re-assembly of,
11.7 Controllable pitch propellers servomechanism and hydraulic test of hub
and hydraulic piping including pitch controls
Where controllable pitch propellers are fitted, in together with limit stops.
addition to the survey requirements of the
Section 12
Surveys of Inert Gas Systems
12.1 General e) examination of the operation of all remotely

or automatically operated valves and, in
12.1.1 Inert gas systems installed on board particular, the flue gas isolating valve(s).
ships intended for the carriage of oil or liquid
chemicals in bulk or liquefied gases are to be f) checking the interlocking feature of soot
surveyed periodically as detailed in Sec.1 of this blowers.
Chapter.
g) checking that the gas pressure regulation
12.2 Annual surveys valve automatically closes when the inert
gas blowers are secured.
12.2.1 Following are to be examined at each
Annual Survey: h) checking as far as practicable, the following
alarms and safety devices of the inert gas
a) external examination of the condition of all systems using simulated conditions where
piping and components for signs of necessary:
corrosion or gas/effluent leakage.
- high oxygen content of gas in the inert gas
b) verification of the proper operation of both main;
inert gas blowers. - low gas pressure in the inert gas main;
- low pressure in the supply to the deck water
c) checking the operation of scrubber room seal;
ventilation system. - high temperature of gas in the inert gas
main;
d) checking of deck water seal for automatic - low water pressure to the scrubber;
filling and draining and checking for the - accuracy of portable and fixed oxygen
presence of water carry over and checking measuring equipment by means of
the condition of non-return valve. calibration gas;

Chapter 2 Part 1
- high water level in scrubber; interlocking devices are to be examined as

- failure of the inert gas blowers; considered necessary. The deck seal and non-
- failure of the power supply to the automatic return valve is to be examined. Cooling water
control system for the gas regulating valve systems including the effluent piping and
and to the instrumentation for continuous overboard discharge from scrubbers are to be
indication and permanent recording of examined. All automatic shut down devices and
pressure and oxygen content in the inert alarms are to be tested. The complete
gas main; installation is to be tested under working
- high pressure of gas in the inert gas main. conditions on completion of Survey.
- Surveys carried out by the National
Authority of the country in which the ship is 12.3.2 When, at the request of an Owner, it has
registered would normally be accepted as been agreed by IRS that Complete Survey of
meeting these requirements, at the the inert gas system may be carried out on the
discretion of the Surveyor. continuous basis, the various items of the
system are to be opened up for survey in
12.2.2 Checking when practicable, the proper rotation, so far as practicable, to ensure that the
operation of the inert gas system on completion interval between consecutive examinations of
of the checks listed in 12.2.1 h). each item will not exceed five years. In general
one-fifth of the machinery is to be examined
12.3 Special surveys each year.
12.3.1 At each Special Survey of the inert gas 12.3.3 If any examination during Continuous
system, the inert gas generator, scrubber and Survey reveals defects, further parts are to be
blower are to be opened out as considered opened up and examined as considered
necessary and examined. Gas distribution lines necessary by the Surveyor, and the defects are
and shut off valves, including soot blower to be made good to his satisfaction.
Section 13
Surveys of Vessels with Refrigerated Cargo Installations
13.1 General extend the validity of the classification certificate

for a period not exceeding 3 months. Such
13.1.1 Refrigerated Cargo Installation, on ships requests will only be considered to enable the
which have been assigned the character HY, vessel to complete its voyage to the port of
are to be surveyed periodically as indicated in survey and only in cases where it is considered
Sec.1 of this Chapter. proper and reasonable to do so.
13.1.2 Where a Refrigerated Cargo Installation 13.3 Continuous special survey of

holds dual classification with IRS, additional refrigerating installation
Periodical Survey requirements, if any, of the
corresponding Society would also be applicable. 13.3.1 At the request of the Owners and upon
receipt of a satisfactory proposed arrangement,
13.2 Periodical surveys IRS may give consideration to a system of
Continuous Survey of refrigerating installation
13.2.1 A Special Survey is to be held at 5 yearly (CS HY) being carried out whereby the
intervals. When due to special circumstances a requirements of Special Surveys as detailed in
Special Survey is commenced prior to its due 13.5 and 13.6 are completed within a 5 year
date, the Survey is to be completed within a period. In such case the various items of
period not exceeding 9 months and not later machinery should be opened out for Survey in
than the expiry date of the classification rotation, so far as practicable, to ensure that the
certificate including any postponement that may interval between consecutive examination of
be granted by IRS. each item does not exceed five years and it is
expected that approximately an equal proportion
13.2.2 If a vessel at the time classification of the surveyable items would be subjected to
certificate expires is not in a port in which it is to Survey each year.
be surveyed, IRS may upon Owners request

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13.3.2 In case any defects are revealed during regulating valves opened just sufficient to obtain
these examinations, further parts may have to an approximate balance of pressure throughout
be opened up as considered necessary by the the system and to avoid accumulation of liquid in
Surveyor. the coils or grids.
13.4 Annual survey requirements 13.4.8 The shells of condensers, evaporators,

separators, receivers, and other pressure
13.4.1 Log Books or other records are to be vessels are to be examined as far as
examined to ascertain that the installation has practicable. Any evidence of excessive
been working satisfactorily. Any indications of corrosion of water end covers of "shell and tube"
breakdowns or defects, during the previous 12 and "double-pipe" type condensers is to be
months, are to be noted and reported. investigated.
Whenever possible, an examination of the
refrigerating plant is to be made upon arrival of 13.4.9 Primary refrigerant gas and liquid pipes,
the ship at the port of discharge before condenser cooling water piping and valves are
refrigerated cargo is unloaded. to be examined as far as possible.
13.4.2 Refrigerated chambers/holds are to be 13.4.10 Any evidence of dampness or

examined after careful cleaning. A detailed deterioration of the insulation which could lead
examination is to be made of these spaces. For to external corrosion of the vessels or other
this purpose, removable panels and covers are parts mentioned, is to be investigated and
to be removed and if appropriate, spot checks of necessary measures are to be taken to correct
the insulation are to be carried out for condition the defects thus ascertained.
and shrinkage. If there is trace of damp or
leakage of the insulation from whatever source 13.4.11 A general examination is to be made of
(fuel tank, pipe work, pipe coils, scuppers, etc.) the fans, their motors, control gear and the
or any trace of deterioration in the insulation or insulation resistance is to be measured. The
its lining, of the air ducts or air coolers, a more insulation resistance is not to be less than
thorough examination is to be made and 100,000 ohms. The generating plant supplying
necessary measures taken to correct the electric power is to be examined generally with a
defects thus ascertained. view to ascertaining that the plant is being
efficiently maintained.
13.4.3 Where the cargo is refrigerated by
circulating air, the proper air tightness of the air 13.4.12 The thermometers for measuring the
ducts, air cooler casings, hatch covers, doors, chamber air suction and air delivery
butterfly dampers in ventilation ducts is to be temperatures are to be examined. If repairs and
checked. The insulation of the lining joints renewals are carried out, the thermometers are
should also be carefully checked. afterwards to be checked for accuracy.
13.4.4 The bilges are to be cleaned and suction 13.4.13 A Survey book or other permanent
pipes, sounding pipes and scupper non-return record is to be kept on board the ship to show
valves examined. The Surveyor should satisfy the date of examination of various parts. This is
himself that all scuppers draining the chambers to be available to the Surveyor at all times and is
and cooler trays are in good working order. to be signed by the Surveyor on each occasion
after the Survey.
13.4.5 Air cooler coils, cooling grids and valves
are to be examined and the Surveyor should 13.5 Requirements of first special survey
satisfy himself that no pipe is partially or
completely choked and that the valves are in 13.5.1 Each reciprocating compressor, including
good working order. those provided for sub- cooling the primary
refrigerant, is to be opened up. Cylinder bores,
13.4.6 Brine coils are to be examined whilst pistons, piston rods, connecting rods, valves
under a pressure of 1.5 times working pressure and seats, glands, relief devices, suction filters
or 3 bar whichever is greater. and lubricating arrangements are to be
examined. Crankshafts are to be examined, but
13.4.7 Primary refrigerant cooler coils and grids crankcase glands and the lower halves of main
are to be examined whilst under the refrigerant bearings need not be exposed if the Surveyor is
pressure prevailing in the system at the time of satisfied as to alignment and wear.
the Survey with the plant at rest and the

Chapter 2 Part 1
13.5.2 For screw-type compressors, the period testing, to prevent corrosion. On replacement of
before opening up may be extended to 6 years the insulation, the vapour sealing of the outer
or 25000 running hours, whichever is the earlier. covering is to be made good.
13.5.3 Where there is a programme of 13.5.11 The Surveyor is to satisfy himself that all
replacement instead of Surveys on board, pressure relief valves and/or safety discs
alternative Survey arrangements will be throughout the refrigerating plant are in good
considered. Each case will be given individual order. However, no attempt is to be made to test
consideration. primary refrigerant pressure relief valves on
board ship.
13.5.4 Refrigerant condenser cooling water
pumps, including standby pump(s) which may 13.5.12 Sea connections to refrigerant
be used on other services, are to be opened up condensers cooling water pumps are to be
and their working parts exposed. opened up on the occasion of the hull and/or
main machinery Special Survey.
13.5.5 Brine and primary refrigerant pumps are
to be opened up and their working parts 13.5.13 The electric motors driving refrigerant
exposed. Special consideration will be given to compressors, pumps and fans, together with
Survey requirements for primary refrigerant their control gear and cables, are to have their
pumps of the hermetically sealed type. insulation resistance tested and this is to be not
less than100000 ohms between all insulated
13.5.6 The water end covers of "shell and tube" circuits and earth. The installation may be
and "double-pipe" type condensers are to be subdivided to any desired extent by opening
removed for examination of the tubes, tube switches, removing fuses or disconnecting
plates and covers. appliances for the purpose of this test.
13.5.7 The shells and connections of "shell-and- 13.5.14 The fittings on switchboards and
tube" and "double-pipe" type condensers and Section boards are to be examined, and over-
evaporators, separators, receivers, driers, filters current protective devices and fuses are to be
and other pressure vessels, and the coil inspected to verify that they provide suitable
terminals of "coil-in-casing" type condensers protection for their respective circuits.
and evaporators, are to be examined as far as
practicable. 13.5.15 Any arrangements fitted to disconnect
automatically the excess non- essential load
13.5.8 In the case of pressure vessels covered when the electrical generators are overloaded
by insulation, any evidence of dampness or are to be examined to ascertain that the circuits
deterioration of the insulation which could lead for cargo refrigerating machinery are included in
to external corrosion of the vessels or their the last group to be disconnected.
connections is to be investigated.
13.5.16 All automatic controls and alarms are to
13.5.9 Sufficient insulation is to be stripped from be tested.
insulated pressure vessels to allow the condition
of the vessels and their connections to be 13.5.17 Sufficient air trunking and insulation
ascertained. Care is to be taken that in lining is to be stripped from the chamber's
replacement of the insulation, the vapour sealing overhead and vertical surfaces to allow the
of the outer covering is made good. condition of the insulation, insulation linings,
grounds, supports, hangers and fixtures which
13.5.10 Sufficient insulation is to be stripped support the insulation, grids, meat rails, etc., to
from pipes carrying the refrigerant at various be ascertained. Care is to be taken that on
points of the system both outside and inside the replacement the ducts and linings are sealed
insulated chambers to permit the condition of against air blowing into the insulation, or against
the pipes to be ascertained. Sections of piping moisture ingress from refrigerated cell or space
exposed are to include locations where lengths atmosphere.
of piping have been connected by screwed
couplings or butt welding. Care is to be taken 13.5.18 Sufficient tank top insulation is to be
that when ungalvanized portions of the piping in stripped to allow the condition of the grounds
way of joints have been exposed they be and inner insulation lining to be ascertained.
suitably coated and taped, after pressure

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13.5.19 Due consideration is to be given to the Loading Port Survey at the first Loading Port
type of insulation used in the holds and would only be required provided all the
chambers when determining the amount of chambers which are intended to be loaded with
insulation lining to be removed as detailed in refrigerated cargo during the voyage are offered
13.5.17 and 13.5.18. Where organic foam for examination and no general cargo is
insulants have been used, including foamed "in subsequently loaded in these chambers prior to
situ", or other insulants in slab form, the loading of refrigerated cargo.
Surveyor should use his discretion regarding the
removal of linings if he is able to satisfy himself 13.7.4 The refrigerated cargo spaces are to be
that the condition of the insulation is good by examined in an empty state prior to loading the
means of test bore holes. cargo. The Surveyor is to satisfy himself that the
spaces are clean and free from odour which
13.5.20 Under normal circumstances, the may adversely affect the cargo to be loaded.
condition of hold and chamber insulation, The brine or other refrigerant pipe grids, cooler
grounds, etc., can be ascertained when the coils and connections should show no trace of
Special Survey of the ship's steel structure is leakage. The Surveyor should also satisfy
being held. himself that the fixed cargo battens on the
vertical surfaces are in good order, that cargo
13.5.21 Arrangements made for defrosting air gratings or dunnage battens are provided for the
coolers, and for draining condensate from trays floors or decks and that no damage has been
below coolers, are to be examined to ascertain sustained to the insulation or its lining prior to
that they are in working order. the loading of the refrigerated cargo.
13.5.22 Any air refreshing arrangements are to 13.7.5 Any indication of defective insulation not
be examined. considered to warrant immediate attention
should be noted and specially reported.
13.6 Subsequent special surveys
13.7.6 The scuppers and bilges in the
13.6.1 In addition to the requirements for first refrigerated cargo spaces are to be clean and
Special Survey the following items, as dry and the liquid seals should be primed.
mentioned in Table 13.6.1, are to be tested and
examined. 13.7.7 The Surveyor will check whether the
entire refrigerated cargo installation operates
13.7 Loading port surveys satisfactorily and he will record the temperatures
in the cargo spaces.
13.7.1 Where the Owner or his authorised
representative requests for a Loading Port 13.7.8 The proper operation of air duct
Survey, a Survey as detailed below is to be couplings for connecting refrigerated containers
carried out at the Loading Port. on the ship's own refrigerating installation has to
be checked. If refrigerated containers are
13.7.2 In the case of ships engaged on voyages coupled to the air ducts during the on board
of less than two months duration, a loading port Survey, the tight sealing effect of the couplings
certificate will be considered as valid for two is also to be checked.
months, provided the cargoes carried are of
such a nature as not to damage the insulation or 13.7.9 It is to be clearly understood that the
appliances in the insulated chambers, nor to certificate issued for the carrying out of a
affect by taint or mould the refrigerated cargoes Loading Port Survey is not in respect of the
loaded during that period. cargo to be loaded or the manner in which it is
to be stowed.
13.7.3 If a vessel loads at more than one port,

Chapter 2 Part 1
Table 13.6.1 : The requirements of special surveys
Ammonia (NH3) or
Dichlorodifluoro-
Item Monochlorodifluoro- Carbondioxide (CO2)
methane (R12)
methane R22)
"Shell and tube" type 7 bar 14 bar -
gas condensers or gas
evaporators (brine Water or brine end covers to be removed and shell pneumatically tested with
coolers) (primary the refrigerant or air or a mixture of inert gas and refrigerant to the above
refrigerant in the shell) pressures
17 bar 70 bar 140 bar
"Coil in casing" type
gas condensers Where it is impracticable to remove the coils they may be examined and
tested in place
"Coil in casing" type 14 bar 35 bar 105 bar
gas evaporators (brine Where it is impracticable to remove the coils they may be examined and
coolers) tested in place
Primary refrigerant
chamber grids or air 7 bar 10 bar 70 bar
cooler coils
"Shell and tube" type Primary refrigerant end covers are to be removed and tested
gas evaporators (brine
coolers) (brine is in the Shell to be hydraulically tested to twice the design pressure but not less than 3
shell) bar
Section 14
Planned Maintenance System
14.1 General inspection may be based on calendar or running

hours calling for items to be opened for
14.1.1 An approved Planned Maintenance inspection and overhaul at specified periods.
System on board a ship may be accepted in lieu
of the regular surveys by IRS Surveyors on 14.1.4 Other items of machinery and
CSM basis provided the requirements of this components, which are not subjected to an
section are complied with. approved condition monitoring system and part
of PMS are required to be surveyed at intervals
Any item not covered by PMS is to be surveyed not greater than those specified for CSM.
and credited in the usual way. In general the
intervals for PMS is not to exceed those 14.1.5 Chief Engineer of the vessel will be
specified for CSM survey. However, for responsible and in-charge of PMS and is to be
components where the maintenance is based on approved by IRS as per Pt.1, Ch.2, 1.4.3.
running hours longer intervals may be accepted
as long as the intervals are based on the 14.1.6 The survey of machinery and
manufacturer’s recommendations. PMS is to be components (defined at 14.2) & covered by the
programmed and maintained by a computerised PMS may be carried out by the Chief Engineer.
system. Survey of machinery and components defined in
14.3 is not eligible to be surveyed by the Chief
14.1.2 A vessel complying with the requirements Engineer.
of section will be assigned the PMS survey
notation. 14.1.7 At the time of the Annual Classification
Survey an audit of the planned maintenance
14.1.3 The survey system (PMS) is to be system will be carried out to ensure that the
approved by IRS before being implemented. system is being correctly operated in
When the system is implemented machinery accordance with the conditions of approval.

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14.1.8 When the annual audit is held, a sets can be overhauled while the other
confirmatory survey will be carried out for those remains as "stand-by").
items to be credited which have been examined - Intermediate shafts.
by the Chief Engineer under the planned - Main engine thrust bearing.
maintenance system during the preceding year.
Note : In cases where torsional vibration
14.2 Machinery acceptable for survey by characteristics indicate that there is no
Chief Engineers under Planned Maintenance susceptibility to damage as a result of
System uneven firing and condition monitoring
equipment is installed, a special
14.2.1 The following machinery may be arrangement may be granted whereby the
surveyed by the Chief Engineer under PMS: Chief Engineer is permitted to survey the
main engine crankshafts and bearings on
- Main engine cylinder covers. single engine installations provided a
- Main engine valves and valve gears. modified confirmatory survey is carried out
- Main engine cylinder liners. by IRS Surveyors at the time of the annual
- Main engine pistons and piston rods. audit as follows:
- Main engine connecting rods, crossheads,
top end bearings, guides, gudgeon pins and - Check condition-monitoring records.
bushes. - Check bearing clearances where
- Main engine crankshafts and bearings possible.
(multiple engine installations only). - Check for signs of wiped or broken
white metal in crankcase.
- Main engine fuel injection pumps and fuel - Check witness marks of shrink fits.
booster pumps.
- M.E. Scavenge pumps, blowers and air - Check bed plate structure inside and
coolers. outside.
- Main engine detuners, dampers and - Obtain Chief Engineer's statements
balancer units. regarding crankpins, journals and bearings.
- Main engine camshaft and camshaft drive.
- Main propulsion steam turbines (casing, Ships fitted with Approved Inert Gas Systems
rotor and blading) at alternate surveys
provided the monitoring is provided and - Scrubber units
vibration measurements and full power trials - Blowers
are carried out at the time of the survey in - Independent gas generators.
the presence of a Surveyor.
- M.E. driven pumps, e.g. bilge, lubricating oil, 14.3 Machinery not acceptable for Survey by
cooling water. Chief Engineers
- Independently driven pumps and associated
motors and cables where insulation - Main engine crankshaft and bearings in
resistance readings are supplied e.g. bilge, single engine installations where special
ballast, fresh water cooling, sea water requirements in 14.2.1 are not complied with
cooling, lubricating oil, oil fuel transfer. - Reduction/increase gearing, flexible coup-
- M.E. fresh water and lubricating oil coolers. lings and clutches.
- Low pressure heaters used in fuel oil - Holding down bolts and chocks
systems of internal combustion engines - Crankcase doors, crankcase and scavenge
- Main and auxiliary condensers/drain relief devices
coolers. - Boilers and all other pressure vessels
- Air compressors including their safety - Boiler fuel oil heaters
devices. - Steam pipes and starting air pipes
- Windlass and windlass machinery. - Maneuvering valves and bulkhead stop
- Forced or induced draught fans. valves
- Auxiliary oil and steam engines including - Steering machinery
their coolers and pumps (provided the - Pumping arrangements for Bilge/Ballast/
number of generating sets is such that all Fuel Oil/Fresh Water/Sea water/Lub.Oil/ Fire
services essential to the propulsion and - Electrical equipment other than that defined
safety of the ship, also the preservation of in 14.2.1
refrigerated cargo, can be supplied when - Propellers
any two sets are not working. One of these - Screwshafts

Chapter 2 Part 1
- Sea connections 14.4.3.2 The system is to be suitably protected

- M.E. controls, bridge, centralised or by suitable password access w.r.t. alterations to
automatic and controls in unmanned maintenance schedules, list of items under PMS
machinery spaces and noting of damages.
- Engine trial
- First start arrangements trial. 14.4.3.3 The computerized system is to include
a backup procedure, which is activated at
Ships fitted with Approved Inert Gas Systems regular intervals.
- All other I.G. system components not listed 14.4.3.4 The functional applications of these
in 14.2.1. computerized systems are to be approved by
IRS.
14.4 System Administration
14.4.4 Information to be available onboard.
14.4.1 The Owner is to make a formal request to
IRS providing the documentation and a) All the documentation listed in 14.4.2, duly
information detailed in 14.4.2 below for approval updated.
of the system.
b) Maintenance instructions for each
14.4.2 The documentation and information to be machinery, as applicable (supplied by the
submitted is to include the following: manufacturer or the shipyard).
a) A description of the system and its c) Reference documentation (trend investi-

application onboard and organizational gation procedures etc.).
interface identifying the areas of
responsibility ashore and the people d) The records of the maintenance performed,
responsible for the PMS onboard. including conditions found, repairs and
renewals carried out.
b) The list of items of machinery, equipment
and components to be considered for 14.5 System Implementation
inclusion in the PMS. The list is to be same
in terms of description and identification with 14.5.1 After the PMS documentation has been
the identification system adopted by IRS. approved, an Implementation survey is to be
carried out by IRS Surveyors.
c) Time schedules and scope of the
maintenance procedures for each item listed 14.5.2 Upon successful completion of the
in b), including acceptable limit conditions of Implementation Survey, the PMS is considered
the parameters to be monitored on items of approved and the survey notation PMS is
opened up machinery, based on the assigned to the vessel and entered in the
manufacturer's recommendations or Register of Ships.
recognized standards. These are to be laid
down in appropriate PMS sheets. 14.5.3 The PMS is retained throughout the class
period of the vessel provided that :
d) The documentation flow and filing
procedure. a) An annual report covering the year’s service
is submitted to IRS detailing the list of items
This is to include a system for reporting to of machinery and components which were
Owners, records to be maintained onboard subjected to preventive maintenance in the
and at Owner’s head quarters. period under review, together with
preventive maintenance sheets and any
e) A list of all personnel likely to be in-charge changes to PMS documentation.
of the PMS system.
b) An annual audit of the PMS is carried out.
14.4.3 Computerized system requirement
c) Any change to the PMS is submitted to IRS
14.4.3.1 The access to and updating the for approval.
maintenance documentation and the
maintenance program is to be permitted by the 14.5.4 The survey agreement for machinery
Chief Engineer or other authorized person only. according to PMS will be withdrawn by IRS if the

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PMS is not satisfactorily operated in terms of limits and that the overhaul intervals have
improperly maintained records or unsatisfactory been observed.
condition of machinery or failure to observe the
agreed intervals between overhauls. c) A report detailing overhaul/repairs carried
out and spare parts used on items in the list
14.5.5 The Owner may discontinue the PMS at of surveyable items is to be presented by
any time by informing IRS in writing. In such a the Chief Engineer. Any machinery part or
case the items that have been inspected under component, which has been replaced by a
the PMS since last annual audit may be credited spare due to damage, is to be retained
for IRS records at the discretion of the attending onboard and submitted to the attending
surveyor carrying out confirmatory surveys. surveyor’s examination.
14.5.6 In case of change of management of the d) The attending surveyor after verification of
ship or transfer of class approval is to be records on board for the identification details
reconsidered. of the Chief Engineers who have
undertaken the maintenance activity and
14.6 System Surveys prepared the reports given in c), for
compliance with the approved PMS, and
14.6.1 Implementation Survey is to be carried upon satisfactory general examination and
out by an IRS Surveyor within one year from the confirmatory surveys will credit the items for
date of the documentation approval. The scope survey.
of this survey is to verify that :
e) Written reports of break down or malfunction
a) The PMS is implemented as per the are to be made available.
approved documentation and is suitable to
the type and complexity of machinery and f) If the surveyor is not satisfied with results of
systems onboard. the PMS i.e. with degree of accuracy as
regards the maintenance records and/or the
b) The documentation required for the annual general condition of the machinery, a report
audit is available and the adopted system is will be forwarded to IRS recommending that
able to produce such a report. the special arrangements dealing with
machinery surveys be suspended.
c) The requirements of surveys and testing for
continuing the class status are complied g) Upon satisfactory completion of the annual
with. audit the surveyor confirms the validity of
the PMS by crediting the PMS Annual audit.
d) The shipboard personnel are familiar with
the PMS procedures including 14.7 Damage and repairs
documentation.
14.7.1 Damage to components or items of
14.6.2 Annual Audit is to be carried out once machinery covered by the PMS which may
the PMS is implemented and approved, to verify affect the class is to be reported to IRS
the continued compliance with the documented immediately. A surveyor will attend on board,
PMS. The annual audit is carried out in survey the damage and on the basis of the
conjunction with the annual class surveys. The survey results decide whether condition of class
scope of the audit is to be as given in the is to be recommended.
following :
14.7.2 All parts of machinery or components,
a) The Surveyor is to verify that the PMS is which need to undergo substantial repairs, are
correctly operated and that all items (due for to be surveyed by IRS before, during and after
survey in the relevant period) have actually the repairs, as deemed appropriate by the
been surveyed in due time. attending surveyor.
b) The Surveyor is to verify that the machinery 14.7.3 In the case of outstanding conditions of
has been functioning satisfactorily upon class or records of unrepaired damage, which
review of the maintenance and performance may affect the PMS, the relevant items are to be
records since the previous survey or audit taken out of the PMS until the conditions of
and where needed necessary measures class are dealt with or the repairs are carried
have been taken in response to machinery out.
operating parameters exceeding acceptable

Chapter 2 Part 1
Section 15
Surveys - Vapour Control Systems
15.1 For tankers and combination carriers of tanks that can be simultaneously loaded plus
with notations VCS1 and VCS2 two (2) additional units.
15.1.1 Annual Surveys g) Cargo tank venting system
At each annual survey, the vapour emission Examination of the cargo tank venting system,
control system is to be generally examined for including flame screens, where fitted.
ensuring its satisfactory condition. The survey is
also to include: h) Alarms and safety devices
a) Components and piping Verification of the satisfactory operation of the

following alarms and safety devices using
External examination of all components and simulated conditions, where necessary.
piping, including isolating / relief valves, means
of collecting and draining condensate, means for - High vapour pressure in main vapour
separation of vapours from non-compatible collection line(s) (not required for tank
cargoes and electrical continuity / bonding barges).
arrangements.
- Low vapour pressure in main vapour
b) Manifold isolating valve collection line(s) (not required for tank
barges).
Confirmation of the proper operation of the
vapour manifold isolating valve, including - Cargo tank high liquid level.
manual operation.
- Cargo tank overfill (high-high liquid level),
c) Vapour connection flanges where fitted.
Confirmation of the continuing effectiveness of - Loss of power to alarm system or,

the “lug and hole” construction of the vapour alternatively, failure of tank level sensor
connection flange(s), or other approved means circuitry.
of preventing misconnection of the loading hose
to the vapour collection system. - Automatic shutdown system, where fitted.
d) Hoses i) Operation and maintenance records

Confirmation that any hose used for the
conveyance of vapour are in accordance with Examination of the permanent records to verify
section 2.1.2 of Pt.5, Ch.29. the satisfactory operation and maintenance of
the system. Consideration may be given by the
e) Inert gas piping Surveyor for crediting certain items whose
satisfactory operation has been properly
Where inert gas distribution piping is used for documented and recorded.
vapour collection, confirmation of the continuing
effectiveness of the inert gas main isolating 15.1.2 Special surveys
valve(s).
At each Special Survey – Machinery, the
f) Cargo gauging system following items of the vapour emission control
system are to be examined for ensuring its
Correct operation of the closed cargo gauging satisfactory condition; in addition to the
system for each tank, which is connected to the requirements of annual survey in 15.1.1:
vapour collection system. Where portable
gauging devices are used, the number of a) Valves
devices available are to be equal to the number

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All valves, including cargo tank isolating valves, a) Detonation flame arrester
main vapour line cross-over valves (where fitted
for vapour segregation), condensate drain Confirmation that the detonation flame arrester
valves, manifold isolating valves, pressure / (where fitted) is in satisfactory condition.
vacuum relief valves and spill valves / rupture
disks (where fitted as additional overfill control b) Vapour manifold
devices) are to be examined.
Confirmation that a means of electrical
b) Gauging system insulation (insulating flange or non-conductive
hose, etc.) is provided for the vapour manifold
The closed gauging system, including portable connection.
gauging devices where applicable, is to be
examined. c) Fixed oxygen analyzer
c) Alarms Confirmation of the accuracy of the fixed oxygen

analyzer (required to be fitted within 3 [m] (10
The independent cargo tank overfill alarms, feet) of the vessel’s vapour manifold connection)
where fitted, are to be examined. by means of a calibration gas.
d) Hoses d) Vapour blowers / compressors
Vapour collection system hoses are to be tested General examination of any devices (such as
for electrical continuity or non-conductivity, as compressors or blowers) used to increase the
applicable. vapour flow rate.
e) Inert gas piping 15.2.2 Special surveys
Where inert gas distribution piping is used for At each Special Survey – Machinery, in addition
vapour collection, deck seals or double block to the requirements of 15.1.2 and 15.2.1, the
and bleed assemblies are to be examined. following items of the vapour emission control
system are to be examined for ensuring its
15.2 For tankers and combination carriers satisfactory condition:
with notations VCS1-B and VCS2-B
a) Vapour Blowers / Compressors and
15.2.1 Annual surveys detonation flame arresters
At each annual survey, in addition to the Vapour blowers / compressors and detonation
requirements of 15.1.1, the following items of flame arresters, where fitted, are to be
the vapour emission control system are to be examined, including isolating and relief valves,
examined for ensuring its satisfactory condition. as applicable.
Section 16
Surveys of Thermal Oil Heating Systems
16.1 General including the heat exchanger coils,

insulation and fuel oil burning arrangement
16.1.1 Thermal Oil Heating systems are to be
surveyed at intervals specified in Sec.1, Table  Circulating pumps
1.1.1 of this Chapter.  Dump cooler
16.1.2 At each Survey, the following  Piping arrangement including control valves
components are to be examined as applicable. and insulation
 Expansion tank and temperature blocking
 Oil fired thermal oil heater/s and pipe
Economiser/s are to be examined externally
 Alarms and safety devices

Chapter 2 Part 1
 Thermal oil (analysis results). 16.6.3 De-aeration arrangement and vent is to

be examined for proper operation.
16.7 Alarms and safety devices

16.2 Oil fired thermal oil heater and
Economiser 16.7.1 Following alarms and safety devices are
to be tested:
16.2.1 These are to be examined externally for
condition of the insulation, cleanliness and their - Thermal oil high temperature alarm and
attachment to the ship’s structure. safety cut out (both in Oil fired heater
and Economiser)
16.2.2 Heat exchanger coils are to be examined - Minimum flow control device
for any signs of overheating or corrosion and
that they are in a state to ensure proper heat - Minimum flow control alarm and safety
exchange. cut out (both in Oil fired heater and
Economiser)
16.2.3 Heat exchanger coils are to be subjected
to a leakage test, at working pressure and with - Flue gas high temperature alarm and
working fluid. safety cut out (both in Oil fired heater
and Economiser)
16.2.4 All mountings are to examined externally
- Thermal oil leakage alarm and safety
and internally, if considered necessary by the cut out (both in Oil fired heater and
surveyor. Economiser)
16.2.5 Fuel oil burning arrangements are to be - Expansion tank low level and low-low
examined for proper operation including level alarm and safety cut out
operation of safety cut-outs.
- Fire Extinguishing arrangements.
16.3 Circulating pumps
16.8 Thermal oil analysis
16.3.1 Circulating pumps are to be examined
externally and internally, if considered 16.8.1 Thermal oil is to be analysed at regular
necessary by the surveyor. The pumps are to intervals – atleast annually.
be examined for proper operation including
automatic change over.
16.8.2 The thermal oil shall be free from harmful
16.4 Dump cooler contaminants and signs of oxidation or
deterioration.
16.4.1 Dump coolers are to be examined
internally and externally including pressure relief 16.9 System operation test
devices.
16.9.1 On completion of survey the entire
16.5 Piping arrangement system is to be examined under working
conditions with particular attention to signs of
16.5.1 Complete piping arrangement is to be leakage and functioning of control and safety
externally examined including condition of devices.
insulation and tested for any leaks.
16.10 Repairs
16.5.2 Pipe fittings and valves are to be
examined externally and internally, if considered 16.10.1 Any defects to alarms and safety
necessary by the surveyor. devices the proper operation of which may pose
a fire risk are to be promptly repaired to the
16.6 Expansion tank
satisfaction of the surveyor.
16.6.1 Expansion tank including associated
save-alls is to be visually examined. 16.10.2 When repairs or renewals are carried
out to system parts or components, these are to
16.6.2 Arrangement to limit the temperature of be subjected to a pressure test to 1.5 times the
thermal oil in the expansion tanks (in open vent working pressure, prior to putting them into
systems) such as ‘Temperature Blocking Pipe” service.
are to be examined for proper operation.

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Section 17
Surveys of External Fire Fighting Systems
17.1 General  Condition of foam concentrate

 Functional test of the foam monitors
17.1.1 External Fire Fighting Systems on ships  General examination and functional
assigned with class notations Agni 1, Agni 2 or verification of remote and local/manual
Agni 3 are to be surveyed at intervals specified controls.
in Sec. 1 Table 1.1.2 of this chapter.
17.2.5 Pumping and piping
17.2 Annual survey
 General examination of fire pumps and
17.2.1 The annual survey is to consist of general water spray pumps, associated piping from
examination / verification of the items indicated sea inlets to monitors and required instru-
in 17.2.2 to 17.2.7. mentation.
 Examination and test of water spray piping
17.2.2 Hull over pressure preventing arrangement,
where fire pumps also supply to water spray
General examination of: piping.
 Verification of arrangement for prevention of
 Maneuvering arrangements including overheating of fire pumps at low delivery
side thrusters and power management rates.
system, where fitted
 Floodlights. 17.2.6 Portable fire fighting equipment
17.2.3 Self Protection of the Vessel  General examination of hose stations and
fire hydrants.
Agni 1 :  Ensuring ready availability of hoses and
nozzles for the hose stations and their
- General examination and functional condition.
verification of fixed water-spraying  Examination of pressure reducing
system. arrangement at hose stations.
Agni 2 & Agni 3 : Additional for Agni 2 & Agni 3:
- General examination of dead lights and
 Examination of portable high expansion
external steel shutters
foam generator including condition of the
- General examination / functional
foam forming liquid.
verification of insulation / water spray
system, where fitted.
17.2.7 Fireman’s Outfits
17.2.4 Water monitors and controls
 Ensuring ready availability and condition of
fireman’s outfit including self contained
- General examination of water monitors
breathing apparatus with spare air bottle.
and their securing arrangements
- Functional verification of water monitors  General examination of compressor for
- General examination and functional recharging air bottles.
verification of remote and local/manual
controls. 17.3 Special survey
Additional for Agni 3: 17.3.1 In addition to the requirements for annual

survey the following need to be examined at
each special survey.
 General examination of foam monitors,
foam concentrate tank and associated
17.3.2 Internal examination and testing of the
pumping and piping arrangements including
following:
their securing arrangements

Chapter 2 Part 1
 Fire and water spray pumps  Electrical equipment associated with the
 Fire and water spray pump prime movers external fire fighting systems
 One section of fire and water spray piping to  Foam tank to the extent possible.
assess the condition of corrosion prevention
measures
Section 18
Surveys of Diving Support Vessels and Diving Systems
18.1 General Requirements for Diving - not located in hazardous area zone 0,
Support Vessels and
- no additions/ alterations to the system
18.1.1 Requirements for initial surveys and have been carried out.
classification pertaining to diving related
interfaces and facilities in diving support vessels 18.2.7 It is to be verified that
are indicated in Pt. 5, Ch. 26, Sec. 2.
- exhaust, venting and pressure relief
18.1.2 All diving related interfaces and facilities gases from diving system are released
are required to be maintained in conditions for away from source of ignition;
which they are approved and installed.
- no high pressure piping carrying mixed
18.1.3 Periodical surveys of the diving support gas or oxygen is passing through the
vessel and diving systems may be carried out accommodation and machinery space
independent of each other. of Category A, and is protected from
mechanical damage.
18.1.4 Periodical survey requirements for diving
facilities in diving support vessels are covered in 18.2.8 It is to be confirmed that oxygen bottles
18.2 and 18.3. are placed in separate storage room and
ventilation system of room is effective.
18.2 Annual Surveys
18.2.9 Operational verification of oxygen sensor
18.2.1 Documentation that the Vessel meets the fitted in storage room for initiating audiovisual
stability requirements of Class Notation ‘STS’ is alarm in manned control station. Operational
to be verified. verification of sensor located in upper level and
lower level of the room to confirm satisfactory
18.2.2 Operational availability of position alarm initiation.
keeping capability i.e. Dynamic Positioning /
Anchoring System is to be verified. 18.2.10 Verification that the emergency source
of power is located outside the machinery
18.2.3 Communication system provided spaces and that this independent source of
between position control station and dive control power is available for safe termination of diving
station is to be checked. Operational availability operation in case of failure of main supply.
of manually operated alarm is to be confirmed.
18.2.11 General examination of the visible parts
18.2.4 Securing arrangements and supporting of items forming structural fire protection, such
structure of the diving systems are to be as bulkheads, decks, doors and trunks with due
examined for any deterioration/ damage. attention being given to integrity of insulating
materials.
18.2.5 Moon pool structure (if fitted), is to be
examined as far as practicable for visible signs 18.2.12 General condition of fire protection
of damage/ deterioration. system of outer area, self- closing doors on
outer areas and the ventilation system for the
18.2.6 It is to be confirmed that diving systems, outer areas is to be examined.
if situated on open deck are
18.2.13 Satisfactory operation of fire detection
- located away from vicinity of ventilation and alarm system is to be confirmed by
outlet from machinery spaces and Surveyor. Verification of satisfactory functioning
galley;

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of repeater panel fitted in dive control and - Failure of components;
machinery control is to be carried out.
- Loss of breathing gas pressure;
18.2.14 Verification that sufficient number of
portable fire extinguishers are provided and fire- - Loss of power; etc.
fighters outfit is provided for each person
required for operation of diving system during 18.4.4 All diving equipment/ systems and
fire. hyperbaric facilities are required to be
maintained in conditions for which they were
18.2.15 Verification that control stations are approved and installed.
provided with breathing apparatus for use during
bell recovery or launching of hyperbaric 18.4.5 A log book is to be maintained by
evacuation unit and they are in satisfactory responsible personnel detailing the dive depths,
condition. dates and times, dive durations and other
details. The log book is to contain maintenance
18.3 Special Surveys records based on inspections and checks by the
crew/ other specialized personnel. Inspection
18.3.1 In addition to the scope of annual surveys procedures and check lists are also to be part of
indicated above, the special survey of spaces the log book. The log book is to be available for
containing the diving system is to include the verification by the Surveyor.
following:
18.5 Annual Surveys
18.3.1.1 Verification that diving equipment/
divers are not directly exposed to any sea intake 18.5.1 Annual Surveys of the hull, machinery
and such opening if any are protected by mesh and equipment are to be made within three
or other structure. months either way of anniversary date each
year.
18.3.1.2 Verification of accuracy of oxygen
sensors by means of calibration gas, as far as 18.5.2 The Surveyor is to review the Operating
practicable. and Maintenance Manuals, operational and
maintenance records, log books including all
18.4 General requirements for diving recorded malfunctions or repairs carried out
systems since the last survey. Summarized procedures
for normal and emergency operations are to be
18.4.1 Survey requirements for diving systems verified on board. The Surveyor is to record the
permanently installed on diving support vessels, date of last use and the extent of use of the
stand-alone diving systems and diving systems facilities since last survey.
temporarily installed on diving support vessels
are covered in the succeeding paragraphs. The Annual Survey is to include surveys/
examination/ verification of the following, as
18.4.2 Requirements for initial survey and applicable:
classification of diving systems are laid down in
Pt. 5, Ch. 26, Sec. 3. 18.5.2.1 Pressure Equipment
18.4.3 The surveyor may require assistance of .1 Pressure Vessels for Human Occupancy
technically qualified personnel during surveys
and repairs. Assistance may be required for the - Structural integrity and corrosion status
following: of chambers and bell are to be
examined by internal and external
- Life supports systems and monitoring survey. Special attention is to be paid to
equipment bilges (especially floor plating contact
with shell), equipment locks, location of
- Hyperbaric Systems battery packs etc. for damage and
possible corrosion. Examination with
- Electronic equipment and communication NDE may be carried out, as necessary.
facilities Condition of external anodes (if fitted) is
to be reviewed;
- Emergency operations after system
malfunction due to following:

Chapter 2 Part 1
- Shell penetrations are to be examined .3 Pumps and Compressors

with special attention to hot water
penetrations for sign of corrosion; - Verification that maintenance of
equipment is being carried out in
- External fairings are to be removed as accordance with manufacturer’s
far as practicable to provide better instructions;
access to the entire surface of the
pressure boundaries. Removal of - Quality of breathing air and gas to be
protective coatings and insulation is not verified by specialist/ competent
required unless deterioration or trace of agency;
rust or corrosion is evident or as
otherwise required by the Surveyor for - Verification of solenoid switches for
inspection or NDE; auto-stopping facility of compressors on
overheating.
- Careful examination of doors, safe
locking mechanisms, appendages, .4 System components including piping,
attachments, framework, sealing umbilicals, hoses, valves, filters etc.
surfaces, supporting structures for
chambers and systems, bunk supports, - System cleanliness is to be examined
insulation, paintwork; etc. Presence of by visual survey and checked for
safe locking mechanisms is to be possible contamination;
checked on all hatches and function
tested with the relevant chamber under - Verification of any possible chafing/
pressure; twisting of umbilicals and leaks in gas
piping or in distribution boxes. Proof of
- The windows/ viewports are to be pressure test of the system components
examined for de-colouration, possible by crew is to be verified.
deterioration, signs of damage, cracks
or scratches; integrity of sealing 18.5.2.2 Controls
arrangement and protective shield.
Windows exceeding 10 years of age are .1 Gas Supply and Distribution
normally to be replaced;
- System cleanliness to be examined by
- Adequacy of over pressure-relief valve visual survey and checked for possible
and alarm; contamination by grease, oil, etc.;
- Function testing of Built in Breathing - Function test of gas-regeneration units

Systems (BIBS) in chambers, bells and and Oxygen make-up system to be
HES. carried out;
.2 Gas Storage & Pressure Vessels in Supply - Arrangements for each diver’s gas
and Return Lines supply line are to be confirmed such
that if one fails, the failure does not
- Provision of hazard warning signs, interfere with another diver’s supply.
Colour coding, marking and stamping of
testing date on cylinders and pressure .2 Depth / Pressure Controls
vessels is to be verified;
- Calibration of internal gauges, external
- Structural integrity and corrosion status gauges, depth and life support system
of gas containers and pressure vessels gauges is to be verified;
is to be inspected, with NDE, if
necessary. Attachments and framework, - Life support system gauges (which
supporting steelwork are to be indicate pressure critical to life support
examined for signs of corrosion; functions) are to be examined for
functionality.
- In the case of gas storage
compartments, high/ low Oxygen alarms .3 Temperature and Humidity Control
fitted external to the door and in
repeated position(s) are to be verified. - Calibration evidence of all available
instrumentation is to be examined;

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- Functional tests of the following is to be - General condition of switchboards,
carried out: breakers and cables including electrical
hygiene, earth leakage detection
- Heaters in chambers, bells and systems and alarms is to be examined;
HES;
- Cooling systems for divers (if - Changeover from main to emergency
fitted); supplies is to be tested.
- Environment conditioning units
(by temperature monitoring); 18.5.2.3 Communication
- Standby power supply to the
heating/ cooling system to .1 The listed alarms and record of their checks
maintain operations for the as part of their planned maintenance by crew is
period of diver recovery (in case to be verified.
of main power failure);
.2 Functional checks of the following are to be
.4 Gas Contamination Analysis carried out:
- Verification of calibration of gas - CCTV systems;

analyzers and arrangements for - sound powered telephone;
monitoring of Carbon dioxide, Oxygen, - recording instruments.
temperature, relative humidity in
chamber; .3 Operational checks of primary and secondary
means of communication are to be undertaken:
- Primary and secondary means of
Carbon dioxide scrubbing arrangements - between bridge and dive control station;
are to be examined with special - dive control and
attention to check that the secondary  bells
Carbon dioxide scrubbing arrangement  chambers
provided is independent of any surface  divers in water
power supply and has minimum  diving machinery areas
endurance of 24 [hrs];  winch/ crane operator
.5 Domestic/ Sanitary Systems .4 Ultrasound underwater telephones may be
checked by simulation or during test dive.
- Internal inspection of sewage tanks;
18.5.2.4 Launch and Recovery Systems
- Functional test of toilet flush (special
attention to safe working under .1 General
pressure) and bilge drains in chambers
(special attention to chamber shell - Bell lifting arrangements, especially load
under deck plating. Ultrasonic bearing components are to be carefully
measurements may be carried out at examined, with NDE as required;
the discretion of the Surveyor).
- Attachments and framework, supporting
.6 Auxiliary Services to Life Support Equipment steelwork are to be examined for signs
of corrosion, with NDE as necessary;
- Main and emergency power supplies for
following are to be examined/ tested; - General condition of wire rope and its
ends is to be visually inspected.
- Lighting of chambers and bell; Lubrication records and records of
- Monitoring devices; exchange of ends are to be checked;
- Control consoles;
- Normal and emergency life - Dynamic load test of system is to be
support systems; carried out on main and emergency
- Alarm systems including fire power supply. The alarm and safety
loops; functions are to be verified;
- DP alarms

Chapter 2 Part 1
- Simulated power failure test of launch - The quantity and efficacy of portable
and recovery system in accordance with fire-extinguishers (as per approved
laid down procedures for emergency plan), is to be verified.
retrieval is to be performed in presence
of Surveyor; 18.6 Additional requirements for Third
Annual Survey
- Hydraulic power system during launch
and recovery is to be examined for 18.6.1 In addition to the annual survey
requirements stipulated in 18.5, the
 unusually high vibration levels requirements indicated in the succeeding
 oil leakage paragraphs are to be additionally undertaken at
 pressure peaks and jerking every third annual survey, as applicable:
- Oil hygiene analysis is to be carried out, 18.6.1.1 Pressure Equipment

as necessary;
.1 Pressure Vessels for Human Occupancy
- Bell emergency release mechanism is
to be tested. - Leak test of bell and chamber to
Maximum Allowable Working Pressure
.2 Controls (MAWP) with minimum 20% Helium.
Leak test of pressure equipment is to be
- The main electrical power supplies to carried out at low and high pressures by
the following are to be checked: increasing the pressure to the working
pressure, stepwise. Leak test is to be
 Monitoring devices carried out as per approved procedure,
 Alarm systems adopting appropriate safety precautions
 Control consoles listed in the procedure. The procedure is
 Switchboards, breakers to include an inspection for leaks at low
pressure before increasing to MAWP.
- The correct operation of change-over The test duration is to be minimum 6
from main to emergency supply is to be [hrs].
verified.
.2 Gas Storage & Pressure Vessels in Supply
and Return Lines
.3 Auxiliary Services to Launch and Recovery
Systems
- Leak test of gas containers and
pressure vessels to minimum 10%
- Close examination of umbilical winch
Helium. Precautions and test duration to
systems, including brake and carry out
be as per 18.6.1.1.1;
function tests;
- Function test of valves on permanently
- Examine condition of umbilical and
installed gas bottles is to be undertaken.
safety provisions to stop umbilicals from
jumping out of sheaves;
Note: Leak tests are normally to be carried out
with a minimum of 10% Helium, if the pressure
- Examine breathing apparatus provided
vessel or piping is designed to hold Heliox
for winch operator in case of fire related
mixtures or pure Helium. Due to the inherent fire
emergency, requiring bell recovery.
risk with the use of air at high pressure, it is
recommended that leak tests may be carried out
18.5.2.5 Safety Equipment
incorporating Nitrogen, where applicable.
- The condition of A-60 insulation towards
.3 Pumps and Compressors
any enclosed spaces from the outer
area of the diving system is to be
- Running condition test of pumps and
examined;
compressors is to be carried out;
- The alarms, safety limits and failure
- Safety valves are to be examined/
conditions of the fixed fire-fighting
tested as per manufacturer’s
systems is to be verified;
instructions.

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.4 System components including piping, - Divers hot water pressure alarm
umbilicals, hoses, valves, filters etc. - High pressure alarm – gas delivery
compressor
- Leak test of pipe work to MAWP with - Low pressure alarm – compressor
minimum 10% Helium; cooling system
- Low pressure lub.oil alarm –
- Manual/ automatic control valves are to compressor
be randomly tested and recorded ; - High level alarm for gas reclaim bag
- High/low alarm – Oxygen analyzers
- Examine and function test the main bell - Oxygen sensors/ detectors in
umbilical to MAWP of hoses. control stations
18.6.1.2 Controls 18.6.1.4 Launch and Recovery Systems
.1 Gas Supply and Distribution .1 General
- Life support systems including pipe (a) For submergence launch and recovery
work and reclaim units are to be system:
examined and tested.
- The working weight of the bell is to be
.2 Depth/ Pressure Control determined, compared with previous
weight and recorded;
- As per scope of Annual Survey
- The following alarms for hydraulic
.3 Temperature and Humidity Control systems for bell launch and recovery
are to be tested:
- As per scope of Annual Survey
- Low pressure alarm
.4 Gas Contamination Analysis - High temperature alarm
- Low oil level in tank alarm
- As per scope of Annual Survey .2 Controls
.5 Domestic/ Sanitary Systems - The power failure alarms for controls of

launch and recovery systems, including
- As per scope of Annual Survey (for hydraulic system) are to be tested:
.6 Auxiliary Services to Life Support Equipment - Low pressure alarm

- High temperature alarm
- As per scope of Annual Survey - Low oil in tank alarm
18.6.1.3 Communication - All alarms are to be function tested.
- Scope of annual survey is to be applied 18.6.1.5 Safety Equipment

for primary, secondary and emergency
means of communication; - The fire detection and alarm system is
to be tested;
- Listed alarms and record of their
checks/ routine tests as part of planned - One portable extinguisher at random, is
maintenance system by crew are to be to be function tested;
verified, as applicable;
- Blow through with air of water based
- At least the following alarms, if fitted, fixed extinguishing system is to be
are to be function tested: carried out to clear the lines;
- High/ low pressure alarm – chamber - Records of last inspection of the fixed
- Temperature alarm – chamber extinguishing system are to be reviewed
- Humidity alarm – chamber by the Surveyor.
- Divers hot water temperature alarm

Chapter 2 Part 1
18.7 Special Surveys .4 System components including piping,

umbilicals, hoses, valves, filters etc.
18.7.1 Scope
- Pressure test of piping systems is to be
18.7.1.1 Special surveys are to be carried out at carried out.
5 yearly intervals before the anniversary date. In
addition to the requirements of the third annual 18.7.4 Controls
survey, the scope of special survey is to be as
described in 18.7.2 to 18.7.7. Survey of the following items is to be carried out
with the scope of survey same as that of third
18.7.2 Pressure Tests annual survey:
.1 Pressure tests are to be carried out in .1 Gas Supply and Distribution

accordance with an approved procedure, based
on a recognized national/ international standard .2 Depth/ Pressure Control
for the relevant pressure vessels. Procedures
for testing are to be submitted to IRS, well in .3 Temperature and Humidity Control
advance for review.
.4 Gas Contamination Analysis
.2 The pressure test is to be repeated when the
modifications to the pressure boundaries have .5 Domestic/ Sanitary Systems
been carried out and the test requirements apply
as given for new pressure vessels. .6 Auxiliary Services to Life Support Equipment
.3 All pressure tests are to be carried out in 18.7.5 Communication

presence of IRS Surveyor.
- Primary, secondary and emergency
.4 A thorough internal and external visual means of communication are to be
inspection is to be carried out, prior to hydro examined as per scope of third annual
tests. survey.
.5 If diving bells are used for observation diving, 18.7.6 Launch and Recovery Systems
they are to be hydro-tested to the external
pressure test pressure, as per the design code. .1 General
18.7.3 Pressure Equipment (a) For submergence launch and recovery

system:
.1 Pressure Vessels for Human Occupancy
- Bell ballast weight release is to be load
- Bell insulation is to be examined and it tested and NDE to be carried out on
is to be determined if affected areas load bearing members;
require renewal because of damage/
corrosion. Ultrasonic examination may - Emergency retrieval of bell to be tested.
be carried out, as necessary;
- Areas around windows are to be subject (b) For surface launch and recovery:
to critical examination;
- Various systems are to be load tested
- Chamber and bell are to be hydro- as per manual and NDE to be carried
tested as per the manual and recorded. out on load bearing members;
.2 Gas Storage & Pressure Vessels in Supply .2 Controls

and Return Lines
- As per scope of third annual survey.
- Gas storage tubes, air and gas tanks,
sewage tanks, hot water tanks are to be .3 Auxiliary Services to Launch and Recovery
hydro tested and recorded. Systems
.3 Pumps and Compressors - As per scope of third annual survey.
- As per scope of third annual survey

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18.7.7 Safety Equipment .3 Pumps and Compressors
- As per scope of third annual survey. - Annual and special survey requirements
as applicable to diving systems are to
18.8 Surveys of Hyperbaric Evacuation be applied
Systems (HES)
.4 System components including piping,
18.8.1 Initial Surveys umbilicals, hoses, valves, filters etc.
.1 The requirements for initial surveys and - Examine, if all valves are firmly secured
classification of Hyperbaric Evacuation Systems to prevent any movement due to ship
(HES) are laid down in Pt.5, Ch. 26, Sec. 4. motions in rough weather;
.2 Statutory requirements of national authorities/ - Examine, if all external valves on the

flag administrations are to be taken into account chambers are secured “open” to prevent
whilst approving and surveying HES. accidental operation during deployment
of HEU.
.3 The interface between the HES and the
installed diving system is to be examined 18.8.2.4 Controls
carefully so that the HES does not become a
hazard to the diving system operations. Annual and special survey requirements are to
be as applicable for diving systems, for items .1
.4 HES are connected to the diving system and to .6, with additional requirements where
are to be surveyed in the same manner as the indicated for each item:
main diving system. Corrosion on the chamber
exterior is to be examined carefully due to high .1 Gas Supply and Distribution
humidity levels.
- The following are to be additionally
18.8.2 Annual and Special Surveys of HES verified at each annual survey:
18.8.2.1 The initial survey requirements for - Oxygen supply is fitted with a device
HES, stipulated in Cl. 4.4.1 of Pt.5, Ch.26, Sec. to ensure Oxygen injection at
4 are to be applied for all annual surveys in controlled rate;
addition to the scope laid down below.
- Availability of sufficient Oxygen for
18.8.2.2 Annual and Special Survey metabolic make-up for the
requirements for components of the HES are maximum complement of divers at a
indicated in 18.8.2.3 to 18.8.2.7 rate of 0.5 [lit/min/diver], for a
minimum duration of 24 [hrs];
18.8.2.3 Pressure Equipment
- There is a minimum amount of
.1 Pressure Vessels for Human Occupancy Helium/ Oxygen carried, sufficient to
compensate for the use of medical
- Annual and special survey requirements locks, as specified by the equipment
as applicable to diving systems may be manufacturer.
followed.
.2 Depth/ Pressure Control
.2 Gas Storage & Pressure Vessels in Supply
and Return Lines .3 Temperature and Humidity Control
- Examine if gas cylinders exposed to sea - Annual and special survey requirements
water are certified and tested every two are to be as applicable to diving
years; systems may be followed. In addition,
the following are to be verified at each
- For other components, periodical survey annual survey:
requirements as applicable to diving
systems are to be applied.

Chapter 2 Part 1
- Confirm that there are adequate - Radar reflector

means of maintaining the diver’s - Strobe Light
thermal balance in the compression - Radio distress beacon
chamber to the required level, for a .4 Alarms:
minimum of 24 [hrs];
18.8.2.6 Launch and Recovery Systems
- Function test of the external fired
diesel heater (if fitted). .1 General
.4 Gas Contamination Analysis - Manufacturer’s instructions for

periodical surveys are to be followed;
.5 Domestic/ Sanitary Systems
- Examine HES release arrangements;
.6 Auxiliary Services to Life Support Equipment
- Launch test the HES with a full load
- The following are to be additionally during surveys. In case of a float away
verified at each annual survey: chamber, a floatation test is to be
carried out with full load;
- The safety provisions applied to
reduce potential hazards from - Examine if a suitable method of
battery charging; assisting an injured/ unconscious diver
in to the chamber is available;
- Ducted hydrogen gas ventilation for
safe dumping; - Examine if, safety locking mechanism is
fitted between the saturation diving
- Housing of rechargeable batteries in complex and HES, and the same is
separate well ventilated area, effective;
located outside the crew area;
- Examine fall length and confirm that the
- Precautions as laid down by the same allows the HEU to be fully
manufacturer being followed for in- supported in water when the ship/
situ charging of batteries. installation is in the lightest sea-going
state. The same is to be determined at
18.8.2.5 Communication the worst angle of list and trim on the
side where the HEU is located;
Annual and special survey requirements are to
be as applicable to diving systems for items .1 to - Examine falls for turning and
.4, with additional requirements where indicated deterioration. Falls are to be turned end
for each item: to end at 30 month intervals and
renewed when deteriorated, or at
.1 Primary Means: intervals not exceeding 5 years;
- Additionally, the following are to be - Load test of HEU launch system to be

verified at each annual survey: carried out, as applicable on annual
basis;
- Examine, if the hard wired - Where secondary means of launch is
communication system provided, the launch of the HEU by
linking HES launch control/ secondary means is to be tested under
HES internal/ saturation life same conditions as primary means of
support control is available launch.
and effective.
2 Controls
.2 Secondary Means:
- Annual and special survey requirements
.3 Emergency Means: as applicable to diving systems may be
followed.
- Additionally, at each annual survey,
examine if the HEU is fitted with .3 Auxiliary Services to Launch and Recovery
relocation devices including: Systems

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- Annual and special survey requirements 18.9.3 This survey is to include but may not be
as applicable to diving systems may be limited to the following:
followed.
- Pressure boundary and its components
18.8.2.7 Safety Equipment are to be visually checked for damage.
- Systems and components are to be
- As per the relevant Statutory inspected, and recalibration of
requirements. instruments may be required if deemed
necessary by the Surveyor.
18.9 Surveys for Transit Damage
- External structures, fairings and skins
18.9.1 During transportation of the diving system are to be checked for damage.
or hyperbaric facility, precautions are to be - Further in-depth examination may be
taken to protect the pressure hull, external required by and at the discretion of the
structures, acrylic windows, batteries, etc. from Surveyor.
undue deterioration or damage.
18.9.4 If the survey is carried out by the Owner
18.9.2 A survey for transit damage is to be and damage is found which affects or may affect
conducted after the transportation of diving classification, IRS is to be advised of the details
system or hyperbaric facility from the and provisions are to be made for examination
manufacturer's or the assembler's plant to the by the Surveyor at first available opportunity.
operational location or from one location of
operations to another.
Section 19
Surveys – Ballast Water Management

19.1 General 19.2.1.3 The function of control system used for
dilution method is to be verified, if applicable.
19.1.1 Periodical survey requirements for ballast
water management techniques (Ballast Water 19.2.2 Intermediate Survey
Exchange and Ballast Water Treatment) used
19.2.2.1 Verification of the accessibility of
onboard vessels are covered in the succeeding sampling points.
paragraphs. Requirements for design and
installation of Ballast Water Management Systems 19.2.2.2 Verification of satisfactory operation of
are given in Part 5, Chapter 37 of the Rules. tank level indicating system, valve position
indicating system, draught indicating system and
19.2 Vessels Using Ballast Water Exchange communication to local control station at central
Methods ballast control station.
19.2.1 Annual Survey 19.2.3 Special Survey
19.2.1.1 The following documentation is to be 19.2.3.1 Verification of satisfactory operation of
checked onboard during the survey: local and remote control at each pump used
during ballast water exchange.
a) Approved ballast water management
plan 19.2.3.2 Verification that manually operated
independent means of control of all valves
b) Ballast water record book stating type required for ballast water exchange are in
of exchange (sequential, flow-through, satisfactory condition.
dilution).
19.2.3.3 Examine and verify function of control,
19.2.1.2 The sediment management monitoring and communication systems on the
arrangement and control of all valves and each ballast control station, including:
pump required for ballast water exchange are to
be examined and verified.

Chapter 2 Part 1
a) tank level indicating system 19.3.1.5 Examination of satisfactory condition of

non-metallic expansion joints (if any) in the
b) valve position indicating system piping system which penetrates the ship’s side.
c) draught indicating system
19.3.1.6 Verification to confirm the satisfactory
d) communication to local control operation of the control and monitoring
station. equipment including examination of records of
the proper functioning or failure of the BWMS.
19.3 Vessels Using Ballast Water Treatment
Systems 19.3.1.7 Confirmation that the records of the
19.3.1 Annual Survey recording device fitted are satisfactory and
adequate supply of consumables for the
19.3.1.1 The following documentation is to be recording device(s) are available on board
verified onboard and in practical use:
19.3.1.8 For systems using active substances:
a) approved ballast water management
plan .1 Confirmation that active substance(s)
in accordance with the manufacturer’s
b) ballast water record book recommendations are provided on
board
c) type approval certificate for treatment
system
.2 Confirmation that dosage instruction
d) calibration procedures and for active substance(s) or preparations
certificates for sensors on the treatment are available on board
system
.3 Confirmation that storage of the
e) equipment manuals for major active substance(s) is satisfactory taking
components on the treatment system
into account the risks/hazards involved
f) maintenance log for treatment system with the substance as provided in the
safety data sheet
g) operational manual for treatment
system including maintenance .4 Confirmation of the satisfactory
procedure condition of the chemical storage tanks
if provided, piping and fittings by
h) material safety data sheet of active
substances, if relevant. external examination.
19.3.1.9 The sediment management

19.3.1.2 Confirming that no unauthorized arrangement and control of all valves and each
alteration or modification has been done to the ballast pumps are to be examined.
original arrangement including no changes to
electrical, controls & monitoring system or 19.3.2 Intermediate Survey
hardware and software (version) for computer
based systems; 19.3.2.1 In addition to the scope of annual
surveys, examination of the ballast water
19.3.1.3 Checking whether any new equipment management system for obvious defects,
has been fitted and, if so, confirm that it has deterioration or damage including examination
been approved before installation and that any of associated pumps, piping and fittings for wear
changes are reflected in the certificate; and corrosion is to be undertaken and confirmed
that these are in satisfactory condition.
19.3.1.4 General external examination of the
structure, equipment, systems, fittings, 19.3.3 Special Survey
arrangements and material/ process associated
with the ballast water management plan, in 19.3.3.1 In addition, to the scope of intermediate
order to confirm that the BWMS has been surveys, indicated above, it is to be confirmed
maintained and remain in compliance with the that the operation (by simulation test or
requirements of the Convention. equivalent) of the ballast water management
system is satisfactory.

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Section 20
Surveys – Fuel Installations on Ships Utilizing Gaseous Fuel or Other

Low Flash Point Fuels
20.1 Application 20.2.2.1.3 Control, Monitoring and Safety
Systems
20.1.1 Requirements of this section apply to
ships, other than those covered by Section 5,
which utilize gaseous fuel or other low flash i) Gas detection and other leakage detection
point fuels as a fuel for propulsion prime equipment in compartments containing fuel
mover/auxiliary power generation arrangements storage, fuel bunkering, and fuel supply
and associated systems. These requirements equipment or components or associated
are in addition to the requirements of Section 8. systems, including indicators and alarms,
are to be confirmed in satisfactory operating
20.2 Annual Survey condition. Recalibration of the gas detection
20.2.1 Schedule systems is to be verified in accordance with
the manufacturers’ recommendations.
20.2.1.1 Annual Surveys are to be held within 3
months before or after each anniversary date of ii) Verification of the satisfactory operation of
the date of the initial classification survey or of the control, monitoring and automatic
the date credited for the last Special Survey. shutdown systems as far as practicable of
They will normally be performed at the same the fuel supply and bunkering systems.
time as an Annual Hull survey.
iii) Operational test, as far as practicable, of the
20.2.2 Scope shutdown of ESD protected machinery
spaces.
20.2.2.1 The following is to be carried out during
the survey of the Fuel Storage, Fuel Bunkering 20.2.2.1.4 Fuel Handling Piping, Machinery and
System, and Fuel Supply System: Equipment
20.2.2.1.1 Logbooks/Records i) Piping, hoses, emergency shut-down

valves, remote operating valves, relief
i) The logbooks and operating records are to valves, machinery and equipment for fuel
be examined with regard to correct storage, fuel bunkering, and fuel supply
functioning of the systems, such as, gas such as venting, compressing, refrigerating,
detection systems and fuel supply/gas liquefying, heating, cooling or otherwise
systems. The hours per day of the handling the fuel are to be examined, as far
reliquefaction plant, gas combustion unit, as as practicable. Means for inerting is to be
applicable, the boil-off rate, and nitrogen examined. Stopping of pumps and
consumption (for membrane containment compressors upon emergency shut-down of
systems) are to be considered together with the system is to be confirmed as far as
gas detection records. practicable.
20.2.2.1.2 Operating and Maintenance 20.2.2.1.5 Ventilating System

Instruction Manuals
i) Examination of the ventilation system,
i) The manufacturer/builder instructions and including portable ventilating equipment
manuals covering the operations, safety and where fitted, is to be made for spaces
maintenance requirements and occupational containing fuel storage, fuel bunkering, and
health hazards relevant to fuel storage, fuel fuel supply units or components or
bunkering, and fuel supply and associated associated systems, including air locks,
systems for the use of the fuel, are to be pump rooms, compressor rooms, fuel
confirmed as being aboard the vessel. preparation rooms, fuel valve rooms, control

Chapter 2 Part 1
rooms and spaces containing gas burning vii. Testing of the remote and
equipment. Where alarms, such as local closing of the installed
differential pressure and loss of pressure main tank valve.
alarms, are fitted, these should be
operationally tested as far as practicable. b. Fuel Bunkering System
20.2.2.1.6 Drip Trays i. Examination of bunkering

stations and the fuel
i) Portable and fixed drip trays and insulation bunkering system.
for the protection of the ship’s structure in
the event of leakage are to be examined. ii. Verification of satisfactory
operation of the fuel
20.2.2.1.7 Hazardous Areas bunkering control,
monitoring and shutdown
i) Electrical equipment and bulkhead/deck systems.
penetrations including access openings in
hazardous areas are to be examined for c. Fuel Supply System
continued suitability for their intended
service and installation area. i. Examination of the fuel
supply system during
20.2.2.1.8 Electrical Bonding. working condition as far as
practicable.
i) Electrical bonding arrangements in
hazardous areas, including bonding straps ii. Verification of satisfactory
where fitted, are to be examined. operation of the fuel supply
system control, monitoring
20.2.2.1.9 Fuel Storage, Bunkering and Supply and shut-down systems.
Systems
i) The following are to be examined, so far as iii. Testing of the remote and
applicable. Insulation need not be removed, local closing of the master
but any deterioration or evidence of fuel valve for each engine
dampness is to be investigated: compartment.
a. Fuel Storage 20.3 Intermediate Survey
20.3.1 Schedule
i. External examination of the
storage tanks including
20.3.1.1 The Intermediate Survey is to be held
secondary barrier if fitted
at or between either the 2nd or 3rd Annual
and accessible.
Survey.
ii. General examination of the
20.3.1.2 Those items which are additional to the
fuel storage hold place.
requirements of the Annual Surveys may be
surveyed either at or between the 2nd and 3rd
iii. Internal examination of tank
Annual Survey.
connection space.
20.3.2 Scope
iv. External examination of
tank and relief valves.
20.3.2.1 In addition to the applicable
requirements of the Annual Survey, the
v. Verification of satisfactory
Intermediate Survey is to include the following:
operation of tank monitoring
system.
20.3.2.2 Safety Systems
vi. Examination and testing of
20.3.2.2.1 Gas detectors, temperature sensors,
installed bilge alarms and
pressure sensors, level indicators, and other
means of drainage of the
equipment providing input to the fuel safety
compartment.
system are to be randomly tested to confirm

Page 191 of 199
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satisfactory operating condition. Proper are fit for their intended purpose for the new
response of the fuel safety system upon fault period of class of 5 years to be assigned,
conditions is to be verified. subject to proper maintenance and operation
and to periodical surveys being carried out at
20.4 Special Survey the due dates.
20.4.1 Schedule 20.4.2.2 Fuel Handling and Piping
20.4.1.1 Special Surveys are to be carried out at i) All piping for fuel storage, fuel
5 years intervals to renew the Classification bunkering, and fuel supply such as
Certificate. venting, compressing, refrigerating,
liquefying, heating storing, burning or
20.4.1.2 The first Special Survey is to be otherwise handling the fuel and liquid
completed within 5 years from the date of the nitrogen installations are to be
initial classification survey and thereafter within examined. Removal of insulation from
5 years from the credited date of the previous the piping and opening for examination
Special Survey. However, an extension of class may be required. Where deemed
of 3 months maximum beyond the 5th year can suspect, a hydrostatic test to 1.25 times
be granted in exceptional circumstances. In this the Maximum Allowable Relief Valve
case, the next period of class will start from the Setting (MARVS) for the pipeline is to
expiry date of the Special Survey before the be carried out. After reassembly, the
extension was granted. complete piping is to be tested for leaks.
Where water cannot be tolerated and
20.4.1.3 For surveys completed within 3 months the piping cannot be dried prior to
before the expiry date of the Special Survey, the putting the system into service, the
next period of class will start from the expiry Surveyor may accept alternative testing
date of the Special Survey. For surveys fluids or alternative means of testing.
completed more than 3 months before the expiry
date of the Special Survey, the period of class 20.4.2.3 Fuel Valves
will start from the survey completion date. In
cases where the vessel has been laid up or has i) All emergency shut-down valves, check
been out of service for a considerable period valves, block and bleed valves, master
because of a major repair or modification and gas valves, remote operating valves,
the owner elects to only carry out the overdue isolating valves for pressure relief
surveys, the next period of class will start from valves in the fuel storage, fuel
the expiry date of the Special Survey. If the bunkering, and fuel supply piping
systems are to be examined and proven
owner elects to carry out the next due Special operable. A random selection of valves
Survey, the period of class will start from the is to be opened for examination.
survey completion date.
20.4.2.4 Pressure Relief Valves
20.4.1.4 The Special Survey may be
commenced at the 4th Annual Survey and be i) Fuel Storage Tank Pressure Relief
progressed with a view to completion by the 5th Valves: The pressure relief valves for
anniversary date. When the Special Survey is the fuel storage tanks are to be opened
commenced prior to the 4th Annual Survey, the for examination, adjusted, and function
entire survey is to be completed within 15 tested. If the tanks are equipped with
months if such work is to be credited to the relief valves with non-metallic
Special Survey. membranes in the main or pilot valves,
such non-metallic membranes are to be
20.4.1.5 Special Surveys may be carried out on replaced.
a continuous survey basis. In this case, the
interval between consecutive examinations of ii) Fuel Supply and Bunkering Piping
each item is not to exceed five (5) years. Pressure Relief Valves: Pressure relief
valves for the fuel supply and bunkering
20.4.2 Scope piping are to be opened for examination,
adjusted, and function tested. Where a
20.4.2.1 The Special Survey is to include, in proper record of continuous overhaul
addition to the requirements of the Annual and and retesting of individually identifiable
Intermediate Surveys, examination, tests and relief valves is maintained,
checks of sufficient extent to ensure that the fuel consideration will be given to
installations are in a satisfactory condition and acceptance on the basis of opening,

Chapter 2 Part 1
internal examination, and testing of a through, the hazardous zones and

representative sampling of valves, spaces is to be carried out.
including each size and type of liquefied
gas or vapor relief valve in use, 20.4.2.7 Safety Systems
provided there is logbook evidence that
the remaining valves have been i) Gas detectors, temperature sensors,
overhauled and tested since crediting of pressure sensors, level indicators, and
the previous Special Survey. other equipment providing input to the
fuel safety system are to be tested to
iii) Pressure/Vacuum Relief Valves: The confirm satisfactory operating condition.
pressure/vacuum relief valves, rupture
disc and other pressure relief devices ii) Proper response of the fuel safety
for interbarrier spaces and hold spaces system upon fault conditions is to be
are to be opened, examined, tested and verified.
readjusted as necessary, depending on
their design. iii) Pressure, temperature and level
indicating equipment are to be
20.4.2.5 Fuel Handling Equipment calibrated in accordance with the
manufacturer’s requirements.
i) Fuel pumps, compressors, process
pressure vessels, inert gas generators, 20.4.2.8 Fuel Storage Tanks
heat exchangers and other components
used in connection with fuel handling i) Fuel storage tanks are to be examined in
are to be examined as per the accordance with an approved survey plan.
requirements in Sec 5, 8 & 12, as In developing the inspection/survey plan,
applicable. the requirements for the survey of liquefied
gas fuel containment systems are to be in
20.4.2.6 Electrical Equipment accordance with the relevant requirements
of Section 5, 5.4.6, except as noted below:
i) Examination of electrical equipment to
include the physical condition of a. The tank insulation and tank support
electrical cables and supports, arrangements should be visually
intrinsically safe, explosion proof, or examined. Non-destructive testing
increased safety features of electrical may be required if conditions raise
equipment. doubt to the structural integrity.
ii) Functional testing of pressurized b. Vacuum insulated independent fuel

equipment and associated alarms. storage tanks of type C without
access openings need not be
iii) Testing of systems for de-energizing examined internally. Where fitted,
electrical equipment which is not the vacuum monitoring system
certified for use in hazardous areas. should be examined and records
should be reviewed.
iv) An electrical insulation resistance test of
the circuits terminating in, or passing

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Section 21
Condition Monitoring and Condition Based Maintenance
21.1 General 21.1.2 Definitions
21.1.1 Application 21.1.2.1 The following definitions (from ISO

13372:2012) are applicable for the requirements
.1 The requirements in this Section are of this Section.
applicable to the approved Condition Monitoring
and Condition Based Maintenance schemes 21.1.2.2 Condition Monitoring: acquisition and
where the condition monitoring results are used processing of information and data that indicate
to influence the scope and/ or frequency of the state of a machine over time. The machine
Class surveys. state deteriorates if faults or failures occur.
.2 A condition monitoring system may be used 21.1.2.3 Diagnostic: examination of symptoms

to provide a greater understanding of equipment and syndromes to determine the nature of faults
condition, and a condition based maintenance or failures.
scheme may be used to obtain maintenance
efficiency. IRS approval is required where 21.1.2.4 Condition Based Maintenance:
owners wish to change the survey cycle based maintenance performed as governed by
on CM/ CBM. condition monitoring programmes.
.3 This scheme may be applied to components 21.1.3 Condition Monitoring

and systems covered by the Continuous Survey
of Machinery (CSM), and other components and 21.1.3.1 Where an approved condition
systems as requested by the Owner. monitoring system is fitted, credit for survey may
be based on acceptable condition monitoring
.4 The extent of condition based maintenance results. The condition monitoring results are to
and associated monitoring of equipment to be be reviewed during the annual audit.
included in the PMS is to be decided by the
owner, based on the recommendations of the 21.1.3.2 Limiting parameters are to be based on
OEM and availability of suitable condition the Original Equipment Manufacturers
monitoring equipment. The CM/ CBM scheme is guidelines, or a recognized international
to be submitted to IRS for approval. standard.
.5 In general, these requirements can be applied 21.1.3.3 The condition monitoring system is to
only to vessels operating on approved PMS provide an equivalent or greater degree of
survey scheme. confidence in the condition of the machinery to
traditional survey techniques.
.6 The scheme may be applied to any individual
items and systems. Any items not covered by 21.1.3.4 The condition monitoring system is to
the scheme are to be surveyed and credited in be approved in accordance with the
accordance with the requirements of Section 14 methodology in 21.2 and 21.3.
or traditional survey methods for machinery.
21.1.3.5 IRS retains the right to test or open-up
.7 Software systems can use complex the machinery, irrespective of the CM results, if
algorithms, machine learning and knowledge of deemed necessary.
global equipment populations/ defect data in
order to identify acceptability for continued 21.1.4 Condition Based Maintenance (CBM)
service or the requirement for maintenance.
These systems may be independent of the OEM 21.1.4.1 Where an owner wishes to base their
recommended maintenance and condition equipment maintenance on a CBM approach,
monitoring suggested limits. Approval of this this is to meet the requirements of the ISM
type of software would be based on OEM Code.
recommendations, industry standards and IRS
experience.

Chapter 2 Part 1
21.1.4.2 Where an agreed planned maintenance system is to be capable of continued onboard

and CBM scheme is in operation, the CSM and operation in the event of loss of the
other survey intervals may be extended based communication function.
on OEM maintenance recommendations and
acceptable condition monitoring results. 21.2.2.5 CBM schemes are to identify defects
and unexpected failures that were not prevented
21.1.4.3 Limiting parameters (alarms and by the CM system.
warnings) are to be based on the OEM
guidelines, or a recognized international 21.2.2.6 Systems are to include a method of
standard. backing up data at regular intervals.
21.1.4.4 The CBM scheme is to provide an 21.2.3 Documentation and Information

equivalent or greater degree of confidence in the
condition of the machinery to traditional 21.2.3.1 The following documentation is to be
maintenance techniques. made available to IRS for approval of the
scheme:
21.2 Procedures and Conditions for
approval of CM and CBM (i) Procedure for changes to software
system and CM parameters
21.2.1 Onboard Responsibility
(ii) Listing of equipment to be included in the
21.2.1.1 The Chief Engineer is to be the scheme
responsible person on board in charge of the
CM and CBM. (iii) Listing of acceptable condition monitoring
parameters
21.2.1.2 Documentation on the overhaul of
items covered by CM and CBM schemes is to (iv) Description of CBM scheme
be reported by the Chief Engineer.
(v) Listing, specifications and maintenance
21.2.1.3 Access to computerized systems for procedures for condition monitoring
updating of the maintenance documentation and equipment
maintenance program is only to be permitted by
the chief engineer or other authorized person. (vi) Baseline data for equipment with
condition monitoring
21.2.1.4 All personnel involved in CM and CBM
are to be appropriately qualified. (vii) Qualification of personnel and company
responsible for analyzing CM results
Note: CM does not replace routine surveillance
or the chief engineer’s responsibility for taking 21.2.3.2 In addition to the above documentation
decisions in accordance with his judgement. the following information is to be available on
board:
21.2.2 Equipment and System Requirements
(i) All requirements in 21.2.3.1 in an up-to-
21.2.2.1 The CM/ CBM scheme and its extent date manner
would be approved by IRS.
(ii) Maintenance instructions (manufacturer’s
21.2.2.2 The CBM scheme is to be capable of and shipyard’s)
producing a condition report, and maintenance
recommendations. (iii) Condition monitoring data including all
data since last opening of the machine
21.2.2.3 A system is to be provided to identify and the original base line data
where limiting parameters (alarms and
warnings) are modified during the operation of (iv) Reference documentation (trend
the scheme. investigation procedures etc.)
21.2.2.4 Where CM and CBM schemes use (v) Records of maintenance including repairs
remote monitoring and diagnosis (i.e. data is and renewals carried out
transferred from the vessel and analyzed
remotely), the system is to meet the applicable (vi) Records of changes to software systems
standards for Cyber Safety and Security. The and parameters

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(vii) Sensors calibration records / certification / (iv) records of any limiting parameters (alarms
status and warnings) that have been modified
during the operation of the scheme;
21.2.4 Approval validity
(v) records of any failures of monitored
21.2.4.1 An Annual Audit is to be carried out to equipment are to be reviewed to ensure
maintain the validity of the CM/CBM scheme. that the condition monitoring scheme is
effective/ sufficient.
21.2.4.2 The survey arrangement for machinery
under CM/ CBM may be cancelled by IRS if it is 21.3.2.3 When this survey is carried out and the
evident that the scheme is not being implementation is found in order, a report
satisfactorily carried out either from the describing the scheme is to be submitted to IRS
maintenance records or the general condition of and the scheme may be put into service.
the machinery.
21.3.3 Annual Audit
21.2.4.3 In case of sale or change of
management of the ship or transfer of class the 21.3.3.1 An annual audit of the CM/ CBM
approval is to be reconsidered. scheme is to be carried out concurrently with the
annual class surveys.
21.2.4.4 The owner may, at any time, cancel the
survey arrangement for machinery under the 21.3.3.2 The purpose of this audit is to verify
scheme by informing IRS in writing and for this that the scheme is being correctly operated and
case the items which have been inspected that the machinery has been functioning
under the scheme since the last annual Audit satisfactorily since the previous audit. This is to
can be credited for class at the discretion of the include any limiting parameters (alarms and
attending surveyor. warnings) that have been modified since the last
audit. A general examination of the items
21.3 Surveys concerned is to be carried out.
21.3.1 Installation Survey 21.3.3.3 The performance, condition monitoring

and maintenance records are to be examined to
21.3.1.1 Condition monitoring equipment is to be verify that the machinery has functioned
installed and surveyed, and a set of base line satisfactorily since the previous survey, or action
readings is to be taken, as part of Installation has been taken in response to machinery
Survey. operating parameters exceeding acceptable
tolerances.
21.3.2 Implementation Surveys
21.3.3.4 Written details of break-down or
21,3.2.1 The Implementation Survey is to be malfunction are to be made available by the
carried out by IRS surveyor no earlier than 6 Chief Engineer.
months after installation survey and no later
than the first Class annual survey. 21.3.3.5 At the discretion of the surveyor,
function tests, confirmatory surveys and random
21.3.2.2 During the Implementation survey the check readings, where Condition Monitoring /
following is to be verified by the surveyor: Condition Based Maintenance equipment is in
use, are to be carried out as far as practicable
(i) the CM/ CBM scheme is implemented and reasonable.
according to the approval documentation,
including a comparison with baseline 21.3.3.6 The familiarity of the Chief Engineer
data; and other personnel involved with the CM
system is to be verified.
(ii) the scheme is producing the
documentation required for the Annual 21.3.3.7 Calibration status of sensors and
Audit and the requirements of surveys equipment is to be verified.
and testing for the maintenance of class
are complied with; 21.3.3.8 Verification that the suitability of the
CM/ CBM scheme has been reviewed following
(iii) the onboard personnel are familiar with defects and failures is to be carried out.
operating the scheme;

Chapter 2 Part 1
21.3.4 Damage and repairs part, which has been replaced by a spare one,
due to damage, is to be retained on board
21.3.4.1 Damage to components or items of where possible until examined by IRS Surveyor.
machinery is to be reported to IRS by the Chief
Engineer. The repairs of such damaged 21.3.4.3 Defects and failure data are to be
components or items of machinery are to be reviewed in order to ensure the system output is
carried out to the satisfaction of the Surveyor. appropriate. Where necessary, following review
of the failure data, there is to be a method of
21.3.4.2 Details of repairs and maintenance amending the CM and CBM scheme.
carried out are to be examined. Any machinery
Section 22
Surveys – Comfort On-board Ships
22.1 General
22.2.2 Based on above information, the
22.1.1 The requirements in this Section are attending Surveyor would review whether
applicable to surveys of noise and vibration changes or alterations have taken place that
aspects in Ships which are assigned additional could affect the Comfort notation. As a result of
Class notations for Comfort in accordance with the review, if the observations indicate that the
the requirements in Part 5, Chapter 39 of the noise and/ or vibration levels may exceed the
Rules. stipulated criteria and those measured at the
initial survey, a measurement program would
22.1.2 It is the responsibility of the Owner to be agreed between the Owner and IRS; and
advise IRS regarding any modifications, measurements taken again in accordance with
alterations or repairs, including replacement of the Rules.
major machinery and equipment, which may
lead to significant changes in the noise and 22.3 Special Surveys
vibration levels on board, compared to the initial
surveys. 22.3.1 Information is to be provided by the
Owner, as indicated in 22.2.1 for review by the
22.2 Annual Surveys attending Surveyor.
22.2.1 The following information is to be 22.3.2 Noise and vibration can increase due to
provided by the Owner and reviewed by the general wear and tear. The noise and vibration
attending Surveyor for issues that could affect measurements are to be carried out during
the Comfort notation, since previous survey: special surveys.
- Modifications/ repairs carried out in crew or 22.3.3 The measurements can be limited in
passenger spaces; comparison to initial survey measuring points
depending on ship type as follows;
- HVAC/ duct routing modifications;
• For passenger ships, 30% of initial survey
- Major repairs, modifications, replacement of measuring points (excluding passenger cabins)
machinery; and 10% of initial survey measuring points in
passenger cabins.
- Collision and grounding reports and repairs
thereof; • For Cargo ships, 30% of initial survey
measuring points.
- Fire, repair and damage reports

Page 197 of 199
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Section 23
Surveys of Floating Dry Docks
23.1.General
- Ventilators and other deck openings
23.1.1 This Section is applicable to Periodical
Surveys of floating dry docks in normal service - Overboard scuppers and discharges
for maintenance of Classification, in accordance
with the intervals and window period specified in - Means of escape from machinery spaces,
Section 1 of this Chapter. crew accommodation and work spaces
23.1.2 General requirements for Surveys of - Deflection and stress monitoring system
Ships would be applied as relevant and
applicable to floating dry docks, unless - Draught marks
otherwise specified in this Section.
- Fire protection and extinguishing
23.1.3 Floating dry docks are subjected to arrangements
Intermediate Surveys and Special Surveys.
Annual Surveys are not applicable to floating dry - Machinery including boilers (where fitted),
docks. Further, floating docks may be subjected bilge and ballast system, electrical
to Unscheduled Surveys or Surveys for damage equipment, pumps and other equipment
or alterations.
23.1.4 Attention should also be given to any
relevant requirements of the statutory authority 23.3.1 In addition to the requirements for
or flag Administration with which the floating dry Intermediate Surveys, the following are to be
dock is registered. carried out:
23.2 Intermediate Surveys .1 Pontoon and wing wall tanks are to

be cleaned, examined internally, and
23.2.1 At each Intermediate Survey, the hydraulically tested to the satisfaction of
following are to be examined and placed in good the Surveyor. For floating docks over 15
condition: years of age, oil fuel tanks forming part
of the main structure are to be
- Pontoon, safety and top decks, steel examined internally.
structures externally above the light
waterline, keel and side blocks and their .2 Examination of condition of means of
foundations, swing bridges (where protection to openings.
provided), access gangways
.3 Spaces above safety deck are to be
- Crane foundations examined internally, removing linings,
etc. where necessary for survey.
- Vents and overflow pipes and overboard
scuppers .4 Where fitted, sounding pipes are to
be examined. The Surveyors are to
- Hatchways, manholes and their closing ensure that striking plates are fitted
appliances under the sounding pipes whilst
examining the tanks internally.
- Casings, skylights, companionways,
ladders, and handrails and other means of
protection that might be provided for access
to all spaces

Chapter 2 Part 1
.5 Where the surface of plating is 23.3.5.2 In-water Survey

covered with cement, composition, or
wood sheathing, the covering is to be .1 Floating dry docks may be assigned
removed as may be required for INWATER SURVEY notation in compliance with
examination of the plating. the requirements of Section 7.2.2 of this
Chapter, as relevant to such dry-docks.
.6 Thickness measurement of any part
of the structure where signs of .2 Survey of the outer bottom below the light
deterioration are evident may be waterline may be carried out by some
required by the Surveyor. The structure combination of:
is to be renewed, where necessary.
- Ultrasonic measurement of plate thickness
.7 Anchoring and mooring arrangements
are to be examined for satisfactory - Heeling/ tilting of the dock for partial
condition. For areas which may be examination of the bottom
inaccessible /not readily accessible,
Owner is to submit to IRS a plan - Examination by remote operated vehicle
highlighting procedures for surveys and (ROV)
verification of conditions for such areas.
- Examination by diver(s)
.8 The efficient condition of the means
of communication between control .3 The methods and extent of the examination is
position and machinery spaces is to be to be agreed with IRS.
verified.
.4 Unless dry docked, the owner's proposal for
23.3.2 At the Special Survey after the dock is 20 survey of that part of the dry dock below the light
years old, and at 10 years intervals thereafter, in waterline is to be submitted for consideration.
addition to the requirements in 23.3.1, thickness This proposal is to include such information on
measurements of the structure are to be carried the dry dock as the area of operations, type of
out to assess the overall general condition of the coatings and method of corrosion control, if any.
floating dry dock. Two sections of gauging are to
be made within the 0.4 L mid-length of the dock. .5 Where it is intended to tilt the dry dock,
In addition, the Surveyor may require additional consideration is to be given to the stability and
thickness measurements to be taken in those longitudinal strength of the dry dock. Such
areas where it is suspected that corrosion and information is to be included in the operating
wastage exceed the acceptable limits. manual, where applicable.
23.3.3 Surveys of boilers are to be in .6 For the extension of intervals of the

accordance with the requirements of Section 9 examination below the waterline, special
of this Chapter. consideration may be given by IRS based on a
risk analysis taking into account the age, overall
23.3.4 Surveys of machinery, piping systems, condition of the dock, coating condition and
electrical equipment and control engineering method of corrosion protection.
systems are to be in accordance with the
requirements of Section 8 of this Chapter, as .7 Grids for sea chests are to be removed.
relevant and applicable. Valves and cocks with their fastenings are to be
examined externally. If considered necessary by
23.3.5 Bottom Surveys the Surveyor, valves and cocks are to be
dismantled for internal inspection.
23.3.5.1 General
23.3.5.3 Bottom survey in dry-dock
.1 Bottom survey means the examination of the
outside of the floating dry dock's bottom, related .1 When a floating dock is dry-docked, it is to be
items and part of the dry dock below the light placed on blocks of sufficient height and with
waterline. This examination may be carried out necessary staging to permit the examination of
with the floating dock either in dry dock (or on a elements such as shell plating including bottom
slipway) or afloat. and bow plating, stern frame, sea chests and
valves, appendages.
.2 Bottom surveys are to be carried out along
with Special Surveys.

Page 199 of 199
__________________________________________________________________________________
.2 The outer shell plating is to be visually
examined for excessive corrosion, or .4 Sea chests and their gratings, sea
deterioration due to chafing or contact with the connections and overboard discharge valves
ground or for any undue deformation or and cocks and their fastenings to the hull or sea
buckling. chests are to be examined.
.3 Significant plate unevenness or other

deterioration which does not necessitate
immediate repairs is to be recorded.
End of Chapter

for the
of Steel Ships
Part 2
Inspection and Testing of Materials
July 2022
Part 2
Inspection and Testing of Materials
Contents
Chapter 1 General Requirements
Chapter 2 Mechanical Testing Procedures
Chapter 3 Rolled Steel Plates, Strips, Sections and Bars
Chapter 4 Steel Castings
Chapter 5 Steel Forgings
Chapter 6 Steel Pipes and Tubes
Chapter 7 Iron Castings
Chapter 8 Copper Alloys
Chapter 9 Aluminium Alloys
Chapter 10 Equipment
Chapter 11 Approval of Welding Consumables for use in

Ship Construction
Page 1 of 11
___________________________________________________________________________________
Contents
Chapter 1 : General Requirements
Section 1 : Conditions for Manufacture, 1.9 Definitions

Survey and Certification
1.10 Retest procedures
1.1 Scope
1.11 Visual and non-destructive examination
1.2 Information to be supplied to the manufac-
turer 1.12 Rectification of defective material
1.3 Manufacture 1.13 Identification of materials
1.4 Survey procedure

Section 2 : Certification of Materials Based
1.5 Chemical composition on Alternative Certification Scheme
1.6 Heat treatment 2.1 General
1.7 Test material 2.2 Requirements for approval
1.8 Mechanical tests 2.3 Information required for approval
Chapter 2 : Mechanical Testing Procedures
Section 1 : General Requirements Section 3 : Impact Tests
1.1 General 3.1 Dimensions of test pieces
1.2 Selection of test samples 3.2 Testing procedure
1.3 Preparation of test specimens

Section 4 : Ductility Testing of Pipes and
1.4 Discarding of test specimens Tubes
4.1 Bend tests

Section 2 : Tensile Testing
4.2 Flattening tests
2.1 Dimensions of tensile test specimens
4.3 Drift expanding test
2.2 Fracture elongation
4.4 Flanging tests
2.3 Definition of yield stress
4.5 Ring expanding test
2.4 Procedure for tensile testing at ambient
temperature 4.6 Ring tensile test
2.5 Procedure for tensile testing at elevated

temperatures

Part 2
Section 5 : The Brittle Crack Arrest

Toughness Test Section 6 : Isothermal Crack Arrest
Temperature (CAT) Test
5.1 Scope
6.1 Scope
5.2 Symbols
6.2 Symbols
5.3 Testing Equipment
6.3 Testing equipment
5.4 Test Specimens
6.4 Test specimens
5.5 Test Methods
6.5 Test Method
5.6 Test Procedures
6.6 Measurements after test and test validation
judgement
5.7 Determination of arrest toughness
5.8 Reporting 6.7 Judgement of ‘arrest’ or ‘propagate’
6.8 Ttest, Tarrest and CAT determination

Appendix A : Method for obtaining Kca at a
6.9 Reporting
specific temperature and the evaluation
6.10 Use of test for material qualification testing
Appendix B : Double Tension Type Arrest Test
Chapter 3 : Rolled Steel Plates, Strips, Sections and Bars

Section 1 : General Requirements Section 2 : Normal Strength Steels for Ship
Structures
1.1 Scope
2.1 General
1.2 Manufacture
2.2 Approval
1.3 Quality of materials
2.3 Method of manufacture
1.4 Thickness tolerance of plates and wide flats
with width  600 [mm] 2.4 Chemical composition
2.5 Condition of supply

1.5 Heat treatment, condition of supply
2.6 Mechanical properties
1.6 Test material
2.7 Surface quality
1.7 Mechanical test specimens
1.8 Surface inspection and dimensions 2.8 Internal soundness
1.9 Freedom from defects 2.9 Tolerances
1.10 Special quality plate material (‘z’ quality) 2.10 Identification of materials
1.11 Branding of materials 2.11 Testing and inspection

1.12 Test certificates or other documentation
2.12 Test material

Page 3 of 11
___________________________________________________________________________________
2.13 Mechanical test specimens 4.6 Mechanical properties
2.14 Number of test specimens 4.7 Tolerances
4.8 Surface quality

4.9 Internal soundness
Section 3 : Higher Strength Steels for Ship 4.10 Stress relieving heat treatment and other
Structures heat treatments
3.1 General 4.11 Facilities for inspection
3.2 Approval 4.12 Identification of materials
4.13 Branding
3.3 Method of manufacture
4.14 Documentation of inspection tests
3.4 Chemical composition
3.5 Condition of supply Section 5 : Steel for Low Temperature

Service
5.1 General
3.7 Surface quality
5.2 Deoxidation and chemical composition
3.8 Internal Soundness
5.3 Heat treatment
3.9 Tolerances
5.4 Mechanical tests
3.10 Identification of Materials
3.11 Testing and Inspection Section 6 : Steels for Boilers and Pressure
Vessels
3.12 Test Material
6.1 General
3.13 Mechanical tests specimens
6.2 Deoxidation and chemical composition
3.14 Number of Test Specimens
3.15 Manufacturing approval scheme for EH47
steels
3.16 Retest Procedures
6.5 Mechanical properties for design purposes
at elevated temperatures
Section 4 : High Strength Steels for Welded
Structures
Section 7 : Steels for Machinery Structures
4.1 General
7.1 General
4.2 Approval
4.3 Method of manufacture Section 8 : Plates with Specified minimum

through Thickness Properties (‘Z’ Quality)
8.1 General
4.5 Delivery condition – Rolling process and
heat treatment

Part 2
8.2 Manufacture 9.4 Mechanical tests
8.3 Test material 9.5 Through thickness tests
8.4 Dimensions of through thickness tensile test 9.6 Intergranular corrosion tests
specimens
9.7 Dimensional tolerances
9.8 Clad plates
8.6 Non-destructive examination
9.9 Identification of materials
Section 9 : Austenitic and Duplex Stainless 9.10 Certification of materials

Steels
9.1 Scope Section 10 : Brittle Crack Arrest Steels
9.2 Chemical composition 10.1 General
9.3 Heat treatment 10.2 Manufacturing Approval Scheme
Chapter 4 : Steel Castings

Section 1 : General Requirements 2.5 Mechanical properties
1.1 Scope
Section 3 : Ferritic Steel Castings for Low
1.2 Manufacture Temperature Services
1.3 Quality of castings 3.1 General
1.4 Chemical composition 3.2 Chemical composition
1.5 Inspection 3.3 Heat treatment
1.6 Hydraulic pressure testing 3.4 Mechanical tests
1.7 Rectification of defective castings 3.5 Non-destructive testing
1.8 Identification of castings

Section 4 : Steel Castings for Propellers
1.9 Certification
4.1 Scope
Section 2 : Hull and Machinery Steel 4.2 Foundry Approval

Castings for General Applications
4.3 Quality of castings
2.1 Scope
4.4 Dimensions, dimensional and geometrical
2.2 Chemical composition tolerances
2.3 Heat treatment 4.5 Chemical Composition
2.4 Mechanical tests 4.6 Heat treatment

Page 5 of 11
___________________________________________________________________________________
4.7 Mechanical properties Section 5 : Austenitic Stainless Steel
Castings
4.8 Definition of skew, severity zones
5.1 Scope
4.10 Acceptance criteria for liquid penetrant
testing and magnetic particle testing
5.3 Heat treatment
4.11 Repair of defects
4.12 Welding repair procedure
5.5 Intergranular corrosion tests
4.13 Identification and marking
4.14 Document and Certification
Section 6 : Castings for other Applications
4.15 Welding procedure qualification test for
repair of cast steel propeller
6.1 General
Chapter 5 : Steel Forgings

Section 1 : General Requirements
1.1 Scope
1.2 Manufacture Section 3 : Ferritic Steel Forgings for Low

Temperature Service
1.3 Quality of forgings
3.1 Scope
1.5 Heat treatment (including surface hardening
and straightening) 3.3 Heat treatment
1.6 Mechanical tests 3.4 Mechanical tests
1.7 Inspection 3.5 Pressure tests
1.8 Rectification of defective forgings

Section 4 : Austenitic Stainless Steel
1.9 Identification of forgings
Forgings
1.10 Certification
4.1 General
Section 2 : Hull and Machinery Steel 4.2 Mechanical properties for design purposes
Forgings for General Applications
4.3 Non-destructive testing
2.1 Scope

Part 2
Chapter 6 : Steel Pipes and Tubes

3.5 Mechanical properties for design
1.1 Scope
1.2 Manufacture Section 4 : Boiler and Superheater Tubes
1.3 Quality 4.1 General
1.4 Chemical composition 4.2 Manufacture and chemical composition
1.5 Heat treatment 4.3 Heat treatment
1.6 Test material 4.4 Mechanical tests
1.7 Test specimens and testing procedures 4.5 Mechanical properties for design
1.8 Visual and non-destructive testing

Section 5 : Tubes and Pipes for Low
1.9 Hydraulic tests Temperature Services
1.10 Rectification of defects 5.1 Scope

1.11 Identification
5.2 Manufacture
1.12 Certification
5.4 Heat treatment

Section 2 : Seamless Pressure Pipes
2.1 General
2.2 Manufacture and chemical composition Section 6 : Austenitic Stainless Steel

Pressure Pipes
2.3 Heat treatment
2.4 Mechanical tests 6.1 Scope
2.5 Mechanical properties for design 6.2 Manufacture and chemical composition
6.3 Heat treatment

Section 3 : Welded Pressure Pipes
3.1 General
3.2 Manufacture and chemical composition
6.6 Fabricated pipework
3.3 Heat treatment

Page 7 of 11
___________________________________________________________________________________
Chapter 7 : Iron Castings

Section 1 : General Requirements 1.7 Mechanical properties
1.1 Scope 1.8 Visual and non-destructive examination
1.2 Manufacture 1.9 Metallographic examination
1.3 Quality of castings 1.10 Rectification of defective castings
1.4 Chemical composition 1.11 Identification of castings
1.5 Heat treatment 1.12 Certification
Chapter 8 : Copper Alloys

3.4 Quality of castings
1.1 Scope
3.5 Dimensions, dimensional and geometrical
tolerances
Section 2 : Castings for Valves and Fittings
3.6 Chemical composition and metallurgical
2.1 Scope characteristics
2.2 Manufacture 3.7 Mechanical properties and tests
2.3 Quality of castings 3.8 Definition of skew, severity zones
2.4 Chemical composition 3.9 Non-destructive testing
2.5 Heat treatment 3.10 Acceptance criteria for liquid penetrant

testing
2.7 Visual examination
3.12 Welding repair procedure
2.8 Pressure testing
3.13 Straightening
2.9 Rectification of defective castings
3.14 Identification and marking
2.10 Identification
3.15 Manufacturer’s Certificates
2.11 Certification 3.16 Welding procedure qualification tests for
repair of cast copper alloy propeller
Section 3 : Castings for Propellers

Section 4 : Tubes
3.1 Scope
4.1 Scope
3.2 Foundry approval
4.2 Manufacture
3.3 Moulding and casting

Part 2
4.3 Quality
4.8 Stress cracking test
4.9 Hydraulic test
4.5 Heat treatment
4.10 Identification
4.11 Certification
Chapter 9 : Aluminium Alloys
Section 1 : General 2.18 Certification
1.1 Scope
Section 3 : Aluminium Alloy Castings
Section 2 : Wrought Aluminium Alloys 3.1 Scope
2.1 Scope 3.2 Manufacture
2.2 Manufacture 3.3 Quality of castings
2.3 Quality of materials 3.4 Chemical composition
2.4 Dimensional tolerances 3.5 Heat treatment
2.5 Chemical composition 3.6 Mechanical tests
2.6 Heat treatment 3.7 Visual examination
2.7 Test material 3.8 Rectification of defective castings
2.8 Testing and inspection 3.9 Pressure testing
2.9 Freedom from defects 3.10 Identification
2.10 Corrosion testing 3.11 Certification
2.11 Test materials

Section 4 : Aluminium/Steel Transition Joints
2.12 Mechanical test specimens
4.1 Scope
2.13 Number of test specimens
4.2 Manufacture
2.16 Rectification of defects
4.5 Identification
2.17 Identification 4.6 Certification

Page 9 of 11
___________________________________________________________________________________
Chapter 10 : Equipment
Section 1 : Anchors
Section 4 : Steel Wire Ropes
1.1 Scope
4.1 General
1.2 Manufacture
4.2 Materials
1.3 Dimensions and tolerances
4.3 Zinc coating tests
1.4 Proof test of anchors
4.4 Test on completed ropes
1.5 Inspections and other tests
4.5 Identification
1.6 Identification
1.7 Painting Section 5 : Offshore Mooring Chains
5.1 Scope
Section 2 : Stud Link Chain Cables
5.2 Chain grades
2.1 Scope
5.3 Approval of chain manufacturers
2.2 Manufacture
5.4 Approval of quality system at chain and
accessory manufacturers
2.3 Design and tolerances
5.5 Approval of steel mills - rolled bar
2.4 Material for welded chain cables and
accessories
5.6 Approval of forge shops and foundries -
accessories
2.5 Material for cast chain cables and
accessories 5.7 Rolled steel bars
2.6 Material for forged chain cables and 5.8 Forged steel
accessories
5.9 Cast steel
2.7 Heat treatment of completed chain cables
2.8 Materials and welding of studs 5.10 Materials for studs
5.11 Design and manufacture

2.9 Testing of completed chain cables
2.10 Accessories for chain cables 5.12 Chain cable manufacturing process
2.11 Identification 5.13 Testing and inspection of finished chain
5.14 Testing and inspection of accessories

Section 3 : Short Link Chain Cables
5.15 Chafing chain for single point mooring
arrangements
3.1 General
3.2 Testing and inspection of chain cables

Part 2
Chapter 11 : Approval of Welding Consumables for Use in

Ship Construction
Section 1 : General Section 3 : Deep Penetration Electrodes for

Manual Welding
1.1 Scope
3.1 General
1.2 Manufacture
3.2 Deep penetration butt weld tests
1.3 Grading
3.3 Deep penetration fillet weld test
1.4 Approval procedure
3.4 Electrodes designed for gravity or contact
1.5 Test assemblies welding
1.6 Annual inspection and tests 3.5 Annual tests
1.7 Upgrading and uprating 3.6 Certification
1.8 Dimensions of test specimens

Section 4 : Wire-flux Combinations for
1.9 Testing procedures Submerged Arc Automatic Welding
1.10 Re-test procedures 4.1 General
1.11 Chemical composition 4.2 Multi-run technique
4.3 Deposited metal tests

Section 2 : Electrodes for Normal Penetra-
tion Manual Welding 4.4 Butt weld test (two-run technique)
2.1 General 4.5 Butt weld test (multi-run technique)
2.2 Deposited metal tests 4.6 Annual tests

2.3 Butt weld tests 4.7 Upgrading and uprating
2.4 Fillet weld tests
Section 5 : Wires and Wire-gas Combina-
2.5 Hydrogen test tions for Semi-automatic and Automatic
Welding
2.6 Covered electrodes for gravity or contact
welding 5.1 General
2.7 Annual tests 5.2 Approval tests for two-run automatic welding
2.8 Upgrading and uprating 5.3 Approval tests for semi-automatic multi-run
welding
2.9 Certification

Page 11 of 11
___________________________________________________________________________________
5.4 Approval tests for multi-run automatic
welding 7.3 Testing on welded joints
5.5 Annual tests 7.4 Hydrogen test
5.6 Upgrading and uprating 7.5 Annual tests
Section 6 : Consumables for use in Electro- Section 8 : Consumables for Welding of

slag and Electro-gas Vertical Welding Aluminium Alloys
6.1 General 8.1 General
6.2 Butt weld tests 8.2 Initial approval tests for manual, semi-
automatic and automatic multi-run techniques
6.3 Annual tests
8.3 Deposited metal test assemblies
6.4 Upgrading and uprating
8.4 Butt weld test assemblies
Section 7 : Welding Consumables for High 8.5 Fillet weld test assemblies
Strength Steels for Welded Structures
8.6 Initial approval tests for two-run technique
7.1 General
8.7 Annual tests
7.2 Testing of the weld metal
End of Contents

Page 1 of 5
___________________________________________________________________________________
Chapter 1
Contents
Section
1 Conditions for Manufacture, Survey and Certification
2 Certification of Materials Based on Alternative Certification Scheme
Section 1
Conditions for Manufacture, Survey and Certification
1.1 Scope 1.3.3 The manufacturer should demonstrate to

the satisfaction of IRS that necessary
1.1.1 Materials, used for the construction or manufacturing and testing facilities are available
repair of the hull and machinery of ships which and are supervised by qualified personnel.
are classed or intended to be classed with IRS,
are to be manufactured, tested and inspected in 1.3.4 Approval of manufacturers with respect to
accordance with the requirements of this Part. the materials and grades covered by this Part
will be considered by IRS on the basis of a
1.1.2 Materials complying with recognized detailed description of the manufacturing
national or international standards with process and inspection routines, results from
specifications equivalent to the requirements of testing of materials and a report made by IRS
this Part may be accepted. Surveyors confirming the information given by
the works and results.
1.2 Information to be supplied to the
manufacturer 1.3.5 Where the manufacturer has more than
one works, approval for individual works would
1.2.1 The ship or machinery builder is to provide be required.
the manufacturer with such information as is
necessary to ensure that inspection and testing 1.4 Survey procedure
can be carried out in accordance with these
Rules. 1.4.1 The Surveyors are to be allowed access to
all the relevant parts of the works and are to be
1.3 Manufacture provided with necessary facilities and
information to enable them to verify that
1.3.1 Materials used for the construction or manufacture is being carried out in accordance
repair of the hull and machinery of ships which with the approved procedure. Adequate facilities
are classed or intended to be classed with IRS are also to be provided for the selection of test
are to be made at works which have been materials, the witnessing of mechanical tests
approved by IRS for the type of the product and the examination of materials, as required by
being supplied. these Rules.
1.3.2 Where this part of the Rules requires 1.4.2 Prior to the submission of material for
materials or products to be manufactured at acceptance, manufacturers are to provide the
works approved by IRS, consideration may be Surveyors with details of the order specification
given by IRS for the acceptance of works and any special conditions additional to the Rule
approved by other IACS Member Societies. requirements.

Chapter 1 Part 2
Page 2 of 5 General Requirements
1.4.3 Before final acceptance, all materials are necessary temperature. In the case of very large
to be submitted to specified tests and components which require heat treatment,
examinations under conditions acceptable to the alternative methods will be specially considered.
Surveyors. The results are to comply with Rules
and all materials are to be to the satisfaction of 1.7 Test material
the Surveyors.
1.7.1 Sufficient test material is to be provided for
1.4.4 The specified tests and examinations are the preparation of the tests detailed in the
to be carried out prior to the dispatch of all specific requirements. It is, however, in the
finished materials from the manufacturer's interests of manufacturers to provide additional
works. Where materials are supplied in the material for any retests which may be
rough or unfinished condition, as many as necessary, as insufficient or unacceptable test
possible of the specified tests are to be carried material may be a cause for rejection.
out by the manufacturer and any tests or
examinations not completed are to be carried 1.7.2 The test material is to be representative of
out in consultation with the Surveyors, at a the item or batch and is not to be separated until
subsequent stage of manufacture. all the specified heat treatment has been
completed, except where provision for an
1.4.5 In the event of any material proving alternative procedure is made in the subsequent
unsatisfactory, during subsequent working, chapters of this Part.
machining or fabrication, it is to be rejected, not
withstanding any previous certification. In case of castings where separately cast test
samples are accepted, the test samples are to
1.5 Chemical composition be cooled down under the same conditions as
the castings.
1.5.1 The chemical composition of the ladle
samples is to be determined by the 1.7.3 All test material is to be selected by the
manufacturer in an adequately equipped and surveyor and identified by suitable markings
competently staffed laboratory. The which are to be maintained during the
manufacturer's analysis will be accepted, but preparation of the test specimen.
may be subject to occasional independent
checks if required by the Surveyors. 1.8 Mechanical tests
1.5.2 At the discretion of the Surveyors, a check 1.8.1 The number and direction of test
chemical analysis of suitable samples from specimens and their dimensions are to be in
products may also be required. These samples accordance with the requirements of
are to be taken from the material used for subsequent chapters of this Part and the
mechanical tests, but where this is not specific requirements for the product.
practicable an alternative procedure for
obtaining a representative sample is to be 1.8.2 Where Charpy impact tests are required, a
agreed with the manufacturer. set of three test specimens are to be prepared
and the average energy value is to comply with
1.6 Heat treatment the requirements of subsequent Chapters of this
part. One individual value may be less than the
1.6.1 Materials are to be supplied in the required average value provided that it is not
condition specified in, or permitted by the Rules. less than 70 per cent of that value.
Heat treatment is to be carried out in properly
constructed furnaces which are efficiently 1.8.3 Where metric or imperial units are to be
maintained and have adequate means for used for acceptance testing, the specified
control and recording of temperature. The values are to be converted in accordance with
furnace dimensions are to be such as to allow the appropriate conversions given in Table
the whole item to be uniformly heated to the 1.8.1.

Page 3 of 5
___________________________________________________________________________________
Table 1.8.1 : Conversion of SI units to metric

and imperial units
1 N/mm2 or Mpa = 0.102 kgf/mm2
1 N/mm2 or Mpa = 0.0647 tonf/in2
1 N/mm2 or Mpa = 0.145 x 103 lbf/in2
1J = 0.102 Kgf m
1J = 0.738 ft Ibs
1 Kgf/mm2 = 9.81 N/mm2 or MPa
1 tonf/in2 = 15.45 N/mm2 or MPa
1 Ibf/in 2 = 6.89 x 10-3 MPa
1 kgf m = 9.81 J
1 ft lbf = 1.36 J
Notes :
The conversions may be rounded to the nearest multiples as follows :
1 For tensile strength values at ambient 1 Kgf/mm2

temperature 0.5 tonf/in2
1 x 103 lbf.in2
10N/mm2
2 For yield and proof stress values at 0.5 kgf/mm2
ambient temperature 0.2 tonf/in2
0.5 x 103 lbf/in2
5 N/mm2
3 For lower yield or proof stress values 0.1 kgf/mm2
at elevated temperatures and stress 0.05 tonf/in2
to rupture. 0.1 x 103 lbf/in2
1 N/mm2
4 For impact energy values 0.1 kgf m
1 ft lbf
1J
1.9 Definitions 1.10.2 Where the results from a set of three

impact test specimens do not comply with the
1.9.1 The following definitions are applicable to requirements, an additional set of three impact
this Part: test specimens may be tested provided that not
more than two individual values are less than
Item A single forging, casting, plate, tube or the required average value and, of these, not
other rolled product as delivered. more than one is less than 70 per cent of this
average value. The results obtained are to be
Piece The rolled product from a single slab or combined with the original results to form a new
billet or from a single ingot if this is rolled directly average which, for acceptance, is not to be less
into plates, strips, sections or bars. than the required average value. Additionally, for
these combined results, not more than two
Batch A number of similar items or pieces individual values are to be less than the required
presented as a group for acceptance testing. average value and, of these, not more than one
is to be less than 70 per cent of this average
1.10 Retest procedures value.
1.10.1 Where the result of any test, other than 1.10.3 The additional tests detailed in 1.10.1
an impact test, does not comply with the and 1.10.2 are, where possible, to be taken from
requirements, two additional tests of the same material adjacent to the original tests. For
type may be taken. For acceptance of the castings, however, where insufficient material
material satisfactory results are to be obtained remains in the original test samples, the
from both of these tests. additional tests may be prepared from other test
samples representative of the castings.

Chapter 1 Part 2
Page 4 of 5 General Requirements
1.10.4 When unsatisfactory results are obtained and the rectification has been completed in
from tests representative of a batch of material, accordance with applicable requirements of
the item or piece from which the tests were subsequent chapters of this Part and to the
taken is to be rejected. The remainder of the satisfaction of Surveyors.
batch may be accepted provided that two further
items or pieces are selected and tested with 1.12.2 The repair of defects by welding can be
satisfactory results. If the tests from one or both accepted only when permitted by the
of these additional items or pieces give appropriate specific requirements and provided
unsatisfactory results, the batch is to be that the agreement of the Surveyor is obtained
rejected. before the work is commenced. When a repair
has been agreed, it is necessary in all cases to
1.10.5 When a batch is rejected, the remaining prove by suitable methods of non-destructive
items or pieces in the batch may be re- examination that the defects have been
submitted individually for test, and those which completely removed before welding is
give satisfactory results may be considered for commenced. Welding procedures and
acceptance by the Surveyors. inspection on completion of the repair are to be
in accordance with the appropriate specific
1.10.6 At the option of the manufacturer, requirement and are to be to the satisfaction of
rejected material may be re-submitted as the Surveyor.
another grade and may then be considered for
acceptance by the Surveyors, provided that the 1.13 Identification of materials
test results comply with the appropriate
requirements. 1.13.1 The manufacturer is to adopt a system of
identification which will enable all finished
1.10.7 When material which is intended to be material to be traced to the original cast, and the
supplied in the ''as rolled" or "hot finished" Surveyors are to be given all facilities for so
condition fails test, it may be suitably heat tracing the material when required. When any
treated and re-submitted for test, with the prior item has been identified by the personal mark of
concurrence of the ship or machinery builder. a Surveyor, or his deputy, this is not to be
Similarly materials supplied in the heat-treated removed until an acceptable new identification
condition may be re-heat treated and re- mark has been made. Failure to comply with this
submitted for test. condition will render the item liable to rejection.
1.11 Visual and non-destructive examination 1.13.2 Before any item is finally accepted it is to
be clearly marked by the manufacturer in at
1.11.1 Prior to the final acceptance of materials, least one place with the particulars detailed in
surface inspection, verification of dimensions the appropriate specific requirements.
and non-destructive examination are to be
carried out in accordance with the requirements 1.13.3 Hard stamping is to be used except
detailed in subsequent chapters of this Part. where this may be detrimental to the material, in
which case stenciling, painting or electric
1.11.2 When there is visible evidence to doubt etching is to be used. Paints used to identify
the soundness of any material or component, alloy steels are to be free from lead, copper,
such as flaws in test specimens or suspicious zinc or tin, i.e., the dried film is not to contain
surface marks, the manufacturer is expected to any of these elements in quantities more than
prove the quality of the material by any 250 ppm.
acceptable method.
1.13.4 Where a number of identical items are
1.12 Rectification of defective material securely fastened together in bundles, the
manufacturer need only brand the top of each
1.12.1 Small surface imperfections may be bundle. Alternatively a durable label giving the
removed by mechanical means provided that, required particulars may be attached to each
after such treatment, the dimensions are bundle.
acceptable, the area is proved free from defects

Page 5 of 5
___________________________________________________________________________________
Section 2
Certification of Materials Based on Alternative Certification Scheme
2.1 General 2.3.3 An outline description of all important

manufacturing plant and equipments. This is to
2.1.1 Alternative procedures for survey and include a production flow chart indicating all
testing may be accepted by IRS at works where stages where testing and inspection are carried
materials are manufactured under closely out along with details of equipments used for
control rolled conditions by semi-continuous or measuring and testing.
continuous processes under the Alternative
Certification Scheme (ACS), as detailed in 2.3.4 The system used for the identification and
Part1, Chapter 1, Section 4 of the Rules. traceability of raw materials, semi-finished and
finished Products.
2.1.2 Where it is considered that compliance
with Rule requirements can be satisfactorily 2.3.5 Information on the system of procurement
achieved, IRS will issue a Quality Assurance and acceptance of materials e.g. ingots, billets
Approval Certificate, based on the ACS to the or blooms for further processing where the
manufacturer. manufacturer does not produce such raw
materials.
2.1.3 The quality system procedures and
practices of a manufacturer who has been 2.3.6 Consolidated test results, physical,
granted approval will be kept under continuous chemical, non-destructive tests etc. for a period
review and audited as per the ACS. of preceding three months of products, if
possible, covering the full range of thickness,
2.2 Requirements for approval weight range and grades for which approval is
sought. The data is to include the number of
2.2.1 The conditions for approval are broadly samples, minimum, maximum, average value
outlined in Pt.1, Ch.1, Sec. 4, Cl. 4.3 of the and standard deviation. For high strength ship
Rules. steels, the carbon equivalent values are also
required. The data is to also include numbers of
2.3 Information required for approval rejections during manufacture as well as after
delivery and reasons thereof.
2.3.1 Manufacturers applying for approval under
this scheme are to submit the information 2.4 Assessment and approval, maintenance of
required by 2.3.2 to 2.3.6, in addition to the approval and certification of products would be
requirements of the ACS (Pt.1, Ch.1, Sec. 4, Cl. generally based on the ACS detailed in Pt.1,
4.4). Ch.1, Sec.4 of the Rules.
2.3.2 A detailed specification for each product.
End of Chapter

Page 1 of 36
__________________________________________________________________________________
Chapter 2
Mechanical Testing Procedures
Contents
Section
2 Tensile Testing
3 Impact Tests
4 Ductility Testing of Pipes and Tubes
5 The Brittle Crack Arrest Toughness Test
6 Isothermal Crack Arrest Temperature (CAT) Test
Section 1
1.1 General from the same cast and in the same condition of
heat treatment.
1.1.1 All tests are to be carried out by competent
personnel. The machines are to be maintained in 1.3 Preparation of test specimens
satisfactory and accurate condition and are to be
recalibrated at approximately annual intervals. 1.3.1 If test samples are cut from material by
This calibration is to be carried out by a nationally flame cutting or shearing, a reasonable margin is
recognized Authority or other organization of required to enable sufficient material to be
standing and is to be carried out to the removed from the cut edges during final
satisfaction of Surveyors. The accuracy of test machining.
machines is to be within  one per cent. A record
of all calibrations is to be kept available in the test 1.3.2 Test specimens are to be cut and prepared
house. in a manner which does not affect their
properties, i.e. not subjected to any significant
Testing machines are to be calibrated in cold straining or heating.
accordance with the following or other equivalent
recognized standards: 1.3.3 Where possible, test specimens from rolled
materials are to retain their rolled surface on both
a) Tensile / compression testing : ISO 7500-1 sides.
b) Impact testing : ISO 148-2
1.4 Discarding of test specimens
1.2 Selection of test samples
1.4.1 If a test specimen fails because of faulty
1.2.1 Test samples are to be selected by the manufacture, visible defects, or incorrect
Surveyor unless otherwise agreed. operation of the testing machine, it may be
discarded at the Surveyor's discretion and
1.2.2 All materials in a batch presented for testing replaced by a new test specimen prepared from
are to be of the same product form (e.g. plates, material adjacent to the original test.
sections, bars). Normally, the materials are to be

Chapter 2 Part 2
Page 2 of 36 Mechanical Testing Procedures
Section 2
Tensile Testing
2.1 Dimensions of tensile test specimens - Round test specimens;
2.1.1 Generally, proportional test specimens with - Flat test specimens; and
a gauge length of 5.65So (where So is the cross-
sectional area of the test length) are to be used. - Full cross-section test specimens.
Where it is not possible to use such specimens,
non-proportional specimens may be considered. See also Fig.2.1.1.
2.1.2 For the purpose of determining the different

parameters related to tensile testing, three
different types of test specimens may be used :
2.1.2.1 The following symbols have been used in

the figure and in subsequent paragraphs:- 2.1.2.2 The gauge length may be rounded off to
the nearest 5 [mm] provided that the difference
d =diameter between this length and Lo is less than 10% of
a =thickness of specimen Lo.
b =width
Lo = Original gauge length 2.1.2.3 For plates with thickness equal to and
Lc = Parallel length greater than 3 [mm], test specimen according to
So = Original cross-sectional area alternatives A or B given below are to be used.
R = Transition radius Where the capacity of the available testing
D =External tube diameter machine is insufficient to allow the use of a test
t = plate thickness

Page 3 of 36
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specimen of full thickness, this may be reduced 2.1.2.6 Wires: Full cross sectional test specimen
by machining one of the rolled surfaces. with the following dimensions is to be used:
Alternatively for materials over 40 [mm] thick, Lo =200 [mm]

proportional round test specimens with Lc =Lo + 50 [mm].
dimensions as specified in C below may be used.
Alternative A, Non-proportional flat test specimen 2.1.2.7 For forgings, castings (excluding grey
cast iron) and bars round test specimens with
a=t dimensions as specified in alternative C of 2.1.2.3
b =25 [mm] are usually to be used.
Lo =200 [mm]
Lc  212.5 [mm] 2.1.2.8 If for special reasons, other dimensions
R =25 [mm] are to be used, they will have to conform with the
following geometric relationship:
Alternative B, Proportional flat test specimen
Lo =5d;
a=t Lc =Lo + d:
b =25 [mm]
R=10 [mm], except for materials with a specified
Lo = 5.65 So minimum elongation A  10 per cent, where R is
to be 1.5 x d.
Lc Lo + 2 So
2.1.2.9 For tubes, test specimen according to
R =25 [mm] alternative A or B below are to be used:
Alternative C, round test specimen Alternative A :- Full cross-section test specimens

with plugged ends -
d =14 [mm] in general, but in no case less than Lo = 5.65 So
10 mm nor more than 20 [mm].
Lo = 5d [mm Lc  Lo + D/2
Lc  Lo + d/2 [mm] Lc is the distance between the grips or the plugs,

whichever is smaller.
R =10 [mm], in general
 1.5 d [mm], for nodular cast iron and
materials with a specified elongation of less than Alternative B :- Strip
10%. a =wall thickness of tube
b  12 [mm]
2.1.2.4 The round test specimen is to be located Lo = 5.65 So
with its center t/4 from the plate surface or as Lc = Lo + 2b
close to this position as possible.
The parallel test length is not to be flattened. but
2.1.2.5 For sheets and strips with thickness less the enlarged ends may be flattened for gripping
than 3 [mm] in the testing machine.
a=t Round test specimens may also be used

b =12.5 [mm] provided that the wall thickness is sufficient to
Lo =50 [mm] allow the machining of such specimens to the
Lc 75 [mm] dimensions in alternative C in 2.1.2.3 above with
their axes located at the midwall thickness.
R =25 [mm]

Chapter 2 Part 2
2.1.2.10 The above is subject to any specific where,

dimensions or minimum cross-sectional area
requirements, with respect to test specimens, Ao = Required elongation for the non-
given in any subsequent Chapters of this Part. proportional test specimen
As = Specified elongation on a gauge length
2.1.2.11 Tensile test specimens for grey cast iron
of 5.65So
are to be machined to the dimensions shown in
Fig.2.1.2. Usually test specimens are machined So = Cross-sectional area of test specimen
from separately cast standard test coupons with Lo = Gauge length of test specimen.
30 [mm] diameter.
2.3 Definition of yield stress
2.3.1 The yield phenomenon is not exhibited by

all the steels detailed in this Part but, for
simplification the term "Yield Stress" is used
throughout when requirements are specified for
acceptance testing at ambient temperature.
2.3.2 Where reference is made to "Yield Stress"

in the requirements for carbon, carbon-
manganese and alloy steel products and in the
requirements for the approval of welding
consumables, either the upper yield stress or the
0.2 per cent proof stress under load is to be
determined.
2.1.2.12 The tolerances on specimen dimensions 2.3.3 For austenitic and duplex stainless steel
are to be in accordance with ISO 6892-98 or products and welding consumables, both the 0.2
other recognised standards as appropriate. per cent and 1.0 per cent proof stresses are to be
determined.
2.2 Fracture elongation
2.4 Procedure for tensile testing at ambient
2.2.1 Unless otherwise specified, the elongation temperature
values in this part correspond to those required
for proportional test specimens over a gauge 2.4.1 Unless otherwise specified, the test is to be
length 5.65 So. carried out at ambient temperature between 100C
and 350C.
If any part of the fracture takes place outside of
the middle one-third of the original gauge length, 2.4.2 Yield stress (Yield point) is to be taken as
the elongation value obtained may not be the value of stress measured at the
representative of the material. In such cases if the commencement of plastic deformation at yield or
elongation measured is less than the minimum the value of the stress measured at the first peak
requirements, the test result may be discarded obtained during yielding even when the peak is
and a retest carried out. equal to or less than any subsequent peaks
observed during plastic deformation at yield. The
2.2.2 If the material is ferritic steel of low or tensile test is to be carried out with an elastic
medium strength and not cold worked the stress rate within the limits indicated in Table
elongation may also be measured on a non- 2.4.2.
proportional gauge length after agreement with
IRS. Table 2.4.2
In that case the elongation required is to be Modulus of Rate of stressing

calculated from the following formula: elasticity of the [N/mm2] per second
material (E) Min. Max.
[N/mm2]
0.4
 So  < 150 000 2 20
Ao  2 x As    150 000 6 60
 L o 

Page 5 of 36
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2.4.3 After reaching the yield or proof load, the from which 0.2 or 1.0 per cent proof stress can be
straining rate may be increased to a maximum of calculated.
0.008 per second for the determination of tensile
strength. 2.5 Procedure for tensile testing at elevated
temperatures
2.4.4 For steel, the upper yield stress is to be
calculated from : 2.5.1 The test specimens used for the
determination of lower yield or 0.2 per cent proof
a) the load immediately prior to a distinct drop stress at elevated temperatures are to have an
in the testing machine lever; or extensometer gauge length of not less than 50
[mm] and a cross sectional area of not less than
b) the load immediately prior to a fall back in the 65 [mm2]. Where, however, this is precluded by
movement of the pointer or the load at a the dimensions of the product or by the test
marked hesitation of this pointer; or equipment available, the test specimen is to be of
the largest practical dimensions.
c) a load/extension diagram using the value of
load measured either at the commencement 2.5.2 The heating apparatus is to be such that the
of plastic deformation or yield or at the first temperature of the specimen during testing does
peak obtained during yielding even when that not deviate from that specified by more than 
peak is equal to or less than any subsequent 5°C.
peaks observed.
2.5.3 The straining rate when approaching the
2.4.5 The 0.2 or 1.0 per cent proof stress (non- lower yield or proof load is to be controlled within
proportional elongation) is to be determined from the range 0.1 to 0.3 per cent of the extensometer
an accurate load/extension diagram by drawing a gauge length per minute.
line parallel to the straight elastic portion and
distant from it by an amount representing 0.2 or 2.5.4 The time intervals used for estimation of
1.0 per cent of extensometer gauge length. The strain rate from measurements of strain are not
point of intersection of this line with the plastic to exceed 6 seconds.
portion of the diagram represents the proof load,
Section 3
Impact Tests
3.1 Dimensions of test pieces

3.1.2 For material under 10 [mm] in thickness the
3.1.1 Impact tests are to be of either the charpy largest possible size of standard subsidiary
V-notch or the charpy U-notch type as required charpy V-notch is to be prepared with the notch
by the subsequent Chapters. The test specimens cut in the narrow face. Generally, impact tests are
are to be machined to the dimensions and not required when the thickness of material is
tolerances given in Table 3.1.1 and Table 3.1.2 less than 5 [mm] (less than 6 [mm] for pipes and
and are to be carefully checked for dimensional tubes).
accuracy.

Chapter 2 Part 2
Table 3.1.1 : Dimensions and tolerances for charpy V-notch impact test specimens
Dimensions Nominal Tolerance

Length [mm] 55  0.60
Width [mm]
- standard specimen 10  0.11
- subsize specimen 7.5  0.11
- subsize specimen 5  0.06
Thickness [mm] 10  0.06
Angle of notch 45o  2
Depth below notch [mm] 8  0.06
Root radius [mm] 0.25  0.025
Distance of notch from end of specimen [mm] 27.5  0.42
Angle between plane of symmetry of notch and 90o  2
longitudinal axis of test specimen
Ref. Fig.3.1.1
Fig.3.1.1
Table 3.1.2 : Dimensions and tolerances for charpy U-notch impact test specimens
Dimensions Nominal Tolerance

Length [mm] 55  0.60
Width [mm] 10  0.11
Thickness [mm] 10  0.11
Depth of notch [mm] 5  0.09
Root radius [mm] 1  0.07
Distance of notch from end of test specimen [mm] 27.5  0.42
Angle between plane of symmetry of notch and longitudinal axis of
90  2
test specimen
Ref. Fig.3.1.1

Page 7 of 36
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3.2 Testing procedure V- notch impact tests may be carried out at
ambient or lower temperatures in accordance
3.2.1 All impact tests are to be carried out on with specific requirements given in subsequent
Charpy machines having a striking energy of not Chapters. Where the test temperature is other
less than 150J and complying with following than ambient, the temperature of the test
requirements:- specimen is to be controlled to within  2°C for
sufficient time to ensure uniformity throughout the
a) Distance between supports 40 + 5 [mm] cross section of the test specimen, and suitable
-0 precautions are to be taken to prevent any
b) Radius of curvature of significant change in temperature during the
supports 1 -1.5 [mm] actual test. In cases of dispute, ambient
c) Taper of supports 1 in 5 temperature is to be considered as 18°C -27°C.
d) Angle at tip of hammer 30  1° 3.2.3 When reporting results, the units used for
expressing the energy absorbed and the testing
e) Radius of curvature of 1.0 -2.5 [mm] temperature are to be clearly stated. It is
hammer preferred that energy values for both charpy V-
notch and charpy U-notch impact tests be
f) Speed of hammer at the expressed in Joules and not [J/cm2].
instant of striking 4.5 - 7 [m/sec].
3.2.4 The minimum average values for
specimens are as given in Table 3.2.4.
3.2.2 Charpy U-notch impact tests are generally
to be carried out at ambient temperature. Charpy
Table 3.2.4
Charpy V-notch specimen size Minimum energy, average of 3-specimens

10 mm x 10 mm E
10 mm x 7.5 mm 5E/6
10 mm x 5.0 mm 2E/3
Notes:
E = the values of energy specified for full thickness 10 mm x 10 mm specimens

All other dimensions and tolerances are to be as specified in Table 3.1.1.
Only one individual value may be below the specified average value provided it is not less than 70%
of that value.
In all cases, the largest size Charpy specimens possible for the material thickness shall be
machined

Chapter 2 Part 2
Section 4
Ductility Testing of Pipes and Tubes
4.1 Bend tests C = a constant dependent on the steel type and

detailed in the specific requirements.
4.1.1 The test specimens are to be cut as circum-
ferential strips of full wall thickness and with a After flattening, the specimens are to be free from
width of not less than 40 [mm]. For thick walled cracks or other flaws. Small cracks at the ends of
pipes, the thickness of the test specimens may the test specimens may be disregarded.
be reduced to 20 [mm] by machining. The edges
of specimen may be rounded to a radius of 1.6 4.2.3 For welded pipes or tubes, the weld is to be
[mm]. placed at an angle of 90° to the direction of the
pressure.
4.1.2 Testing is to be carried out at ambient
temperature, and the specimens are to be 4.3 Drift expanding test
doubled over, in the direction of the original
curvature, around a former. The diameter of the 4.3.1 The test specimens are to be cut with the
former is to be in accordance with the specific ends perpendicular to the axis of the tube. The
requirements for the material. The test is to be edges of the end to be tested may be rounded by
considered satisfactory if, after bending, the filing.
specimens are free from cracks and laminations.
Small cracks at the edges of the test specimen Metallic tubes: The length 'L' equal to twice the
are to be disregarded. external diameter 'D' of the tube if the angle of the
drift is 30° and L equal to 1.5D if the angle of the
4.2 Flattening tests drift is 45° or 60°. (Reference ISO 8493). The
test piece may be shorter if after testing the
4.2.1 The test specimens are to be cut with the remaining cylindrical portion is not less than 0.5D.
ends perpendicular to the axis of the pipe or tube.
The length of the specimen is to be not less than The rate of penetration of the mandrel is not to
10 [mm] or greater than 100 [mm]. exceed 50 [mm]/minute.
4.2.2 Testing is to be carried out at ambient 4.3.2 Testing is to be carried out at ambient
temperature and is to consist of flattening the temperature and is to consist of expanding the
specimens in a direction perpendicular to the end of the tube symmetrically by means of a
longitudinal axis of the pipe. (Reference is made hardened conical steel mandrel having a total
to ISO 8492). Flattening is to be carried out included angle of 45° or 60°. The mandrel is to be
between two plain parallel and rigid platens which forced into the test specimen until the percentage
extend over both the full length and width after increase in the outside diameter of the end of the
flattening of the test specimen. Flattening is to be test specimen is not less than the value given in
continued until the distance between the platens, the specific requirements for boiler and
measured under load, is not greater than the superheater tubes. The mandrel is to be
value given by the formula:- lubricated, but there is to be no rotation of the
tube or mandrel during the test. The expanded
t (1  C) portion of the tube is to be free from cracks or
H other flaws.
t
C
D 4.4 Flanging tests
where, 4.4.1 The test specimens are to be cut with the

ends perpendicular to the axis of the tube. The
H = distance between platens [mm]; length of the specimens is to be approximately
1.5D. The length may be shorter provided that
t = specified thickness of the pipe [mm]; after testing the remaining cylindrical portion is
not less than O.5D (Reference ISO 8494). The
D = Specified outside diameter [mm]; edges of the end to be tested may be rounded by
filing. The rate of penetration shall not exceed 50
[mm]/minute.

Page 9 of 36
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4.4.2 Testing is to be carried out at ambient flanged portion of the tube is to be free from
temperature and is to consist of flanging the end cracks or other flaws.
of the tube symmetrically by means of hardened
conical steel mandrels. 4.5 Ring expanding test
4.4.3 The first stage of flanging is to be carried 4.5.1 The test piece consists of a ring having a
out with a conical angled mandrel having an length of between 10 to 16 [mm]. (Reference ISO
included angle of approximately 90° (See 8495). The rate of penetration of the mandrel is
Fig.4.4.3(a)) The completion of the test is not to exceed 30 [mm]/second.
achieved with a second forming tool as shown in
Fig.4.4.3(b). The mandrels are to be lubricated 4.6 Ring tensile test
and there is to be no rotation of the tube or
mandrels during the test. The test is to continue 4.6.1 The ring is to have a length of about 15
until the drifted portion has formed a flange [mm] with plain and smoothed ends cut
perpendicular to the axis of the test specimens. perpendicular to the tube axis. The ring is to be
The percentage increase in the external diameter drawn to fracture by means of two mandrels
of the end of specimens is not to be less than the placed inside the ring and pulled in tensile testing
value given in the specific requirements for boiler machine. The rate shall not exceed 5
and superheater tubes. The cylindrical and [mm]/second. (Reference ISO 8496).

Chapter 2 Part 2
Section 5
The Brittle Crack Arrest Toughness Test
5.1 Scope
Using the stress intensity factor, calculate the
5.1.1 This Section is applicable to hull structural brittle crack arrest toughness, Kca, from the
steels with the thickness over 50 [mm] and not applied stress and the arrest crack length. This
greater than 100 [mm] specified in Chapter 3. value is the brittle crack arrest toughness at the
This Section specifies the test method for brittle temperature of the point of crack arrest (arrest
crack arrest toughness (i.e. Kca) of steel using temperature).
fracture mechanics parameter. The purpose of
this test is to assess brittle crack arrest toughness To obtain Kca at a specific temperature followed
with temperature gradient and to obtain the by the necessary evaluation, the method
corresponding brittle crack arrest toughness specified in Appendix A to this Section may be
value Kca. used.
5.1.2 The test envisages the following: As a method for initiating a brittle crack, a
secondary loading mechanism can also be used
- setting a temperature gradient in the width (see Appendix B to this Section “Double tension
direction of a test specimen type arrest test”).
- applying uniform stress to the test specimen
- striking the test specimen to initiate a brittle 5.2 Symbols
crack from the mechanical notch at the side of the
test specimen and cause crack arrest
(temperature gradient type arrest testing).
Table 5.2: Symbols used and their meanings
Symbol Unit Significance

a mm Crack length or arrest crack length
E N/mm2 Modulus of longitudinal elasticity
Ei J Impact energy
Es J Strain energy stored in a test specimen
Et J Total strain energy stored in tab plates and pin chucks
F MN Applied load
K N/mm3/2 Stress intensity factor
Kca N/mm3/2 Arrest toughness
L mm Test specimen length
Lp mm Distance between the loading pins
Lpc mm Pin chuck length
Ltb mm Tab plate length
T C Temperature or arrest temperature
t mm Test specimen thickness
ttb mm Tab plate thickness
tpc mm Pin chuck thickness
W mm Test specimen width
Wtb mm Tab plate width

Page 11 of 36
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Table 5.2 : (Contd.)

Wpc mm Pin chuck width
xa mm Coordinate of a main crack tip in the width direction
xbr mm Coordinate of the longest branch crack tip in the width direction
ya mm Coordinate of a main crack tip in the stress loading direction
Coordinate of the longest branch crack tip in the stress loading
ybr mm
direction
 N/mm2 Applied stress
Y0 N/mm2 Yield stress at room temperature
5.3 Testing Equipment effect on the load drop associated with crack
propagation, the validity of the test results is
The testing machine is used to apply tensile force determined by the judgment method described in
to an integrated specimen, and impact equipment 5.7.1.
is used to generate a brittle crack on the test
specimen. 5.3.2 Impact Equipment
5.3.1 Testing Machine 5.3.2.1 Impact Methods
5.3.1.1 Loading Method .1 Methods to apply an impact load to an

integrated specimen may be of a drop weight
.1 Tensile load to an integrated specimen is to be type or of an air gun type.
hydraulically applied. The loading method to an
integrated specimen using the testing machine is .2 The wedge is to be hard enough to prevent
to be of a pin type. The stress distribution in the significant plastic deformation caused by the
plate width direction is to be made uniform by impact. The wedge thickness is to be equal to or
aligning the centres of the loading pins of both greater than that of the test specimen, and the
sides and the neutral axis of the integrated wedge angle is to be greater than that of the
specimen. notch formed in the test specimen and have a
shape capable of opening up the notch of the test
5.3.1.2 Loading Directions specimen.
.1 The loading directions are to be either vertical 5.4 Test Specimens

or horizontal. In the case of the horizontal
direction, test specimen surfaces are to be placed 5.4.1 Test specimen shapes
perpendicular to the ground.
5.4.1.1 The standard test specimen shape is
5.3.1.3 Distance between the loading pins shown in Fig. 5.4.1.1. Table 5.4.1.1 specifies the
ranges of test specimen thicknesses, widths and
.1 The distance between the loading pins is to be width-to-thickness ratios.
approximately 3.4W or more, where W is the
width of the test specimen. Since the distance 5.4.1.2 In general, the test specimen length is to
between the loading pins sometimes has an be, equal to or greater than its width.

Chapter 2 Part 2
Fig. 5.4.1.1: Standard test specimen shape
Table 5.4.1.1: Dimensions of test specimens
Test specimen thickness, t 50 mm ≤ t ≤ 100 mm

350 mm ≤ W ≤ 1000 mm
Test specimen width, W
(Standard width: W = 500 mm)
Test specimen width/test specimen thickness, W/t W/t ≥ 5
5.4.2 Shapes of tab plates and pin chucks
5.4.2.1 The definitions of the dimensions of the

tab plates and pin chucks are shown in Fig.5.4.2
Typical examples are shown in Fig. 5.4.2.1.
Pin chuck (Thickness: tpc)
Tab plate Specimen

Wpc Wtb W
(Thickness: ttb) (Thickness: t)
Lpc Ltb L
Lp
(a) Single pin type

Page 13 of 36
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Pin chuck (Thickness: tpc)
Tab plate Specimen

Wpc Wtb (Thickness: t ) (Thickness: t) W
tb
Lpc Ltb L
Lp
(b) Double pin type
Fig. 5.4.2: Definitions of dimensions of tab plates and pin chucks
t pc
t ｔｂ
t
Wpc
Wtb
Lpc Ltb L
Lp
(a) Example 1
t pc
ttb
ttb
t
Wpc
Wtb
Lpc Ltb L
Lp
(b) Example 2

Chapter 2 Part 2
tpc
ttb
t
Welds
Wpc
Wtb
W
Lpc Ltb L
Lp
(c) Example 3
tpc
ttb
t
Wpc
Wtb
Lpc Ltb L
Lp
(d) Example 4
ttb
t
Wtb
Ltb L
Lp
(e) Example 5
Fig. 5.4.2.1: Examples of the shapes of tab plates and pin chucks

Page 15 of 36
__________________________________________________________________________________
5.4.2.2 Tab plates tab plates attached to both ends of a test
specimen are different, the shorter length is to be
.1 The tolerances of tab plate dimensions are used as the tab length, Ltb.
shown in Table 5.4.2.2. When the lengths of the
Table 5.4.2.2: Tolerances of tab plate dimensions
Tab plate thickness, ttb 0.8t ≤ ttb ≤ 1.5t

Tab plate width, Wtb W ≤ Wtb ≤ 2.0W
Total length of a test specimen and tab plates, L + 2Ltb L + 2Ltb ≥ 3.0W
(Total length of a test specimen and a single tab plate L + Ltb) (L + Ltb ≥ 2.0W)
Tab plate length (Lt)/Tab plate width, (W) Ltb/W ≥ 1.0
5.4.2.3 Pin chucks 5.4.3 Welding of test specimen and tab plates
The pin chuck width, Wpc, is to be in principle 5.4.3.1 Test specimen, tab plates, and pin chucks
equal to or more than the tab plate width, Wtb. are to be connected by welding. The welds are to
have a sufficient force bearing strength.
The pin chucks are to be designed to have a
sufficient load bearing strength. When pin chucks 5.4.3.2 As shown in Fig. 5.4.3.2 (a), the flatness
attached to both ends of an integrated specimen (angular distortion, linear misalignment) of the
are asymmetric, the length of the shorter one weld between a test specimen and a tab plate is
shall be used as the pin chuck length, Lpc. to be 4 [mm] or less per 1 [m]. In the case of
preloading, however, it is acceptable if the value
The distance between the pins, Lp, is obtained after preloading satisfies this condition. As shown
from the equation below. In the case as shown in in Fig. 5.4.3.2 (b), the accuracy of the in-plane
Fig.5.4.2.1 (e), Example 5, Lp is obtained by loading axis is to be 0.5% or less of the distance
setting Lpc = 0. between the pins, and the accuracy of the out-of-
plane loading axis is to be 0.4% or less of the
Lp  L  2 Ltb  2Lpc distance between the pins.
≤4mm
1m
(a) Flatness of weld between test specimen and tab plate

Chapter 2 Part 2
≤0.004Lp
≤0.005Lp
Lp
(b) Accuracy of in-plane and out-of-plane loading axes
Fig. 5.4.3.2: Dimensional accuracy of weld between test specimen and tab plate
5.5 Test Methods ±100 mm in the test specimen length

direction, the deviation from the
The following methods are to be followed for temperature at the centre position in the
conducting the arrest toughness test. length direction is to be controlled within
±5 degree C. However, when
5.5.1 Temperature control methods temperature measurement is not
performed at the centre position in the
5.5.1.1 A predetermined temperature gradient is length direction, the average
to be established across a test specimen width by temperature at the closest position is to
soldering at least nine thermocouples to the test be used as the temperature at the centre
specimen for temperature measurement and position in the length direction.
control.
(c) At the same position in the width
5.5.1.2 Temperature gradient is to be established direction, the deviation of the
in accordance with the following conditions: temperature on the front and back
surfaces is to be controlled within ±5
(a) A temperature gradient of 0.25 - 0.35 degree C.
degree C/mm is to be established in a
test specimen width range of 0.3W - 5.5.2 Crack initiation methods
0.7W. When measuring the
temperatures at the centre position of the 5.5.2.1 Impact energy is to be applied to a test
test specimen thickness, it is to be kept specimen to initiate a crack. However, if the
within ±2 degree C for 10 minutes or energy is excessive, it may influence the test
more, whereas when measuring the results. In that case, the results would be treated
temperatures on the front and back as invalid data in accordance with the judgment
surface positions of the test specimen, it criteria specified in 5.7.2. It is recommended to
is to be kept within ±2 degree C for (10＋ use the following equation and Figure 5.5.2.1 as
0.1t [mm]) minutes or more taking guides for obtaining valid data.
account of the time needed for soaking
to the centre. If the temperature gradient Ei
at 0,3W - 0,7W is less than 0.25 degree  min 　
(1.2  40　
,　
200 )
C/mm, crack arrest may become difficult, t
and if the gradient is larger than 0.35
degree C/mm, the obtained arrest Where the variables have the following units: Ei
toughness may be too conservative. [J], t [mm], and σ [N/mm2], and min means the
minimum of the two values.
(b) At the test specimen width centre
position (i.e., 0.5W), and in the range of

Page 17 of 36
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400 (a) Loading rate
350 There is no specification of loading rate,
300 but it is to be determined considering that
an excessively slow loading rate may
250
prolong the temperature control period,
Ei /t [J/mm]
200 thereby allowing the temperature

150 distribution to depart from the desired
100
condition and an excessively fast loading
Recommendation rate may cause over-shooting of the
50
load.
0
0 50 100 150 200 250 300
σ [N/mm 2 ]
(b) Applied stress/yield stress ratio
Applied stress is to be within the range
shown by equation below.
Fig.5.5.2.1 Recommended range of impact
energy 2
𝜎 𝜎
5.6 Test Procedures
3
As a guidance, a value equal to 1/6 of σY0
The following are the procedures for testing brittle or more is desirable. If applied stress is
crack arrest toughness. larger than that specified by the equation
above, the test may give a non-
5.6.1 Pre-test procedures conservative result.
.1 Install an integrated specimen in the testing .7 To initiate a crack, the notch may be cooled
machine. further immediately before impact on the
condition that the cooling does not disturb the
.2 Mount a cooling device on the test specimen. temperature in the range of 0.3W - 0.7W. The test
A heating device may also be mounted on the temperature in this case is to be the measured
test specimen. temperature obtained from the temperature
record immediately before the further notch
.3 Install an impact apparatus specified in 5.3.2, cooling.
on the testing machine. Place an appropriate
reaction force receiver as necessary. .8 Record the force value measured by a force
recorder.
Note: The above procedures 5.6.1.1 through
5.6.1.3 do not necessarily specify the order of 5.6.2 Loading procedures
implementation, and they may be completed, for
example, on the day before the test. .1 After holding a predetermined force for 30
seconds or more, apply an impact to the wedge
.4 After checking that all measured values of the using the impact apparatus. If a crack initiates
thermocouples indicate room temperature, start autonomously and the exact force value at the
cooling. The temperature distribution and the time of the crack initiation cannot be obtained, the
holding time is to be as provided in the test is invalid.
specifications in 5.5.1.
.2 After the impact, record the force value
.5 Set an impact apparatus, as specified in 5.3.2 measured by the force recorder.
so that it can supply predetermined energy to the
test specimen. .3 When the force after the impact is smaller than
the test force, consider that crack initiation has
.6 Apply force to the test specimen until it reaches occurred.
the predetermined value. This force is applied
after temperature control to prevent autonomous Note: An increase in the number of times of
crack initiation during force increase. impact may cause a change in the shape of the
Alternatively, temperature control may be notch of the test specimen. Since the number of
implemented after loading. The loading rate and impact has no effect on the value of brittle crack
applied stress are to satisfy the conditions (a) and arrest toughness, no limit is specified for the
(b) described below, respectively. number of impact. However, because the

Chapter 2 Part 2
temperature gradient is often distorted by impact, judged according to the methods described for
the test is to be conducted again, beginning from each case.
temperature control when applying repeated
impact to the wedge. (a) Crack re-initiation
In the case where a brittle crack has re-initiated
.4 When crack initiation, propagation, and arrest from an arrested crack, the original arrest position
are observed, remove the force. is defined as the arrest crack position. Here re-
initiation is defined as the case where a crack and
5.6.3 Procedures after testing re-initiated cracks are completely separated by a
stretched zone and brittle crack initiation from the
.1 Remove the impact apparatus. stretched zone can be clearly observed. In the
case where a crack continuously propagates
.2 Remove the cooling device, thermocouples, partially in the thickness direction, the position of
and strain gauges. the longest brittle crack is defined as the arrest
position.
.3 Return the temperature of the test specimen to
room temperature. For that purpose, the test (b) Crack branching
specimen may be heat-tinted using a gas burner In the case where a crack deviates from the
or the like. If it is necessary to prevent heating of direction vertical to the loading direction, the
the fracture surface, this method is to be avoided. length projected to the plane vertical to the
loading line is defined as the arrest crack length.
.4 After gas-cutting an uncracked ligament, use Similarly, in the case of crack branching, the
the testing machine to cause ductile fracture, as length of the longest branch crack projected to
necessary. Alternatively, it is also possible to gas- the plane vertical to the loading line is defined as
cut the uncracked ligament after using the testing the branch crack length. More specifically, from
machine to develop a ductile crack to a sufficient the coordinates (xa, ya) of the arrest crack tip
length. position and the coordinates (xbr, ybr) of the
branch crack tip position shown in Fig. 5.6.4.2,
5.6.4 Observation of fracture surfaces obtain the angle θ from the x-axis and define xa
as the arrest crack length, a. Here, x is the
.1 Photograph the fracture surfaces and coordinate in the test specimen width direction,
propagation path. and the side face of the impact side is set as x =
0; y is the coordinate in the test specimen length
.2 Measure the longest length of the arrest crack direction, and the notch position is set as y = 0.
tip in the plate thickness direction, and record
the result as the arrest crack length. The arrest .3 Prepare a temperature distribution curve (line
crack length is to include the notch length. In the diagram showing the relation between the
case where a crack deviates from the direction temperature and the distance from the test
vertical to the loading direction, the length specimen top side) from the thermocouple
projected to the plane vertical to the loading line measurement results, and obtain the arrest
is defined as the arrest crack length. In the temperature T corresponding to the arrest crack
following cases, however, the results are to be length.

Page 19 of 36
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(a) Branching from notch (b) Branching during brittle crack propagation
Fig. 5.6.4.2: Measurement methods of main crack and branch crack length
5.7 Determination of arrest toughness 5.7.1.1, the length of the arrested crack
determined by 5.6.4 is valid. If any of the
5.7.1 Judgement of arrested crack conditions is not met, the arrest toughness
calculated from 5.7.3 is invalid.
5.7.1.1 When an arrested crack satisfies all of the
conditions (a) through (d) below as shown in Fig.
Fig. 5.7.1.1: Necessary conditions for arrest crack position

Chapter 2 Part 2
(a) Conditions for crack propagation path the y direction is lower than that at y = 0, and also
K for the main crack falls within ± 5% of K for a
All of the crack path from crack initiation to arrest straight crack of the same a. The calculation
is to be within the range shown in Fig. 5.7.1.1(a). method of Ks for the main crack and a straight
However, in the case where a main crack tip lies crack is obtained from equation (1) below.
within this range but a part of the main crack
passes outside the range, the arrest toughness      
may be assessed as valid if the temperature at K  KI cos3    3KII cos2   sin 
the most deviated position of the main crack in  2  2  2 (1)
Fig. 5.7.1.1 (a): Allowable range of main crack propagation path
(b) Conditions for crack arrest length In the case where 50 mm <|𝑦 |≤ 100 mm and 𝜃≤
30°, the result is valid only when the temperature
0.3 0.7 (2) at x = 0.5W and y = ±100 mm falls within ± 2.5C
of that at x = 0.5W and y = 0.
1.5 (3) (d) Conditions for crack branching:
0.15 (4)
0.6 (6)
Note: Equation (4) ensures minimal influence of 5.7.2 Assessment of impact energy
force drop at the centre of the specimen which
might be caused by crack propagation and 5.7.2.1 Impact energy is to satisfy equation (7). If
reflection of the stress wave at the two ends of it does not satisfy the equation, the value of arrest
the specimen. However, application of equation toughness calculated from the equations in 5.7.3
(4) is not necessarily required if the strain and the is invalid.
crack length have been dynamically measured
and the value of the strain at the time of arrest is Conditions for impact energy:
90% or more of the static strain immediately
before crack initiation.
Ei 5a  1050 1.4W
≤ ………………(7)
(c) Conditions for crack straightness: Es  Et 0.7W  150
|𝑦 | 50 𝑚𝑚 (5) 𝑎
where0.3 ≤ ≤ 0.7
𝑊

Page 21 of 36
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where the variables have the following units: a If the conditions specified in 5.7.1 and 5.7.2 are
[mm], and W [mm]. not satisfied, the Kca calculated from equation
(11) is invalid.
Ei is impact energy calculated from the equation
(8). Es and Et are calculated from equations (9) 5.8 Reporting
and (10), respectively.
5.8.1 The reporting sheet for brittle crack arrest
Note1: If equation (7) is not satisfied, the test results is indicated in Table 5.8.1. The
influence of impact energy on the stress intensity following items are to be reported:
factor is too large to obtain an accurate arrest
toughness. (1) Test material: Steel type and yield stress at
room temperature
Note 2: In the case where the tab plates are
multistage as shown in Fig. 5.4.2.1 (b), calculate (2) Testing machine: Capacity of the testing
and total the strain energy of each tab plate using machine
equation (9).
(3) Test specimen dimensions: Thickness, width,
Note3: In the case where tab plate widths are length, angular distortion, and linear
tapered as shown in Fig. 5.4.2.1 (d), calculate the misalignment
strain energy based on elastostatics.
(4) Integrated specimen dimensions: Tab plate
thickness, tab plate width, integrated specimen
Ei  m g h length including the tab plates, and distance
between the loading pins
(8)
9 2
10 F L
Es  (5) Test conditions: Applied force, applied stress,
2E W t temperature gradient, impact energy, and the
(9)
ratio of impact energy to the strain energy stored
10 F  L tb
9 2 L pc 
 in the integrated specimen (sum of test specimen
Et  

E  W tb t tb W pc t pc  strain energy and tab plate strain energy)
 (10)
(6) Test results
where the variables have the following units:
(a) Judgment of arrest: Crack length,
Es [J], Et [J], F [MN], E [N/mm2], L [mm], W
presence or absence of crack branching,
[mm], and t [mm]. main crack angle, presence or absence
of crack re-initiation, and arrest
5.7.3 Calculation of arrest toughness temperature
5.7.3.1 The arrest toughness, Kca, at the (b) Arrest toughness value
temperature, T, is to be calculated from equation
(11) using the arrest crack length, a, and the (7) Temperature distribution at moment of
applied stress, σ, judged by 5.7.1. Calculate σ impact: Thermocouple position, temperature
from equation (12). value, and temperature distribution
1/ 2 (8) Test specimen photographs: Crack

 2W   a   propagation path (one side), and brittle crack
Kca    a  tan   fracture surface (both sides)
  a  2W  
(11)
(9) Dynamic measurement results: History of
10 6 F
 crack propagation velocity, and strain change at
Wt pin chucks
(12)
where the variables have the following units: Note: Item (9) is to be reported as necessary.
F [MN], W [mm], and t [mm].

Chapter 2 Part 2
Table 5.8.1: Report sheet for brittle crack arrest test results
Conditions/ Valid/
Item Details Symbol Unit
Results Invalid
Steel type －－－
(1) Test material
Yield stress at room temperature σY0 N/mm2 －
(2) Test equipment Testing machine capacity － MN －
Thickness t mm
(3) Test specimen Width W mm
dimensions Length L mm
Angular distortion ＋ linear misalignment － mm/m
Tab plate thickness ttb mm
(4) Integrated
Tab plate width Wtb mm
specimen
Test specimen length including a tab plate L + Ltb mm
dimensions
Distance between loading pins Lp mm
Applied force F MN
Applied stress σ N/mm2
Temperature gradient － C /mm
(5) Test conditions
Impact energy Ei J
Ratio of impact energy to strain energy
Ei/(Es+Et) －
stored in integrated specimen
Crack length a mm
Presence/ absence of
－－－
crack branching
Judgment of Ratio of branch crack
xbr/xa －
crack length to main crack
(6) Test results propagation/ Main crack angle θ degree (°)
arrest Presence/ absence of
－－
crack re-initiation
Temperature at crack
T C
arrest position
Arrest toughness value Kca N/mm3/2
Temperature measurement position － Attached －－
(7) Temperature
Temperature at each temperature
distribution at － Attached C －
measurement position
moment of impact
Temperature distribution curve － Attached －
(8) Test specimen Crack propagation path － Attached －
photographs Brittle crack fracture surface (both sides) － Attached －
(9) Dynamic History of crack propagation velocity － Attached －
measurement
results Strain change at pin chucks － Attached －

Page 23 of 36
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Appendix A
Method for obtaining Kca at a specific temperature and the evaluation
A1 General tests to add at least two data and apply the

procedure in A2.2.2 to the data.
This Appendix specifies the method for
conducting multiple tests indicated in Section 5, .4 The value of K0 exp(c/TD) is defined as the
to obtain Kca value at a specific temperature TD. estimated value of Kca at TD. The estimated value
for the temperature corresponding to a specific
A2 Method value of Kca can be obtained from TK =
c/log(Kca/K0).
A2.1 A number of experimental data show
dependency of Kca on arrest temperature, as If the condition specified in A2.2.3 is not met,
expressed by equation (A.1), where TK [K] (= T these estimated values are to be treated as
[C]＋273), c and K0 are constants. reference values.
A3 Evaluation
 c 
K ca  K 0 exp 
 TK  (A.1)
A3.1 The straight-line approximation of arrhenius
plot for valid Kca data by interpolation method are
to comply with either of the following (a) or (b):
A2.2 The arrest toughness at a required
temperature TD [K] can be obtained by following
(a) The evaluation temperature of Kca (i.e. -
the procedures below.
10 degree C) is located between the
upper and lower limits of the arrest
.1 Obtain at least four valid Kca data.
temperature, with the Kca corresponding
to the evaluation temperature not lower
.2 Approximating log Kca by a linear expression of
than the required Kca (e.g. 6,000 N/mm3/2
1/TK, determine the coefficients log K0 and c for
or 8,000 N/mm3/2), as shown in Fig. A.1.
the data described in A2.2.1 by using the least
square method.
(b) The temperature corresponding to the
1 required Kca (e.g. 6,000 N/mm3/2 or 8,000
log K ca  log K 0  c N/mm3/2) is located between the upper
TK and lower limits of the arrest
(A.2)
temperature, with the temperature
.3 Obtain the value of (Kca/K0)exp(c/TK) for each corresponding to the required Kca not
data item. When the number of data outside the higher than the evaluation temperature
range of 0.85 through 1.15 does not exceed, the (i.e. -10 degree C), as shown in Fig. A.2.
least square method used in A2.2.2 is considered
valid. Here is an integer obtained by rounding Note: If both of (a) and (b) above are not
down the value of (number of all data divided by satisfied, additional tests are to be conducted to
6). If this condition is not met, conduct additional satisfy the conditions.

Chapter 2 Part 2
Fig. A.1 Example for evaluation of Kca at - 10 degree C
Fig. A.2 Example for evaluation of temperature corresponding to the required Kca

Page 25 of 36
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Appendix B
Double Tension Type Arrest Test
B1 Features of the test method results obtained by the brittle crack arrest
toughness test specified in Section 5.
B1.1 A double tension type arrest test specimen
consists of a main plate and a secondary loading B1.3 The specifications described in Section 5
tab. The main plate is a test plate for evaluating are to be applied to conditions not mentioned in
brittle crack arrest toughness. The secondary this Appendix B.
loading tab is a crack starter plate for assisting a
brittle crack to run into the main plate. After B2 Test specimen shapes
applying a predetermined tension force and a
temperature gradient to the main plate, a B2.1 The recommended shapes of the entire
secondary force is applied to the secondary double tension type arrest test specimen and the
loading tab by a secondary loading device to secondary loading tab are shown in Figures B.1
cause a brittle crack to initiate and run into the and B.2, respectively. Section 5.4.2 is to be
main plate. The arrest toughness is evaluated applied to the shapes of the tab plates and pin
from the arrest temperature and the crack length chucks.
in the main plate.
Note: Because of the narrowness of the
B1.2 The narrow connection part of the main connection part, slight crack deviation may lead
plate and the secondary loading tab in this test to failure of the crack to enter the main plate. The
suppress the flow of the tension stresses of the optimum shape design of the secondary loading
secondary loading tab into the main plate. The tab depends on the type of steel and testing
values of arrest toughness obtained by this conditions.
method can be considered the same as the
Secondary
460
loading tab 320
Machined for
easy brittle crack
initiation
500
200
Main plate
75
5
80
500 Shaped for stress deconcentration
[mm] (e. g., large curvature radius) [mm]
Fig. B.1 Example of shape of Fig. B.2 Example of shape of

entire test specimen secondary loading tab
B3 Temperature conditions and temperature using a cooling box and a coolant. The
control methods temperature of the secondary loading tab can be
measured using thermocouples as described in
B3.1 The specifications for temperature gradients Section 5.
and methods for establishing the temperature
gradient are described in 5.1 of this Section. B4 Secondary loading method
B3.2 In addition, in the double tension type arrest A secondary loading device is used to apply force
test, the secondary loading tab must be cooled. to the secondary loading tab. The secondary
The secondary loading tab is to be cooled without loading device is to satisfy the conditions below.
affecting the temperature gradient of the main
plate. As in the cooling method for test specimens B.4.1 Holding methods of secondary loading
described in Section 5, cooling may be applied device

Chapter 2 Part 2
B4.1.1 To avoid applying unnecessary force to loading tab. However, other methods may be
the integrated specimen, the secondary loading used. Section 5.4.2 is to be applied to the shapes
device is to be held in an appropriate way. of the tab plates and pin chucks.
Suspension type or floor type holding methods
can be used. B4.3 Loading method
In the suspension type method, the secondary
loading device is suspended and held by using a B4.3.1 The method of loading the secondary
crane or a similar device. In the floor type loading tab is to be a pin type loading method. A
method, the secondary loading device is lifted loading method other than a pin type may be
and held by using a frame or a similar device. used by agreement among the parties
concerned. The loading rate is not specifically
B.4.2 Loading system specified because it does not have a direct
influence on the crack arrest behavior of the main
B4.2.2 A hydraulic type loading system is most plate.
suitable for applying a force to the secondary
Section 6
Isothermal Crack Arrest Temperature (CAT) Test
6.1 Scope Section, the other test parameters are to be in

accordance with Section 5.
6.1.1 This Section is applicable to steels with
thickness over 50 [mm] and not greater than 100 6.1.4 Chapter 3, Section 10, Table 10.1.3
[mm] for evaluating brittle crack arrest properties specifies the relevant requirements for the brittle
by the Crack Arrest Temperature (CAT) method. crack arrest property described by the crack
arrest temperature (CAT).
6.1.2 Requirements for test procedures and test
conditions when using the isothermal crack arrest 6.1.5 The manufacturer is to submit the test
test to determine a valid test result under procedure to IRS for review prior to testing.
isothermal conditions and in order to establish the
crack arrest temperature (CAT) are specified in 6.2 Symbols
this Section.
Table 6.2 supplements symbols in Table 5.2,
6.1.3 This method uses an isothermal Section 5 with specific symbols for the isothermal
temperature in the test specimen being test
evaluated. Unless otherwise specified in this

Page 27 of 36
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Table 6.2: Symbols used and their meanings

(These are supplementary to Table 5.2/ Section 5)

t mm Test specimen thickness
L mm Test specimen length
W mm Test specimen width
aMN mm Machined notch length on specimen edge
LSG mm Side groove length on side surface from the specimen edge. LSG is
defined as a groove length with constant depth except a curved
section in depth at side groove end.
dSG mm Side groove depth in section with constant depth
LEB - min mm Minimum length between specimen edge and electron beam re-
melting zone front
LEB-s1, -s2 mm Length between specimen edge and electron beam re-melting zone
front appeared on both specimen side surfaces
LLTG mm Local temperature gradient zone length for brittle crack runway
aarrest mm Arrested crack length
Ttarget °C Target test temperature
Ttest °C Defined test temperature
Tarrest °C Target test temperature at which valid brittle crack arrest behaviour is
observed
σ N/mm2 Applied test stress at cross section of W x t
SMYS N/mm2 Specified minimum yield strength of the tested steel grade to be
approved
CAT °C Crack arrest temperature, the lowest temperature, Tarrest, at which
running brittle crack is arrested
6.3 Testing equipment 6.4.1 Impact type crack initiation
6.3.1 The test equipment to be used is to be of 6.4.1.1 Test specimens are to be in accordance
the hydraulic type of sufficient capacity to provide with Section 5, Cl. 5.4 unless otherwise specified
a tensile load equivalent to ⅔ of SMYS of the in this Section.
steel grade to be approved.
6.4.1.2 Specimen dimensions are indicated in
6.3.2 The temperature control system is to be Fig. 6.4.1.2. The test specimen width is to be 500
equipped to maintain the temperature in the [mm]. The test specimen length, L is to be equal
specified region of the specimen within ±2oC from or greater than 500 [mm].
Ttarget.
6.4.1.3 V-shape notch for brittle crack initiation is
6.3.3 Methods for initiating the brittle crack may machined on the specimen edge of the impact
be of drop weight type, air gun type or double side. The whole machined notch length is to be
tension tab plate type. equal to 29 [mm] with a tolerance range of ±1
[mm].
6.3.4 The detailed requirements for testing
equipment are specified in Section 5, Cl. 5.3. 6.4.1.4 The requirements for side grooves are
specified in 6.4.4.
6.4 Test specimens

Chapter 2 Part 2
Fig. 6.4.1.2: Test specimen dimensions for an impact type specimen
Note: Saw cut notch radius may be machined in the range 0.1mmR and 1mmR in order to control a brittle
crack initiation at test.
6.4.2 Double tension type crack initiation 6.4.3.4 The EBW embrittlement is recommended
to be prepared before specimen contour
6.4.2.1 Section 5, Appendix B may be referred machining.
for the shape and sizes in secondary loading tab
and secondary loading method for brittle crack 6.4.3.5 In EBW embrittlement, zone is to be of an
initiation. appropriate quality.
6.4.2.2 In a double tension type test, the Note: EBW occasionally behaves in an unstable
secondary loading tab plate may be subject to manner at start and end points. EBW line is
further cooling to enhance an easy brittle crack recommended to start from the embrittled zone
initiation. tip side to the specimen edge with an increasing
power control or go/ return manner at start point
6.4.3 Embrittled zone setting to keep the stable EBW.
6.4.3.1 An embrittled zone is to be applied to 6.4.3.6 In LTG system, the specified local
ensure the initiation of a running brittle crack. temperature gradient between machined notch
Either Electron Beam Welding (EBW) or Local tip and isothermal test region is regulated after
Temperature Gradient (LTG) may be adopted to isothermal temperature control. LTG temperature
facilitate the embrittled zone. control is to be achieved just before brittle crack
initiation, nevertheless the steady temperature
6.4.3.2 In EBW embrittlement, electron beam gradient through the thickness shall be ensured.
welding is applied along the expected initial crack
propagation path, which is the centre line of the 6.4.4 Side grooves
specimen in front of the machined V- notch.
6.4.4.1 Side grooves on side surface can be
6.4.3.3 The complete penetration through the machined along the embrittled zone to keep
specimen thickness is required along the brittle crack propagation straight. Side grooves
embrittled zone. One side EBW penetration is are to be machined in the specified cases as
preferable, but dual sides EB penetration may specified in this sub-section.
also be adopted when the EBW power is not
enough to achieve the complete penetration by 6.4.4.2 In EBW embrittlement, side grooves are
one side EBW. not necessarily mandatory. Use of EBW avoids

Page 29 of 36
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the shear lips. However, when shear lips are 6.4.4.5 When side grooves would be introduced,
evident on the fractured specimen, e.g. shear lips the side groove depth, the tip radius and the open
over 1 [mm] in thickness in either side then side angle are not regulated, but are adequately
grooves are to be machined to suppress the selected in order to avoid any shear lips over
shear lips. 1mm thickness in either side. An example of side
groove dimensions is shown in Fig. 6.4.4.5.
6.4.4.3 In LTG embrittlement, side grooves are
mandatory. Side grooves with the same shape 6.4.4.6 Side groove end is to be machined to
and size are to be machined on both side make a groove depth gradually shallow with a
surfaces. curvature larger than or equal to groove depth,
dSG. Side groove length, LSG is defined as a
6.4.4.4 The length of side groove, LSG is to be no groove length with constant depth except a
shorter than the sum of the required embrittled curved section in depth at side groove end.
zone length of 150 [mm].
Figure 6.4.4.5: Side groove configuration and dimensions
6.4.5 Nominal length of embrittled zone 6.4.5.2 EBW zone length is regulated by three
measurements on the fracture surface after test
6.4.5.1 The length of embrittled zone is to be as shown in Figure 6.4.5.2, LEB-min between
nominally equal to 150 [mm] in both systems of specimen edge and EBW front line, and LEB-s1
EBW and LTG. and LEB-s2.

Chapter 2 Part 2
Fig. 6.4.5.2: Definition of EBW length
6.4.5.3 The minimum length between specimen 6.5 Test Method

edge and EBW front line, LEB-min should be no
smaller than 150 [mm]. However, it can be 6.5.1 Preloading
acceptable even if LEB-min is no smaller than
150mm-0.2t, where t is specimen thickness. 6.5.1.1 Preloading at room temperature can be
When LEB-min is smaller than 150 [mm], a applied to avoid unexpected brittle crack initiation
temperature safety margin is to be considered at test. The applied load value is to be no greater
into Ttest (See Cl. 6.8.1.2). than the test stress. Preloading can be applied at
higher temperature than ambient temperature
6.4.5.4 Another two are the lengths between when brittle crack initiation is expected at
specimen edge and EBW front appeared on both preloading process. However, the specimen is
side surfaces, as denoted with LEB-s1 and LEB-s2. not to be subjected to temperature higher than
Both of LEB-s1 and LEB-s2 are to be no smaller than 100 [oC].
150 [mm].
6.5.2 Temperature measurement and control
6.4.5.5 In LTG system, LLTG is set as 150 [mm].
6.5.2.1 Temperature control plan showing the
6.4.6 Tab plate / pin chuck details and welding number and position of thermocouples is to be in
of test specimen to tab plates accordance with this sub-section.
6.4.6.1 The configuration and size of tab plates 6.5.2.2 Thermocouples are to be attached to both
and pin chucks may be referred in Section5, sides of the test specimen at a maximum interval
Cl.5.4.2. The welding distortion in the integrated of 50 [mm] in the whole width and in the
specimen, which is welded with specimen, tab longitudinal direction at the test specimen centre
plates and pin chucks, is to be also within the position (0.5 W) within the range of ±100 [mm]
requirements stipulated in Section 5, Cl. 5.4.3. from the centreline in the longitudinal direction,
refer to Fig. 6.5.2.2.

Page 31 of 36
__________________________________________________________________________________
Fig. 6.5.2.2: Locations of temperature measurement
6.5.2.3 For EBW embrittlement .3 The machined notch tip can be locally cooled
to easily initiate brittle crack. Nevertheless, the
.1 The temperatures of the thermocouples across local cooling is not to disturb the steady
the range of 0.3W~0.7W in both width and temperature control across the range of
longitudinal directions are to be controlled within 0.3W~0.7W.
± 2°C of the target test temperature, Ttarget.
6.5.2.4 For LTG embrittlement
.2 When all measured temperatures across the
range of 0.3W~0.7W have reached Ttarget, steady .1 In LTG system, in addition to the temperature
temperature control is to be kept at least for 10 + measurements shown in Fig. 6.5.2.2, the
0.1 x t [mm] minutes to ensure a uniform additional temperature measurement at the
temperature distribution into mid-thickness prior machine notch tip, A0 and B0 is required.
to applying test load. Thermocouples positions within LTG zone are
indicated in Fig. 6.5.2.4.1.
Figure 6.5.2.4.1: Detail of LTG zone and additional thermocouple A0

Chapter 2 Part 2
.2 The temperatures of the thermocouples across Zone III. The acceptable range for each
the range of 0.3W~0.7W in both width and temperature gradient is listed in Table 6.5.2.4.5.
longitudinal directions are to be controlled within
± 2oC of the target test temperature, Ttarget. .6 Two temperature measurements at A2, B2 and
However, the temperature measurement at 0.3W A3, B3 are to satisfy the following requirements:
(location of A3 and B3) is to be in accordance with
6.5.2.4.6 below. T at A3, T at B3 < Ttarget – 2oC
T at A2 < T at A3 – 5oC
.3 Once the all measured temperatures across T at B2 < T at B3 – 5oC
the range of 0.3W~0.7W have reached Ttarget,
steady temperature control is to be kept at least .7 There are no requirements for T at A0 and T at
for 10 + 0.1 x t [mm] minutes to ensure a uniform A1 temperatures when T at A3 and T at A2 satisfy
temperature distribution into mid-thickness, then the requirements above. Similar requirements
the test load is to be applied. are applicable for Face B.
.4 LTG is controlled by local cooling around the .8 The temperatures from A0, B0 to A3, B3 are to
machined notch tip. LTG profile is to be recorded be decided at test planning stage. Table 6.5.2.4.5
by the temperature measurements from A0 to A3 may be referred for the recommended
shown in Fig. 6.5.2.4.4 below. temperature gradients in three zones, Zone I,
Zone II and Zone III in LTG zone.
.5 LTG zone is established by temperature
gradients in three zones, Zone I, Zone II and
Fig. 6.5.2.4.4: Schematic temperature gradient profile in LTG zone
Table 6.5.2.4.5: Acceptable LTG range
Zone Location from edge Acceptable range of temperature gradient

Zone I 29mm – 50mm 2.00 °C/mm – 2.30 °C/mm
Zone II 50mm – 100mm 0.25 °C/mm – 0.60 °C/mm
Zone III1) 100mm – 150mm 0.10 °C/mm – 0.20 °C/mm
Note: The zone III arrangement is mandatory
.9 The temperature profile in LTG zone

mentioned above is to be ensured after holding .10 The acceptance of LTG in the test is to be
time at least for 10 + 0.1 x t [mm] minutes to decided from Table 6.5.2.4.5 based on the
ensure a uniform temperature distribution into measured temperatures from A0 to A3.
mid-thickness before brittle crack initiation.

Page 33 of 36
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6.5.2.5 For double tension type crack initiation 6.6 Measurements after test and test
specimen: validation judgement
.1 Temperature control and holding time at 6.6.1 Brittle crack initiation and validation
steady state is to be the same as the case of
EBW embrittlement specified in 6.5.2.3 or the 6.6.1.1 If brittle crack spontaneously initiates
case of LTG embrittlement specified in Section before the test force is achieved or the specified
6.5.2.4. hold time at the test force is not achieved, the test
would be considered as invalid.
6.5.3 Loading and brittle crack initiation
6.6.1.2 If brittle crack spontaneously initiates
6.5.3.1 Prior to testing, a target test temperature without impact or secondary tab tension but after
(Ttarget) is to be selected. the specified time at the test force is achieved,
the test would be considered as a valid initiation.
6.5.3.2 Test procedures are to be in accordance The following validation judgments of crack path
with Section 5, Cl. 5.6 except that the applied and fracture appearance are to be examined.
stress is to be ⅔ of SMYS of the steel grade
tested. 6.6.2 Crack path examination and validation
6.5.3.3 The test load is to be held at the test target 6.6.2.1 When brittle crack path in embrittled zone
load or higher for a minimum of 30 seconds prior deviates from EBW line or side groove in LTG
to crack initiation. system due to crack deflection and/ or crack
branching, the test would be considered as
6.5.3.4 Brittle crack can be initiated by impact or invalid.
secondary tab plate tension after all of the
temperature measurements and the applied 6.6.2.2 All of the crack path from embrittled zone
force are recorded. end is to be within the range shown in Fig.
6.6.2.2. If not, the test would be considered as
invalid.
Fig, 6.6.2.2: Allowable range of main crack propagation path

Chapter 2 Part 2
6.6.3 Fracture surface examination, crack length

measurement and their validation 6.6.3.5 In EBW embrittlement setting, the
penetration of brittle crack beyond the EBW front
6.6.3.1 Fracture surface is to be observed and line is to be visually examined. When any brittle
examined. The crack “initiation” and fracture appearance area continued from the EB
“propagation” are to be checked for validity and front line is not detected, the test would be invalid.
judgements recorded. The crack “arrest”
positions are to be measured and recorded. 6.6.3.6 The weld defects in EBW embrittled zone
are to be visually examined. If detected, they are
6.6.3.2 When crack initiation trigger point is to be quantified. A projecting length of defect on
clearly detected at side groove root, other than the thickness line through EB weld region along
the V-notch tip, the test would be invalid. brittle crack path is to be measured, and the total
occupation ratio of the projected defect part to the
6.6.3.3 In EBW embrittlement setting, EBW zone total thickness is defined as defect line fraction
length is quantified by three measurements of (See Fig. 6.6.3.6). When the defects line fraction
LEB-s1, LEB-s2 and LEB-min, which are defined in is larger than 10 %, the test would be invalid.
6.4.5. When either or both of LEB-s1 and LEB-s2
are smaller than 150 [mm], the test would be 6.6.3.7 In EBW embrittlement by dual sides’
invalid. When LEB-min is smaller than 150mm- penetration, if a gap on embrittled zone fracture
0.2t, the test would be invalid. surface which is induced by miss meeting of dual
fusion lines, is visibly detected at an overlapped
6.6.3.4 When the shear lip with thickness over 1 line of dual side penetration, the test would be
[mm] in either side near side surfaces of invalid.
embrittled zone are visibly observed independent
of the specimens with or without side grooves,
the test would be invalid.
Fig. 6.6.3.6: Counting procedure of defect line fraction
6.7 Judgement of ‘arrest’ or ‘propagate’ 6.7.3 When the specimen is not broken into two
pieces during testing, the arrested crack length,
6.7.1 The judgment of “arrest”, “propagate” or aarrest is to be measured on the fractured surfaces.
“invalid” would be decided based on the The length from the specimen edge of impact
requirements indicated in 6.7.2 through 6.7.6. side to the arrested crack tip (the longest
position) is defined as aarrest.
6.7.2 If initiated brittle crack is arrested and the
tested specimen is not broken into two pieces, 6.7.4 For LTG and EBW, aarrest is to be greater
the fracture surfaces should be exposed with the than LLTG and LEB-s1, LEB-s2 or LEB-min. If not, the test
procedures specified in Section 5, Cl. 5.6.3 and would be considered as invalid.
5.6.4.

Page 35 of 36
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6.7.5 Even when the specimen is broken into two 6.8.3.2 With only the “arrest” tests, without
pieces during testing, it can be considered as “propagation” test, it is decided only that CAT is
“arrest” when brittle crack re-initiation is clearly lower than Ttest in the two “arrest” tests, i.e. not
evident. Even in the fracture surface all occupied deterministic CAT.
by brittle fracture, when a part of brittle crack
surface from embrittled zone is continuously 6.9 Reporting
surrounded by thin ductile tear line, the test can
be judged as re-initiation behaviour. If so, the 6.9.1 The following items are to be reported:
maximum crack length of the part surrounded
tear line can be measured as aarrest. If re-initiation (i) Test material: grade and thickness
is not visibly evident, the test is judged as
“propagate”. (ii) Test machine capacity
6.7.6 The test would be judged as “arrest” when (iii) Test specimen dimensions:
the value of aarrest is no greater than 0.7W. If not, thickness t; width W and length L;
the test would be judged as “propagate”. notch details and length aMN, side
groove details if machined;
6.8 Ttest, Tarrest and CAT determination
(iv) Embrittled zone type: EBW or LTG
6.8.1 Ttest determination embrittlement
6.8.1.1It shall be ensured on the thermocouple (v) Integrated specimen dimensions:

measured record that all temperature Tab plate thickness, tab plate width,
measurements across the range of 0.3W ~ 0.7W integrated specimen unit length
in both width and longitudinal direction are in the including the tab plates, and distance
range of Ttarget ±2°C at brittle crack initiation. If between the loading pins, angular
not, the test shall be invalid. However, the distortion and linear misalignment
temperature measurement at 0.3W (location of
A3 and B3) in LTG system shall be exempted from (vi) Brittle crack trigger information:
this requirement. impact type or double tension. If
impact type, drop weight type or air
6.8.1.2 If LEB-min in EBW embrittlement is no gun type, and applied impact energy.
smaller than 150 [mm], Ttest can be defined to
equal with Ttarget. If not, Ttest shall be equaled with (vii) Test conditions; Applied load;
Ttarget + 5˚C. preload stress, test stress
- Judgements for preload stress limit,
6.8.1.3 In LTG embrittlement, Ttest can be hold time requirement under steady
equaled with Ttarget. test stress.
6.8.1.4 The final arrest judgment at Ttest is (viii) Test temperature: complete
concluded by at least two tests at the same test temperature records with
condition which are judged as “arrest”. thermocouple positions for
measured temperatures (figure
6.8.2 Tarrest determination and/or table) and target test
temperature.
6.8.2.1 When at least repeated two “arrest” tests
appear at the same Ttarget, brittle crack arrest - Judgements for temperature
behaviour at Ttarget will be decided (Tarrest = scatter limit in isothermal region.
Ttarget).When a “propagate” test result is included
in the multiple test results at the same Ttarget, the - Judgement for local temperature
Ttarget cannot to be decided as Tarrest. gradient requirements and holding
time requirement after steady local
6.8.3 CAT determination temperature gradient before brittle
crack trigger, if LTG system is used.
6.8.3.1 When CAT is determined, one
“propagate” test is needed in addition to two (ix) Crack path and fracture surface:
“arrest” tests. The target test temperature, Ttarget tested specimen photos showing
for “propagate” test is recommended to select fracture surfaces on both sides and
5oC lower than Tarrest. The minimum temperature crack path side view; Mark at
of Tarrest is determined as CAT.

Chapter 2 Part 2
“embrittled zone tip” and “arrest” Test results:

positions.
When the specimen did not break into two pieces
- Judgment for crack path after brittle crack trigger, arrested crack length
requirement. aarrest
- Judgment for cleavage trigger When the specimen broke into two pieces after
location (whether side groove edge brittle crack trigger,
or V-notch edge).
- judgement whether brittle crack re-
(x) Embrittled zone information: initiation or not.
When EBW is used: LEB-s1, LEB-s2 and LEB-min If so, arrested crack length aarrest:
- Judgement for shear lip thickness - Judgement for aarrest in the valid
requirement range (0.3W < aarrest ≤ 0.7W)
- Judgment whether brittle fracture - Final judgement either “arrest”,

appearance area continues from the “propagate” or “invalid”
EBW front line
(xi) Dynamic measurement results:
- Judgement for EBW defects History of crack propagation velocity,
requirement and strain change at pin chucks, if
needed
- Judgement for EBW lengths, LEB-s1,
LEB-s2 andLEB-min requirements 6.10 Use of test for material qualification
testing
When LTG is used: LLTG
Where required, the method can also be used for
- Judgment for shear lip thickness determining the lowest temperature at which a
requirement steel can arrest a running brittle crack (the
determined CAT) as the material property
characteristic in accordance with 6.8.3.
End of Chapter

Page 1 of 54
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Chapter 3
Rolled Steel Plates, Strips, Sections and Bars
Contents
Section
2 Normal Strength Steels for Ship Structures
3 Higher Strength Steels for Ship Structures
4 High Strength Steels for Welded Structures
5 Steel for Low Temperature Service
6 Steels for Boilers and Pressure Vessels
7 Steels for Machinery Structures
8 Plates with Specified minimum through Thickness Properties (‘Z’ quality)
9 Austenitic and Duplex Stainless Steels
10 Brittle Crack Arrest Steels
Section 1
1.1 Scope 1.2.2 The suitability of each grade of steel for

forming and welding is to be demonstrated during
1.1.1 This Chapter gives general requirements the initial approval tests at the steel works. The
for hot rolled plates, wide flats, strips and sections type and the extent of testing required is at the
intended for use in the construction of ships, discretion of IRS.
boilers, pressure vessels and machinery
structures. These requirements are also 1.2.3 It is the manufacturer's responsibility to
applicable to hot rolled bars, except where such assure that effective process and production
materials are intended for the manufacture of controls in operation are adhered to in
bolts, shafts, etc. by machining operations only. accordance with the manufacturing
When used for this purpose hot rolled bars are to specifications. Where control imperfection that
comply with the requirements of Ch. 5. may lead to inferior quality of product occurs, the
manufacturer is to identify the cause and
1.2 Manufacture establish counter measure to prevent its
occurrence. Also the complete investigation
1.2.1 The steel is to be manufactured at the report is to be submitted to the Surveyor. Each
approved works by the open hearth, electric affected piece considered for further usage is to
furnace or one of the basic oxygen processes or be tested to the Surveyor's satisfaction.
by other processes specially approved by IRS.
The frequency of testing may be increased to
The approval of the steel works is to be carried gain confidence for subsequent products as
out in accordance with IRS Classification Notes: considered necessary.
‘Approval scheme for the manufacturing process
of normal and higher strength hull structural 1.3 Quality of materials
steels’. Also refer Chapter 1, Section 1, Cl. 1.3.2.
1.3.1 Defects not prejudicial to the proper

Chapter 3 Part 2
Page 2 of 54 Rolled Steel Plates, Strips, Sections and Bars
application of steel are not, except by special However, the minus tolerance is not to exceed
agreement, to be grounds for rejection. Where 0.3 [mm].
necessary, suitable methods of non-destructive
examination may be used for the detection of Table 1.4.4
harmful surface and internal defects. The extent
of this examination, together with appropriate Minus tolerance on
acceptance standards, is to be agreed between Nominal thickness
nominal thickness
the purchaser, manufacturer and Surveyors. [mm]
[mm]
≥ 3 to < 5 -0.3
1.4 Thickness tolerance of plates and wide
flats with width  600 [mm]  5 to < 8 -0.4
 8 to < 15 -0.5
1.4.1 Following requirements are applicable to  15 to < 25 -0.6
the tolerance on thickness of steel plates and
wide flats with widths of 600 [mm] or greater  25 to < 40 -0.7
(herein after referred to as: product or products)  40 to < 80 -0.9
with thickness of 5 [mm] and over, covering the ≥ 80 to < 150 -1.1
following :
≥ 150 to < 250 -1.2
(i) Normal and higher strength hull ≥ 250 -1.3
structural steels (Refer Sec 2, and Sec 3)
(ii) High strength steels for welded structure 1.4.6 The plus tolerance on nominal thickness is
( Refer Sec 4) to be in accordance with a recognized national or
(iii) Steel for machinery structures (Refer international standard or as specified.
Sec 7)
1.4.7 The tolerance on sections (except for wide
These requirements do not apply to products flats) are to be in accordance with the
intended for the construction of boilers, pressure requirements of recognized international or
vessels and independent tanks, e.g. for the national standard.
transportation of liquefied gases or chemicals.
1.4.8 The tolerances on nominal thickness are
These requirements do not apply to products not applicable to areas repaired by grinding. For
intended for the construction of lifting appliances. areas repaired by grinding, the requirements of
Sec.2, 2.7.4.1 are to be applied, unless stricter
1.4.2 The tolerance on thickness of a given requirements as per a recognized standard are
product are defined as follows: specified by the purchaser.
a) Minus tolerance is the lower limit of the 1.4.9 For materials intended for applications as
acceptable range below the nominal detailed in Sec. 5 and 6, no minus tolerance is
thickness. permitted in the thickness of plates and strip.
b) Plus tolerance is the upper limit of the
acceptable range above the nominal 1.4.10 The responsibility for verification and
thickness. maintenance of the production within the required
tolerance rests with the manufacturer. The
Note : Nominal thickness is stated by the Surveyor may require to witness some
purchaser at the time of enquiry and order. measurements.
1.4.3 The minus tolerance for products for normal 1.4.11 The responsibility for storage and
strength, higher strength and high strength maintenance of the delivered products with
quenched and tempered steels is 0.3 [mm] acceptable level of surface conditions rests with
irrespective of nominal thickness. the shipyard before the products are used in
fabrication.
1.4.4 The minus tolerance for products intended
for machinery structures are to be in accordance 1.4.12 Where zero minus tolerance is applied in
with Table 1.4.4. accordance with Class C of ISO 7452-2013 or
equivalent national or international standards, the
1.4.5 The tolerance for thickness below 5 [mm] is requirements of 1.4.13 to 1.4.15 need not be
to be in accordance with a national or applied.
international standard, e.g. Class B of ISO 7452.

Page 3 of 54
___________________________________________________________________________________
Additionally, if Class C of ISO 7452-2013 is 1.4.15.1 The requirements of 1.4.15.2 are to be
applied, it is required that the steel mill applied to the thickness measuring locations for
demonstrates to the satisfaction of IRS that the the thickness tolerance and the average
number of measurements and measurement thickness of the product.
distribution is appropriate to establish that the
mother plates produced are at or above the 1.4.15.2 At least two lines among Line 1, Line 2
specified nominal thickness. or Line 3 as shown in Fig.1.4.15.2 are to be
selected for the thickness measurements and at
1.4.13 Average thickness least three points on each selected line are to be
selected for thickness measurement. If more than
1.4.13.1 The average thickness of products is three points are taken on each line the number of
defined as the arithmetic mean of the points are to be equal on each line.
measurements made in accordance with the
requirements of 1.4.14. Note : The measurement locations apply to a
product rolled directly from one slab or steel ingot
1.4.13.2 The average thickness of products for even if the product is to be later cut by the
hull structural steels is not to be less than the manufacturer. Examples of the original
nominal thickness. measurements relative to later cut products are
shown in Fig.1.4.15.2b), It is to be noted that the
1.4.14 Thickness measurements examples shown are not representative of all
possible cutting scenarios.
1.4.14.1 The thickness is to be measured at
locations of products as defined in 1.4.15. For automated methods, the measuring points at
sides are to be located not less than 10 [mm] but
1.4.14.2 Automated method or manual method not greater than 300 [mm] from the transverse or
may be applied to the thickness measurements. longitudinal edges of the product.
1.4.14.3 The procedure and the records of For manual methods, the measuring points at
measurements are to be made available to the sides are to be located not less than 10 [mm] but
Surveyor and copies provided on request. not greater than 100 [mm] from the transverse or
longitudinal edges of the product.
1.4.15 Thickness measuring locations
Line 1
A1 A2 A3
Line 2
B1 B2 B3
C1 C2 C3
Line 3
: Measurement points
Rolling direction
Fig. 1.4.15.2a) : Locations of Thickness Measuring Points for the Original Steel Plates

Chapter 3 Part 2
Fig. 1.4.15.2b) : Locations of Thickness Measuring Points for the Cut Steel Products
Line 1
A1 A2 A3
(i) Line 2 B1 B2 B3
C1 C2 C3
Line 3
Rolling direction
Line 1
A1 A2 A3
B1 B2 B3
(ii) Line 2
C1 C2 C3
Line 3
Rolling direction
Line 1
Line 2
Line 3
Rolling direction

Page 5 of 54
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1.5 Heat treatment, condition of supply steel is heated to an appropriate temperature
above the Ac3, held for specific period of time
1.5.1 All materials are to be supplied in the heat and then cooled with an appropriate coolant
treated conditions described in the subsequent for the purpose of hardening the
sections of this chapter unless supply in the as- microstructure. Tempering subsequent to
rolled condition is allowed. quenching is a process in which the steel is
reheated to an appropriate temperature not
1.5.2 Where the material is supplied in the as higher than the Ac1, maintained at that
rolled condition and intended for subsequent hot temperature for a specific period of time to
forming, the manufacturer is to carry out any heat restore toughness properties by improving
treatment which may be necessary to prevent the microstructure and reduce the residual
hydrogen cracking or make the material in a safe stress caused by the quenching process.
condition for transit and Surveyors are to be
advised of any such heat treatment carried out. e) Thermo-mechanical Rolling, TM – Thermo-
This requirement is applicable mainly to carbon mechanical controlled processing - this is a
and carbon-manganese steel products over 50 procedure which involves the strict control of
[mm] thick and to alloy steel products. both the steel temperature and the rolling
reduction. Generally, a high proportion of the
1.5.3 Where controlled rolling or thermo- rolling reduction is carried out close to or
mechanical processing is permitted as an below the AR3 transition temperature and
alternative to normalising, these procedures may may involve rolling towards the lower end of
be used subject to full details being submitted the temperature range of the inter critical
and a test program being carried out under the duplex phase region thus permitting little if
supervision of the Surveyors and the test results any recrystallisation of the austenite. Unlike
being found satisfactory by IRS. These rolling controlled rolled (normalised rolling) the
processes are defined as follows: properties conferred by TM (TMCP) cannot
be reproduced by subsequent normalising or
(See Fig.1.5.3). other heat treatment.
a) As Rolled, AR - this procedure involves steel The use of accelerated cooling on completion
being cooled as it is rolled with no further heat of TM-rolling may also be accepted subject to
treatment. The rolling and finishing the special approval of IRS. The same
temperatures are typically in the austenite applies for use of tempering after completion
recrystalisation region and above the of the TM-rolling.
normalising temperature. The strength and
toughness properties of steel produced by f) Accelerated cooling AcC - accelerated
this process are generally less than steel cooling is a process, which aims to improve
heat treated after rolling or than steel mechanical properties by controlled cooling
produced by advanced processes. with rates higher than air cooling immediately
after the final TM-rolling operation. Direct
b) Normalising, N - normalising involves heating quenching is excluded from the accelerated
rolled steel above the critical temperature, cooling.
Ac3 and in the lower end of the austenite
recrystalisation region for a specific period of The material properties conferred by TM and
time, followed by air-cooling. The process AcC cannot be reproduced by subsequent
improves the mechanical properties of as normalising or other heat treatment.
rolled steel by refining the grain size and
homogenizing the microstructure. 1.5.3.1 Where NR (CR) and TM with/without AcC
are applied, the programmed rolling schedules
c) Controlled rolling, CR (Normalizing Rolling, are to be verified by IRS at the steel works and
NR) - A rolling procedure in which the final are to be made available when required by the
deformation is carried out in the normalising attending Surveyor. On the manufacturer's
temperature range, allowed to cool in air, responsibility, the programmed rolling schedules
resulting in a material condition generally are to be adhered to during the rolling operation.
equivalent to that obtained by normalising. (Refer 1.2.3). To this effect, all the records of
actual rolling are to be reviewed by the
d) Quenching and Tempering, QT – Quenching manufacturer and occasionally by the Surveyor.
involves a heat treatment process in which

Chapter 3 Part 2
When deviation from the programmed rolling shall take further measures required in 1.2.3 to
schedules or normalizing or quenching and the Surveyor's satisfaction.
tempering procedures occurs, the manufacturer
Notes:
AR: As Rolled
N: Normalizing
CR(NR): Controlled Rolling (Normalizing Rolling)
QT: Quenching and Tempering
TM: Thermo-Mechanical Rolling (Thermo-Mechanical Controlled Process)
R: Reduction
(*): Sometimes rolling in the dual-phase temperature region of austenite and ferrite
AcC: Accelerated Cooling
Fig.1.5.3 : Schematic Diagrams of Thermo-Mechanical and Conventional Processes
1.5.3.2 The conditions of supply and the impact appropriate, are not to be cut from the
test requirements are detailed in subsequent material until heat treatment has been
sections of the Chapter. completed.
1.6 Test material b) The test specimens are not to be separately

heat treated in any way.
1.6.1 All material in a batch presented for
acceptance tests are to be of the same product 1.6.3 Unless otherwise agreed, the test samples
form e.g. plates, flats, sections. etc., from the are to be taken from the following position :
same cast and in the same condition of supply.
1.6.3.1 Plates and flats with a width  600
1.6.2 Test samples [mm] : The test samples are to be taken from one
end at a position approximately midway between
a) The test samples are to be fully the axis in the direction of the rolling and the edge
representative of the material and, where of the rolled product (See Fig.1.6.1 a). Unless

Page 7 of 54
___________________________________________________________________________________
otherwise agreed the tensile test specimens are the test specimen is parallel to the direction of
to be prepared with their longitudinal axis rolling. For small sizes, the test specimen may
transverse to the final direction of rolling. consist of a suitable length of the full cross
section of the product (the impact test specimen
1.6.3.2 Flats with a width < 600 [mm], bulb receiving nevertheless the necessary
flats and other sections : For flats having a machining). For larger sizes, the test samples are
width of 600 [mm] or less, bulb flats and other to be taken so that the axis of the test specimen
sections the test specimens are to be taken from lies as near as possible to the following :
one end at a position approximately one third
from the outer edge (See Figs.1.6.1 b,c,d), or in a) for non-cylindrical sections, at one third of the
the case of small sections as near as possible to half diagonal from the outside.
this position. In the case of channels, beams or
bulb angles the test samples may alternatively be b) for cylindrical sections, at one third of the
taken from a position approximately one quarter radius from outside (See Fig.1.6.1 e).
of the width from the web centreline or axis (See
Fig.1.6.1 c). The tensile test specimens may be 1.6.3.4 For plates and flats with thicknesses in
prepared with their longitudinal axis either excess of 40 [mm], full thickness specimens may
parallel or transverse to the final direction of be prepared, but when instead a machined round
rolling. specimen is used then the axis is to be located at
a position lying one-quarter of the product
1.6.3.3 Bars and other similar products: The thickness from the surface as shown in
test specimens are to be taken so that the axis of Fig.1.6.1.f.

Chapter 3 Part 2
Fig.1.6.1 : Samples for testing

1.7 Mechanical test specimens specimens are to be as specified in 1.6.3.3. The
notch is to be cut in a face of the test specimen
1.7.1 The tensile test specimens are to be which was originally perpen-dicular to the rolled
machined to the dimensions detailed in Ch. 2. surface. The position of the notch is to be not
nearer than 25 [mm] to a flame-cut or sheared
1.7.2 Impact test specimens: The impact test edge.
specimens are to be of the charpy V-notch type
machined to the dimensions detailed in Ch. 2 and 1.8 Surface inspection and dimensions
cut with their longitudinal axis either parallel or
transverse to the final direction of rolling of the 1.8.1 Surface inspection and verification of
material. They are to be taken from a position dimensions are the responsibility of the steel-
close to one of the rolled surfaces, except that for maker, and acceptance by the Surveyors of
plates and sections over 40 [mm] thick the axis of material later found to be defective shall not
test specimens are to be one quarter of the absolve the steel maker from this responsibility.
thickness from one of the rolled surfaces. For The manufacturer is also responsible for
bars and other similar products the axis of the test compliance with the general requirements

Page 9 of 54
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concerning freedom from harmful internal a) The manufacturer's name or trade mark;
defects.
b) Identification mark for the grade of steel,
1.9 Freedom from defects (material supplied in the thermo-
mechanically controlled process condition is
1.9.1 All products must have a workmanlike finish to have the letter TM added after the
and must be free from defects and imperfections identification mark) ;
which may impair their proper workability and
use. This may however, include some c) Cast or identification number and/or initials
discontinuties of a harmless nature, minor which enable the full history of the item to be
imperfections e.g. pittings, rolling in scale, traced;
indentations, roll marks, scratches and grooves
which cannot be avoided completely despite d) If required by the purchaser, his order
proper manufacturing and which will not be number or other identification marks.
objected to provided they do not exceed the
acceptable limits contained herein. e) Steels, which have been specially approved
and which differ from the requirements given
1.9.2 Imperfections : Notwithstanding this, the in this Chapter are to have the letter "S"
products may have imperfections exceeding the marked after the agreed identification mark.
discontinuities inherent to the manufacturing
process, as defined under 1.9.1. In such cases, f) Steel plates that have complied with the
limits for their acceptability are to be agreed with requirements for corrosion resistant steel will
IRS, taking the end use of the product into be identified by adding a corrosion
consideration. designation to the unified identification mark
for the grade of steel. The corrosion resistant
1.9.3 Defects : Cracks, shells, sand patches and steel is to be designated according to its area
sharp edged seams are always considered of application as follows:
defects which would impair the end use of the
product and which require rejection or repair, - Lower surface of strength deck and
irrespective of their size and number. The same surrounding structures; RCU
applies to other imperfection exceeding the
acceptable limits. - Upper surface of inner bottom plating
and surrounding structures; RCB
1.10 Special quality plate material (‘z’ quality)
- For both strength deck and inner bottom
1.10.1 When plate material, intended for welded plating; RCW
construction, will be subject to significant strains
in a direction perpendicular to the rolled surfaces, 1.11.2 Products complying with the requirements
it is recommended that consideration be given to of Sec. 8 are to be marked "Z 25" or ‘Z 35’ as
the use of special plate material with specified appropriate, in addition to the material grade
through thickness properties. These strains are designation e.g. ‘EH36Z25’ or ‘EH36Z35’.
usually associated with thermal contraction and
restraint during welding, particularly for full 1.11.3 The above particulars, but excluding the
penetration "T"- butt welds, but may also be manufacturer's name or trade mark where this is
associated with loads applied in service or during embossed on finished products, are to be
construction. Requirements for these materials encircled with paint or otherwise marked so as to
are detailed in Sec. 8 and it is the responsibility be easily recognizable.
of shipbuilder or fabricator to make provision for
the use of this material. 1.11.4 In the event of any material bearing IRS
brand failing to comply with the test requirements,
1.11 Branding of materials the brand name is to be unmistakably defaced.
1.11.1 Every finished item is to be clearly marked

by the manufacturer in at least one place with IRS
brand IR and the following particulars:

Chapter 3 Part 2
1.12 Test certificates or other documentation In the case of ‘Z’ quality steel, notation ‘Z25’ or
‘Z35’ as appropriate, is to be indicated with the
1.12.1 The Surveyor is to be supplied, in steel grade and test results are to include through
duplicate, copies of the test certificates or other thickness reduction in area (%).
documentation for all accepted materials, IRS
may require separate documents for each grade 1.12.2 Before the test certificates or shipping
of steel. These documents are to contain, in statements are signed by the Surveyor, the
addition to the description, dimensions, etc. of the manufacturer is required to furnish him with a
material at least the following particulars: written declaration stating that the material has
been made by an approved process and that it
a) Purchaser's order number and if known the has been subjected to and has withstood
ship number for which the material is satisfactorily the required tests in the presence of
intended; the Surveyor or his authorized deputy. The
following form of declaration will be accepted if
b) Identification number and/or initials; stamped or printed on each test certificate or
shipping statement with the name of steelworks
c) Identification of steel works; and initialed by the makers or an authorized
deputy:
d) Identification of the grade of steel; "We hereby certify that the material has been
made by an approved process in accordance with
e) Cast number and ladle analysis; the Rules of Indian Register of Shipping and has
been tested satisfactorily in the presence of the
f) For steel with a corrosion resistant steel surveyors of Indian Register of Shipping".
designation the weight percentage of each
element added or intentionally controlled for 1.12.3 When steel is not produced at the works
improving corrosion resistance. at which it is rolled a certificate is to be supplied
to the Surveyor at the rolling mill stating the
g) Condition of supply when other than as rolled process by which it was manufactured and the
e.g. normalized or controlled rolled; name of the manufacturer, the number of cast
from which it was made and the ladle analysis.
h) If the material is of rimming quality, this The Surveyors are to have access to the works
should be stated; at which the steel was produced and the works
must be approved by IRS. Also refer Chapter 1,
i) Test results. Section1, Cl. 1.3.2.
Section 2
Normal Strength Steels for Ship Structures
2.1 General
2.1.3 Requirements of this section also apply to
2.1.1 Requirements of this section are applicable normal strength Corrosion Resistant steels when
to weldable normal strength hot-rolled steel such steel is used as the alternative means of
plates, wide flats, sections and bars intended for corrosion protection for cargo oil tanks as
use in hull construction. Steel differing in specified in the performance standard MSC.289
chemical composition, deoxidation practice, heat (87) of Regulation 3-11, Part A-1, Chapter II-1 of
treatment or mechanical properties may be the SOLAS Convention (Corrosion protection of
accepted, subject to special agreement by IRS. cargo oil tanks of crude oil tankers). Corrosion
Resistant steels as defined within this section,
2.1.2 These requirements are primarily intended are steels whose corrosion resistance
to apply to steel plates and wide flats not performance in the bottom or top of the internal
exceeding 100 [mm] in thickness and sections cargo oil tank is tested and approved to satisfy
and bars not exceeding 50 [mm] in thickness. For the requirements in MSC.289 (87) in addition to
greater thickness, certain variations in the other relevant requirements for hull structural
requirements may be allowed or required in steels, structural strength and construction. It is
particular cases after consideration of the not intended that such steels be used for
technical circumstances involved. corrosion resistant applications in other areas of

Page 11 of 54
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a vessel that are outside of those specified in the 2.5.1 All materials are to be supplied in a
performance standard MSC.289 (87) of condition complying with Table 2.5.1 and Table
Regulation 3-11, Part A-1, Chapter II-1 of the 2.5.2. Where alternative arrangements are
SOLAS Convention. These requirements apply permitted these are at the option of the
to plates, wide flats, sections and bars in all steelmaker, unless otherwise expressly stated in
grades up to a maximum thickness of 50 [mm]. the order for the material.
2.2 Approval 2.6 Mechanical Properties
2.2.1 Normal strength steel for ship hull structure 2.6.1 For tensile test either the upper yield stress
is to be approved in accordance with (ReH) or where ReH cannot be determined, the
requirements given in Section 1. 0.2 percent proof stress (Rp 0.2) is to be
determined and the material is considered to
2.3 Method of Manufacture comply with the requirements if either value
meets or exceeds the specified minimum value
2.3.1 Steel is to be manufactured by the basic for yield strength (Re).
oxygen, electric furnace or open hearth
processes or by other processes specially 2.6.2 Results obtained from tensile tests are to
approved by IRS. comply with the appropriate requirements of
Table 2.6.1.
2.3.2 The definitions of applicable rolling
procedures and the schematic diagrams are 2.6.3 Minimum average energy values are
given in Sec 1. specified for Charpy V-notch impact test
specimens taken in either the longitudinal or
2.3.3 The de-oxidation practice used for each transverse directions. Generally, only longitudinal
grade is to comply with the appropriate test specimens need be prepared and tested
requirements of Table 2.4.1. except for special applications where transverse
test specimens may be required. Transverse test
2.3.4 The rolling practice applied for each grade results are to be guaranteed by the manufacturer.
is to comply with the appropriate condition of The tabulated values are for standard specimens
supply of Table 2.5.1 10 [mm] x 10 [mm]. For plate thicknesses lower
than 10 [mm], sub-size specimens may be used
2.4 Chemical composition with reduced requirements as follows:
2.4.1 The chemical composition of samples taken Specimen 10 x 7.5 [mm] : 5/6 of tabulated energy
from each ladle of each cast is to be determined Specimen 10 x 5 [mm] : 2/3 of tabulated energy.
by the manufacturer in an adequately equipped
and competently staffed laboratory and is to 2.6.4 For impact tests, the average value
comply with appropriate requirements of Table obtained from one set of three impact tests is to
2.4.1. For steel plates and wide flats over 50 [mm] comply with the requirements given in Table
thick, slight deviations in the chemical 2.6.1. One individual value may be less than the
composition may be allowed as approved by IRS. required average value provided that it is not less
than 70 per cent of this average value. See also
2.4.2 The manufacturer’s declared analysis will Chapter 1.
be accepted subject to occasional checks if
required by the surveyor. 2.6.5 Generally, impact tests are not required
when the nominal plate thickness is less than 6
2.5 Condition of supply [mm].

Chapter 3 Part 2
Table 2.4.1 : Deoxidation and chemical composition
Grade A B D E
Deoxidation practice For t ≤ 50 mm For t ≤ 50 mm For t  25 [mm] killed, Killed and fine
Any method Any method grain treated
except rimmed except rimmed
steel1 steel
For t > 50 mm For t > 50 mm For t > 25 mm
Killed Killed Killed and fine grain
treated
Chemical composition per cent 4,7,8 (ladle samples)
Carbon max. 0.212 0.21 0.21 0.18
Manganese min 2.5 x Carbon % 0.803 0.60 0.70
Silicon max 0.50 0.35 0.35 0.10 - 0.35
Phosphorus max 0.035 0.035 0.035 0.035
Sulphur max 0.035 0.035 0.035 0.035
Aluminium - - 0.0155,6 0.0156
(acid soluble min)
Carbon + 1/6 of the manganese content is not to exceed 0.40 per cent
Notes :
1 Grade A sections up to thickness of 12.5 mm may be accepted in rimmed steel subject to the
special approval of IRS.
2 Max. 0.23% for sections.
3 When Grade B steel is impact tested the minimum manganese content may be reduced to 0.60%
4 When any grade of steel is supplied in the thermo-mechanically rolled condition variations in the
specified chemical composition may be allowed or required by IRS.
5 Aluminium is required for thickness above 25 [mm].
6 The total aluminium content may be determined instead of the acid soluble content. In such cases
the total aluminium content is to be not less than 0.020 per cent.
7 IRS may limit the amount of residual/trace elements which may have an adverse effect on the
working and use of the steel, e.g. copper and tin.
8 Where additions of any other element have been made as part of the steelmaking practice, the
content is to be specified.
Table 2.5.1 : Condition of supply for normal strength steel (1)
Grades Thickness Condition of supply

 50 mm Any
A
> 50 mm  100 mm Normalized, controlled rolled or thermo-
mechanically rolled (2)
 50 mm Any
B
 35 mm Any
D
E  100 mm Normalized or thermo-mechanically rolled (3)

Page 13 of 54
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Notes:
1) These conditions of supply and the impact test requirements are summarised in Table 2.5.2
2) Subject to the special approval of IRS, Grades A and B steel plates may be supplied in the as
rolled condition. See 2.14.2.2.
3) Subject to the special approval of IRS, sections in Grade D steel may be supplied in the as rolled
condition provided satisfactory results are consistently obtained from Charpy V-notch impact tests.
Similarly sections in Grade E steel may be supplied in the as rolled or controlled rolled condition.
For the frequency of impact tests see 2.14.3.2 and 2.14.3.3.
Table 2.5.2 : Required condition of supply and number of impact tests for normal strength steels
Condition of supply (batch for impact tests) (1)(2)

Pro- Thickness [mm]
Grade Deoxidation Practice
ducts
10 12.5 20 25 30 35 40 50 100
Rimmed Sections A(-) Not applicable
For t  50 mm Plates A(-) N(-)
A Any method except rimmed TM(-)3
For t > 50 mm CR(50), AR*(50)
Killed Sections A(-) Not applicable
For t  50 mm Plates A(-) A(50) N(50)
Any method except rimmed TM(50)
B CR(25), AR*(25)
For t > 50 mm
Killed Sections A(-) A(50) Not applicable
Killed Plates A(50) Not applicable
D
Sections
D Plates Plates A(50) N(50) N(50)
Killed and fine grain treated CR(50) TM(50)
TM(50) CR(25)
D Sections A(50) N(50) Not applicable
CR(50)
TM(50)
AR*(25)
Killed and fine grain treated Plates N(Each piece)
TM(Each piece)
E Sections N(25) Not applicable
TM(25)
AR*(15), CR*(15)
Remarks:
1. Condition of Supply
A - Any (Not Specified)

N - Normalised Condition
CR - Controlled Rolled Condition
TM - Thermo-Mechanical Rolling
AR* - As Rolled Condition subject to special approval of IRS
CR* - Controlled Rolled Condition subject to special approval of IRS.
2. Number of Impact Tests
One set of impact tests is to be taken from each batch of the specified weight in ( ) in tones or fraction thereof.
3. See Note 5 of Table 2.6.1

Chapter 3 Part 2
Table 2.6.1 : Mechanical properties for normal strength steels
Impact Test
Yield Elon-
Tensile Average impact energy (J) min.
strengt gation 5.65
Gra- strength Test 50 < t  70 70 < t  100
h ReH t  50 mm
de
[N/mm2]
Rm S o A5 Temp. mm mm
[N/mm2] (%) C Long Trans Long Trans Long Trans
min.
(3) (3) (3) (3) (3) (3)
A +20 - - 34(5) 24(5) 41(5) 27(5)
B 400/520 0 27(4) 20(4) 34 24 41 27
235 22(2)
D (1) -20 27 20 34 24 41 27
E -40 27 20 34 24 41 27
Notes:
1) For all thicknesses of Grade A sections the upper limit for the specified tensile strength range may
be exceeded at the discretion of IRS.
2) For full thickness flat tensile test specimens with a width of 25 mm and a gauge length of 200 mm
the elongation is to comply with the following minimum values:
>5 > 10 > 15 > 20 > 25 > 30 > 40

Thickness [mm]
5  10  15  20  25  30  40  50
Elongation 14 16 17 18 19 20 21 22
3) See 2.6.3.
4) Charpy V-notch impact tests are generally not required for Grade B steel with thickness of 25 mm or
less.
5) Impact tests for Grade A over 50 mm thick are not required when the material is produced using fine
grain practice and furnished normalised. TM rolling may be accepted without impact testing at the
discretion of IRS.
2.7 Surface Quality 2.7.2.1 The surface quality inspection method is

to be in accordance with recognized national or
2.7.1 The steel is to be free from surface defects international standards agreed between
prejudicial to the use of the material for the purchaser and manufacturer, accepted by IRS.
intended application. The finished material is to
have a surface quality in accordance with a 2.7.2.2 If agreed between the manufacturer and
recognized standard such as EN 10163 parts 1, purchaser, steel may be ordered with improved
2 and 3, or an equivalent standard accepted by surface finish over and above these
IRS, unless otherwise specified in this section. requirements.
2.7.2 The responsibility for meeting the surface 2.7.3 Acceptance Criteria
finish requirements rests with the manufacturer of
the material, who is to take the necessary 2.7.3.1 Imperfections
manufacturing precautions and is to inspect the
products prior to delivery. At that stage, however, 2.7.3.1.1 Imperfections of a harmless nature, for
rolling or heat treatment scale may conceal example pitting, rolled-in scale, indentations, roll
surface discontinuities and defects. If, during the marks, scratches and grooves, regarded as
subsequent descaling or working operations, the being inherent of the manufacturing process, are
material is found to be defective, IRS may require permissible irrespective of their number, provided
materials to be repaired or rejected.

Page 15 of 54
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the maximum permissible limits of Class A of EN elimination of the defect is to be verified by
10163-2 or limits specified in a recognized magnetic particle or by liquid penetrant testing.
equivalent standard accepted by IRS, are not
exceeded and the remaining plate or wide flat 2.7.4.2 Welding repair
thickness remains within the average allowable
minus thickness tolerance specified in Sec 1, 1.4. 2.7.4.2.1 Weld repair procedures and the method
Total affected area with imperfection not are to be reported and be approved by the IRS.
exceeding the specified limits are not to exceed Repair of defects such as unacceptable
15 % of the total surface in question. imperfections, cracks, shells or seams are to be
followed by magnetic particle or liquid penetrant
2.7.3.2 Defects testing. Local defects which cannot be repaired
by grinding as stated in 2.7.4.1 may be repaired
2.7.3.2.1 Affected areas with imperfections with a by welding with the agreement of IRS subject to
depth exceeding the limits of Class A of EN the following conditions:
10163-2 or the maximum permissible limits
specified in a recognized equivalent standard (a) Any single welded area is not to
accepted by IRS, are to be repaired irrespective exceed 0.125 [m2] and the sum of all
of their number. Cracks, injurious surface flaws, areas is not to exceed 2% of the surface
shells (over lapping material with non-metallic side in question.
inclusion), sand patches, laminations and sharp
edged seams (elongated defects) visually (b) The distance between two welded
evident on surface and/or edge of plate are areas is not to be less than their average
considered defects, which would impair the end width.
use of the product and which require rejection or
repair, irrespective of their size and number. (c) The weld preparation is not to reduce
the thickness of the product below 80%
2.7.4 Repair of the nominal thickness. For occasional
defects with depths exceeding the 80%
2.7.4.1 Grinding repair limit, special consideration at the
Surveyor’s discretion will be necessary.
2.7.4.1.1 Grinding may be applied provided all
the conditions below are adhered to: (d) If weld repair depth exceeds 3 [mm],
UT may be requested by IRS. If required,
(a) The nominal product thickness will UT is to be carried out in accordance with
not be reduced by more than 7% or 3 an approved procedure.
mm, whichever is the less.
(e) The repair is to be carried out by
(b) Each single ground area does not qualified welders using an approved
exceed 0.25 [m2]. procedure for the appropriate steel
grade. The electrodes are to be of low
(c) All ground areas do not exceed 2% of hydrogen type and are to be dried in
the total surface in question. accordance with the manufacturer’s
requirements and protected against re-
(d) Ground areas lying in a distance less humidification before and during welding.
than their average breadth to each other
are to be regarded as one single area. 2.7.5 The surface quality and condition
requirement herein are not applied to products in
(e) Ground areas lying opposite each forms of bars and tubulars, which will be subject
other on both surfaces are not to to manufacturers’ conformance standards.
decrease the product thickness by
values exceeding the limits as indicated 2.8 Internal soundness
in (a).
2.8.1 If plates and wide flats are ordered with
Defects or unacceptable imperfections are to be ultrasonic inspection, this is to be made in
completely removed by grinding and the accordance with an accepted standard at the
remaining plate or wide flat thickness is to remain discretion of IRS.
within the average allowable minus thickness
tolerance specified in Sec.1, 1.4. The ground 2.8.2 Verification of internal soundness is the
areas are to be a smooth transition to the responsibility of the manufacturer. The
surrounding surface of the product. Complete acceptance of internal soundness by surveyor

Chapter 3 Part 2
does not absolve the manufacturer from this 2.12.1.1 Refer to Ch1 for the definitions of piece
responsibility. and batch.
2.9 Tolerances 2.12.2 Test Samples
2.9.1 Unless otherwise agreed or specially 2.12.2.1 Refer to Sec 1, for the requirements
required the thickness tolerances as per Sec.1, related to test samples.
1.4 are applicable.
2.13 Mechanical Test specimens
2.10 Identification of Materials
2.13.1 Tensile Test Specimens. The dimensions
2.10.1 The steelmaker is to adopt a system for of the tensile test specimens are to be in
the identification of ingots, slabs and finished accordance with Ch.2. Generally, for plates, wide
pieces which will enable the material to be traced flats and sections flat test specimens of full
to its original cast. product thickness are to be used. Round test
specimens may be used when the product
2.10.2 The Surveyor is to be given full facilities thickness exceeds 40 [mm] or for bars and other
for so tracing the material when required. similar products. Alternatively, for small sizes of
bars, etc. test specimens may consist of a
2.11 Testing and Inspection suitable length of the full cross section of the
product.
2.11.1 Facilities for Inspection
2.13.2 Impact Test Specimens. The impact test
2.11.1.1 The manufacturer is to afford the specimens are to be of the Charpy V-notch type
Surveyor all necessary facilities and access to all cut with their edge within 2 [mm] from the “as
relevant parts of the works to enable him to verify rolled” surface with their longitudinal axes either
that the approved process is adhered to, for the parallel (indicated “Long” in Table 2.6.1) or
selection of test materials, and the witnessing of transverse (indicated "Trans" in Tables 2.6.1) to
tests, as required by the Rules, and for verifying the final direction of rolling of the material. The
the accuracy of the testing equipment. notch is to be cut in a face of the test specimen
which was originally perpendicular to the rolled
2.11.2 Testing Procedures surface. The position of the notch is not to be
nearer than 25 [mm] to a flame cut or sheared
2.11.2.1 The prescribed tests and inspections are edge (see also 2.6.3). Where the product
to be carried out at the place of manufacture thickness exceeds 40 [mm], the impact test
before dispatch. The test specimens and specimens are to be taken with their longitudinal
procedures are to be in accordance with Ch.2. All axis at a quarter thickness position.
the test specimens are to be selected and
stamped by the Surveyor and tested in his 2.14 Number of Test Specimens
presence, unless otherwise agreed.
2.14.1 Number of Tensile Tests
2.11.3 Through Thickness Tensile Tests
2.14.1.1 For each batch presented. except where
2.11.3.1 If plates and wide flats with thickness of specially agreed by IRS. one tensile test is to be
15 [mm] and over are ordered with through made from one piece unless the weight of
thickness properties, the through thickness finished material is greater than 50 tonnes in
tensile test in accordance with Sec.8 is to be which case one extra test piece is to be made
carried out. from a different piece from each 50 tonnes or
fraction thereof. Additional tests are to be made
2.11.4 Dimensions for every variation of 10 [mm] in thickness of plate
or diameter of products from the same cast. For
2.11.4.1 Verification of dimensions are the sections the thickness to be considered is the
responsibility of the steel maker. The acceptance thickness of the product at the point at which
by Surveyor does not absolve the steel maker samples are taken for mechanical tests.
from this responsibility. 2.14.2 Number of Impact Tests (except for Grade
E)
2.12 Test Material
2.14.2.1 For each batch presented, except where
2.12.1 Definitions specially agreed by IRS at least one set of three

Page 17 of 54
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Charpy V-notch test specimens is to be made
from one piece unless the weight of finished 2.14.3 Number of Impact Tests (for Grade E)
material is greater than 50 tonnes in which case
one extra set of three test specimens is to be 2.14.3.1 For steel plates supplied in the
made from a different piece from each 50 tonnes normalized or TM condition, one set of impact
or fraction thereof. The piece selected for the test specimens is to be taken from each piece.
preparation of test specimen is to be the thickest
of each batch. Where steel plates except for 2.14.3.2 For sections, one set of impact tests is
Grade 'A' steel over 50 [mm] in thickness is to be taken from each batch of 25 tonnes or
supplied in the controlled rolled condition, the fraction thereof.
frequency of impact test is to be made from a
different piece from each 25 tonnes or fraction 2.14.3.3 When, subject to the special approval of
thereof. IRS, sections are supplied in the as-rolled or
controlled rolled condition.one set of impact tests
2.14.2.2 When subject to the special approval of is to be taken from each batch of 15 tonnes or
IRS, material is supplied in the as rolled condition fraction thereof.
the frequency of impact tests is to be increased
to one set from each batch of 25 tonnes or 2.14.3.4 For 2.14.3.2 and 2.14.3.3 above the
fraction thereof. However, for Grade 'A' steel over piece selected for the preparation of the test
50 [mm] thickness when supplied in the "as specimens is to be the thickest in each batch.
rolled" condition, one set of three charpy V-notch
test specimens may be taken from each batch of 2.15 Retest Procedures
50 tonnes or fraction thereof.
2.15.1 Retest procedures are to be as per the
2.14.2.3 The piece selected for the preparation of requirements provided in Chapter 1.
the test specimens is to be the thickest in each
batch.
Section 3
Higher Strength Steels for Ship Structures
3.1 General
The additional requirements for high strength
3.1.1 Requirements of this section is applicable plates having specified minimum yield point of
to weldable higher strength hot-rolled steel 460 [N/mm2] with thickness over 50 [mm] and not
plates, wide flats, sections and bars intended for greater than 100 [mm] for use in longitudinal
use in hull construction. structural members in the upper deck region of
container ships (such as hatch side coaming,
3.1.2 The requirements of this section are hatch coaming, hatch coaming top and attached
primarily intended to apply to plates and wide longitudinals) and denoted by Grade EH47 are
flats not exceeding 100 [mm] in thickness in also given in this section.
general, and sections and bars not exceeding 50
[mm] in thickness. For greater thickness, these Brittle Crack Arrest Steels: Brittle crack arrest
requirements may be applied with certain steels are defined as steel plate with the specified
variations, as may be agreed by IRS. brittle crack arrest properties measured by either
the brittle crack arrest toughness Kca or Crack
3.1.3 Steel differing in chemical composition, Arrest Temperature (CAT). Additional
deoxidation practice, heat treatment or requirements for brittle crack arrest steels are
mechanical properties may be accepted, subject specified in Section 10. Brittle crack arrest steels
to special approval by IRS. Such steel is to be are to be used for container ships, as indicated in
given special designation. Pt. 5, Ch. 5 of the Rules.
3.1.4 Provision is made for three strength levels 3.1.5 Requirements of this section also apply to
(315, 355 and 390 N/mm2) each subdivided into high strength Corrosion Resistant steels when
four grades, AH, DH, EH and FH based on impact such steel is used as the alternative means of
test temperature. corrosion protection for cargo oil tanks as

Chapter 3 Part 2
specified in the performance standard MSC.289 processes or by other processes specially

(87) of Regulation 3-11, Part A-1, Chapter II-1 of approved by IRS.
the SOLAS Convention (Corrosion protection of
cargo oil tanks of crude oil tankers). Corrosion 3.3.2 The definitions of applicable rolling
Resistant steels as defined within this section, procedures and the schematic diagrams are
are steels whose corrosion resistance given in Sec 1.
performance in the bottom or top of the internal
cargo oil tank is tested and approved to satisfy 3.3.3 The deoxidation practice used for each
the requirements in MSC.289 (87) in addition to grade is to comply with the appropriate
other relevant requirements for hull structural requirements of Table 3.4.1.
steels, structural strength and construction. It is
not intended that such steels be used for 3.3.4 The rolling practice applied for each grade
corrosion resistant applications in other areas of is to comply with the appropriate condition of
a vessel that are outside of those specified in the supply of Table 3.5.1
performance standard MSC.289 (87) of
Regulation 3-11, Part A-1, Chapter II-1 of the 3.4 Chemical composition
SOLAS Convention. These requirements apply
to plates, wide flats, sections and bars in all 3.4.1 The chemical composition of samples taken
grades up to a maximum thickness of 50 [mm]. from each ladle of each cast is to be determined
by the manufacturer in an adequately equipped
3.2 Approval and competently staffed laboratory and is to
comply with appropriate requirements of Table
3.2.1 Higher strength steel for ship hull structure 3.4.1. For steel plates and wide flats over 50 [mm]
is to be approved in accordance with thick, slight deviations in the chemical
requirements given in Section 1. composition may be allowed as approved by IRS.
3.2.2 It should be noted that when fatigue loading The chemical composition of EH 47 steel plates
is present, the effective fatigue strength of a would be specially considered.
welded construction of higher strength steels
may not be greater than that of a construction 3.4.2 The manufacturer’s declared analysis will
fabricated from the normal strength steels. be accepted subject to occasional checks if
Precautions against corrosion fatigue may also required by the surveyor.
be necessary.
3.4.3 When required, the carbon equivalent value
Note: Before subjecting steels produced by is to be calculated from the ladle analysis using
thermo-mechanical rolling to further heating for the following formula.
forming or stress relieving or using high heat-
input welding, special consideration must be Mn Cr  Mo  V Ni  Cu
Carbon eq.  C    %
given to the possibility of a consequent reduction 6 5 15
in mechanical properties.
Note: This formula is applicable only to steels
3.3 Method of Manufacture which are basically of the carbon manganese
type and gives a general indication of the
3.3.1 Steel is to be manufactured by the basic weldability of the steel.
oxygen, electric furnace or open hearth

Page 19 of 54
___________________________________________________________________________________
Table 3.4.1 : Chemical composition and deoxidation practice for higher strength steels
AH32/DH32/EH32 FH32
Grade1) AH36/DH36/EH36 FH36 EH47
AH40/DH40/EH40 FH40
Deoxidation
Fully killed and fine grain refined
practice
Chemical Composition per cent (Ladle sample)5),6)
C max. 0.18 0.16 0.18

Mn 0.90 - 1.602) 0.90 - 1.60 0.9 – 2.00
Si max. 0.50 0.50 0.55
P max. 0.035 0.025 0.020
S max. 0.035 0.025 0.020
Grain refining elements5)

Al (acid
0.0153),4)
soluble)
min.
Nb
0.02 - 0.054)
V
0.05 - 0.104)
Ti max.
0.02
Total (Nb +
0.12 max.
V + Ti)
Residual elements
0.35
Cu max. 0.35 0.35
0.20
Cr max. 0.20 0.25
0.80
Ni max. 0.40 1.0
0.08
Mo max. 0.08 0.08
0.009 (0.012 if Al is
N max. - -
present)
Notes:
1) The number following the grade designation indicates the yield point to which the steel is ordered or produced
in [Kg/mm2].
2) For thickness upto and including 12.5 [mm] the minimum manganese content may be reduced to 0.70
percent.
3) The total aluminium content may be determined instead of the acid soluble content. In such cases the total
aluminium content is to be not less than 0.020 percent
4) The steel is to contain aluminium, niobium, vanadium or other suitable grain refining elements, either single or
in combination. When used singly the steel is to contain the specified minimum content of the grain refining
element. When used in combination, the specified minimum content of a fine graining element is not applicable.
5) When any grade of higher strength steel is supplied in the thermo-mechanically rolled condition variations in
the specified chemical composition may be allowed or required by IRS
6) Where additions of any other element have been made as part of the steel making practice, the content is to
be indicated.
3.4.4 For TM (TMCP) steels the following special from the ladle analysis using the following
requirements apply: formula and to comply with the requirements of
the following table:
i) The carbon equivalent value is to be calculated

Chapter 3 Part 2
Mn Cr  Mo  V Ni  Cu
Carbon equivalent for higher strength steels
Carbon eq.  C    %
6 5 15
upto 100 mm in thickness produced by TM ii) Other means such as cold cracking
Carbon equivalent susceptibility Pcm (in %), may be considered
Grade Max. (%)1) instead of the carbon equivalent for evaluating
t  50 50 < t  100 the weldability.
AH32, DH32,
0.36 0.38
EH32, FH32 Si Mn Cu Ni Cr Mo V
AH36, DH36, Pcm  C         5B
0.38 0.40 30 20 20 60 20 15 10
EH36, FH36
AH40, DH40,
0.40 0.42 3.4.5 The carbon equivalent of EH47 grade steel
EH40, FH40
EH47 NA 0.49 calculated as per 3.4.3 is not to exceed 0.49%.
t = thickness [mm] The cold cracking susceptibility Pcm calculated
using the formula mentioned in 3.4.4.(ii) is not to
Note:
exceed 0.22%.
1) It is a matter for the manufacturer and
3.5 Condition of supply
shipbuilder to mutually agree in individual cases
as to whether they wish to specify a more
3.5.1 All materials are to be supplied in a
stringent carbon equivalent.
condition complying with the requirements given
in Table 3.5.1.
Table 3.5.1 : Condition of supply for Higher strength steel 1)
Grades Grain Refining Thickness Condition of supply

Elements Used
≤ 12.5 mm Any
Nb and/or V Normalized, controlled rolled or thermo-
> 12.5 mm ≤ 100 mm
A32 ≤ 20 mm Any
A36 Any, as rolled subject to special approval
Al alone > 20 mm ≤ 35 mm
of IRS (2)
or with Ti
Normalized, controlled rolled or thermo-
> 35 mm ≤ 100 mm
≤ 12.5 mm Any
> 12.5 mm ≤ 50 mm
A40 Any mechanically rolled
Normalized, thermo-mechanically rolled or
> 50 mm ≤ 100 mm
quenched and tempered
≤ 12.5 mm Any
Nb and/or V Normalized, controlled rolled or thermo-
> 12.5 mm ≤ 100 mm
D32 ≤ 20 mm Any
D36 Any, as rolled subject to special approval
Al alone > 20 mm ≤ 25 mm
of IRS (2)
or with Ti
> 25 mm ≤ 100 mm

Page 21 of 54
___________________________________________________________________________________
Table 3.5.1 : (Contd.)
Grades Grain Refining Thickness Condition of supply

Elements Used
≤ 50 mm
mechanically rolled
D40 Any
> 50 mm ≤ 100 mm
Normalized or thermo-mechanically rolled
E32 ≤ 50 mm (3)
Any
E36
> 50 mm ≤ 100 mm Normalized, thermo-mechanically rolled
≤ 50 mm
E40 Any
> 50 mm ≤ 100 mm
F32 ≤ 50 mm
quenched and tempered (4)
F36 Any
F40 > 50 mm ≤ 100 mm
Notes:
(1) These conditions of supply and the requirements for impact tests are summarised in Table 3.5.2.
(2) The frequency of impact tests is to be in accordance with 3.14.2 (ii).
(3) Subject to the special approval of IRS, sections in Grades AH32, AH36, DH32 and DH36 steels
may be supplied in the as rolled condition provided satisfactory results are consistently obtained
from Charpy V-notch impact tests. Similarly sections in Grades EH32 and EH36 steels maybe
supplied in the as rolled or controlled rolled condition. The frequency of impact tests is to be in
accordance with 3.14.2 (ii) and 3.14.2 (iii) respectively.
(4) Subject to the special approval of IRS, sections in Grades FH32 and FH36 steels may be
supplied in the controlled rolled condition. The frequency of impact tests is to be in accordance
with 3.14.3 (iii).

Chapter 3 Part 2
Table 3.5.2 : Required condition of supply and number of impact tests for higher strength steels
Condition of supply (batch for impact tests) (1)(2)

Deoxi- Grain
Pro- Thickness [mm]
Grade dation Refining
ducts
Practice Elements 10 12.5 20 25 30 35 40 50 100
Plates A(50) N(50) N(50),CR(25),
CR(50),TM(50) TM(50)
Nb and/or
Sections A(50) N(50) Not applicable
V
CR(50),TM(50)
AH32 AR*(25)
Killed and
AH36 Plates A(50) AR*(25) Not applicable
fine grain
treated N(50), CR(50) N(50), CR(25)
TM(50) TM(50)
Al alone or
with Ti Sections A(50) N(50) Not applicable
CR(50)
TM(50)
AR*(25)
Any Plates A(50) N(50) N(50)
CR(50) TM(50)
TM(50) QT (Each
Killed and
length as heat
AH40 fine grain
treated)
treated
CR(50)
TM(50)
Plates A(50) N(50) N(50),CR(25),
CR(50),TM(50) TM(50)
Nb and/or
V
CR(50),TM(50)
AR*(25)
Killed and
DH32 Plates A(50) AR*(25) Not applicable
fine grain
DH36 N(50), CR(50) N(50), CR(25)
treated
TM(50) TM(50)
Al alone or
with Ti Sections A(50) N(50) Not applicable
CR(50)
TM(50)
AR*(25)
Plates N(50) N(50)
CR(50) TM(50)
TM(50) QT (Each
Killed and
length as heat
DH40 fine grain Any
treated)
treated
Sections N(50) Not applicable
CR(50)
TM(50)
Plates N(Each piece)
TM(Each piece)
EH32 Killed and
EH36 fine grain Any
TM(25)
treated
AR*(15)
CR*(15)
Killed and Plates N(Each piece)
fine grain TM(Each piece)
treated QT(Each length as heat treated)
EH40 Any
TM(25)
QT(25)

Page 23 of 54
___________________________________________________________________________________
Grade Deoxi- Grain Products Condition of supply (Batch for impact tests (1)(2)
dation refining Thickness [mm]
practice elements
10 12.5 20 25 30 35 40 50 100
N(Each piece)
Plates TM(Each piece) Not applicable
Killed and QT(Each length as heat treated)
FH32
fine grain Any N(25)
FH36 treated TM(25)
Section Not applicable
QT(25)
CR*(15)
N(Each piece)
Plates TM(Each piece) Not applicable
Killed and QT(Each length as heat treated)
FH40 fine grain Any
treated N(25)
Sections TM(25) Not applicable
QT(25)
Remarks
1. Condition of Supply
A - Any (Not Specified)
N - Normalised Condition
CR - Controlled Rolled Condition
TM - Thermo-Mechanical Rolling
QT - Quenched and Tempered Condition
AR* - As Rolled Condition subject to special approval of IRS
CR* - Controlled Rolled Condition subject to special approval of IRS.
2. Number of Impact Tests
One set of impact tests is to be taken from each batch of the "specified weight" in ( ) in tones or fraction
thereof.
For Grades A32 and A36 steels charpy impact tests are not generally required provided that satisfactory
results are obtained from occasional check tests selected by the Surveyor.

Chapter 3 Part 2
3.6 Mechanical Properties meets or exceeds the specified minimum value

for yield strength (Re).
3.6.1 For tensile test either the upper yield stress
(ReH) or where ReH cannot be determined, the 3.6.2 Results obtained from tensile tests are to
0.2 percent proof stress (Rp 0.2) is to be comply with the appropriate requirements of
determined and the material is considered to Table 3.6.1.
comply with the requirements if either value
Table 3.6.1 : Mechanical properties for higher strength steels
Impact Test
Yield
Tensile Elon- Average impact energy (J) min.
stren-
strengt gation Test 50 < t  70 70 < t  100
Grade gth ReH t  50 mm
h Rm 5.65 So Temp. mm mm
[N/mm2]
[N/mm2] A5 (%) C Long Trans Long Trans Long Trans
min.
(2) (2) (2) (2) (2) (2)
AH32 315 440/570 22(1) 0 31(3) 23(3) 38 26 46 31
DH32 -20 31 22 38 26 46 31
EH32 -40 31 22 38 26 46 31
FH32 -60 31 22 38 26 46 31
AH36 355 490/630 21(1) 0 34(3) 24(3) 41 27 50 34
DH36 -20 34 24 41 27 50 34
EH36 -40 34 24 41 27 50 34
FH36 -60 34 24 41 27 50 34
AH40 390 510/660 20(1) 0 39 27 46 31 55 37
DH40 -20 39 27 46 31 55 37
EH40 -40 39 27 46 31 55 37
FH40 -60 39 27 46 31 55 37
t = thickness [mm]
NOTES:
1) For full thickness flat tensile test specimens with a width of 25 [mm] and a gauge length of 200
[mm] the elongation [%] is to comply with the following minimum values:
Thickness [mm]
>5 > 10 > 15 > 20 > 25 > 30 > 40
Grade
5  10  15  20  25  30  40  50
AH32, DH32, EH32 & FH32 14 16 17 18 19 20 21 22
AH36, DH36, EH36 & FH36 13 15 16 17 18 19 20 21
AH40, DH40, EH40 & FH40 12 14 15 16 17 18 19 20
2) See 3.6.3.
3) For Grades AH32 and AH36 steels a relaxation in the number of impact tests for acceptance
purposes may be permitted by special agreement with IRS provided that satisfactory results are
obtained from occasional check tests.

Page 25 of 54
___________________________________________________________________________________
Table 3.6.2 : Conditions of supply, grade and mechanical properties for EH47 steel plates
Supply Grade Mechanical Properties Impact Test

Condition
Yield Tensile Elongation Test Average Impact Energy [J]
Strength Strength (%) min. Temp. min.
[N/mm2]min [N/mm2] (oC) 50<t≤ 70<t≤8 85<t≤
70 5 100
TMCP EH 47 460 570/720 17 -40oC 53 64 75
Note : t: Thickness [mm]
1). The additional requirements for EH47 steel with brittle crack arrest properties are specified in
Section 10.
3.6.3 Minimum average energy values are 3.9 Tolerances

specified for Charpy V-notch impact test
specimens taken in either the longitudinal or 3.9.1 Requirements of 2.9 are applicable.
transverse directions. Generally, only longitudinal
test specimens need be prepared and tested 3.10 Identification of Materials
except for special applications where transverse
test specimens may be required. Transverse test 3.10.1 Requirements of 2.10 are applicable
results are to be guaranteed by the manufacturer.
The tabulated values are for standard specimens 3.11 Testing and Inspection
10 [mm] x 10 [mm]. For plate thicknesses lower
than 10 [mm], sub-size specimens may be used 3.10.1 Requirements of 2.11 are applicable
with reduced requirements as follows :
3.12 Test Material
Specimen 10 x 7.5 [mm] : 5/6 of tabulated energy
Specimen 10 x 5 [mm] : 2/3 of tabulated energy. 3.12.1 Requirements of 2.12 are applicable
3.6.4 For impact tests, the average value 3.13 Mechanical tests specimens
obtained from one set of three impact tests is to
comply with the requirements given in Table 3.13.1 Tensile Test Specimens. The dimensions
3.6.1. One individual value may be less than the of the tensile test specimens are to be in
required average value provided that it is not less accordance Ch.2. Generally for plates, wide flats
than 70 per cent of this average value. See also and sections flat test specimens of full product
Chapter 1. thickness are to be used. Round test specimens
may be used when the product thickness
3.6.5 Generally, impact tests are not required exceeds 40 [mm] or for bards and other similar
when the nominal plate thickness is less than 6 products. Alternatively for small sizes of bars, etc.
[mm]. test specimens may consist of a suitable length
of the full cross section of the product.
3.7 Surface Quality
3.13.2 Impact Test Specimens. The impact test
3.7.1 Requirements of 2.7 are applicable. specimens are to be of the Charpy V-notch type
cut with their edge within 2 [mm] from the “as
3.8 Internal Soundness rolled” surface with their longitudinal axes either
parallel (indicated “Long” in Table 3.6.1) or
3.8.1 Requirements of 2.8 are applicable. transverse (indicated "Trans" in Table 3.6.1) to

Chapter 3 Part 2
the final direction of rolling of the material. The 3.14.3 Number of Impact Tests (Grades EH32,
notch is to be cut in a face of the test specimen EH36, EH40, FH32, FH36 and FH40):
which was originally perpendicular to the rolled
surface. The position of the notch is not to be i) For plates supplied in the normalized or TM
nearer than 25 [mm] to a flame cut or sheared condition one set of three Charpy V-notch impact
edge (see also 3.6.3). Where the product test specimens is to be taken from each piece.
thickness exceeds 40 [mm], the impact test For quenched and tempered steel plates one set
specimens are to be taken with their longitudinal of impact test specimens is to be taken from each
axis at a quarter thickness position. length as heat treated.
3.14 Number of Test Specimens ii) For sections one set of impact tests is to be
taken from each batch of 25 tonnes or fraction
3.14.1 Number of Tensile Tests. For each batch thereof.
presented, except where specially agreed by
IRS, one tensile test is to be made from one piece iii) When, subject to special approval of IRS,
unless the weight of finished material is greater sections other than Grades EH40 and FH40 are
than 50 tonnes in which case one extra test piece supplied in the as-rolled or controlled rolled
is to be made from a different piece from each 50 condition, one set of impact tests is to be taken
tonnes or fraction thereof. Additional tests are to from each batch of 15 tonnes or fraction thereof.
be made for every variation of 10 [mm] in
thickness of plate or diameter of products from iv) For (ii) and (iii) above the piece selected for
the same cast. For sections, the thickness to be the preparation of test specimens is to be the
considered is the thickness of the product at the thickest in each batch.
point at which samples are taken for mechanical
tests. 3.15 Manufacturing approval scheme for
EH47 steels
3.14.2 Number of Impact Tests (except for
Grades EH32, EH36, EH40, EH47, FH32, FH36 3.15.1 Approval scheme
and FH40):
.1 Manufacturing approval scheme for EH47
i) Except where otherwise specified or specially steels is to be in accordance with Part 2 of the
agreed by IRS, for each batch presented, at least IRS Classification Note: ‘Approval Scheme for
one set of three Charpy V-notch impact test the Manufacturing Process of Normal and Higher
specimen is to be made from one piece unless Strength Hull Structural Steels’, unless otherwise
the weight of finished material is greater than 50 specified in this sub-section.
tonnes, in which case one extra set of three test
specimens is to be made from a different piece 3.15.2 Approval tests
from each 50 tonnes or fraction thereof. When
steel plates over 50 [mm] in thickness is supplied .1 Extent of Approval tests : Cl. 2.1 (c) and (d) of
in the controlled rolled condition, the frequency of Part 2 of subject Classification Note are not to be
impact test is to be made from a different piece applied to manufacturing approval of EH47
from each 25 tonnes or fraction therof. steels.
ii) For steel plates of Grades AH40 and DH40 .2 Type of tests
with thickness over 50 [mm] in normalized or TM
condition, one set of impact test specimens is to (a) Brittle fracture initiation test: Deep notch test
be taken from each batch of 50 tonnes or fraction or Crack Tip Opening Displacement (CTOD) test
thereof. For those in QT condition, one set of is to be carried out. The test method is to be
impact test specimens is to be taken from each acceptable to IRS.
length as heat treated.
(b) Y-groove weld cracking test (Hydrogen crack
iii) When, subject to special approval of IRS, test): The test method is to be in accordance with
material is supplied in the as rolled condition, the recognized national standards such as JIS Z
frequency of impact tests is to be increased to 3158-2016 or CB/T 4364-2013.
one set from each batch of 25 tonnes or fraction
thereof. In addition to the requirements specified in (a)
and (b) above, the approval tests specified in
iv) The piece selected for the preparation of test Part 2 of the IRS Classification Note: ‘Approval
specimens is to be the thickest in each batch. Scheme for the Manufacturing Process of Normal

Page 27 of 54
___________________________________________________________________________________
and Higher Strength Hull Structural Steels’, are
also to be carried out. Additional tests may be 3.16.1 Retest procedures are to be as per the
required when deemed necessary by IRS. requirements provided in Chapter 1.
3.16 Retest Procedures
Section 4
High Strength Steels for Welded Structures
4.1 General to the special approval of the IRS. Such steels

are to be given a special designation.
4.1.1 These requirements apply to hot-rolled,
fine-grain, weldable high strength structural 4.2 Approval
steels, intended for use in marine and offshore
structural applications. These requirements do 4.2.1 For applications subjected to Classification,
not apply to steels intended for hull structure of all steels are to be manufactured at steel works
commercial ships whose requirements are which have been approved by IRS for the type
specified in previous sections. and grade of steel which is being supplied. The
procedure for approval is available in
4.1.2 The steel covered by the scope of these Classification Note “Manufacturing Approval
requirements are specified in yield strength levels Scheme of High Strength Steels for Welded
of 420, 460, 500, 550, 620, 690,890 and 960 Structures”. Also refer Chapter 1, Section 1, Cl.
[N/mm2]. For each yield strength level grades AH, 1.3.2.
DH, EH and FH are specified, based on the
impact test temperature, except for yield strength 4.2.2 It is the steelmaker’s responsibility to
level of 890 and 960 [N/mm2] for which grade F is assure that effective quality, process and
not applicable. The full list of grades are: production controls during manufacturing are
adhered to within the manufacturing
AH420 DH420 EH420 FH420 specification. The manufacturing specification is
AH460 DH460 EH460 FH460 to be submitted to IRS at the time of initial
AH500 DH500 EH500 FH500 approval.
AH550 DH550 EH550 FH550
AH620 DH620 EH620 FH620 4.2.3 Where non-conformities arise, the
AH690 DH690 EH690 FH690 manufacturer is to identify the root cause and
AH890 DH890 EH890 establish countermeasures to prevent its
AH960 DH960 EH960 recurrence. The non-conformities and the
countermeasures are to be documented and
4.1.3 Steels covered by the scope may be reported to IRS.
delivered in Normalized (N)/Normalized rolled
(NR); Thermo-mechanical controlled rolled (TM) 4.2.4 When the semi-finished products were not
or Quenched and Tempered (QT) condition. manufactured by the approved manufacturer of
the finish rolled and heat treated products, the
Note: TM is a generic delivery condition that may manufacturer of the semi-finished product is also
not include accelerated cooling, and may or may to be subject to approval by IRS.
not include direct quenching followed by
tempering after TM-rolling. Note 1: The attention of the users must be drawn
to the fact that when fatigue loading is present,
4.1.4 Product forms include plates, wide flats, the effective fatigue strength of a welded joint of
sections bars and seamless tubulars. high strength steel may not be greater than that
of a welded joint in normal strength steels.
4.1.5 Steels with a thickness beyond the
maximum thicknesses as given in Table 4.5.3 Note 2: Before subjecting steels produced by
may be approved at the discretion of the IRS. thermos-mechanical rolling or quenched and
tempered after rolling to further heating for
4.1.6 Steels differing in chemical composition, forming or stress relieving, or using high heat-
deoxidation practice, delivery condition and input welding, special consideration must be
mechanical properties may be accepted, subject

Chapter 3 Part 2
given to the possibility of a consequent reduction elements listed in the Table 4.4.1 are to be
in mechanical properties reported.
4.3 Method of manufacture 4.4.2 Elements used for alloying, nitrogen

binding, and fine grain treatment, and as well as
4.3.1 Steel making process the residual elements are to be as detailed in the
manufacturing specification, e.g. When boron is
4.3.1.1 The steel is to be manufactured by the deliberately added for enhancement of
basic oxygen, basic electric arc furnace or by hardenability of the steels, the maximum content
processes specially approved by IRS. of the boron content is not to be higher than
0.005%; and the analysis result is to be reported.
4.3.1.2 Vacuum degassing is to be used for any
of the following: 4.4.3 The carbon equivalent value is to be
calculated from the ladle analysis. Maximum
a) all steels with enhanced through-thickness values are specified in Table 4.4.2.
properties, and
a) For all steel grades the following formula
b) all steels of grade H690, H890 and H960. of IIW may be used:
4.3.2 Deoxidation
𝑀𝑛 𝐶𝑟 𝑀𝑜 𝑉 𝑁𝑖 𝐶𝑢
𝐶𝑒𝑞 𝐶 %
4.3.2.1 The steel shall be fully killed . 6 5 15
4.3.3 Grain size b) For steel grades H460 and higher, CET
may be used instead of Ceq at the
4.3.3.1 The steel is to be fine grain treated, and discretion of the manufacturer, and is to
is to have a fine grain structure. The fine grain be calculated according to the following
practice is to be as detailed in the manufacturing formula:
specification.
𝑀𝑛 𝑀𝑜 𝐶𝑟 𝐶𝑢 𝑁𝑖
𝐶𝐸𝑇 𝐶 %
Note: A fine grain structure has an equivalent 10 20 40
index ≥ 6 determined by micrographic
examination in accordance with ISO 643 or Note: The CET is included in the
alternative test method. standard EN 10011-2:2001 used as one
of the parameters for pre-heating
4.3.4 Nitrogen control temperature determination which is
necessary for avoiding cold cracking.
4.3.4.1 The steels are to contain nitrogen binding
elements as detailed in the manufacturing c) For TM and QT steels with carbon
specification. Also see note 4 in Table 4.4.1. content not more than 0.12%, the cold
cracking susceptibility Pcm for
4.4 Chemical composition evaluating weldability may be used
instead of carbon equivalent of Ceq or
4.4.1 The chemical composition is to be CET at manufacturer’s discretion and is
determined by the steel maker, in an adequately to be calculated using the following
equipped competently staffed laboratory. The formula:
method of sampling is to follow that carried out
for the initial approval tests, either from the ladle, Si Mn Cu Ni Cr Mo V
Pcm  C         5B
the tundish or the mould in the case of continuous 30 20 20 60 20 15 10
casting. The aim analysis is to be in accordance
with the manufacturing specification. All the

Page 29 of 54
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Table 4.4.1 : Chemical composition
Delivery condition1) N/NR TM QT
AH420 EH420 AH420 EH420 AH420 EH420
DH420 EH460 DH420 FH420 DH420 FH420
AH460 AH460 EH460 AH460 EH460
DH460 DH460 FH460 DH460 FH460
Steel grade AH500 EH500 AH500 EH500
DH500 FH500 DH500 FH500
AH550 EH550 AH550 EH550
DH550 FH550 DH550 FH550
AH620 EH620 AH620 EH620
DH620 FH620 DH620 FH620
Chemical AH690 EH690 AH690 EH690
Composition2) DH690 FH690 DH690 FH690
AH890 DH890 AH890 DH890
EH890 AH960 EH890
DH960
EH960
Carbon % max 0.20 0.18 0.16 0.14 0.18
Manganese % 1.0~1.70 1.0~1.70 1.70
Silicon % max 0.60 0.60 0.80
Phosphorus % max3) 0.030 0.025 0.025 0.020 0.025 0.020
Sulphur % max3) 0.025 0.020 0.015 0.010 0.015 0.010
Aluminiumtotal % min4) 0.02 0.02 0.018
Niobium % max5) 0.05 0.05 0.06
Vanadium % max5) 0.20 0.12 0.12
Titanium % max5) 0.05 0.05 0.05
Nickel % max6) 0.80 2.006) 2.006)
Copper % max 0.55 0.55 0.50
Chromium % max5) 0.30 0.50 1.50
Molybdenum % max5) 0.10 0.50 0.70
Nitrogen % max 0.025 0.025 0.015
Oxygen ppm max7) Not 50 Not 30
Not applicable applicable applicabl
e
Note 1 See section 4.5 for definition of delivery conditions
Note 2 The chemical composition is to be determined by ladle analysis and is to meet the approved
manufacturing specification at the time of approval.
Note 3 For sections the P and S content can be 0.005 % higher than the value specified in the table.
Note 4 The total aluminium to nitrogen ratio shall be a minimum of 2:1. When other nitrogen binding
elements are used, the minimum Al value and Al/N ratio do not apply.
Note 5 Total Nb+V+Ti ≤ 0.26 % and Mo+Cr ≤0.65%, not applicable for QT steels.
Note 6 Higher Ni content may be approved at the discretion of IRS.
Note 7 The requirement on maximum Oxygen content is only applicable to DH890; EH890; DH960
and EH960.

Chapter 3 Part 2
Table 4.4.2 : Maximum Ceq, CET and Pcm values

Carbon Equivalent (%)
Ceq CET Pcm
Plates Sections Bars Tubulars all all

Steel grade &
delivery
condition t≤250
t≤50 50<t≤100 100<t≤250 t≤50 t≤65
or d≤250 all all
(mm) (mm) (mm) (mm) (mm)
(mm)
H420N/NR 0.46 0.48 0.52 0.47 0.53 0.47 N.A N.A

H420TM 0.43 0.45 0.47 0.44 N.A N.A N.A N.A
H420QT 0.45 0.47 0.49 N.A N.A 0.46 N.A N.A
H460N/NR 0.50 0.52 0.54 0.51 0.55 0.51 0.25 N.A
H460TM 0.45 0.47 0.48 0.46 N.A N.A 0.30 0.23
H460QT 0.47 0.48 0.50 N.A N.A 0.48 0.32 0.24
H500TM 0.46 0.48 0.50 N.A N.A N.A 0.32 0.24
H500QT 0.48 0.50 0.54 N.A N.A 0.50 0.34 0.25
H550TM 0.48 0.50 0.54 N.A N.A N.A 0.34 0.25
H550QT 0.56 0.60 0.64 N.A N.A 0.56 0.36 0.28
H620TM 0.50 0.52 N.A N.A N.A N.A 0.34 0.26
H620QT 0.56 0.60 0.64 N.A N.A 0.58 0.38 0.30
H690TM 0.56 N.A N.A N.A N.A N.A 0.36 0.30
H690QT 0.64 0.66 0.70 N.A N.A 0.68 0.40 0.33
H890TM 0.60 N.A N.A N.A N.A N.A 0.38 0.28
H890QT 0.68 0.75 N.A N.A N.A N.A 0.40 N.A
H960QT 0.75 N.A N.A N.A N.A N.A 0.40 N.A
Note:
N.A = Not applicable
4.5 Delivery Condition - Rolling Process and Note: Direct quenching after hot-rolling followed
Heat Treatment by tempering is considered equivalent to
conventional quenching and tempering.
4.5.1 Steel is to be delivered in accordance with
the processes approved by IRS. These 4.5.2 Rolling reduction ratio
processes include:
4.5.2.1 The rolling reduction ratio of slab, billet,
 Normalized (N)/Normalized rolled (NR) bloom or ingot is not to be less than 3:1 unless
agreed at the time of approval.
 Thermo-mechanical controlled rolled
(TM)/with Accelerated cooling 4.5.3 Thickness limits for approval
(TM+AcC)/with direct quenching
followed by tempering (TM+DQ), or 4.5.3.1 The maximum thickness of slab, billet or
bloom from the continuous casting process is to
 Quenched and Tempered condition (QT) be at the manufacturer’s discretion.
The definition of these delivery conditions are 4.5.3.2 Maximum thickness of plates, sections,
defined in previous sections. bars and tubulars over which a specific delivery
condition is applicable are shown in Table 4.5.3.

Page 31 of 54
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Table 4.5.3 : Maximum thickness limits

Maximum thickness (mm)
Delivery condition
Plates Sections Bars Tubulars
N 2502) 50 250 65
NR 150 1)
TM 150 50 Not applicable Not applicable
QT 1502) 50 Not applicable 50
Note 1 The maximum thickness limits of sections, bars and tubulars produced by NR process
route are less than those manufactured by N route, and are to be at the discretion of IRS.
Note 2 Approval for N steels with thickness larger than 250 [mm] and QT steels with thickness
larger than 150 [mm] is subject to the special consideration of IRS.
4.6 Mechanical Properties capacity of the test machine is exceeded by the

use of a full thickness specimen, sub-sized flat
4.6.1 Test specimens and test procedures for tensile specimens representing either the full
mechanical properties are in accordance with thickness or half of the product thickness
Chapter 2 and Section 3 of this chapter. retaining one rolled surface are to be used.
Alternatively, machined round test specimens
4.6.2 Tensile test may be used. The specimens are to be located at
a position lying at a distance of t/4 from the
4.6.2.1 Test specimens are to be cut with their surface and additionally at t/2 for thickness above
longitudinal axes transverse to the final direction 100 [mm] or as near as possible to these
of rolling, except in the case of sections, bars, positions.
tubulars and rolled flats with a finished width of
600 [mm] or less, where the tensile specimens 4.6.2.3 The results of the tests are to comply with
may be taken in the longitudinal direction. the appropriate requirements of Table 4.6.2.3. In
the case of product forms other than plates and
4.6.2.2 Full thickness flat tensile specimens are wide flats where longitudinal tests are agreed, the
to be prepared. The specimens are to be elongation values are to be 2 percentage units
prepared in such a manner as to maintain the above those transverse requirements as listed in
rolling scale at least at one side. When the Table 4.6.2.3.

Chapter 3 Part 2
Table 4.6.2.3 : Tensile properties at ambient temperature for all steel grades
Minimum yield Ultimate tensile Minimum Charpy V-notch

strength ReH1) strength Rm Percentage impact test
Mechanical (N/mm2) (N/mm2) elongation
properties After fracture
Nominal thickness Nominal thickness (%) Test Minimum
(mm)4) (mm)4) L0=5.65√S0 2) temp (Joules)
Steel grade
(°C)
& delivery
≥3 >50 >100 ≥3 >100
condition T L3) T L
≤50 ≤ 100 ≤250 ≤100 ≤250
H420N/NR A 0
H420TM D -20
420 390 365 520~680 470~650 19 21 28 42
H420QT E -40
F -60
H460N/NR A 0
H460TM D -20
H460QT E 460 430 390 540~720 500~710 17 19 -40 31 46
F -60
H500TM A 0
H500QT D -20
E 500 480 440 590~770 540~720 17 19 -40 33 50
F -60
H550TM A 0
H550QT D -20
E 550 530 490 640~820 590~770 16 18 -40 37 55
F -60
H620TM A 0
H620QT D -20
620 580 560 700~890 650~830 15 17 41 62
E -40
F -60
H690TM A 0
H690QT D -20
690 650 630 770~940 710~900 14 16 46 69
E -40
F -60
H890TM A Not Not 0
H890QT D 890 830 applic 940~1100 applicabl 11 13 -20 46 69
E able e -40
H960QT A Not Not Not 0
D 960 applic applic 980~1150 applicabl 10 12 -20 46 69
E able able e -40
Note 1 For tensile test either the upper yield stress (ReH) or where ReH cannot be determined, the 0.2
percent proof stress (Rp0.2) is to be determined and the material is considered to comply with the
requirement if either value meets or exceeds the specified minimum value of yield strength.
Note 2 For full thickness flat test specimens with a width of 25 [mm] and a gauge length of 200 [mm]
the elongation is to comply with the minimum values shown in Table 4.6.2.4.
Note 3 In the case that the tensile specimen is parallel to the final rolling direction, the test result shall
comply with the requirement of elongation for longitudinal (L) direction.
Note 4 For plates and sections for applications, such as racks in offshore platforms etc, where the
design requires that tensile properties are maintained through the thickness, a decrease in the minimum
specified tensile properties is not permitted with an increase in the thickness.

Page 33 of 54
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Table 4.6.2.4 : Elongation minimum values for a width of 25 [mm] and a 200 [mm]
gauge length1)
Strength Thickness [mm]

Grade  10 > 10  15 > 15  20 > 20  25 > 25  40 > 40  50 > 50  70
H420 11 13 14 15 16 17 18
H460 11 12 13 14 15 16 17
H500 10 11 12 13 14 15 16
H550 10 11 12 13 14 15 16
H620 9 11 12 12 13 14 15
H690 92) 102) 112) 11 12 13 14
Note 1 The tabulated elongation minimum values are the requirements for testing specimen in
transverse direction. H890 and 960 specimens and specimens which are not included in this table is to
be proportional specimens with a gauge length of L0=5.65√S0.
Note 2 For H690 plates with thickness ≤ 20 [mm], round specimen in accordance with Chapter 2 may
be used instead of the flat tensile specimen. The minimum elongation for testing specimen in transverse
direction is 14%.
4.6.3 Impact test 4.6.4.2 Impact test
4.6.3.1 The Charpy V-notch impact test a) For steels plates in N/NR or TM condition
specimens for plates and wide flats over 600 test sample is to be taken from each
[mm] in width are to be taken with their axes piece.
transverse to the final rolling direction and the
results should comply with the appropriate b) For steels in QT condition test sample is
requirements for transverse direction of Table to be taken from each individually heat
4.6.2.3. For other product forms, the impact tests treated part thereof.
are to be in the longitudinal direction, the results
of the tests are to comply with the appropriate c) For sections, bars and tubulars, test
requirements for longitudinal direction of Table sample is to be taken from each batch of
4.6.2.3. 25 tonnes or fraction thereof.
4.6.3.2 Sub-surface test specimens will be taken Note 1: If the mass of the finished material is
in such a way that one side is not further away greater than 25 tonnes, one set of tests from each
than 2 [mm] from a rolled surface, however, for 25 tonnes and/or fraction thereof is required. (e.g.
material with a thickness in excess of 50 [mm], for consignment of 60 tonnes would require 3
impact tests are to be taken at the quarter plates to be tested).
thickness (t/4) location and mid-thickness (t/2).
Note 2: For continuous heat treated product
4.6.3.3 Impact test for a nominal thickness less special consideration may be given to the number
than 6 [mm] are normally not required. and location of test specimens required by the
manufacturer to be agreed by IRS.
4.6.4 Test frequency
4.6.5 Traceability
4.6.4.1 Tensile test sample is to be randomly
selected from each batch, as defined in section 4.6.5.1 Traceability of test material, specimen
3, that is to be less than or equal to 25 tonnes, sampling and test procedures including test
and to be from the same cast, in the same equipment with respect to mechanical properties
delivery condition and of the same thickness. testing, is to be in accordance with section 3.

Chapter 3 Part 2
4.6.6 Re-test procedures 4.9 Internal Soundness
4.6.6.1 Re-test procedures for tensile tests and 4.9.1 Verification of internal soundness is the
Charpy impact tests are to be in accordance with responsibility of the manufacturer. The
Chapter 2. acceptance by the IRS’s Surveyor shall not
absolve the manufacturer of this responsibility.
4.6.7 Through thickness tensile test
4.9.2 Ultrasonic examination
4.6.7.1 For steels designated with improved
through thickness properties, through thickness 4.9.2.1 If required by the IRS, ultrasonic
tensile tests are to be performed in accordance examination should be carried out in accordance
with Section 8. with Section 2 for the requirement of internal
soundness, and is to be performed in accordance
4.6.7.2 Subject to the discretion of IRS, through with an approved standard.
thickness tensile strength may be required to be
not less than 80% of the specified minimum 4.10 Stress relieving heat treatment and other
tensile strength. heat treatments
4.7 Tolerances 4.10.1 Steels approved by the procedures given

in Classification Note “Manufacturing Approval
4.7.1 Unless otherwise agreed or specially Scheme of High Strength Steels for Welded
required, the thickness tolerances in Sec 1, 1.4 Structures” with respect to Heat Treatment are
are applicable. suitable for stress relieving heat treatment such
as post-weld heat treatment and stress relieving
4.8 Surface Quality heat treatment after cold forming for the purpose
of reducing the risk of brittle fracture, increasing
4.8.1 All materials are to be free from cracks, the fatigue lifetime and dimensional stability for
injurious surface flaws, injurious laminations and machining.
similar defects.
Note: Products can be susceptible to
4.8.2 The surface quality inspection method is to deterioration in mechanical strength and
be in accordance with recognised national or toughness if they are subjected to incorrect post-
international standards agreed between weld heat treatment procedures or other
purchaser and manufacturer. processes involving heating such as flame
straightening, rerolling, etc. where the heating
a) Welding repair procedures and the temperature and the holding time exceed the
method for reporting repairs are to be limits given by the manufacturer.
approved by the IRS.
4.11 Facilities for Inspection
b) Where repair by grinding is carried out
then the remaining plate thickness below 4.11.1 Testing is to be carried out under the
the ground area must be within the witness of the Surveyor, or an authorised deputy,
allowable under thickness tolerance. in order to verify whether the test results meet the
specified requirements.
4.8.3 Surface finish requirement are to be in
accordance with the relevant requirements in 4.11.2 The manufacturer is to afford the Surveyor
Section 3. all necessary facilities and access to all relevant
parts of the steel works to enable him to verify the
4.8.4 Surface inspection is the responsibility of approved process is adhered to, for the selection
the manufacturer. The acceptance by IRS’s of test materials, and the witnessing of tests, as
Surveyor of material later found to be defective required by this Section. Also for verifying the
shall not absolve the manufacturer of this accuracy of the testing, calibration of inspection
responsibility. equipment and traceability of materials.

Page 35 of 54
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4.12 Identification of Materials to the description, dimensions, etc., of the
material, the following particulars are to be
4.12.1 The manufacturer is to adopt a system for included:
the identification of ingots, slabs, billet or bloom
and finished products, which will enable the a) Purchaser's order number
material to be traced to its original cast. The
Surveyor is to be given full facilities for so tracing b) Identification of the cast and piece
the material when required.
c) Manufacturer’s identification
4.13 Branding
d) Identification of the grade of steel
4.13.1 Each finished piece is to be clearly marked
by the manufacturer with the following e) Chemical analysis, Ceq, CET or Pcm value
particulars:
f) Delivery condition with heat treatment
a) IRS’s brand mark temperatures
b) Unified identification mark for the grade of steel g) Mechanical properties test results, including
(e.g. EH620) traceable test identification
c) Name or initials to identify the steelworks h) Surface quality and inspection results
d) Cast number/Heat number, plate number or i) UT result, where applicable

equivalent identification mark
4.14.2 Before the test certificates are signed by
e) Delivery condition (N/NR, the Surveyor, the steelmaker is required to
TM/TM+AcC/TM+DQ or Q&T) provide a written declaration stating that the
material has been made by an approved process,
The entire markings are to be encircled with paint and that it has been subjected to and has
or otherwise marked so as to be easily withstood satisfactorily the required tests in the
recognised. Steels which have been specially presence of the Surveyor, or an authorised
approved by IRS and which differ from these deputy. The following form of declaration will be
requirements (see 4.1.6) are to have the letter “S” accepted if stamped or printed on each test
after the identification mark (e.g. EH620S) certificate with the name of the steelworks and
signed by an authorised representative of the
4.14 Documentation of Inspection Tests manufacturer:
“We hereby certify that the material has been
4.14.1 The Surveyor is to be supplied with two made by an approved process and has been
copies, of the test certificates or shipping satisfactorily tested in accordance with the Rules
statements for all accepted materials. In addition of IRS”.
Section 5
Steel for Low Temperature Service
5.1 General where the use of steels with guaranteed impact

properties at low temperature is required.
5.1.1 This section gives specific requirements for
carbon-manganese and nickel alloy steels with 5.1.3 Provision is made for plates and sections
toughness properties at low temperatures and up to 40 [mm] thick.
intended for use in the construction of cargo
tanks and process pressure vessels for liquefied 5.1.4 Steel differing in chemical composition,
gases. condition of supply or mechanical properties may
be accepted, subject to special agreement by
5.1.2 The requirements of this section are also IRS.
applicable for other types of pressure vessels

Chapter 3 Part 2
5.2 Deoxidation and chemical composition and FH strength levels 32, 36 and 40 (See Table
3.2.1). However, these grades are to be
5.2.1 All steels are to be in the fully killed and fine designated as L T -AH, L T -DH, L T -EH and L T
grain refined condition. -FH respectively for the uses defined in 5.1.1.
5.2.2 The chemical composition of carbon- 5.2.3 The chemical compositions of nickel alloy
manganese steels are to comply with the steels are to comply with the appropriate
appropriate requirements of grades AH, DH, EH requirements of Table 5.2.1.
Table 5.2.1 : Chemical composition of nickel alloy steels
Elements 1.5 Ni 3.5 Ni 5 Ni 9 Ni

C max. 0.18 0.15 0.12 0.10
Si 0.10 - 0.35 0.10 - 0.35 0.10 - 0.35 0.10 - 0.35
Mn 0.30 - 1.50 0.30 - 0.90 0.30 - 0.90 0.30 - 0.90
Ni 1.30 - 1.70 3.20 - 3.80 4.70 - 5.30 8.50 - 10.0
P max. 0.025 0.025 0.025 0.025
S max. 0.020 0.020 0.020 0.020
Al min. (acid soluble)1) 0.015 0.015 0.015 0.015
Residual elements
Cr max. 0.25 0.25 0.25 0.25
Cu max. 0.35 0.35 0.35 0.35
Mo max. 0.08 0.08 0.08 0.08
Total of residual
0.60 0.60 0.60 0.60
elements max.
1) The total aluminium content may be determined by other methods instead of the acid soluble
method. In such cases the total aluminium content is to be not less than 0.020 percent.
5.3 Heat treatment
5.3.1 All materials are to be supplied in a

condition complying with Table 5.3.1.
Table 5.3.1 : Conditions of supply
Grade Plates Sections and Bars

LT-AH N, TMCP Any
LT-DH N, TMCP Any
LT-EH N2, TMCP, QT N, TMCP
LT-EH N2, TMCP, QT N, TMCP
1.5 Ni N2, QT, normalized and tempered
3.5 Ni N2, QT, normalized and tempered
5 Ni N2, QT, normalized and tempered
9 Ni QT, Double normalized and tempered
1 N = Normalized
TMCP = Thermo-mechanically controlled process
QT = Quenched and tempered
2 The term "Normalized" does not include normalized rolling.

Page 37 of 54
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5.4 Mechanical tests test specimens are to be taken for each tensile
test specimen required. For plates, these are to
5.4.1 Test pieces for tensile testing of plates are be cut with their principal axis perpendicular to
to be cut with their principal axes transverse to the final direction of rolling and for sections. these
the final direction of rolling. are to be taken longitudinally.
5.4.2 For each batch of plate presented, one 5.4.5 The results of all tensile tests are to comply
tensile test is to be made from one end of each with appropriate requirements given in Table
piece unless the mass and length of the piece 5.4.1. The ratio between the yield stress and the
exceeds 5 tonnes and 15 m in which case test tensile strength is not to exceed 0.9 for
pieces are to be taken from both ends of each normalized and TMCP steels and 0.94 for Q & T
piece. steels.
5.4.3 Sections and bars are to be presented for 5.4.6 The average energy value from each set of
acceptance test in batches containing not more three impact tests are to comply with appropriate
than 50 lengths, as supplied. The material in each requirements given in Table 5.4.1.
batch is to be of the same section size, from the
same cast and in the same condition of supply. 5.4.7 When standard subsidiary impact
One tensile test specimen is to be taken from specimens are necessary (See Sec. 2).
material representative of each batch, except that
additional tests are to be taken when the mass of 5.4.8 When steel with improved through
a batch exceeds 10 tonnes. thickness properties is required or specified in the
order, the materials are to be tested as detailed
5.4.4 One set of three Charpy V-notch impact in Sec. 8.
Table 5.4.1 : Mechanical properties for acceptance purposes
Charpy V-notch impact

Yield test
Tensile Elongation
stress
Grade of Steel strength on 5.65So Impact
[N/mm2] Test
[N/mm2] % min. Energy
min. temp.C
min.
LT-AH 32 315 440 - 590 22 0
36 355 490 - 620 21
40 390 510 - 650 20
LT-DH 32 315 440 - 590 22 -20
36 355 490 - 620 21 Plates
transverse
40 390 510 - 650 20
tests
LT-EH 32 315 440 - 590 22 -40 Average
36 355 490 - 620 21 energy 27 J
Sections
40 390 510 - 650 20 and bars
LT-FH 32 315 440 - 590 22 -60 longitudinal
36 355 490 - 620 21 tests
Average
40 390 510 - 650 20 energy 41 J
1.5 Ni 275 490 - 640 22 -80
3.5 Ni 285 450 - 610 21 -95
5 Ni 390 540 - 740 21 -110
9 Ni 490 640 - 790 18 -196

Chapter 3 Part 2
Notes:
1 These requirements are applicable to products not exceeding 40 [mm] in thickness. The
requirements for thicker products are subject to agreement.
2 The minimum design temperatures at which plates of different thicknesses in the above grades
may be used are given in Pt.3, Ch.2, Table 2.4.1 and Pt.5, Ch.4, Table 6.1.2 and Table 6.1.3.
Consideration will be given to the use of thicknesses greater than those in the table or to the use
of temperatures below - 165C
Section 6
Steels for Boilers and Pressure Vessels
6.1 General than 490 [N/mm2] but not exceeding 520 [N/mm2]
may be accepted provided that details of
6.1.1 The following requirements are for carbon, proposed specifications are submitted for
carbon-manganese and alloy steels intended for approval.
use in the construction of boilers and pressure
vessels. In addition to specifying mechanical 6.1.4 Where it is proposed to use alloy steels
properties at ambient temperature for the other than those specified herein, details of the
purpose of acceptance testing, these specifications are to be submitted for approval. In
requirements also give details of appropriate such cases the specified minimum tensile
mechanical properties at elevated temperatures strength is not to exceed 600 [N/mm2].
which may be used for design purposes.
6.1.5 Materials intended for use in the
6.1.2 Where it is proposed to use a carbon or construction of the cargo tanks and process
carbon-manganese steel with a specified pressure vessels, storage tanks for liquefied
minimum tensile strength intermediate to the gases and for other low temperature applications
following specified properties, corresponding are to comply with the requirements of Sec. 5.
minimum values for yield and elongation and
mechanical properties at elevated temperatures 6.2 Deoxidation and chemical composition
may be obtained by interpolation.
6.2.1 The method of deoxidation and the
6.1.3 Carbon and carbon-manganese steels with chemical analysis of ladle samples is to comply
a specified minimum tensile strength of greater with the requirements of Table 6.2.1.

Page 39 of 54
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Table 6.2.1 : Deoxidation and chemical composition
Grade of
Chemical composition per cent
steel
Deoxidation
C and C-Mn P Residual
C max. Si Mn S max. Al
steel max. elements
360 AR 0.18 0.50 max. 0.40-1.30 0.040 0.04 -
Any method
410 AR except 0.21 0.50 max. 0.40-1.30 0.040 0.040 -
460 AR rimmed steel 0.23 0.50 max. 0.80-1.50 0.040 0.040 - Cr 0.25
360 0.17 0.35 max. 0.40-1.20 0.035 0.035 max.
Any method - Cu 0.30
410 except 0.20 0.35 max. 0.50-1.30 0.035 0.035 max.
rimmed steel -
460 0.201 0.40 max. 0.80-1.40 0.035 0.035 Mo 0.10
- max.
490 Killed 0.201 0.10-0.50 0.90-1.60 0.035 0.035 Ni 0.30
360 FG 0.17 0.35 max. 0.40-1.20 0.035 0.035 See note 2 max.
Total 0.70
410 FG 0.20 0.35 max. 0.50-1.30 0.035 0.035 See note 2 max.
Killed fine
460 FG grained 0.201 0.40 max. 0.80-1.50 0.035 0.035 See note 2
490 FG 0.201 0.10-0.50 0.90-1.60 0.035 0.035 See note 2
Deoxi- P S Residual
Alloy steels C Si Mn Al Cr Mo
dation max. max. elements
1 Cr 1/2 Mo 0.10- 0.15- See 0.70- 0.40-
0.4-0.8 0.035 0.035 Cu 0.30
470 0.18 0.35 note 3 1.30 0.60
Killed max. Ni
2 1/4 Cr 1 0.08- 0.15- See 2.00- 0.90-
0.4-0.8 0.035 0.035 0.30 max.
Mo 480 0.18 0.50 note 3 2.50 1.10
Notes:
1 For thickness greater than 30 [mm], carbon 0.22 percent max.
2 Aluminium (acid soluble) 0.015 per cent min, or Aluminium (total) 0.018 percent min. Niobium, Vanadium or
other suitable grain refining elements may be used either in place of or in addition to aluminium.
3 Aluminium (acid soluble or total) 0.020 percent max.

However, when agreed, material intended for hot
6.3.1 All materials are to be supplied in a forming may be supplied in the as rolled
condition complying with the requirements of condition.
Table 6.3.1.
Table 6.3.1 : Heat treatment

Grade of steel Condition of supply
Carbon and carbon- manganese 360 AR to 460 As rolled, maximum thickness or diameter is 40 [mm]
AR
Carbon and carbon- manganese 360 to 490 Normalized or controlled rolled
Carbon and carbon- manganese 360 FG to 490 Normalized or controlled rolled
FG
1Cr 1/2 Mo 470 Normalized and tempered
2 1/4 Cr 1 Mo 480 Normalized and tempered

Chapter 3 Part 2
6.4 Mechanical tests the weight of a batch exceeds 10 tonnes.
6.4.1 For plates a tensile test specimen is to be 6.4.4 Where plates are required for hot forming
taken from one end of each piece when the and it has been agreed that the heat treatment
weight does not exceed 5 tonnes and the length will be carried out by the fabricator, the tests at
does not exceed 15 [m]. When either of these the steel works are to be made on material which
limits is exceeded, tensile test specimens are to has been cut from the plates and given a
be taken from both ends of each piece. A piece normalizing or normalizing and tempering heat
is to be regarded as the rolled product from a treatment in a manner simulating the treatment
single slab or a single ingot, if this is rolled directly which will be applied to the plates.
into plates.
6.4.5 If required by the Surveyors or by the
6.4.2 For strips, tensile test specimens are to be fabricator test material may be given a simulated
taken from both ends of each coil. stress relieving heat treatment prior to the
preparation of the test specimens. This has to be
6.4.3 Sections and bars are to be presented for stated on the order together with agreed details
acceptance tests in batches containing not more of the simulated heat treatment and the
than 50 lengths, as supplied. The material in each mechanical properties which can be accepted.
batch is to be of the same section size, from the
same cast and in the same condition of supply. 6.4.6 The results of the tensile tests are to comply
One tensile test specimen is to be taken from with the appropriate requirements given in Table
material representative of each batch, except that 6.4.1, Table 6.4.2 and Table 6.4.3.
additional tests are to be taken when
Table 6.4.1 : Mechanical properties for acceptance purposes :

carbon and carbon-manganese steels - as rolled
Grade of steel Thick-ness [mm] Yield stress Tensile strength Elonga-tion on

[N/mm2] min. [N/mm2] 5.65So % min.
360 AR  40 190 360-480 24
410 AR  40 215 410-530 22
460 AR  40 240 460-580 21

Page 41 of 54
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Table 6.4.2 : Mechanical properties for acceptance purposes : carbon and carbon-manganese
steels-normalized or controlled rolled
Thickness [mm] Yield stress Tensile strength Elongation on

Grade of steel
(see Note) [N/mm2] min. [N/mm2] 5.65So % min.
> 3  16 205 26
360 > 16  40 195 360 - 480 26
> 40  63 185 25
> 3  16 235 24
410 > 16  40 225 410 - 530 24
> 40  63 215 23
> 3  16 285 22
460 > 16  40 255 460 - 580 22
> 40  63 245 21
> 3  16 305 21
490 > 16  40 275 490 - 610 21
> 40  63 265 20
> 3  16 235 26
360 FG > 16  40 215 360 - 480 26
> 40  63 195 25
> 3  16 265 24
410 FG > 16  40 245 410 - 530 24
> 40  63 235 23
> 3  16 295 22
460 FG > 16  40 285 460 - 580 22
> 40  63 275 21
> 3  16 315 21
490 FG > 16  40 315 490 - 610 21
> 40  63 305 21
Note:
For thicknesses greater than 63 [mm], the minimum values for yield stress may be reduced by 1 per
cent for each 5 [mm] increment in thickness over 63 [mm]. The minimum elongation values may also
be reduced one unit, e.g. 20 percent reduced to 19 percent for all thicknesses over 63 [mm]. For
thicknesses over 100 [mm], the above values are to be agreed.
Table 6.4.3 : Mechanical properties for acceptance purposes :

alloy steels-normalized and tempered
Thickness [mm] Yield stress Tensile strength Elongation on

Grade of steel
(see Note) [N/mm2] min. [N/mm2] 5.65So % min.
> 3  16 305 20
1 CR 1/2 Mo 470 > 16  40 305 470 - 620 20
> 40  63 305 19
> 3  16 275 18
2 1/4 Cr 1 Mo 480 > 16  40 265 480 - 630 18
> 40  63 265 17

Chapter 3 Part 2
Note:
For thicknesses greater than 63 [mm], the minimum values for yield stress may be reduced by 1 per
cent for each 5 [mm] increment in thickness over 63 [mm]. The minimum elongation values may also
be reduced one unit, e.g. 20 percent reduced to 19 percent for all thicknesses over 63 [mm]. For
thicknesses over 100 [mm], the above values are to be agreed.
6.5 Mechanical properties for design Table 6.5.3 Alloy steels. Normalized and
purposes at elevated temperatures tempered.
6.5.1 Nominal values for the minimum lower yield 6.5.2 These values are intended for design
or 0.2 per cent proof stress at temperatures of purposes only and verification is not required
50°C and higher are given in the following tables except for materials complying with National or
: proprietary specifications where the elevated
temperature properties used for design purposes
Table 6.5.1 Carbon and carbon manganese are higher than those given in Table 6.5.1 to
steels - As rolled (applicable only Table 6.5.3. The extent of testing in such cases
when the design temperature would have to be specially agreed by IRS.
does not exceed 350°C).
6.5.3 Values for the estimated average stress to
Table 6.5.2 Carbon and carbon-manganese
rupture in 100,000 hours are given in Table 6.5.4
steels normalized or controlled
and may be used for design purposes.
rolled.
Table 6.5.1 : Mechanical properties for design purposes - Carbon and carbon -
manganese steels - as rolled
Grade Thickness Design temperatureC (See Note)

of steel [mm] 50 10 150 200 250 300 350
Nominal minimum lower yield or 0.2 percent proof stress [N/mm2]
360 AR 154 153 152 145 128 108 102
410 AR  40 186 183 181 174 155 134 127
460 AR 218 213 210 203 182 161 153
Note : Maximum permissible design temperature is 350C

Page 43 of 54
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Table 6.5.2 : Mechanical properties for design purposes - carbon and carbon - manganese
steels - normalized or controlled rolled
Grade Thickness Design temperature C

of steel [mm] (see 50 100 150 200 250 300 350 400 450
Note)
Nominal minimum lower yield or 0.2 percent proof stress [N/mm2]
183 175 172 168 150 128 117 115 113
> 3  16
360 > 16  40 173 171 169 162 144 124 117 115 113
> 40  63 166 162 158 152 141 124 117 115 113
> 3  16 220 211 208 201 180 150 142 138 136
410 > 16  40 204 201 198 191 171 150 142 138 136
> 40  63 196 192 188 181 168 150 142 138 136
> 3  16 260 248 243 235 210 176 168 162 158
460 > 16  40 235 230 227 220 198 176 168 162 158
> 40  63 227 222 218 210 194 176 168 162 158
> 3  16 280 270 264 255 228 192 183 177 172
490 > 16  40 255 248 245 237 214 192 183 177 172
> 40  63 245 240 236 227 210 192 183 177 172
> 3  16 214 204 185 165 145 127 116 110 106
360 FG > 16  40 200 196 183 164 145 127 116 110 106
> 40  63 183 179 172 159 145 127 116 110 106
> 3  16 248 235 216 194 171 152 141 134 130
410 FG > 16  40 235 228 213 192 171 152 141 134 130
> 40  63 222 215 204 188 171 152 141 134 130
> 3  16 276 262 247 223 198 177 167 158 153
460 FG > 16  40 217 260 242 220 198 177 167 158 153
> 40  63 262 251 236 217 198 177 167 158 153
> 3  16 297 284 265 240 213 192 182 173 168
490 FG > 16  40 293 279 260 237 213 192 182 173 168
> 40  63 286 272 256 234 213 192 182 173 168
Note : For thicknesses greater than 63 [mm], the values for lower yield or 0.2 percent stress are to be reduced
by 1 percent for each 5 [mm] increment in thickness upto 100 [mm]. For thicknesses over 100 [mm], the values
are to be agreed and verified by test.

Chapter 3 Part 2
Table 6.5.3 : Mechanical properties for design purposes : alloy steels-normalized tempered
Grade of steel Thickness Design temperature C

[mm] (see 50 100 200 300 350 400 450 500 550 600
Note) Nominal minimum lower yield or 0.2 percent proof stress [N/mm2]
1 Cr 1/2 Mo 470 3  63 284 270 248 216 203 199 194 188 181 174
2 1/4 Cr 1 Mo 480 3  63 255 249 233 219 212 207 194 180 160 137
Note : For thicknesses greater than 63 [mm], the values for lower yield or 0.2 percent stress are to be reduced
by 1 percent for each 5 [mm] increment in thickness upto 100 [mm]. For thicknesses over 100 [mm], the values
are to be agreed and verified by test.
Table 6.5.4 : Mechanical properties for design purposes : estimated average values for stress
to rupture in 100,000 hours [N/mm2]
Grades of steel
Carbon and carbon-manganese Alloy Steels
Temp. C 360 FG 360 490
410 FG 410 490 FG 1 Cr 1/2 Mo 470 2 1/4 Cr 1 Mo 480
460 FG 460 510 FG
380 171 219 227 - -
390 155 196 203 - -
400 141 173 179 - -
410 127 151 157 - -
420 114 129 136 - -
430 102 109 117 - -
440 90 92 100 - -
450 78 78 85 - 221
460 67 67 73 - 204
470 57 57 63 - 186
480 47 48 55 210 170
490 36 - 47 177 153
500 - - - 146 137
510 - - - 121 122
520 - - - 99 107
530 - - - 81 93
540 - - - 67 79
550 - - - 54 69
560 - - - 43 59
570 - - - 35 51
580 - - - - 44

Page 45 of 54
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Section 7
Steels for Machinery Structures
7.1 General
b) Any grade of carbon or carbon-manganese
7.1.1 Steel plates, strips, sections or bars steel as detailed in Sec. 6 except that for this
intended for use in the construction of welded application batch testing is acceptable and
machinery structures are to comply with one of the same is to be carried out in accordance
the following alternatives: with the requirements of Sec. 2.
a) Any grade of normal strength structural steel

or high strength structural steel as detailed in
Sec. 2 and 3.
Section 8
Plates with Specified minimum through Thickness Properties

(‘Z’ quality)
8.1 General 8.2 Manufacture
8.1.1 Following requirements are for special 8.2.1 All plates are to be manufactured at works
quality plate material with improved ductility in the which have been approved by IRS for this quality
through thickness or "Z direction. of material. Also refer Chapter 1, Section 1, Cl.
1.3.2.
8.1.2 The use of this material known as ‘Z’ quality
steel, is recommended when plate material, 8.2.2 The sulphur content is not to exceed 0.008
intended for welded construction, will be subject per cent, as determined by ladle analysis. It is
to significant strain in a direction perpendicular to recommended that the steel should be efficiently
the rolled surfaces. These strains are usually vacuum de-gassed.
associated with thermal contraction and restraint
during welding, particularly for full penetration 8.3 Test material
"T"- butt welds but may also be associated with
loads applied in service or during construction. 8.3.1 Unless otherwise agreed, through
Where these strains are of sufficient magnitude, thickness tensile tests are only required for plate
lamellar tearing may occur. Two ‘Z’ quality steels materials where the thickness exceeds 15 [mm].
are specified; Z25 for normal ship applications A test sample large enough to provide six test
and ‘Z35’ for more severe applications. specimens are to be cut from the centre of one
end of each rolled piece representing the batch.
Through thickness properties are characterized (See Fig.8.3.1). Where appropriate the end
by specified values for reduction of area in a selected should be representative of the top end
through thickness tensile test. of an ingot or the start of a concast strand.
Generally three through thickness tensile test
8.1.3 This special quality material is to comply specimens are to be prepared while the rest of
with the requirements of Sec. 2, 3, 4, 5, 6 and 7 the sample remains for possible retests.
as appropriate and the following additional
requirements. 8.3.2 The batch size is to be determined
depending on the product and sulphur content as
given in Table 8.3.2.

Chapter 3 Part 2
Fig.8.3.1 : Plate and wide flat sampling position
Table 8.3.2 : Batch size dependent on product and sulphur content
Product S > 0.005% S  0.005%

Plates Each piece (parent plate) Maximum 50t of products of the
same cast, thickness and heat
treatment
Wide flats of nominal thickness Maximum 10t of products of the Maximum 50t of products of the
 25 mm same cast, thickness and heat same cast, thickness and heat
treatment treatment
Wide flats of nominal thickness Maximum 20t of products of the Maximum 50t of products of the
> 25 mm same cast, thickness and heat same cast, thickness and heat
treatment treatment
8.4 Dimensions of through thickness tensile

test specimens Alternatively, round test specimens, including
those with welded extensions, may be prepared
8.4.1 At the option of the steel maker test in accordance with a recognized standard.
specimens (Fig.8.4.1a) or test specimens with
welded extensions (Fig.8.4.1b) may be used. For 8.4.2 The tolerances on specimen dimensions
both types of test specimens, the diameter of the are to be in accordance with ISO 6892-98 or
parallel portion is not to be less than 6 [mm] when other recognised standards as appropriate.
plate thickness is less than or equal to 25 [mm]
and 10 [mm] when the plate thickness is greater
than 25 [mm].

Page 47 of 54
___________________________________________________________________________________
8.5 Mechanical tests 8.5.2 A value less than minimum individual value
will require rejection of the piece. However, in
8.5.1 The acceptable minimum average value for case of batch testing each remaining piece in the
the reduction of area of the three tensile test batch may be individually tested.
specimens taken in the through thickness
direction are given in Table 8.5.1. Only one 8.5.3 Depending on the test results, retest may
individual value may be below the minimum be permitted in the cases shown in Fig.8.5.3. In
average, but not less than the minimum individual these instances, three more tensile tests are to
value for the appropriate grade. be taken from the remaining test sample. The
average of all 6 tensile tests is to be greater than
the required minimum average with not more
Table 8.5.1 : Reduction of area acceptance than two results below the minimum average.
values
Grade Z25 Z35 In case of failure after retest, either the batch
represented by the piece is rejected or each
Minimum average 25% 35% piece within batch may be retested.
Minimum individual 15% 25%

Chapter 3 Part 2
Fig.8.5.3 : Diagram showing acceptance / rejection and retest criteria
8.6 Non-destructive examination with a probe of frequency 4 MHz. The ultrasonic

testing is to be carried out in accordance with
8.6.1 All special ‘Z’ quality plates are to be either EN 10160-1989 Level S2/E3 or ASTM
ultrasonically tested in the final supply condition, A578 Level C.
Section 9
Austenitic and Duplex Stainless Steels
9.1 Scope 9.1.4 Duplex stainless steels are suitable for

applications where the lowest design
9.1.1 This section gives the requirements for temperature is above 0C. Any requirement to
rolled products in austenitic and duplex use duplex stainless steels below 0C will be
(austenite plus ferrite) stainless steels intended subject to special consideration.
for use in the construction of cargo tanks, storage
tanks and process pressure vessels for 9.1.5 Duplex stainless steels are also suitable for
chemicals and liquefied gases. service at temperatures upto 300C and for such
applications the proposed specification should
9.1.2 Austenitic stainless steels are suitable for include, in addition to the requirements of 9.1.6,
applications where the lowest design a minimum value for 0.2 per cent proof stress at
temperature is not lower than –165C. the design temperature.
9.1.3 Austenitic stainless steels are also suitable 9.1.6 A specification giving details of the chemical
for service at elevated temperatures and for such composition, heat treatment and mechanical
applications the proposed specification should properties, including for the austenitic grades,
contain, in addition to the requirements of 9.1.6, both the 0.2 and 1.0 percent proof stresses, is to
minimum values for 0.2 and 1.0 per cent proof be submitted for consideration and approval.
stresses at the design temperature.

Page 49 of 54
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9.2 Chemical composition 9.3 Heat treatment
9.2.1 The chemical composition of ladle samples 9.3.1 All materials are to be supplied in the
is to comply with the requirements given in Table solution treated condition.
9.2.1.
Type and Chemical composition % (see Note)

grade of steel C Si Mn P max S Cr Ni Mo N Other
max max max max
Austenitic
304L 0.03 } } } } 17.0- 8.0-13.0 - 0.10 -
304LN “ } } } } 20.0 3.0-12.0 - 0.10-0.22 -
316L “ } } } } 17.0- 10.0- 2.0-3.0 0.10 -
316LN “ 1.0 2.0 0.045 0.03 20.0 15.0 2.0-3.0 0.10-0.22 -
317L “ } } } } 16.0- 10.0- 3.0-4.0 0.10 -
317LN “ } } } } 18.5 14.5 3.0-4.0 0.10-0.22 -
321 0.06 } } } } 16.0- 11.0- - 0.10 5xCTi0.7
347 0.06 } } } } 18.5 15.0 - 0.10 10xCNb1.0
18.0- 12.5-
20.0 15.0
18.0- 9.0-12.0
20.0 9.0-13.0
17.0-
19.0
17.0-
19.0
Duplex
UNS S31803 0.03 1.0 2.0 0.03 0.02 21.0- 4.5-6.5 2.5-3.5 0.08-0.20 -
UNS S32750 0.03 0.80 1.2 0.035 0.02 23.0 6.0-8.0 3.0-5.0 0.24-0.32 Cu 0.50 max.
24.0-
26.0

9.4.3 Where standard subsidiary Charpy V-notch
9.4.1 Tensile test specimens are to be taken in test specimens are necessary, see Chapter 2,
accordance with the appropriate requirements of Sec.3.1.2.
5.4 and 6.4.1.
9.4.4 The results of all tensile tests are to comply
9.4.2 For the duplex grades, one set of three with the requirements of Table 9.4.1 or the
Charpy V-notch impact test specimens machined approved specification.
in the longitudinal direction from each tensile test
piece is to be tested at –20C. The average 9.5 Through thickness tests
energy value of the three specimens is to be not
less than 41 Joules. 9.5.1 Where material will be strained in a through
thickness direction during welding or in service,
For austenitic grades of steel, impact tests are through thickness tests are required on plates
only required for design temp. below –105C. In over 10 [mm] thick in all the grades of steels listed
such cases, impact tests carried out at a in Table 9.2.1, apart from Grades 304L, 304LN,
temperature of –196C on a set of three charpy 321 and 347.
V-notch specimens are to comply with the
following: 9.5.2 Testing is to conform with the requirements
of Section 8, with the exception given in 9.5.3.
a) Plates : Transverse test pieces;
minimum average energy value 27 9.5.3 When the reduction in area is less than 35
Joules. per cent, metallographic or other evidence is
b) Strips, sections and bars : Longitudinal required to show that no significant amount of any
test pieces, minimum average energy detrimental phase, such as sigma, is present.
value 41 Joules.

Chapter 3 Part 2
Type and grade 0.2% proof 1% proof stress Tensile strength Elongation on
of steel stress [N/mm2] [N/mm2] [N.mm2] 5.65 So
minimum minimum minimum % minimum
Austenitic
304L 170 210 485 40
304LN 205 245 515 40
316L 170 210 485 40
316LN 205 245 515 40
317L 205 245 515 40
317LN 240 280 550 40
321 205 245 515 40
347 205 245 515 40
Duplex
UNS S 31803 450 - 620 25
UNS S 32750 550 - 795 15
9.6 Intergranular corrosion tests 9.8.2 The carbon or carbon-manganese steel

base plates are to comply with the requirements
9.6.1 For certain specific applications such as of Section 6 and the austenitic or duplex cladding
storage tanks for chemicals, it may be necessary material generally with the requirements of this
to demonstrate that the material used is not section.
susceptible to intergranular corrosion resulting
from grain boundary precipitation of chromium- 9.8.3 The process of manufacture is to be
rich carbides. specially approved and may be either by roll
cladding or by explosive bonding.
9.6.2 When required, one test of this type is to be
carried out for each tensile test. The testing is to 9.8.4 Where the use of clad materials is
be carried out in accordance with ASTM A262, proposed, the material specification is to be
practice E, copper-copper sulphate-sulphuric submitted for consideration, together with details
acid or another recognized standard. The bent of the extent and the acceptance standards for
specimen is to be free from cracks indicating the non-destructive examination.
presence of intergranular attack. The material for
the test is to be taken adjacent to that for the 9.9 Identification of materials
tensile test.
9.9.1 The particulars detailed in 1.12 are to be
9.7 Dimensional tolerances marked on all materials which have been
accepted.
9.7.1 The minimum tolerance on thickness is to
be as given in Table 1.4.1. 9.10 Certification of materials
9.8 Clad plates 9.10.1 Each test certified or shipping statement is

to give the information detailed in 1.13, together
9.8.1 Carbon or carbon-manganese steel plates, with general details of heat treatment and where
clad on one or both surfaces with a suitable grade applicable, the results obtained from
of austenitic or duplex stainless steel, may be intercrystalline corrosion tests. The chemical
used for the construction of cargo or storage composition is to include the content of all the
tanks for chemicals. elements detailed in Table 9.2.1.

Page 51 of 54
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Section 10
Brittle Crack Arrest Steels

10.1 General
10.1.3 The brittle crack arrest properties
10.1.1 Brittle crack arrest steels are defined as specified in Table 10.1.3 are to be evaluated and
steel plate with the specified brittle crack arrest approved by IRS. Test specimens are to be taken
properties measured by either the brittle crack from each piece (means “the rolled product from
arrest toughness Kca or Crack Arrest a single slab or ingot if this is rolled directly into
Temperature (CAT). plates” as defined in Chapter 1, Section 1.9.1).
10.1.2 In addition to the required mechanical 10.1.4 The chemical composition and
properties indicated in Section 3 for EH36, EH40 deoxidation practice for brittle crack arrest steels
and EH47 steels, brittle crack arrest steels are to is indicated in Table 10.1.4.
comply with the requirements specified in Table
10.1.3 and Table 10.1.4 of this Section.
Table 10.1.3 : Requirement of brittle crack arrest properties for brittle crack arrest steels
Brittle crack arrest properties2), 6)

Suffix to the Thickness range
Brittle Crack Arrest Toughness Crack Arrest Temperature
steel grade1) [mm]
Kca at -10 °C [N/mm3/2] 3) CAT [°C] 4)
BCA1 50 < t ≤ 100 6,000 min. -10 or below
BCA2 80 < t ≤ 100(7) 8,000 min. See Note 5.
t : thickness [mm]
Notes:
1) Suffix “BCA1” or “BCA2” is to be affixed to the steel grade designation (for e.g. EH40-BCA1, EH47-
BCA1, EH47-BCA2, etc.).
2) Brittle crack arrest properties for brittle crack arrest steels are to be verified by either the brittle
crack arrest toughness Kca or Crack Arrest Temperature (CAT).
3) Kca value is to be obtained by the brittle crack arrest test specified in Chapter 2, Section 5.
4) CAT is to be obtained by the test method specified in Chapter 2, Section 6.
5) Criterion of CAT for brittle crack arrest steels corresponding to Kca=8,000 N/mm3/2 is to be
approved by IRS.
6) Where small-scale alternative tests are used for product testing (batch release testing), these test
methods are to be approved by IRS.
7) Approval for lower thicknesses would be specially considered.

Chapter 3 Part 2
Table 10.1.4 : Chemical composition and deoxidation practice for brittle

crack arrest steels
Grade EH36-BCA EH40-BCA EH47-BCA
Deoxidation Practice Killed and fine grain treated
Chemical
Composition % 1), 7)
(ladle samples)
C max. 0.18 0.18
Mn 0.90 – 2.00 0.90 – 2.00
Si max. 0.50 0.55
P max. 0.020 0.020
S max. 0.020 0.020
Al (acid soluble min) 0.015 2), 3) 0.015 2), 3)
Nb 0.02 – 0.05 3), 4) 0.02 – 0.05 3), 4)
V 0.05 – 0.10 3), 4) 0.05 – 0.10 3), 4)
Ti max. 0.02(4) 0.02 4)
Cu max. 0.50 0.50
Cr max. 0.25 0.50
Ni max. 2.0 2.0
Mo max. 0.08 0.08
Ceq max.5) 0.47 0.49 0.55
Pcm max.6) - 0.24
Notes :
1. Chemical composition of brittle crack arrest steels is to comply with this

Table, regardless of chemical composition for EH36, EH40 and EH47 steels
specified in Section 3.
2. The total aluminium content may be determined instead of the acid soluble
content. In such cases the total aluminium content is to be not less than 0.020%.
3. The steel is to contain aluminium, niobium, vanadium or other suitable grain

refining elements, either singly or in any combination. When used singly the steel
is to contain the specified minimum content of the grain refining element. When
used in combination, the specified minimum content of a fine graining element
is not applicable.
4. The total niobium, vanadium and titanium content is not to exceed 0.12%.
5. The carbon equivalent Ceq value is to be calculated from the ladle analysis
using the following formula:
C eq  C    (%)
6 5 15
6. Cold cracking susceptibility Pcm value is to be calculated using the following

formula:
Si Mn Cu Ni Cr Mo V
Pcm  C         5 B (%)
30 20 20 60 20 15 10
7. Where additions of any other element have been made as part of the
steelmaking practice, the content is to be indicated.

Page 53 of 54
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10.2 Manufacturing Approval Scheme
.2 In the case of applying for addition of the
10.2.1 Scope specified brittle crack arrest properties for EH36,
EH40 and EH47 steels of which, manufacturing
The Manufacturing approval scheme for brittle process has been approved by IRS (i.e. The aim
crack steels is to be in accordance with Part 2 of analyses, method of manufacture and condition
the IRS Classification Note: ‘Approval Scheme of supply are similar and the steelmaking
for the Manufacturing Process of Normal and process, deoxidation and fine grain practice,
Higher Strength Hull Structural Steels’ and casting method and condition of supply are the
requirements of this sub-section. same), brittle crack arrest tests, chemical
analyses, tensile test and Charpy V-notch impact
10.2.2 Approval application test are to be carried out in accordance with this
sub-section and Part 2 of the IRS Classification
10.2.2.1 Documents to be submitted Note: ‘Approval Scheme for the Manufacturing
Process of Normal and Higher Strength Hull
The manufacturer is to submit to IRS, the Structural Steels’:
following documents together with those required
in Cl. 1.1 of Part 2 of the IRS Classification Note: 10.2.3.3 Testing procedure and test specimens
‘Approval Scheme for the Manufacturing Process for brittle crack arrest tests
of Normal and Higher Strength Hull Structural
Steels’: .1 The test specimens of the brittle crack arrest
tests are to be taken with their longitudinal axis
a) In-house test reports of the brittle parallel to the final rolling direction of the test
crack arrest properties of the steels plates.
intended for approval
b) Approval test program for the brittle .2 The loading direction of brittle crack tests is to
crack arrest properties (see 3.1 below) be parallel to the final rolling direction of the test
c) Production test procedure for the plates.
brittle crack arrest properties.
.3 The thickness of the test specimens of the
10.2.3 Approval tests brittle crack arrest tests is to be the full thickness
of the test plates.
10.2.3.1 Extent of Approval Tests
.4 The test specimens and repeat test specimens
.1 The extent of the test program is specified in are to be taken from the same steel plate.
10.2.3.2 and 10.2.3.3. Cl. 2.1 of Part 2 of the IRS
Classification Note: ‘Approval Scheme for the .5 The thickness of the test specimen is to be the
Manufacturing Process of Normal and Higher maximum thickness of the steel plate requested
Strength Hull Structural Steels’ is to be complied for approval.
with for the extent of the approval tests, if the
manufacturing process and mechanism to .6 In the case where the brittle crack arrest
ensure the brittle crack arrest properties for the properties are evaluated by Kca, the brittle crack
steels intended for approval are the same. arrest test method is to be in accordance with
Chapter 2, Section 5. In the case where the brittle
.2 The number of test samples and test crack arrest properties are evaluated by CAT, the
specimens may be increased when deemed test method is to be in accordance with Chapter
necessary by IRS, based on the in-house test 2, Section 6.
reports of the brittle crack arrest properties of the
steels intended for approval specified in 10.2.2.1 10.2.4 Results
a).
10.2.4.1 Part 2, of the IRS Classification Note:
10.2.3.2 Type of tests ‘Approval Scheme for the Manufacturing Process
of Normal and Higher Strength Hull Structural
.1 Brittle crack arrest tests are to be carried out in Steels’ is to be complied for the results.
accordance with 10.2.3.3, in addition to the
approval tests specified in Part 2 of the IRS 10.2.4.2 Additionally, results of test items and the
Classification Note: ‘Approval Scheme for the procedures are to comply with the test program
Manufacturing Process of Normal and Higher approved by IRS. In the case where the brittle
Strength Hull Structural Steels’ and/ or Cl. 3.15.2 crack arrest properties are evaluated by Kca or
of Section 3. CAT, the manufacturer is to submit to IRS, the

Chapter 3 Part 2
brittle crack arrest test reports in accordance with

Chapter 2, Section 5 for Kca and Chapter 2 10.2.6 Renewal of approval
Section 6 for CAT respectively.
10.2.6.1 The manufacturer is also to submit to
10.2.5 Approval and Certification IRS actual manufacturing records of the
approved brittle crack arrest steels within the
10.2.5.1 Upon satisfactory completion of the term of validity of the manufacturing approval
survey and tests, approval would be granted by certificate.
IRS with the grade designation having the suffix
“BCA1” or “BCA2” (e.g. EH40-BCA1, EH47- Note: Chemical composition, mechanical
BCA1, EH47-BCA2, etc.). properties, brittle crack arrest properties (e.g.
brittle crack arrest test results or small-scale
10.2.5.2 General conditions for approval and alternative test results) and nominal thickness
certification would be in accordance with IRS are to be described in the form of histogram or
Classification Note: ‘Approval Scheme for the statistics
Manufacturing Process of Normal and Higher
Strength Hull Structural Steels’.
End of Chapter

Page 1 of 19
___________________________________________________________________________________
Chapter 4
Steel Castings
Contents
Section
2 Hull and Machinery Steel Castings for General Applications
3 Ferritic Steel Castings for Low Temperature Services
4 Steel Castings for Propellers
5 Austenitic Stainless Steel Castings
6 Castings for other applications
Section 1
1.1 Scope 1.2.3 All flame cutting, scarfing or arc-air

gouging to remove surplus metal is to be
1.1.1 All important steel castings, as defined in undertaken in accordance with recognized good
the relevant construction rules are to be practice and is to be carried out before the final
manufactured and tested in accordance with the heat-treatment. Preheating is to be employed
requirements of this Chapter. when necessitated by the chemical composition
and/or thickness of the castings. If necessary,
1.1.2 Where required by the relevant Rules the affected areas are to be either machined or
dealing with design and construction, castings ground smooth.
are to be manufactured and tested in
accordance with Ch.1 and Ch.2, together with 1.2.4 For certain components including steel
the general requirements given in this Section castings subjected to surface hardening
and the appropriate specific requirements given process, the proposed method of manufacture
in Sec.2 to 5. may require special approval by IRS.
1.1.3 As an alternative to 1.1.3, castings which 1.2.5 When two or more castings are joined by
comply with national or proprietary specifications welding to form a composite the proposed
may be accepted provided that these welding procedure is to be submitted for
specifications give reasonable equivalence to approval. Welding procedure qualification tests
the requirements of this chapter or alternatively may be required.
are approved for a specific application.
Generally, survey and certification are to be 1.3 Quality of castings
of Ch.1. 1.3.1 All castings are to be free from surface or
internal defects which would be prejudicial to
1.2 Manufacture their proper application in service. The surface
finish is to be in accordance with good practice
1.2.1 Castings are to be made by manufacturer and any specific requirements of the approved
approved by IRS. Also refer Chapter 1, Section plan.
1, Cl. 1.3.2.
1.3.2 The surfaces are not to be treated in any
1.2.2 The steel is to be manufactured by a way which may obscure defects.
process approved by IRS.

Chapter 4 Part 2
Page 2 of 19 Steel Castings
1.4 Chemical composition 1.7 Rectification of defective castings
1.4.1 All castings are to be made from killed 1.7.1 General

steel and the chemical composition is to be
appropriate for the type of steel and the i) Steel casting defects are to be removed with
mechanical properties specified for the castings. or without weld repair before considering
The chemical composition of each heat is to be suitable for use subject to approval of IRS.
determined by the manufacturer on a sample
taken preferably during the pouring to the heat. ii) Procedure of removal of defect and weld
When multiple heats are tapped into a common repair is to be in accordance with IRS
ladle, the ladle analysis shall apply. “Classification Notes on Guidelines for Non-
Destructive Testing of Steel Castings for Marine
1.5 Inspection Application.
1.5.1 All castings are to be cleaned and iii) Where the defective area is to be repaired by
adequately prepared for examination; suitable welding, the excavations are to be suitably
methods include pickling, caustic cleaning, wire shaped to allow good access for welding. The
brushing, local grinding, shot or sand blasting. resulting grooves are to be subsequently ground
The surfaces are not to be hammered, peened smooth and complete elimination of the
or treated in any way which may obscure defective material is to be verified by MT or PT.
defects.
iv) Shallow grooves or depressions resulting
1.5.2 Before acceptance all castings are to be from the removal of defects may be accepted
presented to the Surveyors for visual provided that they will cause no appreciable
examination. Where applicable, this is to include reduction in the strength of the casting. The
the examination of internal surfaces. Unless resulting groves or depressions are to be
otherwise agreed, the verification of dimensions subsequently ground smooth and complete
is the responsibility of the manufacturer. elimination of the defective material is to be
verified by MT or PT. Small surface irregularities
1.5.3 When required by the relevant sealed by welding are to be treated as weld
construction Rules, or by the approved repairs.
procedure for welded composite components
appropriate non-destructive testing is also to be v) The manufacturer is to maintain full records
carried out before acceptance and the results detailing the extent and location of repairs made
are to be reported by the manufacturer. The to each casting and details of weld procedures
castings to be examined, extent of testing and and heat treatments applied for repairs. These
acceptance criteria are detailed in IRS records are to be available to the Surveyor and
Classification Notes on “Guidelines for Non- copies provided on request.
Destructive Testing of Steel Castings for Marine
Application. 1.7.2 Weld repairs
1.5.4 When required by the relevant When it has been agreed that a casting can be
construction Rules castings are to be pressure repaired by welding the following requirements
tested before final acceptance. These tests are apply:
to be carried out in the presence of the
Surveyors and are to be to their satisfaction. i) Before welding is started, full details of the
extent and location of the repair, the proposed
1.5.5 In the event of any casting proving welding procedure, heat treatment and
defective during subsequent machining or subsequent inspection procedures are to be
testing, it is to be rejected notwithstanding any submitted for approval:
previous certification.
ii) All castings in alloy steels and all castings for
1.6 Hydraulic pressure testing crankshafts are to be suitably pre-heated prior to
welding. Castings in carbon or carbon-
1.6.1 When required by the relevant manganese steel may also require to be pre-
construction Rules, castings are to be pressure heated depending on their chemical composition
tested before final acceptance. These tests are and the dimensions and position of the weld
to be carried out in the presence of the repairs.
Surveyors and are to be to their satisfaction.

Page 3 of 19
___________________________________________________________________________________
iii) Welding s to be done under cover in positions 1.8.2 Before acceptance, all castings which
free from draughts and adverse weather have been tested and inspected with
conditions by qualified welders with adequate satisfactory results are to be clearly marked by
supervision. As far as possible, all welding is to the manufacturer with the following particulars:
be carried out in the downhand (flat) position.
i) Steel quality.
iv) The welding consumables used are to be of
an appropriate composition, giving a weld ii) Identification number, cast number or other
deposit with mechanical properties similar and in marking which will enable the full history of the
no way inferior to those of the parent castings. casting to be traced.
Welding procedure tests are to be carried out by
the manufacturer to demonstrate that iii) Manufacturer’s name or trade mark.
satisfactory mechanical properties can be
obtained after heat treatment as detailed in iv) The IRS brand name ‘IR’.
Sec.2.
v) Abbreviated name of the IRS local office.
v) After welding has been completed the
castings are to be given either a suitable heat vi) Personal stamp of Surveyors responsible for
treatment in accordance with the requirements inspection.
of Sec.2 or a stress relieving heat treatment at a
temperature of not less than 550C. The type of vii) Where applicable, test pressure.
heat treatment employed will be dependent on
the chemical composition of the casting and he 1.8.3 When small castings are manufactured in
dimensions, positions and nature of the repairs. large numbers, modified arrangements for
identification may be specially agreed with IRS.
vi) Subject to the prior agreement of IRS special
consideration may be given to the omission of 1.9 Certification
postweld heat treatment or to the acceptance of
local stress relieving heat treatment where the 1.9.1 The manufacturer is to provide the
repaired area is small and machining of the Surveyor with a test certificate or shipping
casting has reached an advanced stage. statement giving the following particulars for
each casting or batch of castings which has
vii) On completion of heat treatment the weld been accepted:-
repairs and adjacent material are to be ground
smooth and examined by magnetic particle or a) Purchaser's name and order number;
liquid penetrant testing. Supplementary
examination by ultrasonics or radiography may b) Description of castings and steel quality;
also be repaired depending on the dimensions
and nature of the original defect. Satisfactory c) Identification number;
results are to be obtained from all forms of non-
destructive testing used. d) Steel making process, cast number and
chemical analysis of ladle samples;
1.8 Identification of castings
e) Results of mechanical testing;
1.8.1 The manufacturer is to adopt a system of
identification which will enable all finished f) General details of heat treatment;
castings to be traced to the original cast and
Surveyors are to be given full facilities for so g) Where applicable, test pressure.
tracing the castings when required.

Chapter 4 Part 2
Section 2
Hull and Machinery Steel Castings for General Applications
2.1 Scope proposed full details of the chemical

composition, heat treatment, mechanical
2.1.1 The requirements given in this section are properties, testing inspection and rectification
applicable to steel castings intended for hull and are to be submitted for approval of IRS.
machinery applications such as stern frames,
rudder frames, crankshafts, turbine casings, 2.2 Chemical composition
bedplates, etc.
2.2.1 For carbon and carbon-manganese steel
2.1.2 These requirements are applicable only to castings the chemical composition is to comply
steel castings where the design and acceptance with the overall limits given in Table 2.2.1 or
tests are related to mechanical properties at where applicable, the requirements of the
ambient temperature. For other applications, approved specification.
additional requirements may be necessary,
especially when the castings are intended for 2.2.2 Unless otherwise required, suitable grain
service at low or elevated temperatures. refining elements such as aluminium may be
used at the discretion of the manufacturer. The
2.1.3 Where the use of alloy steel castings is content of such elements is to be reported.
Table 2.2.1 : Chemical composition limits for hull and machinery steel castings (%)
Steel Applications C Si Mn S P Residual elements (max.) Total

type (max.) (max.) (max.) (max.) Cu Cr Ni Mo residuals
(max.)
Castings for 0.40 0.60 0.50 – 0.040 0.040 0.30 0.30 0.40 0,15 0.80
non-welded 1.60
construction
C,
C-Mn
Castings for 0.23 0.60 1.60 0.040 0.040 0.30 0.30 0.40 0.15 0.80
welded max.
construction
2.3 Heat treatment 2.3.3 Heat treatment is to be carried out in

properly constructed furnaces which are
2.3.1 Castings are to be supplied in one of the efficiently maintained and have adequate means
following conditions: for control and recording of temperature. The
furnace dimensions are to be such as to allow
Fully annealed the whole casting to be uniformly heated to the
Normalised necessary temperature. In the case of very large
Normalised and tempered castings alternative methods for heat treatment
Quenched and tempered will be specially considered by IRS. Sufficient
thermocouples are to be connected to the
The tempering temperature is not less than furnace charge to measure and record that its
550C. temperature is adequately uniform unless the
temperature uniformity of the furnace is verified
2.3.2 Castings or component such as at regular intervals.
crankshafts and engine bedplates, where
dimensional stability and freedom from internal 2.3.4 If a casting is locally reheated or any
stresses are important are to be given a stress straightening operation is performed after the
relief heat treatment. This is to be carried out at final heat treatment, a subsequent stress
a temperature of not less than 550C followed relieving heat treatment may be required in
by furnace cooling to 300C or lower. order to avoid the possibility of harmful residual
stresses.

Page 5 of 19
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2.3.5 The manufacturer’s works is to maintain 2.5 Mechanical properties
records of heat treatment identifying the furnace
used, furnace charge, date, temperature and 2.5.1 Table 2.5.1 gives the minimum
time at temperature. The records are to be requirements for yield stress, elongation and
presented to the Surveyor on request. reduction of area corresponding to different
strength levels. Where it is proposed to use a
2.4 Mechanical tests steel with a specified minimum tensile strength
intermediate to those given, corresponding
2.4.1 Test material, sufficient for the required minimum values for the other properties may be
tests and for possible retest purposes is to be obtained by interpolation.
provided for each casting or batch of castings.
2.5.2 Castings may be supplied to any specified
2.4.2 At least one test sample is to be provided minimum tensile strength selected within the
for each casting. Unless otherwise agreed these general limits detailed in Table 2.5.1 but subject
test samples are to be either integrally cast or to any additional requirements of the relevant
gated to the castings and are to have a construction rules.
thickness of not less than 30 [mm].
2.5.3 The mechanical properties are to comply
2.4.3 Where the casting is of complex design or with the requirements of Table 2.5.1,
where the finished mass exceeds 10 tonnes, appropriate to the specified minimum tensile
two test samples are to be provided. Where strength or, where applicable, the requirements
large castings are made from two or more casts, of the approved specification.
which are not mixed in a ladle prior to pouring,
two or more test samples are to be provided 2.5.4 Where the result of a tensile test does not
corresponding, the number of the casts comply with the requirements, two additional
involved. These are to be integrally cast at tests may be taken. If satisfactory results are
locations as widely separated as possible. obtained from both of these additional tests the
casting or batch of castings is acceptable. If one
2.4.4 For castings where the method of or both retests fail the castings or batch of
manufacture has been specially approved by castings is to be rejected.
IRS in accordance with 1.2.4, the number and
position of test samples is to be agreed with IRS 2.5.5 The additional tests detailed in 2.5.4 are to
having regard to the method of manufacture be taken, preferably from the same, but
employed. alternatively from another, test sample
representative of the casting or batch of
2.4.5 As an alternative to 2.4.2, where a number castings.
of small castings of about the same size, each
of which is under 1000 [kg] in mass are made 2.5.6 At the option of the manufacturer, when a
from one cast and heat treated in the same casting or batch of castings has failed to meet
furnace charge, a batch testing procedure may the test requirements, it may be reheat treated
be adopted using separately cast test samples and re-submitted for acceptance tests.
of suitable dimensions. At least one test sample
is to be provided for each batch of castings. Table 2.5.1 : Mechanical properties for hull and
machinery steel castings
2.4.6 The test samples are not to be detached
from the casting until the specified heat Specified Yield Elongation Reduction
minimum stress on 5.65 of area (%)
treatment has been completed and they have
tensile [N/mm2] So (%) min.
been properly identified. strength min. min.
(1)
2.4.7 One tensile test specimen is to be taken [N/mm2]
from each test sample. 400 200 25 40
440 220 22 30
2.4.8 The preparation of test specimens and the 480 240 20 27
procedures used for mechanical testing are to 520 260 18 25
comply with the relevant requirements of Ch.2. 560 300 15 20
Unless otherwise agreed all tests are to be 600 320 13 20
carried out in the presence of the Surveyors. Note:
(1) A tensile strength range of 150 [N/mm2] may
additionally be specified.

Chapter 4 Part 2
Section 3
Ferritic Steel Castings for Low Temperature Services
3.1 General 3.1.2 Other steel types may also be accepted

upon consideration in each case.
3.1.1 This Section gives the requirements for
castings in carbon-manganese and nickel alloy 3.2 Chemical composition
steels intended for use in liquefied gas piping
systems where the design temperature is lower 3.2.1 The chemical composition of ladle
than 0C and for other applications where samples is to comply with the overall limits given
guaranteed impact properties at low in Table 3.2.1. The carbon-manganese steel is
temperatures is required. to be fine grain treated.
Table 3.2.1 : Chemical composition of ferritic steel castings for low temperature service
Chemical composition %
Type of Residual
steel C max. Si max. Mn S max. P max. Ni elements
max.
Carbon- 0.25 0.60 0.70-1.60 0.030 0.030 0.80 max.
manganese
2 14 Ni 0.25 0.60 0.50-0.80 0.025 0.030 2.00-3.00 Cr 0.25
Cu 0.30
3 12 Ni 0.15 0.60 0.50-0.80 0.020 0.025 3.00-4.00 Mo 0.15
V 0.03
Total 0.60
3.3 Heat treatment 3.4.3 The average energy value from a set of
three charpy V-notch impact test specimens is
3.3.1 Castings are to be supplied in one of the not to be lower than the required average value
following conditions : given in Table 3.4.1. One individual value may
be less than the required average value
a) normalized. provided that it is not less than 70 per cent of
b) normalized and tempered. this average value.
c) quenched and tempered.
3.5 Non-destructive testing
3.5.1 The non-destructive testing of castings is
3.4.1 The mechanical properties of steel to be carried out in accordance with the
castings are to comply with requirements given appropriate requirements of 1.7 and additionally
in Table 3.4.1. agreed between the manufacturer, purchaser
and Surveyor.
3.4.2 The tensile test is to be carried out at
ambient temperature and the impact tests are to
be carried out at the temperature specified in the
table.

Page 7 of 19
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Table 3.4.1 : Mechanical properties for acceptance purposes : ferritic steel castings for low
temperature service
Charpy V-notch
Yield Elongation
Tensile Reduction impact test
Type of stress on
Grade strength of area % Average
steel [N/mm2] 5.65So% Test
[N/mm2] min. energy J
min. min. temp. Co
min.
Carbon- 400 200 400 - 550 25 40 -60
manganese 430 215 430 - 580 23 35 (see 27
450 230 460 - 610 22 30 Note)
2 14 Ni 490 275 490 - 640 20 35 -70 34
3 12 Ni 490 275 490 - 640 20 35 -95 34
Note : The temperature for carbon-maganese steels may be 5oC
below the design temperature if the
latter is above -55oC, with a maximum test temperature of -20oC.
Section 4
Steel Castings for Propellers
4.1 Scope
a) description of the foundry facilities,
4.1.1 These requirements are applicable to the
manufacture, inspection and repair procedures b) steel material specification,
of cast steel propellers, blades and bosses.
c) runner and feeder arrangements,
4.1.2 Where the use of alternative alloys is
proposed, particulars of chemical composition, d) manufacturing procedures,
mechanical properties and heat treatment are to
be submitted for approval. e)non-destructive testing and repair
procedures.
4.1.3 These requirements may also be used for
the repair of propellers damaged in service, 4.2.3 The scope of the approval test is to be
subject to prior approval of IRS. agreed with IRS. This is to include the
presentation of cast test coupons of the
4.2 Foundry Approval propeller materials in question for approval
testing in order to verify that the chemical
4.2.1 All propellers, blades and bosses are to be composition and the mechanical properties of
manufactured by foundries approved in these materials comply with this section.
accordance with Ch.1. Also refer Chapter 1,
Section 1, Cl. 1.3.2. The castings are to be 4.2.4 The foundry is to have an adequately
manufactured and tested in accordance with the equipped laboratory, manned by experienced
requirements of this Section. personnel, for the testing of moulding materials
chemical analyses, mechanical testing,
4.2.2 It is the manufacturer’s responsibility to microstructural testing of metallic materials and
assure that effective quality, process and non-destructive testing. Where testing activities
production controls during manufacturing are are assigned to other companies or other
adhered to within the manufacturing laboratory, additional information required by
specification. The manufacturing specification is IRS is to be included.
to be submitted to IRS at the time of initial
approval, and is to at least include the following
particulars:

Chapter 4 Part 2
4.3 Quality of castings 4.3.2 Removal of defects
4.3.1 Freedom from defects 4.3.2.1 Casting defects which may impair the
service performance of the castings, e.g. major
4.3.1.1 All castings are to have a workmanlike non-metallic inclusions, shrinkage cavities, blow
finish and are to be free from imperfections and holes and cracks, are not permitted. They may
defects which would be prejudicial to their be removed by one of the methods described in
proper application in service. Minor casting 4.11 and repaired within the limits and
defects which may still be visible after machining restrictions for the severity zones. Full
such as small sand and slag inclusions, small description and documentation must be
cold shuts and scabs are to be trimmed off by available for the surveyor.
the manufacturer in accordance with 4.11.
Table 4.2.1 : Typical chemical composition for steel propeller castings
Alloy type C max. (%) Mn max. (%) Cr (%) Mo1) max. Ni (%)
(%)
Martensitic (12 Cr 1 Ni) 0.15 2.0 11.5 - 17.0 0.5 Max. 2.0
Martensitic (13 Cr 4 Ni) 0.06 2.0 11.5 - 17.0 1.0 3.5 - 5.0
Martensitic (16 Cr 5 Ni) 0.06 2.0 15.0 - 17.5 1.5 3.5 - 6.0
Austenitic (19 Cr 11 Ni) 0.12 1.6 16.0 - 21.0 4.0 8.0 - 13.0
Note 1) Minimum values are to be in accordance with recognised national or international standards
Table 4.2.2 : Mechanical properties for steel propeller castings
Alloy type Proof stress Tensile Elongation A5 Red. Of area Charpy

Rp0.2 min. strength Rm min. (%) Z min. (%) V-notch1)
[N/mm2] min. [N/mm2] Energy min. (J)
(12 Cr 1 Ni) 440 590 15 30 20
(13 Cr 4 Ni) 550 750 15 35 30
(16 Cr 5 Ni) 540 760 15 35 30
(19 Cr 11 Ni) 1802) 440 30 40 -
Notes:
1) Not required for general service and the lowest ice class notations. For other ice class notations,
tests are to be made -10oC.
2) Rp1.0 value is 205 [N/mm2].
4.4 Dimensions, dimensional and geometri- drawing. Dynamic balancing may be necessary
cal tolerances for propellers running above 500 rpm.
4.4.1 The verification of dimensions, the 4.5 Chemical Composition

dimensional and geometrical tolerances is the
responsibility of the manufacturer. The report on 4.5.1 Typical cast steel propeller alloys are
the relevant examinations is to be submitted to grouped into four types depending on their
the Surveyor, who may require checks to be chemical composition as given in Table 4.2.1.
made in his presence. Cast steel whose chemical composition deviate
from the typical values of Table 4.2.1 must be
4.4.2 Static balancing is to be carried out on all specially approved by IRS.
propellers in accordance with the approved

Page 9 of 19
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4.5.2 The manufacturer is to maintain records of A, B and C. Definition of skew, and, severity
the chemical analyses of the production casts, zones are given in Ch.8, 3.9.
which are to be made available to the Surveyor
so that he can satisfy himself that the chemical 4.9 Non-destructive examination
composition of each casting is within the
specified limits. 4.9.1 Qualification of personnel involved in NDT
4.6 Heat treatment 4.9.1.1 Refer to IRS Classification Note

“Requirements for NDT Suppliers”.
4.6.1 Martensitic castings are to be austenitized
and tempered. Austenitic castings should be 4.9.2 Visual Testing
solution treated.
4.9.2.1 All finished castings are to be 100%
4.7. Mechanical properties visually inspected by the manufacturer. Castings
are to be free from cracks, hot tears or other
4.7.1 The mechanical properties are to comply imperfections which, due to their nature, degree
with values given in Table 4.2.2. These values or extent, will interfere with the use of the
refer to the test specimens machined from castings. A general visual examination is to be
integrally cast test coupons attached to the hub carried out by the Surveyor.
or on the blade. The thickness of test coupon is
to be in accordance with a recognized standard. 4.9.3 Liquid penetrant testing
4.7.2 Where possible, the test coupons attached 4.9.3.1 Liquid penetrant testing procedure is to
on blades are to be located in an area between be submitted to IRS and is to be in accordance
0.5 to 0.6R, where R is the radius of the with ISO 3452-1:2013 or a recognized standard.
propeller. The acceptance criteria are specified in 4.10.
4.7.3 The test bars are not to be detached from 4.9.3.2 For all propellers, separately cast blades
the casting until the final heat treatment has and hubs, the surfaces covered by severity
been carried out. Removal is to be by non- zones A, B and C are to be liquid penetrant
thermal procedures. tested. Testing of zone A is to be undertaken in
the presence of the Surveyor, whilst testing of
4.7.4 Separately cast test bars may be used zone B and C may be witnessed by the
subject to prior approval of IRS. The test bars Surveyor upon his request.
are to be cast from the same heat as the
castings represented and heat treated with the 4.9.3.3 If repairs have been made either by
castings represented. grinding or by welding, the repaired areas are
additionally to be subjected to the liquid
4.7.5 At least one set of mechanical tests is to penetrant testing independent of their location
be made on material representing each casting and/or severity zone. Weld repairs are,
in accordance with Ch.2. independent of their location, always to be
assessed according to zone A.
4.7.6 As an alternative to 4.7.5, where a number
of small propellers of about the same size, and 4.9.4 Magnetic particle testing
less than 1[m] in diameter, are made from one
cast and heat treated in the same furnace 4.9.4.1 Magnetic particle testing may be used in
charge, a batch testing procedure may be lieu of liquid penetrant testing for examination of
adopted using separately cast test samples of martensitic stainless steels castings. Magnetic
suitable dimensions. At least one set of particle testing procedure is to be submitted to
mechanical tests is to be provided for each IRS and is to be in accordance with ISO 9934-
multiple of five castings in the batch. 1:2016 or a recognized standard.
4.8 Definition of skew, severity zones 4.9.5 Radiographic and ultrasonic testing
4.8.1 In order to relate the degree of inspection 4.9.5.1 When required by IRS or when deemed
to the criticality of imperfections in propeller necessary by the manufacturer, further non-
blades and to help reduce the risk of failure by destructive testing (e.g. radiographic and/or
fatigue cracking after repair, propeller blades are ultrasonic testing) are to be carried out. The
divided into three severity zones designated acceptance criteria or applied quality levels are

Chapter 4 Part 2
then to be agreed between the manufacturer a) Non-linear indications form an alignment

and IRS in accordance with a recognized when the distance between indications is less
standard. than 2 [mm] and at least three indications are
Note: due to the attenuating effect of ultrasound aligned. An alignment of indications is
within austenitic steel castings, ultrasonic testing considered to be a unique indication and its
may not be practical in some cases, depending length is equal to the overall length of the
on the shape/type/thickness, and grain-growth alignment.
direction of the casting.
b) Linear indications form an alignment when
4.10 Acceptance criteria for liquid penetrant the distance between two indications is
testing and magnetic particle testing smaller than the length of the longest
indication.
4.10.1 Definitions of liquid penetrant indications
Illustration of liquid penetrant indications is given
4.10.1.1 Indication: In the liquid penetrant in Fig. 4.10.1.
testing an indication is the presence of
detectable bleed-out of the penetrant liquid from 4.10.2 Acceptance standard
the material discontinuities appearing at least 10
minutes after the developer has been applied. 4.10.2.1 The surface to be inspected is to be
divided into reference areas of 100 [cm2]. Each
4.10.1.2 Relevant indication: only indications reference area may be square or rectangular
which have any dimension greater than 1.5mm with the major dimension not exceeding 250
shall be considered relevant for the [mm]. The area is to be taken in the most
categorization of indications. unfavourable location relative to the indication
being evaluated.
4.10.1.3 Non-linear indication: an indication
with a largest dimension less than three times its 4.10.2.2 The relevant indications detected with
smallest dimension (i.e. l < 3 w). respect to their size and number, are not to
exceed the values given in the Table 4.10.1.
4.10.1.4 Linear indication: an indication with a Areas which are prepared for welding are
largest dimension three or more times its independent of their location always to be
smallest dimension (i.e. l ≥ 3 w). assessed according to zone A. The same
applies to the welded areas after being finished
4.10.1.5 Aligned indications: machined and/or grinded.

Page 11 of 19
___________________________________________________________________________________
Fig.4.10.1 : Shape of indications
Table 4.10.1 : Allowable number and size of relevant indications in a reference area of 100 cm2,
depending on severity zones
Severity zone Max. total Type of Max. number for Max. dimension
number of Indication each type1),2) of indication
indications [mm]
Non-linear 5 4
A 7 Linear 2 3
Aligned 2 3
Non-linear 10 6
B 14 Linear 4 6
Aligned 4 6
Non-linear 14 8
C 20 Linear 6 6
Aligned 6 6

Chapter 4 Part 2
Notes:
1) Single non-linear indications less than 2 [mm] in Zone A and less than 3 [mm] for the other zones
are not considered relevant.
2) The total number of non-linear indications may be increased to the maximum total number, or part
thereof, represented by the absence of linear or aligned indications.
4.11 Repair of defects treatment, traceable to each casting. Before

welding is started, full details of the extent and
4.11.1 Defective castings are to be repaired in location of the repair, the proposed welding
accordance with the requirements given in procedure, heat treatment and subsequent
4.11.2 to 4.11.7 and, where applicable, the inspection procedures are to be submitted to the
requirements of 4.12. IRS for approval.
4.11.2 In general the repairs are to be carried 4.12 Welding repair procedure
out by mechanical means, e.g. by grinding,
chipping or milling. The resulting grooves are to 4.12.1 Before welding is started, manufacturer is
be blended into the surrounding surface so as to to submit to IRS a detailed welding procedure
avoid any sharp contours. Complete elimination specification covering the weld preparation,
of the defective material is to be verified by welding positions, welding parameters, welding
liquid penetrant testing, or magnetic particle consumables, preheating, post weld heat
testing, if applicable. treatment and inspection procedures.
4.11.3 Weld repairs are to be undertaken only 4.12.2 All weld repairs are to be carried out in
when they are considered to be necessary and accordance with qualified procedures, and by
have prior approval of the Surveyor. welders who are qualified to a recognized
standard. Welding Procedure Qualification Tests
4.11.4 The excavations are to be suitably are to be carried out in accordance with 4.15
shaped to allow good access for welding. The and witnessed by the Surveyor. Defects to be
resulting grooves are to be subsequently ground repaired by welding are to be ground to sound
smooth and complete elimination of the material according to 4.10. The welding grooves
defective material is to be verified by liquid are to be prepared in such a manner which will
penetrant testing. Welds having an area less allow a good fusion of the groove bottom. The
than 5 [cm2] are to be avoided. resulting ground areas are to be examined in the
presence of the Surveyor by liquid penetrant
4.11.5 Grinding in severity Zone A may be testing in order to verify the complete elimination
carried out to an extent that maintains the blade of defective material.
thickness. Repair welding is generally not
permitted in severity Zone A and will only be 4.12.3 Welding is to be done under controlled
allowed after special consideration. conditions free from draughts and adverse
weather.
4.11.6 Defects in severity Zone B that are not
deeper than t/40 [mm] ("t" is the minimum local 4.12.4 Metal arc welding with electrodes or filler
thickness according to the Rules) or 2 [mm], wire used in the procedure tests is to be used.
whichever is greatest, are to be removed by The welding consumables are to be stored and
grinding. Those defects that are deeper may be handled in accordance with the manufacturer's
repaired by welding subject to prior approval recommendations.
from IRS.
4.12.5 Slag, undercuts and other imperfections
4.11.7 Repair welding is generally permitted in are to be removed before depositing the next
severity Zone C. run.
4.11.8 Repair documentation 4.12.6 The martenistic steels are to be furnace

re-tempered after weld repair. Subject to prior
4.11.8.1 The foundry is to maintain records of approval, however, local stress relieving may be
inspections, welding, and any subsequent heat considered for minor repairs.

Page 13 of 19
___________________________________________________________________________________
4.12.7 On completion of heat treatment the weld g) Alloy type, heat number and chemical
repairs and adjacent material are to be ground composition;
smooth. All weld repairs are to be liquid
penetrant tested. h) Casting identification number;
4.13 Identification and marking i) Details of time and temperature of heat

treatment;
4.13.1 The manufacturer is to adopt a system
for the identification of all castings, which enable j) Results of the mechanical tests.
the material to be traced to its original cast. The
Surveyor is to be given full facilities for so k) Results of non-destructive tests and details
tracing the castings when required. Each of test procedure where applicable.
finished casting propeller is to be marked by the
manufacturer at least with the following 4.15 Welding procedure qualification test for
particulars: repair of cast steel propeller
a) Heat number or other marking which will 4.15.1 General

enable the full history of the casting to be
traced; 4.15.1.1 This sub-section provides requirements
for qualification tests of welding procedures
b) Grade of cast material or corresponding intended for the repair of cast steel propellers.
abbreviated designation
4.15.1.2 For the welding procedure approval the
c) The IRS certificate number and abbreviated welding procedure qualification tests are to be
name of local IRS office; carried out with satisfactory results. The
qualification tests are to be carried out with the
d) Ice class symbol, where applicable; same welding process, filler metal, preheating
and stress-relieving treatment as those intended
e) Skew angle for high skew propellers; applied by the actual repair work. Welding
procedure specification is to refer to the test
f) Date of final inspection. results achieved during welding procedure
qualification testing.
4.13.2 The IR stamp is to be put on when the
casting has been accepted. 4.15.1.3 Welding procedures qualified at a
manufacturer are valid for welding in workshops
4.14 Document and Certification under the same technical and quality
management.
4.14.1 The manufacturer is to provide the
Surveyor with an inspection certificate giving the 4.15.2 Test piece and welding of sample
following particulars for each casting which has
been accepted: 4.15.2.1 The test assembly, consisting of cast
samples, is to be of a size sufficient to ensure a
a) Purchaser's name and order number; reasonable heat distribution and according to
Fig. 4.15.2.1 with the minimum dimensions. The
b) Vessel identification, where known; dimensions and shape of the groove is to be
representative of the actual repair work.
c) Description of the casting with drawing
number; 4.15.2.2 Preparation and welding of test pieces
are to be carried out in accordance with the
d) Diameter, number of blades, pitch, direction general condition of repair welding work which it
of turning; represents.
e) Skew angle for high skew propellers; 4.15.2.3 Welding of the test assemblies and
testing of test specimens are to be witnessed by
f) Final weight; the Surveyor.

Chapter 4 Part 2
1: Joint preparation and fit-up as detailed in the preliminary Welding

Procedure Specification
a: minimum value 150mm
b: minimum value 350mm
t: material thickness
Fig.4.15.2.1 : Test piece for welding repair procedure
4.15.3 Examinations and tests specimens according to recognized standards

acceptable to IRS may be used. The tensile
4.15.3.1 Test assembly is to be examined non- strength is to meet the specified minimum value
destructively and destructively in accordance of the base material. The location of fracture is
with Table 4.15.3.1 and Fig. 4.15.3.1. to be reported, i.e. weld metal, HAZ or base
material.
4.15.3.2 Non-destructive testing
4.15.3.4 Bend test
.1 Test assembly is to be examined by visual
and liquid penetrant testing, or magnetic particle .1 Transverse bend tests for butt joints are to be
testing if applicable, prior to the cutting of test in accordance with Ch.2, or, according to a
specimen. In case, that any post-weld heat recognized standard. The mandrel diameter
treatment is required or specified, non- shall be 4 x thickness except for austenitic
destructive testing is to be performed after heat steels, in which case the mandrel diameter is to
treatment. No cracks are permitted. be 3 x thickness. The bending angle is to be
Imperfections detected by liquid penetrant 180°. After testing, the test specimens are not to
testing, or magnetic particle testing if applicable, reveal any open defects in any direction greater
are to be assessed in accordance with 4.10. than 3 [mm]. Defects appearing at the corners of
a test specimen during testing are to be
4.15.3.3 Tensile test investigated case by case. Two root and two
face bend specimens are to be tested. For
.1 Two flat transverse tensile test specimens are thickness 12 [mm] and over, four side bend
be prepared. Testing procedures are to be in specimens may alternatively be tested.
accordance with Ch.2. Alternatively tensile test

Page 15 of 19
___________________________________________________________________________________
4.15.3.5 Macro-examination subjected to the same examination. If this
additional test piece does not comply with the
.1 Two macro-sections are to be prepared and relevant requirements, the pWPS (preliminary
etched on one side to clearly reveal the weld welding procedure specification) is to be
metal, the fusion line, and the heat affected regarded as not capable of complying with the
zone. Cracks and lack of fusion are not requirements without modification.
permitted. Imperfections such as slag inclusions,
and pores greater than 3 [mm] are not .2 If any test specimens fail to comply with the
permitted. relevant requirements for destructive testing due
to weld imperfections only, two further test
4.15.3.6 Impact test specimens are to be obtained for each one that
failed. These specimens can be taken from the
.1 Impact test is required, where the base same test piece if there is sufficient material
material is impact tested. Charpy V-notch test available or from a new test piece, and are to be
specimens are to be in accordance with Ch.2. subjected to the same test. If either of these
Two sets are to be taken, one set with the notch additional test specimens does not comply with
positioned in the center of the weld and one set the relevant requirements, the pWPS is to be
with the notch positioned in the HAZ (i.e. the regarded as not capable of complying with the
mid-point of the notch is to be at 1 [mm] to 2 requirements without modification.
[mm] from the fusion line), respectively. The test
temperature, and impact energy are to comply .3 If a tensile test specimen fails to meet the
with the requirement specified for the base requirements, the re-testing is to be in
material. accordance with Ch.2.
4.15.3.7 Hardness test .4 If there is a single hardness value above the

maximum values allowed, additional hardness
.1 The macro-section representing the start of tests are to be carried out (on the reverse of the
welding is to be used for HV 10 hardness specimen or after sufficient grinding of the
testing. Indentations are to traverse 2 [mm] tested surface). None of the additional hardness
below the surface. At least three individual values is to exceed the maximum hardness
indentations are to be made in the weld metal, values required.
the HAZ (both sides) and in the base metal
(both sides). The values are to be reported for .5 The re-testing of Charpy impact specimens
information. are to be carried out in accordance with Ch.2.
4.15.3.8 Re-testing .6 Where there is insufficient welded assembly

remaining to provide additional test specimens,
.1 If the test piece fails to comply with any of the a further assembly is to be welded using the
requirements for visual or non-destructive same procedure to provide the additional
testing one further test piece is to be welded and specimens.
Table 4.15.3.1 Type of tests and extent of testing
Type of test Extent of testing

Visual testing 100% as per 4.15.3.2
Liquid penetrant testing (1) 100% as per 4.15.3.2
Transverse tensile test Two specimens as per 4.15.3.3
Bend test (2) Two root and two face specimens
as per 4.15.3.4
Macro examination Three specimens as per 4.15.3.5
Impact test Two sets of three specimens as per
4.15.3.6
Hardness test As per 4.15.3.7

Chapter 4 Part 2
(1) Magnetic particle testing may be used in lieu of liquid penetrant testing
for martensitic stainless steels.
(2) For t≥12mm, the face and root bend may be substituted by 4 side bend
test specimens.
Fig.4.15.3.1 : Weld test assembly

Page 17 of 19
___________________________________________________________________________________
4.15.4 Test record
4.15.5.4 Welding position
4.15.4.1 Welding conditions for test assemblies
and test results are to be recorded in welding .1 Approval for a test made in any position is
procedure qualification. Forms of welding restricted to that position.
procedure qualification records may be in
accordance with recognised standards. 4.15.5.5 Welding process
4.15.4.2 A statement of the results of assessing .1 The approval is only valid for the welding
each test piece, including repeat tests, is to be process used in the welding procedure test.
made for each welding procedure qualification Single run is not qualified by multi-run butt weld
records. The relevant items listed for the WPS test used in this Section.
are to be included.
4.15.5.6 Filler metal
4.15.4.3 The welding procedure qualification
record is to be signed by the Surveyor .1 The approval is only valid for the filler metal
witnessing the test and is to include IR used in the welding procedure test.
identification.
4.15.5.7 Heat input
4.15.5 Range of approval
.1 The upper limit of heat input approved is 15%
4.15.5.1 General greater than that used in welding the test piece.
The lower limit of heat input approved is 15%
.1 All the conditions of validity stated below are lower than that used in welding the test piece.
to be met independently of each other. Changes
outside of the ranges specified are to require a 4.15.5.8 Preheating and interpass temperature
new welding procedure test. A qualification of a
WPS obtained by a manufacturer is valid for .1 The minimum preheating temperature is not
welding in workshops or sites under the same to be less than that used in the qualification test.
technical and quality control of that The maximum interpass temperature is not to be
manufacturer. higher than that used in the qualification test.
4.15.5.2 Base metal 4.15.5.9 Post-weld heat treatment
.1 Range of approval for steel cast propeller is .1 The heat treatment used in the qualification
limited to steel grade tested. test is to be specified in pWPS. Holding time
may be adjusted as a function of thickness.
4.15.5.3 Thickness
.1 The qualification of a WPS carried out on a

weld assembly of thickness t is valid for the
thickness range given in Table 4.15.5.3.
Table 4.15.5.3 Range of qualification for

thickness
Thickness of the Range of approval

test piece, t (mm)
15<t≤30 3mm to 2t
t>30 0.5t to 2t or 200mm,
whichever is the
greater

Chapter 4 Part 2
Section 5
Austenitic Stainless Steel Castings
5.1 Scope steels, particulars of the specified chemical

composition, mechanical properties and heat
5.1.1 This section gives the requirements for treatment are to be submitted for approval.
castings in austenitic stainless steels for piping
systems in ships for liquefied gases where the 5.2 Chemical composition
design temperature is not lower than –165C
and in bulk chemical carriers. 5.2.1 The chemical composition of ladle
samples is to comply with the requirements
5.1.2 Where it is proposed to use alternative given in Table 5.2.1.
Table 5.2.1 : Chemical composition of austenitic stainless steel castings
Type Chemical composition %

of
C max. Si Mn S P Cr Mo Ni Others
steel
304L 0.03 - 8.0-12.0 -
304 0.08 - 8.0-12.0 -
316L 0.03 2.0-3.0 9.0-13.0 -
316 0.08 17.0- 2.0-3.0 9.0-13.0 -
0.20-1.5 0.50-2.0 0.40 max.
21.0
317 0.08 3.0-4.0 9.0-12.0 -
347 0.06 - 9.0-12.0 Nb
(see 8xC0.90
Note)
Note: When guaranteed impact values at low temperature are not required, the maximum carbon content may be
0.08% and the maximum niobium may be 1.00%.
5.3 Heat treatment notch impact test specimens is to be prepared.
5.3.1 All castings are to be solution treated at a 5.4.2 The tensile test is to be carried out at
temperature of not less than 1000C and cooled ambient temperature and the results are to
rapidly in air, oil or water. comply with the requirements given in Table
5.4.2.
5.4.3 The average value for impact test
5.4.1 One tensile test specimen is to be specimens is to comply with the appropriate
prepared from material representing each requirements given in Table 5.4.2. One
casting or batch of castings. In addition, where individual value may be less than the required
the castings are intended for liquefied gas average value provided that it is not less than 70
applications, where the design temperature is percent of this average value. See Ch.1, 1.10 for
lower than –55C, one set of three Charpy V- re-test procedures.

Page 19 of 19
___________________________________________________________________________________
Table 5.4.2 : Mechanical properties for acceptance purposes : austenitic stainless steel castings
Type of Tensile 1.0% proof Elongation Reduction Charpy V-notch impact

steel strength stress on 5.65 So of area % tests
[N/mm2] [N/mm2] % minimum minimum Test temp. Average
minimum minimum
C energy J
minimum
304L 430 215
26 40 -196 41
304 480 220
316L 430 215
26 40 -196 41
317 480 240
347 480 215 22 35 -196 41
5.5 Intergranular corrosion tests 5.6 Non-destructive examination
5.5.1 Where corrosive conditions are anticipated 5.6.1 The non-destructive examination of
in service, intergranular corrosion tests are castings is to be carried out in accordance with
required on castings in grades 304, 316 and the appropriate requirements of Classification
317. Such tests may not be required for grades Notes “Guidelines for non-destructive testing of
304L, 316L and 347. steel castings for marine application” and
additionally agreed between the manufacturer,
5.5.2 Where an intergranular corrosion test is purchaser and Surveyor.
specified, it is to be carried out in accordance
with the standard referred in 9.6.2 of Chapter 3.
Section 6
Castings for other Applications
6.1 General castings for crankshafts and those intended for

elevated temperature service are to be
6.1.1 Details of chemical composition, heat submitted for approval of IRS.
treatment, mechanical properties of steel
End of Chapter

Page 1 of 13
___________________________________________________________________________________
Chapter 5
Steel Forgings
Contents
Section
2 Hull and Machinery Steel Forgings for General Applications
3 Ferritic Steel Forgings for Low Temperature Service
4 Austenitic Stainless Steel Forgings
Section 1
1.1 Scope 1.2 Manufacture
1.1.1 All important steel forgings, as defined in 1.2.1 Forgings are to be made at the works
the relevant construction Rules, are to be approved by IRS. Also refer Chapter 1, Section
manufactured and tested in accordance with the 1, Cl. 1.3.2.
requirements of this Chapter.
1.2.2 The steel used in the manufacture of
1.1.2 Where required by the relevant Rules forgings is to be made by a process approved
dealing with design and construction, forgings by IRS.
are to be manufactured and tested in
accordance with Ch.1 and 2, together with the 1.2.3 Adequate top and bottom discards are to
general requirements given in this Chapter. be made to ensure freedom from piping and
harmful segregations in the finished forgings.
1.1.3 Alternatively, forgings which comply with
National or proprietary specifications may be 1.2.4 The plastic deformation is to be such as to
accepted provided such specifications give ensure soundness, uniformity of structure and
reasonable equivalence to these requirements satisfactory mechanical properties after heat
or are otherwise specially approved for a treatment. The reduction ratio is to be in
specific application by IRS. accordance with the following Table:
Method of manufacture Total reduction ratio

(See Notes 1, 2 & 3)
Made directly from ingots or forged blooms or 3:1 where L > D

billets 1.5:1 where L  D
Made from rolled products 4:1 where L > D
2:1 where L  D
Notes
1 L and D are the length and diameter respectively of the part of the forging under consideration.
2 the reduction ratio is to be calculated with reference to the average cross-sectional area of the
ingot. Where an ingot is initially upset, this reference area may be taken as the average cross-
sectional area after this operation.
3 For rolled bars used as a substitute for forgings (see 1.1.1) the reduction ratio is not to be less
than 6 : 1
4 For forgings made by upsetting, the length after upsetting is to be not more than one-third of the
length before upsetting or, in the case of an initial forging reduction of at least 1.5:1, not more
than one half of the length before upsetting.

Chapter 5 Part 2
Page 2 of 13 Steel Forgings
1.2.5 For crankshafts, where grain flow is uniformly heated to the necessary temperature.
required in the most favourable direction having In the case of very large forgings alternative
regard to the mode of stressing in service, the methods of heat treatment will be specially
proposed method of manufacture may required considered by IRS.
special approval by IRS. In such cases, tests
may be required to demonstrate that a 1.5.2 Except as provided in 1.5.7 and 1.5.8
satisfactory structure and grain flow are forgings are to be supplied in one of the
obtained. following conditions:
1.2.6 The shaping of forgings or rolled slabs and a) Carbon and carbon-manganese steels
billets by flame cutting, scarfing or arc-air Fully annealed
gouging is to be undertaken in accordance with Normalized
recognized good practice and unless otherwise Normalized and tempered
approved, is to be carried out before the final Quenched and tempered
heat treatment. Preheating is to be employed
when necessitated by the composition and/or b) Alloy steels
thickness of the steel. Quenched and tempered
1.2.7 For certain components, subsequent For all types of steel the tempering temperature
machining of all flame cut surfaces may be is not less than 550C. Where forgings for
required. gearing are not intended for surface hardening
tempering at lower temperature may be allowed.
1.2.8 When two or more forgings are joined by
welding to form a composite component the 1.5.3 Alternatively, alloy steel forgings may be
proposed welding procedure specification is to supplied in the normalized and tempered
be submitted for approval. Welding procedure condition, in which case the specified
qualification tests may be required. mechanical properties are to be agreed with
IRS.
1.3 Quality of forgings
Sufficient thermocouples are to be connected to
1.3.1 All forgings are to be free from surface or the furnace charge to measure and record that
internal defects which would be prejudicial to its temperature is adequately uniform unless the
their proper application in service. temperature uniformity of the furnace is verified
at regular intervals.
1.5.4 If for any reasons a forging is
1.4.1 All forgings are to be made from killed subsequently heated for further hot working the
steel, and the chemical composition is to be forging is to be re-heat treated.
appropriate for the type of steel, dimensions and
required mechanical properties of the forgings 1.5.5 If any straightening operation is performed
being manufactured. after the final heat treatment, a subsequent
stress relieving heat treatment to avoid harmful
1.4.2 The chemical composition of each heat is residual stresses is to be carried out, unless
to be determined by the manufacturer on a otherwise agreed.
sample taken preferably during the pouring of
the heat. When multiple heats are tapped into a 1.5.6 Where it is intended to surface harden
common ladle, the ladle analysis is applicable. forgings, full details of the proposed procedure
and specification are to be submitted for the
1.5 Heat treatment (including surface approval of IRS. For the purpose of this
hardening and straightening) approval, the manufacturer may be required to
demonstrate by test that the proposed
1.5.1 At an appropriate stage of manufacture, procedure gives a uniform surface layer of the
after completion of all hot working operations, required hardness and depth and that it does
forgings are to be suitably heat treated to refine not impair the soundness and properties of the
the grain structure and to obtain the required steel.
mechanical properties. Heat treatment is to be
carried out in properly constructed furnaces 1.5.7 Where induction hardening or nitriding is to
which are efficiently maintained and have be carried out after machining, forgings are to
adequate means for control and recording of be heat treated at an appropriate stage to a
temperature. The furnace dimensions are to be condition suitable for this subsequent surface
such as to allow the whole furnace charge to be hardening.

Page 3 of 13
___________________________________________________________________________________
1.5.8 Where carburizing is to be carried out after 1.8 Rectification of defective forgings
machining, forgings are to be heat treated at an
appropriate stage (generally either by full 1.8.1 Defects may be removed by grinding or
annealing or by normalising and tempering) to a chipping and grinding provided the component
condition suitable for subsequent machining and dimensions are acceptable.
carburizing. The resulting grooves are to have a bottom
radius of approximately three times the groove
1.5.9 If a forging is locally reheated or any depth and are to be blended into the
straightening operation is performed after the surrounding surface so as to avoid any sharp
final heat treatment, consideration is to be given contours. Complete elimination of the defective
to a subsequent stress relieving heat treatment. material is to be verified by magnetic particle
testing or liquid penetrant testing.
1.5.10 The manufacturer is to maintain records
of heat treatment identifying the furnace used, 1.8.2 Repair welding of crankshaft forgings is
furnace charge, date, temperature and time at not permitted. In the case of other forgings
the beginning and end of heat treatment cycle. repair welding may be allowed subject to prior
The records are to be presented to the Surveyor approval of IRS. In such cases, full details of the
on request. extent and location of the repair, the proposed
welding procedure, heat treatment and
1.6 Mechanical tests subsequent inspection procedures are to be
submitted for the approval.
1.6.1 The requirements of Mechanical tests and
mechanical properties are given in Section 2 1.8.3 The forging manufacturer is to maintain
and 3. records of repairs and subsequent inspections
traceable to each forging repaired. The records
1.7 Inspection are to be presented to the Surveyor on request.
1.7.1 Before acceptance, all forgings are to be a) Purchaser's name and order number;
presented to the Surveyors for visual
examination. Where applicable, this is to include b) Description of forgings and steel quality
the examination of internal surfaces and bores. identification number;
Unless otherwise agreed, the verification of the
dimensions is the responsibility of the c) Steel making process, cast number and
manufacturer. chemical analysis of ladle sample;
1.7.2 When required by the relevant d) Results of mechanical tests;

construction Rules, or by the approved
procedure for welded composite components e) General details of heat treatment;
appropriate non-destructive testing is also to be
carried out before acceptance and the results f) Identification number.
are to be reported by the manufacturer.
1.9 Identification of forgings
The forgings to be examined, the extent of
testing and acceptance criteria are detailed in 1.9.1 Before acceptance, all forgings, which
IRS Classification Notes on “Guidelines for Non- have been tested and inspected with
Destructive Testing of Hull and Machinery Steel satisfactory results, are to be clearly marked in
Forgings”. at least one place with the IRS brand IR and the
following particulars:
1.7.3 When required by the conditions of
approval for surface hardened forgings, (1.5.6) a) The manufacturer's name or trade mark;
additional test samples are to be processed at
the same time as the forgings which they b) Identification mark for the grade of steel;
represent. These test samples are subsequently
to be sectioned in order to determine the c) Identification number and/or initials which
hardness, shape and depth of the locally enable the full history of the forging to be traced;
hardened zone and which are to comply with the
requirements of the approved specification. d) Personal stamp of Surveyor responsible for
inspection;
1.7.4 In the event of any forging proving
defective during subsequent machining or e) Test pressure, where applicable;
testing, it is to be rejected notwithstanding any
previous certification. f) Date of final inspection;

Chapter 5 Part 2
g) The 'IRS' name; a) Purchaser's name and order number;
h) Abbreviated name of IRS local office. b) Description of forgings and steel quality
identification number;
1.9.2 Where small forgings are manufactured in
large numbers, modified arrangements for c) Steel making process, cast number and
identification may be specially agreed with IRS. chemical analysis of ladle sample;
1.10 Certification d) Results of mechanical tests;
1.10.1 The manufacturer is to provide the e) General details of heat treatment;

Surveyor, in duplicate, with a test certificate or
shipping statement giving the following f) Identification number.
particulars for each forging or batch of forgings
which has been accepted:
Section 2
Hull and Machinery Steel Forgings for General Applications
2.1 Scope
2.2 Chemical Composition
2.1.1 The requirements given in this section are
applicable to steel forgings intended for hull and 2.2.1 The chemical composition is to comply
machinery applications such as rudder stocks, with the overall limits given in Tables 2.2.1 and
pintles, propeller shafts, crankshafts, connecting Table 2.2.2 or, where applicable, the
rods, piston rods, gearing etc. Where relevant, requirements of the approved specification.
these requirements are also applicable to
material for forging stock and to rolled bars 2.2.2 At the option of the manufacturer, suitable
intended to be machined into components of grain refining elements such as aluminium,
simple shape. niobium or vanadium may be added. The
content of such elements is to be reported.
2.1.2 These requirements are applicable only to
steel forgings where the design and acceptance 2.2.3 Elements designated as residual elements
tests relate to mechanical properties at ambient in the individual specifications are not to be
temperature. For other applications, additional intentionally added to the steel. The content of
requirements may be necessary especially such elements is to be reported.
when the forgings are intended for service at low
or elevated temperatures.

Page 5 of 13
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Table 2.2.1 : Chemical composition limits 1) for hull steel forgings 6)
Steel C Si Mn P S Cr Mo Ni Cu 4) Total
type residuals
C, C-Mn 0.23 2), 3) 0.45 0.20- 0.035 0.035 0.30 4) 0.15 4) 0.40 4) 0.30 0.85
1.50
Alloy 5) 0.45 5) 0.035 0.035 5) 5) 5) 0.30 -
1) Composition in percentage mass by mass maximum unless shown as a range.

2) The carbon content may be increased above this level provided that the carbon equivalent (Ceq) is
not more than 0.41%, calculated using the following formula:
Ceq  C    (%)
6 5 15
3) The carbon content of C and C-Mn steel forgings not intended for welded construction may be 0.65
maximum.
4) Elements are considered as residual elements.
5) Specification is to be submitted for approval.
6) Rudder stocks and pintles should be of weldable quality.
Table 2.2.2 : Chemical composition limits 1) for machinery steel forgings
Steel C Si Mn P S Cr Mo Ni Cu 3) Total
type residuals
C, C-Mn 0.65 2) 0.45 0.30- 0.035 0.035 0.30 3) 0.15 3) 0.40 3) 0.30 0.85
1.50
Alloy 4) 0.45 0.45 0.30- 0.035 0.035 Min Min Min 0.30 -
1.00 0.40 5) 0.15 5) 0.40 5)
1) Composition in percentage mass by mass maximum unless shown as a range or as a minimum.

2)The carbon content of C and C-Mn steel forgings intended for welded construction is to be 0.23
maximum. The carbon content may be increased above this level provided that the carbon equivalent
(Ceq) is not more than 0.41%.
3) Elements are considered as residual elements unless shown as a minimum.
4) Where alloy steel forgings are intended for welded constructions, the proposed chemical composition
is subject to approval by IRS.

5) One or more of the elements is to comply with the minimum content.

Chapter 5 Part 2
2.3 Mechanical tests direction are to be taken from the end of the
journal (test position C in Fig.2.3.5d). If however,
2.3.1 Adequate number of test coupons are to the journal diameter is 200 [mm] or less the
be provided for carrying out tests including for tests are to be taken in a longitudinal direction
retest purposes, with a cross-sectional area of (test position A in Fig.2.3.5d). Where the
not less than that part of the forging which it finished length of the toothed portion exceed
represents. This test material is to be integral 1.25 [m], one set of tests is to be taken from
with each forging except as provided in 2.3.7 each end.
and 2.3.10. Where batch testing is permitted
according to 2.3.10 the test material may c) Small pinions - Where the finished diameter
alternatively be a production part or separately of the toothed portion is 200 [mm] or less one
forged. Separately forged test material is to set of tests is to be taken in a longitudinal
have a reduction ratio similar to that used for the direction (test position A in Fig.2.3.5d).
forgings represented.
d) Gear wheels - One set of tests is to be taken
2.3.2 For the purpose of these requirements a from each forging in tangential direction (test
set of tests is to consist of one tensile test position A or B in Fig.2.3.5e).
specimen and when required in other sections of
Rules three Charpy V-notch impact test e) Gear wheel rims (made by expanding)
specimens. One set of tests is to be taken from each forging
in a tangential direction (test position A or B in
2.3.3 Test specimens are normally to be cut with Fig.2.3.5.f). Where the finished diameter
their axes either parallel (longitudinal test) or exceeds 2.5 [m] or the mass (as heat treated
tangential (tangential test) to the principal axial excluding test material) exceeds 3 tonnes, two
direction of each product. sets of tests are to be taken from diametrically
opposite positions (test positions A and B in Fig.
2.3.4 Unless otherwise agreed, the longitudinal 2.3.5f). The mechanical properties for
axis of test specimens is to be positioned as longitudinal test are also to be applied.
follows:
f) Pinion sleeves - One set of tests is to be taken
a) for thickness or diameter upto maximum 50 from each forging in tangential direction (test
[mm], the axis is to be at the mid-thickness position A or B in Fig.2.3.5g). Where the finished
or the center of the cross section. length exceeds 1.25 [m] one set of tests is to be
b) for thickness or diameter greater than 50 taken from each end.
[mm], the axis is to be at one quarter
thickness (mid-radius) or 8- [mm], whichever g) Crankwebs
is less, below any heat treated surface. One set of tests is to be taken from each forging
in a tangential direction.
2.3.5 Except as provided in 2.3.10 the number
and direction of tests is to be as follows: h) Solid open die forged crankshafts
One set of tests is to be taken in a longitudinal
a) Hull components such as rudder stocks, direction from the driving shaft end of each
pintles etc. General machinery components forging (test position A in Fig.2.3.5h).
such as shafting, connecting rods, etc. Where the mass (as heat treated but excluding
One set of tests is to be taken from the end of test material) exceeds 3 tonnes tests in a
each forging in a longitudinal direction except longitudinal direction are to be taken from each
that, at the discretion of the manufacture the end (test positions A and B in Fig.2.3.5h).
alternative directions or positions as shown in Where, however, the crankthrows are formed by
Fig.2.3.5a, Fig.2.3.5b and Fig.2.3.5c may be machining or flame cutting, the second set of
used. Where a forging exceeds both 4 tonnes in tests is to be taken in a tangential direction from
mass and 3 [m] in length one set of tests is to be material removed from the crankthrow at the
taken from each end. These limits refer to the end opposite the driving shaft end (test position
‘as forged’ mass and length but excluding the C in Fig.2.3.5h).
test material.
2.3.6 For closed die crankshaft forgings and
b) Pinions - Where the finished machined crankshaft forgings where the method of
diameter of the toothed portion exceeds 200 manufacture has been specially approved in
[mm] one set of tests is to be taken from each accordance with 1.2.5, the number and position
forging in a tangential direction adjacent to the of test specimens is to be agreed with IRS
toothed portion (test position B in Fig.2.3.5d). having regard to the method of manufacture
Where the dimensions preclude the preparation employed.
of tests from this position, tests in a tangential
Page 7 of 13
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Chapter 5 Part 2

Page 9 of 13
___________________________________________________________________________________
2.3.7 When a forging is subsequently divided This test material is to be machined to a

into a number of components, all of which are diameter of D/4 or 60 [mm], whichever is less,
heat treated together in the same furnace where D is the finished diameter of the toothed
charge, for test purposes this may be regarded portion.
as one forging and the number of tests required
is to be related to the total length and mass of For preliminary tests, one set of test material
the original multiple forging. should be given a blank carburizing and it
should undergo same heat treated cycle which
2.3.8 Except for components which are to be the forged material will be subjected to.
carburized or for hollow forgings where the ends
are to be subsequently closed, test material is For final acceptance tests, the second set of test
not to be cut from a forging until all heat material is to be blank carburized and heat
treatment has been completed. treated along with the forgings which they
represent.
2.3.9 When forgings are to be carburized
sufficient test material is to be provided for both At the discretion of the forge master or gear
preliminary tests in the as forged condition and manufacturer test samples of larger cross
for final tests after completion of carburizing. section may be either carburized or blank
carburized, but these are to be machined to the
For this purpose duplicate sets of test material required diameter prior to the final quenching
are to be taken from positions as detailed in and tempering heat treatment.
2.3.5, except that irrespective of the dimensions
or mass of the forging, tests are required from Alternative procedures for testing of forgings
one position only and in the case of forgings which are to be carburized may be specially
with integral journals, are to be cut in a agreed with IRS.
longitudinal direction.
Chapter 5 Part 2
2.3.10 Normalized forgings with mass upto 1000 2.4.4 At the discretion of IRS hardness tests
[kg] each and quenched and tempered forgings may be required in the following cases:
with mass upto 500 [kg] each may be batch
tested. A batch is to consist of forgings of similar i) Gear forgings after completion of heat
shape and dimensions, made from the same treatment and prior to machining the gear teeth:
heat of steel, heat treated in the same furnace
charge and with a total mass not exceeding 6 The hardness is to be determined at four
tonnes for normalized forgings and 3 tonnes for positions equally spaced around the
quenched and tempered forgings respectively. circumference of the surface where teeth will
subsequently be cut. Where the finished
2.3.11 A batch testing procedure may also be diameter of the toothed portion exceeds 2.5 [m],
used for hot rolled bars. A batch is to consist of the above number of test positions is to be
either: increased to eight. Where the width of a gear
wheel rim forging exceeds 1.25 [m], the
i) material from the same rolled ingot or hardness is to be determined at eight positions
bloom provided that where this is cut at each end of the forging.
into individual lengths, these are all heat
treated in the same furnace charge, or ii) Small crankshaft and gear forgings which
have been batch tested:
ii) bars of the same diameter and heat,
heat treated in the same furnace charge In such cases at least one hardness test is to be
and with a total mass not exceeding 2.5 carried out on each forging.
tonnes.
The results of hardness tests are to be reported
2.3.12 The preparation of test specimens and and, for information purposes, typical Brinell
the procedures used for mechanical testing are hardness values are given in Table 2.4.2.
to comply with the relevant requirements of Pt.2,
Ch.2. Unless otherwise agreed all tests are to 2.4.5 Hardness tests may also be required on
be carried out in the presence of the Surveyor. forgings which have been induction hardened,
nitrided or carburized. For gear forgings these
2.4 Mechanical properties tests are to be carried out on the teeth after,
where applicable, they have been ground to the
2.4.1 Table 2.4.1 and Table 2.4.2 gives the finished profile. The results of such tests
minimum requirements for yield stress, including depth of hardening are to comply with
elongation, reduction of area and impact test the approved specifications. (See 1.5.6).
energy values corresponding to different
strength levels but it is not tended that these 2.4.6 Where the result of a tensile test does not
should necessarily be regarded as specific comply with the requirements, two additional
grades. Where it is proposed to use a steel with tests may be taken. If satisfactory results are
a specified minimum tensile strength obtained from both of these additional tests the
intermediate to those given, corresponding forging or batch of forgings is acceptable. If one
minimum values for the other properties may be or both retests fail the forging or batch of
obtained by interpolation. forgings is to be rejected.
2.4.2 Forgings may be supplied to any specified 2.4.7 Where the results from a set of three
minimum tensile strength selected within the impact test specimens do not comply with the
general limits detailed in Table 2.4.1 and Table requirements an additional set of three impact
2.4.2 but subject to any additional requirements test specimens may be taken provided that not
of the relevant construction rules. more than two individual values are less than
the required average value and of these not
2.4.3 The mechanical properties are to comply more than one is less than 70% of this average
with the requirements of Table 2.4.1 and Table value. The results obtained are to be combined
2.4.2 appropriate to the specified minimum with the original results to form a new average
tensile strength or, where applicable the which, for acceptance of the forgings or batch
requirements of the approved specification. forgings, is to be not less than the required
average value.

Page 11 of 13
___________________________________________________________________________________
Additionally, for these combined results not from another test position or sample
more than two individual values are to be less representative of the forging or hatch of
than the required average value and of these forgings.
not more than one is to be less than 70% of this
average value. 2.4.9 At the option of the manufacturer, when a
forging or a batch of forgings has failed to meet
2.4.8 The additional tests detailed in 2.4.6 and the test requirements, it may be re- heat treated
2.4.7 are to be taken, preferably from material and re-submitted for acceptance tests.
adjacent to the original tests, but alternatively
Table 2.4.1 : Mechanical properties for hull steel forgings
Steel type Tensile Yield stress Elongation as min. % Reduction of area Z min.
strength 1) Re min. %
Rm min. [N/mm2] Long. Tang. Long. Tang.
[N/mm2]
C and 400 200 26 19 50 35
C-Mn 440 220 24 18 50 35
480 240 22 16 45 30
520 260 21 15 45 30
560 280 20 14 40 27
600 300 18 13 40 27
Alloy 550 350 20 14 50 35
600 400 18 13 50 35
650 450 17 12 50 35
1) The following ranges for tensile strength may be additionally specified:
specified minimum tensile strength : < 600 [N/mm2]  600 [N/mm2]
tensile strength range : 120 [N/mm2] 150 [N/mm2]
Table 2.4.2 : Mechanical properties for machinery steel forgings 2)
Steel type Tensile Yield Elongation As min Reduction of area Z Hardness

strength1) stress Re % min. % 3)
(Brinell)
Rm min. min. Long. Tang. Long. Tang.
[N/mm2] [N/mm2]
C and C-Mn 400 200 26 19 50 35 110-150
440 220 24 18 50 35 125-160
480 240 22 16 45 30 135-175
520 260 21 15 45 30 150-185
560 280 20 14 40 27 160-200
600 300 18 13 40 27 175-215
640 320 17 12 40 27 185-230
680 340 16 12 35 24 200-240
720 360 15 11 35 24 210-250
760 380 14 10 35 24 225-265
Alloy 600 360 18 14 50 35 175-215
700 420 16 12 45 30 205-245
800 480 14 10 40 27 235-275
900 630 13 9 40 27 260-320
1000 700 12 8 35 24 290-365
1100 770 11 7 35 24 320-385

Chapter 5 Part 2

1) The following ranges for tensile strength may be additionally specified:
specified minimum tensile strength : < 600 [N/mm2]  600 [N/mm2]
tensile strength range : 120 [N/mm2] 150 [N/mm2]
2)For propeller shafts intended for ships with ice class notation except the lowest one, Charpy V-notch
impact testing is to be carried out for all steel types at –10C and the average energy value is to be
minimum 27J (longitudinal test). One individual value may be less than the required average value
provided that it is not less than 70% of this average value.
3) The hardness values are typical and are given for information purposes only.
Section 3
Ferritic Steel Forgings for Low Temperature Service
3.1 Scope 3.4.1 At least one tensile and three V-notch

impact test specimens are to be taken from
3.1.1 The requirements for carbon-manganese each forging or each batch of forgings. Where
and nickel steels suitable for low temperature the dimensions and shape allow, the test
service are detailed in this section. They are specimens are to be cut in a longitudinal
applicable to all forgings with material thickness direction.
up to and including 50 [mm] used for the
construction of cargo tanks, storage tanks and 3.4.2 The impact tests are to be carried out at a
process pressure vessels for liquefied gases temperature appropriate to the type of steel and
and where the design temperature is less than for the proposed application. Where forgings are
0C, to forgings for the piping systems. intended for ships for liquefied gases the test
temperature is to be in accordance with the
3.1.2 The requirements are also applicable to requirements given in Table 5.4.1 of Ch.3,
forgings for other pressure vessels and pressure Sec.5.
piping systems where the use of steels with
guaranteed impact properties at low 3.4.3 The results of all tensile tests are to
temperatures is required. comply with the approved specification.
3.2 Chemical composition 3.4.4 The average energy values for impact
tests are also to comply with the approved
3.2.1 The chemical composition of ladle specification and generally with the
samples is, in general, to comply with the requirements of Ch.3, Sec.5. See also Ch.2.
requirements given in Table 3.2.1 of Ch.3.
3.4.5 For material thickness above 50 [mm], the
3.3 Heat treatment material properties are to be agreed.
3.3.1 Forgings are to be normalized, normalized 3.5 Pressure tests

and tempered or quenched and tempered in
accordance with the approved specification. 3.5.1 When applicable, pressure tests are to be
3.4 Mechanical tests of the relevant construction Rules.

Page 13 of 13
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Section 4
Austenitic Stainless Steel Forgings
4.1 General temperatures of 100C and higher given in

Table 4.2.1 may be used for design purposes.
4.1.1 Forgings in austenitic stainless steels are Verification of these values is not required
acceptable for use in the construction of cargo except for material complying with a National or
tanks, storage tanks and piping systems for proprietary specification in which the elevated
chemicals and liquefied gases. They may also temperature properties proposed for design
be accepted for elevated temperature service in purposes are higher than those given in Table
boilers. 4.2.1.
4.1.2 Where it is proposed to use forgings in 4.3 Non-destructive testing

these types of steels, details of the chemical
composition, heat treatment and mechanical 4.3.1 Non-destructive testing is to be carried out
properties are to be submitted for approval. in accordance with the requirements of
These are to comply in general, with the Classification Notes “Guidelines for non-
requirements of Chapter 3, Section 9 for destructive testing of hull and machinery steel
austenitic steel plates. forgings” or as otherwise agreed between the
manufacturer, purchaser and IRS.
4.1.3 Unless otherwise specified, impact tests
are not required for acceptance purposes. 4.4 Intergranular corrosion tests
Where they are required tests are to be made
on longitudinal specimens at minus 196C and 4.4.1 Where corrosive conditions are anticipated
the minimum average energy requirements is to in service, intergranular corrosion tests are
be 41J. required on forgings in Grades 304, 316 and
317. Such tests may not be required for Grades
4.2 Mechanical properties for design 304L, 316L, 321 and 347.
purposes
4.4.2 When an intergranular corrosion test is
4.2.1 Where austenitic stainless steel forgings specified, it is to be carried out in accordance
are intended for service at elevated with the standard referred in Section 9.6.2 of
temperatures, the nominal values for the Chapter 3.
minimum one per cent proof stress at
Table 4.2.1 : Mechanical properties for design purposes : austenitic stainless steels
Nominal 1% proof stress [N/mm2] at a temperature

Grade
100C 150C 200C 250C 300C 350C 400C 450C 500C 550C 600C 650C 700C
304L 168 150 137 128 122 116 110 108 106 102 100 96 93
316L 177 161 149 139 133 127 123 119 115 112 110 107 105
316LN 238 208 192 180 172 166 161 157 152 149 144 142 138
321 192 180 172 164 158 152 148 144 140 138 135 130 124
347 204 192 182 172 166 162 159 157 155 153 151 - -
End of Chapter

Page 1 of 14
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Chapter 6
Steel Pipes and Tubes
Contents
Section
2 Seamless Pressure Pipes
3 Welded Pressure Pipes
4 Boiler and Superheater Tubes
5 Tubes and Pipes for Low Temperature Services
6 Austenitic Stainless Steel Pressure Pipes
Section 1
1.1 Scope survey is carried out in accordance with Ch.1 of

this Part.
1.1.1 The requirements of this Chapter are
applicable to boiler tubes, superheater tubes 1.1.6 At the discretion of the Surveyor, a
and pipes intended for use in the construction of modified testing procedure may be adopted for
boilers, pressure vessels and ship and small quantities of materials. In such cases,
machinery pressure piping systems. these may be accepted on the manufacturer's
declared chemical composition and hardness
1.1.2 In addition to specifying mechanical tests or other evidence of satisfactory
properties for the purpose of acceptance testing, properties.
these requirements give details of appropriate
mechanical properties at elevated temperatures 1.1.7 Pipes for Class III pressure systems are to
to be used for design purposes. be manufactured and tested in accordance with
the requirements of an acceptable national
1.1.3 Except for pipes for Class III pressure specification. The manufacturer's test certificate
systems (as defined in Pt.4, Ch.2) all pipes and will be acceptable and is to be provided for each
tubes are to be manufactured and tested in consignment of material. Forge butt welded
accordance with the requirements of Ch.1 and 2 pipes are not acceptable for certain applications
of this Part, the general requirements of this as detailed in Pt.4, Ch.2 and Pt.5, Ch.23.
Section and the appropriate requirements given
in Sec.1 to 5. 1.2 Manufacture
1.1.4 Steels, intended for the cargo and process 1.2.1 Pipes for Class I and II pressure systems,
piping systems of ships for liquefied gases boilers and superheater tubes are to be
where the design temperature is less than 0C, manufactured at works approved by IRS. Also
are to comply with specific requirements of refer Chapter 1, Section 1, Cl. 1.3.2. The steel
Sec.5. used is to be manufactured in accordance with
Ch.3, Sec.1.
1.1.5 Pipes and tubes, which comply with
national or proprietary specifications may be 1.2.2 Unless a particular method is requested by
accepted provided that these specifications give the purchaser, pipes and tubes may be
reasonable equivalence to the requirements of manufactured by any of the following methods:-
this Section or are otherwise specially approved
for a specific application and provided that a) hot finished seamless;

Chapter 6 Part 2
Page 2 of 14 Steel Pipes and Tubes
b) cold finished seamless; treated in the same furnace charge in a batch

type furnace.
c) electric resistance or induction welded;
1.6.3 Where no heat treatment has been carried
d) cold finished electric resistance or induction out, a batch is to consist of pipes or tubes of the
welded; same size manufactured by the same method
from material of the same type of steel.
e) electric fusion welded.
1.6.4 For pipes for class I pressure systems and
1.2.3 Care is to be taken during manufacture boiler and superheater tubes, at least 2 per cent
that the pipe or tube surfaces coming in contact of the number of lengths in each batch is to be
with any non-ferrous metals or their compounds selected at random for the preparation of tests
are not contaminated to such an extent as could at ambient temperature.
prove harmful during subsequent fabrication and
operation. 1.6.5 For pipes for class II pressure systems,
each batch is to contain not more than the
1.3 Quality number of lengths given in the following Table.
Tests are to be carried out on at least one pipe
1.3.1 All pipes and tubes are to have a selected at random from each batch or part
workmanlike finish and are to be clean and free thereof.
from such surface and internal defects as can
be established by the specified tests. Outside diameter Number of pipes
[mm] in a batch
1.3.2 All pipes and tubes are to be reasonably  323.9 200 pipes as made
straight. The ends are to be cut nominally > 323.9 100 pipes as made
square with the axis of the pipes or tubes, and
are to be free from excessive burrs.
1.7 Test specimens and testing procedures
1.3.3 The tolerances on the wall thickness and
diameter of pipes and tubes are to be in 1.7.1 The procedures for mechanical tests and
accordance with an acceptable national / the dimensions of the test specimens are to be
international standards. in accordance with Ch.2.
1.4 Chemical composition 1.8 Visual and non-destructive testing
1.4.1 The requirements for the chemical 1.8.1 All pipes for Class I and II pressure
composition of the ladle sample and the systems, boiler and superheater tubes are to be
acceptable method of de-oxidation is to comply presented for visual examination and verification
with the requirements detailed in the relevant of dimensions. The manufacturer is to provide
Section of this Chapter. adequate lighting conditions to enable an
internal and external examination of the pipes
1.5 Heat treatment and tubes to be carried out.
1.5.1 All pipes and tubes are to be supplied in 1.8.2 For welded pipes and tubes the
the condition detailed in the relevant specific manufacturer is to employ suitable non-
requirements. destructive methods for the quality control of the
welds. It is preferred that this examination is
1.6 Test material carried out on a continuous basis.
1.6.1 Pipes and tubes are to be presented for 1.9 Hydraulic tests
test in batches. The size of a batch and the
number of tests to be performed are dependent 1.9.1 Each pipe and tube is to be subjected to a
on the application. hydraulic test at the manufacturer's works.
1.6.2 Where heat treatment has been carried 1.9.2 The hydraulic test pressure is to be
out, a batch is to consist of pipes or tubes of the determined by the following formula, except that
same size, manufactured from the same type of the maximum test pressure need not exceed 14
steel and subjected to the same finishing [N/mm2].
treatment in a continuous furnace, or heat

Page 3 of 14
___________________________________________________________________________________
2st d) Identification number and/or initials which
P
D will enable the full history of the item to be
traced;
where,
e) The personal stamp of the Surveyor
P = test pressure [N/mm2]; responsible for the final inspection.
D = nominal outside diameter [mm]; 1.11.2 It is recommended that hard stamping be

restricted to the end face, but it may be
t = nominal wall thickness [mm]; accepted in other positions in accordance with
national standards and practices.
s = 80 per cent of the specified minimum yield
stress [N/mm2], for ferritic steels and 70 per 1.12 Certification
cent of the specified minimum 1.0 per cent
proof stress [N/mm2] for austenitic steels. 1.12.1 The manufacturer is to provide the
These relate to the values specified for Surveyor with copies of test certificate or
acceptance testing at ambient temperature. shipping statement for all material which has
been accepted.
1.9.3 The test pressure is to be maintained for
sufficient time to permit proof and inspection. 1.12.2 Each test certificate is to contain the
Unless otherwise agreed, the manufacturer's following particulars:-
certificate of satisfactory hydraulic test will be
accepted. Where it is proposed to adopt a test a) Purchaser's name and order number;
pressure other than determined as in 1.9.2, the
proposal will be subject to special consideration. b) The yard number for which the material is
intended, if known;
c) Address to which material is despatched;
1.10.1 Surface imperfections may be removed
by grinding provided that the thickness of the d) Specification or the grade of material;
pipe or tube after dressing is not less than the
required minimum thickness. The dressed area e) Description and dimensions;
is to be blended into the contour of the tube.
f) Identification number and/or initials;
1.10.2 By agreement with the Surveyor, the
repair of minor defects by welding can be g) Cast number and chemical composition of
accepted. Welding procedures, including ladle samples;
preheating, post weld heat treatment and
inspection, are to be to the complete satisfaction h) Mechanical test results, and results of the
of the Surveyor. In all cases, the area is to be intercrystalline corrosion tests where
tested by magnetic particle examination, or in applicable;
case of austenitic steels, by liquid penetrant
examination on completion of welding, heat i) Condition of supply.
treatment and surface grinding.
1.12.3 The chemical composition stated on the
1.11 Identification certificate is to include the content of all the
elements detailed in the specific requirements.
1.11.1 Pipes and tubes are to be clearly marked Where rimmed steel is supplied, this is to be
by the manufacturer in accordance with the stated on the certificate.
requirements of Ch.1. The following details are
to be shown on all materials which have been 1.12.4 When steel is not produced at the pipe or
accepted:- tube mill, a certificate is to be supplied by the
steelmaker stating the process of manufacture,
a) IR; the cast number and the ladle analysis.
b) Manufacturer's name or trade mark; 1.12.5 The works at which the steel was
produced must be approved by IRS. Also refer
c) Identification mark for the specification or Chapter 1, Section 1, Cl. 1.3.2.
grade of steel;

Chapter 6 Part 2
Section 2
Seamless Pressure Pipes
2.1 General 2.2.1 Tubes are to be manufactured by a

seamless process and may be hot or cold
2.1.1 Following requirements are applicable for finished.
seamless pressure pipes in carbon, carbon-
manganese and low alloy steels. 2.2.2 The method of de-oxidation and the
chemical composition of ladle samples are to
2.1.2 Where pipes are used for the manufacture comply with the appropriate requirements given
of pressure vessel shells and headers, the in Table 2.2.1.
requirements of forgings in Ch.5 are applicable
where the wall thickness exceeds 40 [mm]. 2.3 Heat treatment
2.2 Manufacture and chemical composition 2.3.1 Pipes are to be supplied in the condition
Table 2.3.1 : Heat treatment
Type of steel Condition of supply

Carbon and carbon-manganese
Hot finished Not finished1
Normalized2
Cold finished Normalized2
Alloy steels
1 Cr 1
Mo Normalized and tempered
2
2 14 Cr 1 Mo
Grade 410 Fully annealed
Grade 490 Normalized and tempered 650-750C
1
Cr 1
Mo 1
V Normalized and tempered
2 2 4
Notes:
1. Provided that the finishing temperature is sufficiently high to soften the material.
2. Normalized and tempered at the option of the manufacturer.

Page 5 of 14
___________________________________________________________________________________
Table 2.2.1 : Chemical composition of seamless pressure pipes
Type of Gra Method Chemical composition of ladle samples %

steel de of C Si Mn S max P
deoxi- max Residual elements
dation
0.40
320  0.16 - - 0.050 0.050
Semi-
0.70
killed or
0.40
killed
360  0.17  0.35 - 0.045 0.045
0.80 Ni 0.30 max.,
Carbon and 0.40 Cr 0.25 max.,
carbon- 410 Killed  0.21  0.35 - 0.045 0.045 Mo 0.10 max.,
manganese 1.20 Cu 0.30 max.
0.80 Total 0.70 max.
460 Killed  0.22  0.35 - 0.045 0.045
1.40
0.80
490 Killed  0.23  0.35 - 0.045 0.045
1.50
Ni Cr Mo Cu Sn V Al
1 0.10- 0.10- 0.40- 0.30 0.70- 0.45- 0.25 0.03 
1 Cr 2 Mo 440 Killed 0.040 0.040 -
0.18 0.35 0.70 max. 1.10 0.65 max. max. 0.020
1
2 4 Cr 1 410 0.08- 0.10- 0.40- 0.30 2.0- 0.90- 0.25 0.03 
Killed 0.040 0.040 -
490 0.15 0.50 0.70 max. 2.5 1.20 max. max. 0.020
Mo
1 1
Cr 2 0.22
2 0.10- 0.10- 0.40- 0.30 0.30- 0.50- 0.25 0.03 
460 Killed 0.040 0.040 -
1 0.18 0.35 0.70 max. 0.60 0.70 max. max. 0.020
Mo 4 V 0.32
2.4 Mechanical tests test specimen is to be taken from material

adjacent to that used for tests at ambient
2.4.1 All pipes are to be presented in batches as temperature and tested in accordance with the
defined in Sec.1. procedures given in Ch.2. If tubes or pipes of
more than one thickness are supplied from one
2.4.2 Each pressure pipe selected for test is to cast, the test is to be made on the thickest tube
be subjected to tensile and flattening or bend or pipe.
tests.
2.5.3 As an alternative to 2.5.2, a manufacturer
2.4.3 The results of all mechanical tests are to may carry out an agreed comprehensive test
comply with the appropriate requirements given program for a stated grade of steel to
in Table 2.4.1. demonstrate that the specified minimum
mechanical properties at elevated temperatures
2.5 Mechanical properties for design can be consistently obtained. This test program
is to be carried out under the supervision of the
2.5.1 Values for nominal minimum lower yield or Surveyors, and the results submitted for
0.2 per cent proof stress at 50C and higher are assessment and approval. When a manufac-
given in Table 2.5.1 and are intended for design turer is approved on this basis, tensile tests at
purposes only. Verification of these values is not elevated temperatures are not required for
required, except for materials complying with acceptance purposes, but at the discretion of
national or proprietary specifications where the the Surveyors, occasional check tests of this
elevated temperature properties used for design type may be requested.
are higher than those given in Table 2.5.1.
2.5.4 Values for the estimated average stress to
2.5.2 In such cases, at least one tensile test at rupture in 100,000 hours are given in Table
the proposed design or other agreed 2.5.2 and may be used for design purposes.
temperature is to be made on each cast. The

Chapter 6 Part 2
Table 2.4.1 : Mechanical properties for acceptance purposes : Seamless pressure pipes
(maximum wall thickness 40 mm)
Type of Grade Yield stress Tensile Elongation Flattening Bend test

steel [N/mm2] strength on test diameter of
min. [N/mm2] 5.65So% constant C former
min. (t=
thickness)
Carbon and 320 195 320-440 25 0.10 4t
carbon-
360 215 360-480 24 0.10 4t
manganese
410 235 410-530 22 0.08 4t
460 265 460-580 21 0.07 4t
490 285 490-610 21 0.07 4t
1 Cr
1 440 275 440-590 22 0.07 4t
2
Mo
410 1 135 410-560 20 0.07 4t
2 14 Cr
1 Mo 490 2 275 490-640 16 0.07 4t
1 1
2
Cr 2
Mo
460 275 460-610 15 0.07 4t
1
4
V
Notes:
1 Annealed condition
2 Normalized and tempered condition
Table 2.5.1 : Mechanical properties for design purposes : Seamless pressure pipes
Nominal minimum lower yield or 0.2% proof stress [N/mm2]

Type of Temperature C
Grade
steel
50 100 150 200 250 300 350 400 450 500 550 600
320 172 168 158 147 125 100 91 88 87 - - -
Carbon and 360 192 187 176 165 145 122 111 109 107 - - -
carbon- 410 217 210 199 188 170 149 137 134 132 - - -
manganese 460 241 234 223 212 195 177 162 159 156 - - -
490 256 249 237 226 210 193 177 174 171 - - -
1
1 Cr 2 Mo 440 254 240 230 220 210 183 169 164 161 156 151 -
1
1 410 121 108 99 92 85 80 76 72 69 66 64 62
2 4 Cr 1 Mo
490 2 268 261 253 245 236 230 224 218 205 189 167 145
1 1
2
Cr 2 Mo
460 266 259 248 235 218 192 184 177 168 155 148 -
1
4
V
Notes:
1 Annealed condition
2 Normalized and tempered condition

Page 7 of 14
___________________________________________________________________________________
Table 2.5.2 : Mechanical properties for design purposes : Seamless pressure pipes - estimated
values for stress to rupture in 100 000 hours (units [N/mm2])
1 1
2
Cr 2 Mo
1 1
Carbon and carbon-manganese 1 Cr 2 Mo 2 4 Cr 1 Mo
1
V
Temperature 4
C Grade 490
Grade 320, 360, Grade 410 Normalized
Grade 460, 490 Grade 440 Grade 460
410 Annealed and tempered
(see Note)
380 171 227 - - - -
390 155 203 - - - -
400 141 179 - - - -
410 127 157 - - - -
420 114 136 - - - -
430 102 117 - - - -
440 90 100 - - - -
450 78 85 - 196 221 -
460 67 73 - 182 204 -
470 57 63 - 168 186 -
480 47 55 210 154 170 218
490 36 47 177 141 153 191
500 - 41 146 127 137 170
510 - - 121 115 122 150
520 - - 99 102 107 131
530 - - 81 90 93 116
540 - - 67 78 79 100
550 - - 54 69 69 85
560 - - 43 59 59 72
570 - - 35 51 51 59
580 - - - 44 44 46
Note : When tempering temperature exceeds 750C, the values for Grade 410 are to be used.
Section 3
Welded Pressure Pipes
3.1 General electric or induction welding process and, if

required, may be subsequently hot reduced or
3.1.1 Following requirements are applicable to cold finished.
welded pressure pipes in carbon, carbon-
manganese and low alloy steels. 3.2.2 The method of de-oxidation and the
3.1.2 Where it is proposed to use submerged comply with the appropriate requirements given
arc longitudinally welded pipes, details of the in Table 3.2.1.
specification are to be submitted.
3.2.3 Where rimmed steel is used, the strips are
3.2 Manufacture and chemical composition to be rolled in single widths and not slit
longitudinally, except to trim the edges.
3.2.1 Pipes are to be manufactured by the

Chapter 6 Part 2
Table 3.2.1 : Chemical composition of welded pressure pipes
Type of Grade Method Chemical composition of ladle samples %

steel of C Si Mn S P
deoxi- max. max. Residual elements
dation
Any  0.30-
320 - 0.050 0.050
method 0.16 0.70
Carbon
360
(see   0.40-
0.045 0.045
Ni 0.30 max.,
and Note) 0.17 0.35 1.00 Cr 0.25 max.,
carbon- Mo 0.10 max.,
manga- 410 Killed
  0.40-
0.045 0.045 Cu 0.30 max.
0.21 0.35 1.20
nese Total 0.70 max.
460 Killed
  0.80-
0.045 0.045
0.22 0.35 1.40
Ni Cr Mo Cu Sn Al
1
440 Killed
0.10- 0.10- 0.40-
0.040 0.040
0.30 0.70- 0.45- 0.25 0.03 
1 Cr 2 Mo
0.18 0.35 0.70 max. 1.10 0.65 max. max. 0.020
Note : For rimmed steels the carbon content may be increased to 0.19% max.
3.3 Heat treatment

3.4.2 Each pressure pipe selected for test is to
3.3.1 Pipes are to be supplied in the heat be subjected to tensile and flattening or bend
treated condition given in Table 3.3.1. tests.
Table 3.3.1 : Heat treatment : Welded 3.4.3 The results of all mechanical tests are to
pressure pipes comply with the appropriate requirements given
in Table 3.4.1.
Type of steel Condition of supply
Carbon and Normalized (Normalized 3.5 Mechanical properties for design
carbon- and tempered at
manganese the option of the 3.5.1 The mechanical properties at elevated
manufacturer) temperature for carbon and carbon-manganese
steels in Grades 320 [N/mm2] to 460 [N/mm2]
1 Cr 1
Mo Normalized and tempered
2 and 1 Cr 12 Mo steel can be taken from the
appropriate Tables in Sec.2.
3.5.2 Where rimmed steel is used, the design
3.4.1 All pipes are to be presented in batches as temperature is limited to 400C.
defined in Sec.1.
Table 3.4.1 : Mechanical properties for acceptance purposes : Welded pressure pipes
Type of steel Grade Yield stress Tensile Elongation Flattening

[N/mm2] strength on 5.65So% test constant
[N/mm2] minimum C
320 195 320 - 440 25 0.10
Carbon and 360 215 360 - 480 24 0.10
carbon-
410 235 410 - 530 22 0.08
manganese
460 265 460 - 580 21 0.07
1 Cr 1
Mo 440 275 440 - 590 22 0.07
2

Page 9 of 14
___________________________________________________________________________________
Section 4
Boiler and Superheater Tubes
4.1 General 4.4 Mechanical tests
4.1.1 The following requirements are applicable 4.4.1 Tubes are to be presented for test in
for boiler and superheater tubes in carbon, batches as defined in Sec.1.
carbon-manganese and low alloy steels.
4.4.2 Each boiler and superheater tube selected
4.1.2 Austenitic stainless steels may also be for test is to be subjected to at least the
used for this type of service. Where such following:
applications are proposed, details of the
chemical composition, heat treatment and a) Tensile test;
mechanical properties are to be submitted for
consideration and approval. b) Flattening or bending tests at the
manufacturer's option;
4.2 Manufacture and chemical composition
c) Expanding or flanging tests at the
4.2.1 Tubes are to be seamless or welded and manufacturer's option.
are to be manufactured in accordance with the
requirements of Sec.2 and 3 respectively. 4.4.3 The results of all mechanical tests are to
comply with the appropriate requirements given
4.2.2 The method of de-oxidation and the in Table 4.4.1.
comply with the requirements given in Table 4.5 Mechanical properties for design
2.2.1 or Table 3.2.1, as appropriate.
4.5.1 The mechanical properties at elevated
4.3 Heat treatment temperature for carbon and carbon-manganese
steels in Grades 320 [N/mm2] to 460 [N/mm2], 1
4.3.1 All tubes are to be supplied in accordance Cr 12 Mo and 2 14 Cr 1 Mo steels can be taken
with the requirements given in Table 2.3.1 or
from the appropriate Tables in Sec.2.
Table 3.3.1 as appropriate, except that 1 Cr
1
2
Mo steel may be supplied in the normalized 4.5.2 Where rimmed steel is used, the design
only condition when the carbon content does not temperature is limited to 400C.
exceed 0.15 per cent.

Chapter 6 Part 2
Table 4.4.1 : Mechanical properties for acceptance purposes : Boilers and superheater tubes
Bend Drift expanding and flanging

Elongati
test test minimum % increase in
on on Flatten-
Yield Tensile diame- outside diameter
Type of 5.65So ing test
Grade stress strength ter of Ratio : Inside diameter /
steel % con-
[N/mm2] [N/mm2] former Outside diameter
minimu stant C
(t=thick > 0.6 
m
ness)  0.6 > 0.8
0.8
320 195 320-440 25 0.10 4t 12 15 19
Carbon
and 360 215 360-480 24 0.10 4t 12 15 19
carbon-
410 235 410-530 22 0.08 4t 10 12 17
man-
ganese 460 265 460-580 21 0.07 4t 8 10 15
1 Cr
1
440 275 440-590 22 0.07 4t 8 10 15
2
Mo
1
2 4
Cr 410 1 135 410-560 20 0.07 4t 8 10 15
1 Mo 490 2 275 490-640 16 0.07 4t 8 10 15
Notes:
1. Annealed condition
2. Normalized and tempered condition
Section 5
Tubes and Pipes for Low Temperature Services
5.1 Scope 5.2.1 The pipes are to be manufactured

seamless or by a welding process, and may be
5.1.1 This Section gives the requirements for hot or cold finished.
seamless and welded carbon, carbon-
manganese and nickel alloy steel pipes not 5.3 Chemical composition
exceeding 25 [mm] in thickness intended for use
in liquefied gas piping systems where the design 5.3.1 The chemical composition of ladle
temperature is lower than 0C and also for other samples is in general to comply with the
pressure piping systems where guaranteed requirements given in Table 5.3.1. Steels for the
impact properties at low temperature is required. production of tubes and pipes are to be killed.
5.2 Manufacture

Page 11 of 14
___________________________________________________________________________________
Method Chemical composition of ladle sample %

Type of Gra of
C P S Residual
steel de deoxi- Si Mn Ni Al met
dation max. max. max. Elements
0.10- 0.40-  0.015 Cr 0.25
Carbon 360 0.17 0.045 0.045 -
0.35 1.00 see note Cu 0.30
Carbon- 410 Mo 0.10
0.10- 0.60-  0.015 Ni 0.30
mangan & 0.2 0.045 0.045 -
Fully 0.35 1.40 see note Total 0.70
ese 460
killed
0.15- 0.30- 3.25- Cr 0.25
3.5 Ni 440 0.15 0.040 0.040 -
0.35 0.90 3.75 Cu 0.30
0.15- 0.30- 8.50- Mo 0.10
9 Ni 690 0.3 0.040 0.040 - Total 0.60
0.30 0.90 9.50
Note : Where a minimum Almet of 0.015% is specified, the determination of the total aluminium is
acceptable provided that the result is not less than 0.018%.
5.4 Heat treatment

- one flattening test or bend test or ring
5.4.1 Pipes are to be supplied in the condition tensile test
- one drift or one ring expanding test
Table 5.4.1 : Heat treatment where appropriate.
Type of Steel Condition of Supply
- Welded tubes and pipes:
Carbon and Hot finished
Carbon-manganese Normalized - one tensile test on the base material
Normalized and
tempered - one tensile test on the weld for pipes
3.5 Ni Normalized with D  508 [mm]
Normalized and
tempered - one set of impact tests
9 Ni Double normalized
and tempered - two flattening tests or bend tests or one
Quenched and ring tensile test (ERW and IW)
tempered
- one drift or one ring expanding test
5.5 Mechanical tests (ERW and IW) -two bend tests (SAW).
5.5.1 All pipes are to be presented for test in 5.5.4 Ring tensile test may be carried out in
batches as defined in Sec.1 pressure piping conformity with ISO 8495 or other equivalent
systems. standard.
5.5.2 At least two percent of the number of 5.5.5 The impact tests are to consist of a set of
lengths in each batch is to be selected at three Charpy V-notch test specimens cut in the
random for the preparation of the tests. longitudinal direction with the notch
perpendicular to the original surface of the pipe.
5.5.3 Each pipe or tube selected for test is to be The dimension of the test specimens are to be
subjected to following tests: in accordance with the requirements of Ch.2.
Impact testing is not required for wall thickness
- Seamless pipes and tubes: below 6 [mm].
- one tensile test 5.5.6 The impact values are to be determined at

the lowest test temperature specified for the
- one set of impact tests steel grade and the wall thickness in question.

Chapter 6 Part 2
5.5.7 The results of all mechanical tests are to be lower than the required average value given
comply with the appropriate values given in in Table 5.5.1. One individual value may be less
Table 5.5.1. than the required average value provided that it
is not less than 70 per cent of this average
5.5.8 The energy value from a set of three value.
Charpy V-notch impact test specimens is not to
Bend test Charpy V-notch

Elonga-
Yield Tensile Flattening diameter impact tests
Type of tion on
Grade stress strength test of former Test Average
steel 5.65 So%
[N/mm2] [N/mm2] constant C (t=thick- tempera- energy J
min.
ness) ture C minimum
Carbon 360 210 360-480 24 0.10 4t -40 27
Carbon- 410 235 410-530 22 0.08 -50 27
manga- 4t
460 260 460-580 21 0.07 -50 27
nese
3.5 Ni 440 245 440-590 16 0.08 4t -100 27
9 Ni 690 510 690-840 15 0.08 4t -196 39
Section 6
Austenitic Stainless Steel Pressure Pipes
6.1 Scope pipes in the direct quenched condition, a

programme of tests for approval is to be carried
6.1.1 This section gives the requirements for out under the supervision of the Surveyors, and
austenitic stainless steel pipes suitable for use the results are to be to the satisfaction of IRS.
in the construction of the piping systems for
chemicals and for liquefied gases where the 6.2 Manufacture and chemical composition
design temperature is not less than –165C.
6.2.1 Pipes are to be manufactured by a
6.1.2 Austenitic stainless steels are also suitable seamless or a continuous automatic electric
for service at elevated temperatures. Where fusion welding process.
such applications are proposed, details of the
chemical composition, heat treatment and 6.2.2 Welding is to be in a longitudinal direction,
mechanical properties are to be submitted for with or without the addition of filler metal.
consideration and approval. See also Pt.4, Ch.2,
1.9.5. 6.2.3 The chemical composition of the ladle
samples is to comply with the appropriate
6.1.3 Where it is intended to supply seamless requirements of Table 6.2.1.

Page 13 of 14
___________________________________________________________________________________
Type Grade Chemical composition of ladle sample %

of
steel
C Si Mn P S Cr Mo Ni Others
max. max. max.
304L 490 0.03 <1.00 <2.00 0.045 0.030 17.0-19.0 - 9.0-13.0 -
316L 490 0.03 <1.00 <2.00 0.045 0.030 16.0-18.5 2.0-3.0 11.0-14.5 -
321 510 0.08 <1.00 <2.00 0.045 0.030 17.0-19.0 - 9.0-13.0 Ti  5 xC  0.80
347 510 0.08 <1.00 <2.00 0.045 0.030 17.0-19.0 - 9.0-13.0 Nb10 x C1.00
6.3 Heat treatment

6.4.2 Each pipe selected for test is to be
6.3.1 Pipes are generally to be supplied by the subjected to tensile and flattening or bend tests.
manufacturer in the solution treated condition
over their full length. 6.4.3 The results of all mechanical tests are to
comply with the appropriate requirements given
6.3.2 Alternatively, seamless pipes may be in Table 6.4.1.
direct quenched immediately after hot forming,
while the temperature of the pipes is not less Where the design temperature is less than
than the specified minimum solution treatment –105C, impact tests are to be carried out on a
temperature. set of three Charpy V-notch specimens. The
tests are to be made on longitudinal specimens
6.4 Mechanical tests at –196C and the average energy is to be not
less than 41 Joules.
6.4.1 All pipes are to be presented in batches as
defined in Section 1 for Class I and II piping
systems.
Type of Grade 0.2% 1.0% Tensile Elongation Flattening Bend test

steel proof proof strength on 5.65 test diameter of
stress stress [N/mm2] So % constant former
[N/mm2] [N/mm2] minimum (t=thickness)
(see
Note)
304L 490 175 205 490-690 30 0.09 3t
316L 490 185 215 490-690 30 0.09 3t
321 510 195 235 510-710 30 0.09 3t
347 510 205 245 510-710 30 0.09 3t
Note : The 0.2% proof stress values given for information purposes and unless otherwise agreed are not
required to be verified by test.

Chapter 6 Part 2
6.5 Intergranular corrosion tests Chapter 2. The strip test specimens are to be
subjected to a bend test through 90 over a
6.5.1 For materials used for piping systems for mandrel of diameter equal to twice the thickness
chemicals, intercrystalline corrosion tests are to of the test specimen.
be carried out on one per cent of the number of
pipes in each batch, with a minimum of one 6.6 Fabricated pipework
pipe.
6.6.1 Fabricated pipework is to be produced
6.5.2 For pipes with an outside diameter not from material manufactured in accordance with
exceeding 40 [mm], the test specimens are to 6.2, 6.3, 6.4 and 6.5.
consist of a full cross section. For larger pipes,
the test specimens are to be cut as 6.6.2 Welding is to be carried out in accordance
circumferential strips of full wall thickness and with an approved and qualified procedure by
having a width of not less than 12.5 [mm]. In suitably qualified welders.
both cases, the total surface areas is to be
between 15 and 35 [cm2]. 6.6.3 Fabricated pipework may be supplied in
the as-welded condition without subsequent
6.5.3 When required, one test of this type is to solution treatment provided that welding
be carried out for each tensile test. The testing procedure tests have demonstrated satisfactory
is to be carried out in accordance with ASTM material properties including resistance to
A262, practice E, copper-copper sulphate- intercrystalline corrosion.
sulphuric acid or another recognized standard.
The bent specimen is to be free from cracks 6.6.4 In addition, butt welds are to be subjected
indicating the presence of intergranular attack. to 5 per cent radiographic examination for Class
The material for the test is to be taken adjacent I and 2 per cent for Class II pipes.
to that for the tensile test.
6.6.5 Fabricated pipework in the as-welded
6.5.4 After immersion, the full cross-section test condition and intended for systems located on
specimens are to be subjected to a flattening deck is to be protected by a suitable corrosion
test in accordance with the requirements of control coating.
End of Chapter

Page 1 of 5
___________________________________________________________________________________
Chapter 7
Iron Castings
Contents
Section
Section 1
1.1 Scope 1.2.2 Suitable mechanical methods are to be

employed for the removal of surplus material
1.1.1 This Chapter gives the requirements for from the castings. Thermal cutting processes
both grey and spheroidal or nodular graphite are not acceptable, except as a preliminary
iron castings intended for ship and machinery operation to the mechanical methods.
construction.
1.2.3 Where castings of the same type are
1.1.2 All important iron castings, as defined in regularly produced in quantity, the manufacturer
the relevant parts of the Rules dealing with is to make any tests necessary to prove the
design and construction, are to be manufactured quality of the prototype castings and is also to
and tested in accordance with the requirements make periodical examinations to verify the
of Ch.1 and 2 and the requirements given in the continued efficiency of the manufacturing
following paragraphs. technique. The Surveyor is to be given the
opportunity to witness these tests.
1.1.3 As an alternative to 1.1.2, castings which
comply with National or Proprietary 1.3 Quality of castings
specifications may be accepted, provided that
such specifications give reasonable equivalence 1.3.1 Castings are to be free from surface or
to these requirements or otherwise are specially internal defects which could be prejudicial to
approved or required by IRS. their proper application in service. The surface
finish is to be in accordance with good practice
1.1.4 Where small castings are produced in and any specific requirements of the approved
large quantities, the manufacturer may adopt plan.
alternative procedure for testing and inspection,
subject to the approval of IRS. 1.4 Chemical composition
1.1.5 These requirements are applicable only to 1.4.1 The chemical composition of the iron used
castings where the design and acceptance tests is left to the discretion of the manufacturer, who
are related to mechanical properties at ambient is to ensure that it is suitable to obtain the
temperature. For other applications additional mechanical properties specified for the castings.
requirements may be necessary, especially
when the castings are intended for service at 1.5 Heat treatment
low or elevated temperatures.
1.5.1 Except as required by 1.5.2, castings may
1.2 Manufacture be supplied in either the as cast or heat treated
condition.
1.2.1 All castings, as designated in1.1.2, are to
be manufactured at foundries approved by IRS.

Chapter 7 Part 2
Page 2 of 5 Iron Castings
1.5.2 For some applications, such as high 1.6.3 At least one test sample is to be provided
temperature service or where dimensional for each casting or batch of castings. A batch
stability is important, castings may be required consists of castings poured from a single ladle
to be given a suitable tempering or stress of metal provided they are all of similar type and
relieving heat treatment. This is to be carried out dimensions. A batch should not normally exceed
after any refining heat treatment and before two tonnes of fettled castings and a single
machining. The special qualities with 350 casting will constitute a batch if its mass is two
[N/mm2] and 400 [N/mm2] nominal tensile tonnes or more.
strength and impact test are to undergo
ferritizing heat treatment. 1.6.4 For continuous melting of same grade of
cast iron in large tonnages the mass of the
1.5.3 Where it is proposed to locally harden the batch may be increased to the output of two
surface of castings, full details of the proposed hours of pouring. If production is carefully
procedure and specifications are to be monitored by systematic checking of the melting
submitted for approval by IRS. process, such as chill testing, chemical analysis
or thermal analysis, test samples may be taken
1.6 Mechanical tests at longer intervals.
1.6.1 Separately cast test samples are to be 1.6.5 For large castings where more than one
used unless otherwise agreed between the ladle of treated metal is used, additional test
manufacturer and the purchaser. The test samples are to be provided so as to be
samples are generally to be one of the standard representative of each ladle used.
types detailed in Fig.1.6.1, Fig.1.6.2 and
Fig.1.6.3 with a thickness of 25 [mm]. Test 1.6.6 All test samples are to be suitably marked
samples of dimensions, other than as detailed in to identify them with the castings which they
Fig.1.6.1 to Fig.1.6.3 may, however, be specially represent.
required for some components. For grey cast
iron the test samples are to be in the form of 1.6.7 Where castings are supplied in the heat
cylindrical bars of 30 [mm] diameter and of treated condition, the test samples are to be
suitable length. When two or more test samples heat treated together with the castings which
are cast simultaneously in a single mould, the they represent.
bars are to be at least 50 [mm] apart as
indicated in Fig.1.6.4. 1.6.8 The test samples are to be cast in moulds
made from the same type of material as used for
1.6.2 Integrally cast samples may be used when the castings and are not to be stripped from the
a casting is more than 20 [mm] thick and its moulds until the metal temperature is below
mass exceeds 200 [kgs] subject to agreement 500C.
between the manufacturer and the purchaser.
The type and location of the test sample are to 1.6.9 One tensile test specimen is to prepared
be selected to provide approximately the same from each test sample. The dimensions of the
cooling conditions as for the casting it test specimens and the testing procedures used
represents. are to be in accordance with Ch.2.

Page 3 of 5
___________________________________________________________________________________
Fig.1.6.4 : Test sample for grey

cast iron
1.7.1 For grey iron castings, only the tensile

strength is to be determined and the results
obtained are to comply with the minimum value
specified for the castings being supplied. The
specified minimum tensile strength is to be not
less than 200 [N/mm2] and not more than 350
[N/mm2]. The fractured surfaces of all tensile
test specimens are to be granular and grey in
appearance.
1.7.2 For spheroidal or nodular graphite iron

castings the tensile strength and elongation are
to be determined. The results of all tests are to
comply with the requirements of Table 1.7.1, but
subject to any additional requirements of the
relevant construction rules. Typical ranges of
hardness values are also given in Table 1.7.1
and are intended for information purposes.
1.7.3 Retest requirements for tensile tests are to

be in accordance with 1.10 of Chapter 1.
1.8.1 All castings are to be cleaned and

adequately prepared for examination. The
surfaces are not to be hammered, peened or
treated in any way which may obscure defects.

Chapter 7 Part 2
Page 4 of 5 Iron Castings
Table 1.7.1 : Mechanical properties for acceptance purposes (spheroidal or nodular graphite iron)
Typical Impact Energy

0.2% proof
Specified Minimum Elongation Hardness Typical structure
stress (see Test
Tensile Strength on 5.65So Brinell of matrix (see
Note) Temp. J Min.2
[N/mm2] % min. (see para para 1.9.2)
[N/mm2] C
1.7.2)
370 230 17 120 - 180 - - Ferrite
400 250 12 140 - 200 - - Ferrite
500 320 7 170 - 240 - - Ferrite/Pearlite
Ordinary
qualities 600 370 3 190 - 270 - - Ferrite/Pearlite
700 420 2 230 - 300 - - Pearlite
800 480 2 250 - 350 - - Pearlite or
Tempered
Structure
Special 350 220 223 110 - 170 20 17(14) Ferrite
qualities 400 250 183 140 - 200 20 14(11) Ferrite
Notes:
1. For intermediate values of specified minimum tensile strength, the minimum values for 0.2% proof and
elongation may be obtained by interpolation.
2. The average value measured on 3 Charpy V-notch specimens. One result may be below the average value but
not less than the minimum shown in brackets.
3. In the case of integrally cast samples, the elongation may be 2 percentage points less.
1.8.2 Before acceptance, all castings are to be provided that they are taken from the ladle
visually examined including, where applicable, towards the end of the casting period.
the examination of internal surfaces. Unless
otherwise agreed the verification of dimensions 1.9.2 Examination of the samples is to show that
is the responsibility of the manufacturer. at least 90 per cent of the graphite is in a
dispersed spheroidal or nodular form. Details of
1.8.3 Supplementary examination of castings by the typical matrix structure are given in Table
suitable non-destructive testing procedures is 1.7.1 and are intended for information purposes
generally not required except in circumstances only.
where there is reason to suspect the soundness
of the casting. 1.10 Rectification of defective castings
1.8.4 When required by the relevant 1.10.1 At the discretion of the Surveyor, small
construction Rules, castings are to be pressure surface blemishes may be removed by local
tested before final acceptance. grinding.
1.8.5 Cast crankshafts are to be subjected to a 1.10.2 Subject to the prior approval of the
magnetic particle inspection. Crack like Surveyor, castings containing local porosity may
indications are not permitted. be rectified by impregnation with a suitable
plastic filler, provided that the extent of the
1.9 Metallographic examination porosity is such that it does not adversely affect
the strength of the castings.
1.9.1 For spheroidal or nodular graphite iron
castings, a representative sample from each 1.10.3 Repairs by welding are generally not
ladle of treated metal is to be prepared for permitted, but may be considered in special
metallographic examination. These samples circumstances. In such cases, full details of the
may conveniently be taken from the tensile test proposed repair procedure are to be submitted
specimens but alternative arrangement for the for approval prior to commencement of the
provision of the samples may be adopted proposed rectification.

Page 5 of 5
___________________________________________________________________________________
1.11 Identification of castings g) Date of final inspection.
1.11.1 The manufacturer is to adopt a system of 1.11.3 Where small castings are manufactured
identification which will enable all finished in large numbers, modified arrangements for
castings to be traced to the original ladle of identification may be specially agreed with IRS.
treated metal and the Surveyor is to be given full
facilities for so tracing the castings when 1.12 Certification
required.
1.12.1 The manufacturer is to provide the
1.11.2 Before acceptance, all castings which Surveyor with a written statement giving the
have been tested and inspected with following particulars for each casting or batch of
satisfactory results are to be clearly marked by castings which has been accepted:-
the manufacturer with the following particulars:-
a) Purchaser's name and order no;
a) Grade of cast iron;
b) Description of castings and quality of cast
b) Identification number, or other marking iron;
which will enable the full history of the
casting to be traced; c) Identification number;
c) Manufacturer's name or trade mark; d) Results of mechanical tests;
d) IR and the abbreviated name of the local e) Where applicable, details of heat treatment;
office of IRS;
f) Where specially required, the chemical
e) Personal stamp of the Surveyor responsible analysis of the ladle sample;
for inspection;
g) Where applicable, test pressure.
f) Where applicable, test pressure;
End of Chapter

Page 1 of 22
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Chapter 8
Copper Alloys
Contents
Section
2 Castings for Valves and Fittings
3 Castings for Propellers
4 Tubes
Section 1
1.1 Scope 1.1.3 Alternatively, tubes and castings which

comply with National or proprietary
1.1.1 The Rules in this Chapter apply to copper specifications may be accepted provided these
alloys used in castings for valves and fittings, specifications give reasonable equivalence to
propeller castings and tubes. the requirements of this Chapter and provided
that survey is carried out in accordance with the
1.1.2 When required by the relevant parts of the requirements of Ch.1.
Rules, dealing with design and construction,
tubes and castings are to be manufactured and 1.1.4 Where it is proposed to use an alloy which
tested in accordance with the appropriate is not specified in this Chapter, details of
requirements of Ch.1 and 2 and the chemical composition, heat treatment and
requirements of this Chapter. mechanical properties are to be submitted for
approval.
Section 2
Castings for Valves and Fittings
2.1 Scope internal defects, which could be prejudicial to

their proper application in service.
2.1.1 Following requirements make provision for
copper alloy castings for valves, liner bushes 2.4 Chemical composition
and other fittings intended for use in ship and
machinery construction. 2.4.1 The chemical composition is to comply
with the appropriate requirements of Table
2.2 Manufacture 2.4.1.
2.2.1 Approval of Works, as required by Ch.1, 2.4.2 Where a cast is wholly prepared from
for the manufacture of castings, covered by this ingots for which an analysis is already available,
Section, is not required. and provided that no significant alloy additions
are made during melting, the ingot maker's
2.3 Quality of castings certified analysis may be accepted subject to
occasional check tests as requested by the
2.3.1 All castings are to be free from surface or Surveyors.

Chapter 8 Part 2
Page 2 of 22 Copper Alloys
Designation
Cu Sn Zn Pb Ni Mn P Fe Al
90/10 Cu-Sn 9.0- 0.5 0.75 0.5 0.50
Remainder - - -
Phosphor-bronze 11.0 max. max. max. max.
85/5/10 Leaded 2.0 9.0- 2.0 0.10
Remainder 4.0-6.0 - - -
bronze max. 11.0 max. max.
8.5- 1.5 1.0
88/10/2 Gunmetal Remainder 1.0-3.0 - - - -
11.0 max. max.
87/7/3/3 Leaded 2.0
Remainder 6.0-8.0 1.5-3.0 2.5-3.5 - - - -
Gunmetal max.
85/5/5/5 Leaded 2.0
Remainder 4.0-6.0 4.0-6.0 4.0-6.0 - - - -
Gunmetal max.
29.0- 0.5-
70/30 Cu-Ni-Fe Remainder - - - - 0.4-1.0 -
32.0 1.50
9.0-
90/10 Cu-Ni-Fe Remainder - - - 0.5-1.0 - 1.0-1.8 -
11.0
0.10 1.0 0.03 7.0-
Ni-Al-bronze Remainder 3.0-6.0 0.5-4.0 - 2.0-6.0
max. max. max. 11.0
2.5 Heat treatment Surveyor. For liners and bushes, the test
material may be cut from the ends of the
2.5.1 At the option of the manufacturer castings casting.
may be supplied in the 'as cast' or heat treated
condition. 2.6.2 Where castings are supplied in a heat
treated condition, the test samples are to be
2.6 Mechanical tests similarly heat treated prior to the preparation of
the tensile specimens.
2.6.1 The test material may be separately cast
as a keel block sample in accordance with 2.6.3 The results of all tests are to comply with
Fig.3.6.1 or as otherwise agreed with the the appropriate requirements given in Table
2.6.1.
Designation 0.2% proof stress Tensile Strength Elongation on

[N/mm2] minimum [N/mm2] minimum 5.65So% minimum
(see Note)
90/10 Cu-Sn Phosphor-bronze 120 250 15
85/5/10 Leaded bronze 100 200 16
88/10/2 Gunmetal 130 270 13
87/7/3/3 Leaded Gunmetal 130 250 16
85/5/5/5 Leaded Gunmetal 100 200 16
70/30 Cu-Ni-Fe 220 420 20
90/10 Cu-Ni-Fe 160 320 20
Ni-Aluminium bronze 240 590 16
Note:
The 0.2% proof stress values are given for information purposes only and, unless otherwise agreed, are
not required to be verified by test.

Page 3 of 22
___________________________________________________________________________________
2.10.1 Before acceptance, all castings which
2.7.1 All castings must be supplied in a clean have been tested and inspected with
fettled condition. satisfactory results are to be clearly marked with
the following details:
2.7.2 Before acceptance, all castings are to be
presented for visual examination by the a) Identification number, cast number or other
Surveyor. This is to include the examination of markings which will enable the full history of
internal surfaces where applicable. the casting to be traced;
2.7.3 The accuracy and verification of b) IR and the abbreviated name of the IRS
dimensions are the responsibility of the local office;
manufacturer, unless otherwise agreed.
c) Personal stamp of the Surveyor responsible
2.8 Pressure testing for inspection;
2.8.1 Where required by the relevant d) Test pressure, where applicable;

construction Rules, castings are to be pressure
tested before final acceptance. Unless otherwise e) Date of final inspection.
agreed, these tests are to be carried out in the
presence of the Surveyors and are to be to their 2.10.2 Where small castings are manufactured
satisfaction. in large numbers, modified arrangements for
identification may be specially agreed with the
2.9 Rectification of defective castings Surveyor.
2.9.1 Minor surface defects may be removed by 2.11 Certification

grinding provided that the dimensional
tolerances are not exceeded. 2.11.1 The manufacturer is to provide the
Surveyor with a written statement giving the
2.9.2 Proposal to repair a defective casting by following particulars for each casting or batch of
welding are to be submitted to the Surveyor for castings which has been accepted:-
approval before this work is commenced. Such
proposals are to include details of the extent and a) Purchaser's name and order no.;
positions of all defects. The Surveyor is to
satisfy himself the number and size of the b) Description of castings and alloy type;
defects are such that castings can be efficiently
repaired. c) Identification number
2.9.3 A statement and/or sketch detailing the d) Type of heat treatment, where applicable;
extent and position of all weld repairs is to be
prepared by the manufacturer as permanent e) Ingot or cast analysis.
record.
2.11.2 In addition to 2.11.1 the manufacturer is
2.9.4 Weld repairs to liners in copper alloys to provide a signed statement and/or sketch
containing more than 0.5 per cent lead are not detailing the extent and position of all weld
permitted. repairs made to each casting.
2.10 Identification

Chapter 8 Part 2
Section 3
Castings for Propellers
3.1 Scope 3.2.3 Scope of the approval test
3.1.1 These requirements are applicable to the 3.2.3.1 The scope of the approval test is to be
manufacture, inspection and repair procedures agreed upon with IRS. This is to include the
of cast copper alloys propellers, blades and presentation of cast test coupons of the
bosses. propeller materials in question for approval
testing in order to verify that the chemical
3.1.2 These requirements may also be used for composition and the mechanical properties of
the repair of propellers damaged in service, these materials comply with these rules.
subject to prior agreement with IRS
3.2.4 Inspection facilities
3.1.3 Where the use of alternative alloys is
proposed, particulars of chemical composition, 3.2.4.1 The foundry is to have an adequately
mechanical properties and heat treatment are to equipped laboratory, manned by experienced
be submitted for approval. personnel, for the testing of moulding materials
chemical analyses, mechanical testing, and
3.2 Foundry approval microstructural testing of metallic materials and
non-destructive testing. Where testing activities
3.2.1 Approval are assigned to other companies or other
laboratory, additional information required by
3.2.1.1 All propellers and propeller components IRS is to be included.
are to be manufactured by foundries approved
in accordance with Ch.1. Also refer Ch.1, Sec.1, 3.3. Moulding and casting
Cl.1.3.2. The castings are to be manufactured
and tested in accordance with the requirements 3.3.1 Pouring
of these rules.
3.3.1.1 The pouring is to be carried out into
3.2.2 Application for approval dried moulds using degassed liquid metal. The
pouring is to be controlled as to avoid
3.2.2.1 It is the manufacturer’s responsibility to turbulences of flow. Special devices and/or
assure that effective quality, process and procedures must prevent slag flowing into the
production controls during manufacturing are mould.
adhered to within the manufacturing
specification. The manufacturing specification is 3.3.2 Stress relieving
to be submitted to IRS at the time of initial
approval, and is to at least include the following 3.3.2.1 Subsequent stress relieving heat
particulars: treatment may be performed to reduce the
residual stresses. For this purpose, the
a) description of the foundry facilities, manufacturer is to submit a specification
containing the details of the heat treatment to
b) copper alloy material specification, IRS for approval. For stress relieving
temperatures and holding times see Tables
c) runner and feeder arrangements, 3.12.3(a) and (b).
d) manufacturing procedures, 3.4 Quality of castings
e) non-destructive testing 3.4.1 Freedom from defects
f) inspection procedures, and 3.4.1.1 All castings must have a workmanlike

finish and are to be free from defects which
g) repair procedures. would be prejudicial to their proper application in

Page 5 of 22
___________________________________________________________________________________
service. Minor casting defects which may still be
visible after machining such as small sand and 3.6.2.1 The main constituents of the
slag inclusions, cold shuts and scabs are to be microstructure in the copper-based alloys
trimmed off by the manufacturer in accordance categories CU 1 and CU 2 are alpha and beta
with 3.11. phase. Important properties such as ductility and
resistance to corrosion fatigue are strongly
3.4.2 Removal of defects influenced by the relative proportion of beta
phase (too high a percentage of beta phase
3.4.2.1 Casting defects which may impair the having a negative effect on these properties). To
serviceability of the castings, e.g. major non- ensure adequate cold ductility and corrosion
metallic inclusions, shrinkage cavities, blow fatigue resistance, the proportion of beta phase
holes and cracks, are not permitted. They may is to be kept low. The concept of the zinc
be removed by one of the methods described in equivalent is to be used as control since it
3.11 and repaired within the limits and summarizes the effect of the tendency of various
restrictions for the severity zones. Full chemical elements to produce beta phase in the
description and documentation are to be structure.
available for the surveyor.
3.6.2.2 The structure of CU 1 and CU 2 type
3.5 Dimensions, dimensional and alloys must contain an alpha phase component
geometrical tolerances of at least 25 % as measured on a test bar by
the manufacturer. The zinc equivalent defined
3.5.1 The verification of dimensions, the by the following formula is not to exceed a value
dimensional and geometrical tolerances is the of 45 %:
responsibility of the manufacturer. The report on
the relevant examinations is to be submitted to 100 x %Cu
the Surveyor, who may require checks to be Zinc equivalent  100 -
made in his presence.
100  A
3.5.2 Static balancing is to be carried out on all where A is the algebraic sum of the following:
propellers in accordance with the approved
drawing. Dynamic balancing is necessary for 1 x % Sn
propellers running above 500 rpm.
5 x % Al
3.6 Chemical composition and metallurgical
characteristics - 0.5 x % Mn
3.6.1 Chemical composition - 0.1 x % Fe
3.6.1.1. Typical copper propeller alloys are - 2.3 x % Ni.

grouped into the four types CU 1, CU 2, CU 3
and CU 4 depending on their chemical The negative sign in front of the elements Mn,
composition as given in Table 3.6.1. Copper Fe and Ni signifies that these elements tend to
alloys whose chemical composition deviate from reduce the proportion of beta phase.
the typical values of Table 3.6.1 are to be
specially approved by IRS. The manufacturer is The micro structure of alloy types CU 1 and CU
to maintain records of the chemical analyses of 2 is to be verified by determining the proportion
the production casts, which are to be made of alpha phase. For this purpose, at least one
available to the Surveyor. specimen is to be taken from each heat. The
proportion of alpha phase is to be determined as
3.6.2 Metallurgical characteristics the average value of 5 counts.

Chapter 8 Part 2
Table 3.6.1 : Typical chemical compositions of cast copper alloy for propellers
Chemical composition of ladle samples %

Alloy Designation
Cu Sn Zn Pb Ni Fe Al Mn
Grade CU1 Manganese
1.5 0.5 1.0
Bronze (high strength 52 - 62 35 - 40 0.5-2.5 0.5-3.0 0.5-4.0
max. max. max.
brass)
Grade CU2 Ni-
1.5 0.5
Manganese Bronze (high 50 - 57 33 - 38 3.0-8.0 0.5-2.5 0.5-2.0 1.0-4.0
max. max.
strength brass)
Grade CU3 Ni- 0.1 1.0 0.03
77 - 82 3.0-6.0 2.0-6.0 7.0-11.0 0.5-4.0
Aluminium Bronze max. max. max.
Grade CU4 Mn - 1.0 6.0 0.05
70 - 80 1.5-3.0 2.0-5.0 6.5-9.0 8.0-20.0
Aluminium Bronze max. max. max.
3.7 Mechanical properties and tests 3.7.3.1 Tensile tests and specimens are to be in
accordance with Ch.2.
3.7.1 The mechanical properties are to comply
with the values in Table 3.7.1. These values are 3.7.3.2 Generally, the specimens are to be
applicable to test specimens taken from taken from separately cast sample pieces in
separately cast samples in accordance with accordance with 3.7.1. The test samples are to
Figure 3.7.1 or with a recognised standard. be cast in moulds made of the same material as
the mould for the propeller and they are to be
Note : These properties are a measure of the cooled down under the same conditions as the
mechanical quality of the metal in each heat and propeller. At least one tensile test specimen is to
they are generally not representative of the be taken from each ladle. If propellers are
mechanical properties of the propeller casting subjected to a heat treatment the test samples
itself which may be upto 30% lower than that of are to be heat treated together with them.
a separately cast test coupon. For integrally cast
test specimens the requirements are to be 3.7.3.3 Where test specimens are to be taken
specially agreed with IRS. from integrally cast test samples, these are to be
the subject of special agreement with IRS.
3.7.2 Other alloys Wherever possible, the test samples are to be
located on the blades in an area lying between
3.7.2.1 The mechanical properties of alloys not 0.5 to 0.6 R, where R is the radius of the
meeting the minimum values of Table 3.7.1 are propeller. The test sample material is to be
to comply with a specification approved by IRS. removed from the casting by non thermal
procedures.
3.7.3 Tensile tests and specimens
H= 100 mm, B=50 mm, L>150 mm, T=15 mm and D = 25 mm

Fig.3.7.1 : Test sample casting

Page 7 of 22
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Table 3.7.1 : Mechanical properties of cast copper alloys for propellers ( separately cast test
coupons)
Alloy Designation 0.2% proof stress Tensile Strength Elongation on
[N/mm2] minimum [N/mm2] minimum 5.65So%
minimum
Grade CU1 Manganese bronze 175 440 20
Grade CU2 Ni-Manganese bronze 175 440 20
Grade CU3 Ni-Aluminium bronze 245 590 16
Grade CU4 Mn-Aluminium bronze 275 630 18
3.8 Definition of skew, severity zones tip and the shaft centreline and a second line
through the shaft centreline which acts as a
3.8.1 Definition of skew tangent to the locus of the mid-points of the
helical blade section. See Fig.3.8.1.
3.8.1.1 The skew of a propeller is defined as
follows: High skew propellers have a skew angle greater
than 25, low skew propellers a skew angle of
The maximum skew angle of a propeller blade is up to 25.
defined as the angle, in projected view of the
blade, between a line drawn through the blade
Fig.3.8.1 : Definition of skew angle

Chapter 8 Part 2
3.8.2 Severity zones procedure are to be submitted for each instance

in order to obtain such approval.
In order to relate the degree of inspection to the
criticality of defects in propeller blades and to Zone C is a region in which the operating
help reduce the risk of failure by fatigue cracking stresses are low and where the blade
after repair, propeller blades are divided into the thicknesses are relatively small so that repair
three severity zones designated A, B and C. welding is safer and, if made in accordance with
an approved procedure is freely permitted.
Zone A is the region carrying the highest
operating stresses and which, therefore, 3.8.2.1 Low-skew propellers
requires the highest degree of inspection.
Generally, the blade thicknesses are greatest in Zone A is in the area on the pressure side of the
this area giving the greatest degree of restraint blade, from and including the fillet to 0.4R, and
in repair welds and this in turn leads to the bounded on either side by lines at a distance
highest residual stresses in and around any 0,15 times the chord length Cr from the leading
repair welds. High residual tensile stresses edge and 0.2 times Cr from the trailing edge,
frequently lead to fatigue cracking during respectively (see Fig. 3.8.2).Where the hub
subsequent service so that relief of these radius (Rb) exceeds 0.27R, the other boundary
stresses by heat treatment is essential for any of zone A is to be increased to 1.5Rb.
welds made in this zone. Welding is generally
not permitted in Zone A and will only be allowed Zone A also includes the parts of the separate
after special consideration. Every effort is to be cast propeller hub which lie in the area of the
made to rectify a propeller which is either windows as described in Fig. 3.8.4 and the
defective or damaged in this area without flange and fillet area of controllable pitch and
recourse to welding even to the extent of built-up propeller blades as described in Fig.
reducing the scantlings, if this is acceptable. If a 3.8.5.
repair using welding is agreed, postweld stress
relief heat treatment is mandatory. Zone B is on the pressure side the remaining
area up to 0.7R and on the suction side the area
Zone B is a region where the operating stresses from the fillet to 0.7R (see Fig. 3.8.1).
may be high. Welding is to preferably be
avoided but generally is allowed subject to prior Zone C is the area outside 0.7R on both sides of
approval from IRS. Complete details of the the blade. It also includes the surface of the hub
defect / damage and the intended repair of a monoblock propeller and all the surfaces of
the hub of a controllable pitch propeller other
than those designated Zone A above.

Page 9 of 22
___________________________________________________________________________________
Fig.3.8.2 : Severity zones for integrally cast low skew propellers
3.8.2.2 High-skew propellers of the chord length from the leading edge at 0.4
R. It also includes an area along the trailing
Zone A is the area on the pressure face edge on the suction side of the blade from the
contained within the blade root-fillet and a line root to 0.9 R and with its inner boundary at 0.15
running from the junction of the leading edge of the chord lengths from the trailing edge. Zone
with the root fillet to the trailing edge at 0.9 R B constitutes the whole of the remaining blade
and at passing through the mid-point of the surfaces. Zone A and B are illustrated in Fig.
blade chord at 0.7 R and a point situated at 0.3 3.8.3.

Chapter 8 Part 2
Fig.3.8.3 : Severity zones in blades with skew angles greater than 25o
Fig.3.8.4 : Severity zones for controllable pitch propeller boss

Page 11 of 22
___________________________________________________________________________________
Fig.3.8.5 : Severity zones for controllable pitch and built-up propeller
Note:
The remaining surface of the propeller blades is to be divided into the severity zones as given for solid
cast propellers (Fig. 3.8.2 and Fig. 3.8.3)
3.9 Non-destructive testing The acceptance criteria are specified in 3.10.

The severity zone A is to be subjected to a liquid
3.9.1 Qualification of personnel involved in NDT penetrant testing in the presence of the
Surveyor.
3.9.1.1 Refer to IRS Classification Note: In zones B and C the liquid penetrant testing is
“Requirements for NDT Suppliers”. to be performed by the manufacturer and may
be witnessed by the Surveyor upon his request.
3.9.2 Visual testing If repairs have been made either by grinding,
straightening or by welding the repaired areas
3.9.2.1 All finished castings are to be 100% are additionally to be subjected to the liquid
visually inspected by the manufacturer. Castings penetrant testing independent of their location
are to be free from cracks, hot tears or other and/or severity zone.
imperfections which, due to their nature, degree
or extent, will interfere with the use of the 3.9.4 Radiographic and ultrasonic testing
castings. A general visual examination is to be
carried out by the Surveyor. 3.9.4.1 When required by IRS or when deemed
necessary by the manufacturer, further non-
3.9.3 Liquid penetrant testing destructive testing (e.g. radiographic and/or
ultrasonic testing) are to be carried out. The
3.9.3.1 Liquid penetrant testing procedure is to acceptance criteria or applied quality levels are
be submitted to IRS and is to be in accordance to be agreed between the manufacturer and IRS
with ISO 3452-1:2013 or a recognized standard. in accordance with a recognized standard.

Chapter 8 Part 2
Note: due to the attenuating effect of ultrasound

within cast copper alloys, ultrasonic testing may Non-linear indication: an indication with a
not be practical in some cases, depending on largest dimension less than three times its
the shape/type/thickness, and grain-growth smallest dimension (i.e. l < 3 w).
direction of the casting.
Linear indication: an indication with a largest
In such cases, effective ultrasound penetration dimension three or more times its smallest
into the casting is to be practically demonstrated dimension (i.e. l ≥ 3 w).
on the item. This would normally be determined
by way of back-wall reflection, and/or target Aligned indications:
features within the casting.
a) Non-linear indications form an alignment
3.10 Acceptance criteria for liquid penetrant when the distance between indications is less
testing than 2 [mm] and at least three indications are
aligned. An alignment of indications is
3.10.1 Definitions of liquid penetrant considered to be a unique indication and its
indications length is equal to the overall length of the
alignment.
Indication: In the liquid dye penetrant
inspection testing an indication is the presence b) Linear indications form an alignment when
of detectable bleed-out of the penetrant liquid the distance between two indications is
from the material discontinuities appearing at smaller than the length of the longest
least 10 minutes after the developer has been indication.
applied.
Illustration of liquid penetrant indication is given
Relevant indication: Only indications which in Fig. 3.10.1.
have any dimension greater than 1.5 mm are to
be considered relevant for the categorization of
indications.

Page 13 of 22
___________________________________________________________________________________
Fig.3.10.1 : Shape of indications

Chapter 8 Part 2
Table 3.10.2 : Allowable number and size of relevant indications in a reference area of 100 [cm2],
depending on severity zones1)
Severity zones Max. total Type of Max. number of Max. acceptable

number of indication each type 1)2) value for "a" or
indications "l" of indications
[mm]
A 7 Non-Linear 5 4
Linear 2 3
Aligned 2 3
B 14 Non-Linear 10 6
Linear 4 6
Aligned 4 6
C 20 Non-Linear 14 8
Linear 6 6
Aligned 6 6
Notes:
1) Singular non-linear indications less than 2 [mm] for zone A and less than 3 [mm] for the other zones
are not considered relevant.
2) The total number of non-linear indications may be increased to the max. total number, or part
thereof, represented by the absence of linear or aligned indications.
3.10.2 Acceptance standard 3.11.2 Repair procedures
3.10.2.1 The surface to be inspected is to be a) In general the repairs are to be carried out
divided into reference areas of 100 [cm2] . Each by mechanical means, e.g. by grinding,
reference area may be square or rectangular chipping or milling. Welding may be applied
with the major dimension not exceeding 250mm. subject to the agreement with IRS if
requirements of 3.11.3, 3.11.4 and/or 3.11.5
The area is to be taken in the most unfavourable will be complied with.
location relative to the indication being
evaluated. b) After milling or chipping grinding is to be
applied for such defects which are not to be
The relevant indications detected, with respect welded. Grinding is to be carried out in such
to their size and number, are not to exceed the a manner that the contour of the ground
values given in the Table 3.10.2. depression is as smooth as possible in
order to avoid stress concentrations or to
3.10.2.2 Areas which are prepared for welding minimise cavitation corrosion. Complete
are, independent of their location, always to be elimination of the defective material is to be
assessed according to Zone A. The same verified by liquid penetrant testing.
applies to the welded areas after being finished
machined and/or ground. c) Welding of areas less than 5 [cm2] is to be
avoided.
3.11.3 Repair of defects in zone A
3.11.1 Definitions
a) In zone A, repair welding will generally not
3.11.1.1 Indications exceeding the acceptance be allowed unless specially approved by
standard of Table 3.10.2, cracks, shrinkage IRS. In some cases the propeller designer
cavities, sand, slag and other non-metallic may submit technical documentation to
inclusions, blow holes and other discontinuities propose a modified zone A based on
which may impair the safe service of the detailed hydrodynamic load and stress
propeller are defined as defects and must be analysis for consideration by IRS.
repaired.

Page 15 of 22
___________________________________________________________________________________
b) Grinding may be carried out to an extent welders who are qualified to a recognized
which maintains the blade thickness of the standard. Welding Procedure Qualification Tests
approved drawing. are to be carried out in accordance with 3.16
and witnessed by the Surveyor.
c) The possible repair of defects which are
deeper than those referred to above will be 3.12.2 Defects to be repaired by welding are to
specially considered by IRS. be ground to sound material according to 3.11.2.
3.11.4 Repair of defects in zone B 3.12.2.1 The welding grooves are to be

prepared in such a manner which will allow a
a) Defects that are not deeper than dB = (t/40) good fusion of the groove bottom. The resulting
[mm] (t = minimum local rule thickness ground areas are to be examined in the
[mm]) or 2 [mm] (whichever is greater) presence of the Surveyor by liquid penetrant
below minimum local rule thickness is to be testing in order to verify the complete elimination
removed by grinding. of defective material.
b) Those defects that are deeper than 3.12.3 Welding repair procedure
allowable for removal by grinding may be
repaired by welding. 3.12.3.1 Metal arc welding is recommended to
be used for all types of welding repair on cast
3.11.5 Repair of defects in zone C copper alloy propellers.
In zone C, repair welds are generally permitted. Arc welding with coated electrodes and gas-
shielded metal arc process (GMAW) are
3.11.6 Repair documentation generally to be applied. Argon-shielded tungsten
welding (GTAW) is to be used with care due to
3.11.6.1 The foundry is to maintain records of the higher specific heat input of this process.
inspections, welding, and any subsequent heat
treatment, traceable to each casting. Before Recommended filler metals, pre-heating and
welding is started, full details of the extent and stress relieving temperatures are listed in Table
location of the repair, the proposed welding 3.12.3(a).
procedure, heat treatment and subsequent
inspection procedures are to be submitted to 3.12.3.2 All propeller alloys are generally to be
IRS for approval. welded in down-hand (flat) position. Where this
cannot be done, gas-shielded metal arc welding
3.12 Welding repair procedure is to be carried out.
3.12.1 General requirements The section to be welded is to be clean and dry.

Flux-coated electrodes are to be dried before
3.12.1.1 Before welding is started, manufacturer welding according to the maker's instructions.
is to submit to IRS a detailed welding procedure
specification covering the weld preparation, To minimize distortion and the risk of cracking,
welding parameters, filler metals, preheating interpass temperatures are to be kept low
and post weld heat treatment and inspection especially in the case of CU3 alloys.
procedures.
Slag, undercuts and other defects are to be
3.12.1.2 All weld repairs are to be carried out in removed before depositing the next run.
accordance with qualified procedures, and, by

Chapter 8 Part 2
Table 3.12.3(a) : Recommended filler metals and heat treatments
Alloy type Filler metal Preheat Interpass Stress relief Hot

temp.C [min] temp.C [max] temp.C straightening
temp.C
Al-bronze 1)
CU1 150 300 350 - 500 500 - 800
Mn-bronze
Al-bronze
CU2 150 300 350 - 550 500 - 800
Ni-Mn-bronze
Al-bronze
CU3 Ni-Al-bronze 2) 50 250 450 - 500 700 - 900
Mn-Al-bronze
CU4 Mn-Al-bronze 100 300 450 - 600 700 - 850
Notes:
1) Ni-Al-bronze and Mn-Al-bronze are acceptable.
2) Stress relieving not required, if filler metal Ni-Al-bronze is used.
Table 3.12.3(b) : Soaking times for stress relief heat treatment of copper alloy propellers
Alloy grade CU1 and CU2 Alloy grade CU3 and CU4
Max. Max.
Stress relief Hours per 25 Hours per 25
recommended recommended
temp.C [mm] thickness [mm] thickness
total time hours total time hours
350 5 15 - -
400 1 5 - -
450 1/2 2 5 15
500 1/4 1 1 5
550 1/4 1.2 1/2 1) 2 1)
600 - - 1/4 1) 1 1)
Note 1) 550C and 600C only applicable for CU4 alloys
3.12.3.3 All welding work is to be carried out 3.12.3.5 The soaking times for stress relief heat
preferably in the shop free from draughts and treatment of copper alloy propellers is to be in
influence of the weather. accordance with Table 3.12.3(b). The heating
and cooling is to be carried out slowly under
3.12.3.4 With the exception of alloy CU3 (Ni-Al- controlled conditions. The cooling rate after any
bronze) all weld repairs are to be stress relief stress relieving heat treatment is not to exceed
heat treated, in order to avoid stress corrosion 50C/hr until the temperature of 200C is
cracking. However, stress relief heat treatment reached.
of alloy CU3 propeller castings may be required
after major repairs in zone B (and specially 3.13 Straightening
approved welding in Zone A) or if a welding
consumable susceptible to stress corrosion 3.13.1 Application of load
cracking is used. In such cases the propeller is
to be either stress relief heat treated in the For hot and cold straightening purposes, static
temperature 450 to 500C or annealed in the loading only is to be used.
temperature range 650 - 800C, depending on
the extent of repair, see Table 3.12.3(a).

Page 17 of 22
___________________________________________________________________________________
3.13.2 Hot straightening f) Ice class symbol, where applicable
Weld repaired areas may be subject to hot g) Skew angle for high skew propellers.
straightening, provided it can be demonstrated
that weld properties are not impaired by the hot 3.15 Manufacturer’s Certificates
straightening operations.
3.15.1 For each casting propeller the
Straightening of a bent propeller blade or a pitch manufacturer is to supply to the Surveyor a
modification is to be carried out after heating the certificate containing the following details:
bent region and approximately 500 [mm] wide
zones on either side of it to the suggested a) Purchaser and order number
temperature range given in Table 3.12.3.(a).
b) Shipbuilding project number, if known
The heating is to be slow and uniform and the
concentrated flames such as oxy-acetylene and c) Description of the casting with drawing
oxy-propane are not to be used. Sufficient time number
is be allowed for the temperature to become
fairly uniform through the full thickness of the d) Diameter, number of blades, pitch, direction
blade section. The temperature is to be of turning
maintained within the suggested range
throughout the straightening operation. A e) Grade of alloy and chemical composition of
thermocouple instrument or temperature each heat
indicating crayons are to be used for measuring
the temperature. f) Heat or casting number
3.13.3 Cold straightening g) Final weight
Cold straightening is to be used for minor h) Results of non-destructive tests and details of
repairs of tips and edges only. Cold test procedure where applicable
straightening on CU1, CU2 and CU4 bronze is
always to be followed by a stress relieving heat i) Portion of alpha-structure for CU 1 and CU 2
treatment, See Table 3.12.3(a). alloys
3.14 Identification and marking k) Results of the mechanical tests
3.14.1 Identification l) Casting identification Number.
3.14.1.1 The manufacturer is to adopt a system m) Skew angle for high skew propellers, see
for the identification of all castings, which enable 3.8.1.
the material to be traced to its original cast. The
Surveyor is to be given full facilities for so 3.16 Welding procedure qualification tests
tracing the castings when required. for repair of cast copper alloy propeller
3.14.2 Marking 3.16.1 General
3.14.2.1 Each finished casting propeller is to be 3.16.1.1 This sub-section includes the
marked by the manufacturer at least with the requirements for qualification tests of welding
following particulars: procedures intended for the repair of cast
copper alloy propellers.
a) Grade of cast material or corresponding
abbreviated designation 3.16.1.2 For the welding procedure approval the
welding procedure qualification tests are to be
b) Manufacturer’s mark carried out with satisfactory results. The
qualification tests are to be carried out with the
c) Heat number, casting number or another same welding process, filler metal, preheating
mark enabling the manufacturing process to be and stress-relieving treatment as those intended
traced back applied by the actual repair work. Welding
procedure specification (WPS) is to refer to the
d) Date of final inspection test results achieved during welding procedure
qualification testing.
e) IRS certificate number

Chapter 8 Part 2
3.16.1.3 Welding procedures qualified at a

manufacturer are valid for welding in workshops Table 3.16.3.1 : Type of tests and extent of
under the same technical and quality testing
management. Type of test 1) Extent of testing
Visual testing 100% as per 3.16.2
3.16.2 Test piece and welding of sample Liquid penetrant 100% as per 3.16.2
testing
3.16.2.1 The test assembly, consisting of cast Transverse tensile Two specimens as
samples, is to be of a size sufficient to ensure a test per 3.16.3
reasonable heat distribution and according to Macro examination Three specimens as
Fig. 3.16.2.1 with the minimum dimensions. A per 3.16.4
test sample of minimum 30 mm thickness is to Note 1: bend or fracture test are at the
be used. discretion of IRS.
3.16.2.2 Preparation and welding of test pieces
are to be carried out in accordance with the
general condition of repair welding work which it
represents.
3.16.2.3 Welding of the test assemblies and

testing of test specimens are to be witnessed by
the Surveyor.
Fig.3.16.3.1 : Test Specimen
3.16.3.2 Non-destructive testing

1: Joint preparation and fit-up as detailed in the
preliminary welding procedure specification
.1 The test assembly is to be examined by visual
a: minimum value 150mm
and liquid penetrant testing prior to the cutting of
b: minimum value 300mm
test specimen. In case, that any post-weld heat
t: material thickness.
treatment is required or specified, non-
destructive testing is to be performed after heat
Fig.3.16.2.1 : Test piece for welding repair
treatment. No cracks are permitted.
procedure
Imperfections detected by liquid penetrant
testing are to be assessed in accordance with
3.16.3 Examination and tests
3.10.
3.16.3.1 Test assembly is to be examined non-
3.16.3.3 Tensile test:
destructively and destructively in accordance
with the Table 3.16.3.1 and Fig. 3.16.3.1.
.1 Two tensile tests are to be prepared as

Page 19 of 22
___________________________________________________________________________________
shown in Ch.2. Alternatively tensile test regarded as not capable of complying with the
specimens according to recognized standards requirements without modification.
acceptable to IRS may be used. The tensile
strength is to meet the values given in Table .3 If a tensile test specimen fails to meet the
3.16.3.3. requirements, the re-testing is to be in
accordance with Ch.2.
3.16.3.4 Macroscopic examination
.4 If there is a single hardness value above the
Three test specimens are to be prepared and maximum values allowed, additional hardness
etched on one side to clearly reveal the weld tests are to be carried out (on the reverse of the
metal, the fusion line and the heat affected zone specimen or after sufficient grinding of the
(Figure 3.16.3.1). A suitable etchant for this tested surface). None of the additional hardness
purpose is: values is to exceed the maximum hardness
values required.
5 g iron (III) chloride
30 ml hydrochloric acid (cone) .5 The re-testing of Charpy impact specimens
100 ml water. are to be carried out in accordance with Ch.2.
The test specimens are to be examined for .6 Where there is insufficient welded assembly
imperfections present in the weld metal and the remaining to provide additional test specimens,
heat affected zone. Cracks and lack of fusion a further assembly is to be welded using the
are not permitted. Imperfections such as same procedure to provide the additional
pores, or slag inclusions, greater than 3 [mm] specimens.
are not permitted.
3.16.4 Test record
Table 3.16.3.3 : Required tensile strength 3.16.4.1 Welding conditions for test assemblies
values and test results are to be recorded in welding
procedure qualification record. Forms of welding
Alloy Type Tensile strength procedure qualification records may be in
[N/mm2] min accordance with recognised standards.
CU 1 370
3.16.4.2 A statement of the results of assessing
CU 2 410
each test piece, including repeat tests, is to be
CU 3 500 made for each welding procedure qualification
CU 4 550 records. The relevant items listed for the WPS
are to be included.
3.16.3.5 Re-testing 3.16.4.3 The welding procedure qualification

record is to be signed by the Surveyor
.1 If the test piece fails to comply with any of the witnessing the test and is to include the IR
requirements for visual or non-destructive identification.
testing one further test piece is to be welded and
subjected to the same examination. If this 3.16.5 Range of approval
additional test piece does not comply with the
relevant requirements, the pWPS (preliminary 3.16.5.1 General
welding procedure specification) is to be
regarded as not capable of complying with the .1 All the conditions of validity stated below are
requirements without modification. to be met independently of each other. Changes
outside of the ranges specified are to require a
.2 If any test specimens fail to comply with the new welding procedure test. A qualification of a
relevant requirements for destructive testing due WPS obtained by a manufacturer is valid for
to weld imperfections only, two further test welding in workshops or sites under the same
specimens are to be obtained for each one that technical and quality control of that
failed. These specimens can be taken from the manufacturer.
same test piece if there is sufficient material
available or from a new test piece, and are to be 3.16.5.2 Base metal
subjected to the same test. If either of these
additional test specimens does not comply with .1 The range of qualification related to base
the relevant requirements, the pWPS is to be metal is given in Table 3.16.5.2.

Chapter 8 Part 2
.1 The approval is only valid for the welding

Table 3.16.5.2 : Range of qualification for process used in the welding procedure test.
base metal Single run is not qualified by multi-run butt weld
Copper alloy Range of approval test used in this section
material grade used
for qualification 3.16.5.6 Filler metal
CU1 CU1
CU2 CU1& CU2 .1 The approval is only valid for the filler metal
CU3 CU3 used in the welding procedure test.
CU4 CU4
3.16.5.7 Heat input
3.16.5.3 Thickness
.1 The upper limit of heat input approved is 25%
.1 The qualification of a WPS carried out on a greater than that used in welding the test piece.
weld assembly of thickness t is valid for the The lower limit of heat input approved is 25%
thickness range given in Table 3.16.5.3. lower than that used in welding the test piece.
Table 3.16.5.3 : Range of qualification for 3.16.5.8 Preheating and interpass temperature
thickness
Thickness of the Range of approval .1 The minimum preheating temperature is not
test piece, t (mm) to be less than that used in the qualification test.
30≤t ≥3 mm The maximum interpass temperature is not to be
higher than that used in the qualification test.
3.16.5.4 Welding position
3.16.5.9 Post-weld heat treatment
.1 Approval for a test made in any position is
The heat treatment used in the qualification test
restricted to that position.
is to be specified in pWPS. Soaking time may be
adjusted as a function of thickness.
3.16.5.5 Welding process
Section 4
Tubes
4.1 Scope 4.1.4 At the discretion of the Surveyor, modified

testing procedure may be adopted for small
4.1.1 Following requirements make provision for quantities of materials. In such cases, these
copper and copper alloy tubes intended for use may be accepted on the manufacturer's
in heat exchangers, condensers and pressure declared chemical composition and hardness
piping systems. tests or other evidence of satisfactory
properties.
4.1.2 Except for pipes for Class lll pressure
systems (as defined in Pt.4, Ch.2) all pipes and 4.1.5 Pipes for Class lll pressure systems are to
tubes are to be manufactured and tested in be manufactured and tested in accordance with
accordance with the requirements of Ch.1 and 2 the requirements of an acceptable national/
of this Part and the requirements of this Section. international specification. The manufacturer's
test certificate will be acceptable and is to be
4.1.3 Pipes and tubes which comply with provided for each consignment of material.
national/international or proprietary specifica-
ions may be accepted provided that these 4.2 Manufacture
specifications give reasonable equivalence to
the requirements of this Section or are otherwise 4.2.1 Approval of Works, as required by Ch.1,
specifically approved for a specific application for the manufacture of copper and copper alloy
and provided that survey is carried out in tubes is generally not required.
accordance with Ch.1 of this Part.

Page 21 of 22
___________________________________________________________________________________
4.2.2 Unless otherwise agreed tubes shall be additionally be required to be given a suitable
solid drawn. stress relieving heat treatment when subjected
to a cold straightening operation after annealing.
4.3 Quality
4.3.1 Tubes are to have a workmanlike finish
and are to be clean and free from such surface 4.6.1 The tubes are to be presented in lots of
and internal defects as can be established by 600 tubes or 900 [Kg], whichever is greater.
the specified tests. Each lot is to contain tubes of the same
dimensions, material grade and in the same
4.3.2 The tubes are to be supplied in straight state of heat treatment. From each lot 2 tubes
lengths, and the ends are to be cut clean and are to be selected for testing.
square with the axis of the tube.
4.6.2 Following tests are to be carried out on
4.3.3 The tolerance on wall thickness and each tube selected for testing in accordance
diameter of pipes and tubes are to be in with the requirements of Ch.2:
accordance with an acceptable national/
international standard. a) Tensile test;
4.4 Chemical composition b) Flattening test;
4.4.1 The chemical analysis is to comply with c) Drift Expanding test.

the requirements of Table 4.4.1. Residual
elements are not to be present in amounts 4.6.3 Flattening test is to be carried out until the
greater than specified in an acceptable interior surfaces of the tube meet.
national/international standard.
4.6.4 For the drift-expanding test, the mandrel is
4.5 Heat treatment to have an included angle of 45.
4.5.1 All tubes are to be supplied in the 4.6.5 The results of all mechanical tests are to
annealed condition. Aluminium brass tubes may comply with the requirements of Table 4.6.1.
Table 4.4.1 : Chemical composition of tubes 1)
Designation
Cu Fe Ni Zn As Al Mn P Pb
Phosphorus
99.90 2) 0.013-
deoxidised non- - - - - - - -
min. 0.050
arsenical copper
Phosphorus
99.20 2) 0.30- 0.013-
deoxidised - - - - - -
min. 0.50 0.050
arsenical copper
0.02- 1.8-
Al-brass 76.0-79.0 - - Remainder - - -
0.06 2.3
Copper-nickel 9.0-
Remainder 1.0-1.8 - - - 0.5-1.0 - -
90/10 11.0
Copper-nickel 30.0-
Remainder 0.4-1.0 - - - 0.5-1.5 - -
70/30 32.0
Notes:
1) Table shows essential alloying elements only

2) Includes silver also.

Chapter 8 Part 2
Designation 0.2% proof Tensile strength 5.65So% Drift

stress [N/mm2] [N/mm2] minimum expansion test
minimum minimum % minimum
Phosphorus deoxidised non-
100 220 35 30
arsenical copper
Phosphorus deoxidised
100 220 35 30
arsenical copper
Al-brass 110 320 35 30
Copper-nickel 90/10 100 270 30 30
Copper-nickel 70/30 120 360 30 30

Unless otherwise stated the pressure need not
4.7.1 All pipes are to be presented for visual be greater than 7.0 [N/mm2].
examination and verification of dimensions. The
manufacturer is to provide adequate lighting 4.9.2 The test pressure is to be maintained for
conditions to enable an internal and external sufficient time to permit proof and inspection.
examination of the tubes to be carried out. Unless otherwise agreed, the manufacturer's
certificate of satisfactory hydraulic test will be
4.8 Stress cracking test accepted subject to 10 per cent of the tubes
being retested in the presence of the Surveyor.
4.8.1 This test is applicable to aluminium brass If one of the tubes in a batch does not pass the
only. Mercurous Nitrate Test or alternatively at test, it will be rejected, and all other tubes in the
the express agreement between purchaser and batch are to be retested.
manufacturer Ammonia Vapour Cracking Test
are to be carried out on test specimen to prove 4.10 Identification
that the tubes are free from internal stresses.
The tests are to be carried out in accordance 4.10.1 Tubes are to be clearly marked by the
with an acceptable national/international manufacturer in accordance with the
standard. requirements of Ch.1, with at least the following
details:
4.8.2 Should a specimen reveal cracks when
tested, the manufacturing batch shall be a) IR;
rejected. The manufacturer shall be free to
submit the batch to renewed heat treatment b) Manufacturer's name or trade mark;
before presenting it for retesting.
c) Grade of material.
4.9 Hydraulic test
4.10.2 Identification is to be by rubber stamp or
4.9.1 All tubes are to be hydraulically tested by stencil. Hard stamping is not to be used.
the manufacturer to the following pressure:
4.11 Certification
5 x t x Rm 4.11.1 The manufacturer is to provide the
P
D Surveyor with a written statement giving the
where, following particulars for each lot of material
accepted:-
P = Test pressure;
a) Purchaser's name and Order no.;
t = nominal wall thickness; b) Grade of material;
c) Description and dimensions;
D = nominal outside diameter; d) Cast number and chemical composition;
e) Mechanical test results and results of stress
Rm = Tensile strength in accordance with Table cracking tests where applicable.
4.6.1.
End of Chapter

Page 1 of 16
___________________________________________________________________________________
Chapter 9
Aluminium Alloys
Contents
Section
1 General
2 Wrought Aluminium Alloys
3 Aluminium Alloy Castings
4 Aluminium/Steel Transition Joints
Section 1
General
1.1 Scope 1.1.4 The numerical designation (grade) of

aluminium alloys and the temper designation are
1.1.1 This Chapter specifies the requirements based on those of the Aluminium Association.
for wrought aluminium alloys for structural
applications, aluminium alloy castings and Temper conditions (delivery heat treatment) are
aluminium/steel transition joints intended for use as defined in EN 515 Or ANSI H35.1.
in ship and machinery construction.
1.1.5 When required by the relevant Chapters of
1.1.2 This Chapter is not applicable to the Rules dealing with design and construction,
aluminium alloys for forgings and to the use of structural aluminium alloys, aluminium alloy
aluminium alloys at low temperature for castings and aluminium/steel transition joints are
cryogenic applications. For these products to be manufactured and tested in accordance
suitable alloys which comply with recognized with the appropriate requirements of Ch.1 and 2
standards may be used. and those detailed in this Chapter.
1.1.3 These requirements are applicable to 1.1.6 Consideration may be given to aluminium
wrought aluminium alloy products within a alloys not specified in this chapter and to
thickness range of 3 [mm] and 50 [mm] alternative temper conditions, complying with
inclusive. The application of aluminium alloys recognized national or international standards
products outside this thickness range requires with specifications equivalent to the
prior agreement of IRS. requirements of this chapter.

Chapter 9 Part 2
Page 2 of 16 Aluminium Alloys
Section 2
Wrought Aluminium Alloys
2.1 Scope 2.3 Quality of materials
2.1.1 This Section deals with wrought aluminium 2.3.1 Materials are to be free from surface or
alloys for structural applications including plates, internal defects of such a nature as would be
sections, tubes, bars and rivet bars and rivets. harmful in service.
2.1.2 Wrought aluminium alloys are to have a 2.4 Dimensional tolerances

satisfactory resistance to corrosion in marine
environment. Grades for welded structures are 2.4.1 The dimensional tolerances are to be in
to be weldable, applying one of the welding accordance with Table 2.4.1, Table 2.4.2 and
methods approved by IRS. Table 2.4.3 and are minimum requirements.
2.1.3 The alloy grades 6005A, 6061 of the 6000 2.4.2 Dimensional tolerances other than those
series should not be used in direct contact with given in Table 2.4.1, Table 2.4.2 and Table 2.4.3
sea water unless protected by anodes and/or are to comply with a recognized national or
paint system. international standard.
2.2 Manufacture 2.5 Chemical composition
2.2.1 Aluminium alloys are to be manufactured 2.5.1 Samples for chemical analysis are to be
at Works approved by IRS. Also refer Chapter 1, taken representative of each cast, or the
Section 1, Cl. 1.3.2. equivalent where a continuous melting process
is involved.
2.2.2 The alloys may be cast either in ingot
moulds or by an approved continuous casting 2.5.2 The chemical composition of these
process. Plates are to be formed by rolling and samples is to comply with the requirements of
may be hot or cold finished. Bars and sections Table 2.5.1.
may be formed by rolling, extrusion or drawing.
Table 2.4.1 : Under thicknesses tolerances for rolled products
Thickness tolerances for nominal width [mm]

Nominal thickness [t] w  1500 1500 < w  2000 2000 < w  3500
[mm]
3.0  t < 4.0 0.10 0.15 0.15
4.0  t < 8.0 0.20 0.20 0.25
8.0  t < 12.0 0.25 0.25 0.25
12.0  t < 20.0 0.35 0.40 0.50
20.0  t < 50.0 0.45 0.50 0.65
Table 2.4.2 : Under thicknesses tolerances for extruded open profiles
Thickness tolerances for nominal thicknesses for a diameter of the

circumscribing circle [mm]
Nominal thickness Upto 250 From 250 to 400 Above 400
[mm]
From 3 to 6 0.25 0.35 0.40
From 6 to 50 0.30 0.40 0.45

Page 3 of 16
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Table 2.4.3 : Under thicknesses tolerances for extruded closed profiles
Nominal thickness [mm] Thickness tolerances [mm]

From 3 to 6 0.25
From 6 to 50 0.30
Oth- Oth-
Al Si Fe Cu Mn Mg Cr Zn Ti
ers (2) ers (2)
Grade Misc.
Each Total
% % % % % % % % %
% %
0.40-
Remain 0.6- 5.0-
5059 0.45 0.50 0.25 0.25 0.90 0.20 0.05 3) 0.15 4)
der 1.2 6.0
Remain 0.4- 4.0- 0.05-
5083  0.40  0.40  0.10  0.25  0.15  0.05  0.15
der 1.0 4.9 0.25
Remain 0.20- 3.5- 0.05-
5086  0.40  0.50  0.10  0.25  0.15  0.05  0.15
der 0.7 4.5 0.25
4.0-
Remain 0.7-
5383 0.25 0.25 0.20 5.2 0.25 0.40 0.15 0.05 3) 0.15 3)
der 1.0
0.10 
Remain  2.6- Mn +
5754  0.40  0.40  0.50  0.30  0.20  0.15  0.05  0.15
der 0.10 3.6 Cr 
0.60
Remain
0.50 – 4.7 – 0.05 –
5456 der 0.25 0.40 0.10 0.25 0.20 0.05 0.15
1.0 5.5 0.20
0.12 
Remain 0.50- 0.040- Mn +
6005-A  0.35  0.30  0.50  0.30  0.20  0.10  0.05  0.15
der 0.9 0.7 Cr 
0.50
Remain 0.40- 0.15- 0.8- 0.04-
6061  0.7  0.15  0.25  0.15  0.05  0.15
der 0.8 0.40 1.2 0.35
Remain 0.7- 0.40- 0.6-
6082  0.50  0.10  0.25  0.20  0.10  0.05  0.15
der 1.3 1.0 1.2
Notes:
1. Slight variations in the content of some elements, compared with values indicated in this Table may be accepted with IRS's
agreement.
2. Other metallic elements such as Ni, Ga.V are considered as impurities. The regular analysis need not be made for these
elements.
3. Zr: maximum 0.20. The total for other elements does not include Zirconium.
4. Zr: 0.05-0.25. The total for other elements does not include Zirconium.
2.5.3 The manufacturer’s declared analysis will 2.6 Heat treatment

be accepted subject to occasional checks if
required by IRS Surveyor, particularly, product 2.6.1 Temper conditions (delivery heat
analysis may be required where the final product treatment) are defined in Table 2.8.1.
chemistry is not well represented by the analysis
from the cast. 2.7 Test material
2.5.4 When the aluminium alloys are not cast in 2.7.1 All materials in a lot forwarded for
the same works in which they are manufactured sampling are to be of the same alloy, production
into semi finished products, the works is to give batch and product form (plates, sections etc.).
a certificate detailing the chemical composition The materials in one lot are to be of the same
and heat number. dimensions and in the same delivery condition.

Chapter 9 Part 2
Artificially aged grades are to be from the same 2.8.3.3 The test specimens are to be cut with
furnace batch. the ends perpendicular to the axis of the profile.
The edges of the end may be rounded by filing.
2.7.2 Wherever practicable, the tensile test
pieces for rolled and extruded sections are to be 2.8.3.4 The length of the specimen is to be in
of full section of material. Otherwise, the pieces accordance with details given in Chapter 2.
are to be taken in the range one third to half the
distance from the edge to center of the 2.8.3.5 Testing is to be carried out at ambient
predominant or thickest part of the section. temperature and is to consist of expanding the
end of the profile by means of a hardened
2.8 Testing and inspection conical steel mandrel having an included angle
of at least 60.
2.8.1 Testing procedures
2.8.3.6 The sample is considered to be
The test specimens and procedures are to be in unacceptable if the sample fails with a clean
accordance with Ch.2. split along the weld line which confirms lack of
fusion.
2.8.2 Verification of proper fusion of press welds
for closed profiles. 2.8.4 Requirements of mechanical properties for
rolled products in different delivery conditions
The Manufacturer has to demonstrate by are given in Table 2.8.1 and are applicable for
macrosection tests or drift expansion tests of thickness within the range 3 [mm] to 50 [mm].
closed profiles performed on each batch of For thickness above 10 [mm], however, lower
closed profiles that there is no lack of fusion at mechanical properties may be accepted.
the press welds.
2.8.5 Requirements of mechanical properties for
2.8.3 Drift expansion tests extruded products in different delivery conditions
are given in Table 2.8.2 and are applicable for
2.8.3.1 Every fifth profile is to be sampled after thickness within the range 3 [mm] to 50 [mm].
final heat treatment.
One sample is to be selected from the batches 2.8.6 Requirements of mechanical properties
of five profiles or less. and delivery conditions for extruded closed
profiles are given in Table 2.8.3.
Every profile is to be selected if the length
exceeds 6 [m]. 2.8.7 Other delivery conditions with related
mechanical properties may be accepted by IRS,
2.8.3.2 Two samples are to be cut from the front in each particular case.
and back end of each production profile.

Page 5 of 16
___________________________________________________________________________________
Table 2.8.1 : Mechanical properties for rolled products 3 [mm]  t  50 [mm]
Elongation % minimum 1)
3) 0.2% proof Tensile
Temper Thickness, On gauge On gauge
Grade stress strength
condition [t] length of 50 length of 5 x
[N/mm2] [N/mm2]
[mm] dia
O 3  t  50 mm 125 275-350 16 14
H111 3  t  50 mm 125 275-350 16 14
H112 3  t  50 mm 125 275 12 10

5083
H116 3  t  50 mm 215 305 10 10
H321 3  t  50 mm 215-295 305-385 12 10
O 3  t  50 mm 145 290 - 17
5383
H111 3  t  50 mm 145 290 - 17
H116 3  t  50 mm 220 305 10 10

H321 3  t  50 mm 220 305 10 10
O 3  t  50 mm 160 330 24 24
H111 3  t  50 mm 160 330 24 24
5059 3  t  20 mm 270 370 10 10

H116
20 < t  50 mm 260 360 - 10
3  t  20 mm 270 370 10 10
H321
20 < t  50 mm 260 360 - 10
O 3  t  50 mm 95 240-305 16 14
H111 3  t  50 mm 95 240-305 16 14
3  t  12.5 mm 125 250 8

5086 H112
12.5 < t  50 mm 105 240 9
H116 3  t  50 mm 195 275 10 2) 9
O 3  t  50 mm 80 190-240 18 17
5754
H111 3  t  50 mm 80 190-240 18 17

Chapter 9 Part 2
3) 0.2% proof Tensile
condition t length of 50 length of 5 x
[N/mm2] [N/mm2]
[mm] dia
3  t  6.3 mm 130-205 290-365 16
O
6.3 < t  50 mm 125-205 285-360 16 14
3  t  30 mm 230 315 10 10
H116 30 < t  40 mm 215 305 10
5456
40 < t  50 mm 200 285 10
3  t  12.5 mm 230-315 315-405 12
H321 12.5 < t  40 mm 215-305 305-385 10
40 < t  50 mm 200-295 285-370 10
Notes:
1) Elongation in 50 mm apply for thicknesses upto and including 12.5 mm and in 5d for thicknesses
over 12.5 mm.
2) 8% for thicknesses upto and including 6.3 mm.
3) The mechanical properties for the O and H111 tempers are the same. However, they are
separated to discourage dual certification as these tempers represent different processing.
Designation Condition
F As fabricated
O Annealed, soft
H1 Strain hardened only
H2 Strain hardened and partially annealed
H3 Strain hardened and thermally stabilized
H321 Strain hardened and stabilized
H11 Strain hardened to specified strength
H111 Less strain hardened than H11 e.g. by straightening or stretching
H112 No controlled strain hardening, but there are mechanical property limits
H116 Treatment against exfoliation corrosion
Cooled from an elevated temperature shaping process and then artificially
T5
aged
T6 Solution heat treated and then artificially aged.

Page 7 of 16
___________________________________________________________________________________
Table 2.8.2 : Mechanical properties for extruded products 3 [mm]  t  50 mm
0.2% proof Tensile
condition t length of 50 length of 5 x
[N/mm2] [N/mm2]
[mm] dia
O 3  t  50 mm 110 270-350 14 12
5083 H/111 3  t  50 mm 165 275 12 10
H112 3  t  50 mm 110 270 12 10
O 3  t  50 mm 145 290 17 17
5383 H111 3  t  50 mm 145 290 17 17
H112 3  t  50 mm 190 310 13
5059 H112 3  t  50 mm 200 330 10
O 3  t  50 mm 95 240-315 14 12
5086 H111 3  t  50 mm 145 250 12 10
H112 3  t  50 mm 95 240 12 10
T5 3  t  50 mm 215 260 9 8
6005A
3  t  10 mm 215 260 8 6
T6
10  t  50 mm 200 250 8 6
6061 T6 3  t  50 mm 240 260 10 8
T5 3  t  50 mm 230 270 8 6
6082
3  t  50 mm 250 290 6
T6
3  t  50 mm 260 310 10 8
Notes:
1) The values are applicable for longitudinal and transverse tensile test specimens as well.
2) Elongation in 50 mm applies for thicknesses upto and including 12.5 mm and in 5d for
thicknesses over 12.5 mm.

Chapter 9 Part 2
Table 2.8.3 : Mechanical properties for extruded closed profiles

(testing transverse to extruding direction)
Grade Temper 0.2% proof stress Tensile strength Elongation % min

condition [N/mm2] [N/mm2] on gauge length
of 5 x dia
6061 T5/T6 205 245 4
6005A T5/T6 215 250 5
6082 T5/T6 240 290 5
2.9 Freedom from defects the relationship between microstructure and

resistance to corrosion, the master
2.9.1 The finished material is to have a good photomicrographs and the results of the
finish and is to be free from internal and surface corrosion tests are to be approved by IRS.
defects prejudicial to the use of the concerned Production practices are not to be changed after
material for the intended application. approval of the reference micrographs.
2.9.2 Slight surface imperfections may be Other test methods may also be accepted at the
removed by smooth grinding or machining as discretion of IRS.
long as the thickness of the material remains
within the tolerances given in 2.4. 2.10.3 For batch acceptance of 5xxx-alloys in
the H116 and H321 tempers, metallographic
2.10 Corrosion testing examination of one sample selected from mid
width at one end of a coil or random sheet or
2.10.1 Rolled 5xxx-alloys of type 5083, 5383, plate is to be carried out. The microstructure of
5059, 5086 and 5456 in the H116 and H321 the sample is to be compared to the reference
tempers intended for use in marine hull photomicrograph of acceptable material in the
construction or in marine applications where presence of the Surveyor. A longitudinal section
frequent direct contact with seawater is perpendicular to the rolled surface is to be
expected, are to be corrosion tested with prepared for metallographic examination under
respect to exfoliation and intergranular corrosion the conditions specified in ASTM B928, Section
resistance. 9.6.1. If the microstructure shows evidence of
continuous grain boundary network of
2.10.2 The manufacturers are to establish the aluminium-magnesium precipitate in excess of
relationship between microstructure and the reference photomicrographs of acceptable
resistance to corrosion when the above alloys material, the batch is either to be rejected or
are approved. A reference photomicrograph tested for exfoliation-corrosion resistance and
taken at 500x under the conditions specified in intergranular corrosion resistance subject to the
ASTM B928, Section 9.4.1, is to be established agreement of the Surveyor. The corrosion tests
for each of the alloy-tempers and relevant are to be in accordance with ASTM G66 and
thickness ranges. The reference photographs G67 or equivalent standards. Acceptance
are to be taken from samples which have criteria are as noted below:
exhibited no evidence of exfoliation corrosion
and a pitting rating of PB or better, when i) The sample is to exhibit no evidence of
subjected to the test described in ASTM G66 exfoliation corrosion
“Standard test method for visual assessment of ii) The pitting rating of the sample is to be
exfoliation, corrosion susceptability of 5xxx PB or better when subjected to ASTM
series aluminium alloys” (ASSET Test). The G66 ASSET test
samples are also to have exhibited resistance to iii) The sample is to exhibit resistance to
intergranular corrosion at a mass loss not intergranular corrosion at a mass loss
greater than 15 [mg/cm2], when subjected to no greater than 15 [mg/cm2] when
tests described in ASTM G67 “Standard test subjected to ASTM G67 NAMLT test.
method for determining the susceptibility to
intergranular corrosion of 5xxx series aluminium If the results from testing satisfy the acceptance
alloys by mass loss after exposure to nitric acid” criteria the batch is accepted, else it is to be
(NAMLT). Upon satisfactory establishment of rejected.

Page 9 of 16
___________________________________________________________________________________
As an alternative to metallographic examination, 2.12 Mechanical test specimens
each batch may be tested for exfoliation-
corrosion resistance and intergranular corrosion 2.12.1 Type and location of tensile test
resistance, in accordance with ASTM G66 and specimens are to be in accordance with details
G67 under the conditions specified in ASTM given in Ch.2.
B928 or equivalent standards. If this alternative
is used, then the results of the test must satisfy 2.13 Number of test specimens
the acceptance criteria stated above.
2.13.1 Tensile test
2.11 Test materials
a) Rolled products
2.11.1 Definition of batches
Each batch is made up of products: - One tensile test specimen is to be taken
from each batch of the product. If the
- of the same alloy grade and from the weight of one batch exceeds 2000 [kg],
same cast one extra tensile test specimen is to be
taken from every 2000 [kg] of the
- of the same product form and similar product or fraction thereof, in each
dimensions (for plates, the same batch.
thickness)
- For single plates or for coils weighing
- manufactured by the same process more than 2000 [kg] each, only one
tensile test specimen per plate or coil
- having been submitted simultaneously shall be taken.
to the same temper condition.
b) Extruded products
2.11.2 The test samples are to be taken
- For the products with a nominal weight
- at one third of the width from a of less than 1 [kg/m], one tensile test
longitudinal edge of rolled products. specimen is to be taken from each 1000
[kg], or fraction thereof, in each batch.
- in the range 1/3 to 1/2 of the distance For nominal weights between 1 and 5
from the edge to the centre of the [kg/m], one tensile test specimen is to
thickest part of extruded products. be taken from each 2000 [kg] or fraction
hereof, in each batch. If the nominal
2.11.3 Test samples are to be taken so that the weight exceeds 5 [kg/m], one tensile
orientation of test specimens is as follows: test specimen is to be taken for each
3000 [kg] of the product or fraction
a) Rolled products thereof, in each batch.
Normally, tests in the transverse direction 2.13.2 Corrosion tests

are required. If the width is insufficient to
obtain transverse test specimen, or in the For rolled plates of grade 5083, 5383, 5059 and
case of strain hardening alloys, tests in the 5086 delivered in the tempers H116 or H321,
longitudinal direction will be permitted. one sample is to be tested per batch.
b) Extruded products 2.14 Retest procedures
The extruded products are tested in 2.14.1 When the tensile test from the first piece
longitudinal direction. selected in accordance with Sec.11 fails to meet
the requirements, two further tensile tests may
2.11.4 After removal of test samples, each test be made from the same piece. If both of these
specimen is to be marked in order that its additional tests are satisfactory, this piece and
original identity, location and orientation is the remaining pieces from the same batch may
maintained. be accepted.

Chapter 9 Part 2
2.14.2 If one or both the additional tests referred to be reduced by more than 20 per cent. The
to above are unsatisfactory, the piece is to be welding is to be carried out by approved
rejected, but the remaining material from the welders. The weld is to be ground flush with the
same batch may be accepted provided that two surrounding piece surface. Before repair welding
of the remaining pieces in the batch selected in is commenced and after grinding the weld bead,
the same way, are tested with satisfactory suitable non destructive testing may be required
results. If unsatisfactory results are obtained at the discretion of the Surveyor.
from either of these two pieces then the batch of
material is to be rejected. 2.17 Identification
2.14.3 In the event of any material bearing the 2.17.1 The manufacturer is to adopt a system of
Classification Society's brand failing to comply identification which will ensure that all finished
with the test requirements, the brand is to be material in a batch presented for test is of the
unmistakably defaced by the manufacturer. same nominal chemical composition.
2.15 Visual and non-destructive examination 2.17.2 Products are to be clearly marked by the
manufacturer in accordance with the
2.15.1 Surface inspection and verification of requirements of Ch.1. The following details are
dimensions are the responsibility of the to be shown on all materials which have been
manufacturer, and acceptance by the Surveyors accepted:
of material later found to be defective shall not
absolve the manufacturer from this a) Manufacturer's name or trade mark;
responsibility.
b) Grade of alloy;
2.15.2 In general, the non-destructive
examination of materials is not required for c) Identification mark which will enable the full
acceptance purposes. Manufacturers are history of the item to be traced;
expected, however to employ suitable methods
of non-destructive examination for the general d) Abbreviated designation of temper condition
maintenance of quality standards. in accordance with para 2.6;
2.15.3 For applications where the non- e) Personal stamp of the Surveyor responsible
destructive examination of materials is for the final inspection and also IRS’s
considered to be necessary, the extent of this stamp.
examination, together with appropriate
acceptance standards, are to be agreed f) Tempered grades that are corrosion tested
between the purchaser, manufacturer and in accordance with 2.12 are to be marked
Surveyor. “M” after the temper condition, e.g. 5083
H321 M.
2.17.3 When extruded products are bundled
2.16.1 Local surface defects may be removed together or packed in crates for delivery, the
by machining or grinding, provided the thickness marking specified in para 2.17.2 are to be
of the material remains within the tolerances affixed by a securely fastened tag or label.
given in para 2.4. The extent of repairs is to be
agreed upon with the Surveyor, and all repairs 2.18 Certification
are to be carried out under Surveyor's
supervision, unless otherwise arranged. 2.18.1 Each test certificate or shipping
statement is to include the following particulars :
2.16.2 Surface defects which cannot be dealt
with as in 2.12.1 are not allowed to be repaired, a) Purchaser's name and order number;
unless it can be ensured that repair by welding
does not affect the strength and stability of the b) Contract number;
piece for the intended purpose. Any case of
repair by welding is to be specified in detail for c) Address to which material is to be
consideration and approval by the Surveyor. dispatched;
Prior to any such repair welding, the defect is to
be removed by machining or grinding. After d) Description and dimensions;
complete removal of the defect and before
welding the thickness of the piece at no place is e) Specification or grade of alloys;

Page 11 of 16
___________________________________________________________________________________
f) Identification mark which will enable the full j) Corrosion test results (if any).
history of the item to be traced;
2.18.2 Where the alloy is not produced at the
g) Chemical composition; works at which it is wrought, a certificate is to be
supplied by the Manufacturer of the alloy stating
h) Mechanical test results (Not required on the cast number and chemical composition. The
shipping statement); works at which alloys are produced must be
approved by IRS. Also refer Chapter 1, Section
i) Details of heat treatment, where applicable; 1, Cl. 1.3.2.
and
Section 3
Aluminium Alloy Castings
3.1 Scope 3.2.1 Castings are to be manufactured at

foundries approved by IRS.
3.1.1 Provision is made in this section for
aluminium alloy castings intended for use in the 3.3 Quality of castings
construction of ships, ships for liquid chemicals
and other marine structures, liquefied gas piping 3.3.1 All castings are to be free from surface or
systems where the design temperature is not internal defects which would be prejudicial to
lower than minus 165C. These materials should their proper application in service.
not be used for piping outside cargo tanks
except for short lengths of pipes attached to 3.4 Chemical composition
cargo tanks in which case fire resisting
insulation should be provided. 3.4.1 The chemical composition of a sample
from each cast is to comply with the
3.1.2 Castings are to be manufactured and requirements given in Table 3.4.1. Suitable grain
tested in accordance with Ch.1 and Ch.2 and refining elements may be used at the discretion
also with the requirements of this Section. of the Manufacturer. The content of such
elements is to be reported in ladle analysis.
3.1.3 As an alternative to 3.1.2, castings which
comply with National/International and 3.4.2 Where it is proposed to use alloys not
proprietary specifications may be accepted specified in Table 3.4.1 details of chemical
provided that these specifications give composition, heat treatment and mechanical
reasonable equivalence to the requirements of properties are to be submitted for approval.
this Section or are approved for a specific
application. Generally survey and certification 3.4.3 When a cast is wholly prepared from
are to be carried out in accordance with the ingots for which an analysis is already available,
requirements of Ch.1. and provided that no significant alloy additions
are made during melting, the ingot maker's
3.2 Manufacture certified analysis can be accepted subject to
occasional checks as required by the Surveyor.

Chapter 9 Part 2
Table 3.4.1 : Chemical composition for aluminium alloy castings
Grade
Alloy Element %
AlMg3 AlSi12 AlSi10Mg AlSi7 High purity
Copper 0.1 max 0.1 max. 0.1 max. 0.1 max.
Magnesium 2.5 - 4.5 0.1 max. 0.15 - 0.4 0.25 - 0.45
Silicon 0.5 max. 11.0 - 9.0 - 11.0 6.5 - 7.5
13.5
Iron 0.5 max. 0.7 max. 0.6 max. 0.2 max.
Manganese 0.6 max. 0.5 max. 0.6 max. 0.1 max.
Zinc 0.2 max. 0.1 max. 0.1 max. 0.1 max.
Chromium 0.1 max. - - -
Titanium 0.2 max. 0.2 max. 0.2 max. 0.2 max.
Others
each 0.05 max. 0.05 max. 0.05 max. 0.05 max.
Total 0.15 max. 0.15 max. 0.15 max. 0.15 max.
Aluminium Remainder Remainder Remainder Remainder
3.5 Heat treatment [kgs] of fettled castings may be regarded as a

cast.
3.5.1 Castings are to be supplied in the following
conditions: 3.6.2 The test samples are to be separately cast
in moulds made from the same type of material
Grade Al-Mg 3 As manufactured as used for the castings. These moulds should
conform to National Standards.
Grade Al-Si 12 As manufactured
3.6.3 The methods and procedures for the
Grade Al-Si 10 Mg As manufactured or identification of the test specimens, and the
solution heat treated castings they represent, are to be agreed with
and precipitation the Surveyor. The identification marks are to be
hardened maintained during the preparation of test
specimens.
Grade Al-Si 7 Mg Solution heat treated
and precipitation (high 3.6.4 Where castings are supplied in the heat
purity) hardened treated condition, the test samples are to be
heat treated together with the castings which
3.6 Mechanical tests they represent prior to testing.
3.6.1 At least one tensile specimen is to be 3.6.5 The results of all tensile tests are to
tested from each cast, where heat treatment is comply with the appropriate requirements given
involved, for each treatment batch from each in Table 3.6.1 and/or Table 3.6.2.
cast. Where continuous melting is employed 500

Page 13 of 16
___________________________________________________________________________________
Table 3.6.1 : Minimum mechanical properties for acceptance purpose of sand cast and
investment cast reference test pieces
Alloy Temper (see Note) Tensile strength Elongation %

[N/mm2]
AlMg3 M 150 5
AlSi12 M 150 3
AlSi10Mg M 150 2
AlSi10Mg TF 220 1
AlSi7Mg TF 230 5
Note
M - As cast condition
TF - Solution heat treated and precipitation hardened condition
Table 3.6.2 : Minimum mechanical properties for acceptance purpose of

chill cast reference test pieces
Alloy Temper (see Note) Tensile strength Elongation %

[N/mm2]
AlMg3 M 150 5
AlSi12 M 170 3
AlSi10Mg M 170 3
AlSi10Mg TF 240 1.5
AlSi7Mg TF 250 5
Note
M - As cast condition
TF - Solution heat treated and precipitation hardened condition
3.7 Visual examination Such repair is to be made in accordance with an

approved procedure.
3.7.1 All castings are to be cleaned and
adequately prepared for inspection. 3.9 Pressure testing
3.7.2 The accuracy and verification of 3.9.1 Where required by the relevant
dimensions are the responsibility of the construction rules, castings are to be pressure
manufacturer, unless otherwise agreed. tested before final acceptance. Unless otherwise
agreed, these tests are to be carried out in the
3.7.3 Before acceptance, all castings are to be presence and to the satisfaction of the Surveyor.
presented to the Surveyor for visual
examination. 3.10 Identification
3.8 Rectification of defective castings 3.10.1 The manufacturer is to adopt a system of

identification which will enable all finished
3.8.1 At the discretion of the Surveyor, small castings to be traced to the original cast and the
surface blemishes may be removed by local Surveyor is to be given full facilities for tracing
grinding. the casting when required.
3.8.2 Where appropriate, repair by welding may 3.10.2 All castings which have been tested and
be accepted at the discretion of the Surveyor. inspected with satisfactory results are to be
clearly marked with following details :

Chapter 9 Part 2
a) Identification number, cast number or other 3.11.1 The manufacturer is to provide the
numbers which will enable the full history of Surveyor with a written statement giving the
the casting to be traced; following particulars for each casting or batch of
castings which have been accepted :
b) IR and the abbreviated name of local office
of IRS; a) Purchaser name and order number;
c) Personal stamp of the surveyor responsible b) Description of castings and alloy type;
for the inspection;
c) Identification number;
d) Test pressure where applicable; and
d) Ingot or Cast analysis;
e) Date of final inspection.
e) General details of heat treatment where
3.10.3 Where small castings are manufactured applicable;
in large numbers, modified arrangements for
identification may be specially agreed with the f) Results of mechanical tests; and
Surveyor.
g) Test pressure, where applicable.
3.11 Certification
Section 4
Aluminium/Steel Transition Joints
4.1 Scope 4.2.4 Intermediate layers between aluminium

and steel may be used, in which case the
4.1.1 Provision is made in this section for material of any such layer is to be specified by
explosion bonded composite aluminium/steel the manufacturer and will be recorded in the
transition joints used for connecting aluminium approval certificate. Any such intermediate layer
structures to steel plating. is then to be used in all production joints.
4.1.2 Each design is to be separately approved 4.3 Visual and non-destructive examination
by IRS.
4.3.1 Each composite plate is to be subjected to
4.2 Manufacture 100 per cent visual and ultrasonic examination
in accordance with a relevant National/
4.2.1 Transition joints are to be manufactured by International standard to determine the extent of
an approved producer in accordance with an any unbounded areas. The unbounded areas
approved specification which is to include the are unacceptable and any such area and the
maximum temperature allowable at the interface surrounding 25 [mm] area is to be discarded.
during welding.
4.2.2 The aluminium material is to comply with
the requirements of Sec.1 and the steel is to be 4.4.1 Two shear test specimens and two tensile
of an appropriate grade complying with the test specimens are to be taken from each end of
requirements of Ch.3. each composite plate for tests to be made on
bond strength. One shear and one tensile test
4.2.3 Alternative materials which comply with specimen from each end are to be tested at
International, National or proprietary ambient temperature after heating to the
specifications may be accepted provided that maximum allowable interface temperature; the
they give reasonable equivalence to the other two specimens are to be tested without
requirements of 4.2.2 or are approved for a heat treatment.
specific application.

Page 15 of 16
___________________________________________________________________________________
4.4.2 Shear tests may be made on a specimen
as shown in Fig.4.4.1 or an appropriate
equivalent. Tensile tests may be made across
the interface by welding extension pieces to
each surface or by the ram method shown in
Fig.4.4.2 or by an appropriate alternative
method.
4.4.3 The shear and tensile strengths of all the

test specimens are to comply with the
requirements of the manufacturing specification.
4.4.4 If either the shear or tensile test strength of

the bond is less than the specified minimum but
not less than 70 per cent of the specified
minimum, two additional shear and two tensile
test specimens from each end of the composite
plate are to be tested and, in addition bend tests
as described in 4.4.6 and Table 4.4.1 are to be
conducted.
4.4.5 If either the shear or the tensile strength of

the bond is less than 70 per cent of the specified
minimum the case is to be investigated. After
evaluation of the results of this investigation IRS
will consider the extent of composite plate which
is to be rejected.
4.4.6 Bend tests, when required, are to be made

under the following conditions, as listed in Table
4.4.1 :
a) the aluminium plate is in tension;
b) the steel plate is in tension; and
c) a side bend is applied.
Table 4.4.1 : Bend tests on explosion bonded aluminium / steel transition joints
Type of test Minimum bend, degrees Diameter of former
Aluminium in tension 90 3T
Steel in tension 90 3T
Side bend 90 6T

Chapter 9 Part 2
4.5 Identification
b) The contract number for which the material
4.5.1 Each acceptable transition strip is to be is intended, if known;
clearly marked with IRS brand IR and the
following particulars : c) Address to which the material is dispatched;
a) Manufacturers name or trade mark; d) Description and dimensions of the material;
b) Identification mark for the grade of e) Specification or grades of both the

aluminium; and aluminium alloy and the steel and any
intermediate layer;
c) Identification mark for the grade of steel.
f) Cast numbers of steel and aluminium
The particulars are to be stamped on the plates;
aluminium surface at one end of the strip.
g) Identification number of the composite plate;
4.6 Certification and
4.6.1 Each test certificate or shipping statement h) Mechanical test results (not required on the
is to include the following particulars : shipping statement).
a) Purchaser's name and order number;
End of Chapter

Page 1 of 42
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Chapter 10
Equipment
Contents
Section
1 Anchors
2 Stud Link Chain Cables
3 Short Link Chain Cables
4 Steel Wire Ropes
5 Offshore Mooring Chains
Section 1
Anchors
1.1 Scope For welded super high holding power (SHHP)

anchors, the base steel grades are to be
1.1.1 The following paragraphs give selected with respect to the material grade
requirements for cast, forged or fabricated steel requirements for Class II in Part 3, Chapter 2
anchor heads, shanks and anchor shackles. 'Materials of Construction' Section 2 'Use of
The requirements given in this section are Steel Grades'.
applicable to the following types of anchors:
1.2.4 The welding consumables are to meet the
a) Ordinary stockless and stocked anchors toughness for the base steel grades in
b) High Holding Power (HHP) anchors, accordance with Part 2, Chapter 11 'Approval of
and Welding Consumables for Use in Ship
c) Super High Holding Power (SHHP) Construction'.
anchors not exceeding 1500 [kg] in
mass. 1.2.5 Fabrication is to be carried out by qualified
welders using approved welding procedure.
1.2 Manufacture
1.2.6 The toughness of the anchor shackles for
1.2.1 Cast steel anchor heads, shanks and SHHP anchors is to meet that for Grade CC3
shackles are to be manufactured and tested in anchor chain given in Section 2. The toughness
accordance with the relevant requirements for of steel castings for SHHP anchors is to be not
castings for welded construction of Ch.4. The less than charpy V-notch energy average of 27 J
steel is to be fine grain treated with aluminium. at 0C.
The toughness of steel castings for SHHP
anchors is to be not less than charpy V-notch 1.2.7 Hardness values of mating parts are to be
energy average of 27 J at 0C. such that the more easily replaceable part wears
faster.
1.2.2 Forged steel anchor heads, shanks,
shackles and anchor crown pins are to be 1.3 Dimensions and tolerances
manufactured in accordance with the
requirements for forgings of weldable quality of 1.3.1 Anchors are to be manufactured as per
Ch.5. approved drawings or as per internationally
recognised designs meeting the tolerances
1.2.3 Plate material and bars used for the specified in such documents. In addition the
manufacture of fabricated parts of steel anchors following dimensional tolerances are also to be
are to comply with the requirements of Ch.3. applied:

Chapter 10 Part 2
Page 2 of 42 Equipment
- the clearance either side of the shank within c) For high holding power anchors - a nominal
the shackle jaws is not to be more than 3 mass equal to 1.33 times the actual mass of
[mm] for anchors upto 3000 [kg] mass, 4 the anchor;
[mm] for anchors upto 5000 [kg] mass, 6
[mm] for anchors upto 7000 [kg] mass and d) For super high holding power anchors - a
12 [mm] for larger anchors. nominal mass equal to 2.0 times the actual
mass of the anchor.
- the shackle pin is to be push fit in the eyes
of the shackle, which are to be chamfered 1.4.3 The proof load is to be applied on the arm
on the outside to ensure tightness when the or on the palm at a spot which, measured from
pin is clenched over. The shackle pin to hole the extremity of the bill, is one-third of the
clearance is not to be more than 0.5 [mm] distance between it and the centre of the crown.
for pins upto 57 [mm] and not more than 1
[mm] for pins of larger diameter In the case of the stockless anchors, both arms
are to be tested at the same time, first on one
- the anchor crown pin is to be snug fit within side of the shank, then reversed and tested on
the chamber and long enough to prevent the other.
horizontal movement. The gap is not to be
more than 1% of the chamber length. 1.4.4 Before application of proof test load the
anchors are to be examined to be sure that
- The lateral movement of the shank should castings are reasonably free of surface
not exceed 3 degrees. imperfections of harmful nature.
1.4 Proof test of anchors On completion of the proof load tests the
anchors are to be examined for cracks and other
1.4.1 Anchors of all sizes are to be proof load defects and for anchors made in more than one
tested with the load specified in Table 1.4.1. piece, the anchors are to be examined for free
Anchors inclusive of stock, having a mass of 75 rotation of their heads over the complete angle.
[kgs] or more (56 [kgs] in case of high holding
power anchors) are to be tested at a proving In every test the difference between the gauge
establishment recognized by IRS. lengths (shown in Fig.1.4.4), where one-tenth of
the required load was applied first and where
1.4.2 The proof test load is to be as given in the load has been reduced to one-tenth of the
Table 1.4.1. The mass to be used in the Table is required load from the full load, is not to exceed
to be as follows:- one percent (1%).
a) For stockless anchors - the total mass of the 1.4.5 In addition to the requirements given in
anchor; this Chapter attention must be given to any
relevant statutory requirements of the National
b) For stocked anchors - the mass of the Authority of the country in which the ship is to be
anchor excluding the stock; registered.

Page 3 of 42
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Table 1.4.1 : Proof loads for anchors
Mass of anchor Mass of anchor Mass of anchor

Proof load* [kN] Proof load* [kN] Proof load* [kN]
[kg] [kg] [kg]
(2) (2) (2)
(1) (1) (1)
50 23.2 2000 349.0 7000 804.0
55 25.2 2100 362.0 7200 818.0
60 27.1 2200 376.0 7400 832.0
65 28.9 2300 388.0 7600 845.0
70 30.7 2400 401.0 7800 861.0
75 32.4 2500 414.0 8000 877.0
80 33.9 2600 427.0 8200 892.0
90 36.3 2700 438.0 8400 908.0
100 39.1 2800 450.0 8600 922.0
120 44.3 2900 462.0 8800 936.0
140 49.0 3000 474.0 9000 949.0
160 53.3 3100 484.0 9200 961.0
180 57.4 3200 495.0 9400 975.0
200 61.3 3300 506.0 9600 987.0
225 65.8 3400 517.0 9800 998.0
250 70.4 3500 528.0 10000 1010.0
275 74.9 3600 537.0 10500 1040.0
300 79.5 3700 547.0 11000 1070.0
325 84.1 3800 557.0 11500 1090.0
350 88.8 3900 567.0 12000 1110.0
375 93.4 4000 577.0 12500 1130.0
400 97.9 4100 586.0 13000 1160.0
425 103.0 4200 595.0 13500 1180.0
450 107.0 4300 604.0 14000 1210.0
475 112.0 4400 613.0 14500 1230.0
500 116.0 4500 622.0 15000 1260.0
550 125.0 4600 631.0 15500 1270.0
600 132.0 4700 638.0 16000 1300.0
650 140.0 4800 645.0 16500 1330.0
700 149.0 4900 653.0 17000 1360.0
750 158.0 5000 661.0 17500 1390.0
800 166.0 5100 669.0 18000 1410.0
850 175.0 5200 677.0 18500 1440.0
900 182.0 5300 685.0 19000 1470.0
950 191.0 5400 691.0 19500 1490.0
1000 199.0 5500 699.0 20000 1520.0
1050 208.0 5600 706.0 21000 1570.0
1100 216.0 5700 713.0 22000 1620.0
1150 224.0 5800 721.0 23000 1670.0
1200 231.0 5900 728.0 24000 1720.0
1250 239.0 6000 735.0 25000 1770.0
1300 247.0 6100 740.0 26000 1800.0
1350 255.0 6200 747.0 27000 1850.0
1400 262.0 6300 754.0 28000 1900.0
1450 270.0 6400 760.0 29000 1940.0
1500 278.0 6500 767.0 30000 1990.0
1600 292.0 6600 773.0 31000 2030.0
1700 307.0 6700 779.0 32000 2070.0
1800 321.0 6800 786.0 34000 2160.0
1900 335.0 6900 794.0 36000 2250.0

Chapter 10 Part 2
Table 1.4.1 : Proof loads for anchors (Contd.)
Mass of anchor Mass of anchor Mass of anchor

Proof load* [kN] Proof load* [kN] Proof load* [kN]
[kg] [kg] [kg]
(2) (2) (2)
(1) (1) (1)
38000 2330.0 42000 2490.0 46000 2650.0
40000 2410.0 44000 2570.0 48000 2730.0
Proof loads for intermediate masses are to be determined by linear interpolation
Notes
Where ordinary anchors have a mass exceeding 48 000 [kg], the proof loads are to be taken as 2.059 (mass of anchor in kg)2/3
[kN].
Where high holding power anchors have a mass exceeding 38 000 [kg], the proof loads are to be taken as 2.452 (actual mass of
anchor in kg)2/3 [kN].
1.5 Inspections and other tests 1.5.2 Drop test is to be carried out by dropping
each anchor component individually from a
1.5.1 Inspection and testing of anchor height of 4 [m] to an iron or steel slab. The iron
components is to be carried out as per the or steel slab should be able to resist the impact.
following: The component under test should not fracture.
a) Cast components are to be tested as per
1.5.3 Hammering test is to be carried on each
Test Programme A fluke and shank, after the drop test, by
hammering the component, hung clear off the
or ground using a non-metallic sling, with a
hammer of not less than 3 [kg] mass, to check
Test Programme B, where the Charpy V notch the soundness.
energy average of the cast material at 0C is not
less than 27J. 1.5.4 Visual inspection is to be carried out of all
accessible surfaces after the proof load test.
b) Forged / fabricated components are to be
tested as per Test Programme B. 1.5.5 General non-destructive examination is to
be carried out, after proof load testing, as per
Test Programme A is to consist of Drop Test, Table 1.5.5.
Hammering Test, Visual Inspection and General
NDE as described below. 1.5.6 Extended non-destructive examination is
to be carried out, after proof load testing, as per
Test Programme B is to consist of Visual Table 1.5.6.
Inspection, general NDE and Extended NDE as
described in 1.5.5 and 1.5.6 below.

Page 5 of 42
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Table 1.5.5 : General NDE for Anchors
Location Method of NDE

SHHP Ordinary / HHP
Feeders of castings DP or MP and UT DP or MP
Risers of castings DP or MP and UT DP or MP
All surfaces of castings DP or MP Not required
Weld repairs DP or MP DP or MP
Forged components Not required Not required
Fabrication welds DP or MP DP or MP
DP : Dye Penetrant Test
MP : Magnetic Particle Test
UT : Ultrasonic Testing
Table 1.5.6 : Extended NDE for ordinary, HHP and SHHP anchors
Location Method of NDE

Feeders of castings DP or MP and UT
Risers of castings DP or MP and UT
All surfaces of castings DP or MP
Random areas of castings UT
Weld repairs DP or MP
Forged components Not required
Fabrication welds DP or MP
DP : Dye Penetrant Test
MP : Magnetic Particle Test
UT : Ultrasonic Testing
1.6 Identification e) Mass of stock (in case of stocked anchors);
1.6.1 All identification marks are to be stamped f) Personal stamp of Surveyor responsible for
on one side of the anchor, on the shank and the inspection.
fluke, at locations reserved solely for this
purpose. g) Manufacturer’s mark
1.6.2 The following details are to be marked on h) Unique cast identification number of shank
all the anchors:- and fluke, if applicable.
a) IR and abbreviated name of local office of 1.6.3 In addition to the markings detailed in
IRS issuing the certificate; 1.6.2, each important part of the anchor is to be
plainly marked with the words 'forged steel' or
b) Number of the certificate; 'cast steel' as appropriate.
c) Month and year of test; 1.7 Painting
d) Mass (also the letters 'HHP/SHHP', when 1.7.1 Anchors are to be painted only on
approved for as high holding power completion of all inspections and tests.
anchor/super high holding power anchor);

Chapter 10 Part 2
Section 2
Stud Link Chain Cables
2.1 Scope dimensions in the figures are shown in multiples

of the nominal diameter d of the common link.
2.1.1 The following requirements apply to the The dimensions in brackets may be chosen for
materials, design, manufacture and testing of studless links in outboard end swivel pieces.
stud link anchor chain cables and accessories Where designs do not comply with this and
used for ships. where accessories are of welded construction,
plans giving full details of the design,
2.1.2 Depending upon the nominal tensile manufacturing process and heat treatment are
strength of the chain cable steel used for to be submitted for approval.
manufacture, stud link chain cables are
subdivided in to three grades, namely CC1, CC2 2.3.2 The following tolerances are applicable to
and CC3. links with the provision that the plus tolerance
may be up to 5 per cent of the nominal diameter:
2.2 Manufacture
a) Nominal diameter Max. minus
2.2.1 Chain cables and accessories are to be Measured at the tolerance
manufactured at Works approved by IRS for the Crown (see note)
pertinent type of chain cable, size and method of
Upto 40 [mm] 1 [mm]
manufacture. Also refer Chapter 1, Section 1,
Cl. 1.3.2. Over 40 and upto 84 2 [mm]
[mm]
2.2.2 Chain cables are to be preferably Over 84 and upto 122 3 [mm]
manufactured by flash butt welding using [mm]
material suitable for CC1, CC2 or CC3 grades of
chain cables. Chain cables may also be Over 122 and upto 4 [mm]
manufactured by drop forging or casting. 152 [mm]
Over 152 and upto 6 [mm]
Accessories such as shackles, swivels and 184 [mm]
swivel shackles are to be forged or cast in steel Over 184 and upto 7.5 [mm]
of at least grade CC2 material. The welded 222 [mm]
construction of these components will be
specially considered. Note : Two measurements are to be taken
at the same location: one in the plane of the
2.2.3 Details of the method of manufacture and link (see dp in Fig.2.3.7) and one
the specification of the steel are to be submitted perpendicular to the plane of the link. The
for approval.
cross sectional area at the crown is to be
calculated using the average of the
2.2.4 All materials used for the manufacture of
diameters with negative and plus tolerance
chain cables and accessories are to be supplied
by manufacturer’s works approved by IRS. Also The cross sectional area at the crown must
refer Chapter 1, Section 1, Cl. 1.3.2. However,
not have any negative tolerance. For
for Grade CC1 steel bars, approval of material diameters of 20 [mm] or greater, the plus
manufacturer is not required. tolerance may be upto 5 per cent of the
nominal diameter. For diameters less than
For Grade CC3 steel bars, detailed material 20 [mm] the plus tolerance is to be agreed
specifications including manufacturing with IRS at the time of approval;
procedure, deoxidation practice, specified
chemical composition, heat treatment and Diameter measured at locations other than
mechanical properties are to be submitted. the crown is to have no negative tolerance.
Plus tolerance may be up to 5 per cent of
2.3 Design and tolerances
the nominal diameter except at the butt weld
where it is to be in accordance to
2.3.1 The form and proportion of chain cable
manufacturer’s specification, which is to be
links and shackles are to be in accordance with
agreed with IRS. For diameters less than
ISO/1704 (see Figs.2.3.1 to 2.3.6). All

Page 7 of 42
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20[mm], the plus tolerance is to be agreed 2.4.3 In order to evaluate the suitability of the
with IRS at the time of approval. bar material the sample selected from each
batch is to be tested in a heat treatment
a) The maximum allowable tolerance on condition equivalent to that of the finished chain
assembly measured over a length of 5 links cable and accessories. For this purpose only the
may equal +2.5 per cent but may not be sample need be heat treated.
negative (measured with the chain under
tension after proof load test); 2.4.4 For all grades, one tensile test is to be
taken from each sample selected. Additionally
b) All other dimensions are subject to a one set of three Charpy V-notch impact test
manufacturing tolerance of  2.5 per cent, specimens is to be prepared and tested as
provided that all of the final link parts fit required in Table 2.4.1.
together properly;
2.4.5 Where the dimensions allow, the test
c) Studs must be located in the links centrally specimens are to be taken at approximately
and at right angles to the sides of the link, one-third of the radius from the outer surface as
although the studs at each end of any length shown in Fig.2.4.1. For smaller diameters the
may also be located off-centre to facilitate test specimens are to be taken as close as
the insertion of the joining shackle. The possible to these positions.
following tolerances are regarded as being
inherent in the method of manufacture and 2.4.6 The cross-sectional area of the tensile test
will not be objected to provided the stud fits specimen is to be not less than 150 [mm2].
snugly and its ends lie practically flush Alternatively, the tensile test specimen may be a
against the inside of the link. suitable length of bar tested in full cross-section.
2.4.7 The impact test specimens are to be

Maximum off- 10 per cent of the notched in the radial direction as shown in
centre distance 'X' nominal diameter d Fig.2.4.1.
Maximum deviation 4
"" from the 90 2.4.8 The results of all the mechanical testing
position are to comply with the requirements of Table
2.4.1.
The tolerances are to be measured in
accordance with Fig.2.3.7. 2.4.9 The average value obtained from one set
of three impact test specimens is to comply with
2.3.3 The following tolerances are applicable to the requirements given in Table 2.4.1. One
accessories : individual value only may be below the specified
average value provided it is not less than 70% of
Nominal diameter : + 5 per cent, - 0 per cent that value.
Other diameter :  2.5 per cent.
If the Charpy V-notch impact test requirements
2.4 Material for welded chain cables and are not achieved, a retest of three further
accessories specimens selected from the same sample as
per 1.10.2 of Chapter 1 shall be permissible.
2.4.1 Bar material intended for the manufacture Failure to meet the requirements will result in
of welded chain cables is to be in accordance rejection of the test unit represented unless it
with the appropriate requirements of Ch.3. can be clearly attributable to improper simulated
Rimming steel is not acceptable for this heat treatment.
application.
If the tensile test requirements are not achieved,
2.4.2 Bars of the same nominal diameter are to a retest of two further specimens selected from
be presented for test in batches of 50 tonnes or the same sample shall be permissible. Failure to
fraction thereof from the same cast. A suitable meet the specified requirements in either of the
length from one bar in each batch is to be additional tests will result in rejection of the test
selected for test purposes. unit represented unless it can be clearly
attributable to improper simulated heat
treatment.

Chapter 10 Part 2

Page 9 of 42
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Table 2.4.1 : Mechanical properties of rolled steel bars for acceptance purposes
Yield Impact Tests

Tensile Elongation Reduction
strength Test temp.C Average
Designation strength on 5.65 of area %
[N/mm2] energy J
[N/mm2] So% min. min.
min. min.1
Grade CC1 300 - 490 - 25 - - -
Grade CC2 490 - 690 295 22 - 0 271
Grade CC3 Min. 690 410 17 40 02 60
-20 35
1 The impact test of grade CC2 material may be waived, if the chain is to be supplied in a heat treated
condition as per Table 2.9.1.
2 The impact testing is normally to be carried out at 0C.
Table 2.4.2 : Chemical composition of rolled steel bars
Chemical Composition
Designation C Si Mn P S Al (Total)1
max. max. max. min.
Grade CC1 0.20 0.15 - 0.35 min. 0.40 0.040 0.040 -
Grade CC22 0.24 0.15 - 0.55 max. 1.60 0.035 0.035 0.020
Grade CC3 3 To be specially considered in each case
1 Aluminium may be replaced partly by other grain refining elements.
2 Subject to special consideration, additional alloying elements may be added.
3 To be killed and of fine grain.
Table 2.4.3 : Dimensional tolerance of rolled steel bars
Nominal diameter [mm] Tolerance on diameter [mm] Tolerance on roundness

(dmax - dmin) [mm]
Less than 25 -0 + 1.0 0.6
25 – 35 -0 +1.2 0.8
36 – 50 -0 + 1.6 1.1
51 – 80 -0 + 2.0 1.5
81 – 100 -0 +2.6 1.95
101 – 120 -0 + 3.0 2.25
121 – 160 -0 + 4.0 3.0
161 – 210 -0 + 5.0 4.0

Chapter 10 Part 2
2.4.10 If failure to pass the tensile test or the - Details of heat treatment of the test sample
Charpy V-notch impact test is definitely (where applicable)
attributable to improper heat treatment of the
test sample, a new test sample may be taken - Results of mechanical tests (where
from the same piece and re-heat treated. The applicable)
complete test (both tensile and impact test) is to
be repeated and the original results obtained - Number of test specimens (where
may be disregarded. applicable).
2.4.11 The chemical composition of the steel 2.5 Material for cast chain cables and
bars is to be generally within the limits given in accessories
Table 2.4.2.
2.5.1 Manufacture of cast steel chain cables is
2.4.12 The tolerances on diameter and generally to be in accordance with Ch.4, as
roundness of rolled steel bars are to be within appropriate.
the limits specified in Table 2.4.3 unless
otherwise agreed. 2.5.2 All castings must be properly heat treated
i.e. normalized, normalized and tempered or
2.4.13 The minimum markings required for the quenched and tempered, as specified in Table
steel bars are the manufacturers’ brandmark, 2.7.1 for the relevant grade of steel.
the steel grade and an abbreviated symbol of
the heat. Steel bars having diameters of up to 2.6 Material for forged chain cables and
and including 40 mm and combined into accessories
bundles, may be marked on permanently affixed
labels. 2.6.1 The procedure for the manufacture of drop
forgings for chain cables will be specially
2.4.14 Material certification : Bar material for considered, but is generally to be in accordance
Grade 2 or Grade 3 is to be certified by IRS. For with the appropriate requirements of Ch.5.
each consignment, manufacturers shall forward
to the Surveyor a certificate containing at least 2.6.2 The stock material may be supplied in the
the following data: as rolled condition. Finished forgings are to be
properly heat treated, i.e. normalized,
- Manufacturer’s name and/or purchaser’s normalized and tempered or quenched and
order no. tempered, as specified for the relevant grade of
steel in Table 2.7.1.
- Number and dimensions of bars and weight
of consignment 2.7 Heat treatment of completed chain cables
- Steel specification and chain grade 2.7.1 The completed chain cable and
accessories are to be heat treated in
- Heat number accordance with Table 2.7.1, for the appropriate
grade of cable.
- Manufacturing procedure
2.7.2 In all cases, heat treatment is to be carried
- Chemical composition out prior to the proof, load test, breaking load
test and all mechanical testing.
Table 2.7.1 : Condition of supply of chain cables and accessories
Grade Chain cables Accessories

CC1 As welded or normalized NA
CC2 As welded or normalized 1) Normalized
CC3 Normalized, Normalized and tempered Normalized, normalized and tempered or
or Quenched and tempered Quenched and tempered
1) Grade CC2 chain cables made by forging or casting are to be supplied in the normalized
condition
NA = Not Applicable.

Page 11 of 42
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2.8 Materials and welding of studs 2.9.1 Finished chain cables are to be tested in
the presence of a Surveyor, at a proving
2.8.1 The studs are to be made of steel establishment recognized by IRS. For this
corresponding to that of the chain cable or from purpose the chain cables must be free from
rolled, cast or forged mild steels. The use of paint and anti-corrosive media. Special attention
other materials, e.g. grey or nodular cast iron is would be given to the visual inspection of the
not permitted. flash-butt-weld, if present. In addition to the
requirements of this Chapter, attention must be
2.8.2 The welding of studs is to be in given to any relevant statutory requirements of
accordance with an approved procedure subject the National Authority of the country in which the
to following : ship is to be registered.
a) The studs being of weldable steel; 2.9.2 The design and/or standard breaking loads
and proof loads of stud link chain cables are
b) The studs being welded at one end only, i.e. given in Table 2.9.1 (a). The test loads rounded
opposite to the weldment of the link. The off from the loads in 2.9.1 (a) to be used for
stud ends must fit inside of the link without testing and acceptance of chain cables, are
appreciable gap; given in Table 2.9.1 (b). Each length of chain is
to be subjected to a proof loading test in an
c) The welds, preferably in the horizontal approved testing machine and is to withstand
position, are to be executed by qualified the load given in Table 2.9.1 for the appropriate
welders using suitable welding grade and size of cable. On completion of the
consumables; test, each length of cable is to be examined and
is to be free from significant defects.
d) All the welds are to be completed before the
final heat treatment of the chain cable; and Should a proof load test fail, the defective link(s)
is (are) to be replaced, a local heat treatment to
e) The welds are to be free from defects liable be carried out on the new link(s) and the proof
to impair the proper use of the chain. load test is to be repeated. In addition, an
investigation is to be made to identify the cause
2.9 Testing of completed chain cables of the failure.
Table 2.9.1(a) : Formulae for proof loads and breaking loads of stud link chain cables
Test Grade CC1 Grade CC2 Grade CC3

Proof load (kN) 0.00686d2 (44 – 0.08d) 0.00981d2 (44 – 0.08d) 0.01373d2 (44 – 0.08d)
Breaking load (kN) 0.00981d2 (44 – 0.08d) 0.01373d2 (44 – 0.08d) 0.01961d2 (44 – 0.08d)
Note d = nominal diameter [mm]

Chapter 10 Part 2
Table 2.9.1(b) : Test load values for stud link chain cables
Grade CC1 Grade CC2 Grade CC3

Chain cable Proof load Breaking Proof load Breaking Proof load Breaking
diameter load load load
(mm) (kN) (kN) (kN) (kN) (kN) (kN)

1 2 3 4 5 6 7
11 36 51 51 72 72 102
12.5 46 66 66 92 92 132
14 58 82 82 116 116 165
16 76 107 107 150 150 216
17.5 89 127 127 179 179 256
19 105 150 150 211 211 301
20.5 123 175 175 244 244 349
22 140 200 200 280 280 401
24 167 237 237 332 332 476
26 194 278 278 389 389 556
28 225 321 321 449 449 642
30 257 368 368 514 514 735

32 291 417 417 583 583 833
34 328 468 468 655 655 937
36 366 523 523 732 732 1050
38 406 581 581 812 812 1160
40 448 640 640 896 896 1280

42 492 703 703 981 981 1400
44 583 769 769 1080 1080 1540
46 585 837 837 1170 1170 1680
48 635 908 908 1270 1270 1810
50 686 981 981 1370 1370 1960

52 739 1060 1060 1480 1480 2110
54 794 1140 1140 1590 1590 2270
56 851 1220 1220 1710 1710 2430
58 909 1290 1290 1810 1810 2600
60 969 1380 1380 1940 1940 2770

62 1030 1470 1470 2060 2060 2940
64 1100 1560 1560 2190 2190 3130
66 1160 1660 1660 2310 2310 3300
68 1230 1750 1750 2450 2450 3500
70 1290 1840 1840 2580 2580 3690

73 1390 1990 1990 2790 2790 3990
76 1500 2150 2150 3010 3010 4300
78 1580 2260 2260 3160 3160 4500
81 1690 2410 2410 3380 3380 4820
84 1800 2580 2580 3610 3610 5160

87 1920 2750 2750 3850 3850 5500
90 2050 2920 2920 4090 4090 5840
92 2130 3040 3040 4260 4260 6080
95 2260 3230 3230 4510 4510 6440
97 2340 3340 3340 4680 4680 6690

100 2470 3530 3530 4940 4940 7060

Page 13 of 42
___________________________________________________________________________________
Table 2.9.1(b) : Test load values for stud link chain cables
Grade CC1 Grade CC2 Grade CC3

Chain cable Proof load Breaking Proof load Breaking Proof load Breaking
diameter load load load
(mm) (kN) (kN) (kN) (kN) (kN) (kN)

1 2 3 4 5 6 7
102 2560 3660 3660 5120 5120 7320
105 2700 3850 3850 5390 5390 7700
107 2790 3980 3980 5570 5570 7960
111 2970 4250 4250 5940 5940 8480

114 3110 4440 4440 6230 6230 8890
117 3260 4650 4650 6510 6510 9300
120 3400 4850 4850 6810 6810 9720
122 3500 5000 5000 7000 7000 9990
124 3600 5140 5140 7200 7200 10280

127 3750 5350 5350 7490 7490 10710
130 3900 5570 5570 7800 7800 11140
132 4000 5720 5720 8000 8000 11420
137 4260 6080 6080 8510 8510 12160
142 4520 6450 6450 9030 9030 12910

147 4790 6840 6840 9560 9560 13660
152 5050 7220 7220 10100 10100 14430
157 5320 7600 7600 10640 10640 15200
162 5590 7990 7990 11170 11170 15970
Table 2.9.2 : Number of mechanical test specimens for finished chain cables and accessories
Grade Manufacturing Condition of Number of test specimens

method supply 1) Tensile test Charpy V-notch impact test
for base metal Base metal Weldment
Flash-butt welded AW NR NR NR
CC1
N
Flash-butt welded AW 1 3 3
-------------------- -------------------- -------------------- --------------------
CC2 N NR NR NR
Forged or Cast N 1 3 2) NA
Flash-butt welded N
NT 1 3 3
QT
CC3
Forged or Cast N
NT 1 3 NA
QT

Chapter 10 Part 2
1) AW = As Welded, N = Normalized, NT = Normalized and Tempered,

QT = Quenched and Tempered
2) For chain cables, Charpy V-notch impact test is not required.
NR = Not required
NA = Not applicable
Table 2.9.3 : Mechanical properties of finished chain cables and accessories
Grade Yield Tensile Elongation Reduction Charpy V-notch impact test

strength strength on 5.65 of area % Test Absorbed energy, in
[N/mm2] [N/mm2] So % min. tempera- Joules min.
min. min. min. ture, in C Base Weldment
metal
CC1 NR NR NR NR NR NR NR
CC2 295 490 – 690 22 NR 0 27 27
CC3 410 690 min. 17 40 0 1) 60 50
-20 35 27
1) Testing is normally to be carried out at 0C.
NR = Not required.
2.9.3 Sample lengths comprising of at least cast chain cables where the batch size is less
three links are to be taken from every four than four lengths, the sampling frequency is to
lengths or fraction of chain cables and tested at be by heat treatment charge. Mechanical tests
the breaking loads given in Table 2.9.1. The are to be carried out in the presence of the
breaking load is to be maintained for a minimum Surveyor. The test specimens and their location
of 30 seconds. The links concerned are to be are to be according to 2.4.5 to 2.4.7 and
made in a single manufacturing cycle together Fig.2.4.1. Testing and re-testing are to be
with the chain cable and must be welded and carried out as given in 2.4.9.
heat treated together with it. Only after this
these may be separated from the chain cable in 2.9.7 An additional link (or where the links are
the presence of the Surveyor. small, several links) for mechanical test
specimen removal is to be provided in a length
2.9.4 Where a breaking load test specimen fails, of chain cable not containing the specimen for
a further specimen is to be cut from the same the breaking test. The specimen link must be
length of cable and subjected to test. If this re- manufactured and heat treated together with the
test fails, the length of cable from which it was length of chain cable.
taken is to be rejected. When this test is also
representative of other lengths, each of the 2.10 Accessories for chain cables
remaining lengths in the batch is to be
individually tested and is to meet the 2.10.1 End and joining shackles, attachment
requirements of the breaking load test. links, adapter pieces, swivels and other fittings
are to be subjected to the proof and breaking
2.9.5 For large diameter cables where the loads appropriate to the grade and size of cable
required breaking load is greater than the for which they are intended in accordance with
capacity of the testing machines, special the requirements of Table 2.9.1.
consideration will be given to acceptance of
other alternative testing procedure. 2.10.2 The breaking load is to be applied to at
least one item out of every 25 (one in 50 for
2.9.6 Mechanical test specimens required in lugless shackles). The items need not
Table 2.9.2 are to be taken from every four necessarily be representative of each heat of
lengths in accordance with 2.9.7. For forged or steel or individual purchase order. Enlarged

Page 15 of 42
___________________________________________________________________________________
links and end links need not be tested provided 2.10.4 Unless otherwise specified, the forging or
that they are manufactured and heat treated casting must at least comply with the
together with the chain cable. The tested item is mechanical properties given in Table 2.9.3,
to be destroyed and not used as part of an outfit, when properly heat treated. For test sampling,
in general. However, the accessories, which forgings or castings of similar dimensions
have been successfully tested at the prescribed originating from the same heat treatment charge
breaking load appropriate to the chain, may be and the same heat of steel are to be combined
used in service at the discretion of IRS where into one test unit. From each test unit, one
the accessories are manufactured with the tensile test specimen and the Charpy V-notch
following: impact test specimens are to be taken in
accordance with Table 2.9.2. Mechanical tests
a) material having higher strength are to be carried out in the presence of the
characteristics than those specified for the Surveyor. Location of test specimens and test
part in question (e.g. grade 3 material for procedure are to be as given in 2.4.5 to 2.4.7
accessories for grade 2 chain). and Fig.2.4.1. Testing / re-testing is to be carried
out as per 2.4.9. Enlarged links and end links
b) or alternatively, same grade material as the need not be tested provided they are
chain but with increased dimensions and it manufactured and heat treated together with the
is verified by procedure tests that such chain cable.
accessories are so designed that the
breaking strength is not less than 1.4 times 2.11 Identification
the prescribed breaking load of the chain for
which they are intended. 2.11.1 All lengths of cables and accessories are
to be stamped with the following identification
2.10.3 The breaking load test may be waived if – marks:-
a) The breaking load has been demonstrated a) IR and the abbreviated name of the local
on the occasion of the approval testing of office of IRS issuing the certificate;
parts of the same design, and b) Number of certificate;
c) Date of test;
b) The mechanical properties of each d) Proof load and grade of chain;
manufacturing batch are approved, and e) Personal stamp of the Surveyor responsible
for inspection.
c) The parts are subjected to suitable non-
destructive testing.
Section 3
Short Link Chain Cables
3.1 General establishment recognised by IRS. In addition to

the requirements stated in this Chapter,
3.1.1 Details regarding the form and proportions attention is to be given to any relevant statutory
of short link chain cable, materials, method of requirements of the National Authority of the
manufacture and testing are to be submitted for country in which the ship is to be registered.
special consideration by IRS.
3.2.2 For chain of diameter less than 12.5 [mm],
3.1.2 In general the short link chain cables are other than steering chains, the manufacturer's
to comply with the grades L(3) and M(4) of ISO tests will be accepted.
1834.
3.2.3 After completion of all manufacturing
3.2 Testing and inspection of chain cables processes, including heat treatment and
galvanising, the whole of the chain is to be
3.2.1 All chain cable of 12.5 [mm] diameter and subjected to the appropriate proof load specified
above, and all steering chains irrespective of in Table 3.2.1.
diameter are to be tested at a proving

Chapter 10 Part 2
3.2.4 The whole of the chain is to be inspected into account in determining the total elongation
after the proof load test and is to be free from (See 3.2.7).
significant defects.
3.2.6 The breaking load is to comply with the
3.2.5 At least one sample, consisting of seven or appropriate requirements of Table 3.2.1.
more links, is to be selected by the Surveyor
from each 200 [m] or less of chain for breaking 3.2.7 The total elongation of the breaking load
load tests. Two additional links may be required sample at fracture, expressed as a percentage
for engagement in the jaws of the testing of the original inside length of the sample after
machine. These extra links are not to be taken proof loading, is to be not less than 20 per cent.
Table 3.2.1 : Mechanical test requirements for short link chain cables
Grade L(3) Grade M(4)

Chain diameter
Breaking load Breaking load
[mm] Proof load [kN] Proof load [kN]
min. [kN] min. [kN]
5 - - 7.9 15.8
6 9 18 - -
6.3 - - 12.5 25
7.1 - - 15.9 31.8
8 16 32 20.2 40.4
9 - - 25.5 51
10 25 50 31.5 63
11.2 - - 39.5 79
12 35.5 71 - -
12.5 - - 49.1 98.2
14 - - 63 126
16 - - 81 162
18 - - 102 204
20 - - 126 252
22.4 - - 158 316
25 - - 197 394
28 - - 247 494
32 - - 322 644
36 - - 408 816
40 - - 503 1006
45 - - 637 1274
Section 4
Steel Wire Ropes
4.1 General Alternative type of wire ropes will be specially

considered on the basis of an equivalent
4.1.1 Steel wire ropes are to be manufactured at breaking load and the suitability of the
Works approved by IRS. Also refer Chapter 1, construction for the purpose intended.
Section 1, Cl. 1.3.2.
4.1.3 It is recommended that the wire ropes
4.1.2 The wire ropes are to be of six strand type intended for stream wires, towlines and mooring
with minimum of 16 wires in each strand. In lines be of fiber core construction and wire ropes
addition to complying with the requirements of for towlines and mooring lines used in
this Chapter, the details regarding form of association with mooring winches be of wire
construction and minimum breaking strength are rope core.
to be in accordance with IS: 2266-1989.

Page 17 of 42
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4.2 Materials
4.2.4 Torsion and zinc coating tests are to be
4.2.1 The wire used in the manufacture of the carried out on wire samples taken from a
rope is to be drawn from steel made in suitable length of the completed rope. After
accordance with the requirements of Ch.3. unstranding and straightening, six wires are to
be subjected to both a torsion test and a wrap
Table 4.2.1 : Torsion test - Speed of testing test for adhesion of coating. Additionally, tests to
determine the uniformity of the zinc coating are
Diameter of Maximum speed of to be carried out.
coated wire [mm] testing twists per minute
< 1.5 90 4.2.5 As an alternative to test specimens taken
 1.5 < 3.0 60 as detailed in 4.2.4, tests may be carried out on
 3.0 < 4.0 30 the wire before the rope is stranded.
4.2.2 The tensile strength is generally to be 4.2.6 For the torsion test, the length of the
within the ranges 1420 to 1570 [N/mm2]; 1570 to sample is to be such as to allow a length
1770 [N/mm2] or 1770 to 1960 [N/mm2]. between the grips of 100 times the wire
diameter or 300 [mm], whichever is less. The
4.2.3 The wire is to be galvanized by a hot dip or wire is to be twisted by causing one or both of
electrolytic process to give a uniform coating the vices to be revolved until fracture occurs.
which may be any of the following grades:- The speed of testing is not to exceed, for a
length equal to 100 times the diameter, that
Grade 1 : heavy coating, drawn after given in Table 4.2.1 (a tensile load not
galvanizing; exceeding 2 per cent of the breaking load of the
wire may be applied to keep the wire stretched).
Grade 2 : heavy coating, finally The wire is to withstand, without fracture on a
galvanized; length of 100 times the diameter of wire, the
number of complete twists given in Table 4.2.2.
Grade 3 : light coating, drawn after
galvanizing.
Table 4.2.2 : Torsion test - Minimum number of twists

Minimum number of twists
Diameter of
Grade 2 Grade 1 or 3
coated wire
Tested before Tested after Tested before Tested after
[mm]
stranding stranding stranding stranding
< 1.3 15 13 27 24
 1.3 < 2.3 15 13 26 23
 2.3 < 3.0 14 12 23 20
 3.0 < 4.0 12 10 21 18
4.3 Zinc coating tests recognised standard and is to comply with the
minimum values given in Table 4.3.1.
4.3.1 The mass per unit area of the zinc coating
is to be determined in accordance with a

Chapter 10 Part 2
Table 4.3.1 : Zinc coating
Zinc coating [grams/m2]

Diameter of coated wire [mm]
Grade 1 or 2 Grade 3
 0.40 < 0.50 75 40
 0.50 < 0.6 90 50
 0.6 < 0.8 110 60
 0.8 < 1.0 130 70
 1.0 < 1.2 150 80
 1.2 < 1.5 165 90
 1.5 < 1.9 180 100
 1.9 < 2.5 205 110
 2.5 < 3.2 230 125
 3.2 < 4.0 250 135
4.3.2 The uniformity of the zinc coating is to be for 10 complete turns. The ratio between the
determined by a dip test carried out in diameter of the mandrel and that of the wire is to
accordance with the requirements of a be as in Table 4.3.2. After wrapping on the
recognized standard. appropriate mandrel the zinc coating is to have
neither flaked nor cracked to such an extent that
4.3.3 The adhesion of the coating is to be tested any zinc can be removed by rubbing with bare
by wrapping the wire round a cylindrical mandrel fingers.
Table 4.3.2 : Wrap test for adhesion of zinc coating
Coating Diameter coated wire [mm] Max. ratio of mandrel to wire diameter
Grade 1 and 2 < 1.5 4
 1.5 6
Grade 3 < 1.5 2
 1.5 3
4.4 Test on completed ropes 4.4.2 The actual breaking load is not to be less
than that given in the appropriate approved
4.4.1 The breaking load is to be determined by standard.
testing to destruction a sample cut from the
completed rope. This sample is to be of 4.5 Identification
sufficient length to provide a clear test length of
at least 36 times the rope diameter between the 4.5.1 All completed ropes are to be identified
grips. with attached labels detailing the rope type,
diameter and length.

Page 19 of 42
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Section 5
Offshore Mooring Chains
5.1 Scope mechanical tests including fracture mechanics

tests.
5.1.1 Following requirements apply to the
materials, design, manufacture and testing of 5.3.2 Manufacturers are to submit for review and
offshore mooring chain and accessories approval the sequence of all operations from
intended to be used for application such as: receiving inspection of raw materials to the
mooring of mobile offshore drilling units, shipment of finished products along with details
mooring of floating production units, mooring of of the following manufacturing processes:
offshore loading systems and mooring of gravity
based structures during fabrication. a) bar heating and bending including the
method, temperatures, temperature control
5.1.2 Mooring equipment covered by these and recording;
requirements are common stud and studless
links, connecting common links (splice links), b) flash welding including current, force, time
enlarged links, end links, detachable connecting and dimensional variables as well as control
links (shackles), end shackles, subsea and recording of parameters, maintenance
connectors, swivels and swivel shackles. procedure and programme for welding
machine;
5.1.3 Studless link chain is normally to be
deployed only once, being intended for long- c) flash removal including method and
term permanent mooring systems with pre- inspection;
determined design life.
d) stud insertion method for stud link chain;
5.2 Chain grades
e) heat treatment including furnace types,
5.2.1 Depending on the nominal tensile strength means of specifying, controlling and
of the steels used for manufacture, chains are recording of temperature and chain speed
subdivided into five grades, namely R3, R3S, and allowable limits, quenching bath and
R4, R4S and R5. agitation, cooling method after exit;
5.2.2 Manufacturers propriety specifications for f) proof and break loading including
R4S and R5 may vary subject to design method/machinery, means of horizontal
conditions and acceptance of IRS. support (if applicable), method of
measurement and recording;
5.2.3 Each Grade is to be individually approved.
Approval for a higher grade does not constitute g) non-destructive examination procedures;
approval of a lower grade. If it is demonstrated
to the satisfaction of the IRS that the higher and h) the manufacturer’s surface quality
lower grades are produced to the same requirement of mooring components;
manufacturing procedure using the same
chemistry and heat treatment, consideration will i) the manufacturer’s procedure for removing
be given to qualification of a lower grade by a and replacing defective links without heat
higher. The parameters applied during treatment of the entire chain.
qualification are then, not to be modified during
production.
5.3.3 For initial approval CTOD (Crack Tip
5.3 Approval of chain manufacturers Opening Displacement) tests are to be carried
out on the particular mooring grade of material.
5.3.1 Offshore mooring chain are to be CTOD tests are to be conducted in accordance
manufactured only by works approved by IRS. with a recognized standard such as BS 7448
Also refer Chapter 1, Section 1, Cl. 1.3.2. For Part 1 and BS EN ISO 15653:2010. The CTOD
this purpose approval tests are to be carried out, test piece is to be a standard 2 x 1 single edge
the scope of which is to include proof and notched bend piece, test location as shown in
breaking load tests, measurements and Fig.5.3.1. The notch of the CTOD specimen is to

Chapter 10 Part 2
be located as close to the surface as opposite side. Three links are to be selected for
practicable. The minimum cross section of the testing, i.e, a total of six CTOD specimens. The
test piece is to be 50 x 25 [mm] for chain tests are to be taken at minus 20C and the
diameter less than 120 [mm] and 80 x 40 [mm] lowest CTOD of each set of 3 specimens is to
for diameter 120 [mm] and above. CTOD meet the minimum values indicated below in
specimens are to be taken from both the side of Table 5.3.3:
the link containing the weld and from the
Table 5.3.3 Minimum CTOD test values for chain type

Chain R3 [mm] R3S [mm] R4 [mm] R4S and R5 [mm]
Type
BM WM BM WM BM WM BM WM
Stud link 0.20 0.10 0.22 0.11 0.24 0.12 0.26 0.13
Studless 0.20 0.14 0.22 0.15 0.24 0.16 0.26 0.17
Note : BM : Base metal WM : Welded metal
Fig. 5.3.1 : Location of CTOD test specimens for Chain
5.3.4 Calibration of furnaces is to be verified by through the furnaces at representative

measurement and recording of a calibration test travel speed.
piece with dimensions equivalent to the
maximum size of link manufactured. The (c) One thermocouple is to be attached
manufacturer is to submit a procedure for to the surface of the straight part and
furnace temperature surveys which is to include one thermocouple is to be imbedded in
the following requirements: a drilled hole located at the mid
thickness position of the straight part of
(a) The temperature uniformity of the calibration block. The time-
furnaces is to be surveyed whenever temperature curves are to show that the
approval of manufacturer is requested temperatures throughout the cross
and at least annually during normal section and the soaking times are within
operating conditions. specified limits as given in the heat
treatment procedure.
(b) Furnaces are to be checked by
conveying a monitoring link 5.3.5 For R4S and R5 chain and accessories,
instrumented with two thermocouples prior to approval, the manufacturer is to have

Page 21 of 42
___________________________________________________________________________________
undertaken experimental tests or have relevant is to confirm by analysis and testing that the
supporting data to develop the chain and specification is met.
accessory material. The tests and data may
include: fatigue tests, hot ductility tests (no For Grade R4, R4S and R5 chain the steel is to
internal flaws are to develop whilst bending in contain a minimum of 0.20 per cent
the link forming temperature range), welding molybdenum.
parameter research, heat treatment study, strain
age resistance, temper embrittlement study, 5.5.3 A heat treatment sensitivity study
stress corrosion cracking (SCC) data and simulating chain production conditions is to be
hydrogen embrittlement (HE) study, using slow applied in order to verify mechanical properties
strain test pieces in hydrated environments. and establish limits for temperature and time
Reports indicating the results of experimental combinations. All test details and results are to
tests are to be submitted. be submitted to IRS.
5.4 Approval of quality system at chain and 5.5.4 The bar manufacturer is to provide
accessory manufacturers evidence that the manufacturing process
produces material that is resistant to strain
5.4.1 Chain and accessory manufacturers are to ageing, temper embrittlement and for R3S, R4,
have a documented and effective quality system R4S and R5, hydrogen embrittlement. All test
approved by IRS. The provision of such a quality details and results are to be submitted to IRS.
system is required in addition to, and not in lieu
of, the witnessing of tests by a Surveyor as 5.6 Approval of forge shops and foundries -
specified in 5.7 to 5.14. accessories
5.5 Approval of steel mills - rolled bar 5.6.1 Forge shops and foundries intending to
supply finished or semi-finished accessories are
5.5.1 Bar material intended for chain and to be approved by IRS. A description of
accessories are to be manufactured only by manufacturing processes and process controls
works approved by IRS. The approval is limited is to be submitted to IRS. The scope of approval
to a nominated supplier of bar material. If a is to be approved by IRS. The approval is to be
chain manufacturer wishes to use material from limited to a nominated supplier of forged or cast
a number of suppliers, separate approval tests material. If an accessory manufacturer wishes to
must be carried out for each supplier. Also refer use material from a number of suppliers, a
Chapter 1, Section 1, Cl. 1.3.2. separate approval must be carried out for each
supplier.
Approval will be given only after successful
testing of the completed chain. Each Grade is to 5.6.2 Approval will be given only after successful
be individually approved. Approval for a higher testing of the completed accessory. Approval for
grade does not constitute approval of a lower a higher grade does not constitute approval of a
grade. If it is demonstrated to the satisfaction of lower grade. If it is demonstrated to the
IRS that the higher and lower grades are satisfaction of IRS that the higher and lower
produced to the same manufacturing procedure grades are produced to the same manufacturing
using the same chemistry and heat treatment, procedure using the same steel specification,
consideration will be given to qualification of a supplier and heat treatment, consideration will
lower grade by a higher. The parameters be given to qualification of a lower grade by a
applied during qualification are not to be higher. The approval will normally be limited to
modified during production. The approval will the type of accessory and the designated
normally be limited upto the maximum diameter mooring grade of material upto the maximum
equal to that of the chain diameter tested. The diameter or thickness equal to that of the
rolling reduction ratio is to be recorded and is to completed accessory used for qualification.
be at least 5:1 for R3, R3S, R4, R4S and R5. unless otherwise agreed by IRS. However, for
The rolling reduction ratio used in production the different accessories that have the same
can be higher, but should not be lower than that geometry, the tests for initial approval are to be
qualified. carried out on the one having the lowest
reduction ratio. Qualification of accessory pins to
5.5.2 The bar manufacturer is to submit a maximum diameters is also required. Individual
specification of the chemical composition of the accessories of complex geometries will be
bar material, which must be approved by IRS specially considered.
and by the chain manufacturer. The bar maker

Chapter 10 Part 2
5.6.3 For forgings – Forgings are to have production conditions shall be applied in order to
wrought microstructure and the minimum verify mechanical properties and establish limits
reduction ratio is to be 3:1. The forging reduction for temperature and time combinations. (Cooling
ratio, used in the qualification tests, from cast after tempering shall be appropriate to avoid
ingot / slab to forged component is to be temper embrittlement). All test details and
recorded. The forging reduction ratio used in results are to be submitted to IRS.
production can be higher, but should not be
lower than that qualified. The degree of 5.6.6 For initial approval CTOD tests are to be
upsetting during qualification is to be recorded carried out on the particular mooring grade of
and maintained during production. Heat cycling material. Three CTOD tests are to be tested in
during forging and reheating is to be monitored accordance with a recognized standard such as
by the manufacturer and recorded in the forging BS 7448 Part 1 and BS EN ISO 15653:2010.
documentation. The manufacturer is to have a For rectangular accessories, the CTOD test
maintenance procedure and schedule for dies piece is to be a standard 2 x 1 single edge
and tooling which is to be submitted to IRS. notched bend specimen of thickness equal to
full thickness of material to be tested. Subsized
5.6.4 The forge shop or foundry is to submit a specimens may be used, subject to approval by
specification of chemical composition of the IRS. For circular geometries, the minimum cross
forged or cast material, which must be approved section of the test piece is to be 50 x 25 [mm] for
by IRS. For Grade R4, R4S and R5 chain the accessory diameters less than 120 [mm], and 80
steel should contain a minimum of 0.20 per cent x 40 [mm] for diameters 120 [mm] and above.
molybdenum. The notch of the CTOD specimen is to be
located as close to the surface as practicable.
5.6.5 Forges and foundries are to provide The tests are to be taken at minus 20C and the
evidence that the manufacturing process results submitted for review. The minimum
produces material that is resistant to strain values of each set of three specimens are to at
ageing, temper embrittlement and for R4S and least meet the requirements as indicated in
R5 grades, hydrogen embrittlement. A heat Table 5.6.6 (same as that of the studless chain
treatment sensitivity study simulating accessory material shown in Table 5.3.3).
Table 5.6.6 : CTOD Test Values for Accessories
Grade of R3 [mm] R3S [mm] R4 [mm] R4S & R5 [mm]

Accessory
CTOD 0.20 0.22 0.24 0.26
The geometry of accessories can vary. Figure specimen is to consider the direction of the grain
5.6.6 shows the CTOD location for circular and flow. Figure 5.6.6 (b) shows two possible
rectangular cross sections such as those of the sampling positions for CTOD test specimens
D-shackle and accessories fabricated from with notch orientation for rectangular type
rectangular sections. The orientation of the accessories.

Page 23 of 42
___________________________________________________________________________________
Figure 5.6.6 : Location of CTOD test specimens: a) Circular type accessory and b) rectangular
type accessory, B corresponds to the thickness of material, the grain flow is considered in the
longitudinal direction X
5.6.7 Calibration of furnaces shall be verified by 5.7.1.1 The steels are to be manufactured by
measurement and recording of a calibration test basic oxygen, electric furnace or such other
piece with dimensions equivalent to the process as may be specially approved. All steels
maximum size of link manufactured. are to be killed and fine grain treated. The
Thermocouples are to be placed both on the austenitic grain size for R3, R3S and R4 is to
surface and in a drilled hole located to the mid be 6 or finer in accordance with ASTM E112 or
thickness position of the calibration block. The equivalent grain size index in accordance to ISO
furnace dimensions are to be such as to allow 643. Measurements for circular sections are to
the whole furnace charge to be uniformly heated be taken at 1/3 radius.
to the necessary temperature. Temperature
uniformity surveys of heat treatment furnaces for 5.7.1.2 Steel for bars intended for R4S and R5
forged and cast components are to be carried chain is to be vacuum degassed. The austenitic
out according to API Spec 6A/ISO 10423 Annex grain size is to be 6 or finer in accordance with
M or ASTM A991. The initial survey is to be ASTM E112 or equivalent grain size index in
carried out with maximum charge (load) in the accordance to ISO 643. Measurements for
furnace. Subsequent surveys are to be carried circular sections are to be taken at 1/3 radius.
out annually and may be carried out with no
furnace charge. 5.7.1.3 For R4S and R5 the following
information is to be supplied by the bar
The quench bath maximum temperature and the manufacturer to the mooring chain manufacturer
maximum heat treatment transfer times from and the results included in the chain
furnace to quench are to be established and documentation:
documented. During production the established
quenching parameters are to be followed and a) Each heat is to be examined for non-metallic
records are to be maintained of bath inclusions. The level of micro inclusions is to be
temperatures and transfer times. quantified and assessed in accordance with
national/ international standards; to be sure
5.6.8 For R4S and R5 refer to additional inclusion levels are acceptable for the final
requirements in 5.3.5. product.
5.7 Rolled steel bars b) A sample from each heat is to be macro

etched according to ASTM E381 or equivalent to
5.7.1 Steel manufacture

Chapter 10 Part 2
be sure there is no injurious segregation or

porosity. where,
c) Hardenability data, according to ASTM A255, Z1 = Reduction of area without baking

or equivalent, is to be supplied with each heat.
Z2 = Reduction of area after baking
5.7.2 Chemical composition
d) If the requirement of Z1/Z2  0.85 is not
For acceptance tests, the chemical composition achieved, the bar material may be subjected
of ladle samples of each heat is to be to a hydrogen degassing treatment after
determined by the bar manufacturer and is to agreement with the Surveyor(s). New tests
comply with the approved specification (see are to be performed after degassing.
5.5.2).
.3 For all grades, one tensile and three
5.7.3 Mechanical tests Charpy V-notch specimens are to be taken from
each sample selected. The test specimens are
.1 Bars of the same nominal diameter are to be taken at approximately one-third radius
to be presented for test in batches of 50 tonnes below the surface, as shown in Sec. 2, Fig.2.4.1.
or fraction thereof from the same heat. Test The results of all tests are to be in accordance
specimens are to be taken from material heat with the appropriate requirements of Table
treated in the same manner as intended for the 5.7.1.
finished chain.
.4 If the tensile test requirements are not
.2 Each heat of Grade R3S, R4, R4S and achieved, a retest of two further specimens
R5 is to be tested for hydrogen embrittlement. In selected from the same sample will be
case of continuous casting, test samples permissible.
representing both the beginning and the end of Failure to meet the specified requirements of
the charge are to be taken. In case of ingot either or both additional tests will result in
casting, test samples representing two different rejection of the batch represented unless it can
ingots are to be taken. be clearly attributable to improper simulation of
the heat treatment.
a) Two tensile test specimens are to be taken
from the central region of bar material which .5 If the impact test requirements are not
has been subjected to the heat treatment achieved, a retest of three further specimens
cycle intended to be used in production. selected from the same sample will be
The specimens are to preferably have a permissible. The results are to be added to
diameter of 20 mm, alternatively 14 mm. those previously obtained to form a new
One specimen is to be tested within max. 3 average. The new average is to comply with the
hours (1 1/2 hours for 14 mm diameter requirements. No more than two individual
specimen) after machining. Where this is results are to be lower than the required
not possible, the specimen is to be cooled to average and no more than one result is to be
-60C immediately after machining and kept below 70 per cent of the specified average
at that temperature for a period of maximum value.
5 days.
Failure to meet the requirements will result in
The second specimen is to be tested after rejection of the batch represented. Where the
baking at 250C for 4 hours (2 hours for 14 failure can be clearly attributable to improper
mm diameter specimen). simulation of the heat treatment, new tests may
be permitted at the discretion of the Surveyor.
b) A slow strain rate < 0.0003 per second is to
be used during the entire test, until fracture 5.7.4 Dimensional tolerances
occurs. (This is approx. 10 minutes for a 20
mm diameter specimen). The diameter and roundness are to be within the
tolerances specified in Sec. 2, Table 2.4.3,
c) Tensile strength, elongation and reduction unless otherwise agreed.
of area are to be reported. The requirement
for the test is: 5.7.5 Non-destructive examination and repair
Z1 a) Non-destructive examination is to be
 0.85 performed in accordance with recognized
Z2

Page 25 of 42
___________________________________________________________________________________
standards such as those given below or each bar supplier. Phased array UT
equivalent: procedures may be applied, subject to
approval by IRS.
i. Magnetic Particle Testing (MT) of
Bars – ASTM E1444 and ISO 9934 d) 100 percent of the bar material is to be
ii. Magnetic Leakage Flux Testing examined by magnetic particle (MT) or eddy
(MLFT) – JIS Z2319 current (ET) or Magnetic Leakage Flux
iii. Eddy Current Testing (ET) of bars – Testing (MLFT) methods. The bars are to
ISO 15549 be free of injurious surface imperfections
such as seams, laps and rolled-in mill scale.
Non-destructive examination procedures, Provided that their depth is not greater than
together with rejection / acceptance criteria 1 per cent of the bar diameter, longitudinal
are to be submitted to IRS. discontinuities may be removed by grinding
and blending to a smooth contour.
b) Manufacturers are to prepare written
procedures for NDE. NDE personnel are to All bars supplied in a machined (peeled)
be qualified and certified according to ISO condition are to be 100% visually inspected.
9712, ACCP or equivalent. Personnel 10% inspection with magnetic particle
qualification to an employer or responsible testing (MT) or eddy current testing (ET) or
agency based qualification scheme as SNT- Magnetic Leakage Flux Testing (MLFT), for
TC-1A may be accepted if the employer's longitudinal imperfections may be undertake
written practice is reviewed and found at the discretion of the Surveyor. The
acceptable and the Level III is ASNT Level maximum depth of peeling is to be agreed
III, ISO 9712 Level III or ACCP Professional and documented in the approval of each
Level III and certified in the applicable supplier.
method. NDE operators are to be qualified
to at least level II. e) The frequency of NDE may be reduced at
the discretion of the Surveyor provided it is
c) The manufacturer is to ensure that 100 verified by statistical means that the
percent of bar material intended for either required quality is consistently achieved.
chain or fittings is subjected to ultrasonic
examination at an appropriate stage of the f) Weld repair of bars is not permitted.
manufacture to procedures approved by
IRS and to the acceptance criteria required.. 5.7.6 Marking
The bars are to be free of pipe, cracks and
flakes. If the end length of the delivered Each bar is to be stamped with the steel grade
bars is not subjected to UT then it is to be designation and the charge number (or a code
agreed between the bar supplier and the indicating the charge number) on one of the end
chain manufacturer of what length of bar is surfaces. Other marking methods may be
to be removed from the ends. The details accepted subject to agreement.
are to be documented in the approval of

Chapter 10 Part 2
Table 5.7.1 : Mechanical properties of offshore mooring chain and accessories
Yield Tensile Reduc- Charpy V-notch impact test

stress strength Elonga- tion of Average
Test Average
Grade [N/mm2] [N/mm2] tion % area % energy
temp. C energy J
min. min. min. min. flash weld
(Note 2) min.
(Note 1) (Note 1) (Note 3) J min.
0 60 50
R3 410 690 17 50
-20 40 30
0 65 53
R3S 490 770 15 50
-20 45 33
R4 580 860 12 50 -20 50 36
R4S
700 960 12 50 -20 56 40
(Note 4)
R5
760 1000 12 50 -20 58 42
(Note 4)
Notes:
1 Aim value of yield to tensile ratio: 0.92 max.
2 At the option of IRS the impact test of Grade R3 and R3S may be carried out at either 0C or
minus 20C.
3 Reduction of area of cast steel is to be for Grades R3 and R3S: min. 40%, for R4, R4S and R5 :
min. 35% (see 5.9.4).
4 Aim maximum hardness for R4S is HB330 and R5, HB340.
5.8 Forged steel Measurements for circular sections are to be

taken at 1/3 radius. Measurements for non-
5.8.1 Manufacture circular sections are to be taken at 1/4t.
5.8.1.1 Forged steels used for the manufacture 5.8.1.3 For steel intended for R4S and R5
of accessories are to be in compliance with accessories the following information is to be
approved specifications and the submitted test supplied by the steel manufacturer to the
reports approved by IRS. Steel is to be mooring accessory manufacturer and the results
manufactured by basic oxygen, electric furnace included in the accessory documentation:
or such other process as may be specially
approved. All steel is to be killed and fine grain a) Each heat is to be examined for non-metallic
treated. The austenitic grain size for R3, R3S inclusions. The level of micro inclusions is to be
and R4 is to be 6 or finer in accordance with quantified and assessed in accordance with the
ASTM E112 or equivalent grain size index in national / international standards; to be sure
accordance to ISO 643. Measurements for inclusion levels are acceptable for the final
circular sections are to be taken at 1/3 radius. product.
Measurements for non-circular sections are to
be taken at 1/4t. b) A sample from each heat is to be
macroetched according to ASTM E381 or
5.8.1.2 Steel for forgings intended for R4S and equivalent, to be sure there is no injurious
R5 chain is to be vacuum degassed. The segregation or porosity.
austenitic grain size is to be 6 or finer in
accordance with ASTM E112 or equivalent grain c) Hardenability data, according to ASTM A255
size index in accordance to ISO 643. or equivalent, is to be supplied with each heat.

Page 27 of 42
___________________________________________________________________________________
5.8.2 Chemical composition 5.8.5.2.4 A slow strain rate < 0,0003 s-1 is to be
used during the entire test, until fracture occurs
For acceptance tests, the chemical composition (This is approximately 10 minutes for the 20
of ladle samples of each heat is to be [mm] diameter specimen). Tensile strength,
determined by the bar manufacturer and is to elongation and reduction of area are to be
comply with the approved specification (see reported.
5.5.2).
5.8.5.2.5 The acceptance requirement for the
5.8.3 Heat treatment test is as follows:
Finished forgings are to be properly heat treated Z1/ Z2 ≥ 0.85

in compliance with specifications approved by
IRS. Where:
5.8.4 Mechanical properties Z1 = Reduction of area without baking

Z2 = Reduction of area after baking
The forgings are to comply with the mechanical
properties given in Table 5.7.1, when properly If the requirement Z1/Z2 ≥ 0.85 is not achieved,
heat treated. the bar material may be subjected to a hydrogen
degassing treatment after agreement with IRS.
5.8.5 Mechanical tests New tests are to be performed after degassing.
5.8.5.1 For test sampling, forgings of similar 5.8.6 Non-destructive examination and repair
dimensions (diameters do not differ by more
than 25 mm) originating from the same heat 5.8.6.1 Non-destructive examination is to be
treatment charge and the same heat of steel are performed in accordance with recognized
to be combined into one test unit. From each standards such as those indicated below, or
test unit one tensile and three impact test equivalent. The non-destructive examination
specimens are to be taken and tested. For the procedures, together with rejection / acceptance
location of the test specimens see Sec. 2, criteria are to be submitted to IRS.
Fig.2.4.1.
(a) Magnetic particle testing (MT) of forgings: -
5.8.5.2 Each heat of Grade R3S, R4, R4S and EN 10228-1, ASTM A275, using wet continuous
R5 is to be tested for hydrogen embrittlement. In magnetization technique
case of continuous casting, test samples
representing both the beginning and the end of (b) Ultrasonic testing (UT) of forgings: - EN
the charge is to be taken. In case of ingot 10228-3, ASTM A388, ISO 13588
casting, test samples representing two different
ingots are to be taken. 5.8.6.2 Manufacturers are to prepare written
procedures for NDE. NDE personnel are to be
5.8.5.2.1 Two (2) tensile test specimens are to qualified and certified according to ISO 9712,
be taken from the central region of forged ACCP or equivalent. Personnel qualification to
material which has been subjected to the heat an employer or responsible agency based
treatment cycle intended to be used in qualification scheme as SNT-TC-1A may be
production. A specimen with a diameter of 20 accepted if the employer's written practice is
[mm] is preferred (consideration will be given to reviewed and found acceptable and the Level III
a diameter of 14 [mm]). is ASNT Level III, ISO 9712 Level III or ACCP
Professional Level III and certified in the
5.8.5.2.2 One of the specimens is to be tested applicable method. NDE operators are to be
within a maximum of 3 hours after machining qualified to at least level II.
(for a 14 [mm] diameter specimen, the time limit
is 1½ hours). Where this is not possible, the 5.8.6.3 The forgings are to be subjected to 100
specimen is to be immediately cooled to -60°C percent ultrasonic examination at an appropriate
after machining and kept at that temperature for stage of manufacture and in compliance with the
a maximum period of 5 days. standard approved by IRS.
5.8.5.2.3 The second specimen is to be tested 5.8.6.4 Defects on non-machined surfaces may
after baking at 250°C for 4 hours, alternatively 2 be removed by grinding to a depth of 5% of the
hours for 14 [mm] diameter specimen. nominal diameter. Grinding is not permitted on

Chapter 10 Part 2
machined surfaces, except for slight inspection 5.9.2 Chemical composition

grinding on plane surfaces to a maximum depth
of 0.8 [mm] in order to investigate spurious For acceptance tests, the chemical composition
indications. Welding repairs are not permitted. of ladle samples of each heat is to be
determined by the bar manufacturer and is to
5.8.7 Marking comply with the approved specification (see
5.5.2).
Marking is to be similar to that specified in 5.7.6.
5.9.3 Heat treatment
5.9 Cast steel
All castings are to be properly heat treated in
5.9.1 Manufacture compliance with specifications approved by IRS.
5.9.1.1 Cast steels used for the manufacture of 5.9.4 Mechanical properties
accessories are to be in compliance with
approved specifications and the submitted test The castings are to comply with the mechanical
reports approved by IRS. Steel is to be properties given in Table 5.7.1. The requirement
manufactured by basic oxygen, electric furnace for reduction of area is, however, reduced to 40
or such other process as may be specially per cent for grades R3 and R3S and 35 per cent
approved. All steel is to be killed and fine grain for grade R4, R4S and R5.
treated. The austenitic grain size for R3, R3S
and R4 is to be 6 or finer in accordance with 5.9.5 Mechanical tests
ASTM E112 or equivalent grain size index in
accordance to ISO 643. Measurements for For test sampling, castings of similar dimensions
circular sections are to be taken at 1/3 radius. originating from the same heat treatment charge
Measurements for non-circular sections are to and the same heat of steel are to be combined
be taken at 1/4t. into one test unit. From each test unit one
tensile and three impact test specimens are to
5.9.1.2 Steel for castings intended for R4S and be taken and tested. For the location of the test
R5 accessories is to be vacuum degassed. The specimens see Sec. 2, Fig.2.4.1.
austenitic grain size is to be 6 or finer in
accordance with ASTM E112 or equivalent grain 5.9.6 Non-destructive Examination and Repair
size index in accordance to ISO 643.
Measurements for circular sections are to be 5.9.6.1 Non-destructive examination is to be
taken at 1/3 radius. Measurements for non- performed in accordance with recognized
circular sections are to be taken at 1/4t. standards, such as those indicated below, or
equivalent. The non-destructive examination
5.9.1.3 For steel intended for R4S and R5 procedures, together with rejection / acceptance
accessories the following information is to be criteria are to be submitted to IRS.
obtained and the results included in the
accessory documentation: (a) Magnetic particle testing (MT) of castings: -
ASTM E709, using wet continuous
a) Each heat is to be examined for non-metallic magnetisation technique
inclusions. The level of micro inclusions is to be
quantified and assessed in accordance with the (b) Ultrasonic testing (UT) of castings: - ASTM
national/international standards; to be sure A609, ISO 13588
inclusion levels are acceptable for the final
product. 5.9.6.2 Manufacturers are to prepare written
procedures for NDE. NDE personnel are to be
b) A sample from each heat is to be macro qualified and certified according to ISO 9712,
etched according to ASTM E381 or equivalent to ACCP or equivalent. Personnel qualification to
be sure there is no injurious segregation or an employer or responsible agency based
porosity. qualification scheme as SNT-TC-1A may be
accepted if the employer's written practice is
c) Hardenability data, according to ASTM A255, reviewed and found acceptable and the Level III
or equivalent is to be supplied with each heat.

Page 29 of 42
___________________________________________________________________________________
is ASNT Level III, ISO 9712 Level III or ACCP 5.9.7 Marking
Professional Level III and certified in the
applicable method. NDE operators are to be Marking is to be similar to that specified in 5.7.6.
qualified to at least level II.
5.10 Materials for studs
5.9.6.3 The castings are to be subjected to 100
percent ultrasonic examination in compliance 5.10.1 The studs intended for stud link chain
with the standard approved by IRS. cable are to be made of steel corresponding to
that of the chain or in compliance with
5.9.6.4 Defects on non-machined surfaces may specifications approved by IRS. In general, the
be removed by grinding to a depth of 5% of the carbon content is not to exceed 0.25 per cent if
nominal diameter. Grinding is not permitted on the studs are to be welded in place.
machined surfaces, except for slight inspection
grinding on plane surfaces to a maximum depth 5.11 Design and Manufacture
of 0.8 [mm] in order to investigate spurious
indications. 5.11.1 Plans with design calculations, giving
detailed design of chain and accessories made
5.9.6.5 Where the repair entails removal of more by or supplied through the chain manufacturer
than 5% of the diameter or thickness, the are to be submitted for approval. Typical
defective area is to be repaired by welding. The designs are given in ISO 1704 (see Sec. 2,
excavations are to be suitably shaped to allow Fig.2.3.1 to 2.3.6). For studless chain the shape
good access for welding. The resulting grooves and proportions are to comply with the
are to be subsequently ground smooth and requirements of this section. Other studless
complete elimination of the defective material is proportions are to be specially approved. It
to be verified by NDE. should be considered that new or non-standard
designs of chain, shackles or fittings, may
5.9.6.6 Weld repairs are classified as major or require a fatigue analysis and possible
minor. A weld repair is considered major when performance, fatigue or corrosion fatigue testing.
the depth of the groove prepared for welding
exceeds 25% of the diameter/thickness or 25 5.11.2 In addition for stud link chain, plans
[mm], whichever is smaller. All other weld showing the detailed design of the stud are to be
repairs are considered minor. submitted for information. The stud is to give an
impression in the chain link which is sufficiently
5.9.6.7 Major weld repairs require approval deep to secure the position of the stud, but the
before the repair is commenced. Proposals for combined effect of shape and depth of the
major repairs are to be accompanied by impression is to be such as not to cause any
sketches or photographs showing the extent and harmful notch effect or stress concentration in
positions of the repairs. A grain refining heat the chain link.
treatment is to be given to the whole casting
prior to major repairs. A post weld heat 5.11.3 Machining of Kenter shackles is to result
treatment or repeat of original heat treatment of in fillet radius of minimum 3 per cent of nominal
castings is to be carried out. diameter.
5.9.6.8 Minor and major weld repairs are to be 5.12 Chain cable manufacturing process
recorded on sketches or photographs showing
the extent and positions of the repairs. 5.12.1 General
5.9.6.9 All weld repairs are to be done by Offshore mooring chains are to be manufactured
qualified welders using qualified procedures. in continuous lengths by flash butt welding and
Welders are to be qualified according to ISO are to be heat treated in a continuous furnace;
9606, ASME IX, ASTM A488 or equivalent. batch heat treatment is not permitted. The use
Procedures are to be qualified according to ISO of joining shackles to replace defective links is
15614, ASME IX, ASTM A488 or equivalent with subject to the written approval of the end
the following additional requirements: Charpy V purchaser in terms of the number and type
notch impact tests with notch locations in weld permitted, except in special circumstances
metal, fusion line and heat affected zone + 2 where short lengths of chain are delivered, such
[mm] and + 5 [mm] from fusion line, as chafing chain (Ref. 5.15). The use of
respectively. Test results are to meet the connecting common links is restricted to 3 links
requirements specified for the parent metal. in each 100 m of chain.

Chapter 10 Part 2
5.12.2 Manufacturing process records within the limits established. Cooling after
tempering is to be appropriate to avoid
Records of bar heating, flash welding and heat temper embrittlement.
treatment are to be made available for
inspection by the Surveyor. c) Temperature and time or temperature and
chain speed are to be controlled and
5.12.3 Bar heating continuously recorded.
a) Bars for links are to be heated by electric d) Grain determination is to be made for the
resistance, induction or in a furnace. final product. The austenitic grain size for
R3, R3S, R4, R4S and R5 is to be 6 or finer
b) For electric resistance heating or induction in accordance with ASTM E112 or
heating, the heating phase is to be equivalent grain size index in accordance to
controlled by an optical heat sensor. The ISO 643. Measurements for circular sections
controller is to be checked at least once are to be taken at surface, 1/3 radius and
every 8 hours and the records are to be centre for the base material, HAZ and weld.
maintained.
c) For furnace heating, the heat is to be 5.12.6 Mechanical properties

controlled and the temperature continuously
recorded using thermocouples in close The mechanical properties of finished chain and
proximity to the bars. The controls are to be accessories are to be in accordance with Table
checked at least once every 8 hours and the 5.7.1. For the location of test specimens see
records are to be maintained. Sec. 2, Fig.2.4.1.
5.12.4 Flash welding 5.12.7 Proof and breaking test loads
The following welding parameters are to be Chains and accessories are to withstand the
controlled during welding of each link: proof and break test loads given in Table 5.12.1.
a) Platen motion; 5.12.8 Freedom from defects
b) Current as a function of time; All chains are to have a workmanlike finish

consistent with the method of manufacture and
c) Hydraulic pressure. be free from defects. Each link is to be
examined in accordance with 5.15.5 using
The controls are to be checked at least every 4 approved procedures.
hours and records are to be maintained.
5.12.9 Dimensions and dimensional tolerances
5.12.5 Heat treatment
The form and proportion of links and
a) Chain is to be austenitized, above the upper accessories are to be in accordance with the
transformation temperature, at a combina- approved design. The tolerances given in Sec.
tion of temperature and time within the limits 2, Cl. 2.3 are applicable, in general.
established.
In addition, the tolerances for stud link and
b) When applicable, chain is to be tempered at studless common links are to be measured in
a combination of temperature and time accordance with Fig.5.12.9a) and b).

Page 31 of 42
___________________________________________________________________________________
Table 5.12.1 : Formulae for proof and break test loads, weight and length over 5 links
Grade Type Proof load [kN] Break load [kN]

Grade R3 Stud Link 0.0148 d2 (44 – 0.08d) 0.0223 d2 (44 – 0.08d)
Grade R3S Stud Link 0.0180 d2 (44 – 0.08d) 0.0249 d2 (44 – 0.08d)
Grade R4S Stud Link 0.0240 d2 (44 – 0.08d) 0.0304 d2 (44 – 0.08d)
Grade R3 Studless 0.0148 d2 (44 – 0.08d) 0.0223 d2 (44 – 0.08d)
Grade R3S Studless 0.0174 d2 (44 – 0.08d) 0.0249 d2 (44 – 0.08d)
Grade R4S Studless 0.0213 d2 (44 – 0.08d) 0.0304 d2 (44 – 0.08d)
Chain Weight [kg/m] Stud link = 0.0219 d2
Chain Weight [kg/m] Studless chain weight calculations for each design are to be submitted
Pitch Length : Five link measure
Minimum 22d
Maximum 22.55d

Chapter 10 Part 2
a) Stud Link – The internal link radii (R) and external radii should be uniform
Designation 1) Description Nominal Minus Tolerance Plus Tolerance

Dimension of the
Link
a Link length 6d 0.15d 0.15d
b Link half length a*/2 0.1d 0.1d
c Link width 3.6d 0.09d 0.09d
e Stud angular 0 degrees 4 degrees 4 degrees
misalignment
R Inner radius 0.65d 0 ----
Notes : 1 Dimension designation is shown in above figure

d = Nominal diameter of chain, (Refer Fig.2.3.1) a* = Actual link length
Fig.5.12.9a) : Stud Link common link, proportions dimensions and tolerances

Page 33 of 42
___________________________________________________________________________________
b) Studless – The internal link radii (R) and external radii should be uniform.
Designation 1) Description Nominal Minus Tolerance Plus Tolerance

Dimension of the
Link
a Link length 6d 0.15d 0.15d
b Link width 3.35d 0.09d 0.09d
R Inner radius 0.60d 0 ----
Notes : 1 Dimension designation is shown in above figure

d = Nominal diameter of chain
2 Other dimension ratios are subject to special approval.
Fig.5.12.9b) : Stud less common link, proportions dimensions and tolerances
5.12.10 Welding of studs e) Welding of studs at both ends is not

permitted unless specially approved.
a) A welded stud may be accepted for grade
R3 and R3S chains. Welding of studs in f) The welds are to be made by qualified
grade R4 chain is not permitted unless welders using an approved procedure and
specially approved. low-hydrogen approved consumables.
b) Where studs are welded into the links, the g) The size of the fillet weld is, as a minimum,
welding is to be completed before the chain to be as per API Specification 2F.
is heat treated.
h) The welds are to be of good quality and free
c) The stud ends must be a good fit inside the from defects such as cracks, lack of fusion,
link and the weld is to be confined to the gross porosity and undercuts exceeding 1
stud end opposite to the flash butt weld. The mm.
full periphery of the stud end is to be welded
unless otherwise approved. i) All stud welds are to be visually examined.
At least 10 per cent of all stud welds within

Chapter 10 Part 2
each length of chain are to be examined by he may not witness all proof load tests. The
dye penetrant or magnetic particles after Surveyor is to satisfy himself that the testing
proof load testing. If cracks or lack of fusion machines are calibrated and maintained in a
are found, all stud welds in that length are to satisfactory condition.
be examined.
c) Prior to inspection chains are to be free from
5.12.11 Connecting common links (splice links) scale, paint or other coating and are to have
a suitably prepared surface as per the
.1 Single links to substitute for test links or applied NDE testing standard. The chains
defective links without the necessity for are to be sand- or shot blast to meet this
re-heat treatment of the whole length requirement.
are to be made in accordance with an
approved procedure. Separate 5.13.2 Proof and break load tests
approvals are required for each grade of
chain and the tests are to be made on a) The entire length of chain is to withstand
the maximum size of chain for which the proof load specified in Table 5.12.1
approval is sought. without fracture and without crack in the
flash weld. The load applied is not to
.2 Manufacture and heat treatment of exceed the proof load by more than 10
connecting common link is not to affect per cent when stretching the chain.
the properties of the adjoining links. The Where plastic straining is used to set
temperature reached by these links is studs, the applied load is not to be
nowhere to exceed 250C. greater than that qualified in approval
tests.
.3 Each link is to be subjected to the
appropriate proof load and non- b) A break-test specimen consisting of at
destructive examination as detailed in least 3 links is to be either taken from
Table 5.12.1 and 5.13.5 respectively. A the chain or produced at the same time
second link is to be made identical to and in the same manner as the chain.
the connecting common link; the link is The test frequency is to be based on
to be tested and inspected as per 5.13.4 tests at sampling intervals according to
and 5.14.5. Table 5.13.1 provided that every cast is
represented. Each specimen is to be
.4 Each connecting common link is to be capable of withstanding the break load
marked either on the stud for stud link specified without fracture and without
chain, or on the outer straight length on crack in the flash weld. It will be
the side opposite the flash butt weld for considered acceptable if the specimen
studless chain. This marking is to be in is loaded to the specified value and
accordance with 5.13.7 plus a unique maintained at that load for 30 seconds.
number for the link. The adjoining links
are also to be marked on the studs or c) For chain diameters over 100 [mm],
straight length as above. alternative break-test proposals to the
above break-test will be considered
5.13 Testing and inspection of finished chain whereby a one link specimen is used.
Alternatives are to be approved by IRS.
5.13.1 General Every heat is to be represented, the test
frequency is to be in accordance with
a) This section applies to but is not limited to Table 5.13.1 and it is to be
finished chain cable such as common stud demonstrated and proven that the
and studless links, end links, enlarged end alternative test represents an equivalent
links and connecting common links (splice load application to the three link test.
links).
d) If the loading capacity of the testing
b) All chains are to be subjected to proof load machine is insufficient, an alternative
tests, sample break load tests and sample load testing machine is to be used that
mechanical tests after final heat treatment in does have sufficient capacity (e.g. two
the presence of Surveyor. Where the loading machines in parallel) provided
manufacturer has a procedure to record the testing and calibration procedure are
proof loads and the Surveyor is satisfied agreed with IRS.
with the adequacy of the recording system,

Page 35 of 42
___________________________________________________________________________________
Table 5.13.1 : Frequency of break and mechanical tests
Nominal chain diameter (mm) Maximum sampling interval (m)

Min - 48 91
49 - 60 110
61 - 73 131
74 - 85 152
86 - 98 175
99 - 111 198
112 - 124 222
125 - 137 250
138 - 149 274
150 - 162 297
163 - 175 322
176 – 186 346
187 – 198 370
199 - 210 395
211 – 222 420
5.13.3 Dimensions and dimensional tolerances weld. Three impact specimens are to be
taken across the flash weld with the notch
After proof load testing, measurements are to be centered in the middle. Three impact
taken on at least 5 per cent of the links in specimens are to be taken across the
accordance with 5.12.9. unwelded side and three impact specimens
are to be taken from the bend region.
The entire chain is to be checked for the length,
five links at a time. By the five link check the first b) The test frequency is to be based on tests at
five links are to be measured. In the next set of sampling intervals according to Table 5.13.1
five links, at least two links from the previous provided that every cast is represented.
five links set are to be included. This procedure Mechanical properties are to be as specified
is to be followed for the entire chain length. The in Table 5.7.1.
measurements are to be taken preferably while
the chain is loaded to 5 - 10 per cent of the c) The frequency of impact testing in the bend
minimum proof load. The tolerances for the 5 may be reduced at the discretion of the
link measurements are indicated in Table Surveyor provided it is verified by statistical
5.12.1, any deviations from the 5 link tolerances means that the required toughness is
are to be agreed by the client and IRS. The links consistently achieved.
held in the end blocks may be excluded from
this measurement. d) Hardness tests are to be carried out on
finished chain. The frequency and locations
Chain dimensions are to be recorded and the are to be agreed with IRS. The recorded
information retained on file. values are for information only and used as
an additional check to verify that the heat
5.13.4 Mechanical tests treatment process has been stable during
the chain production.
a) Links of samples detached from finished,
heat treated chain are to be sectioned for 5.13.5 Non-destructive examination after proof
determination of mechanical properties. A load testing
test unit is to consist of one tensile and nine
impact specimens. The tensile specimen is a) All surfaces of every link are to be visually
to be taken in the side opposite the flash examined. Burrs, irregularities and rough

Chapter 10 Part 2
edges are to be contour ground. Links are to d) Ultrasonic testing is to be employed to

be free from mill defects, surface cracks, examine the flash weld fusion. Procedures
dents and cuts, especially in the vicinity are to be submitted to IRS for approval.
where gripped by clamping dies during flash Approved procedures and equipment are to
welding. Studs are to be securely fastened. be used. On-site calibration standards for
Chain is to be positioned in order to have chain configurations are to be approved.
good access to all surfaces. In order to
allow optimal access to the surface area it is Every link is to be examined.
recommended that chain be hung in the
vertical position, however access to inspect The flash weld is to be free from defects
the interlink area may only be possible with causing ultrasonic back reflections equal to
the chain in the horizontal position. or greater than the calibration standard. The
flash butt welds are to be ultrasonic tested
b) Testing is to be performed in accordance (UT) in accordance with ASTM E587 or
with a recognized standard and the another recognized standard using single
procedures, together with acceptance / probe, angle-beam shear waves in the
rejection criteria are to be submitted to IRS range from 45 to 70°.
for review. Manufacturers are to prepare
written procedures for NDE. NDE personnel Single probe technique has limitations as far
are to be qualified and certified according to as testing of the central region is concerned
ISO 9712, ACCP or equivalent. Personnel and the flash weld imperfections such as flat
qualification to an employer or responsible spots may have poor reflectivity. Where it is
agency based qualification scheme as SNT- deemed necessary, detectability of
TC-1A may be accepted if the employer's imperfections may need to be carried out by
written practice is reviewed and found using a tandem technique, TOFD or phased
acceptable and the Level III is ASNT Level array.
III, ISO 9712 Level III or ACCP Professional
Level III and certified in the applicable e) Stud welds, if used, are to be visually
method. NDE operators are to be qualified inspected. The toes of the fillets are to have
to at least level II. a smooth transition to the link with no
undercuts exceeding 1.0 [mm]. Additionally,
c) Magnetic particle testing is to be employed at least 10% of the stud welds distributed
to examine the flash welded area including through the length are to be dye penetrant
the area gripped by the clamping dies. tested according to ASTM E1417 or
Procedures are to be submitted to IRS for magnetic particle tested according to ASTM
approval. Approved procedures and E1444 or equivalent. Cracks, lack of fusion
equipment are to be used. Every link is to or gross porosity are not acceptable. If
be examined. Additionally, 10% of links are defects are found, testing is to be extended
to be tested on all accessible surfaces. to all stud welds in that length.
Link surface at the flash weld is to be free 5.13.6 Retest, rejection and repair criteria
from cracks, lack of fusion and gross
porosity. Testing is to be performed in a) If the length over 5 links is short, the chain
accordance with ASTM E709 or another may be stretched by loading above the
recognized standard (e.g. ISO 9934) using proof test load specified provided that the
wet continuous fluorescent magnetization applied load is not greater than that
technique. Non fluorescent techniques can approved and that only random lengths of
be accepted in special cases where the the chain need stretching. If the length
standard inspection procedures are exceeds the specified tolerance, the
impractical. overlength chain links are to be cut out and
the requirements of 5.13.6(b) applied.
Links are to be free from:
- relevant linear indications exceeding 1.6 b) If single links are found to be defective or do
mm in transverse direction not meet other applicable requirements,
- relevant linear indications exceeding 3.2 defective links may be cut out and a
mm in longitudinal direction connecting common link inserted in their
- relevant non-linear indications exceeding place. The individual heat treatment and
4.8 mm. inspection procedure of connecting common

Page 37 of 42
___________________________________________________________________________________
links is subject to the approval of the failed link and subjected to the breaking
Surveyor. Other methods of repair are test. Where multiple chains are
subject to approval of the Surveyor and the produced simultaneously it is
end purchaser. Weld repair of chain is not recognized that the preceding flash butt
permitted. welded link and subsequent flash butt
welded link will be on an alternative
c) If a crack, cut or defect in the flash weld is chain length or the other end of the
found by visual or magnetic particle chain length. In such cases IRS may
examination, it is to be ground down no require that two additional break tests
more than 5 per cent of the link diameter in are to be taken from the lengths of chain
depth and streamlined to avoid any sharp that include the preceding and
contours. However, the final dimensions are subsequent welded links. Based upon
to conform to the agreed standard. satisfactory results of both break tests
and the results of the failure
d) If indications of interior flash weld defects in investigation, it will be decided what
reference to the accepted calibration length of chain can be considered for
standards are detected during ultrasonic acceptance. Failure of either or both
examination, requirements of 5.13.6(b) are breaking tests will result in rejection of
applied. the same proof loaded length.
e) If link diameter, length, width and stud Replacement of defective links is to be in

alignment do not conform to the required accordance with the requirements of
dimensions, these are to be compared to 5.13.6(b). If the investigation identifies
the dimensions of 40 more links; 20 on each defects in the flash butt weld or a lower
side of the affected link. If a single particular strength flash weld “a glue-weld” is found,
dimension fails to meet the required additional NDT such as phased array UT is
dimensional tolerance in more than 2 of the to be carried out to identify if other links are
sample links, all links are to be examined affected. A full assessment of the flash butt
and requirements of 5.13.6(b) are applied. welding machine is to be carried out,
together with assessment of the condition of
f) If a break load test fails, a thorough the bar ends prior to welding.
examination is to be carried out to identify
the cause of failure. Two additional break h) If the tensile test fails to meet the
test specimens representing the same requirements, a retest of two further
sampling length of chain are to be subjected specimens selected from the same sample
to the break load test. Based upon will be permissible. Failure to meet the
satisfactory results of the additional tests specified requirements of either or both
and the results of the failure investigation, it additional tests will result in rejection of the
will be decided what lengths of chain can be sampling length of chain represented and
accepted. Failure of either or both additional requirements of 5.13.6(b) are applied.
tests will result in rejection of the sampling
length of chain represented and i) If the impact test requirements are not
requirements of 5.13.6(b) are applied. achieved, a retest of three further
specimens selected from the same sample
g) If a link fails during proof load testing, a will be permissible. The results are to be
thorough examination is to be carried out to added to those previously obtained to form
identify the probable cause of failure of the a new average. The new average is to
proof load test. In the event that two or more comply with the requirements. No more than
links in the proof loaded length fail, that two individual results are to be lower than
section of proof loaded length is to be the required average and no more than one
rejected. result is to be below 70 per cent of the
specified average value.
The above mentioned failure investigation is
to especially aim at ascertaining the Failure to meet the requirements will result
presence in other lengths of factors or in rejection of the sampling length
conditions thought to be causal to failure. represented and requirements of 5.13.6(b)
are applied.
In addition, a break test specimen is to
be taken from each side of the one

Chapter 10 Part 2
5.13.7 Marking b) Individual certificates are to be issued for

each continuous single length of chain.
.1 The chain is to be marked at the following
places: c) All accompanying documents, appendices
and reports are to carry reference to the
- At each end. original certificate number.
- At intervals not exceeding 100 m. d) The manufacturer will be responsible for

storing, in a safe and retrievable manner, all
- On connecting common links. documentation produced for a period of at
least 10 years.
- On links next to shackles or connecting
common links. 5.14 Testing and inspection of accessories
All marked links are to be stated on the 5.14.1 General

certificate, and the marking is to make it
possible to recognize leading and tail end of a) Requirements in 5.14 apply to but is not
the chain. In addition to the above required limited to mooring equipment accessories such
marking, the first and last common link of as detachable connecting links (shackles),
each individual charge used in the detachable connecting plates (triplates), end
continuous length is to be traceable and shackles, swivels, swivel shackles and subsea
adequately marked. connectors.
The marking is to be permanent and legible b) Prior to test and inspection the chain
throughout the expected lifetime of the accessories are to be free from scale, paint or
chain. other coating.
.2 The chain is to be marked on the studs as c) All accessories are to be subjected to proof
follows: load tests sample, break load tests and sample
mechanical tests after final heat treatment in the
- Chain grade presence of a Surveyor. Where the
manufacturer has a procedure to record proof
- Certificate No. loads and the Surveyor is satisfied with the
adequacy of the recording system, he may not
- IRS stamp witness all proof load tests. The Surveyor is to
satisfy himself that the testing machines are
The Certificate number may be exchanged calibrated and maintained in a satisfactory
against an abbreviation or equivalent, in condition.
which case the details are to be stated in
the certificate. d) For accessory production a Manufacturing
Procedure Specification (MPS) is to be
The chain certificate will contain information submitted to IRS that details all critical aspects
on number and location of connecting of accessory production, casting, forging, heat
common links. The certificate number and treating (including arrangement and spacing of
replacement link number may be exchanged components in the heat treatment furnaces),
against an abbreviation or equivalent, in quenching, mechanical testing, proof and break
which case, the details are to be stated in loading and NDE.
the certificate.
5.14.2 Proof and break load tests
5.13.8 Documentation
a) All accessories are to be subjected to the
a) A complete Chain Inspection and Testing proof load specified for the corresponding
Report in booklet form is to be provided by stud link chain.
the chain manufacturer for each continuous
chain length. This booklet is to include all b) Chain accessories are to be tested to the
dimensional checks, test and inspection break test loads prescribed for the grade
reports, NDT reports, process records, and size of chain for which they are
photographs as well as any nonconformity, intended. At least one accessory out of
corrective action and repair work. every 25 accessories is to be tested.

Page 39 of 42
___________________________________________________________________________________
For individually produced, individually heat stress locations to monitor that the
treated accessories or accessories produced in strains stay within allowable limits.
small batches (less than 5), alternative testing
will be subject to special consideration and the 5.14.3 Dimensions and dimensional tolerances
following additional conditions may apply:
a) After proof load testing, at least one
(i) Alternative testing is described in a accessory (of the same type, size and
written procedure and manufacturing nominal strength) out of 25 is to be checked
procedure specification (MPS). for dimensions in accordance with 5.12.9.
The manufacturer is to provide an adequate
(ii) A finite element analysis is provided evidence indicating compliance with the
at the break load and demonstrates that purchaser's requirements.
the accessory has a safety margin over
and above the break load of the chain. b) The following tolerances are applicable to
accessories:
(iii) Strain age testing (as per procedure
approved by IRS) is carried out on the - Nominal diameter : +5 percent, -0 percent
material grade produced to the same - Other dimensions :  2 ½ percent.
parameters at the time of qualification.
These tolerances do not apply to machined
(iv) If an accessory is of a large size that surfaces.
will make heat treating in batches
unfeasible or has a unique design, 5.14.4 Mechanical tests
strain gauges are to be applied during
the proof and break load tests during a) Accessories are to be subjected to
initial qualification and during mechanical testing as described in 5.8 and 5.9.
production. The strain gauge results Mechanical tests are to be taken from proof
from production are to be comparable loaded full size accessories that have been heat
with the results from qualification. treated with the production accessories they
represent. At least one accessory out of every
A batch is defined as accessories that batch or every 25 accessories, whichever is
originate from the same heat treatment less, is to be tested. Hardness tests are to be
charge and the same heat of steel. carried out on finished accessories. The
Accessories which have been subjected frequency and locations are to be agreed with
to a break test are to be scrapped, in IRS. The recorded values are for information
general. However, where the only and used as an additional check to verify
accessories are of increased that the heat treatment process has been stable
dimensions or alternatively a material during the accessory production. The use of
with higher strength characteristics is separate representative coupons is not
used, they may be included in the outfit permitted except as indicated in e) below.
at the discretion of IRS provided that:
b) Test location of forged shackles. Forged
v) the accessories are successfully shackle bodies and forged Kenter shackles are
tested at the prescribed breaking load to have a set of three impact tests and a tensile
appropriate to the chain for which they test taken from the crown of the shackle. Tensile
are intended, and tests on smaller diameter shackles can be taken
from the straight part of the shackle, where the
vi) it is verified by procedure tests that geometry does not permit a tensile specimen
such accessories are so designed that from the crown. The tensile properties and
the breaking strength is not less than impact values are to meet the requirements of
1.4 times the prescribed breaking load Table 5.7.1 in the locations specified in Fig.2.4.1
of the chain for which they are intended. of Section 2 with the Charpy pieces on the
outside radius.
vii) strain age properties have been
carried out on the material grade c) The locations of mechanical tests of cast
produced to the same parameters. shackles and cast Kenter shackles can be taken
from the straight part of the accessory. The
viii) strain gauges are to be applied tensile properties and impact values are to meet
during the break load test in the high the requirements of Table 5.7.1 in the locations
specified in Fig.2.4.1 of Section 2.

Chapter 10 Part 2
d) The locations of mechanical tests of other

accessories with complex geometries are to be
agreed with IRS.
For non-circular sections, 1/4t (thickness) from

the surface is considered appropriate.
Rolled plates are to be tested to the Standard to Fig.5.14.4 : Buffer and test piece location
which they are produced.
e) For individually produced (heat treated) 5.14.5 Non-destructive examination after proof
accessories or accessories produced in small load testing
batches, (less than 5), alternative testing can be
proposed to IRS. Each proposal for alternative a) All chain accessories are to be subjected to
testing is to be detailed by the manufacturer in a a close visual examination. Special attention
written procedure and submitted to IRS. The is to be paid to machined surfaces and high
following additional conditions may apply: stress regions. Prior to inspection, chain
accessories are to have a suitably prepared
i) If separately forged or cast coupons are surface as per the applied NDE testing
used, they are to have a cross-section and, standard. All non-machined surfaces, are to
for forged coupon, a reduction ratio similar be sand or shot blast to permit a thorough
to that of the accessories represented, and examination. Where applicable,
are to be heat treated in the same furnace accessories shall be dismantled for
and quenched in the same tank at the inspection of internal surfaces. All
same time, as the actual forgings or accessories are to be checked by magnetic
castings. Thermocouples are to be particle or dye penetrant testing. UT of
attached to the coupon and to the accessories may be required by the
accessories. Surveyor. The acceptance /rejection criteria
of UT established for the design is to be
ii) If separately forged or cast coupons are met.
agreed, it is to be verified by procedure test
that coupon properties are representative b) Testing is to be performed in accordance
of accessory properties. with a recognized standard, such as those
indicated below, or equivalent. The
f) A batch is defined as accessories that procedures, together with acceptance /
originate from the same heat treatment charge rejection criteria are to be submitted to IRS
and the same heat of steel. for review.
g) Mechanical tests of pins are to be taken as Magnetic particle testing (MT) of forgings: -
per Fig.2.4.1 of Section 2 from the mid length of EN 10228-1, ASTM A275, using wet
a sacrificial pin of the same diameter as the final continuous magnetization technique or
pin. For oval pins the diameter taken is to equivalent standards such as ISO 4986,
represent the smaller dimension. Mechanical IACS Rec 69
tests may be taken from an extended pin of the
same diameter as the final pin that incorporates Ultrasonic testing (UT) of forgings:
a test prolongation and a heat treatment buffer - EN 10228-3, ASTM A388, ISO 13588
prolongation, where equivalence with mid length
test values have been established. The length of Magnetic particle testing (MT) of castings: -
the buffer is to be at least equal to 1 pin ASTM E709, using wet continuous
diameter dimension which is removed after the magnetization technique
heat treatment cycle is finished. The test coupon
can then be removed from the pin. The buffer Ultrasonic testing (UT) of castings: - ASTM
and test are to come from the same end of the A609, ISO 13588
pin as per Fig.5.14.4 below:

Page 41 of 42
___________________________________________________________________________________
All surfaces are to be magnetic particle 5.14.7 Marking
tested (MT). Testing is to be performed in
accordance with standards referenced using .1 Each accessory is to be marked as follows:
the fluorescent technique. As a minimum
surfaces are to be free from: - Chain grade
- relevant linear indications exceeding 1.6 - Certificate No.

mm in transverse direction
- IRS stamp
- relevant linear indications exceeding 3.2
mm in longitudinal direction .2 All detachable component parts are to be
stamped with a serial number to avoid mixing of
- relevant non-linear indications exceeding components.
4.8 mm.
.3 The Certificate number may be exchanged
When required by the Surveyor, ultrasonic against an abbreviation or equivalent, in which
testing is to be carried out on 100% of cast case, the details are to be stated in the
or forged accessories. The acceptance / certificate.
rejection criteria established for the design
is to be met. 5.14.8 Documentation
Manufacturers are to prepare written .1 A complete Inspection and Testing Report in

procedures for NDE. NDE personnel are to booklet form is to be provided by the
be qualified and certified according to ISO manufacturer for each order. This booklet is to
9712, ACCP or equivalent. Personnel include all dimensional checks, test and
qualification to an employer or responsible inspection reports, NDT reports, process
agency based qualification scheme as SNT- records and example photographs of
TC-1A may be accepted if the employer's components positioned in furnaces as well as
written practice is reviewed and found any nonconformity, corrective action and repair
acceptable and the Level III is ASNT Level work
III, ISO 9712 Level III or ACCP Professional
Level III and certified in the applicable .2 Each type of accessory is to be covered by
method. NDE operators are to be qualified separate certificates.
to at least level II.
.3 All accompanying documents, appendices
c) The manufacturer is to provide adequate and reports are to carry reference to the original
evidence that non-destructive examination certificate number.
has been carried out with satisfactory
results together with details of technique .4 The manufacturer will be responsible for
used and to the operator's qualification. storing, in a safe and retrievable manner, all
documentation produced for a period of at least
d) Weld repair of finished accessories is not 10 years.
permitted.
5.15 Chafing chain for single point mooring
5.14.6 Test failures arrangements
In the event of a failure of any test the entire 5.15.1 Scope

batch represented is to be rejected unless the
cause of failure is determined and it is These requirements apply to short lengths
demonstrated to the Surveyor's satisfaction that (approximately 8 m) of 76 [mm] diameter chain
the condition causing the failure is not present in to be connected to hawsers for the tethering of
any of the remaining accessories. oil tankers to single point moorings, FPSO’s and
similar uses.

Chapter 10 Part 2
5.15.2 Approval of manufacturing c) The common link is to be of the stud link

type and of Grade R3 or R4.
The chafing chain is to be manufactured by
works approved by IRS according to 5.3 of this d) The chafing chain is to be capable of
chapter. Also refer Chapter 1, Section 1, Cl. withstanding the breaking test loads of 4884
1.3.2. [kN] (Grade R3) and 6001 [kN] (Grade R4).
5.15.3 Materials Documented evidence of satisfactory testing

of similar diameter mooring chain in the
The materials used for the manufacture of the prior six month period may be used in lieu of
chafing chain are to satisfy the requirements of break testing subject to agreement with IRS.
5.7 to 5.10 of this chapter.
e) The chain lengths shall be proof load tested
5.15.4 Design, manufacturing, testing and in accordance with 5.13.2. The proof test
certification loads for Grade R3 and Grade R4 are to be
3242 [kN] and 4731 [kN] respectively.
a) The chafing chain is to be designed,
manufactured, tested and certified in f) The requirements herein are also applicable
accordance with 5.11 to 5.14 except that to other diameter chafing chains, such as 84
batch heat treatment is permitted. [mm] and 96 [mm], subject to compliance
with the proof and break load requirements
b) The arrangement of the end connections is specified for the chain grade and diameters
to be of an approved type. in Table 5.12.1
End of Chapter

Page 1 of 34
___________________________________________________________________________________
Chapter 11
Approval of Welding Consumables for Use in Ship Construction
Contents
Section
1 General
2 Electrodes for Normal Penetration Manual Welding
3 Deep Penetration Electrodes for Manual Welding
4 Wire-flux Combinations for Submerged Arc Automatic Welding
5 Wires and Wire-gas Combinations for Semi-automatic and Automatic Welding
6 Consumables for use in Electro-slag and Electro-gas Vertical Welding
7 Welding Consumables for High Strength Steels for Welded Structures
8 Consumables for Welding of Aluminium Alloys
Section 1
General
1.1 Scope e) Higher strength steels for welded structures.
1.1.1 This Chapter gives the requirements for f) Aluminium alloys (See Ch.9).
approval and inspection of welding consumables
such as electrodes, wires, fluxes etc. intended 1.2 Manufacture
for welding of the following types of materials
used in ship construction: 1.2.1 The manufacturer's plant and method of
production of welding consumables are to be
a) Normal strength steel for ship structures, such as to ensure reasonable uniformity in
Grades A, B, D and E (See Ch.3). manufacture. IRS is to be notified of any
alteration proposed to be made in the process of
b) Higher strength steels for ship structures manufacture subsequent to approval.
Grades AH32, DH32, EH32, AH36, DH36
and EH36 (See Ch.3). 1.3 Grading
c) Higher strength steels for ship structures 1.3.1 Welding consumables for steel materials
with minimum yield strength 390 [N/mm2] : specified in 1.1.1 a) to d) above.
Grades AH40, DH40 and EH40 (See Ch.3).
These consumables are divided into 3 strength
d) Higher strength steels for ship structures for groups each of which is further graded as per
low temperature application : Grades FH32, the Charpy V-notch impact test requirements as
FH36 and FH40 (See Ch.3). shown below:

Chapter 11 Part 2
Page 2 of 34 Approval of Welding Consumables for Use in Ship Construction
Groups Grading
Normal strength steel 1, 2, 3
Higher strength steel : yield strength upto 355 [N/mm2] 1Y, 2Y, 3Y, 4Y
Higher strength steels : yield strength upto 390 [N/mm2] 2Y40, 3Y40, 4Y40, 5Y40
Hydrogen marks
Welding consumables of Grades 2 and 3; and of Grades 2Y, 3Y and 4Y and of Grades 2Y40, 3Y40,
4Y40 and 5Y40 for which hydrogen content has been controlled in accordance with Sec.2.5 are
identified by the mark H15, H10 or H5
The following suffixes are added after the Grade mark as applicable:
S : Semi-automatic
T : Two-run technique
M : Multi-run technique
TM : Both two-run and multi-run technique
V : Vertical
See Table 1.3.1 for correlation of welding indicated in 1.1.1e) above, refer to Sec.7.
consumables to hull structural steel grades.
1.3.3 For grading of consumables for welding
1.3.2 For grading of consumables for welding aluminium alloys indicated in 1.1.1f) above, refer
higher strength quenched and tempered steels to Sec.8.
Table 1.3.1 : Correlation of welding consumables to hull structural steel grades
Grades of Hull structural steel Grades 1)

Welding
AH32 DH32 EH32 FH32/
Consumables A B D E AH40 DH40 EH40 FH40
/36 /36 /36 36
(see notes)
1, 1S, 1T, 1M,
X
1TM, 1V
1YS, 1YT, 1YM,
X X 3)
1YTM, 1YV
2, 2S, 2T, 2M,
X X X
2TM, 2V
2Y, 2YS, 2YT,
X X X X X
2YM, 2YTM, 2YV
2Y40, 2Y40S,
2Y40T, 2Y40M, 2) 2) 2) X X X X
2Y40TM, 2Y40V
3, 3S, 3T, 3M,
X X X X
3TM, 3V
3Y, 3YS, 3YT,
X X X X X X X
3YM, 3YTM, 3YV
3Y40, 3Y40S,
3Y40T, 3Y40M, 2) 2) 2) 2) X X X X X X
3Y40TM, 3Y40V
4Y, 4YS, 4YT,
X X X X X X X X
4YM, 4YTM, 4YV
4Y40, 4Y40S,
4Y40T, 4Y40M, 2) 2) 2) 2) X X X X X X X X
4Y40TM, 4Y40V
5Y40, 5Y40S,
5Y40T, 5Y40M, 2) 2) 2) 2) X X X X X X X X
5Y40TM, 5Y40V
1) Requirements for other grades of steels given in ch.3 but not included here will be specially considered.
2) See Note d)
3) See Note e)

Page 3 of 34
___________________________________________________________________________________
a) When joining normal to higher strength structural steel, consumables of the lowest acceptable grade for either material being
joined may be used.
b) When joining steels of same strength level but of different toughness grade, consumables of the lowest acceptable grade for
either material being joined may be used.
c) It is recommended that controlled low hydrogen type consumables are to be used when joining higher strength structural
steels to the same or lower strength level, except that other consumables may be used when the carbon equivalent is below
or equal to 0.41%. When other than controlled low hydrogen type electrodes are used appropriate procedure test for
hydrogen cracking may be conducted subject to approval of IRS.
d) The welding consumables approved for steel Grades AH40, DH40, EH40 and/or FH40 may also be used for welding of the
corresponding grades of normal strength steels subject to the approval of IRS.
e) When joining higher strength steels using Grade 1Y welding consumables, the material thicknesses is not to exceed 25
[mm].
1.4 Approval procedure 1.5.3 The welding conditions used such as

amperage, voltage, travel speed, etc. are to be
1.4.1 Approval of welding consumables will be within the range recommended by the
considered on the basis of the manufacturer's manufacturer for normal and good welding
description of the works and detailed description practice. Where a welding consumable is
of the method of production control, satisfactory suitable for both alternating current (AC) and
inspection of the works by the Surveyors and direct current (DC), AC is to be used for the
compliance with the test requirements detailed preparation of test assemblies.
in subsequent paragraphs of this Chapter.
1.6 Annual inspection and tests
1.4.2 When a welding consumable is
manufactured in several locations of the same 1.6.1 All establishments, where approved
company, the complete series of approval tests welding consumables are manufactured, and
would be carried out in one Works only. In other the associated quality control procedures, are to
locations, a reduced test programme based be subjected to annual inspection. On these
upon the requirements of annual testing may be occasions, samples of the approved
accepted subject to the manufacturer certifying consumables are to be selected by the Surveyor
that the materials and the fabrication process and subjected to the tests detailed in the
used are identical with those of the main unit. subsequent paragraphs of this Chapter.
This requirement is also applicable to all 1.7 Upgrading and uprating

manufacturers of welding consumables under
license. 1.7.1 Upgrading and uprating of welding
consumables will be considered only at the
Note : In case of wire flux combination for manufacturer's request, preferably at the time of
submerged arc welding where a unique powder annual testing. Generally, for this purpose, tests
flux is combined with different wires coming from from butt weld assemblies will be required in
several factories belonging to the same firm only addition to the normal annual approval tests.
one test series may be carried out provided the
wires conform to the same technical 1.7.2 Upgrading refers to notch toughness of the
specification. welding consumable while uprating refers to
extension to cover higher strength level steels.
1.4.3 The test assemblies are to be prepared
under the supervision of the Surveyor, and all 1.7.3 Any alteration to the approved consumable
tests are to be carried out in his presence. which may result in a change in the chemical
1.4.4 IRS may require, in any particular case, composition and the mechanical properties of
such additional tests or spacing requirements as the deposited metal, must be immediately
may be necessary. notified by the manufacturer. Additional tests
may be necessary.
1.5 Test assemblies
1.8 Dimensions of test specimens
1.5.1 The test assemblies are to be prepared
and tested under the supervision of the 1.8.1 Deposited metal tensile test specimens
Surveyor(s). are to be machined to the dimensions shown in
Fig.1.8.1. Care is to be taken to ensure that the
1.5.2 When a welded joint is performed, the longitudinal axis of the test piece coincides with
edges of the plates are to be bevelled either by the centre of the weld and midthickness of the
mechanical machining or by oxygen cutting; in plates. The test piece may be heated to a
the latter case, a descaling of the edges is temperature not exceeding 250C for a period
necessary.

Chapter 11 Part 2
not exceeding 16 hours for hydrogen removal, 1.9 Testing procedures

prior to testing.
1.9.1 The procedures used for all tensile and
impact tests are to comply with the requirements
of Ch.2.
1.9.2 Butt weld bend test specimens are to be

tested at ambient temperature. The test
specimens are to be capable of withstanding,
without fracture, being bent through an angle of
120 degrees over a former having a diameter
three times the thickness of the specimen. One
specimen from each welded assembly is to be
tested with the face of the weld in tension and
the other with the root of the weld in tension.
Fig.1.8.1 : Deposited metal tensile test The test pieces can be considered as complying
with the requirements if, on completion of the
test, no crack or defect at the outer surface of
the test specimen can be seen.
1.9.3 Tensile Tests : On deposited metal test

specimens, the values of tensile strength, yield
stress and elongation are to be recorded. On
butt weld specimens, the values of tensile
strength and the position of fracture are to be
recorded.
1.9.4 Charpy V-notch Impact Tests : A set of

three test specimens is to prepared and tested.
Fig.1.8.2 : Butt weld tensile test specimen The average absorbed energy value is to
comply with the requirements of subsequent
1.8.2 Butt weld tensile test specimens are to be sections. One individual value may be less than
machined to the following dimensions (see the required average value provided that it is not
Fig.1.8.2). less than 70 per cent of this value.
a = thickness of plate ‘t’ The test temperature for Grades 2, 2Y, 2Y40, 3,
b = 12 for t  2 [mm] 3Y, 3Y40, 4Y, 4Y40 and 5Y40 test pieces is to
= 25 for t > 2 [mm] be controlled within ±2C of the prescribed
Lc = width of weld + 60 [mm] temperature.
R > 25 [mm].
1.10 Re-test procedures
The upper and lower surfaces of the weld are to
be filed, ground or machined flush with the 1.10.1 Where the results of a tensile or bend
surface of the plates. test do not comply with the requirements,
duplicate test specimens of the same type are to
1.8.3 Butt weld bend test specimens are to be be prepared and are to be satisfactorily tested.
30 [mm] in width. Upper and lower surfaces of Where insufficient original welded assembly is
the weld are to be filed, ground or machined available, a new assembly is to be prepared
flush with the surfaces of the plates and sharp using welding consumables from the same
corners of the specimens are to be rounded to a batch. If the new assembly is made with the
radius not exceeding 2 [mm]. same procedure (particularly the number of
runs) as the original assembly, only the
1.8.4 All impact test specimens are to be of the duplicate re-test specimens need to be tested.
standard 10 [mm] x 10 [mm] Charpy V-notch Otherwise, all test specimens are to be prepared
type, machined to the dimensions and and re-tested.
tolerances detailed in Ch.2.

Page 5 of 34
___________________________________________________________________________________
1.10.2 Where the results from a set of three value, and of these, not more than one is to be
impact test specimens do not comply with the less than 70 per cent of the average value.
requirements, an additional set of three impact Further retests may be made at the Surveyor's
test specimens may be taken provided that not discretion, but these must be made on a new
more than two individual values are less than welded assembly and must include all tests
the required average value and, of these, not required for the original assembly, even those
more than one is less than 70 per cent of the which were previously satisfactory.
average value. The results obtained are to be
combined with the original results to form a new 1.11 Chemical composition
average which, for acceptance, is to be not less
than the required value. Additionally, for these 1.11.1 The chemical analysis of the weld metal
combined results not more than two individual made by the electrode is to be supplied by the
values are to be less than the required average manufacturer.
Section 2
Electrodes for Normal Penetration Manual Welding
2.1 General sufficient. Any grade of ship structural steel may

be used for the preparation of these test
2.1.1 Based on the results of the Charpy V- assemblies.
notch impact tests, electrodes are divided into
the following grades:- 2.2.2 The weld metal is to be deposited in single
or multi-run layers according to normal practice
For normal strength steel - Grades 1, 2 and 3 and the direction of each layer is to alternate
from each end of the plate, each run of the weld
For higher strength steel with minimum yield metal being not less than 2 [mm] and not more
strength upto 355 [N/mm2] - Grades 2Y, 3Y and than 4 [mm] thick. Between each run the
4Y. (Grade 1Y not applicable for manual assembly is to be left in still air until it has cooled
welding). to 250C but not less than 100C, the
temperature being taken in the centre of the
For higher strength steels with minimum yield weld, on the surface of the seam. After being
strength upto 390 [N/mm2] - Grades 2Y40, welded the test assemblies are not to be
3Y40, 4Y40 and 5Y40. subjected to any heat treatment.
2.1.2 If the electrodes are in compliance with the 2.2.3 One tensile and three impact test
requirements of the hydrogen test given in 2.5, a specimens are to be taken from each test
suffix H15, H10 or H5 will be added to the grade assembly as shown in Fig.2.2.1. The impact test
mark. specimens are to be cut perpendicular to the
weld, with their axes 10 [mm] from the upper
2.1.3 For initial approval the tests specified in surface of the plate. The notch is to be
this Section including hydrogen test, if positioned in the centre of the weld and cut in
applicable, are to be carried out. the face of the test specimen perpendicular to
the surface of the plate.
2.2.4 The chemical analysis of the deposited
2.2.1 Two deposited metal test assemblies are weld metal in each test assembly is to be
to be prepared in the downhand position as supplied by the manufacturer and is to include
shown in Fig.2.2.1, one using 4 [mm] electrodes the content of all significant alloying elements.
and the other using the largest size
manufactured. If an electrode is manufactured in 2.2.5 The results of all tests are to comply with
one diameter only, one test assembly is the requirements of Table 2.2.1 as appropriate.

Chapter 11 Part 2
Table 2.2.1 : Requirements for deposited metal tests (covered electrodes)
Minimum Impact Tests

Tensile
Yield stress elongation on
Grade strength Average
[N/mm2] min. 50 mm gauge Test temp. C
[N/mm2] energy J min.
length [%]
1 20
2 305 400 - 560 22 0 47
3 -20
2Y 0
3Y 375 490 - 660 22 -20 47
4Y -40
2Y40 0
3Y40 -20
400 510 - 690 22 47
4Y40 -40
5Y40 -60
Fig.2.2.1 : Deposited metal test assembly

Page 7 of 34
___________________________________________________________________________________
2.3 Butt weld tests which the electrode is recommended by the
manufacturer, except that electrodes satisfying
2.3.1 Butt weld assemblies as shown in the requirements for downhand and vertical-
Fig.2.3.1 are to be prepared for each welding upward positions will be considered as also
position (downhand, horizontal-vertical, vertical- complying with the requirements for the
upward, vertical-downward and overhead) for horizontal-vertical position.
Fig.2.3.1 : Butt weld test assembly
Table 2.3.1 : Requirements for butt weld test (covered electrodes)
Charpy V-notch impact test

Tensile
strength Average energy J min.
Grade [N/mm2] min. Down-hand
(transverse Test temp. C horizon-tal Vertical (upward and down-
test) vertical, over- ward)
head
1 20
2 400 0 47 34
3 -20
2Y 0
3Y 490 -20 47 34
4Y -40
2Y40 0
3Y40 -20
510 47 39
4Y40 -40
5Y40 -60

Chapter 11 Part 2
2.3.2 Where the electrode is only to be First run with 4 [mm] diameter electrode. Next
approved in the downhand position an additional run with an intermediate size electrode 5 [mm]
test assembly is to be prepared in that position. or 6 [mm] diameter and the remaining runs with
the largest size of electrode manufactured.
2.3.3 The grades of steels used for the
preparation of the test assemblies are to be as HORIZONTAL-VERTICAL
follows:
First run with 4 [mm] or 5 [mm] diameter
Grade 1 electrodes A electrode, subsequent runs with 5 [mm]
diameter electrodes.
Grade 2 electrodes A, B, D
VERTICAL UPWARDS AND OVERHEAD
Grade 3 electrode A, B, D, E
First run with 3.25 [mm] diameter electrode.
Grade 2Y electrode AH32, AH36, Remaining runs with 4 [mm] diameter electrodes
D32, D36 or possibly 5 [mm] diameter electrodes if this is
recommended by the manufacturer for the
Grade 3Y electrode AH32, AH36, positions concerned.
DH32, DH36,
EH32, EH36 VERTICAL DOWNWARD
Grade 4Y electrodes AH32, AH36, The method to be adopted is to be as

DH32, DH36, recommended by the manufacturer.
EH32, EH36,
FH32, FH36 2.3.6 In all cases the back sealing runs are to be
made with 4 [mm] diameter electrodes in the
Grade 2Y40 electrodes AH40, DH40 welding position appropriate to each test sample
after cutting out the root run to clean metal. For
Grade 3Y40 electrodes AH40, DH40, electrodes suitable for downhand welding only,
EH40 the test assemblies may be turned over to carry
out the back sealing run.
Grade 4Y40 electrodes AH40, DH40,
EH40, FH40 2.3.7 The butts are to be welded using normal
welding practice and between each run the
Grade 5Y40 electrodes AH40,DH40, assembly is to be left in still air until it has cooled
EH40, FH40 to 250C but not below 100C, the temperature
being taken in the centre of the weld, on the
2.3.4 Where higher strength steel with minimum surface of the seam.
yield strength 315 [N/mm2] is used for grade 2Y,
3Y and 4Y electrodes, the actual tensile strength 2.3.8 After being welded, the test assemblies
of the steel is to be not less than 490 [N/mm2]. are not to be subjected to any heat treatment.
The chemical composition including the content
of grain refining elements is to be reported. 2.3.9 It is recommended that the welded
assemblies be subjected to a radiographic
2.3.5 The following welding procedure should be examination to ascertain any defects in the weld
adopted in making the test assemblies:- prior to testing.
DOWNHAND (a) 2.3.10 From each test assembly one tensile,

one face and one root bend and a set of three
First run with 4 [mm] diameter electrode. Charpy V-notch test specimens are to be
Remaining runs (except last two layers) with 5 prepared, except that the impact test specimens
[mm] diameter electrodes or above according to need not be prepared for test assemblies
the normal welding practice with the electrodes. welded in the overhead position.
The runs of the last two layers with the largest
size of electrode manufactured. 2.3.11 The results of all mechanical testing are
to comply with the requirements of Table 2.3.1.
DOWNHAND (b) The position of the fracture in the transverse
tensile test is to be reported. The bend test
Where a second downhand test is required:- specimens can be considered as complying with

Page 9 of 34
___________________________________________________________________________________
the requirements if, after bending, no crack or
defect having dimensions exceeding 3 [mm] can a) Diamond Pyramid Hardness (98 N load) =
be seen on the outer surface of the test 150 minimum
specimen.
b) Rockwell (980 N load) B = 80 minimum
2.4 Fillet weld tests
2.4.1 When an electrode is submitted for

approval for fillet welding only and to which butt
weld tests, as per 2.3, are not considered
applicable, the initial approval tests are to
consist of the fillet weld test, described herein,
and the deposited metal test as per 2.2. When
the electrode is submitted for approval for both
butt and fillet welding, the initial approval is to
include one fillet weld test as detailed hereunder
and welded in the horizontal-vertical position in
addition to the tests required by 2.2 and 2.3.
2.4.2 Fillet weld assemblies as shown in

Fig.2.4.1 are to be prepared for each welding
position (horizontal-vertical, vertical-upwards,
vertical- downwards or overhead) for which the
electrode is recommended by the manufacturer.
The grade of steel used is to be in accordance
2.4.4 The hardness of both heat affected zone
with 2.3.3 as appropriate. The test assemblies
and base metal is also to be determined and is
are to be welded using an electrode of a
to be reported for information.
diameter recommended by the manufacturer.
The length of the test assembly, L, is to be
2.4.5 One of the remaining sections of the
sufficient to allow at least the deposition of the
assembly is to have the weld on the first side
entire length of the electrode being tested.
gouged or machined to facilitate breaking the
fillet weld on the second side by closing the two
plates together, subjecting the root of the weld
to tension. On the other remaining section the
weld on the second side is to be gouged or
machined and the section fractured using the
same procedure. The fractured surfaces are to
be examined and there should be no evidence
of incomplete penetrations, nor internal cracking
and they should be reasonably free from
porosity.
2.5 Hydrogen test
2.5.1 At the request of the manufacturer,

The first side is to be welded using the electrodes may be submitted to a hydrogen test.
maximum size of electrode manufactured and A suffix H15, H10 or H5 will be added to the
the second side is to be welded using the grade number to indicate compliance with the
minimum size of electrode manufactured and requirements of this test.
recommended for fillet welding. The fillet size
will in general be determined by the electrode 2.5.2 The mercury method or thermal
size and the welding current employed during conductivity detector method according to
testing. standard ISO 3690 is to be used. Four weld
assemblies are to be prepared. The temperature
2.4.3 The assembly is to be sectioned to form of the specimens and minimum holding time are
three macro sections each about 25 [mm] thick to be complied with following, according to the
and the hardness readings are to be made in measuring method respectively:
each section as indicated in Fig.2.4.2. The
hardness of the weld is to be determined and is
to meet the following listed equivalent values:-

Chapter 11 Part 2
corrected for temperature and pressure to

Measuring Method Test Minimum 20C and 760 [mm] Hg.
Temp Holding
(° C) Time 2.5.4 The individual and average diffusible
Thermal Gas 45 72 hydrogen contents of the four specimens are to
Conductiv Chromat 150 6 be reported, and the average value in [cm3] per
ity ography 100 grams is not to exceed the following:
Detector
Method 1 Mark Diffusible Measuring Method
Note 1 - The use of hot carrier gas extraction Hydrogen
method may be considered subject to Contents
verification of the testing procedure to confirm H15 151 Mercury Method
that collection and measurement of the H10 102 Thermal Conductivity
hydrogen occurs continuously until all of the Detector Method
diffusible hydrogen is quantified. Glycerine Method
H5 5 Mercury Method
Thermal Conductivity
Alternatively, the glycerine method as described Detector Method
below is to be used. 1 – 10 cm3 per 100 gms where the glycerine
method is used
2.5.3 Glycerine method 2 – 5 cm3 per 100 gms where the glycerine
method is used
a) Four test specimens are to be prepared Note :- The glycerine method is not to be used
measuring 12 x 25 [mm] in cross- section by for welding consumables with H5 mark.
about 125 [mm] in length. The parent metal
may be any grade of ship building steel and,
before welding, the specimens are to be 2.6 Covered electrodes for gravity or contact
weighed to the nearest 0.1 gram. On the 25 welding
[mm] surface of each test specimen a single
bead of welding is to be deposited about 2.6.1 Where an electrode is submitted solely for
100 [mm] in length by a 4 [mm] electrode approval for use in contact welding using
using about 150 [mm] of the electrode. The automatic gravity or similar welding devices,
welding is to be carried out with as short an deposited metal tests (see 2.2), fillet weld tests
arc as possible and with a current of about (see 2.4) and, where appropriate, butt weld tests
150 amperes. The electrode prior to (see 2.3) similar to those for normal manual
welding, can be submitted to the normal electrodes are to be carried out using the
drying process recommended by the process for which the electrode is recommended
manufacturer. by the manufacturer.
b) Within thirty seconds of the completion of 2.6.2 Where an electrode is submitted for
welding of each specimen the slag is to be approval for use in contact welding using
removed and the specimen quenched in automatic gravity or similar welding devices in
water at approximately 20C. After a further addition to normal manual welding, fillet weld
thirty seconds the specimens are to be tests (see 2.4) and, where appropriate, butt weld
cleaned and placed in an apparatus suitable tests (see 2.3) similar to those for normal
for the collection of hydrogen by manual electrodes are to be carried out using
displacement of glycerine. The glycerine is the process for which the electrode is
to be kept at a temperature of 45C during recommended by the manufacturer and these
the test. All the four specimens are to be tests are to be in addition to the normal approval
welded and placed in the hydrogen tests.
collecting apparatus within 30 minutes.
2.6.3 In the case of approval of a fillet welding
c) The specimens are to be kept immersed in electrode using automatic gravity or similar
the glycerine for a period of 48 hours and, contact welding devices, the fillet welding is to
after removal, are to be cleaned in water be carried out using the welding process
and spirit, dried and weighed to the nearest recommended by the manufacturer, with the
0.1 gram to determine the amount of weld longest size of electrode manufactured. The
deposited. The amount of gas evolved is to manufacturer's recommended current range is
be measured to the nearest 0.05 [cm3] and to be reported for each electrode.

Page 11 of 34
___________________________________________________________________________________
2.6.4 Where approval is requested for the
welding of both normal strength and higher 2.8.1 Upgrading and uprating will be considered
tensile steels, the assemblies are to be prepared only at the manufacturer's request and
using higher tensile steel. preferably at the time of annual testing. Tests on
butt weld assemblies, in addition to the
2.7 Annual tests requirements of annual testing, are to be carried
out.
2.7.1 For normal penetration electrodes, the
annual tests are to consist of two deposited 2.9 Certification
metal test assemblies. These are to be prepared
and tested in accordance with 2.2. If an 2.9.1 Each carton or package of approved
electrode is available in one diameter only, one electrode is to contain a certificate from the
test assembly is sufficient. manufacturer generally in accordance with the
following:-
2.7.2 Where an electrode is approved solely for
gravity or contact welding, the annual test is to "The .......... company certifies that composition
consist of one deposited metal test assembly and quality of these electrodes conform with
using the gravity or other contact device as those of the electrodes used in making the test
recommended by the manufacturer. pieces submitted to and approved by Indian
Register of Shipping."
Section 3
Deep Penetration Electrodes for Manual Welding
3.1 General 3.1.5 Where the manufacturer prescribes a

different welding current and procedure for the
3.1.1 Where an electrode is designed solely for electrode when used as a deep penetration
the deep penetration welding of downhand butt electrode and a normal penetration electrode,
joints and horizontal-vertical fillets, only the test the recommended current and procedure are to
detailed in 3.2 and 3.3 are required for initial be used when making the test specimens in
approval purposes. each case.
3.1.2 Deep penetration electrodes will only be 3.2 Deep penetration butt weld tests
approved as complying with Grade 1
requirements. The suffix D.P. will be added. 3.2.1 Two plates of thickness equal to twice the
diameter of the core of the electrode plus 2 [mm]
3.1.3 Where a manufacturer recommends that are to be butt welded together with one
an electrode having deep penetrating properties downhand run of welding from each side. The
can also be used for downhand butt welding of plates are to be not less than 100 [mm] wide
thicker plates with prepared edges, the and of sufficient length to allow the cutting out of
electrode will be treated as normal penetration the test specimens of the correct number and
electrode, and the full series of tests in the size as shown in Fig.3.2.1. Grade A steel is to
downhand position is to be carried out as per be used for these test assemblies. The joint
normal penetration electrode, together with deep edges are to be prepared square and smooth
penetration tests given in 3.2 and 3.3. and, after tacking, the gap is not to exceed 0.25
[mm].
3.1.4 Where a manufacturer desires to
demonstrate that an electrode in addition to its 3.2.2 The test assembly is to be welded using a
use as normal penetration electrode also has 8 [mm] diameter electrode or the largest
deep penetrating properties when used for diameter size manufactured if this is less than 8
downhand butt welding and horizontal - vertical [mm].
fillet welding, the additional tests given in 3.2
and 3.3 are to be carried out.

Chapter 11 Part 2
3.2.3 After welding the test assembly is to be cut 3.2.4 The discards at the end of the welded
to form two transverse tensile test pieces, two assemblies are to be not more than 35 [mm]
bend test pieces and three Charpy V-notch test wide. The joints of these discards are to be
pieces as shown in Fig.3.2.1. The results of polished and etched and must show complete
tensile and impact testing are to comply with the fusion and interpenetration of the welds. At each
requirements of Table 2.3.1 for Grade 1 cut in the test assembly the joints are also to be
electrodes. examined to ensure that complete fusion has
taken place.
Thickness of plate twice core

of electrode plus 2 mm
35 mm
Discard
Charpy V-notch
30 mm 30 mm
Face bend
Root bend
50 mm
Transverse tensile
50 mm
Transverse tensile
35 mm
Discard
0.25 mm
max.
100 mm min. 100 mm min.
Fig. 3.2.1 : Deep penetration butt weld

test assembly
3.3 Deep penetration fillet weld test
3.3.1 A fillet weld assembly is to be prepared as

shown in Fig.3.3.1 with plates about 12.5 [mm]
in thickness. The welding is to be carried out
with one run for each fillet with plate A in the
horizontal plane during the welding operations.
The length of the fillet is to be 160 [mm] and the
gap between the plates is to be not more than
0.25 [mm]. Grade A steel is to be used for these
test assemblies.

Page 13 of 34
___________________________________________________________________________________
3.3.2 The fillet weld on one side of the assembly approval for use in contact welding using
is to be carried out with 4 [mm] electrode and automatic gravity or similar welding devices in
that on the other side with the maximum size of addition to normal manual welding, butt weld
the electrode manufactured. The welding current and, where appropriate, fillet weld tests, using
used is to be within the range recommended by gravity or other contact device as recommended
the manufacturer and the welding is to be by the manufacturer, are to be carried out in
carried out using normal welding practice. addition to the normal approval tests.
3.3.3 The welded assembly is to be cut by 3.5 Annual tests

sawing or machining within 35 [mm] of the ends
of the fillet welds and the joints are to be 3.5.1 Where an electrode is approved only for
polished and etched. The welding of the fillet deep penetration welding, the annual test is to
made with a 4 [mm] electrode is to show a consist of one butt welded test assembly in
penetration of 4 [mm] (See Fig.3.3.1) and the accordance with 3.2.
corresponding penetration of the fillet made with
the maximum size of electrode manufactured is 3.5.2 Where an electrode is approved for both
to be reported. normal and deep penetration welding, annual
tests are to consist of following:-
3.4 Electrodes designed for gravity or
contact welding a) Two deposited metal test assemblies in
accordance with 2.2; and
3.4.1 This type of approval is available for
welding only normal strength and higher tensile b) One butt welded test assembly in
steels with minimum specified yield strengths up accordance with 3.2.
to 345 [N/mm2].
3.5.3 Where an electrode is approved solely for
3.4.2 Where an electrode is submitted solely for gravity or contact welding, the annual test is to
approval for use in contact welding using consist of one deposited metal test assembly
automatic gravity or similar welding devices, using the gravity or other contact device as
deposited metal tests, and where appropriate, recommended by the manufacturer.
fillet weld tests similar to those for normal
manual electrodes are to be carried out using 3.6 Certification
the process for which the electrode is
recommended by the manufacturer. 3.6.1 Each carton or package of approved
electrodes is to contain a certificate from the
3.4.3 Where an electrode is submitted for manufacturer generally in accordance with 2.9.
Section 4
Wire-flux Combinations for Submerged Arc Automatic Welding
4.1 General Wire-flux combinations for multiple electrode

submerged arc welding will be subject to
4.1.1 Wire-flux combinations for single electrode separate approval tests. They are to be carried
submerged-arc automatic or semi-automatic out generally in accordance with the
welding are divided into following two requirements of this section.
categories:-
4.1.2 Dependent on the results of impact tests,
a) For use with multi-run technique; wire-flux combinations are divided into the
following grades:-
b) For use with two-run technique.
For normal strength steel - Grades 1, 2 or 3;
Where wire-flux combinations are suitable for
welding with both the techniques, tests are to be For higher strength steel with minimum yield
carried out for each technique. strength upto 355 [N/mm2] - Grades 1Y, 2Y, 3Y
or 4Y.

Chapter 11 Part 2
For higher strength steels with minimum yield 200

strength upto 390 [N/mm2] - Grades 2Y40, 10°
3Y40, 4Y40 or 5Y40.
4.1.3 The suffixes T, M or TM will be added to
20
the grade mark to indicate two-run technique,
12
multi-run technique or both techniques Tack weld
16
respectively.
50
4.1.4 The welding current may be either a.c. or

d.c. (electrode positive or negative) according to
the recommendation of the manufacturer. If both
a.c. and d.c. are recommended, a.c. is to be Tensile
used for the tests.
4.2 Multi-run technique
30
4.2.1 When approval for use with multi-run
technique is required, deposited metal and butt
10 10 10 10 10
weld tests are to be carried out in accordance
with 4.3 and 4.4 respectively. Impact
4.3.1 An all weld metal test assembly is to be Line of cut

prepared in the downhand position as shown in Tensile
Fig.4.3.1, using any grade of hull structural
steel.
4.3.2 The bevelling of the plate edges is to be 30

carried out by machining or mechanized gas
cutting. In the latter case any remaining scale is
All dimensions in mm unless otherwise indicated
to be removed from the bevelled edges.
Fig. 4.3.1 : Deposited metal test assembly
4.3.3 The direction of deposition of each run is
to alternate from each end of the plate and after 4.3.5 The welded assembly is to be cut
completion of each run the flux and welding slag longitudinally at a distance of 30 [mm] from the
is to be removed. Between each run the edges of the weld and then cut transversely.
assembly is to be left in still air until it has cooled
to 250C but not below 100C, the temperature 4.3.6 Two longitudinal tensile and three impact
being taken in the centre of the weld, on the test specimens are to be taken from each test
surface of the seam. The thickness of the layer assembly as shown in Fig.4.3.1. Care is to be
is to be not less than the diameter of the wire taken that the axes of the tensile test specimens
but not less than 4 [mm]. coincide with the centre of the weld and the
midthickness of the plates. The impact test
4.3.4 The welding conditions (amperage, specimens are to be cut perpendicular to the
voltage and rate of travel) are to be in weld with their axes 10 [mm] from the upper
accordance with the recommendations of the surface. The notch is to be positioned in the
manufacturer and are to conform with normal centre of the weld and cut in the face of the test
good welding practice for multi-run welding. specimen perpendicular to the surface of the
plate.

Page 15 of 34
___________________________________________________________________________________
4.3.7 The results of all tests are to comply with 12 to 15 [mm] and 20
requirements of Table 4.3.1 as appropriate. The For Grades 1 and 1Y
to 25 [mm]
chemical analysis of the deposited weld metal For Grades 2, 2Y, 3, 20 to 25 [mm] and 30
including the content of the significant alloying 3Y and 4Y to 35 [mm]
elements is to be submitted by the
For Grades 2Y40,
manufacturer. 20 to 25 [mm] and 30
3Y40, 4Y40 and
to 35 [mm]
5Y40
Table 4.3.1 : Requirements for deposited
A limitation of the approval to the medium range
metal tests (wire-flux combinations)
(upto the maximum welded plate thickness) may
Elon- Charpy V-
be agreed in which case the test assemblies are
gation notch impact to be welded using plates of 12 to 15 [mm] and
Yield
Tensile on 50
Avg.
20 to 25 [mm] irrespective of the grade for which
stren- mm the approval is requested.
Grade stress Test ener
gth gauge
[N/mm2] temp. gy -
[N/mm2] length
C J Where approval is requested for welding of both
%
min.
min. normal strength and higher tensile steel, two
1
400 -
20 assemblies are to be prepared using higher
2 305 22 0 34
560 tensile steel.
3 -20
1Y 20
2Y 490 - 0 4.4.2 The maximum diameter of wire, grades of
375 22 34
3Y 660 -20 steel plate and edge preparation to be used are
4Y -40 to be in accordance with Table 4.4.2. Small
2Y40 0
3Y40 510 - -20 deviations in the edge preparation may be
400 22 39 allowed if requested by the manufacturer. The
4Y40 690 -40
5Y40 -60 bevelling of the plate edges is to be performed
by machining or mechanized gas cutting. In the
4.4 Butt weld test (two-run technique) latter case any remaining scale is to be removed
from the bevelled edges. The root gap should
4.4.1 Two welded assemblies for each grade of not exceed 1.0 [mm].
wire-flux combination are to be prepared in
accordance with Fig.4.4.1, using the following
plate thicknesses:-
Table 4.4.2 : Butt weld test assemblies (two-run technique)
Plate Recommended preparation Max. Grade of Grade of Grade of higher strength

thick- [mm] diameter wire-flux normal steel
ness of wire combi- strength
[mm] [mm] nation steel
1 A -
About
5 AH32
12 -15 1Y -
AH36
1 A -
1Y - AH32, AH36
2 A,B or D -
2Y - AH32, AH36, DH32, DH36
2Y40 - AH40, DH40
About 3 A,B,D or E -
6
20 - 25 AH32, AH36, DH32
3Y -
DH36, EH32, EH36
3Y40 - AH40, DH40, EH40
AH32, AH36, DH32, DH36
4Y -
EH32, EH36, FH32, FH36
4Y40 - AH40, DH40, EH40, FH40
5Y40 - AH40, DH40, EH40, FH40

Chapter 11 Part 2
2 A, B or D -
2Y - AH32, AH36, DH32, DH36
2Y40 - AH40, DH40
3 A, B, D or E -
About H32, AH36, DH32, DH36,
7 3Y -
30 - 35 EH32, EH36
3Y40 - AH40, DH40, EH40
AH32, AH36, DH32, DH36,
4Y -
EH32, EH36, FH32, FH36
4Y40 - AH40, DH40, EH40, FH40
5Y40 - AH40, DH40, EH40, FH40
Fig.4.4.1 : Butt weld test assembly (two-

run technique)

Page 17 of 34
___________________________________________________________________________________
4.4.3 The welding current may be either a.c. or 4.4.6 It is recommended that welded assemblies
d.c. (electrode positive or negative) according to be subjected to radiographic examination to
the recommendation of the manufacturer. If both ascertain any defects in the weld prior to testing.
a.c. and d.c. are recommended a.c. is to be
used for test pieces. 4.4.7 The assemblies are to be cut transversely,
to form two tensile test pieces and two bend test
4.4.4 Each butt weld is to be welded in two runs, pieces as shown in Fig.4.4.1, three impact test
one from each side, using amperages, voltages pieces as shown in Fig.4.4.1 and Fig.4.4.3. The
and travel speeds in accordance with the edges of all test pieces and also the discards
recommendations of the manufacturer and are to be examined to ensure complete fusion
normal good welding practice. and interpenetration of welds.
4.4.5 After completion of the first run, the flux 4.4.8 Where the wire-flux combination is to be
and welding slag are to be removed and the used for two-run technique only, a longitudinal
assembly is to be left in still air until it has cooled test is also to be made in accordance with
to 100C, the temperature being taken in the Fig.4.5.1 on the thicker plate tested.
centre of the weld, on the surface of the seam.
After being welded the test assemblies are not 4.4.9 The results of the transverse tensile and
to be subjected to any heat treatment. impact tests are to comply with the requirements
of Table 4.5.1 as appropriate. The results of
longitudinal tensile test are to comply with the
requirements of Table 4.3.1 as appropriate
except that for Grades 1Y, 2Y and 3Y the tensile
strength is not to be less than 490 [N/mm2].
4.5 Butt weld test (multi-run technique)
4.5.1 A butt weld assembly, as shown in

Fig.4.5.1, is to be prepared in the downhand
position by welding together two 20 [mm] thick
plates of not less than 150 [mm] in width and of
sufficient length to allow the cutting out of test
specimens of the prescribed number and size.
4.5.2 The grade of steel used for the preparation

of the test assembly is to be as follows:-
Grade 1 wire-flux combination Grade A

Grade 2 wire-flux combinations Grade A, B, D
Grade 3 wire-flux combinations Grade A, B, D, E
Grade 1Y wire-flux combinations Grade AH32, AH36
Grade 2Y wire-flux combinations AH32, AH36, DH32, DH36
Grade 3Y wire-flux combinations AH32, AH36, DH32, DH36, EH32, EH36
Grade 4Y wire-flux combinations AH32, AH36, DH32, DH36, EH32, EH36,
FH32, FH36
Grade 2Y40 wire-flux combinations AH40, DH40
Grade 3Y40 wire-flux combinations AH40, DH40, EH40
Grade 4Y40 wire-flux combinations AH40, DH40, EH40, FH40
Grade 5Y40 wire-flux combinations AH40, DH40, EH40, FH40

Chapter 11 Part 2
Fig 4.5.1 Multi-run butt weld test assembly (Submerged arc welding)
4.5.3 Welding is to be carried out in the 4.5.4 The plate edges are to be prepared to
downhand position, and the direction of form a single vee joint, the included angle
deposition of each run is to alternate from each between the fusion faces being 60 degrees and
end of the plate. After completion of each run, the root face being 4 [mm]. The bevelling of the
the flux and welding slag is to be removed. plate edges is to be carried out by machining or
Between each run the assembly is to be left in mechanized gas cutting. In the latter case, any
still air until it has cooled to less than 250C but remaining scale is to be removed from the
not below 100C, the temperature being taken in bevelled edges.
the centre of the weld, on the surface of the
seam. The thickness of the layer is to be not 4.5.5 The welding is to be carried out by the
less than the diameter of the wire nor less than multi-run technique and the welding conditions
4 [mm]. are to be the same as those adopted for the
deposited metal test assembly.

Page 19 of 34
___________________________________________________________________________________
4.5.6 The back sealing run is to be applied in the 4.5.8 The test assembly is to be cut to form two
downhand position after cutting out the root run tensile; two face bend; two root bend; three
to clean metal. After being welded the test impact test pieces as shown in Fig.4.5.1.
assembly is not to be subjected to any heat
treatment. 4.5.9 The results of all tensile and impact test
specimens are to comply with the requirements
4.5.7 It is recommended that the welded of Table 4.5.1 as appropriate. The position of
assembly be subjected to radiographic the fracture of the transverse tensile test is to be
examination to ascertain any defects in the weld reported.
prior to testing.
Table 4.5.1 : Requirements for butt weld tests (wire flux-combination)
Tensile strength Charpy V-notch impact test

Grade (transverse test) [N/mm2] Avg. energy J min.
Test temp. C
min. (See note)
1 20
2 400 0 34
3 -20
1Y 20
2Y 0
490 34
3Y -20
4Y -40
2Y40 0
3Y40 -20
510 39
4Y40 -40
5Y40 -60
Note : No individual impact test value is to be less than 23J
4.6 Annual tests b) For multi-run technique :- Deposited metal

Tests - One tensile and three impact tests in
4.6.1 Following tests on wire-flux combinations accordance with 4.3.
are to be carried out at the time of annual
inspection:- 4.6.2 The specimens are to be prepared and
tested in accordance with, and on grades of
a) For two-run technique :- On butt weld steel specified for initial approval tests and the
assembly with 20 [mm] minimum plate results are to comply with the results of the
thickness : One transverse tensile, two approved grade.
transverse bends and three impact tests.
One longitudinal tensile test specimen is 4.7 Upgrading and uprating
also to be prepared where the wire-flux
combination is approved solely for the two- 4.7.1 Requests for upgrading and uprating will
run technique. generally be considered at the time of annual
testing and additional tests in accordance with
the requirements of 2.8 would be required.

Chapter 11 Part 2
Section 5
Wires and Wire-gas Combinations for Semi-automatic and

Automatic Welding
5.1 General 5.1.4 For wires intended for automatic welding,

the suffixes T, M or TM will be added after the
5.1.1 Wire-gas combinations and flux-cored or grade mark to indicate approval for two-run,
flux-coated wires (for use with or without a multi- run or both welding techniques,
shielding gas) are divided into following respectively.
categories for the purposes of approval testing:-
5.1.5 For wires intended for both semi-automatic
a) For use in semi-automatic multi-run welding; and automatic welding, the suffixes will be
added in combination.
b) For use in single electrode multi-run
automatic welding; and 5.1.6 Where applicable, the composition of the
shielding gas is to be reported. Unless otherwise
c) For use in single electrode two-run agreed, additional approval tests are required
automatic welding. when the shielding gas is different from that
used for the original approval tests.
5.1.2 The term 'semi-automatic' is used to
describe processes in which the weld is made Where a wire in combination with any particular
manually by a welder holding a gun through gas has been approved, usage of the same wire
which the wire is continuously fed. A suffix S will with another gas in the same group as defined
be added after the grade mark to indicate in Table 5.1.6 may be considered.
approval for semi-automatic multi-run welding.
5.1.7 Flux-cored or flux-coated wires which have
5.1.3 Dependent on the results of impact tests, satisfied the requirements for Grades 2, 2Y,
wires and wire-gas combinations are divided 2Y40, 3, 3Y, 3Y40, 4Y, 4Y40 and 5Y40 may, at
into the following grades:- the option of the manufacturer, be submitted to
the hydrogen test as detailed in 2.5 using the
For normal strength Grades 1, 2 and manufacturer's recommended welding condi-
steel 3 tions and adjusting the deposition rate to give a
For higher strength steel Grades 1Y, 2Y, weight of weld deposit per sample similar to that
with minimum yield 3Y and 4Y. deposited when using manual electrodes. A
strength upto 355 suffix H15, H10 or H5 will be added to the grade
[N/mm2] mark, in the same conditions as for manual arc
For higher strength Grades 2Y40, welding electrodes to indicate compliance with
steels with minimum 3Y40, 4Y40 and the requirements of the test.
yield strength upto 390 5Y40
[N/mm2]

Page 21 of 34
___________________________________________________________________________________
Table 5.1.6 : Compositional limits of designated groups of gas types and mixtures
Group Gas Composition (Vol. %)

CO2 O2 H2 Ar
M1 1 > 0 to 5 - > 0 to 5
2 > 0 to 5 - -
Rest 1) 2)
3 - > 0 to 3 -
4 > 0 to 5 > 0 to 3 -
M1 1 > 5 to 25 - -
2 - 3 to 10 - Rest 1) 2)
3 > 5 to 25 > 0 to 3 -
M1 1 > 25 to 50 - -
2 - > 10 to 15 - Rest 1) 2)
3 > 5 to 50 > 8 to 15 -
C 1 100 - -
Rest 1) 2)
2 Rest > 0 to 30 -
1) Argon may be substituted by Helium upto 95% of the Argon content.
2) Approval covers gas mixtures with equal or higher Helium contents only.
5.2 Approval tests for two-run automatic prepared using plates approximately 20 [mm] in
welding thickness and the other using plates of
maximum thickness for which approval is
5.2.1 Approval tests for two-run automatic requested.
welding are to be carried out generally in
accordance with the requirements of Sec.4 5.2.4 The edge preparation of test assemblies is
using the two-run automatic welding technique to be as shown in Fig.5.2.1. Small deviations in
for the preparation of all test assemblies. the edge preparation may be allowed, if
requested by the manufacturer. For assemblies
using plates over 25 [mm] in thickness, the edge
preparation is to be reported for information.
5.3 Approval tests for semi-automatic multi-

run welding
5.3.1 Approval tests for semi-automatic multi-run

welding are to be carried out generally in
accordance with the requirements of Sec.2,
using the semi-automatic multi-run technique for
the preparation of all test assemblies.
5.3.2 Two deposited metal test assemblies are

Fig.5.2.1 : Recommended edge preparation to be prepared in the downhand position as
for two-run butt weld test assemblies shown in Fig.2.2.1, one using the smallest
diameter, and the other using the largest
diameter of the wire intended for the welding of
ship structures. The weld metal is to be
5.2.2 Two butt weld test assemblies are to be deposited according to the practice
prepared generally as detailed in 4.4.1 and 4.4.2 recommended by the manufacturer, and the
using plates 12-15 [mm] and 20-25 [mm] in thickness of each layer of weld metal is to be
thickness. between 2 [mm] and 6 [mm]. Where only one
diameter is manufactured, only one deposited
5.2.3 If approval is requested for welding plates metal assembly is to be prepared.
thicker than 25 [mm], one assembly is to be

Chapter 11 Part 2
5.3.3 Butt weld assemblies as shown in 5.5 Annual tests

Fig.2.3.1 are to be prepared for each welding
position (downhand, horizontal-vertical, vertical- 5.5.1 The annual tests are to consist of at least
upwards, vertical-downwards and overhead) for the following:-
which the wire is recommended by the
manufacturer. a) Wires approved for semi-automatic or for
both semi-automatic and automatic multi-
5.3.4 The downhand assembly is to be welded run welding: One deposited metal test
using, for the first run, wire of 1.2 [mm] diameter assembly prepared in accordance with 5.3
or of the smallest diameter manufactured and, using a wire of diameter within the range
for the remaining runs, wire of 2.4 [mm] intended for the welding of the ship
diameter or the largest diameter manufactured. structures;
5.3.5 Where approval is requested only in the b) Wires approved for automatic multi-run
downhand position, an additional butt weld welding: One deposited metal test assembly
assembly is to be prepared in that position using prepared in accordance with 5.4 using a
wires of different diameter from those required wire of diameter within the range intended
by 5.3.4. for the welding of the ship structure;
5.3.6 The butt weld assemblies, in positions c) Wires approved for two-run automatic
other than downhand, are to be welded using for welding: One butt weld test assembly
the first run, wire of 1.2 [mm] diameter or of the prepared in accordance with 5.2 using
smallest diameter manufactured, and for the plates 20 to 25 [mm] in thickness. The
remaining runs, the largest diameter of wire diameter of the wire used is to be reported.
recommended by the manufacturer for the
position concerned. 5.5.2 From the test assemblies prepared in
accordance with 5.5.1, only the following tests
5.3.7 Fillet weld test in accordance with Sec.2 is are to be carried out:-
to be carried out.
a) For deposited metal assemblies: One
5.4 Approval tests for multi-run automatic tensile and three impact tests;
welding
b) For butt weld assemblies: One transverse
5.4.1 Approval tests for multi-run automatic tensile, two bend and three impact tests.
welding are to be carried out generally in One longitudinal tensile test is also required
accordance with the requirements of Sec.4 where the wire is approved solely for two-
using the multi-run automatic welding technique run automatic welding.
for the preparation of all test assemblies.
5.4.2 One deposited metal test assembly is to
be prepared as shown in Fig.4.3.1. Welding is to 5.6.1 Requests for upgrading and uprating will
be as detailed in Sec.4 except that thickness of generally be considered at the time of annual
each layer is to be not less than 3 [mm]. testing and additional tests in accordance with
the requirements of 2.8 would be required.
5.4.3 A butt weld assembly is to be prepared, as
shown in Fig.4.5.1.

Page 23 of 34
___________________________________________________________________________________
Section 6
Consumables for use in Electro-slag and

Electro-gas Vertical Welding
6.1 General 6.2.2 Radiographic examination
6.1.1 The requirements for the two-run It is recommended that the welded assemblies
technique as detailed in Sec.4 are applicable for be subjected to a radiographic examination to
the approval of special consumable used in ascertain if there are any defects in the weld
electro-slag and electro-gas vertical welding with prior to the preparation of test specimens.
or without consumable nozzles except as
otherwise required by the following requirements 6.2.3 Test series
especially as regards the number and kind of
the test-pieces used for the mechanical tests - Each assembly shall be cut to give test
and taken from the butt welded assemblies. specimens according to Fig.6.2.1.
6.1.2 For Grades 1Y, 2Y, 3Y, 4Y, 2Y40, 3Y40, The length of the assembly should be sufficient
4Y40 and 5Y40 approval of the consumables to allow the selection of all the following test
may be restricted for use only with specific types specimens :
of higher tensile steel. This is in respect of the
content of grain refining elements, and if general 250 mm min. 250 mm min.
approval is required, a niobium treated steel is
to be used for the approval tests.
6.1.3 For these special welding consumables,

Longitudinal tensile
the requirements of 1.3 may not be entirely test specimen
applicable for technical reasons. (centre of weld)
Where approval is requested for welding of both Transverse tensile

test specimen
normal strength and higher tensile steel two Side bend
assemblies are to be prepared using higher test specimen
Macrography
tensile steel. Two assemblies prepared using
normal strength steel may also be required at 1 set of 3 charpy
the discretion of IRS. V-notch test specimen
1500 mm min
(centre line)
6.2 Butt weld tests 1 set of 3 charpy

V-notch test specimen
(2 mm from fusion line)
6.2.1 Preparation of test assemblies
Transverse tensile
- Two butt weld test assemblies are to be test specimen
Side bend
prepared, one of them with plates 20/25 test specimen
[mm] thick, the other with plates 35/40 [mm]
thick or more. The grade of the steel to be Longitudinal tensile
test specimen
used for each one of these assemblies must (centre of weld)
be selected according to the requirements
given in the Table 4.4.2. Macrography
- The chemical composition of the plate,

including the content of grain refining
Fig. 6.2.1 : Butt weld test assembly
elements is to be reported.
- The welding conditions and the edges

preparation are to be those recommended - 2 longitudinal tensile test specimens
by the welding consumable manufacturer with their axis at the centre of the weld;
and are to be reported.

Chapter 11 Part 2
- 2 transverse tensile test specimens; - 1 longitudinal tensile specimen from the

axis of the weld:
- 2 side bend test specimens;
- 1 transverse tensile specimen;
- 2 sets of 3 Charpy-V notch impact test
specimens in accordance with Fig.6.2.1 - 2 side bend specimens;
comprising of :
- 3 Charpy-V specimens notched at the
- 1 set with the notch in the axes of the centre of the weld (position 1 Fig.6.3.1);
weld;
- 3 Charpy-V specimens cut out
- 1 set with the notch at 2 [mm] from the transverse to the weld with their notches
fusion line in the deposited metal; and at 2 [mm] from the fusion line, in the
weld; and
- 2 macro-sections of the weld (towards
the middle of the weld and towards one - macro section.
end).
6.3.2 The results to be obtained should meet the
6.2.4 Results to be obtained requirements given in 4.4 (two-run welding) for
the class of the consumables in question.
The results of the tensile, bend and impact tests
are to comply with the requirements of 4.4 (two- 6.4 Upgrading and uprating
run welding) for the class of filler product in
question. 6.4.1 Upgrading and uprating will be considered
only at the manufacturers request, preferably at
6.3 Annual tests the time of annual testing. Generally, for this
purpose, full tests from butt weld assemblies as
6.3.1 One test assembly must be prepared from indicated in 6.2 will be required, irrespective of
plates 20/25 [mm] thick, and tested as indicated the other tests requested if the concerned
in 6.2. consumable is also approved (and possibly
upgraded or uprated) according to Sec.4 or
The following specimens are to be selected : Sec.5.

Page 25 of 34
___________________________________________________________________________________
Section 7
Welding Consumables for High Strength Steels for Welded Structures
7.1 General Y69 for welding steels with minimum yield

strength 690 [N/mm2]
7.1.1 Scope
Y89 for welding steels with minimum yield
7.1.1.1 These requirements supplement the strength 890 [N/mm2]
requirements of Sections 1 to 6 and give the
conditions of approval and inspection of welding Y96 for welding steels with minimum yield
consumables used for high strength steels for strength 960 [N/mm2].
welded structures according to Ch.3, Sec.4 with
yield strength levels from 420 [N/mm2] upto 960 Wire-flux combinations for single or two-run
[N/mm2] and impact grades AH, DH, EH and technique are subject to special consideration of
FH, except impact grade FH is not applicable for IRS.
890 [N/mm2] and 960 [N/mm2] yield strength
levels. 7.1.2.2 Each of the eight (yield) strength groups
is further divided into three main grades in
Where no special requirements are given, those respect of charpy V-notch impact test
of Sections 1 to 6 apply in analogous manner. requirements (test temperatures):
7.1.1.2 The welding consumables preferably to Grade Test temperature

be used for the steels concerned are divided 3 - 20C
into several categories as follows:
4 - 40C
- covered electrodes for manual welding, 5 - 60C
- wire-flux combinations for multirun sub- 7.1.2.3 Analogously to the designation scheme
merged arc welding, used in Section 1 to 6 the welding consumables
for high strength steels are subject to additional
- solid wire-gas combinations for arc welding designation and approval as follows:
(including rods for gas tungsten arc
welding),
- According to 7.1.2.2 with the quality grades
3, 4 or 5.
- flux cored wire with or without gas for arc
welding.
- With the added symbol Y and an appended
code number designating the minimum yield
7.1.2 Grading, Designation
strength of the weld metal corresponding to
7.1.2.1 : Y42, Y46, Y50, Y55, Y62, Y69, Y89
7.1.2.1 Based on the yield strength of the weld and Y96.
metal, the welding consumables concerned are
divided into eight (yield) strength groups:
- With the added symbol H10 or H5 for
controlled hydrogen content of the weld
metal.
- With the added symbol S (= semi-automatic)
for semi-mechanised welding.
- With the added symbol M designating
multirun technique and is applicable only to
strength 500 [N/mm2] welding consumables for fully mechanised
welding).
7.1.2.4 Each higher quality grade includes the
one (or those) below, AH, DH steels according
to Ch.3, Sec.4 are to be welded using welding
consumables of at least quality grade, 3, grade

Chapter 11 Part 2
EH steels using at least quality grade 4 and compatible with the properties of the weld metal,
grade FH steels using at least quality grade 5, or the side walls of the weld shall be buttered
as per the following table: with a weld metal of the same composition.
7.2.2 The chemical composition of the deposited

Consumables Steel Grades weld metal shall be determined and certified in a
Grade covered manner analogous to that prescribed in Sec.2,
3Y.. DH.. Cl.2.2.4. The results of the analysis shall not
4Y.. EH..and FH.. exceed the limit values specified in the
5Y.. FH.., EH.. and DH.. standards or by the manufacturer, the narrower
tolerances being applicable in each case.
7.1.2.5 Welding consumables approved with
grades.Y42, ..Y46 and ..Y50 are also 7.2.3 Depending on the type of the welding
considered suitable for welding steels in the two consumables (and according to the welding
strength levels below that for which they have process), the test specimens prescribed in
been approved. Welding consumables approved Sections 1 to 6 respectively shall be taken from
with grades ..Y55, ..Y62 and ..Y69 are also the weld metal test pieces in a similar manner.
considered suitable for welding steels in the one
strength level below that for which they have 7.2.4 The mechanical properties must meet the
been approved. Welding consumables with requirements stated in Table 7.2.1 and Table
grade Y89 are considered suitable for welding 7.2.2. The provisions of Sections 1 to 6 apply in
steels in the same strength level only. Welding analogous manner to the performance of the
consumables with grade Y96 are also tests, including in particular the maintenance of
considered suitable for welding steels in the one the test temperature in the notched bar impact
strength level below that for which they have test and the carrying out of results.
been approved. For grade Y89 and Y96, where
the design requirements permit undermatching 7.2.5 Specifications of welding consumables
weld joint, then welding consumables within the used for welding high strength extremely thick
scope of this section can be considered subject steel plates of thickness more than 50 [mm] but
to IRS’s discretion and Manufacturer’s not exceeding 100[mm] of EH47 grade used in
recommendations. container carriers are to be in accordance with
Table 7.2.3
7.1.2.6 IRS may, in individual cases, restrict the
range of application in (up to) such a way, that 7.2.6 Welding consumables for brittle crack
approval for any one strength level does not arrest steels are to be in accordance with the
justify approval for any other strength level. relevant requirements for each steel grade
excluding suffix “BCA1” or “BCA2” specified in
7.1.3 Manufacture, testing and approval Table 10.1.3 of Chapter 3, Section 10.
procedure
7.3 Testing on welded joints
7.1.3.1 Manufacturer's plant, production
methods and quality control measures shall be 7.3.1 Depending on the type of the welding
such as to ensure reasonable uniformity in consumables (and according to the welding
manufacture, see also Sec.1. process), the testing on the welded joints shall
be performed on butt-weld test pieces in a
7.1.3.2 Testing and approval procedure shall be manner analogous to that called for in Sections
in accordance with Sec.1 and as required in 1 to 6.
Section 1 to 6 for the individual categories
(types) of welding consumables mentioned in 7.3.2 Depending on the type of the welding
7.1.1.2 above. consumables (and according to the welding
process), the butt-weld test pieces called for in
7.2 Testing of the weld metal para 7.3.1 shall be welded in a manner
analogous to that prescribed in Sections 1 to 6.
7.2.1 For testing the deposited weld metal, test The base metal used shall be a high-strength
pieces analogous to those called for in Sections fine-grained structural steel with a minimum
1 to 6 respectively shall be prepared, depending yield strength and tensile strength matching the
on the type of the welding consumables (and consumable grade being approved and
according to the welding process). The base compatible with the added symbol for which
metal used shall be a fine-gained structural steel application is made.

Page 27 of 34
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7.3.3 Depending on the type of the welding requirements stated in Table 7.3.1. The
consumables (and according to the welding provisions of Sections 1 to 6 apply in analogous
process), the test specimens described in manner to the performance of the tests,
Sections 1 to 6 shall be taken from the butt-weld including in particular the maintenance of the
test pieces. test temperatures in the notched bar impact test
and the requirements regarding the retest
7.3.4 The mechanical properties must meet the specimens.
Table 7.2.1 : Required toughness properties of the weld metal
Quality Grade Test temp.C Min. notch impact energy [J]1)

3 - 20 Y42:  47
Y46:  47
4 - 40 Y50:  50
Y55:  55
5 - 60 Y62:  62
Y69:  69
Y89:  692)
Y96:  692)
1) Charpy V-notch impact test specimen, mean value of three specimens; for
requirements regarding minimum individual values and retests, See Section 1,
1.10
2) Quality grade 5 is not applicable for Y89 and Y96 grade consumables.
Table 7.2.2 : Required strength properties of the weld metal
Symbols added to Min. yield strength or Tensile Strength Minimum elongation

quality grade 0.2% proof stress [N/mm2] [%]
[N/mm2]
Y42 420 520 - 680 20
Y46 460 540 - 720 20
Y50 500 590 - 770 18
Y55 550 640 – 820 18
Y62 620 700 - 890 18
Y69 690 770 - 940 17
Y89 890 940 - 1100 14
Y96 960 980 - 1150 13
Table 7.2.3 : Required strength properties for deposited metal used to weld high strength
extremely thick steel plates of thickness more than 50[mm] but not exceeding 100[mm], of EH47
grade used in container carriers,
Mechanical Properties Impact Test
Yield Strength Tensile Strength Elongation (%) Test Temp. [oC] Average Impact
[N/mm2] min. [N/mm2] min Energy [J] min.
460 570 - 720 19 -20 64

Chapter 11 Part 2
7.3.5 Where the bending angle required in Table 7.3.6 Mechanical Properties for Butt weld tests
7.3.1 is not achieved, the specimen may be for high strength extremely thick steel plates of
considered as fulfilling the requirements, if the thickness more than 50[mm] but not exceeding
bending elongation on a gauge length Lo fulfills 100[mm], of EH47 grade used in container
the minimum elongation requirements stated in carriers are to be as per Table 7.3.2
Table 7.2.2. The gauge length Lo = Ls + t (Ls =
width of weld, t = specimen thickness), see
Fig.7.3.1.
Table 7.3.1 : Required properties of welded joints
Quality Grade Added symbol Min. tensile Min. notch impact Minimum Bend ratio
strength energy, test bending D/t 2)
[N/mm2] temperature angle 1)
Y42 520 4
Y46 540 4
3 to 5 in Y50 590 Depending on the 4
accordance Y55 640 quality grade and yield 5
120
with Table Y62 700 strength in accordance 5
7.2.1 Y69 770 with Table 7.2.1 5
Y89 940 6
Y96 980 7
Fig.7.3.1 : Required proportion of welded joints

Page 29 of 34
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1) Bending angle attained before the first incipient crack, minor pore exposures upto a maximum length of 3 mm
allowed.
2) D = Mandrel diameter, t = specimen thickness
Table 7.3.2 : Mechanical Properties for Butt weld tests for high strength extremely thick steel
plates of thickness more than 50[mm] but not exceeding 100[mm], of EH47 grade used in
container carriers
Tensile Strength Bend Test Ratio: Charpy V-notch Impact Tests

[N/mm2] D/t
Test Temperature Average Energy (J) min.
(oC)
570-720 4 -20 64
7.4 Hydrogen test rate and delay times during preparation of the
weld samples, and the hydrogen volume
7.4.1 The welding consumables, other than solid determinations.
wire-gas combinations, shall be subjected to a
hydrogen test in accordance with the mercury 7.4.2 The diffusible hydrogen content of the
method to ISO 3690, or any other method such weld metal determined in accordance with the
as the gas chromatographic method which provisions of Sec.2, Para 2.5 shall not exceed
correlates with that method, in respect of cooling the limits given in Table 7.4.1.
Table 7.4.1 : Allowable diffusible hydrogen content
Yield strength group Hydrogen symbol Max. hydrogen content

[cm3/100 g deposited weld
metal]
Y42
Y46 H 10 10
Y50
Y55
Y62 H5 5
Y69
Y89
H5 5
Y96
7.5 Annual tests testing of weld metal test pieces as prescribed

under 7.2. For grades Y69 to Y96 annual
7.5.1 The annual repeat tests specified in hydrogen test is required. In special cases, IRS
Sections 1 to 6 shall entail the preparation and may require more extensive tests.

Chapter 11 Part 2
Section 8
Consumables for Welding of Aluminium Alloys
8.1 General W = wire electrode, wire - gas combinations for

metal arc inert gas welding (MIG, 131 according
8.1.1 Tests for the approval of consumables to ISO 4063), tungsten inert gas welding (TIG,
intended for welding the aluminium alloys 141) or plasma arc welding (15)
detailed in Ch.9 are to be carried out generally
in accordance with the requirements of Secs.1,2 R = rod - gas combinations for tungsten inert
and 5, except as otherwise detailed in this gas arc welding (TIG, 141) or plasma arc
Section. welding (15)
8.1.2 The welding consumables are divided into 8.1.3 Approval will be indicated by the grade as
two categories as follows: shown in Table 8.1.3.
Table 8.1.3 : Consumables grades and base materials for the approval test
Consumable quality Base material for the tests

grade (Symbol) Alloy Designation
Numerical Chem-Symbol
RA/WA 5754 AlMg3
RB/WB 5086 AlMg4
RC/WC 5083 AlMg4.5 Mn0.7
5383 AlMg4.5 Mn0.9
5456 AlMg5
5059 -
RD/WD 6082 AlSi1MgMn
6005A AlSiMg(A)
6061 AlMg1SiCu
Note: Approval on higher strength AlMg base materials covers also the lower strength AlMg grades and
their combination with AlSi grades
8.1.4 The welding technique will be indicated in 8.1.6 Approval of a wire or a rod will be granted
the approval grading by a letter as under: in conjunction with a specific shielding gas
according to Table 8.1.6 or defined in terms of
m - manual multi-run welding (GTAW); composition and purity of "special" gas to be
S - semi-automatic multi-run welding (GMAW); designated with group sign "S". The composition
M - automatic multi-run welding (GTAW or of the shielding gas is to be reported. Where a
GMAW); wire in combination with any particular gas has
T - automatic two-run welding (GMAW). been approved, usage of the same wire with
another gas in the same group as defined in
8.1.5 The compositions, of the shielding gas and Table 8.1.6 may be considered.
the filler/electrode wire are to be reported.

Page 31 of 34
___________________________________________________________________________________
Table 8.1.6 : Compositional limits of shielding gases and mixtures to be used
Group Gas composition (Vol.%)1)

Argon Helium
I-1 100 -
I-2 - 100
I-3 Rest > 0 to 33
I-4 Rest > 33 to 66
I-5 Rest > 66 to 95
S Special gas, composition to be specified, See 8.1.6
1) Gases of other chemical composition (mixed gases) may be considered as "special gases" and
covered by a separate test.
8.1.7 On completion of welding, assemblies 8.2.3 Welded assemblies are to be prepared

must be allowed to cool naturally to ambient and tested in accordance with 8.3, 8.4 and 8.5.
temperature. Welded test assemblies and test
specimens must not be subjected to any heat 8.3 Deposited metal test assemblies
treatment after welding except for the alloy
Grades 6005A, 6061 and 6082. These are to be 8.3.1 One assembly is to be prepared in the
allowed to naturally age at ambient temperature downhand position as shown in Fig.8.3.1.
for a period of 72 hours from the completion of
welding, before the testing is carried out. A 8.3.2 The chemical composition of the plate
second solution heat treatment is not permitted. used for the assembly is to be compatible with
The time and temperature of any ageing the weld metal.
treatment is to be reported in detail.
8.3.3 The thickness of the plate used and the
8.2 Initial approval tests for manual, semi- length of the assembly are to be appropriate to
automatic and automatic multi-run the welding process. The plate thickness is to be
techniques not less than 12 [mm].
8.2.1 Plate of the corresponding type of 8.3.4 For the approval of filler wire/gas and
aluminium alloy and of appropriate thickness is electrode wire/gas combinations for manual or
to be used for the preparation of the weld test semi-automatic welding by GTAW or GMAW,
assemblies. one test assembly is to be welded using any
size of wire within the range for which approval
8.2.2 The welding current and power is sought.
requirements are to be within the range
recommended by the manufacturer and are to
be reported.

Chapter 11 Part 2
8.3.5 For automatic multi-run approval, one test The elements reported will be dependent on the
assembly is to be welded by the respective type of aluminium alloy for which approval of the
process using the recommended diameter of consumables is requested. The results of the
wire. analysis are to be within the tolerances specified
in the standards and by the manufacturer.
8.3.6 The weld metal is to be deposited in multi-
run layers in accordance with normal practice. 8.4 Butt weld test assemblies
The direction of deposition of each layer is to
alternate from each end of the plate. 8.4.1 Plate of the corresponding type of
aluminium alloy and of an appropriate thickness
8.3.7 The deposited weld metal in each test is to be used for the preparation of the test
assembly is to be analysed and reported assemblies.
including the contents of all significant elements.
Table 8.4.1 : Requirements for the transverse tensile and bend tests
Grade Base material Tensile Former Bending angle 1)

used for the test strength Rm diameter [] min.
[N/mm2]
min.
RA/WA 5754 190 3t
RB/WB 5086 240 6t
RC/WC 5083 275
5383 or 5456 290 6t 180
5059 330
RD/WD 6061, 6005A or 6082 170 6t
1) During testing, the test specimen shall not reveal any one single flaw greater than 3 [mm] in any
direction. Flaws appearing at the corners of a test specimen shall be ignored in the evaluation, unless
there is evidence that they result from lack fusion.

Page 33 of 34
___________________________________________________________________________________
8.4.2 In order to ensure sound and 8.4.3 One additional assembly, as shown in
representative welds, it is essential that test Fig.8.4.3, is to be prepared for welding in the
assemblies are cleaned and degreased prior to downhand position. The assembly is to be
welding. Assemblies as shown in Fig.8.4.2 are welded using, for the first run, wire of the
to be prepared for each welding position smallest diameter recommended by the
(downhand, horizontal-vertical, vertical-upward, manufacturer and for the remaining runs, wire of
vertical-downward and overhead) for which the the largest diameter to be approved.
consumable is recommended by the
manufacturer; except that consumables 8.4.4 The manufacturer's recommended
satisfying the requirements for downhand and procedures are to be used in making the welds
vertical-upward positions will be considered as and are to be reported.
also complying with the requirements for the
horizontal-vertical position. 8.4.5 The welded assemblies should be
subjected to both radiographic and visual
Back sealing runs are allowed in single V weld examination, aided where necessary by dye
assemblies. In case of double V assembly both penetrant testing, to ensure that the welds are
sides shall be welded with the same welding free from cracks and porosity.
position.

Chapter 11 Part 2
8.4.6 The test specimens are to be taken from be as large as the maximum single bead size
the welded assemblies as shown in Fig.8.4.2 recommended by the manufacturer for fillet
and Fig.8.4.3. For each assembly they are to welding.
comprise:
8.5.2 The results of examination of the macro
2 transverse tensile specimens; specimens and the fractured fillet welds are to
1 macro specimen; be reported in accordance with 2.4.3 and 2.4.5.
2 face bend specimens; and Particular attention is to be given to the
2 root bend specimens. presence of any porosity.
8.4.7 All tensile test specimens should have a 8.6 Initial approval tests for two-run
tensile strength not less than the respective technique
value shown in Table 8.4.1. The position of each
fracture is to be reported. 8.6.1 Two butt weld test assemblies are to be
prepared using the following plate thicknesses
8.4.8 The bend test specimens are to be bent as shown in Fig.8.7.1:
around a former having a diameter not more
than the number of times the thickness (t) of the a) one with the maximum thickness for which
test specimen as shown in Table 8.4.1. approval is requested;
8.5 Fillet weld test assemblies b) one with a thickness approximately one half
to two thirds that of the maximum thickness.
8.5.1 Assemblies are to be prepared and tested
in accordance with the appropriate requirements 8.7 Annual tests
of 2.4 except that the plates are to be of the
aluminium alloy for which approval is required, 8.7.1 Annual repeat tests are to consist of
that no hardness tests are required and that for preparation and testing of the deposited weld
automatic multi-run approval only one fillet weld metal test assembly as prescribed in 8.3
bead is to be made using the recommended (Fig.8.3.1) and of the downhand buttweld
wire diameter. In this case, the bead size should assembly according to 8.4 (Fig.8.4.2).
End of Chapter

for the
of Steel Ships
Part 3
General Hull Requirements
July 2022
Part 3
General Hull Requirements
Contents
Chapter 1 General, Definitions, Documentation
Chapter 2 Materials of Construction
Chapter 3 Principles for Scantlings and Structural Details
Chapter 4 Design Loads
Chapter 5 Longitudinal Strength
Chapter 6 Bar Keel, Stem and Sternframes
Chapter 7 Bottom Structure
Chapter 8 Side Structure
Chapter 9 Deck Structure
Chapter 10 Bulkheads
Chapter 11 Superstructures, Deckhouses and Bulwarks
Chapter 12 Openings and Closing Appliances
Chapter 13 Ventilators, Air Pipes and Discharges
Chapter 14 Rudders
Chapter 15 Anchoring and Mooring Equipment
Chapter 16 Masts and Rigging
Chapter 17 Welding
Chapter 18 Hull Inspection, Workmanship and Testing

Page 1 of 11
___________________________________________________________________________________
Contents
Chapter 1 : General, Definitions, Documentation
Section 1 : General 2.1 Principal particulars
1.1 Scope 2.2 Structural terms
1.2 Equivalence 2.3 Material factor
1.3 National and international regulations

Section 3 : Documentation
1.4 Stability
3.1 General
1.5 Damage control plans and booklets
3.2 Plans for information
1.6 Protective location of fuel oil tanks
3.3 Additional information
1.7 Assumptions
3.4 Plans for approval
Section 2 : Definitions 3.5 Plans to be kept on board
Chapter 2 : Materials of Construction
Section 1 : General
3.1 General
1.1 Scope
3.2 Surface preparation, prefabrication primers
1.2 Steel and paints or coatings
1.3 Aluminium 3.3 Internal cathodic protection
3.4 Aluminium and magnesium anodes

Section 2 : Use of Steel Grades
3.5 External hull protection
2.1 Grades of steel
3.6 Corrosion protection coatings for salt water
2.2 Ships in normal world wide service ballast spaces and double side skin spaces
2.3 Ships exposed to low air temperatures 3.7 Corrosion protection for cargo oil tanks of
crude oil tankers
2.4 Refrigerated spaces
2.5 Cold cargo for ships other than liquefied gas Section 4 : Deck Covering
carriers
4.1 General
Section 3 : Corrosion Protection

Part 3
Chapter 3 : Principles for Scantlings and Structural Details
Section 1 : General 4.3 Scantlings of stiffeners
1.1 Application 4.4 Scantlings of girders
1.2 Symbols
Section 5 : End Attachments
1.3 Frame spacing
5.1 End attachments of stiffeners
Section 2 : Corrosion Additions 5.2 End attachments of girders
2.1 General 5.3 Bracketless end connections
Section 3 : Plating Section 6 : Buckling
6.2 Ideal elastic buckling stress

Section 4 : Stiffeners and Girders
6.3 Compressive stress, c
4.1 Determination of span
4.2 Effective width of attached plating
Chapter 4 : Design Loads
Section 1 : General Section 3 : Design Pressures and Forces
1.1 Scope 3.1 General
1.2 Symbols 3.2 External sea pressures
3.3 Internal pressures on tank structures

Section 2 : Ship Motions and Accelerations
3.4 Pressures due to dry cargoes, stores,
2.1 Roll and pitch angles equipment and accommodation
2.2 Acceleration components 3.5 Forces due to heavy units of cargo and
equipment
2.3 Combined accelerations

Page 3 of 11
___________________________________________________________________________________
Chapter 5 : Longitudinal Strength
Section 1 : General
Section 5 : Openings in Longitudinal
1.1 Application Strength Members
1.2 Symbols 5.1 Locations
1.3 Terms 5.2 Deductions for openings
5.3 Reinforcements
Section 2 : Vertical Bending Moments and
Shear Forces 5.4 Hatchway corners
2.1 Still water bending moment and shear force

Section 6 : Loading Guidance Information
2.2 Wave bending moment and shear force
6.1 General
Section 3 : Hull Section Modulus and 6.2 Conditions of approval of loading manuals
Moment of Inertia
6.3 Conditions of approval of loading
3.1 Calculation of section properties instruments
3.2 Extent of high strength steel

Section 7 : Guidelines for Ballast Loading
3.3 Section modulus requirement Conditions of Cargo Vessels Involving
Partially Filled Ballast Tanks
3.4 Moment of inertia requirement
7.1. General
3.5 Bending strength outside amidships
7.2 Case A and B
Section 4 : Shear Strength 7.3 Case C – Conventional (with usual

arrangement of WBT) ore carrier with two pairs
4.1 General of partially filled ballast water tanks
4.2 Side shell and longitudinal bulkheads

thickness requirement
Chapter 6 : Bar Keel, Stem and Sternframes
Section 1 : General 3.1 Bar stem
1.1 Scope 3.2 Plate stem
1.2 Material 3.3 Strengthening against bow impact
1.3 Symbols 3.4 Bulbous bow
Section 2 : Bar Keel Section 4 : Stern Frames and Rudder Horns
2.1 Scantlings 4.1 General
4.2 Sternframes
Section 3 : Stem

Part 3
4.3 Sole piece 5.1 General
4.4 Shaft brackets 5.2 Nozzle scantlings and construction details
4.5 Rudder horns 5.3 Steerable nozzles
5.4 Fixed nozzles

Section 5 : Propeller Nozzles
Chapter 7 : Bottom Structure
Section 1 : General
5.1 Transverse framing
1.1 Scope
5.2 Longitudinal framing
1.2 Symbols
Section 6 : Double Bottom

Section 2 : Structural Arrangement and
Details 6.1 General
2.1 General 6.2 Transverse framing
2.2 Access ventilation and drainage 6.3 Longitudinal framing
Section 3 : Design Loads Section 7 : Additional Strengthening against

Slamming
3.1 Bottom shell
7.1 General
3.2 Watertight floors and girders
7.2 Spacing of floors and girders
3.3 Inner bottom
7.3 Plating and stiffeners
Section 4 : Bottom and Inner Bottom Plating

Section 8 : Engine Seatings
4.1 Keel plate
8.1 General
4.2 Bottom, bilge and inner bottom plating
8.2 Recommended scantlings
Section 5 : Single Bottom
Chapter 8 : Side Structure
Section 1 : General
2.2 Sheer strake
1.1 Scope
1.2 Symbols Section 3 : Design Loads
3.1 External sea pressure

Details 3.2 Internal tank pressure
2.1 General

Page 5 of 11
___________________________________________________________________________________
Section 4 : Side Shell Plating and Stiffeners 4.5 Peak frames
4.1 Side shell plating 4.6 Tripping brackets
4.2 Side shell longitudinals

Section 5 : Girders
4.3 Main frames
5.1 General
4.4 Tween deck frames, super structure frames
Chapter 9 : Deck Structure
Section 1 : General
4.2 Deck stiffeners
1.1 Scope
1.2 Symbols Section 5 : Deck Girders and Pillars
5.1 Girders
Details 5.2 Cantilevers
2.1 General 5.3 Pillars
Section 3 : Design Loads Section 6 : Decks for Wheel Loading
3.1 Weather deck 6.1 General
3.2 Tween decks, platform decks and 6.2 Wheel loads

accommodation decks
6.3 Deck plating
3.3 Decks forming tank boundaries
6.4 Deck stiffeners
Section 4 : Deck Platings and Stiffeners 6.5 Deck girders
4.1 Deck platings
Chapter 10 : Bulkheads
Section 1 : General
2.4 Height of bulkheads
1.1 Scope
2.5 Openings in watertight bulkheads and
1.2 Statutory requirements closing appliances - General
1.3 Definitions and symbols 2.6 Doors in watertight bulkheads for ships
where subdivision / damage stability require-
ments are applicable
Section 2 : Subdivision and Arrangement
2.7 Cofferdams
2.1 Number of bulkheads
2.8 Fore peak spaces
2.2 Position of collision bulkhead
2.3 After peak bulkhead and shaft tunnel

Part 3

Details 5.1 Bulkhead plating
3.1 General 5.2 Longitudinals
3.2 Wash bulkheads 5.3 Vertical and transverse stiffeners on tank

bulkheads, collision bulkheads, dry bulk cargo
3.3 Supporting bulkheads bulkheads and wash bulkheads
5.4 Vertical and transverse stiffeners on ordinary

Section 4 : Design Loads watertight bulkheads
4.1 Watertight bulkhead loads

Section 6 : Girders
4.2 Tank bulkhead loads
6.1 General
4.3 Wash bulkheads loads
6.2 Complex girder system
Section 5 : Plating and Stiffeners
Chapter 11 : Superstructures, Deckhouses and Bulwarks
Section 1 : General Section 5 : Bulwarks and Guard Rails
1.1 Scope 5.1 General requirements
1.2 Definitions 5.2 Bulwark construction
1.3 Symbols 5.3 Bulwark scantlings
5.4 Freeing arrangements

Section 2 : Design Loads
5.5 Freeing ports in way of wells in combination
2.1 External pressure with open superstructures
5.6 Guard rails

Section 3 : Scantlings
5.7 Protection of crew requirements for specific
3.1 End bulkheads of superstructures and types
deckhouses and exposed sides in deckhouses
3.2 Protected machinery casings Section 6 : Means of Embarkation and

Disembarkation
Section 4 : Structural Arrangement and 6.1 General

Details
6.2 Construction
4.1 Structural continuity
6.3 Installation
4.2 Navigation bridge visibility
6.4 Inspection and maintenance

Page 7 of 11
___________________________________________________________________________________
Chapter 12 : Openings and Closing Appliances
Section 1 : General Section 4 : Hatch Cover Securing

Arrangement
1.1 Scope
4.1 General
1.2 Definitions
4.2 Portable steel covers - tarpaulins and
1.3 Hatch cover and coaming load model battening devices
1.4 Corrosion addition for hatch covers and 4.3 Securing devices
hatch coamings
4.4 Hatch cover supports, stoppers and
1.5 Steel renewal supporting structures
Section 2 : Hatch Coamings Section 5 : Side Shell Doors and Stern Doors
5.1 General
2.1 Coaming heights
5.2 Design loads
2.2 Hatch coaming construction
5.3 Strength criteria
2.3 Hatch coaming strength criteria
5.4 Scantlings
2.4 Net scantling of secondary stiffeners of
coamings 5.5 Securing and supporting of doors
2.5 Coaming stays 5.6 Securing and locking arrangement
2.6 Further requirements for hatch coamings 5.7 Operating and maintenance manual
Section 3 : Hatch Covers Section 6 : Bow Doors and Inner Doors
3.2 General strength criteria 6.2 Design loads
3.3 Permissible stresses and deflections 6.3 Strength criteria
3.4 Local net plate thickness 6.4 Scantlings of bow doors
3.5 Net scantling of secondary stiffeners 6.5 Scantlings of inner doors
3.6 Net scantling of primary supporting 6.6 Securing and supporting of bow doors
members
6.7 Securing and locking arrangement
3.7 Strength calculations
6.8 Operating and maintenance manual
3.8 Buckling strength of hatch cover structures
3.9 Hatch covers with variable cross-section Section 7 : Miscellaneous Openings
3.10 Wooden hatch covers 7.1 Small openings on freeboard and

superstructure decks
3.11 Portable hatch beams
7.2 Additional requirements for small hatches on
3.12 Direct calculations the exposed fore deck

Part 3
7.3 Manholes and flush hatches

7.6 Openings on engine and boiler casing
7.4 Hatchways within enclosed super-structure
and tween decks 7.7 Windows and side scuttles
7.5 Companionways, doors and accesses on

weather decks
Chapter 13 : Ventilators, Air Pipes and Discharges
Section 1 : General Section 3 : Air and Sounding Pipes
1.1 Scope 3.1 General
1.2 Definitions 3.2 Height of air pipes
1.3 Protection 3.3 Closing appliances
1.4 Strength of attachments of fore deck fittings

Section 4 : Scuppers and Sanitary
Discharges
Section 2 : Ventilators
4.1 General
2.1 General
4.2 Closing appliances
2.2 Coamings
4.3 Materials for valves, fittings and pipes
2.3 Closing appliances
Chapter 14 : Rudders
Section 1 : General Section 4 : Rudder Blades
1.1 Scope 4.1 Construction details
1.2 Material 4.2 Double plated rudders
1.3 Testing 4.3 Single plated rudders
4.4 Connection of rudder blade structure with

Section 2 : Arrangement and Details solid parts
2.1 General
Section 5 : Rudder Stock and Pintles
Section 3 : Design Loads 5.1 Rudder stock
3.1 Rudder force 5.2 Pintles
3.2 Rudder torque 5.3 Bearings of rudder stock / rudder shaft and
pintle
3.3 Rudder strength calculations

Page 9 of 11
___________________________________________________________________________________
Section 6 : Rudder Couplings 7.3 Rudder trunk
6.1 Horizontal flange couplings

Section 8 : Guidelines for Evaluation of
6.2 Vertical flange couplings Bending Moment and Shear Force
Distribution
6.3 Cone couplings with key / Cone coupling
without hydraulic arrangement for mounting and 8.1
dismounting
8.2 Spade Rudder
6.4 Cone couplings with hydraulic arrangement
for mounting and dismounting (with oil injection 8.3 Spade rudder with trunk
and hydraulic nut)
8.4 Rudder supported by sole piece
Section 7 : Sole Pieces and Rudder Horns 8.5 Semi-spade rudder with one elastic support
7.1 Sole piece 8.6 Semi-spade rudder with 2-conjugate elastic

support
7.2 Rudder horn
Chapter 15 : Anchoring and Mooring Equipment
Section 1 : General Section 5 : Anchor Chain Cables
1.1 Introduction 5.1 General
1.2 Design of the anchoring equipment 5.2 Manufacture and testing
1.3 Documentation
Section 6 : Towlines, Mooring Lines and
1.4 Symbols and Definitions associated Shipboard Fittings
6.1 General
Section 2 : Structural Arrangement for
Anchoring Equipment 6.2 Manufacture and testing
2.1 General 6.3 Mooring Lines
6.4 Mooring and Towing Arrangements

Section 3 : Equipment Specification
6.5 Shipboard fittings
3.1 Equipment number
6.6 Supporting hull structures
3.2 Equipment
6.7 Design loads
Section 4 : Anchors 6.8 Acceptance criteria
4.1 General 6.9 Safe Towing Load (TOW) and Safe Working
Load (SWL)
4.2 High Holding Power (HHP) anchors
6.10 Towing and mooring arrangement plan
4.3 Super High Holding Power (SHHP) anchors
6.11 Corrosion addition
4.4 Manufacture and testing

Part 3
6.12 Wear allowance 7.7 On-board Testing
6.13 Surveys after construction 7.8 Marking
6.14 Emergency towing procedure

Section 8 : Deep Water Anchoring
6.15 Direct Mooring Analyses
8.1 General
Section 7 : Windlass and Chain Stoppers 8.2 Application
7.1 General 8.3 Documentation
7.2 Compliance Standards 8.4 Equipment number for deep and unsheltered
waters
7.3 Plans and Documentation
8.5 Anchors
7.4 Materials and Fabrication
8.6 Chain cables for bower anchors
7.5 Design
8.7 Anchor windlass and chain stopper
7.6 Shop Inspection and Testing
Chapter 16 : Masts and Rigging
Section 1 : General 2.1 Scantlings
1.1 Application 2.2 Construction details
1.2 Documentation
Section 3 : Rigging
1.3 Materials
3.1 General
Section 2 : Masts 3.2 Stay construction
Chapter 17 : Welding
Section 1 : General 2.5 Approval of procedures
1.1 Scope 2.6 Inspection of welds
1.2 Documentation
Section 3 : Welded Connections
Section 2 : Welding 3.1 Butt welds
2.1 Welders and supervision 3.2 'T' connections
2.2 Welding electrodes 3.3 Lap connections
2.3 Preparation for welding 3.4 Slot weld
2.4 Welding procedure 3.5 End connection

Page 11 of 11
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Chapter 18 : Hull Inspection, Workmanship and Testing
Section 1 : Hull Inspection

3.1 General
1.1 Approval of works
3.2 Application
1.2 Inspection facilities
3.3 Test types and definitions
Section 2 : Workmanship 3.4 Test procedures
2.1 General
Section 4 : Procedures for Testing Tanks and
2.2 Plate edges and cut-outs Tight Boundaries for Non-SOLAS Ships and
SOLAS Exemption / Equivalent Ships
2.3 Cold forming
4.1 General
2.4 Hammering, bending and straightening
4.2 Application
Section 3 : Testing of Tanks and Tight

Boundaries for SOLAS Ships
End of Contents

Page 1 of 8
___________________________________________________________________________________
Chapter 1
General, Definitions, Documentation
Contents
Section
1 General
2 Definitions
3 Documentation
Section 1
General
1.1 Scope 1.3 National and international regulations
1.1.1 The Rules in this part apply to all-welded, 1.3.1 While the Rules cover requirements for the
single hull sea going steel ships of normal form, classification of ships, the attention of all
proportions and speed. concerned is drawn to requirements of various
local, national or international Regulations,
1.1.2 For additional class notations relating to Codes and Recommendations which the vessel
various ship types, requirements as per Pt.5 are may also have to comply with.
to be complied with.
1.4 Stability
1.1.3 Ships of unconventional forms and
proportions or intended for carriage of cargoes 1.4.1 All ships will be assigned class only after it
not covered by the Rules or to be engaged in has been demonstrated that their intact stability
special service will receive individual and damage stability (where applicable) are in
consideration based on the general principles of compliance with the standards laid down by the
the Rules. In these cases, however, additional National Statutory Authority.
calculations and/or model testing may be
required to be carried out and submitted for The level of intact stability for ships with a length
approval. of 24 [m] and above in any case is not to be less
than that required by Part A of the International
1.1.4 Proposals for use of alternative materials Code on Intact Stability, 2008 (IMO Resolution
e.g. aluminium, wood, etc. for some parts of the MSC 267(85), as amended) as applicable to the
ship shall receive special consideration. type of ship being considered.
1.2 Equivalence Damage stability requirements in IMO

instruments as listed in 1.4.3 are also to be
1.2.1 Alternative arrangements, scantlings and complied with, as applicable to the type and size
equipment may be accepted provided they can of ship.
be shown to be equivalent to the overall safety
and strength standard of the Rules. Direct Where other criteria for stability are accepted by
calculations for the derivation of the scantlings the Administration concerned, these criteria may
as an alternative to those derived by the Rule be used for the purpose of classification.
formulae, may be accepted on special
consideration. The calculation procedure and Where the Administration has not specified
the assumptions made are to be submitted for criteria of stability for ships of less than 24 [m] in
approval. length, appropriate criteria for the type of ship
may be applied which is acceptable to IRS.

Chapter 1 Part 3
Page 2 of 8 General, Definitions, Documentation
1.4.2 For pontoons of all sizes, in case the e) IGC Code, as amended for Liquefied Gas
Administration concerned has not laid down Carriers.
criteria for intact stability, it is recommended that
the criteria indicated below or equivalent are f) Resolution MSC 235(82) for Offshore
satisfied: Supply Vessels.
- Ch.2, Sec 2.2 of Part B of the International g) Resolution MSC 266(84) for Special
Code on Intact Stability, 2008 (Resolution Purpose Ships.
MSC 267(85)).
1.4.4 An approved stability information manual
1.4.3 All ships are required to comply with the is to be available on board for guidance to the
applicable damage stability requirements in master as to the stability of the ship under
accordance with the following: varying conditions of service. This is to be
prepared on the basis of MSC Circular 920
a) Part B and Part B-1 through B-4 of Chapter “Model Loading and Stability Manual”.
II-1 of SOLAS 1974, as amended for
passenger ships regardless of length and Additionally, full details of the stability criteria
cargo ships having load line length “LL” of 80 appropriate to the ship under all anticipated
[m] and above. conditions of service are to be clearly stated in
text supplemented by diagrams using the
Cargo ships which are shown to comply with nomenclature adopted in the manual. Full
any other damage stability regulations details of any requirements for wind and/or wave
indicated in the following (1.4.3 b) to g)) are forces and ice accretion specified by the
excluded from the applicability of the above. Administration are also to be provided.
b) Regulation 27 of ILLC 1966 as applied to 1.5 Damage control plans and booklets
tankers and dry cargo vessels in compliance
with Resolutions A.320(IX) and A.514(13) 1.5.1 Damage Control Plan and Booklet are to
provided that in the case of ships to which be provided:
regulation 27(9) applies, main transverse
watertight bulkheads, to be considered 1.5.1.1 For all cargo ships (not less than
effective, are spaced according to 500 gross tonnage) and passenger ships
paragraph 12(f) of resolution A.320(IX). a) Which are constructed on or after 01
Compliance with Reg.27 of ILLC Protocol January 2009
1988 is accepted as equivalent to the (Chapter II-1, Reg.19 of 2006
above. amendments to SOLAS 1974)
In case ships for which Reg.27 of ILLC 1.5.1.2 For dry cargo ships (not less than
applies are intended to carry deck cargo 500 gross tonnage)
also, then a limiting GM or KG curve is to be a) Which are constructed on or after 01
provided to the master in the stability February 1992 and before 01 January
manual based on compliance with the 2009
probabilistic damage stability analysis of (Chapter II-1, Reg.23-1 of 1989
SOLAS Chapter II-1 Part B-1. In such cases amendments to SOLAS 1974,)
the KG used for demonstrating compliance
with the deterministic damage stability 1.5.1.3 For Passenger ships
requirements of ILLC Reg.27 should be a) Which are constructed on or after 25
same as that used for the probabilistic May 1980 and before 01 September
damage stability calculations required by 1984
SOLAS Ch.II-1 Part B-1 at the deepest (Chapter II-1, Reg.20 of SOLAS 1974)
subdivision loadline.
b) Which are constructed on or after 01
c) Annex I (Regulation 28) of MARPOL September 1984 and before 01 January
1973/78, for Oil Tankers except that 2009
combination carriers with Type B freeboard (Chapter II-1, Reg.23 of 1981
are not excluded. amendments to SOLAS 1974)
d) IBC Code, as amended for Chemical 1.5.2 Damage Control Plan and Booklet is to
Tankers in general. include information in accordance with the
following:

Page 3 of 8
___________________________________________________________________________________
1.6.1 All ships with an aggregate oil fuel
a) IMO MSC.1/Circ.919 “Guidelines for capacity of 600 [m3] and above are to satisfy the
Damage Control Plans” for vessels requirements for oil fuel tank protection as given
constructed before 01 January 2009, in MARPOL Reg.I/12A. For this purpose, the
and distances of the oil fuel tanks above the bottom
shell and inboard of the side shell are to be not
b) IMO MSC.1/Circ.1245 “Guidelines for less than the values specified in the above
Damage Control Plans and Information MARPOL Regulation.
to the master” for vessels constructed
on or after 01 January 2009, and Alternatively, such ships may comply with the
accidental oil outflow performance standard
c) IMO MSC.1/Circ.1570 “Amendments to specified in paragraph 11 of MARPOL Reg.
section 3 of the Guidelines for Damage I/12A.
Control Plans and Information to the
Master (MSC.1/Circ.1245)” for 1.6.2 Small oil fuel tanks of capacity not greater
passenger ship built on or after 09 June than 30 [m3] are exempted from the
2017 requirements for protective location of the above
MARPOL Regulation provided the aggregate
1.5.3 For passenger ships, the damage control capacity of such exempted tanks is not greater
plan is to be permanently exhibited or readily than 600 [m3].
available on the navigating bridge, as well as in
the ship's control station, safety centre or 1.7 Assumptions
equivalent.
1.7.1 It is assumed that significant dynamic
1.5.4 For cargo ships the damage control plan is excitation of major orders from propellers and
to be permanently exhibited or readily available machinery do not fall close to any natural
on the navigating bridge. Furthermore, the frequency of the hull.
damage control plan should be permanently
exhibited or readily available in the cargo control 1.7.2 It is assumed that the ships will be
room, all ship’s office or other suitable location. competently handled and loaded as per the
approved loading manuals.
1.6 Protective location of fuel oil tanks

Chapter 1 Part 3
Section 2
Definitions
2.1 Principal particulars Scantling Draught, T, is the draught, [m], at

which the strength requirements for the
2.1.1 The forward perpendicular, F.P., is the scantlings of the ship are met and represents
perpendicular drawn at the intersection of the the full load condition. The scantling draught is
summer load water line with the fore side of the to be not less than that corresponding to the
stem. assigned freeboard. (i.e. T is not to be less than
TL)
In ships with unusual bow arrangement the
position of the F.P. will be specially considered. 2.1.8 The block co-efficient, Cb, is the moulded
block co-efficient calculated as follows :-
2.1.2 The after perpendicular, A.P., is the
perpendicular drawn at the intersection of the
moulded displacement [m 3 ] at draught T
summer load waterline with the after side of the
rudder post or the centreline of the rudder stock Cb 
if there is no rudder post. LBT
2.1.9 Load line length, LL , is to be taken as 96
In ships with unusual stern arrangement the per cent of the total length [m], on a waterline at
position of the A.P. will be specially considered. 85 per cent of the least moulded depth
measured from the top of the keel, or as the
2.1.3 Rule length, L, is the distance, [m], length from the fore side of the stem to the axis
measured on the waterline at the scantling of the rudder stock on that waterline, if that is
draught from the fore side of the stem to the greater. In ships designed with a rake of keel,
after side of the rudder post, or centre of the the waterline on which this length is measured is
rudder stock if there is no rudder post. L is not to to be parallel to the designed waterline.
be less than 96%, and need not be greater than
97%, of the extreme length on the waterline at 2.1.10 Speed, V, is the maximum service speed
the scantling draught. in knots on draught TL.
In ships without rudder stock (e.g. ships fitted 2.2 Structural terms
with azimuth thrusters), the Rule length L is to
be taken equal to 97% of the extreme length on 2.2.1 The general terms used in the Rules for
the waterline at the scantling draught. various structural parts of the ships are defined
as under:
In ships with unusual bow and/or stern
arrangement the Rule length, L, will be specially - Strength Deck : In general the uppermost
considered. continuous deck. Where a superstructure
deck has within 0.4L amidships, a
2.1.4 "Amidship" is at 0.5L aft of the F.P. continuous length equal to or greater than
(1.5B + 3H), it is to be regarded as the
2.1.5 Breadth, B, is the greatest moulded strength deck instead of the covered part of
breadth [m] at the scantling draught, T. the uppermost continuous deck. (H is the
height of the superstructure, [m]).
2.1.6 Depth, D, is the moulded depth [m],
measured amidships from top of the keel to the - Freeboard Deck : The freeboard deck is
moulded deck line of the uppermost continuous normally the uppermost complete deck
deck at side. When a rounded gunwale is exposed to weather and sea, which has
arranged the depth is to be measured to the permanent means of closing all openings in
continuation of the moulded deck line. the weather part and below which all
openings on the sides of the ship are fitted
2.1.7 Load line Draught, TL, is the moulded with means for watertight closing.
draught amidships corresponding to the summer
load waterline, [m].

Page 5 of 8
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- Superstructure : A decked structure on
freeboard deck extending from side to side - Hatch end beams - transverse deck
of the ship or with the side plating not girders at the ends of the hatch.
inboard of shell plating by more than 4 per
cent of the breadth B. - Stringers - horizontal girders.
- Deckhouse : A decked structure above the - Cross-ties - girders connecting two

freeboard deck with the side plating being vertical girders in a deep tank.
inboard of the shell plating by more than 4
per cent of the breadth B. - Floor - bottom transverse girders.
- Bottom Structure : Shell plating with - Stiffener : A collective term for secondary
stiffeners and girders below the upper turn supporting members; other terms being :
of bilge and all other elements below and
including the inner bottom plating in case of - Frames.
the double bottom. Sloping hopper tank top
is to be regarded as a bulkhead. - Bottom, inner bottom, side or deck
longitudinals.
- Side Structure : Shell plating with stiffeners
and girders between the upper turn of bilge - Reverse frame - transverse stiffener on
and the uppermost continuous deck at side. the inner bottom.
A rounded gunwale is included in the side
structure. - Horizontal or vertical bulkhead
stiffeners.
- Deck Structure : Deck plating with stiffeners,
girders, and supporting pillars. - Other terms are defined in the appropriate
Chapters.
- Girder : A collective term for the primary
supporting members, other terms include : 2.3 Material factor
- Transverses - transverse girders under 2.3.1 Material factor, k, a factor depending on

the deck. material strength is defined in Ch.2.
- Web frames - side vertical girders.
Section 3
Documentation
3.1 General - Capacity plan.
3.1.1 Documentation is to be submitted as per - Lines plan and Hydrostatic curves or tables.
the following paragraphs. In case of certain ship
types additional documentation may be required - Docking plan.
as per Pt.5.
3.3 Additional information
3.1.2 The documents should be submitted in
triplicate, one copy of which shall be returned. 3.3.1 The following additional information is to
be submitted as necessary for strength
3.2 Plans for information calculations:
3.2.1 The following supporting plans and - Maximum values of still water bending
calculations are to be submitted for information : moments and shear forces.
- General arrangement. - Lightship weight and its longitudinal

distribution.
- Tank plan.
- Bonjeans data.

Chapter 1 Part 3
repairs, the above plans are to show the

- Stowage factor and angle of repose of bulk disposition and extent of high strength steel and
cargoes to be carried. steel of grades other than Grade A, along with
the information relating to their physical and
- Masses and unbalanced moments of heavy mechanical properties, recommended working,
machinery components e.g. engines, treatment and welding procedures etc.
cranes, winches etc.
3.5.3 A ship construction file is required to be
3.4 Plans for approval maintained on board the ship to facilitate
inspection (survey) and repair and maintenance
3.4.1 Plans as relevant are to be submitted for in future.
approval as indicated in Table 3.4.1. These
should as far as practicable be complete in all The ship construction file to contain :
necessary details.
a) Plans as mentioned at 3.5.1;
3.5 Plans to be kept on board
b) Essential certificates and records;
3.5.1 A set of as built construction drawings and
other plans showing any subsequent structural c) Manuals required for classification and
alterations are to be kept on board. The set of statutory requirements;
plans are to include the following:
d) Details of equipment forming part of the
a) Main plans watertight and weathertight integrity of
the ship;
i) General arrangement
ii) Capacity plan e) Tank testing plan including details of the
iii) Hydrostatic curves test requirements;
iv) Loading manual, where
required f) Corrosion protection specifications;
b) Structural plans g) Details for the in-water survey, if

applicable, information for divers,
i) Midship section clearances measurements instructions
ii) Scantling profile etc. tank and compartment boundaries;
iii) Decks
iv) Shell expansion h) Docking plan and details of all
v) Transverse bulkheads penetrations normally examined at
vi) Rudder and rudder stock drydocking;
vii) Cargo hatch covers, when
applicable i) Coating technical file, for ships subject
to compliance with the IMO Coating
c) Bilge ballast and cargo piping diagrams. Performance Standard (PSPC). (See
Part 3, Chapter 2, Section 3.6).
An additional set of such drawings are to be
kept ashore by the company responsible for the j) Watertight cable transit seal systems
operation of the ship. register (See Part 4, Chapter 8, Section
3.21)
3.5.2 To facilitate the ordering of materials for

Page 7 of 8
___________________________________________________________________________________
Table 3.4.1 : Plans for approval
Plan Including Information On

Loading manual 1) details of loading in all contemplated loading conditions and
resulting SWBM, SF and Torsional Moments (TM)
design values of SWBM, SF & TM

Midship section main particulars (L, B, D, T, Cb, V)
Other transverse sections equipment specification
Longitudinal sections & decks complete class notation applied for
Shell expansion & framing plan spacing of stiffeners
Pillar arrangements Density of cargo
Wash bulkheads Standard construction details
deck loads, if other than those specified in the Rules
openings on the deck
minimum ballast draught(s)
extent of flat part of bottom forward
openings on the shell
Flat of bottom, flat of side
material grades
Double bottom indication of access
height and location of overflows
loading on inner bottom
Watertight subdivision bulkheads openings and their closing appliances
& watertight tunnels
Plan of water tight doors Electrical diagram of power control and position indication
circuits.
Plan of weather tight or outer -
doors and hatchways
Aft-end structure propeller outline
Stern frame or sternpost propeller thrust
Propeller shaft brackets structural details in way of rudder and propeller bearings
Aft peak tank height and location of overflow
Engine room structure type, power and r.p.m. of propulsion machinery
Engine and thrust block seatings weight of machinery, boilers, etc.
Transverse thruster, if any, -

general arrangement, tunnel
structure, connections of thruster
with tunnel and hull structures.
Fore-end construction openings on non-watertight bulkheads and diaphragm plates
Fore peak tank height and location of overflows
Oil tight/water tight and partition intended tank contents & their densities
bulkheads in cargo tanks, ballast height and location of overflow/air pipes
tanks and deep tanks tanks intended to be partially filled
corrosion protection; if any
Superstructures, deckhouses and height of sills from deck and closing appliances for
machinery castings companionways
Extension and mechanical properties of the aluminum alloy
used (where applicable)
Bulwarks and freeing ports Arrangements and dimensions of bulwarks and freeing ports
on the freeboard deck and the superstructure deck.
Windows and side scuttles, arrangement and details
Scuppers and sanitary discharges -
Hatchways position and type
Hatch covers loads if different from those specified in the rules
Bow & stern doors sealing and securing arrangement, spacing of bolts or wedges
Side ports Distance of hatch covers from summer load waterline and
from fore end.

Chapter 1 Part 3
Plan Including Information On

Rudder, stock and tiller speed of the ship (head & astern)
Steering gear arrangement material of bearings, coupling bolts, stock and the locking
device
rudder carrier
Supporting structure and Design loads and directions of load actions, rated pull and
foundations for ship board fitting holding load for mooring winches
associated with mooring and Reaction forces
towing operations. Details of connection of the foundations to the deck, including
specifications for holding down bolts for mooring winches
Material specifications and welding
Supporting structure and Design loads and directions of load actions
foundations for windlasses and Reaction forces
chain stoppers. Details of connection of the foundations to the deck, including
specifications for holding down bolts for windlasses
Material specifications and welding
Plan for access to and escape -
from spaces
Plan for ventilation including Use of spaces and location and height of air vents outlets of
ventilators and tank vents various compartments.
Masts & derrick posts derrick length and loading
Support structure for masts, dimensions and positions of stays and shrouds
derrick posts & cranes quality of material
maximum sea state in offshore operation, if any
connections to hull structure
Supporting structure for life saving Design loads, SWL and self weight, connections to hull
appliances structure.
Bilge keel material grade
details of connection to hull structure
Testing plan of tanks & bulkheads Test procedure for various compartments
Height of pipes for testing
Equipment number calculation Geometric elements for calculation
List of equipments
Construction and breaking load of steel wires
Material, construction, breaking load and relevant elongation
of synthetic ropes
Anchoring arrangement -
Mooring and towing arrangement -
Welding details
Note:
1) See Chapter 5, Section 6.

2) One drawing may contain more than one of the items from each group.
3) Where other steering or propulsion systems are adopted (e.g. Steering nozzles or azimuth
propulsion systems), the plans showing the relevant arrangement and structural scantlings are
to be submitted.
4) The information is to be included as indicated in the 2nd column are required for approval of
plans given in the 1st column of the Table. However, approval of plans mentioned in the 1st
column does not necessarily mean that all the information given in 2nd column are also
approved or need approval.
End of Chapter

Page 1 of 14
___________________________________________________________________________________
Chapter 2
Materials of Construction
Contents
Section
1 General
2 Use of Steel Grades
3 Corrosion Protection
4 Deck Covering
Section 1
General
1.1 Scope k = 0.72 for steel with minimum yield stress of

355 [N/mm2]
1.1.1 The Rules relate, in general, to the
construction of steel ships. Consideration will k = 0.66 for steel with minimum yield stress of
however be given to the use of other materials 390 [N/mm2] provided that a fatigue assessment
also. of the structure is performed to the satisfaction
of IRS.
1.1.2 The materials used in the construction of
the ship are to be manufactured and tested in k = 0.68 for steel with minimum yield stress of
accordance with the requirements of Pt.2. 390 [N/mm2] in other cases.
Materials for which provision is not made in Pt.2
may be accepted, provided that they comply 1.2.3 Where steel castings or forgings are used
with an approved specification and such tests as for sternframes, rudderframes, rudder stocks,
may be considered necessary. propeller shaft brackets and other major
structural items, they are to comply with Pt.2 as
1.2 Steel appropriate.
1.2.1 Ordinary hull structural steel is a hull 1.3 Aluminium

structural steel with a minimum yield stress of
235 [N/mm2] and a tensile strength generally in 1.3.1 Where seawater resisting aluminium alloys
the range of 400-490 [N/mm2]. manufactured and tested in accordance with the
requirements of Pt.2 are used for super-
For ordinary hull structural steel, the material structures, deckhouses, hatch covers, helicopter
factor `k' is to be taken as 1.0. decks or other structural components, scantlings
equivalent to steel are to be derived as follows:
1.2.2 Steels having a yield stress of 265
[N/mm2] and higher, are regarded as higher plating thickness, ta = ts ka
tensile steels. Where higher tensile steel is
used, the hull girder section modulus and the
local scantlings may be reduced in accordance section modulus of stiffeners, Za = Zs.ka
with the relevant requirement of the Rules. For
this purpose, a material factor 'k', is to be taken where,
as follows:
ta, ts = plating thickness of aluminium and mild
k = 0.78 for steel with a minimum yield stress of steel respectively.
315 [N/mm2]

Chapter 2 Part 3
Page 2 of 14 Materials of Construction
Za, Zs = section modulus of aluminium and mild strength in the welded condition, whichever is
steel stiffeners respectively. lesser [N/mm2].
235 1.3.2 The smaller modulus of elasticity of

k 
a a aluminium is to be taken into account, when
determining the buckling strength of structural
elements subjected to compression and the
a = 0.2% proof stress of the aluminium alloy in deflections, where relevant.
the welded condition or 70% of the ultimate
Section 2
Use of Steel Grades
2.1 Grades of steel

 Table 2.2.1b): For ships, excluding
2.1.1 The resistance to fracture is controlled, in liquefied gas carriers covered in Table
part, by the notch toughness of the steel used in 2.2.1c), with length exceeding 150 [m]
the structure. Steels with different levels of notch and single strength deck,
toughness are specified in Pt.2. The grade of  Table 2.2.1c): For membrane type
steel to be used is, in general, related to the air liquefied gas carriers with length
temperature in the area of operation, thickness exceeding 150[m].
of the material and the stress pattern associated  Table 2.2.1d): For ships with length
with its location. exceeding 250[m],
 Table 2.2.1e): For single side bulk
2.1.2 The grades of steel to be used for carriers subject to SOLAS regulation
structures of ships in normal world wide service XII/6.4
and those exposed to low air temperatures ( -  Table 2.2.1f) For ships with ice
20C ), are given in Sec 2.2 and 2.3 strengthening.
respectively. The grades of steel to be used for
certain hull members in refrigerated 2.2.2 The material grade requirements for hull
spaces are given in Sec 2.4. members of each class depending on thickness
are defined in Table 2.2.2.
2.1.3 Where tee or cruciform connections
employ full penetration welds, and the plate 2.2.3 For strength members not mentioned in
material is subject to significant strains in a Tables 2.2.1a) to 2.2.1f), Grade A/AH may
direction perpendicular to the rolled surfaces, it generally be used.
is recommended that consideration be given to
the use of special plate material with specified 2.2.4 The steel grade is to correspond to the as-
through thickness properties, as detailed in Pt.2. built plate thickness and material class.
2.2 Ships in normal world wide service 2.2.5 Plating materials for stern-frames
supporting the rudder and propeller boss,
2.2.1 Materials in the various strength members rudders, rudder horns and shaft brackets are in
are not to be of lower grade than those general not to be of lower grades than
corresponding to material classes and grades corresponding to Class II. For rudder and rudder
specified in Tables 2.2.1a) to 2.2.1f) and Table body plates subjected to stress concentrations
2.2.2. (e.g. in way of lower support of semi-spade
rudders or at upper part of spade rudders) Class
General requirements are given in Table III is to be applied.
2.2.1a), while additional minimum requirements
are given in the following:

Page 3 of 14
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Table 2.2.1a) : Material classes and grades for ships in general
Structural member category Material class/grade

SECONDARY:
Longitudinal bulkhead strakes, other than that belonging - Class I within 0.4L amidships
to the primary category - Grade A/AH outside 0.4L
Deck plating exposed to weather, other than that amidships
belonging to the primary or special category
Side plating
PRIMARY:
Bottom plating, including keel plate - Class II within 0.4L amidships
Strength deck plating, excluding that belong to the special - Grade A/AH outside 0.4L
category amidships
Continuous longitudinal plating of strength members
above strength deck, excluding hatch coamings
Uppermost strake in longitudinal bulkhead
Vertical strake (hatch side girder) and uppermost sloped
strake in top wing tank
SPECIAL:
Sheer strake at strength deck (1) - Class III within 0.4L amidships
Stringer plate in strength deck (1) - Class II outside 0.4L amidships
Deck strake at longitudinal bulkhead, excluding deck - Class I outside 0.6L amidships
plating in way of inner skin bulkhead of double hull ships
(1)
Strength deck plating at outboard corners of cargo hatch - Class III within 0.4L amidships
openings in container carriers and other ships with similar - Class II outside 0.4L amidships
hatch opening configurations
- Class I outside 0.6L amidships
- Min. class III within cargo region
Strength deck plating at corners of cargo hatch openings - Class III within 0.6L amidships
in bulk carriers, ore carriers combination carriers and other - Class II within rest of cargo region
ships with similar hatch opening configurations
Trunk deck and inner deck plating at corners of openings
for liquid and gas domes in membrane type liquefied gas
carriers
Bilge strake in ships with double bottom over the full - Class II within 0.6L amidships
breadth and length less than 150 m (1) - Class I outside 0.6L amidships
Bilge strake in other ships (1) - Class III within 0.4L amidships
- Class II outside 0.4L amidships
- Class I outside 0.6L amidships
Longitudinal hatch coamings of length greater than 0.15L - Class III within 0.4L amidships
including coaming top plate and flange - Class II outside 0.4L amidships
End brackets and deck house transition of longitudinal - Class I outside 0.6L amidships
cargo hatch coamings
- Not to be less than Grade D/DH
(1) Single strakes required to be of Class III within 0.4L amidships are to have breadths not less than
800+5L [mm], need not be greater than 1800 [mm], unless limited by the geometry of the ship’s design.

Chapter 2 Part 3
Table 2.2.1b) : Minimum material grades for ships with length exceeding 150 [m] and
single strength deck
Structural member category Material grade

Longitudinal plating of strength deck where contributing to the Grade B/AH within 0.4L amidships
longitudinal strength
Continuous longitudinal plating of strength members above Grade B/AH within 0.4L amidships
strength deck
Single side strakes for ships without inner continuous Grade B/AH within cargo region
longitudinal bulkhead(s) between bottom and the strength deck
Table 2.2.1c) : Minimum material grades for membrane type liquefied gas carriers with length
exceeding 150[m]

Longitudinal plating of strength deck where contributing to the Grade B/AH within 0.4L amidships
longitudinal strength
Continuous longitudinal plating Trunk deck plating Class II within 0.4L amidships
of strength members above
strength deck  Inner deck plating Grade B/AH within 0.4L amidships
 Longitudinal strength
member plating
between the trunk
deck and inner deck
Note: Table 2.2.1c) is applicable to membrane type liquefied gas carriers with deck arrangements as
shown in Fig. 2.2.1. Table 2.2.1 c) may also apply to similar ship types with a “double deck”
arrangement above the strength deck.

Page 5 of 14
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Fig. 2.2.1 : Typical deck arrangement for membrane type Liquefied Natural Gas Carriers
Table 2.2.1d) : Minimum material grades for ships with length exceeding 250 [m]

Sheer strake at strength deck (1) Grade E/EH within 0.4L amidships
Stringer plate at strength deck (1) Grade E/EH within 0.4L amidships
Bilge strake (1) Grade D/DH within cargo region
(1) Single strakes required to be of Grade D/DH or Grade E/EH as shown in the above table and within
0.4L amidships are to have breadths not less than 800+5L [mm], need not be greater than 1800 [mm],
unless limited by the geometry of the ship’s design.

Chapter 2 Part 3
Table 2.2.1e) : Minimum material grades for single-side skin bulk carriers subjected to
SOLAS Regulation XII/6.4 (3)

Lower bracket of ordinary side frame (1), (2) Grade D/DH
Side shell strakes included totally or partially between the two points Grade D/DH
located to 0.125l above and below the intersection of side shell and
bilge hopper sloping plate or inner bottom plate (3)
frames upto the point of 0.125 h above the intersection of side shell and bilge hopper sloping
plate or inner bottom plate.
(2) The span of the side frame, h, is defined as the distance between the supporting structures.
See Fig 2.5.7 of Pt 5 Ch 1.
(3) SOLAS Regulation XII/6.4 applies to bulk carriers of LL 150 [m], carrying solid bulk cargoes
having a density of 1000 [kg/m3] and above constructed on or after 1 July 2006.
Table 2.2.1f) : Minimum material grades for ships with ice strengthening

Shell strakes in way of ice strengthening area for Grade B/AH
plates (See Part 5, Chapter 21)
Table 2.2.2 : Material grade requirements for classes, I, II and III
Class I II III
Thickness MS HT MS HT MS HT
[mm]
t 15 A AH A AH A AH
15 < t 20 A AH A AH B AH
20 < t 25 A AH B AH D DH
25 < t 30 A AH D DH D DH
30 < t 35 B AH D DH E EH
35 < t 40 B AH D DH E EH
40 < t 50 D DH E EH E EH
2.3 Ships exposed to low air temperatures Mean : Statistical mean over observation
period.
2.3.1 For ships intended to operate in areas with
low air temperatures (below -10 C ), e.g. regular Average : Average during one day and night.
service during winter seasons to Arctic or
Antarctic waters, the materials in exposed Lowest : Lowest during year.
structures are to be selected based on the
design temperature tD as defined in 2.3.2. MDHT = Mean Daily High (or maximum)
Temperature
2.3.2 The design temperature tD is to be taken
as the lowest mean daily average air MDAT = Mean Daily Average Temperature
temperature in the area of operation as
illustrated in Fig.2.3.2. MDLT = Mean Daily Low (or minimum)
Temperature.

Page 7 of 14
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For seasonally restricted service the lowest covered by the Note 5 of Table 2.3.3 ) and
value within the period of operation would be materials of cargo tank boundary plating for
applicable. which 2.5 is applicable are not to be of lower
grades than those corresponding to classes I, II
For the purpose of issuing a Polar Ship and III as given in Table 2.3.3, depending on the
Certificate in accordance with the Polar Code, categories of structural members
the design temperature tD is to be no more than (SECONDARY, PRIMARY and SPECIAL). For
13C higher than the Polar Service Temperature non-exposed structures (except as indicated in
(PST) of the ship. Note [5] of Table 2.3.3) and structures below the
lowest ballast water line, 2.2 applies.
In the Polar Regions, the statistical mean over
observation period is to be determined for a 2.3.4 The material grade requirements for hull
period of at least 10 years. members of each class depending on thickness
and design temperature are defined in Table
2.3.3 Materials in the various strength members 2.3.4. For design temperatures tD < -55C,
above the lowest ballast water line (BWL) materials will be specially considered.
exposed to air (including the structural members
Fig 2.3.2 : Commonly used definitions of temperatures

Chapter 2 Part 3
Table 2.3.3 : Application of material classes and grades -

Structures exposed to low temperatures
Material class/grade
Structural member category Within 0.4L amidships Outside 0.4L amidships
SECONDARY:
 Deck plating exposed to weather, in
general
 Side plating above BWL
I I
 Transverse bulkheads above BWL
(see Note 5)
 Cargo tank boundary plating
exposed to cold cargo (see Note 6)
SECONDARY:
 Deck plating exposed to weather, in
general
I I
 Side plating above BWL
 Transverse bulkheads above BWL
(see Note 5)
PRIMARY:
 Strength deck plating (see Note 1)
 Continuous longitudinal members
above strength deck, excluding
longitudinal hatch coamings II I
 Longitudinal bulkhead above BWL
(see Note 5)
 Top wing tank bulkhead above BWL
(see Note 5)
SPECIAL:
 Sheer strake at strength deck (see
Note 2)
 Stringer plate in strength deck (see
Note 2) III II
 Deck strake at longitudinal bulkhead
(see Note 3)
 Continuous longitudinal hatch
coamings (see Note 4)
Notes:
1. Plating at corners of large hatch openings to be specially considered. Class III or grade E/EH to be
applied in positions where high local stresses may occur.
2. Not to be less than grade E/EH within 0.4L amidships in ships with length exceeding 250 [m].
3. In ships with breadth exceeding 70 [m] at least three deck strakes to be class III.
4. Not to be less than grade D/DH.
5. Applicable to plating attached to hull envelope plating exposed to low air temperature. At least one
strake is to be considered in the same way as exposed plating and the strake width is to be at
least 600 [mm].
6. For cargo tank boundary plating exposed to cold cargo for ships other than liquefied gas carriers,
see 2.5.

Page 9 of 14
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Table 2.3.4 : Material grade requirements for classes I, II and III at low temperatures
Class I
Plate thickness -11/-15C -16/-25C -26/-35C -36/-45C -46/-55C
[mm] MS HT MS HT MS HT MS HT MS HT
t  10 A AH A AH B AH D DH D DH
10 < t  15 A AH B AH D DH D DH D DH
15 < t  20 A AH B AH D DH D DH E EH
20 < t  25 B AH D DH D DH D DH E EH
25 < t  30 B AH D DH D DH E EH E EH
30 < t  35 D DH D DH D DH E EH E EH
35 < t  45 D DH D DH E EH E EH X FH
45 < t  50 D DH E EH E EH X EH X FH
Class II
t  10 A AH B AH D DH D DH E EH
10 < t  20 B AH D DH D DH E EH E EH
30 < t  40 D DH E EH E EH X FH X FH
40 < t  45 E EH E EH X FH X FH X X
Class III
t  10 B AH D DH D DH E EH E EH
40 < t  50 E EH X FH X FH X X X X
Notes:
1. X = Not applicable.
2. Single strakes required to be of class III or of grade E/EH of FH are to have breadths not less than 800
+ 5.L [mm] maximum 1800 [mm].
3. Plating materials for sternframes rudder horns, rudders and shaft brackets are not to be of lower
grades than those corresponding to the material classes given in Sec.2.2.
2.4 Refrigerated spaces - Longitudinal bulkhead strakes attached

to deck.
2.4.1 Where the minimum design temperature of - Shelf plates and their face bars
the steel falls below 0C in refrigerated spaces, supporting hatch covers.
in addition to the requirements of 2.2.1, the
grade of steel for the following items is to 2.4.2 Unless a temperature gradient calculation
comply, in general, with the requirements of is carried out to assess the design temperature
Table 2.4.1: in the items defined in 2.4.1, the temperature to
which the steel deck may be subjected is to be
- Deck plating. assessed as shown in Table 2.4.2.
- Webs of deck girders.

Chapter 2 Part 3
Table 2.4.1 : Grades of steel for minimum design temperatures below 0C
Min. design temp. in C Thickness, in Grades

mm of steel
t  12.5 B/AH
0 to -10 12.5  t  25.5 D/DH
t > 25.5 E/EH
t  12.5 D/DH
-10 to -25
t > 12.5 E/EH
t  12.5 E/EH
-25 to -40 C-Mn LT 60 or
t > 12.5 1/2 Ni steels
Table 2.4.2 : Assessment of deck temperature
Arrangement Deck temperature

1) Deck not covered with insulation in the Temperature of the refrigerated space
refrigerated space
2) Deck covered with insulation in the Temperature of the space on the un-insulated
refrigerated space and not insulated on the side
other side
3) Deck covered with insulation on both sides
a) Temperature difference less than or equal Mean of the temperatures of the spaces above
to 11C and below the deck
b) Temperature difference greater than 11C Mean of the temperatures of the spaces above
but not greater than 33C and below the deck less 3C
c) Temperature difference greater than 33C Deck temperature will be specially assessed
Note:
Where one of the internal spaces concerned is not refrigerated, the temperature of the space is to be
taken as 5C.
2.5 Cold cargo for ships other than liquefied

gas carriers - tc design minimum cargo temperature in C.
For ships other than liquefied gas carriers, - steel grade corresponding to Class I as given
intended to be loaded with liquid cargo having a in Table 2.3.3.
temperature below -10C e.g. loading from cold
onshore storage tanks during winter conditions, The design minimum cargo temperature, tc, is to
the material grade of cargo tank boundary be specified in the loading manual.
plating is defined in Table 2.3.4 based on the
following:

Page 11 of 14
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Section 3
Corrosion Protection
3.1 General c) Assembly 3 - Uncoated.
3.1.1 All steelwork, except inside tanks intended 3.2.5 Tests as follows are to be taken from each
for the carriage of oil or bitumen, is to be test assembly:-
protected against corrosion by application of
suitable coating. a) Radiographs - These are to have a
sensitivity of better than 2 per cent of the
For protection required in salt water ballast plate thickness under examination, as
spaces, See 3.6. shown by an image quality indicator.
For protection required in holds of dry bulk cargo b) Photo-macrographs - These may be of
carriers, see Pt.5, Ch.1, Sec. 2.11. actual size and are to be taken from near
each end and from the centre of the weld.
For the protection required in tanks carrying
chemicals or other special cargoes, See Pt. 5, c) Face and reverse bend test - The test
Ch.3. specimens are to be bent by pressure or
hammer blows round a former of diameter
3.1.2 Where bimetallic connections are made, equal to 3 times the plate thickness.
measures are to be incorporated to preclude
galvanic corrosion. d) Impact tests - These are to be carried out at
ambient temperature, on three Charpy V-
3.2 Surface preparation, prefabrication notch test specimens prepared in
primers and paints or coatings accordance with Pt.2. The specimens are to
be notched at the centreline of the weld,
3.2.1 Steelwork is to be cleared of millscale and perpendicular to the plate surface.
suitably cleaned before the application of
surface paints and coatings. It is recommended 3.2.6 The tests are to be carried out in the
that blast cleaning or other equally effective presence of a Surveyor of IRS or by an
means be employed for this purpose. independent laboratory specializing in such
work. A copy of the test report is to be
3.2.2 Where a primer is used to coat steel after submitted, together with radiographs and
surface preparation and prior to fabrication, the macrographs.
composition of the coating is to be such that it
will have no significant deleterious effect on 3.2.7 Paints or other coatings are to be suitable
subsequent welding work and that it is for the intended purpose in the locations where
compatible with the paints or other coatings they are to be used. Unless previously agreed,
subsequently applied. at least two coats are to be applied.
3.2.3 To determine the influence of the primer 3.2.8 The paint or coating is to be compatible
coating on the characteristics of welds, tests are with any previously applied primer, See 3.2.2.
to be made as detailed in 3.2.4 to 3.2.6.
3.2.9 Paints, varnishes and similar preparations
3.2.4 Three butt weld assemblies are to be having a nitrocellulose or other highly flammable
tested using plate material 20 to 25 [mm] thick. base, are not to be used in accommodation or
A 'V' preparation is to be used and, prior to machinery spaces.
welding, the surfaces and edges are to be
treated as follows:- 3.2.10 In ships intended for the carriage of oil
cargoes having a flash point below 60C (closed
a) Assembly 1 - Coated in accordance with the cup test), paint containing aluminium should not
manufacturer's instructions. in general be used in cargo tanks, adjacent
ballast tanks, cofferdams, pump rooms as well
b) Assembly 2 - Coated to a thickness as on deck above the mentioned spaces, nor in
approximately twice the manufacturer's any other areas where cargo vapours may
instructions. accumulate, unless it has been shown by

Chapter 2 Part 3
appropriate tests that the paint to be used does clear of the free edges. However, it is
not increase the incentive sparking hazard. recommended that anodes are not fitted to face
plates of high strength steel longitudinals.
3.3 Internal cathodic protection
3.4 Aluminium and magnesium anodes
3.3.1 Impressed current cathodic protection
systems are not permitted in any tank. 3.4.1 Aluminium and aluminium alloy anodes
are permitted in oil cargo tanks and also in tanks
When a cathodic protection system is to be fitted adjacent to oil cargo tanks only at locations
in tanks for the carriage of liquid cargo with flash where the potential energy does not exceed 275
point not exceeding 60C, a plan showing [J] (i.e. 28 [kgf m]). The weight of the anode is to
details of the locations and attachment of be taken as the weight at the time of fitting,
anodes is to be submitted. The arrangements including any inserts and fitting devices.
will be considered for safety against fire and
explosion aspects only. 3.4.2 The height of the anode is, in general, to
be measured from the bottom of the tank to the
3.3.2 Particular attention is to be given to the centre of the anode. Where the anode is located
locations of anodes in relation to the structural on or closely above a horizontal surface (such
arrangements and openings of the tank. as a bulkhead girder) not less than 1 [m] wide,
provided with an upstanding flange or face plate
3.3.3 Anodes are to be of approved design and projecting not less than 75 [mm] above the
sufficiently rigid to avoid resonance in the anode horizontal surface, the height of the anode may
support. Weldable steel cores are to be fitted, be measured above that surface.
and these are to be so designed as to retain the
anode even when the anode is wasted. 3.4.3 Aluminium anodes are not to be located
under tank hatches or tank cleaning openings
3.3.4 Anodes are to be attached to the structure unless protected by adjacent structure.
in such a way that they remain secure both
initially and during service. The following 3.4.4 Magnesium or magnesium alloy anodes
methods of attachment would be acceptable : are not permitted in oil cargo tanks and in tanks
adjacent to oil cargo tanks.
a) Steel core connected to the structure by
continuous welding of adequate section. 3.5 External hull protection
b) Steel core bolted to separate supports, 3.5.1 Suitable protection for the underwater
provided that a minimum of two bolts with portion of the hull is to be provided.
lock nuts are used at each support. The
separate supports are to be connected to 3.5.2 Where an impressed current cathodic
the structure by continuous welding of protection system is fitted, plans showing the
adequate section. proposed layout of anodes, reference cells,
wiring diagram and the means of bonding-in of
c) Approved means of mechanical clamping. the rudder and propeller, are to be submitted.
3.3.5 Anodes are to be attached to stiffeners, or 3.5.3 The arrangements for glands, where
may be aligned in way of stiffeners on plane cables pass through the shell, are to include a
bulkhead plating, but they are not to be attached small cofferdam. Cables to anodes are not to be
to the shell. The two ends are not to be attached led through tanks intended for the carriage of
to separate members which are capable of low flash point oils. Where cables are led
relative movement. through cofferdams or clean ballast tanks of
tankers, they are to be enclosed in a substantial
3.3.6 Where cores or supports are welded to the steel tube of about 10 [mm] thickness.
main structure, they are to be kept clear of the
toes of brackets and similar stress raisers. 3.6 Corrosion protection coatings for salt
Where they are welded to asymmetrical water ballast spaces and double side skin
stiffeners, they are to be connected to the web spaces
with the welding kept at least 25 [mm] away
from the edge of the web. In the case of 3.6.1 The following spaces are to be coated
stiffeners or girders with symmetrical face during construction in accordance with the
plates, the connection may be made to the web Performance Standards for Protective Coatings
or to the centreline of the face plate but well (PSPC) adopted by the IMO by Resolution

Page 13 of 14
___________________________________________________________________________________
MSC.215(82), as per applicability indicated in

3.6.2. a) All salt water ballast spaces are to have an
efficient corrosion protection hard coating,
a) Dedicated salt water ballast tanks in all epoxy or equivalent, applied in accordance
ships of 500 GT and above. with the manufacturer's requirements. The
durability of the coatings could affect the
b) Double side skin spaces in bulk carriers frequency of survey of the spaces and light
of LL  150 m. coloured coatings would assist in improving
the effectiveness of subsequent surveys. It
The following tanks are not considered to be is therefore recommended that these
dedicated salt water ballast tanks and therefore aspects be taken into account by those
need not comply with the requirement of the agreeing to the specifications for the
Performance standard for protective coatings for coatings and their application.
dedicated salt water ballast tanks in all types of
ships and double-side skin spaces of bulk b) The scheme for the selection, application
carriers (MSC.215(82)), provided the coatings and maintenance of the coating system to
applied in the tanks described in ii) and iii) below follow the requirements of IMO Resolution
are confirmed by the coating manufacturer to be A.798(19) and contain, as a minimum the
resistant to the media stored in these tanks and following documentation:
provided such coatings are applied and
maintained according to the coating - Owner’s, coating manufacturer’s and
manufacturer’s procedures. shipyard’s explicit agreement to the
scheme for coating selection,
i) Salt water ballast tanks identified as “Spaces application and maintenance.
included in Net Tonnage” in the 1969
International Tonnage Convention Certificate; - List of seawater ballast tanks identifying
the coating system for each tank,
ii) Salt water ballast tanks in passenger vessels including coating color and whether
also designated for the carriage of grey water; coating system is a hard coating.
iii) Salt water ballast tanks in livestock carriers - Details of anodes, if used.
also designated for the carriage of the livestock
dung. - Manufacturer’s technical product data
sheet for each product.
3.6.2 The IMO Performance Standards for
Protective Coatings (PSPC) are to be applied to - Manufacturer’s evidence of product
ships as follows: quality and ability to meet owner’s
requirements.
i) In case of bulk carriers and tankers that are
subject to the IACS common structural rules: - Evidence of shipyard’s and/or its
subcontractor’s experience in coating
- which are contracted for construction on application.
or after 8 December, 2006.
- Surface preparation procedures and
ii) In case of all ships other than those standards, including inspection points
mentioned in i) above: and methods.
- Which are contracted for construction - Application procedures and standards,

on or after 1 July 2008, or including inspection points and
- In the absence of a building contract, methods.
the keels of which are laid or which are
at a similar stage of construction on or - Format for inspection reports on surface
after 1 January 2009, or preparation and coating application.
- The delivery of which is on or after 1
July 2012. - Manufacturer’s product safety data
sheets for each product and owner’s,
3.6.3 For oil tankers and bulk carriers coating manufacturer’s and shipyard’s
constructed on or after 1 July 1998 and for explicit agreement to take all
which 3.6.1 and 3.6.2 are not applicable, the precautions to reduce health and other
following are to be complied with:

Chapter 2 Part 3
safety risks which are required by the i) Building contract is placed on or after 1st
authorities. January 2013;
- Maintenance requirements for the ii) In absence of building contract, the

coating system. keels of which are laid or which are at a
similar stage of construction on or after
3.7 Corrosion protection for Cargo Oil tanks 1st July 2013;
of Crude Oil Tankers
iii) Or the delivery of which is on or after 1st
3.7.1 Cargo oil tanks of crude oil tankers are to January 2016.
be :
3.7.3 The Administration may exempt a crude oil
i) Coated during construction in tanker from the requirements of 3.7.1 to allow
accordance with the Performance the use of prototype alternatives to the coating
Standards for Protective Coating system specified in 3.7.1 i), for testing, provided
(PSPC-COT) adopted by the IMO by they are subject to suitable controls, regular
Resolution MSC. 288(87). ; or assessment and acknowledgement of the need
of immediate remedial action if the system fails
ii) Protected by alternative means of or is shown to be failing. Such exemption is to
corrosion protection or utilization of be recorded on an exemption certificate.
corrosion resistance material to
maintain required structural integrity for 3.7.4 The Administration may exempt a crude oil
25 years in accordance with the tanker from the requirement of 3.7.1 if the ship is
performance standard for alternative built to be engaged solely in the carriage of
means of corrosion protection for cargo cargoes and cargo handling operations not
oil tanks of crude oil tankers, adopted by causing corrosion. Such exemption and
the IMO by Resolution MSC. 289(87). conditions for which it is granted is to be
recorded on an exemption certificate. (See
3.7.2 The requirements given in 3.7.1 are to be MSC.1/Circ.1421 “Guidelines on exemption for
applied for crude oil tanker greater than 5000 crude oil tankers solely engaged in the carriage
tonnes deadweight where : of cargoes and cargo handling operations not
causing corrosion”).
Section 4
Deck Covering
4.1 General 4.1.3 Deck coverings in the following positions

are to be of a type which will not readily ignite
4.1.1 Where plated decks are sheathed with where used on decks :
wood or an approved composition, reductions in
plate thickness may be allowed. a) forming the crown of machinery or cargo
spaces within accommodation spaces of
4.1.2 The steel deck is to be coated with a cargo ships
suitable material in order to prevent corrosive
action, and the sheathing or composition is to be b) within accommodation spaces, control
effectively secured to the deck. stations, stairways and corridors of
passenger ships.
End of Chapter

Page 1 of 11
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Chapter 3
Principles for Scantlings and Structural Details
Contents
Section
1 General
2 Corrosion Additions
3 Plating
4 Stiffeners and Girders
5 End Attachments
6 Buckling
Section 1
General
1.1 Application b = mean breadth [m], of the load area supported

by the girder.
1.1.1 Scantlings of various platings, stiffeners
and girders to meet the local strength hw = height of web, [mm].
requirements are to be determined in accordance
with the general principles given in this Chapter. bf = width of flange, [mm].
The design values of loads to be considered are
tw, tf = net thickness of web and flange [mm],
given in Ch.4.
respectively after deduction of tc as given in 2.1.1.
1.1.2 Scantlings of hull members contributing to For bulb sections, tf is to be based on the mean
the longitudinal strength are also to comply with thickness of the bulb.
the requirements of Ch.5.
 = allowable bending stress, [N/mm2] as given in
1.1.3 Scantlings of hull members subjected to the relevant Chapters.
compressive stresses are also to comply with the
requirements of Sec.6. y = minimum yield stress of material, [N/mm2],
may be taken as 235 [N/mm2] for normal strength
1.2 Symbols steel.
p = design pressure [N/mm2] as per Ch.4. k = material factor as defined in Ch.2, Sec.1.2.
s = stiffener spacing [mm], measured along the E = modulus of elasticity, 2.06 x 105 [N/mm2] for
plating. steel.
l =span of the stiffener, [m], in accordance with 1.3 Frame spacing

4.1.1.
1.3.1 The normal frame spacing between aft peak
r = radius of curvature [mm]. and 0.2L from F.P. may be taken as:
S = span of the girder [m], in accordance with 450 + 2L [mm] for transverse framing
4.1.2.
550 + 2L [mm] for longitudinal framing.
However, it is generally not to exceed 1000 [mm].

Chapter 3 Part 3
Page 2 of 11 Principles for Scantlings and Structural Details
1.3.2 Elsewhere, the frame spacing is generally

not to exceed the following: 700 [mm] or as in 1.3.1, whichever is lesser.
- In peaks and cruiser sterns: 1.3.3 Where the actual frame spacing is higher
than that mentioned above, the minimum
600 [mm] or as in 1.3.1, whichever is lesser. thicknesses of various structural members as
given in the Rules may require to be increased.
- Between collision bulkhead and 0.2L from
F.P.:
Section 2
Corrosion Additions
2.1 General 2.1.2 The required corrosion addition 'Zc' to the

section modulus of stiffeners and girders due to
2.1.1 The thickness of plates, stiffeners and the thickness addition 'tc' mentioned above may
girders in tanks for water ballast and/or cargo oil be approximated as:
and in holds of dry bulk cargo carriers is to be
increased by a corrosion addition 'tc' as given in t c h w (b f  0.3h w )
Table 2.1.1.
Zc  [cm 3 ]
1000
Table 2.1.1 : Corrosion addition tc [mm]
Vertical Surfaces Horizontal Surfaces

Item Space Category
Standard Min-max. Standard Min-max.
Internal members Ballast tank 0.1 tn 2-3 1a) 0.15 tn 2-4 1a)
within and plate Cargo oil tank only 0.1 tn 2-3 0.15 tn 2-4
boundary between Hold of dry bulk 0.2 tn 2.54 - 3.5 0.2 tn 2.54 - 3.5
spaces of the given cargo carriers
category
Plate boundary Ballast tank/Cargo 0.1 tn 2-3 1a) 0.15 tn 2-4 1b)
between the two oil tanks only
given space Ballast tank/Hold of 0.15 tn 2-3 0.15 tn 2-4
categories dry bulk cargo
carrier
Ballast tank/Other 0.05 tn 0.5 - 1.0 1c) 0.1 tn 2-3
category space
Cargo oil tank 0.05 tn 0.5 - 1.0 0.1 tn 2-3
only/Other category
space
Hold of dry bulk 0.1 tn 1.5 - 2.0 0.1 tn 1.5 - 2.0
cargo carrier/Other
category space
Notes:
1 Where the relevant ballast or liquid cargo tanks extend upto the exposed weather deck, the
minimum corrosion addition in the region extending upto 1.5 [m] below the weather deck is also to
be not less than that indicated below against the symbols 1a, 1b, 1c used in the table.
1a) 3.0 [mm] 1b) 2.0 [mm] 1c) 2.0 [mm]
2 tn = net plate thickness required [mm].
3 The term ballast tank also includes combined ballast and cargo oil tanks, but not cargo oil tanks
which may carry water ballast on exceptional circumstances according to Regulation 13(3) of
MARPOL 73/78.
4 Hold of dry bulk cargo carriers refers to the cargo holds of vessels with class notations BC-A,
BC-B, BC-C or Ore Carrier. For single skin bulk carriers of length  150 [m], tc min = 3.5 [mm].
5 Other category space denotes the hull exterior and all spaces other than water ballast and cargo
oil tanks and holds of dry bulk cargo carriers.

Page 3 of 11
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Section 3
Plating
3.1 General
 1.10  0.5(s/1000 l ) 2 ;
3.1.1 Minimum requirements of thickness of
various platings are given in relevant chapters. however, not to be taken more than 1.0.
3.1.2 The thickness 't' of plating subjected to fr = correction factor for curvature perpendicular
lateral pressure is not to be less than to the stiffeners
s p = (1 - 0.5 s/r)
tf f  t [mm]
a r 2  c 3.1.3 Any tapering of thickness of platings
contributing to the longitudinal strength is to be
where, based upon linear variation of stress  allowed at
specified regions.
fa = correction factor for aspect ratio of plate field;
Section 4
Stiffeners and Girders
4.1 Determination of span

be = c. b
4.1.1 For stiffeners, the span 'l' [m] is to be taken
as the length of the stiffener between the two where,
supporting members less the depth of stiffener on
crossing panel if any. Where brackets larger than c = c1, for girders with uniformly distributed loads
those required in 5.1.2 are fitted, the span may or with six or more evenly spaced point loads
be determined as shown in Fig.4.1.1.
= c2, for girders with three or less evenly spaced
For curved stiffeners, 'l' may be based on the point loads.
chord length.
Table 4.2.3 : Values of "c"
4.1.2 For girders, the span 'S' [m] is to be taken a/b 0.5 1.0 2.0 3.0 4.0 5.0 6.0 7.0
as the length of the girder between the two C1 0.19 0.38 0.67 0.84 0.93 0.97 0.99 1.00
supporting members, less the web height of in- C2 0.11 0.22 0.40 0.52 0.65 0.73 0.78 0.80
plane girder if any, and the correction for bracket
'bc', as shown in Fig.4.1.2. For intermediate values of a/b and number of
point loads, values of 'c' may be obtained by
4.2 Effective width of attached plating interpolation.
4.2.1 The area of the attached plating, to be used a = span of the girder, for simply supported
in the calculation of sectional properties of the girders, [m].
stiffeners and girders, is to be taken as the cross-
sectional area within the effective width of the = 60 per cent of span of the girder, for girders
attached plating. fixed at both ends, [m].
4.2.2 The effective width of plating attached to a 4.2.4 In case of girders on corrugated bulkheads
stiffener may be taken as the mean of spacings which run across the corrugations, the effective
on either side of the stiffener. width of attached plating is to be taken as 10% of
that obtained from 4.2.3.
4.2.3 The effective width of plating attached to a
girder, 'be' is to be taken as per the following:

Chapter 3 Part 3

Page 5 of 11
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4.2.5 The effective cross sectional area of the 4.4.3 The effective cross sectional area of the
attached plating is not to be less than that of the girder web is to be taken as :
face plate.
Aw = 0.01 hn tw [cm2]
4.3 Scantlings of stiffeners
where,
4.3.1 The section modulus 'Z' of stiffeners
subjected to lateral pressure is not to be less hn = net girder height, [mm], after deduction of
than: cutouts at the section under consideration.
s.p.l 2 .10 3 Where an opening is located at a distance less

Z  Z c [cm 3 ] or 15 [cm 3 ] than hw/3 from the cross section under
m
consideration, hn is to be taken as the smaller of
whichever is greater. the net height and the distance through the
opening (hn1 + hn2) (See Fig.4.4.3).
where,
m = bending moment factor depending on the

arrangement at the supports and variation of
lateral pressure as given in the relevant chapters.
Where not stated, the `m' value may generally be
taken as:
= 12 for continuous longitudinal stiffeners.
= 10 for transverse, vertical and non-continuous

longitudinal stiffeners fixed at both ends.
Fig.4.4.3 : Effective web area of girders
= 8 for stiffeners simply supported at both ends.
4.3.2 Where stiffeners are not perpendicular to Where the girder flange is at angle  to the length
the plating, the section modulus as obtained from of the girder, Aw may be taken as:
4.3.1 is to be increased by the factor (1/cos ), 
being the angle between the stiffener web and
Aw = 0.01 hn tw + 1.3 a Sin 2 Sin  [cm2]
the plane perpendicular to the plating.
where,
4.4 Scantlings of girders
a = area of flange, [cm2]
4.4.1 The scantlings of simple girders subjected
to lateral pressure which can be considered as
The requirement of effective web area of various
conforming to the general beam theory are to
girders are given in the relevant Chapters.
satisfy the requirements given in 4.4.2 and 4.4.3.
4.4.4 The thickness of the girder web tw is not to
4.4.2 The section modulus 'Z' of girders subjected
be less than:
to lateral pressure is not to be less than:
tw = (6 + 0.02L) + tc [mm] or
b.p.S 2 .10 6
Z  Z c [cm 3 ]
m Sw
tw = + tc [mm], whichever is greater.
55
where,
where,
m = bending moment factor depending upon the
arrangement at supports and variation of lateral
Sw = web depth or spacing [mm], of the first web
pressure as given in the relevant chapters.
stiffener parallel to the face plate. In case of deep
Where not stated, the 'm' value may generally be
girders, value of Sw may be taken as 90% of the
taken as 12 for continuous longitudinal girders
actual spacing.
and 10 for all other girders.

Chapter 3 Part 3
The web stiffeners may be flat bars of same asymmetrical section or at every fourth stiffener
thickness as that of the web and 1/10 of the in case of symmetrical section. Tripping brackets
height of girder, in depth. are also to be fitted at the toes of end brackets
and in way of concentrated loads such as heels
4.4.5 Where openings are cut in the girder web, of pillars or cross ties.
they are to be away from the girder ends and
scallops for stiffeners; with their centre located as Where the width of face plate on one side of the
near to the neutral axis of the girder as web exceeds 15 tf, the tripping brackets are to be
practicable. Openings of depth exceeding 25% of connected to the face plate.
the girder depth or 300 [mm] and, of length
exceeding the depth of the girder or 60% of the The tripping brackets are to be adequately
secondary stiffener spacing, are to be reinforced dimensioned at base and are to have a smooth
all around at the edge; or alternatively by transition to the adjoining stiffeners. The free
providing horizontal and vertical stiffeners. edge of the tripping bracket is to be stiffened if it's
length exceeds 60t [mm]. Additional stiffeners are
4.4.6 Girders are to be provided with adequate to be fitted parallel to the free edge to ensure that
lateral stability by tripping brackets fitted the arm length of an unstiffened triangular end
generally at every alternate stiffener in case of panel does not exceed 100t [mm].
Section 5
End Attachments
5.1 End attachments of stiffeners - Thickness of unflanged bracket is to be not

less than:
5.1.1 All stiffeners participating in the longitudinal
strength are generally to be continuous over t  (4.0  0.3 Z ) (k b /k s )  t c [mm]
transverse members within 0.5L amidships.
Proposals of longitudinals abutting at transverse
members may be accepted outside 0.5L - Thickness of flanged bracket is to be not less
amidships region and in ships less than 150 [m] than:
in length, provided the brackets connecting the
ends of the longitudinals are continuous and of t  (3.0  0.25 Z ) (k b /k s )  t c [mm]
adequate size.
5.1.2 Scantlings of brackets fitted on stiffeners but need not be taken greater than 13.5 [mm]
not participating in the longitudinal strength are
not to be less than the following: - Width of flange, w  40 + Z/25 [mm], but not
to be less than 50 [mm].
- The arm lengths, 'a and b' (See Fig.4.1.1) are
to be such that: where,
i) a, b  0.8 lb Z is the section modulus [cm3], of the

smaller stiffener, being connected.
and
kb, ks are the material factors for the
ii) a+b  2.0 lb bracket and the stiffener, respectively.
where, 5.2 End attachments of girders
5.2.1 The end attachments and supporting

lb = 24 Z + 75 [mm] structure of the girders are to provide adequate

Page 7 of 11
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resistance against rotation and displacement of
the joint and effective distribution of the load from 𝜎𝐴 𝑘
the member. Supporting members to which the 𝑡 𝑡 𝜏 𝑚𝑚
girders are being connected, may require
ℎ 110
additional strengthening to provide adequate
stiffness to resist rotation of the joint. Where the 𝜎𝐴 𝑘
𝑡 𝑡 𝜏 𝑚𝑚
end attachment provides only a low degree of ℎ 110
restraint against rotation, the girder is generally
to be extended beyond the point of support by at and also, tb is not to be less than t1 and t2
least two frame spaces before being gradually
tapered. where,
Connections between girders forming a ring A1, A2 = minimum required flange area of
system are to be such as to minimize stress member 1 and 2 respectively [mm2]
concentrations at the junctions. Integral brackets
are generally to be radiused or well rounded at h1, h2 = web height of member 1 and 2
the toes. respectively [mm]
Where the face plate of the girder is not t1, t2 = minimum required thickness of web of
continuous over the bracket, the free edge of the member 1 and 2 respectively [mm]
bracket is to be stiffened and the face plate of the
girder is to be extended well beyond the toe of 𝜏 , 𝜏 = average shear stress in member 1 and 2
the bracket. respectively [N/mm2]
5.2.2 The thickness 't' of brackets on girder is not σ1, σ2 = bending stress at flange area of member
to be less than that of the girder web. 1 and 2 respectively [N/mm2]
The arm length 'a' including the depth of girder is k = material factor for common web at corner as
not to be less than: given in Pt. 3 Ch.2 Sec. 1.2.
a  83 (Z/t) [mm]; 5.3.1.2 Bending and shear stress computation is

to be carried out by considering each member
where, separately as a beam with appropriate boundary
conditions. The corner joint between the
Z = the section modulus [cm3], of the girder to members is to be considered as fixed joint.
which the bracket is connected.
The cross sectional area 'Af' of the face plate on

the girder bracket is not to be less than:
Af = 0.001 lf t [cm2]
where, lf is the length [mm], of the free edge of

the bracket.
Additional stiffeners parallel to the bracket face

plate are to be fitted on webs of large brackets.
The arm length of an unstiffened triangular end
panel of bracket is generally not to exceed 100t
[mm].
5.3 Bracketless end connections
5.3.1 Two member connection
5.3.1.1 The thickness (tb) of the common web at Fig.5.3.1 : Bracketless end connection
the joint of two member bracketless connection
for two members
(Fig 5.3.1) is not to be less than the greater of the
following:

Chapter 3 Part 3
5.3.2 Three Member Connection
5.3.2.1 In the case of three member bracketless

connection, when the flanges of member 1 and
member 3 are continuous (Fig. 5.3.2), the
thickness (tb) of the common web at the joint is
not to be less than the following:
𝜎𝐴 𝑘
𝑡 𝑡 𝜏 𝑚𝑚
ℎ 110
and also, tb is not to be less than t1 and t2.
5.3.2.2 In the case of three member bracketless

connection, when the flanges of member 1 and
member 3 are not continuous, the thickness (tb)
of the common web at the joint is to be
determined as given by 5.3.1.1 and 5.3.1.2.
5.3.3 When the web height of member 1 and

member 2 is more than 100tb, the common part
of the corner web is to be stiffened.
5.3.4 Welding of the extended face plates of the

joining members to the common web at the
Fig.5.3.2 : Bracketless end connection for
corner is to be of sufficient length and size to
three members
transfer the axial loads from the face plates to the
common web.
Section 6
Buckling
6.1 General
= 0.8 for local plate panels where a normal load
6.1.1 The critical buckling stress 'cr' of plate level is applied
panels and stiffeners and other members to
compressive loads is to be such that: = 0.85 for lateral buckling mode of longitudinals
c = 0.9 for torsional and web buckling mode of

 cr  longitudinals

0.7
where,  (need not be taken smaller than 0.3);
1  l m /i
c = compressive stress to be considered as per
Sec.6.3 - for axially loaded members such as pillars,
cross-ties, panting beams etc., in general. -
 = 1.0 for deck, longitudinally stiffened side shell to be reduced by 15 per cent where the loads
and single bottom plating are primarily dynamic in nature.
 = 0.9 for bottom, inner bottom plating in double - for 'lm' and 'i' See 6.2.6.
bottom and transversely stiffened side shell
plating 6.1.2 The critical compressive buckling stress 'cr'
may be determined as follows :
= 1.0 for local plate panels where an extreme load
level is applied (e.g. impact pressure)  cr   E when  E  0.5  y

Page 9 of 11
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8 .4
y K
  y (1  ) when  E  0.5 y   1 .1
4 E
- for plating with stiffeners in the direction of
the compressive stress
where,
2
E = ideal elastic buckling stress as per Sec.6.2.   s 2  2 .1
 C 1    
6.1.3 The critical shear stress of plate panels,   1000 l     1 .1
stiffeners and other members to be such that
- for platings with stiffeners in the direction
cr  c/
perpendicular to the compressive stress
where,
 = ratio between the smaller and the larger
values of the compressive stress assuming a
c = Actual shear stress calculated for the plate
linear variation (See Fig.6.2.1)
panels
The shear stresses in plate panels of side shell

and longitudinal bulkheads are given in Ch.5,
Sec.4.2.
 = 0.90 for ship's side and longitudinal bulkhead

subject to hull girder shear forces
= 0.85 for local panels in girder webs when

nominal shear stresses are calculated (c = Q/A)
= 0.90 for local panels in girder webs where shear

stresses are determined by finite element
calculation.
6.1.4 The critical shear buckling stress, 'cr' may

be determined as follows: C = 1.30 when plating is stiffened by floors or
deep girders
 cr   E when  E  0.5  y
= 1.21 when stiffeners are angles or T sections
y = 1.10 when stiffeners are bulb flats
  y (1  ) when  E  0.5  y
4 E
= 1.05 when stiffeners are flat bars
where,
s = shorter side of plate panel, [mm]
E = ideal elastic shear buckling stress [N/mm2],
l = longer side of plate panel, [m]
as per 6.2.2.
6.2.2 The ideal elastic buckling stress for plate
y = yield stress in shear of the material [N/mm2] panels in shear may be taken as:
= y/3.
E = 0.9 Ks E [(t - tc)/s]2 [N/mm2]
6.2 Ideal elastic buckling stress
where,
6.2.1 The E value for platings may be taken as:
Ks = 5.34 + 4 (s/1000 l )2
 E  0.9 K E t  t c /s [ N/mm ]
2 2
where,

Chapter 3 Part 3
6.2.3 The value for the lateral buckling mode of h3w t 3w  6

longitudinals may be taken as:  10 for flat bars (slabs)
36
E = 0.001 E Ia / (A.l2) [N/mm2]
3
t f b f h 2w  6
where,  10 for ' Tee' profiles
12
Ia = moment of inertia [cm4], of the longitudinal
about the neutral axis parallel to the plating  
b 3f h 2w [t f b f2  2b f h w  4h 2w  3t w b f h w ]10 6

A = cross sectional area [cm2], of the longitudinal 12 (b f  h w ) 2
- for angles and bulb profiles

In the calculation of Ia and A, attached plating
area corresponding to the longitudinal spacing C = spring stiffness exerted by supporting plate
and net thickness is to be included. panel
k p E t 3p t 3w
6.2.4 The E value for the torsional mode of 
longitudinals may be taken as: 3 s t 3
w  4k p h w t 3p 
 2E Iw  K  It kp = 1 - p, not to be taken less than zero; and for
E   m  2   0.385 E [N/mm ]
2 2
4 2
10 I p l  m  I flanged profiles need not be taken less than 0.1.
p
where, tp = net plate thickness, [mm], after deduction of
'tc' as given in 2.1.1.
Cl 4
K 10 6
 E Iw
4 c
p 
 Ep
m = number of deformation half waves depending
on K, as per Table 6.2.4.
c = calculated compressive stress for
longitudinals as per Sec.6.3.
It = St Venant's moment of inertia, [cm4], of profile
(without plate flange)
Ep = elastic buckling stress of supporting plate
3 calculated as per 6.2.1.
hw tw
 10  4 for flat bars (slabs)
3 6.2.5 The E value for the web buckling mode of
longitudinals may be taken as :
 3 t   4
 13 h w t 3w  b f t f 1  0.63 f  10 t 
2
  bf   E  3.8E  w  [N/mm 2 ]
 hw 
- for flanged profiles
Buckling of flanges on angles and T-sections of
Ip =polar moment of inertia, [cm4], of profile about longitudinals is taken care of if the as built flange
connection of stiffener to plate thickness is not less than 1/15 of the flange width
on one side of the web.
h 3w t w  4 6.2.6 The E value for axially loaded members
 10 for flat bars (slabs)
3 may be taken as:
E = 0.001 C E (i / lm)2 [N/mm2]

 h3 t 
  w w  h 2w b f t f  10  4 for flanged profiles C = 1.0 for both ends hinged
 3  = 2.0 for one end fixed
= 4.0 for both ends fixed
Iw = sectorial moment of inertia, [cm6], of profile
about connection of stiffener to plate

Page 11 of 11
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Table 6.2.4
0<K<4 4 < K < 36 36 < K < 144 (m-1)2 m2 < K  m2 (m+1)2
m 1 2 3 m
i = radius of gyration of the member, [cm] For ships with high speed and large flare in the
forebody, c as obtained from above is to be
= (I/a) increased by ca in the region forward of 0.3L
abaft of F.P. The value of ca is to be taken as :
I = moment of inertia of the member, [cm4], about
ca = 0 for Caf < 0.4
the axis perpendicular to the direction of buckling
being considered
50  x 
 1   [ N/mm ] for C af  0.5
2
a = cross sectional area of the member, [cm2] k  0.3L 
lm = length of the member, [m].
where,
Where end connections of a member are different x = distance [m], from F.P., however need not be
with respect to the two principal axes, E is to be taken as smaller than 0.1L
found out for both cases using appropriate values
of 'C' and 'I'. Caf = factor as defined in Pt.3, Ch.5, 2.2.2.
6.3 Compressive stress, c For intermediate values of Caf, ca is to be
obtained by interpolation.
6.3.1 The c value for plate panels and stiffeners
taking part in the longitudinal strength is to be 6.3.2 The c value for axially loaded members is
taken as : to be taken as :
z 10.F
 c  (M s  M w ) 10 5 [N/mm 2 ]; c  [N/mm 2 ]
In a
but not to be taken less than 30/k [N/mm2] where,
where, a = cross - sectional area of the member, [cm2].
Ms = still water bending moment [kN-m] as per F = Nominal axial force in the member;
Pt.3, Ch.5
= AL . p . 103 [kN]
Mw = wave bending moment [kN-m] as per Pt.3,
Ch.5 AL = Load area, [m2], being supported by the
member
Values of sagging moments (Ms and Mw) are to
be considered for members above the neutral In the calculation of axial force F for deck pillars,
axis and the hogging values for members below contributions, if any, from the decks above are
the neutral axis. also to be considered.
In = moment of inertia of the hull girder about the In the calculation of axial force F for cross ties or
neutral axis, [cm4] panting beams, the larger of the design pressure
'p' at the either ends of the member is to be
z = vertical distance [m], from the neutral axis of considered.
the hull girder to the member under
consideration.
End of Chapter

Page 1 of 8
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Chapter 4
Design Loads
Contents
Section
1 General
2 Ship Motions and Accelerations
3 Design Pressures and Forces
Section 1
General
1.1 Scope = 10.75 - [(L-350)/150]3/2 for L > 350 [m]
1.1.1 The scantlings of various hull members ao = common acceleration parameter

are to be based on the design values of ship
motions, accelerations, lateral pressures and 3C w C v V
forces given in this Chapter.  
L L
The design values of pressure caused by
slamming, bow impact and sloshing have been where,
given in the relevant Chapters dealing with
specific structures. L
Cv  for L  100 [m]
1.2 Symbols 50
1.2.1 L, B, T, V, Cb are as defined in Ch.1, = 0.2 for L  100 [m]

Sec.2.
1.2.2 For ships with service limitations, the wave
go = Standard acceleration due to gravity bending moments and shear forces and the
dynamic components of external sea pressures
= 9.81 [m/s2] are to be reduced by application of the reduction
factor 'Rs' as given below:
 = density of liquid cargo or dry cargo, [t/m3].
Rs = 1.0 for unrestricted service
p = design pressure [N/mm2] = 0.75 for coastal service
= 0.65 for restricted service
Cw = 0.0856L for L  90 [m] = 0.55 for sheltered water service.
= 10.75 - [(300-L)/100]3/2 for 90 < L< 300 [m] For definitions of service limitations, see Pt.1
Ch.1.
= 10.75 for 300  L  350 [m]

Chapter 4 Part 3
Page 2 of 8 Design Loads
Section 2
Ship Motions and Accelerations
2.1 Roll and pitch angles

where,
2.1.1 The values of single amplitudes of roll and
pitch angles (corresponding to their periods Tr  = roll angle as given in 2.1.1
and Tp respectively), are normally to be taken
as: Tr = period of roll. [s].
50 c = ( 2kr / GM )
- The roll angle,   [radians]
B  75 kr = roll radius of gyration, [m].
where, GM = metacentric height, [m].
c = (1.25 - 0.025 Tr) d Minimum value of Tr resulting from various
possible combinations of kr and GM is to be
d = 1.2 for ships without bilge keel used.
= 1.0 for ships with bilge keel having area In case detailed calculations for kr and GM have
equal to 2.5% of LxB not been carried out, the following values may
be used.
For other percentages of bilge keel areas 'd' is
to be interpolated. kr = 0.39B for ships with even transverse
distribution of mass
Tr is not to be taken greater than 30 [s]
= 0.35B for tanker in ballast
ao
- the pitch angle,  = 0.25 [radians] = 0.25B for ships loaded with ore between
Cb
longitudinal bulkheads.
2.2 Acceleration components GM = 0.07B
2.2.1 The design values of various acceleration Rr = distance from the centre of the mass under
components are normally to be taken as : consideration to the axis of rotation, [m].
- the surge acceleration, The axis of rotation for roll may be taken on the
centre line of the ship and at a height 'z' above
ax = 0.2 goao Cb [m/s2] base line
- the combined sway/yaw acceleration where,
ay = 0.3 go ao [m/s2]
D T
z     [m] or,
- the heave acceleration  4 2
0.7g o a o D
az  [m/s 2 ]  [m]
Cb 2
- the tangential roll acceleration, (excluding whichever is smaller.

gravity)
- the radial roll acceleration may normally be
2 neglected.
 2 
a r     R r [m/s 2 ]
 Tr 

Page 3 of 8
___________________________________________________________________________________
The tangential pitch acceleration, (excluding
gravity):
2
 2 
a p     R p [m/s 2 ]
 Tp 
where,
 = pitch angle as given in 2.1.1
Tp  1.8 (L/g o ) [s]
Rp = distance from the centre of the mass under

consideration to the axis of rotation [m]. The axis
of rotation for pitch may be taken at 0.45L from
A.P. and 'z' [m] above base line.
- the radial pitch acceleration may normally

be neglected. Fig.2.3 (a) : Rrh and Rph Distances
2.3 Combined accelerations

- av may be approximated as
2.3.1 The combined accelerations in the ship's
vertical, transverse, and longitudinal directions
goa o
are to be taken as: av  kv [m/s 2 ]
Cb
- the combined vertical acceleration
(combined effect of heave, pitch and roll; where,
excluding gravity)
kv = 1.3 aft of A.P.
av  a z2  a 2rz  a 2pz  [m/s 2 ] = 0.7 between 0.3L and 0.6L from A.P.
where, = 1.5 forward of F.P.
az = heave acceleration as given in 2.2.1 Between these specified regions kv may be

obtained by linear interpolation.
arz = vertical component of the tangential roll
acceleration as given in 2.2.1 - the combined transverse acceleration,
(combined effect of sway, yaw & roll)
apz = vertical component of the tangential pitch
acceleration as given in 2.2.1.
at   a  g Sin  a   [m/s
2
y o ry
2 2
]
It may be noted that the components arz and apz
may be obtained from the formulae given in where,
2.2.1 using the horizontal projections of the
distances Rr and Rp as given below : ay = sway/yaw acceleration as given in
Sec.2.2.1
Horizontal projection of Rr = Rrh = Transverse
distance between horizontal coordinate of the ary = transverse component of tangential roll
centre of mass under consideration to axis of acceleration given in Sec.2.2.1, the same may
rotation for roll be obtained by using in the formula the vertical
projection of the distance Rr as given below :
Horizontal projection of Rp = Rph = Longitudinal
distance between longitudinal coordinate of the Vertical projection of Rr = Rrv = Vertical distance
centre of mass under consideration to axis of between vertical coordinate of the centre of
rotation for pitch (see Fig.2.3 (a))

Chapter 4 Part 3
mass under consideration to axis of rotation for where,

roll (see Fig.2.3 (b))
ax = surge acceleration given in 2.2.1
apx = longitudinal component of the tangential

pitch acceleration given in 2.2.1, the same may
be obtained by using in the formula the vertical
projection of the distance Rp as given below :
Vertical projection of Rp =Rpv= vertical distance

between vertical coordinate of the centre of
mass under consideration to axis of rotation for
pitch (see Fig.2.3 (c))
Fig.2.3 (b) : Rrv Distance
- the combined longitudinal acceleration, Fig.2.3 (c) : Rpv Distance

(combined effect of surge and pitch)
al  a  g Sin  a   [m/s
2
x o px
2 2
]
Section 3
Design Pressures and Forces
3.1 General Loadpoint for plates
3.1.1 The scantlings of shell and weather deck - midpoint of horizontally stiffened plate
panels are to be based upon the external sea field
pressures given in Sec.3.2, or internal pressure,
in way of tanks as given in Sec.3.3 if these be - half the stiffener spacing above the
greater. While determining internal pressures on lower support of vertically stiffened plate
shell panels, external sea pressure at ballast field, or at the lower edge of plate when
draught given in 3.2.4 may be deducted. the thickness is changed within the plate
field.
Inner bottoms, decks and hatch covers
supporting dry cargo, stores and Loadpoint for stiffeners
accommodation spaces are to be based upon
design pressures given in Sec.3.4. - midpoint of span.
The gravity and acceleration forces from heavy ( when the pressure variation over the length of
units of cargo and equipment which may the span is not linear, the design pressure to be
influence scantlings are given in Sec.3.5. used is to be taken as the greater of pm and
1/2(pa+pb) where, pm = calculated pressure at
3.1.2 The design pressures are to be calculated midpoint
at the loadpoint which is defined for various pa, pb = calculated pressures at two ends of the
strength members as follows. span)

Page 5 of 8
___________________________________________________________________________________
Loadpoint for girders
- for open sea conditions;
- midpoint of load area supported by the
girder p = 0.01(Tb - z) [N/mm2]
3.2 External sea pressures - for harbour conditions.
3.2.1 All decks or parts of decks, which are p is not to be taken as less than zero.
exposed to the wash of sea are to be treated as
weather decks. where,
3.2.2 The pressure 'p' acting on the ships' side, Tb = lowest design ballast draught amidships
bottom and weather decks is to be taken as: [m]. For preliminary purposes Tb may be taken
as 0.35 TL for cargo vessels and (2 + 0.02L) for
- for load point below scantling draught tankers.
waterline
z = vertical distance [m] from the baseline to the
 1.5h o  loadpoint.
  0.01h o   k s   C w . R s .10 3 [N/mm2 ]
 T  3.3 Internal pressures on tank structures
for load point above scantling draught waterline 3.3.1 In case of tanks for crude oil or bunkers
the liquid cargo density ' is not to be taken less
- p = Rs . ks (Cw - 0.8 ho) . 10-3 [N/mm2] than that of sea water (=1.025 [t/m3]).
where, 3.3.2 The pressure 'p', [N/mm2] , in full tanks is

to be taken as the greater of:
ho = vertical distance [m], from the scantling
draught waterline to the loadpoint. p =  (go+0.5av)hs . 10-3 (1)
ks = 6 aft of A.P. p = 0.67  go(hs+ b) .10-3 (2)
= 3.5 between 0.2L and 0.7L from A.P. p = 0.67  go(hs+ l) .10-3 (3)
= 8/Cb forward of F.P. p = 0.67  go hp . 10-3 (4)

Elsewhere the value of ks may be obtained by p =  go hs . 10-3 + po (5)
linear interpolation.
where,
'p' is not to be taken as less than:
av = combined vertical acceleration as given in
0.01 [N/mm2] for ship sides 2.3.1
0.015 [N/mm2] for weather decks forward of  = roll angle as given in 2.1.1
0.15L from F.P. or forward of deckhouse front,
whichever is the foremost position.
 = pitch angle as given in 2.1.1
0.005 [N/mm2] for weather decks elsewhere.
hs = vertical distance [m], from the load point to
the top of cargo hatchway
3.2.3 The design pressure 'p' on inner bottom
(double bottom flooded) is to be taken as
b = the largest athwartship distance [m], from
the load point to the tank corner at the top of the
p = 0.01 T [N/mm2]
tank which is furthermost away from the load
point. For tank tops with stepped contour, the
3.2.4 The external sea pressure 'p' at ballast
uppermost tank corner will normally be decisive.
draught which may be deducted from internal
pressures acting on shell panels as given in 3.3
l = the largest longitudinal distance [m], from the
is not to be taken greater than:
load point to the tank corner at the top of the
p = 0.01 (Tb - z) + (ks - 1.5) Cw . Rs .10-3 [N/mm2]

Chapter 4 Part 3
point. For tank tops with stepped contour, the For strength members located within 0.25 bt
uppermost tank corner will normally be decisive. from the tank side bulkheads the pressure 'p' is
not to be taken as less than:
hp = vertical distance [m], from the load point to
the top of the air pipe. p =  [3 - 0.01B] bt 10-3 [N/mm2]
po = 0.01 [N/mm2] for L  20 [m] where,
= 0.024 [N/mm2] for L  90 [m] bt = distance [m], between tank side bulkheads
or effective wash bulkhead at the height at
For L between 20 [m] and 90 [m] the value of 'po' which the strength member is located.
is to be obtained by linear interpolation.
- for tanks with lt > 0.13L and/or bt > 0.56B, p
However, in mechanically propelled cargo ships will be specially considered.
of 500 GT and above and passenger ships, for
tanks forming part of the watertight subdivision, 3.3.4 The pressure 'p' acting on girder web
(See Ch.10, Cl.4.2.1) p0 is to be taken as not panels in cargo tanks or ballast tanks is not to
less than 0.024 [N/mm2]. be taken as less than 0.02 [N/mm2].
Where automatic pressure valves are fitted, po is 3.4 Pressures due to dry cargoes, stores,
not to be taken as less than valve setting equipment and accommodation
pressure.
3.4.1 The pressure 'p' on inner bottom, decks or
The formulae which normally give the greatest hatchcovers is to be taken as:
internal pressure p are indicated in Fig.3.3.2a,
Fig.3.3.2b and Fig.3.3.2c for various tank types. p = q(go + 0.5 av) x 10-3 [N/mm2]
The external sea pressure at ballast draught for where,

open sea conditions as per 3.2.4 may be
deducted from that given by formulae (1), (2) q = deck cargo load [t/m2].
and (3) above.
The standard values of `q' are given in Table
The external sea pressure at ballast draught for 3.4.1. Where approval is sought for loadings
harbour conditions as per 3.2.4 may be higher than the standard loading, the same is to
deducted from that given by formulae (4) and (5) be indicated on the plans.
above.
3.4.2 Weather deck and weather deck hatch
3.3.3 The pressure 'p' in tanks which may be covers intended to carry deck cargo are to be
filled between 20 per cent and 90 per cent of the designed for external sea pressure as given in
tank heights is to be taken as the greater of that 3.2.2 or pressure due to deck cargo as given in
according to 3.3.2 and the relevant values given 3.4.1, whichever is greater.
below:
When the design stowage height of weather
- for strength members located within 0.25 lt deck cargo is smaller than 2.3 [m], an
from the end bulkheads 'p' is not to be taken appropriate combination of the two loads is to be
as less than: considered.
p =  [4 - 0.005L] lt 10-3 [N/mm2] 3.4.3 The pressure 'p' from bulk cargoes on
sloping and vertical sides or bulkheads is to be
where, taken as:
lt = distance [m], between transverse tank p = C..hc(go + 0.5 av) . 10-3 [N/mm2]
bulkheads or effective transverse wash
bulkheads at the height at which the strength where,
member is located. Transverse webframes
covering part of the tank cross-section (e.g. wing C = Sin2 Tan2(45 - /2)+Cos2
tank structures in tankers) may be regarded as
wash bulkheads for this purpose.  = angle made by the panel under
consideration with the horizontal plane, [degree]

Page 7 of 8
___________________________________________________________________________________

Chapter 4 Part 3
Table 3.4.1 : Standard deck loads
Decks q[tonnes/m2]
Weather deck and weather deck q = 1.0 t/m2for L  100 m
hatch covers intended for cargo = 1.3 t/m2 on
superstructure deck
for L > 150 m
= 1.75 t/m2 on freeboard
deck for L > 150 m
For L between 100 m and 150 m the standard value of q is to
be obtained by linear interpolation
Tween deck, tween deck hatch q = .H.t/m2
covers and inner bottom in way of  = 0.7 t/m3 (see note)
cargo and stores where,
H = tween deck height in m or height measured upto the top of
hatchway coaming above
Platform deck in machinery space q = 1.6 t/m2
Accommodation decks q = 0.35 t/m2
Note
In case of ships where due to large volumetric capacity of cargo spaces the stowage rate is less than
0.7 [t/m3], a reduction in the value of '' may be considered, if requested for.
 = angle of repose of cargo [degree], - vertical force in combination with transverse

not to be taken greater than the following: force:
- 20 for light bulk cargo (e.g. coal, grain)
- 25 for bulk cement cargo Fv = M.go [N]
- 35 for heavy bulk cargo (e.g. ore)
Ft = 0.67 M.at [N]
hc = vertical distance [m], from the load point to
the mean horizontal plane corresponding to - vertical force in combination with
actual volume of cargo being considered. longitudinal force:
For vessels designed to carry heavy bulk Fv = M(go + 0.5av) [N]

cargoes which are also required to carry lighter
cargoes, the pressure 'p' based on maximum Fl = 0.67 M.al [N]
mass of cargo to be carried in the hold and filled
up to the top of hatch coaming would also where,
require to be considered.
M = mass of the unit [kg].
3.5 Forces due to heavy units of cargo and
equipment Fv, Ft, Fl = forces acting in the vertical,
transverse
3.5.1 The forces acting on supporting structures and longitudinal directions respectively.
and securing systems for heavy units of cargo,
equipment etc. are normally to be taken as: Ft and Fl need not be regarded as acting
simultaneously.
- vertical force, alone:
av, at, al = combined accelerations in the vertical,
Fv = M (go + 0.5av) [N] transverse and longitudinal directions respec-
tively, as given in 2.3.1.
End of Chapter

Page 1 of 31
___________________________________________________________________________________
Chapter 5
Longitudinal Strength
Contents
Section
1 General
2 Vertical Bending Moments and Shear Forces
3 Hull Section Modulus and Moment of Inertia
4 Shear Strength
5 Openings in Longitudinal Strength Members
6 Loading Guidance Information
7 Guidelines for Ballast Loading Conditions of Cargo Vessels Involving Partially
Filled Ballast Tanks
Section 1
General
1.1 Application 1.1.6 Longitudinal strength requirements given

in this section do not apply to Container Ships.
1.1.1 Scantlings of hull members contributing to Requirements given in Pt 5 Ch 5 Sec 4 are
longitudinal strength are to comply with the applicable to container ships.
requirements given in this Chapter. These
members are also to comply with the 1.2 Symbols
requirements of buckling strength given in Ch.3,
Sec.6 and of local strength given in relevant L, B, D, T, V, Cb, k as defined in Ch.1, Sec.2.
chapters of Pt.3.
Cw, Rs as defined in Ch.4, Sec.1.
1.1.2 For ships with small block coefficient, high
speed and large flare (in particular where L>120 In = moment of inertia of hull girder, [cm4], about
[m] and speed V>17 knots), the section modulus the horizontal neutral axis at the section under
in the forebody is to be specially considered consideration.
based on the distribution of still water and
vertical wave bending moments given in Sec.2.1 Ic = moment of inertia of hull girders, [cm4],
and Sec.2.2 respectively. about the vertical neutral axis at the section
under consideration.
1.1.3 For ships with narrow beams the
combined effects of vertical and horizontal Sn = first moment of area, [cm3], taken about the
bending of hull girder may have to be specially neutral axis, of the effective longitudinal material
considered as given in 3.3.4. between the vertical level at which the shear is
being determined and the vertical extremity of
1.1.4 For ships with large deck openings the effective longitudinal material (deck or bottom as
combined effects of hull girder bending and applicable), at the section under consideration.
torsion related possible local bending and shear
stresses may have to be specially considered. Zn = vertical distance [m] of the horizontal
neutral axis above base line.
1.1.5 In addition to the above, ships of unusual
type, design or proportions (L/B  5, B/D  2.5, L Ms = design still water bending moment [kN-m]
 500 [m]), will be specially considered. as given in 2.1.2 and 2.1.3.

Chapter 5 Part 3
Page 2 of 31 Longitudinal Strength
Mw = rule wave bending moment [kN-m] as Loading Instrument:

given in 2.2.1 and 2.2.2.
An instrument, which unless otherwise stated is
Qs = design still water shear force [kN] as given digital, by means of which it can be easily and
in 2.1.4. quickly ascertained that, at specified read-out
points, the still water bending moments, shear
Qw = rule wave shear force [kN] as given in forces, and the still water torsional and lateral
2.2.3. loads, where applicable, in any loaded or ballast
condition will not exceed the specified
1.3 Terms permissible values.
1.3.1 Effective longitudinal bulkhead : Category I Ships :
A longitudinal bulkhead extending from bottom Ships with large deck openings where combined
to deck and which is connected to the ship's stresses due to vertical and horizontal hull girder
side by transverse bulkheads both forward and bending, torsional and lateral loads have to be
aft. considered; e.g. container ships.
Loading Manual: Ships liable to carry non-homogeneous

loadings, where the cargo and/or ballast may be
A document which describes:- unevenly distributed; e.g. bulk carriers, tankers.
- the loading conditions on which the design Ships less than 120 [m] in length, when their
of the ship has been based, including design takes into account uneven distribution of
permissible limits of still water bending cargo or ballast, belong to Category II.
moment and shear force
- the results of the calculations of still water Chemical tankers and gas carriers.
bending moments, shear forces and where
applicable, limitations due to torsional and Category II Ships :
lateral loads
- the allowable local loadings for the structure Ships with arrangement giving small possibilities
(hatch covers, decks, double bottom, etc.) for variation in the distribution of cargo and
ballast, and ships on regular and fixed trading
An operation manual is always to be provided pattern where the Loading Manual gives
with the loading instrument. sufficient guidance, and in addition those
exceptions given under Category I.
Section 2
Vertical Bending Moments and Shear Forces
2.1 Still water bending moment and shear as specified in 2.1.2. For these calculations,
force downward loads are assumed to be taken as
positive values, and are to be integrated in the
2.1.1 Still water bending moments, Ms [kN-m], forward direction from the aft end of L. The sign
and still water shear forces, Qs [kN], are to be conventions of Ms and Qs are as shown in
calculated at each section along the ship length Fig.2.1.1.
for design cargo and ballast loading conditions

Page 3 of 31
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2.1.2 In general the following conditions (based - Any specified non-uniform distribution of
on the amounts of bunker, fresh water, stores loading.
etc. at departure and arrival), are to be
considered for the calculations of Ms and Qs. - Mid-voyage conditions relating to tank
Where the amount and disposition of cleaning or other operations where these
consumables at any intermediate stage of the differ significantly from the ballast
voyage are considered more severe, conditions.
calculations for such intermediate conditions are
to be submitted in addition to those for departure - Docking condition afloat
and arrival conditions. Also, where any
ballasting and/or deballasting is intended during - Loading and unloading transitory conditions.
voyage, calculations of the intermediate
condition just before and just after ballasting c) Chemical tankers:
and/or deballasting any ballast tank are to be
submitted and where approved, included in the - Conditions as specified for oil tankers.
loading manual for guidance.
- Conditions for high density or heated cargo
a) General cargo ships, roll-on/roll-off and and segregated cargo, where these are
refrigerated cargo carriers, bulk carriers, ore included in the approved cargo list.
carriers:
d) Liquefied gas carriers:
- Homogeneous loading conditions at
maximum draught - Homogeneous loading conditions for all
approved cargoes.
- Ballast conditions
- Ballast conditions.
- Special loading conditions e.g. light load
conditions at less than maximum draught, - Cargo conditions where one or more tanks
heavy cargo, empty holds or non- are empty or partially filled or where more
homogeneous cargo conditions, deck cargo than one type of cargo having significantly
conditions etc., where applicable different densities are carried.
- Short voyage or harbour conditions, where - Harbour condition for which an increased
applicable vapour pressure has been approved.
- Docking condition afloat - Docking condition afloat.
- Loading and unloading transitory conditions, e) Combination carriers:

where applicable.
- Conditions as specified for oil tanker and
b) Oil tankers: cargo ships.
- Homogeneous loading conditions (excluding In addition to the above, any other loading
dry and clean ballast tanks) and ballast or condition likely to result in high bending
part loaded conditions. moments or shear forces may require to be
investigated.

Chapter 5 Part 3
For permissible use of partially filled ballast However, for conventional ore carriers with large
tanks in design loading conditions, See 2.1.3 wing water ballast tanks in the cargo area,
and 2.1.4. where empty or full ballast water filling levels of
one or maximum two pairs of these tanks lead to
2.1.3 Ballast loading conditions involving the ship’s trim exceeding one of the following
partially filled peaks and/or other ballast tanks at conditions, it is sufficient to demonstrate
departure, arrival or during intermediate compliance with maximum, minimum and
conditions are not to be used as design intended partial filling levels of these one or
conditions unless: maximum two pairs of ballast tanks such that
the ship’s condition does not exceed any of
- permissible bending and shear stresses are these trim limits. Filling levels of all other wing
not exceeded for all filling levels between ballast tanks are to be considered between
empty and full; and empty and full. The trim conditions mentioned
above are:
- for bulk carriers, the requirement for
longitudinal strength of hull girder in flooded - trim by stern of 3% of the ship’s length, or
conditions as per Pt.5, Ch.1, Sec.2.2 are - trim by bow of 1.5% of ship’s length, or
complied with for all filling levels between - any trim that cannot maintain propeller
empty and full. immersion (I/D) not less than 25%, where:
To demonstrate compliance with all filling levels - I = the distance from propeller centerline
between empty and full, it will be acceptable if, to the waterline
in each condition at departure, arrival and where - D = propeller diameter
required by 2.1.2 any intermediate condition, the - (see Fig. 2.1.3).
tanks intended to be partially filled are assumed
to be:
- empty
- full
- partially filled at intended level.
Where multiple tanks are intended to be partially

filled, all combinations of empty, full or partially
filled at intended level for those tanks are to be
investigated.
The maximum and minimum filling levels of the

above mentioned pairs of wing water ballast Fig.2.1.3
tanks are to be indicated in the loading manual.
Section 7 contains the guidance for partially 2.1.6 The design still water bending moment at
filled ballast tanks in ballast loading conditions. amidships Mso (sagging and hogging), is to be
taken equal to the maximum of sagging or
2.1.4 In cargo loading conditions involving hogging still water bending moments obtained
partially filled ballast tanks, the requirements for the loading conditions specified in Sec.2.1.2.
given in 2.1.3 above need be applied in respect
of peak tanks only. At locations other than amidships, 0.4L, the
design still water bending moment Ms (sagging
2.1.5 Sequential ballast water exchange : and hogging) is normally to be taken as:
Requirements of 2.1.3 and 2.1.4 above are not
applicable to ballast water exchange using the Ms = Ksm.Mso [kN-m]
sequential method. However, bending moment
and shear force calculations for each de- where,
ballasting or ballasting stage in the ballast water
exchange sequence are to be included in the Ksm = 0.0 at A.P. and F.P.
loading manual or ballast water management = 0.15 at 0.1L from A.P. and F.P.
plan of any vessel that intends to employ the = 1.0 within 0.4L amidships.
sequential ballast water exchange method.

Page 5 of 31
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Between the specified locations the value of Ksm modified as per Table 2.2.2 using curves 'A' and
is to be obtained by linear interpolation. 'B' of Fig.2.2.2 based on Cav and Caf given
below:
The longitudinal extent of the constant design
still water bending moment amidships may be Cv .V
adjusted after special consideration based on C av 
the sagging and hogging moment envelopes L
embracing all the still water bending moment
curves derived for loading conditions as
specified in 2.1.2. V A dk  A wp
C af  C v 
2.1.7 The design vertical still water shear force, L L z fp
Qs, across any transverse section along the
length of the ship is to be taken as the maximum
of shear forces obtained at that location for the L
Cv  for L  100
loading conditions specified in Sec.2.1.2. 50
2.2 Wave bending moment and shear force = 0.2 for L  100
2.2.1 The rule vertical wave bending moment Adk = projected area in horizontal plane of
Mwo, amidships is to be taken as uppermost deck (including forecastle deck if
any), forward of 0.2L from F.P., [m2]
Mwo = 0.11 CwL2 B(Cb + 0.7) Rs [kN-m]
Awp = area of waterplane at draught T, forward
- for sagging condition of 0.2L abaft of F.P. [m2]
= +0.19 CwL2 B CbRs [kN-m] zfp = vertical distance, [m], measured at F.P.,
from summer load water line to the deckline.
- for hogging condition
Cb is not to be taken as less than 0.6 Table 2.2.2 : Modification to Kwm and Kwq
values for high speed/flare
2.2.2 At locations other than amidships, the rule
wave bending moment Mw (sagging and Kwm, Kwq values to be used as per the curve
hogging) is to be taken as: specified below:
Cav  0.28 Cav  0.32
Mw = Kwm.Mwo
Load Curve Load Curve
Kwm = 1.0 between 0.40L and 0.65L from A.P. condition condition
Caf  Hogging A Hogging B
= 0.0 at A.P. and F.P. 0.4
Sagging A Sagging A
Between the specified locations, Kwm is to be Caf  Hogging A Hogging A
obtained by linear interpolation. This is indicated 0.5
by curve 'A' of Fig.2.2.2. Sagging B Sagging B
For intermediate values of Cav and/or Caf, values
of Kwm, Kwq are to be obtained by linear
interpolation between specified curves
2.2.3 The rule vertical wave shear force Qw at

any section along the length of the ship is to be
taken as:
Qw = 0.3 Kwq Cw LB (Cb+0.7) Rs [kN]
where, the distribution of Kwq for +ve and -ve

shear forces, is to be obtained as per Table
2.2.3:
However, for ships with high speed and/or large
flare in the forebody, the value of Kwm is to be

Chapter 5 Part 3
Between the specified locations Kwq is to be

obtained by linear interpolation. This is indicated
by curve 'A' of Fig.2.2.3.
However, for ships with high speed and/or large

flare in the forebody, the value of kwq is to be
modified as per Table 2.2.2 using curves 'A' and
'B' of Fig.2.2.3 based on Cav and Caf.
Table 2.2.3
Location Positive Shear Negative

from A.P. Force Kwq (+) Shear Force
Kwq (-)
A.P. 0.0 0.0
0.2L to 0.3L 1.589 C b -0.92
(C b  0.7)
0.4L to 0.6L 0.70 -0.70
0.7L to 0.85L 1.0  1.727 C b
(C b  0.7)
F.P. 0.0 0.0

Page 7 of 31
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Section 3
Hull Section Modulus and Moment of Inertia
3.1 Calculation of section properties However, in case of ships where continuous

trunks or longitudinal hatch coamings are to be
3.1.1 When calculating the moment of inertia included in the section modulus calculation as
and section moduli, the effective sectional area per Sec.3.1.1, the distance z for calculation of
(net area after deduction for openings as given modulus at deck is to be taken as the greater of
in 5.2) of all continuous longitudinal strength the following:
members is to be taken into account.
z = z as above
Superstructures not forming strength deck (See z = zn [0.9 + 0.2 y/B]
Ch.1, Sec.2.2), deckhouses, bulwarks and non-
continuous longitudinal hatch coamings are not where,
to be included in the above calculations.
zn = the vertical distance from the horizontal
In case of ships with multi-hatchways neutral axis to top of continuous strength
athwartships, the effective sectional area of member.
strength members between the hatch openings
is normally to be taken as 0.6 times the net area y = athwartship distance from the centreline of
of the members. the ship to the side of the strength member.
In case of ships with continuous trunks or zn and y are to be measured to the point giving
longitudinal hatch coamings, their net sectional the largest value of z.
area may be included in the calculations
provided they are effectively supported by 3.2 Extent of high strength steel
longitudinal bulkheads or deep girders. The
section modulus at deck however, is then to be 3.2.1 Where high strength steels are used in the
calculated as given in 3.1.3. main hull structure in order to reduce the section
modulus requirement, the vertical and
3.1.2 The main strength members included in longitudinal extent of its use is to be such that
the calculation of hull moment of inertia and adjacent structure made of ordinary hull
section modulus are to extend continuously structural steel is not stressed beyond the stress
through the cargo region and sufficiently far level permissible for ordinary steel.
towards the ends of the ship. Longitudinal
bulkheads are to terminate at effective 3.2.2 The vertical extent of the high strength
transverse bulkheads and large transition steel used in deck or bottom structure is to be as
brackets are to be fitted in line with the shown in the Fig.3.2.2, the distance zo is not to
longitudinal bulkheads. Where significant be more than
changes in structural arrangement occur
adequate transitional structure is to be provided. zo = In / (100.ZRo) [m]
3.1.3 The midship section modulus 'Z' at deck or where,

bottom about the transverse neutral axis is to be
obtained as follows: ZRo = Rule midship section modulus required for
ordinary steel (k=1.0) as given in 3.3.1 and
Z = In / (100.z) [cm3] 3.3.2.
where, For narrow beam ships the vertical extent of

high strength steel may have to be increased
z = the vertical distance [m] from the horizontal after special consideration.
neutral axis upto the strength deck at side or the
base line, as relevant.

Chapter 5 Part 3
= 10.75 - [(L-350)/150]3/2 for L > 350 [m]
Cb is not to be taken as less than 0.6.
3.3.3 Scantlings of all continuous longitudinal

members of hull girder based on the section
modulus requirement 3.3.1 are to be maintained
within 0.4L amidships.
However, in special cases, based on

consideration of type of ship, hull form and
loading conditions, the scantlings may be
gradually reduced towards the ends of the 0.4L
3.2.3 The longitudinal extent of the high strength amidships part, bearing in mind the desire not to
steel is to be 0.4L amidships and beyond, such inhibit the vessel's loading flexibility.
that at the junction with ordinary steel the
scantlings are equal to those required for an In the region outside 0.4L amidships, the
identical ship built of ordinary steel. At the scantlings are to be gradually tapered to the
junction, continuity in scantlings is to be local requirements at ends.
maintained.
3.3.4 For ships mentioned in 1.1.3, the hull
3.3 Section modulus requirement section modulus Zh about vertical neutral axis, at
midship, is to be such that the combined stress
3.3.1 At any transverse section, the hull section vh as given below at deck and bilge corners
modulus Z, about the transverse neutral axis for does not exceed 195/k [N/mm2].
the still water bending moments Ms given in 2.1
and wave bending moments Mw given in 2.2, is vh = s + (w2+wh2)
not to be less than:
where,
 M  Mw 
Z   s  x 10 3 [cm 3 ] s = stress due to Ms
 L 
w = stress due to Mw
where,
wh = stress due to horizontal wave bending
L = permissible bending stress moment Mwh given by
= 175/k [N/mm2] within 0.4L amidships Mwh = 0.44L2.25 (T + 0.3 B) Cb Rs [kN-m]

- at midship;
= 125/k [N/mm2] within 0.1L from A.P.
and F.P. = 0 at ends;
Between the specified regions L is to be For intermediate locations the value of Mwh is to
obtained by linear interpolation. be obtained by linear interpolation.
3.3.2 The minimum requirement of hull section The above requirement is normally satisfied
modulus Z about the transverse neutral axis, at when Zh is not less than
midship, is given by:
Zh = 5 k L2.25 ( T + 0.3 B) Cb Rs [cm3]
Z = k C1 L2 B (Cb+0.7) (0.5 + Rs/2) [cm3]
3.4 Moment of inertia requirement
where,
3.4.1 The moment of inertia In of the hull section
C1 = 4 + 0.0412 L for L < 90 [m] about the transverse neutral axis, at midship, is
C1 = 10.75 - [(300-L)/100]3/2 for 90 [m]  L < 300
[m] In = 3 C1 L3 B (Cb+0.7) Rs [cm4].
= 10.75 for 300 [m]  L  350 [m]

Page 9 of 31
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3.5 Bending strength outside amidships Buckling strength of members contributing to the
longitudinal strength and subjected to
The required bending strength outside 0.4L compressive and shear stresses is to be
amidships is to be determined as specified in checked, in particular in regions where changes
3.3.1 in the framing system or significant changes in
the hull cross-section occur. The buckling
As a minimum, hull girder bending strength evaluation criteria is given in Ch.3, Sec.6.
checks are to be carried out specifically at the
following locations: For ships with large deck openings, sections at
or near to the aft and forward quarter length
- In way of the forward end of the engine positions are to be checked. For such ships with
room. cargo holds aft of the superstructure, deckhouse
- In way of the forward end of the foremost or engine room, strength checks of sections in
cargo hold. way of the aft end of the aft-most holds and the
- At any locations where there are significant aft end of the deckhouse or engine room are to
changes in hull cross-section. be performed.
- At any locations where there are changes in
the framing system.
Section 4
Shear Strength
4.1 General Qs = 0 for nearly uniform loading conditions
4.1.1 The shear stress '’ in ship's sides and - For bulk carriers of conventional design:
longitudinal bulkheads based on the total shear B . l h . B h . Pc
force (Qs+Qw) is not to exceed 110/k [N/mm2]. Q s  [kN]
2.2 (B  l h )
4.2 Side shell and longitudinal bulkheads where,
thickness requirement
lh = length of the hold [m]
4.2.1 The thickness of the side shell (or
combined thickness of the inner and outer shell Bh = breadth of the flat part of the double bottom
in case of double skin construction) and [m]
longitudinal bulkheads, where fitted, is not to be
less than that given by: Pc = net downward loading on the flat part of the
double bottom [kN/m2] as given below.
|  (Q s  Q w )  Q s |
t (S n /I n ).10 2 [mm] - For ships with effective longitudinal
 bulkheads
where, Qs = n (lb . Ft - le . Fp) [kN]
 = shear force distribution factor where,
= 0.5 for ships without effective longitudinal Ft, Fp = as given in Table 4.2.1 for the item
bulkheads under consideration, [kN/m]
= as given in Table 4.2.1, for the item under lb = length between tank bulkheads [m]
consideration, for ships with effective
longitudinal bulkheads Transverse wash bulkheads with openings more
than 20% are to be considered ineffective for the
Qs = shear correction due to uneven load purpose of determining lb.
distribution and shear carrying longitudinal
bottom members and may be taken as: le = lb - S

Chapter 5 Part 3
S = spacing of bottom transverses, [m] Pc, Pw, Pd = net (downward +ve) static loading
[kN/m2] on bottom in centre tank (or flat portion
n = 0.5 at aft end of lb of hold between hopper tanks), wing tank and
double side tank respectively.
= 0.5 at fore end of lb
The net loading is to be arrived at considering
AS = sectional area of the side shell plating (or the downward loading of solid or liquid cargo
combined area of the inner and outer shell above inner bottom together with that of ballast,
plating), [cm2]. if any, in double bottom tanks below and the
upward buoyancy loading corresponding to the
AL, AC = Sectional area of the longitudinal wing draught at midpoint of the part concerned in the
bulkhead plating and centre line bulkhead loading condition under consideration.
plating respectively, [cm2]. In case of corrugated
bulkheads the area is to be taken as the product  = 0.7 where a substantially deep girder has
of mean thickness and the depth. been provided on centre line of the ship.
c, w, d = breadths of the centre tank (or flat = 1.0 in other cases.

portion of hold between hopper tanks), wing
tank and double side tank respectively, [m].

Page 11 of 31
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Chapter 5 Part 3
Section 5
Openings in Longitudinal Strength Members
5.1 Locations openings or group of openings is not to be less

than ten times the height of openings.
5.1.1 The keel plate is normally not to have any
openings. A deduction free sum of smaller opening
breadths or their shadow area breadths in one
In the bilge plate, within 0.6L amidships, transverse section in the bottom or deck area
openings are to be avoided as far as equal to 0.06(B-b) may be considered
practicable. Any necessary openings in the equivalent to the above reduction in section
bilge plate are to be kept well clear of the bilge modulus (b = sum of the breadths of large
keel. deductible openings).
5.1.2 Openings in the strength deck within 0.6L The shadow area representing the imaginary
amidships (within the cargo hold region for ships longitudinal extension of an opening is obtained
with large hatch openings) are as far as by drawing two tangent lines with an opening
practicable to be located inside the line of large angle of 30 as shown in Fig.5.2.2.
hatch openings. Necessary openings outside
this line are to be kept well clear of the ship's
side and hatch corners.
Openings in lower decks are to be kept well

clear of the main hatch corners and other areas
of high stresses.
5.1.3 Openings in the side shell, longitudinal

bulkheads and longitudinal girders are not to be
located within twice the opening breadth below
the strength deck.
5.1.4 Small openings are generally to be kept

well clear of other openings in the longitudinal
strength members. The transverse distance
between any two adjacent unreinforced
openings is not to be less than four times the
breadth of the larger opening.
5.2 Deductions for openings 5.3 Reinforcements

5.2.1 Openings exceeding 2.5 m in length or 1.2 5.3.1 All openings are to be adequately framed;
[m] in breadth and scallops, where scallop- attention is to be paid to structural continuity,
welding is applied, are to be deducted from the and abrupt changes of shape, section or plate
sectional areas used in the section modulus thickness are to be avoided. Arrangements in
calculation. way of corners and openings are to be such as
to minimize the creation of stress
5.2.2 Smaller openings (manholes, lightening concentrations.
holes, single scallops in way of seams etc.)
need not be deducted provided that the sum of Corners of hatchways are to be reinforced as
their breadths or shadow area breadths in one given in Ch.9, Sec.2. Smaller openings in the
transverse section does not reduce the section strength deck and outer bottom within 0.6L
modulus at deck or bottom by more than 3 per amidships (within the cargo hold region for ships
cent and provided that the height of lightening with large hatch openings) are to be reinforced
holes, draining holes and single scallops in as given in 5.3.2 to 5.3.5 below. The area of
longitudinals or longitudinal girders does not these reinforcements is not to be included in the
exceed 25 per cent of the web depth, (for sectional areas used in the section modulus
scallops maximum height 75 [mm]). In calculation.
longitudinals the distance between single

Page 13 of 31
___________________________________________________________________________________
5.3.2 Circular openings with diameter equal to or l = longitudinal distance between adjacent
greater than 0.325 m are to have edge hatchways [m]
reinforcement. The sectional area A of the edge
reinforcement is not to be less than b = breadth of the hatchway [m]
A = 2.5 b.t. [cm2] In the above formulae l/b need not be taken as
greater than 1.0 and (B - b) is not to be taken as
where, less than 7.5 [m] nor need be taken as greater
than 15 [m].
b = diameter of the opening [m]
5.4.2 Where corners are of streamlined shape,
t = thickness of the plating [mm]. as given by Fig.5.4.2, the transverse extension
of the curvature, a, is not to be less than:
The reinforcement is normally to be of a vertical
ring welded to the plate edge. Alternative a = 0.025 (1.5 + l / b) (B - b) [m]
arrangements may be accepted provided the
reinforcement is within a distance of 0.05b from where,
the plate edge.
l,b are as defined in 5.4.1.
5.3.3 Elliptical openings are to have their major
axis in the fore and aft direction. Where the ratio
of the major axis to minor axis is less than 2 the
openings are to be reinforced as given in 5.3.2
taking b as the breadth of the opening (minor
axis).
5.3.4 Rectangular openings are to have their

corners well rounded. Where corners are of
circular shape the radius is not to be less than
20 per cent of the breadth of the opening and
the edges are to be reinforced as given in 5.3.2
taking b as the breadth of the opening.
Where corners are of elliptical shape as given in Ordinates of steamlined corner

5.3.3 or of streamlined shape as given in 5.4, Point Abscissa, x Ordinate, y
the reinforcement will generally not be required 1 1.793a 0.0
provided that the transverse extension of the
curvature, a, shown in Fig.5.4.2 is not less than 2 1.381a 0.002a
3 0.987a 0.021a
a = 0.15b [m] 4 0.802a 0.044a
5.3.5 Openings in side shell subjected to large 5 0.631a 0.079a
shear stresses are to be of circular shape and 6 0.467a 0.131a
are to be reinforced as given in 5.3.2 7 0.339a 0.201a
irrespective of the size of opening.
8 0.224a 0.293a
5.4 Hatchway corners 9 0.132a 0.408a
10 0.065a 0.548a
5.4.1 Where corners are of circular shape, the
radius r within 0.6L amidships is not to be less 11 0.022a 0.712a
than 12 0.002a 0.899a
13 0.0 1.000a
r = 0.03 (1.5 + l / b) (B - b) [m]
where,

Chapter 5 Part 3
Section 6
Loading Guidance Information
6.1 General language is not English, a translation into

English is to be included.
6.1.1 An approved loading manual is to be
provided for ships covered by Regulation 10 of 6.3 Conditions of approval of loading
the Load Line Convention except those instruments
belonging to Category II and of length less than
90 [m] for which the maximum deadweight does 6.3.1 The loading instrument and its operation
not exceed 30% of the displacement at summer manual are subject to approval. The approval
loadline draft. includes:
6.1.2 In addition to the Loading Manual all ships - Verification of type approval, if any
of Category I of 100 [m] in length and above are
to be provided with an approved loading - Verification that the final data of the ship
instrument. has been used
For additional requirements for bulk carriers, ore - Acceptance of number and position of
carriers and combination carriers of L  150 [m], read-out points
see Pt.5, Ch.1.
- Acceptance of relevant limits for all
For chemical carriers and gas carriers existing read-out points
analog computer may be retained.
- Checking of proper installation and
6.2 Conditions of approval of loading operation of the instrument on board in
manuals accordance with the agreed test
conditions; and that a copy of the
6.2.1 The approved Loading Manual is to be approved operation manual is available.
based on the final data of the ship. The Manual
is to include the design loading and ballast 6.3.2 In case of modifications implying changes
conditions, sub divided into departure and arrival in the main data of the ship, the loading
conditions, upon which the approval of the hull instrument is to be modified accordingly and
scantlings is based. approved.
6.2.2 In case of modifications implying changes 6.3.3 The operation manual and the instrument
in the main data of the ship, a new Loading output must be prepared in a language
Manual is to be issued duly approved. understood by the users. If this language is not
English, a translation into English is to be
6.2.3 The Loading Manual must be prepared in included.
a language understood by the users. If this

Page 15 of 31
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Section 7
Guidelines for Ballast Loading Conditions of Cargo Vessels Involving
Partially Filled Ballast Tanks
7.1. General be specified as shown in the Figure, however
filling/partial filling of BW Tank no. 6 (P/S) may
7.1.1 This Section is intended for guidance and be done at any step to keep acceptable trim and
interpretation of Section 2.1.3 i.e. partially filled propeller immersion during the ballast voyage.
ballast tanks in ballast loading conditions.
To obtain full operational flexibility regarding the
7.1.2 Case A and B are generally applicable for filling level of BW Tank no. 6 (P/S), loading
ballast loading conditions for any cargo vessel conditions A2 (full at departure)* and A8 (empty
which might have one Ballast Water (BW) Tank at arrival)* are to be added for strength
(or one pair of BW Tanks) partially filled. verification. Additional conditions (full and empty
BW Tank no. 6 (P/S)) related to the intermediate
7.1.3 Case C is showing the conditions conditions A3-A6 are not necessary as A2* and
necessary for checking longitudinal strength for a A8* will be the most critical one.
conventional ore carrier with two pairs of large
wing water ballast tanks partly filled during the 7.2.2 Case B
ballast voyage.
Fig. 2 shows Case B, with a cargo vessel where
7.1.4 Where applicable, similar considerations partial filling of BW Tank no. 6 (P/S) to a given
are to be given to other cargo vessels covered level (f6-int%) will be done after a specified %
where ballast loading conditions involving consumables is reached, see conditions B2 and
partially filled ballast tanks may cause concerns B3. Before this % consumables (shown as 50%
for the longitudinal strength of the vessels. in this Figure) is reached, BW Tank no. 6 (P/S)
shall be kept empty. When reaching a given
7.1.5 This Section does not apply to CSR Bulk level of consumables (shown as 20% in Figure
Carriers and Oil Tankers or to Container Ships. 2), BW Tank no. 6 (P/S) are to be kept full, see
conditions B5 and B6. Two additional
7.1.6 In the Figures, the conditions only intended intermediate conditions (B4* and B7*) are to be
for strength verification (not operational) are added for longitudinal strength verification.
marked with a star (*).
In order to categorize a vessel according to
7.2 Case A and B Case B, clear operational guidance for partial
filling of ballast tanks, in association with the
7.2.1 Case A consumption level as shown in Figure 2, is to be
given in the loading manual. If such operational
Fig. 1 shows Case A, with a cargo vessel where guidance is not given, Case A is to be applied.
partial filling of BW Tank no. 6 (P/S) is permitted
and may take place at any time during the Case A has no limitation of consumables,
ballast voyage. Intermediate condition(s) should whereas Case B has limitation of consumables.

Chapter 5 Part 3
Cond. A1 (Dep.)
100% Empty Full Full Full Full Full

(1)
cons. BWT 6 BWT 5 BWT 4 BWT 3 BWT 2 BWT 1
(P/S) (P/S) (P/S) (P/S) (P/S) (P/S) (1)
Cond. A2 (Dep.)*
100% Full (3) Full Full Full Full Full

(1)
cons.
(1)
Cond. A3 (Int. 1)

(1)
cons.(2) BWT 6
(P/S) (1)
Cond. A4 (Int. 2)
50% f6-int% Full Full Full Full Full

(1)
cons.(2)
(1)
Cond. A5 (Int. 3)

(1)
cons.(2)
(1)
Figure 1 Case A, Partial filling of ballast tank no. 6 (P/S) is permitted at any stage
during voyage. The intermediate conditions are specified, however other
partial filling of BW Tank no. 6 (P/S) may be applied to keep acceptable trim
and propeller immersion during the ballast voyage. Conditions only intended
for strength verification (not operational) are marked: *

Page 17 of 31
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Cond. A6 (Int 4.)
20% Full Full Full Full Full Full

(1)
cons.(2)
(1)
Cond. A7 (Arr.)

(1)
cons.
(1)
Cond. A8 (Arr.)*
10% Empty (3) Full Full Full Full Full

(1)
cons.
(1)
Notes
(1)
For peak tanks intended to be partially filled, all combinations of full or partially filled at
intended level for those tanks are to be investigated.
(2)
The intermediate condition(s) to be specified incl. % consumables.
(3)
For bulk carriers carrying ore and with large wing water ballast tanks full/empty may be
replaced with maximum/minimum filling levels according to trim limitations given in 2.1.3.
Figure 1 (Continued)
Case A, Partial filling of ballast tank no. 6 (P/S) is permitted at any stage
during voyage. The intermediate condition is specified, however other partial
filling of BW Tank no. 6 (P/S) may be applied to keep acceptable trim and
propeller immersion during the ballast voyage. Conditions only intended for
strength verification (not operational) are marked: *

Chapter 5 Part 3
Cond. B1 (Dep.)

(1)
(P/S) (P/S) (P/S) (P/S) (P/S) (P/S) (1)
Cond. B2 (Int. 1)

(1)
cons. (2) BWT 6
(P/S) (1)
Cond. B3 (Int. 2)

(1)
cons. (2)
(1)
Cond B4 (Int. 3)*
50% Full (3) Full Full Full Full Full

(1)
cons. (2)
(1)
Cond. B5 (Int. 4)

(1)
cons. (2)
(1)
Figure 2 Case B, Partial filling of BW Tank no. 6 (P/S) only allowed during intermediate
conditions, in this example between 50-20% consumables. Conditions only
intended for strength verification (not operational) are marked: *

Page 19 of 31
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Cond. B6 (Int. 5)

(1)
cons. (2)
(1)
Cond B7 (Int. 6)*
20% Empty (3) Full Full Full Full Full

(1)
cons. (2)
(1)
Cond. B8 (Arr.)

(1)
(P/S) (P/S) (P/S) (P/S) (P/S) (P/S) (1)
Notes
(1)
For peak tanks intended to be partially filled, all combinations of full or partially filled at
intended level for those tanks are to be investigated.
(2)
(3)
For bulk carriers carrying ore and with large wing water ballast tanks full/empty may be
replaced with maximum/minimum filling levels according to trim limitations given in 2.1.3.
Figure 2 (Continued)
Case B, Partial filling of BW Tank no. 6 (P/S) only allowed during intermediate
conditions, in this example between 50-20% consumables. Conditions only
intended for strength verification (not operational) are marked: *

Chapter 5 Part 3
7.3 Case C – Conventional (with usual intermediate conditions (C2-C5) and arrival
arrangement of WBT) ore carrier with two condition (C6), for a conventional (with usual
pairs of partially filled ballast water tanks. arrangement of WBT) ore carrier with partial
filling of both BW tank no.1 (P/S) and 7 (P/S)
7.3.1 Fig. 3(a) show the operational loading during voyage.
conditions, departure condition (C1), four
Table 1 Filling level in partially filled BW tanks nos.1 (P/S) and 7 (P/S) for the operational conditions
during ballast voyage.
Loading condition Consumables Filling level, WBT Filling level, WBT

1(P/S) 7(P/S)
C1- Departure 100% f1dep% f7dep%
C2– Intermediate 1 50% (i) f1dep% f7dep%
C3 – Intermediate 2 50% (i) f1int% f7int%
C4 – Intermediate 3 20% (i) f1int% f7int%
C5 – Intermediate 4 20% (i) f1arr% f7arr%
C6 - Arrival 10% f1arr% f7arr%
Note:
(i) % consumables to be specified, indicated to 50% and 20 %
7.3.2 Fig. 3(b) and Fig. 3(c) show the additional 7.3.4 Fig. 3(j) and Fig. 3(k) show the additional
twelve loading conditions (C1-1 ~ C1-12) which twelve loading conditions (C6-1 ~ C6-12) which
are to be added for longitudinal strength are to be added for longitudinal strength
verification of the departure condition (C1). verification of the arrival condition (C6).
7.3.3 Fig. 3(d) to Fig. 3(i) show the additional 32 7.3.5 For the additional loading conditions, the
loading conditions (C2-1 ~ C2-12, C3-1 ~ C3-4, maximum and the minimum filling level of BW
C4-1 ~ C4-12 and C5-1 ~ C5-4) which are to be tank are according to trim and propeller
added for longitudinal strength verification of the immersion limitations indicated in 2.1.3:
intermediate conditions (C2 ~ C5).

Page 21 of 31
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Cond. C1 (Dep.)
Cond. C2 (Int. 1)
Cond. C3 (Int. 2)
Cond. C4 (Int. 3)
Cond. C5 (Int. 4)
Cond. C6 (Arr.)
Notes
(1)
(2)
Figures 3(b)-3(k): Maximum and minimum filling level of BW tank according to
trim and propeller immersion limitations given in 2.1.3.
Figure 3(a) Case C, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 7 (P/S)
during ballast voyage, operational conditions C1-C6.

Chapter 5 Part 3
Cond. C1-1(Dep.)*
Cond. C1-2 (Dep.)*
Cond. C1-3 (Dep.)*
Cond. C1-4 (Dep.)*
Cond. C1-5 (Dep.)*
Cond. C1-6 (Dep.)*
Figure 3(b) Case C, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 7 (P/S)
during voyage. Departure conditions C1-1C1-6, only intended for

Page 23 of 31
___________________________________________________________________________________
Cond. C1-7 (Dep.)*
Cond. C1-8 (Dep.)*
Cond. C1-9 (Dep.)*
Cond. C1-10 (Dep.)*
Cond. C1-11 (Dep.)*
Cond. C1-12 (Dep.)*
Figure 3(c) Case C, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 7 (P/S)
during voyage. Departure conditions CD1-7C1-12, only intended for

Chapter 5 Part 3
Cond. C2-1 (Int. 1)*
Figure 3(d) Case C, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 7 (P/S)
during voyage. Intermediate conditions C2-1C2-6, only intended for

Page 25 of 31
___________________________________________________________________________________
Cond. C2-10 (Int. 1)*
Cond. C2-11 (Int. 1)*
Cond. C2-12 (Int. 1)*
Figure 3(e) Case C, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 7 (P/S)

Chapter 5 Part 3
Figure 3(f) Case C, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 7 (P/S)

Page 27 of 31
___________________________________________________________________________________
Figure 3(g) Case C, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 7 (P/S)

Chapter 5 Part 3
Cond. C4-10 (Int. 3)*
Cond. C4-11 (Int. 3)*
Cond. C4-12 (Int. 3)*
Figure 3(h) Case C, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 7 (P/S)

Page 29 of 31
___________________________________________________________________________________
Figure 3(i) Case C, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 7 (P/S)

Chapter 5 Part 3
Cond. C6-1 (Arr.)*
Cond. C6-2 (Arr.)*
Cond. C6-3 (Arr.)*
Cond. C6-4 (Arr.)*
Cond. C6-5 (Arr.)*
Cond. C6-6 (Arr.)*
Figure 3(j) Case C, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 7 (P/S)
during voyage. Arrival conditions C6-1∼C6-6, only intended for strength
verification (not operational) are marked: *

Page 31 of 31
___________________________________________________________________________________
Cond. C6-7 (Arr.)*
Cond. C6-8 (Arr.)*
Cond. C6-9 (Arr.)*
Cond. C6-10 (Arr.)*
Cond. C6-11 (Arr.)*
Cond. C6-12 (Arr.)*
Figure 3(k) Case C, Ore Carrier. Partial filling of BW Tank no.1 (P/S) and 5 (P/S)
during voyage. Arrival conditions C6-7C6-12, only intended for
End of Chapter

Page 1 of 9
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Chapter 6
Bar Keel, Stem and Sternframes
Contents
Section
1 General
2 Bar Keel
3 Stem
4 Stem Frames and Rudder Horns
5 Propeller Nozzles
Section 1
General
1.1 Scope sections are to be selected as defined in Pt.3,
Ch.2.
1.1.1 For ships with various Ice Class notations,
additional requirements given in Pt.5, Ch.2 are 1.2.2 Bar keels and stems may either be steel
to be complied with. castings or steel forgings.
1.2 Material 1.2.3 Sternframes, rudder horns and shaft

brackets may be constructed of cast or forged
1.2.1 All steel plates and sections, castings and steel or may be fabricated from plates.
forgings used in the constructions are to be
tested and approved in accordance with the 1.3 Symbols
requirements of Pt.2, Ch.3, Ch.4 and Ch.5
respectively. Material grades for plates and 1.3.1 L, T as defined in Ch.1, Sec.2.
Section 2
Bar Keel
2.1 Scantlings Thickness = 10 + 0.6 L [mm]
2.1.1 The scantlings of bar keel are not to be Minor deviations from the above values may be
less than : accepted provided the required sectional area is
maintained.
Depth = 100 + 1.5 L [mm]

Chapter 6 Part 3
Page 2 of 9 Bar Keel, Stem and Sternframes
Section 3
Stem
3.1 Bar stem strengthened for bow impact pressure 'pi'

[N/mm2], the design value of which is to be
3.1.1 The cross sectional area 'A' of a bar stem, taken as :
below the summer load waterline, is not to be
less than pi = (2.2 + 1.5tan) x (0.4VSin + 0.6L)2.10-3
[N/mm2]
A = 1.2L [cm2] for L  75 [m]
In the above formula L need not be taken
= 1.6L - 30 [cm2] for L  75 [m] greater than 250 [m].
3.1.2 Above the summer load waterline the V = maximum service speed (knots).
cross sectional area of the bar stem may be as defined in Ch.1, Sec.2.1.10.
gradually reduced to 0.75 A [cm2] at the stem
head.  = flare angle, taken as the angle between the
side plating and the vertical axis, measured in
3.2 Plate stem the plane 'y-y' (see Fig.3.3.1).
3.2.1 The thickness 't' of the plate stem below  = angle made by the tangent to waterline with
the summer load waterline is not to be less than: the centreline of the ship at the point under
consideration. (see Fig.3.3.1).
t = ( 0.08 L + 5.5 ) k [mm]
3.3.2 The scantlings of plates and stiffeners are
However 't' need not exceed 25.0 [mm]. not to be less than the following :
3.2.2 The thickness of the plate stem may be Plate thickness

gradually reduced to that of the side shell at the
stem head. t = 0.028 fa fr s (pi k) + tc [mm.]
3.2.3 The plate stems are to be supported by Section modulus of stiffeners

horizontal diaphragms spaced not more than 1.0
[m] apart. Where the stem plate radius is large, Z = 0.15 s pi l2 k + Zc [cm3]
a centreline stiffener or web is to be provided.
where,
3.3 Strengthening against bow impact
s = spacing of stiffeners [mm].
3.3.1 The region forward of 0.1L abaft of F.P.
and above the summer load waterline, is to be l = span of stiffeners [m].

Page 3 of 9
___________________________________________________________________________________
fa,fr are correction factors for aspect ratio and b = mean breadth, [m], of the load area
curvature, respectively, as defined in Pt.3, Ch.3. supported by the girder.
tc,Zc are corrosion additions to thickness and S = Span of the girder, [m].
section modulus of stiffeners as defined in Pt.3,
Ch.3. h = girder height, [mm].
3.3.3 Outside the region specified above, the 3.4 Bulbous bow
scantlings of side plating and stiffeners may be
gradually reduced to the general requirements. 3.4.1 Where a bulbous bow is fitted, the
structural arrangements are to be such that the
3.3.4 Stiffeners are to be connected at ends. bulb is adequately supported and integrated into
Where stiffener webs are not perpendicular to the fore peak structure.
the shell plating adequate tripping brackets are
to be fitted. 3.4.2 At the fore end of the bulb the structure is
generally to be supported by horizontal
3.3.5 Thickness 't' of primary members is not to diaphragms spaced not more than 1.0 [m] apart
be less than: in conjunction with a deep centreline web.
t = (6.5 + 4.75 pi) k + tc [mm] 3.4.3 In general, vertical transverse diaphragm

plates are to be arranged in way of the transition
3.3.6 Near the shell plating, the spacing of from the peak framing to the framing of the bulb.
stiffeners on decks or webs of girders is not to
exceed 90 times the thickness of the deck or 3.4.4 A centreline wash bulkhead is generally to
web plating. be fitted in way of wide bulbs. Similarly
transverse wash bulkheads or substantial web
3.3.7 The cross sectional area 'A' of the webs at frames spaced approximately 5 frame spaces
ends of local girders in the region specified in apart are to be fitted in way of long bulbs.
3.3.1 is not to be less than :
3.4.5 The shell plating thickness at the fore end
A = 30 b pi S k + 0.01 h tc [cm2] of the bulb and in other areas likely to be
damaged by the anchors and chain cables is not
where, to be less than that required for plate stems as
defined in 3.2.1.
Section 4
Stern Frames and Rudder Horns
4.1 General 4.1.4 Rudder posts and propeller posts are to be

connected to floors of increased thickness.
4.1.1 Sternframes, rudder horns, shaft brackets
etc. are to be designed such that they are 4.1.5 It is recommended that the after body of
effectively integrated into the ship's structure. the ship be so shaped as to ensure adequate
flow of water to the propeller so as to prevent
4.1.2 In castings, sudden changes of section or uneven formation of eddies, as far as possible.
possible constrictions to the flow of metal during
castings are to be avoided. All fillets are to have For a moderately cavitating propeller the
adequate radii, which in general should not be following minimum values of propeller hull
less than 50 to 75 [mm], depending on the size clearances may be used as a guidance. (See
of the casting. Fig.4.1.5)
4.1.3 Fabricated and cast steel sternframes are For single screw ships:
to be strengthened at intervals by webs. In way
of the upper part of the sternframe arch, these a  0.2 R [m]
webs are to line up with the floors.
b  (0.7 - 0.04 Nb) R [m]

Chapter 6 Part 3
= 40 T k [cm2] for L > 60 [m]
w = 40 T [mm]
Fabricated propeller posts (see Fig.4.2.1 (b))
l = 200 T [mm]
w = 140 T [mm]
r = 18 T [mm]
t1 = 12 (Tk ) [mm]
c  (0.48 - 0.02 Nb) R [m] tw = 6 (Tk ) [mm], however need not exceed
30 [mm].
d  0.07 R [m]
Cast steel propeller posts - (See Fig.4.2.1 (c))
For twin screw ships:
l = 165 T [mm]
b  (0.5 - 0.03 Nb) R [m]
c  (0.6 - 0.02 Nb) R [m] w = 115 T [mm]
where, r = 20 T [mm]
R = Propeller radius [m]
t1 = 12 (Tk ) , [mm] however not less than 19
Nb = Number of propeller blades. [mm].
4.2 Sternframes t2 = 16 (Tk ) , [mm] however not less than 25

4.2.1 The scantlings of the propeller posts are [mm].
not to be less than the following:
tw = 8 (Tk ) , [mm] however need not exceed
Forged propeller posts (see Fig.4.2.1 (a)) 38 [mm].
A = (10 + 0.5L) T [cm2] for L < 60 [m] Where the sections adopted differ from the
above, the section modulus about the

Page 5 of 9
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longitudinal axis is to be equivalent to that with Fr = Rudder force [N] as defined in Pt.3, Ch.14,
the Rule scantlings. However the thickness t1 is Sec.3
neither to be less than (minimum of 19 [mm] for
cast steel propeller posts) nor less than
8 (Tk ) the increased thickness of shell plating
adjacent to sternframe.
On sternframes without solepieces, the modulus

of the propeller post, about the longitudinal axis,
may be gradually reduced by 15 per cent below
the propeller boss, provided the thicknesses are
maintained as above.
4.2.2 The wall thickness of the boss 'tb' in the

propeller post is not to be less than :
tb = 0.16 dts + 30 [mm] for dts  300 [mm]
= 5 (dts – 60) [mm] for dts > 300 [mm]
where,
dts = Rule diameter of tail shaft, [mm].
In fabricated stern frames the connection of the

propeller post to the boss is to be by full
penetration welds.
4.2.3 The section modulus of the rudder post 'ZT'

about the longitudinal axis is not to be less than:
Fr l
ZT  [cm 3 ]
1000
where,
Fr = Rudder force [N] as defined in Pt.3, Ch.14,

Sec.3.
l = Unsupported span of the rudder post, [m]

(See Fig.4.2.3).
Where, due to low rigidity of the sole piece in the

transverse direction, the bottom support for the
rudder post can not be regarded as efficient,
ab
direct calculations are to be carried out and the c
section modulus of the rudder post increased to 2
limit the bending stress to 85 [N/mm2].
a, b and l are as given in Fig.4.2.3, [m].
4.2.4 The diameter of rudder shaft 'dl', at the
lower bearing is not to be less than : The diameter 'dl' may have to be increased on
account of low rigidity of sole piece, as
described for the rudder post in Sec.4.2.3.
 F . c (l  c) 
d l  3.9 3  r k  [mm]
 l  The diameter df below the coupling flange is to
be 10 per cent greater than dl unless the rudder
where, axle is protected by a corrosion-resistant
composition above the upper bearing.

Chapter 6 Part 3
The details of taper, nut etc. at the lower end of 4.4.3 Generally bracket arms are to be carried
the rudder axle, are to be similar to those of through the shell plating and attached to floors
rudder stock cone couplings given in Ch.14. or girders of increased thickness. The shell
plating in way of shaft brackets is to be
The scantlings and arrangements of vertical increased in thickness to a minimum of 1.5
coupling at the upper end of the rudder axle are times the Rule bottom shell plating thickness
to be similar to those of horizontal bolted amidships.
couplings of rudder given in Pt.3, Ch.14, Sec.
6.1. In the formula the axle diameter 'dl' is to be The connection of the struts to the shell plating
used in place of rudder stock diameter 'ds'. is to be by full penetration welding.
The bearing depth l2 is not to be less than 1.2 dl 4.4.4 The scantlings of solid or built-up shaft
[mm]. brackets are to comply with the following:
4.3 Sole piece t = 0.4 dts [mm]
4.3.1 Requirements for structural strength of A = 4.5 dts2 . 10-3 [cm2]

sole pieces are given in Pt.3, Ch.14.
ZT = 30 dts3 . 10-6 [cm3]
4.3.2 The sole piece is to extend at least two
frame spaces forward of the forward edge of the where,
propeller boss and beyond this the cross section
of the extension is to be gradually reduced to t = thickness of the strut
that necessary for an efficient connection to the
keel plate. Fabricated solepieces are to have A = cross sectional area of the strut
adequate internal stiffening.
ZT = Section modulus of the strut against
4.4 Shaft brackets transverse bending.
4.4.1 Where the propeller shafting is exposed to 4.5 Rudder horns

the sea for some distance clear of the main hull,
it is generally to be supported adjacent to the 4.5.1 Requirements for structural strength of
propeller by independent brackets having two rudder horns are given in Pt.3, Ch.14.
arms. It is recommended that the angle included
between the arms differs from the angle 4.5.2 Rudder horns supporting semi-spade type
included between the propeller blades. In very rudders are to be efficiently integrated into the
small ships the use of single arm brackets will main hull structure, and additional web frames
be considered. or side transverses may be required in the
'tween deck above.
4.4.2 Fabricated brackets are to be designed to
avoid or reduce the effect of hard spots and 4.5.3 The shell plating is to be increased in
ensure a satisfactory connection to the hull thickness in way of the horn, and the radius at
structure. The connection of the arms to the the shell connection is not to be less than (150 +
bearing boss is to be by full penetration welding. 0.8L) [mm].

Page 7 of 9
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Section 5
Propeller Nozzles
5.1 General
5.1.1 The requirements for scantlings and Table 5.2.1 : Nozzle scantling requirements
arrangements of propeller nozzles given in this
section apply, in general, to nozzles of numeral Item Requirement
NN, not greater than 200. Nozzles of numeral 1) Shroud plating in - For NN  63
greater than 200 will be specially considered.
way of propeller ts = (11 + 0.1 NN)
blade tips [mm]
Nozzle numeral NN = 0.01 P.D
- For NN > 63
ts = (14 + 0.052 NN)
where,
[mm]
2) Shroud plating tp = (ts - 7) [mm] but
P = Power transmitted to the propeller [kW]
clear of blade tips, not less than 8
flare and cone [mm]
D = Diameter of the propeller [m].
plating, wall
thickness of leading
Additional requirements for scantlings and
and trailing edge
arrangements applicable to steerable nozzles
members
and fixed nozzles are given in 5.3 and 5.4
respectively. 3) Webs and ring
webs
For additional requirements applicable to - iwo head box and tw = (ts + 4) [mm]
Azimuth Thrusters see Pt.4, Ch.4, Sec.9. pintle support
- elsewhere As for item (2)
5.1.2 All materials used in the construction of Symbols
the nozzle-body, stocks, pintles, keys and bolts NN = Nozzle numeral as given in 5.1.1
are to be similar to rudders as per Ch.14, Sec.1. ts = thickness of shroud plating in way of
propeller tips [mm]
5.2 Nozzle scantlings and construction tp = thickness of plating [mm]
details tw = thickness of webs and ring webs in way of
headbox and pintle support [mm]
5.2.1 Nozzle scantlings are to be as per Table
5.2.1. NOTE : Thickness given are for mild steel.
When corrosion resistant material is used, the
plate thicknesses may be reduced by 15%,
however, thickness is not to be less than
minimum thickness as applicable.

Chapter 6 Part 3
5.2.2 If the ship has ice class notation, nozzle 5.2.8 Arrangement is to be provided to drain the
scantlings will be specially considered; however, nozzle completely. Drain plugs are to be
the part of the outer shell of the nozzle which is provided with efficient packing.
situated within the ice belt is to have a plate
thickness not less than that of the shell plating in 5.2.9 Internal surfaces of nozzles are to be
way. efficiently coated for corrosion protection after
completion of fabrication and testing. Where it is
5.2.3 The shroud plating in way of the propeller intended to fill the nozzle with plastic foam,
tips is to be carried well forward and aft of the details of the foam material is to be submitted.
propeller tips, due allowance being made on
steering nozzles for the rotation of the nozzle in 5.3 Steerable nozzles
relation to the propeller, however, shroud plate
width is not to be less than (LN/4), where LN is 5.3.1 The nozzle stock, couplings, pintles and
the length of the nozzle (See Fig.5.2.3). bearings are to be designed analogusly with the
requirements given in Ch.14, Sections 5 and 6
using the design values of lateral force, Fr and
turning moment Qr as given below:
Fr = 376 A . V2 [N]
Qr = Fr . r [N-m]
where,
A = projected area of nozzle [M2]
V = Maximum service speed [knots] with the

ship on summer load waterline. When the speed
is less than 10 knots. V is to be replaced by the
expression Vmin = (V + 20)/3.
r = the horizontal distance from centre line of

5.2.4 The transverse strength of the nozzle is to stock to centre of pressure of nozzle, but not to
be maintained by fitting adequate number of ring be taken less than 10% of the chord length of
webs. At least two ring webs are to be fitted in the nozzle.
way of shroud plating, spaced approximately
400 [mm]. Fore and aft of these webs the 5.3.2 Effective means are to be provided for
spacing of ring webs is generally not to exceed supporting the weight of the nozzle. Where the
600 [mm]. Ring webs are to be increased in support is provided by a carrier bearing attached
thickness in way of the headbox and pintle to the nozzle head, the structure in way of the
support structure in accordance with Table 5.2.1 bearing is to be adequately strengthened. The
and the increased thickness is to be maintained shell plating in way of nozzle head is to be
to the adjacent fore and aft web. increased in thickness by 50%.
5.2.5 Local stiffening is to be fitted in way of the 5.3.3 All nozzle bearings are to be accessible for
top and bottom supports which are to be measuring wear without lifting or unshipping the
integrated with the webs and ring webs. nozzle.
Continuity of bending strength is to be
maintained in these regions. 5.3.4 Satisfactory arrangement is to be provided
to prevent water from entering the steering gear
5.2.6 Weld details of nozzle plating, webs, compartment and lubricant from being washed
coupling flanges etc. are to be as given in Sec.4 away from the nozzle carrier. A seal or stuffing
of Ch.14 'Rudders' and also as per Ch.17 box is to be fitted above the deepest load water
'Welding'. line for this purpose, however, two separate
seals or stuffing boxes are to be provided when
5.2.7 Leak testing of the nozzle is to be as the nozzle carrier is below the deepest load
required for rudders as per Ch.18. water line.

Page 9 of 9
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5.4 Fixed nozzles Equivalent stress
5.4.1 The nozzle is to be adequately supported  e1   2  3 2  100/k [N/mm 2 ]

preferably by closed box structures of necessary
enclosed area to withstand the lateral force Fr
and Torque Qr given in 5.3.1 and its own weight.  e 2    3  2  90/k [N/mm 2 ]
The resultant stresses are not to exceed the
following: 5.4.2 The nozzle support box structure is to be
well integrated to the webs and ring webs in the
Bending stress b = 75/k [N/mm2] nozzle and to the hull structure. Structural
continuity is to be maintained between the webs
Torsional shear stress t = 50/k [N/mm2] in the nozzle, the top box structure and local
girders/floors inside the hull.
Shear stress  = 50/k [N/mm2]
End of Chapter

Page 1 of 11
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Chapter 7
Bottom Structure
Contents
Section
1 General
2 Structural Arrangement and Details
3 Design Loads
4 Bottom and Inner Bottom Plating
5 Single Bottom
6 Double Bottom
7 Additional Strengthening against Slamming
8 Engine Seatings
Section 1
General
1.1 Scope
b = spacing of girders, [m]
1.1.1 The scantlings and arrangement of bottom
structure as defined in Ch.1, Sec.2 are to S = span of girders, [m]
comply with the requirements given in this
Chapter. ZR
fB 
1.2 Symbols ZB
L,B,T,Cb,k as defined in Ch.1, Sec.2. where,
tc,Zc are corrosion additions to the thickness and ZR = Rule midship section modulus [cm3] as
section modulus respectively, as given in Ch.3, required by Ch.5, Sec.3.3.1.
Sec.2.1.
ZB = Actual midship section modulus [cm3]
fa,fr are correction factors for aspect ratio and provided at bottom.
curvature, respectively, as defined in Ch.3,
Sec.3.1. z
fz 
Cw, ao, kv and ks as defined in Ch.4, Sec.1.2, zn
Sec.2.3 and Sec.3.2.
where,
Tb = lowest design ballast draught amidships,
[m]. For preliminary purposes, Tb may be taken zn = vertical distance [m], from the neutral axis
as 0.35T for cargo vessels and (2+0.02L) for of the hull girder to the base line.
tankers.
z = vertical distance [m], from the neutral axis of
s = spacing of stiffeners, [mm] hull girder to the free flange of the stiffener or
girder.
l = span of stiffeners, [m]

Chapter 7 Part 3
Page 2 of 11 Bottom Structure
Section 2
Structural Arrangement and Details
2.1 General (a) Cargo ships of less than 500 tons gross
tonnage.
2.1.1 Except as specified in 2.1.6, passenger
ships and cargo ships other than tankers, are to (b) Ships not propelled by mechanical means.
be fitted with a double bottom extending from
the collision bulkhead to the after peak bulkhead (c) Fishing vessels.
as far as this is practical and compatible with the
design and proper working of the ship. 2.1.7 The engine room of all ships having L > 90
[m] is to have a double bottom.
Note: For the purpose of this requirement, a
“tanker” is a cargo ship constructed or adapted 2.1.8 For ships of L > 90 [m], single bottoms
for the carriage in bulk of liquid cargoes of an within the cargo region, where permitted, are
inflammable nature. normally to be longitudinally stiffened.
For oil tankers, chemical carriers and liquefied 2.1.9 For ships of L > 150 [m] and for ships
gas carriers, the requirements indicated in Pt.5, strengthened for heavy cargoes, double bottoms
Ch.2, Ch.3 and Ch.4 respectively regarding within the cargo region are normally to be
double bottom and location of wells above longitudinally stiffened.
bottom shell are to be complied with.
2.1.10 The continuity of the bottom, bilge and
2.1.2 Where a double bottom is required to be inner bottom longitudinals is to be maintained in
fitted, its depth is to be as per 6.1.1 and the accordance with Ch.3, Sec.5.1.1.
inner bottom is to be continued to the ships side
in such a manner as to protect the bottom to the 2.1.11 The bilge keel and the ground bar to
turn of the bilge. which it is attached, are to be gradually tapered
at ends and arranged to finish in way of suitable
2.1.3 Small wells constructed in the double internal stiffening. Butt welds in the bilge keel
bottom, in connection with the drainage and the ground bar are to be well clear of each
arrangement of holds, are not to extend in depth other and those in the shell plating.
more than necessary. A well extending to the
outer bottom, may be permitted at the after end 2.1.12 The weld connections are to comply with
of the shaft tunnel of the ship. Other wells may the requirements of Ch.17.
be considered provided the arrangements give
protection equivalent to that offered by a double 2.2 Access ventilation and drainage
bottom. In no case the vertical distance from the
bottom of such a well to the plane coinciding 2.2.1 Adequate access is to be provided to all
with the keel line be less than 500 [mm]. parts of the double bottom. The vertical
dimension of lightening holes is not to exceed
2.1.4 A double bottom need not be fitted in way 50 per cent of the girder height. The diameter of
of watertight compartments used exclusively for lightening holes in the bracket floors is not to
the carriage of liquids, provided the safety of the exceed 1/3 of the breadth of the brackets.
ship is not impaired in the event of bottom Lightening holes or manholes are normally not
damage. to be cut in floors or girders towards their ends
and under large pillars or supporting structures.
2.1.5 Any part of a passenger ship or a cargo Manholes in inner bottom are to have
ship other than tanker that is not fitted with a reinforcement rings, and the man hole covers in
double bottom in accordance with 2.1.1 or 2.1.4 the inner bottom plating in cargo holds are to be
is to be capable of withstanding bottom effectively protected. The edges of all holes are
damages as specified in para 8 of SOLAS II-1 to be smooth.
Reg.9.
2.2.2 To ensure the free passage of air and
2.1.6 A double bottom need not be fitted on the water from all parts of the tanks to air pipes and
following ships: suctions, air and drain holes are to be provided

Page 3 of 11
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in all non-watertight members. The air holes are visible above the floor plates and is to be fitted
to be placed as near to the inner bottom as with a rigid watertight closing device. A notice
possible and their total area is to be greater than board stating that the access opening to the
the area of the filling pipes. The drain holes are pipe tunnel is to be kept closed, is to be fitted
to be placed as near to the bottom as possible. near the opening. The opening is to be regarded
as an opening in watertight bulkhead.
2.2.3 The access opening to pipe tunnel is to be
Section 3
Design Loads
3.1 Bottom shell p = 0.01 hs + po [N/mm2]
3.1.1 The design pressure 'p' on outer bottom is p = 0.01 Df [N/mm2]

to be taken as
where,
p = 0.01T + (ks - 1.5) Cw Rs . 10-3 [N/mm2].
In way of tanks, the design pressure is not to be the top of air pipe.
taken less than net internal pressure 'pi' given
below: hs, po as given in 3.1.1.
pi = Internal pressure in tanks as given in Ch.4, Df = depth to freeboard deck [m].

Sec.3.3.2 less applicable external sea pressure
as given in Ch.4, Sec.3.2.4. 3.3 Inner bottom
Net 'pi' on the outer bottom for vessels of L < 90 3.3.1 The design pressure 'p' on the inner
[m], may be approximated as: bottom is to be taken as the greater of that given
in 3.2.1 and the following:
pi = 0.01 (hs - Tb) + po [N/mm2]
- In way of cargo holds, the design pressure
where, 'p' is not to be taken as less than:
hs = vertical distance [m], from the load point to  k a  2

top of the tank. p   .H.1  0.5 v o  .10 [ N/mm 2 ]
 Cb 
po = 0.01 [N/mm2] for L  20 [m]
where,
= 0.024 [N/mm2] for L  90 [m].
 = cargo density [t/m3] normally not to be taken
For L between 20 [m] and 90 [m], 'po' is to be as less than 0.7 [t/m3]
H = height [m], to tween deck or top of hatchway
However, in mechanically propelled cargo ships coaming.
of 500 GT and above and passenger ships, for
tanks forming part of the watertight subdivision, - In way of holds for ballast, the design
(See Ch.10, Cl.4.2.1) p0 is to be taken as not pressure is not to be taken as less than:
less than 0.024 [N/mm2].
3.2 Watertight floors and girders  k a  2

p  h s . 1  0.5 v o  .10 [ N/mm 2 ]
 Cb 
3.2.1 The design pressure 'p' on watertight
where,
floors and girders in double bottom tanks is to
be taken as the greater of:
hs = vertical distance [m], from inner bottom to
top of hatch coaming.
p = 6.7 hp x 10-3 [N/mm2]

Chapter 7 Part 3
Section 4
Bottom and Inner Bottom Plating
4.1 Keel plate

where,
4.1.1 The width of the plate keel is not to be less
than (800+5L) [mm], nor greater than 1800 p = applicable design pressure, [N/mm2], as
[mm]. The thickness is to be 2 [mm] greater than given in 3.1.1 and 3.3.1 for outer bottom and
that required for the adjacent bottom plating. inner bottom respectively.
4.2 Bottom, bilge and inner bottom plating s = stiffener spacing, [mm].
4.2.1 The thickness 't' of the bottom plating is  = allowable bending stress, [N/mm2], as per
not to be less than the minimum requirement Table 4.2.1.
given in 4.2.2, nor less than:
s p
t  fa .f r .  t c [mm]
2 
Table 4.2.1 :  values for bottom, bilge and inner bottom plating [N/mm2]
Single Bottom Double Bottom

Region Framing Bottom and bilge Bottom and bilge Inner bottom 1)
(175-120fB)/k (170-120 fB)/k (200-110fB)/k
0.4L amidships Transverse
max. 120/k max. 120/k max. 160/k
(185-100fB)/k (180-100fB)/k (220-100fB)/k
Longitudinal
max. 120/k max. 120/k max. 160/k
Within 0.1L from
160/k
ends
To be obtained by linear interpolation between allowable values at regions specified
Elsewhere
above
Note : 1) In way of hold tanks amidships intended for ballast or cargo oil the value of  is to be reduced
by 10/k [N/mm2]
4.2.2 The minimum thickness requirement of the = 6.0 [mm], for inner bottom plating elsewhere
bottom and inner bottom plating is given by where ceiling is not fitted.
t = (to+0.04L) k + tc [mm] for bottom plating 4.2.3 The bottom bilge and inner bottom plating
is also to comply with the requirements of
= (to+0.03L) k + tc [mm] for inner bottom plating. buckling strength given in Ch.3, Sec.6.
L need not be taken as more than 250 [m]. For ships of L > 90 [m], the thickness of these
platings within 0.4L amidships, corresponding to
to = 5.0 [mm], in general. the buckling strength requirement may be
approximated as :
= 7.0 [mm], for inner bottom plating below dry
cargo hatchway openings where ceiling is not
fitted.

Page 5 of 11
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4.2.4 For ships discharged by grabs, the plating
- For longitudinally stiffened plating thickness 't' of the inner bottom and exposed
parts of sloping bulkheads is not to be less than:
0.009s k
t  t c [mm] t = 0.0115 (s+800) k + tc [mm]
(1 - 0.75 f B . f z )
Where ceiling is fitted, the above requirement
- For transversely stiffened plating may be reduced by 2 [mm].
4.2.5 Where the inner bottom is subjected to

0.0164s k wheel loads from cargo handling vehicles, the
t  t c [mm]
[1  (s/1000l ) 2 ] (1 - 0.75 f B . f z ) scantlings are also to comply with the
requirements given in Ch.9, Sec.6.
Section 5
Single Bottom
5.1 Transverse framing Centre girder -
5.1.1 Plate floors of following scantlings are to web thickness, t = (5.5+0.06L) k [mm]
be fitted at every frame
face plate area, a = (5+0.65L)k. [cm2]
depth at centre line, d = 40(B+T) [mm]
Side girders -
thickness of web, t = (d/100+3) k [mm]
web thickness, t = (5+0.04L) k [mm].
face plate area, a = 3.5 T.k [cm2]
face plate area, a = (5+0.35L)k [cm2].
The thickness of face plate is not to be less than
1/15 of the face width. The thickness of face plates is not to be less
than 1/15 of the face width.
The top of floors, in general, is to be level from
side to side. However, in ships having Towards the fore and after ends, the scantlings
considerable rise of floor, the depth of web at 10 of the bottom girders may be reduced by 10 per
per cent of the span from ends, is not to be less cent.
than 1/2 d [mm].
5.1.3 In the engine room, the thickness of floors
5.1.2 On all ships one centre girder is to be fitted webs and the face plate area as given in 5.1.1
and in addition side girders are to be fitted such are to be increased by 1 [mm] and 50 per cent
that the spacing of girders does not exceed 2.5 respectively. The floors are not to be flanged.
[m]. The girders are to extend as far forward and
aft as practicable and where they are cut at If the height of floors is reduced in way of
transverse bulkheads the longitudinal strength is crankcase, the face plate area is to be suitably
to be maintained. Where the bottom structure increased, however the reduced height is
changes into a double bottom structure, the normally not to be less than 2/3 of 'd' as given in
bottom girders are to extend at least 3 frame 5.1.1.
spaces into double bottom structures.
5.1.4 In the after peak of single screw ships, the
The scantlings of the bottom girders, within 0.5L height of the floors is to be increased such that
amidships, are not to be less than the following: their upper edge is well above the stern tube.

Chapter 7 Part 3
5.1.5 Where single bottom in the cargo region is 5.2.3 The section modulus 'Z' of bottom girders
stiffened by transverse frames supported by is not to be less than:
longitudinal girders, the scantlings of the frames
and longitudinal girders are to be determined in 10 6 b p S 2
accordance with 6.2.3 and 5.2.3, 5.2.4 Z  Z c [cm 3 ]
respectively. m
5.2 Longitudinal framing where,
5.2.1 The spacing of bottom transverses is m = 10 in general

normally not to exceed the greater of 0.02L [m]
or 3.6 [m]. The bottom transverses are to be p = applicable design pressure as given in 3.1.1.
supported by primary girders or longitudinal
bulkheads. Where the design does not  = (190 - 135 fB.fz)/k, max. 160/k [N/mm2]
incorporate a centreline bulkhead, at least a for continuous longitudinal girders within 0.4L
docking girder is to be provided. The scantlings amidships.
of simple girders and transverses are to be
obtained in accordance with 5.2.3. The = 160/k [N/mm2]
scantlings of a complex girder system are to be for longitudinal girder within 0.1L from ends and
based on a direct stress analysis. for transverse girders in general.
5.2.2 The section modulus 'Z' of the bottom Elsewhere  may be obtained by linear
longitudinals is not to be less than: interpolation.
s p l 2 .10 3 5.2.4 The effective cross sectional area 'A' of the

Z  Z c [cm 3 ] girder web at ends obtained as per Ch.3,
12 Sec.4.4 is not to be less than:
where, A = 70 S b p k + 0.01h.tc [cm2]
p = applicable design pressure as given in 3.1.1. where,
 = (215 - 135fB.fz)/k, max.160/k [N/mm2] within h = girder height [mm].

0.4L amidships
The web area at middle of the span is not to be
= 160/k [N/mm2] within 0.1L from ends. less than 0.5A.
Elsewhere  may be obtained by linear 5.2.5 The girders are to be satisfactorily

interpolation. stiffened against buckling in accordance with the
requirements given in Ch.3, Sec.6. Tripping
The longitudinals are also to comply with the brackets are to be fitted in accordance with the
requirements of buckling strength given in Ch.3, requirements given in Ch.3, Sec.4.
Sec.6.
Section 6
Double Bottom
6.1 General
d = 250 + 20B + 50T [mm], with a minimum of
6.1.1 Where double bottom spaces are used as 760 [mm].
tanks, the centre girder is to be watertight unless
the double bottom is divided by watertight side In addition to the above, for passenger ships
girders or the tanks are narrow. and cargo ships other than tankers (See 2.1.1) :
The depth 'd' of the centre girder is not to be d = 50 B [mm], which need not be taken more
less than: than 2000 [mm].

Page 7 of 11
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In case of ships with considerable rise of floors
the depth 'd' may have to be increased. where,
6.1.2 The thickness 't' of the bottom girders and p = design pressure as given in 3.2.1;
floors is not to be less than
 = (210 - 120 fB)/k, max. 160/k [N/mm2] for
t = (0.008d + 4) k [mm], for centre girder; longitudinal stiffeners within 0.4L amidships
t = (0.008d + 1) k [mm], for side girders and = 160/k [N/mm2] for longitudinal stiffeners within
plate floors. 0.1L from ends and for transverse or vertical
stiffeners in general.
6.1.3 The thickness 't' of girders and floors
forming boundaries of double bottom tanks is Between the regions specified above  for
not to be less than that obtained from 6.1.2 and longitudinal stiffeners may be obtained by linear
that given below: interpolation.
Longitudinal stiffeners are to have end

s p
t  t c [mm] connections, other stiffeners may be sniped at
2  ends provided the section modulus Z is
increased by 25 per cent.
where,
6.1.5 The longitudinal girders are to be
p = design pressure as given in 3.2.1. satisfactorily stiffened against buckling in
accordance with the requirements given in Ch.3,
 = (200 - 100 fB)/k, max. 160/k [N/mm2], for Sec.6.
longitudinally stiffened longitudinal girders within
0.4L amidships 6.2 Transverse framing
= (185 - 115 fB)/k, max.160/k [N/mm2], for 6.2.1 The side girders are normally to be fitted at
vertically stiffened longitudinal girders within a spacing not exceeding 4.0 [m] and are to be
0.4L amidships extended as far forward and aft as practicable.
The girders are to be stiffened at every bracket
= 160/k [N/mm2] for longitudinal girders within floor by a vertical stiffener of depth same as that
0.1L from ends, and for plate floors. of reverse frame and thickness that of the girder.
Between the regions specified above,  may be 6.2.2 Plate floors are to be fitted under
obtained by linear interpolation. bulkheads, pillars, thrust seating, boiler bearers
and in way of change of depth of double bottom.
6.1.4 The section modulus 'Z' of the stiffeners on In engine room, plate floors are to be fitted at
girders and floors forming boundaries of double every frame. Elsewhere the spacing of plate
bottom tanks is not to be less than floors is not to exceed that given by Table 6.2.2.
spl 2 .10 2
Z  Z c [cm 3 ]

Table 6.2.2 : Spacing of plate floors (Transverse framing)
Draught T [m] Under deep tanks (See Note 1) Clear of deep tanks (maximum 3.0 [m])
T2 Every 4th frame Every 6th frame
2 < T  5.4 Every 3rd frame Every 5th frame
5.4 < T  8.1 Every 3rd frame Every 4th frame
T > 8.1 Every 2nd frame Every 3rd frame
Note 1 : Under tanks with height greater than 0.7 times the distance between
inner bottom and main deck

Chapter 7 Part 3
6.2.3 Where bracket floors are fitted the section bulkheads, pillars, thrust seating and boiler
modulus 'Z' of the bottom frames and reverse bearers. In engine room, plate floors are to be
frames is not to be less than: fitted at every second side frames. Additionally,
under the main engine seatings, floors
spl 2 k extending to the first side girder outside the
Z  Z c [cm 3 ] engine seating, are to be fitted at intermediate
1.6 frames. Under deep tanks with height greater
than 0.7 times the distance between inner
where, bottom and main deck, the spacing of floors is
normally not to exceed 2.5 [m]. Elsewhere, the
p = applicable design pressure as given in 3.1.1 spacing is normally not to exceed 3.6 [m].
and 3.3.1 for bottom frames and reverse frames
respectively. 6.3.3 The plate floors are to be stiffened at every
longitudinal by a vertical stiffener of depth same
l = span of frames [m] measured between girder as that of the inner bottom longitudinal and
or brackets. thickness as that of the floor. Between plate
floors, transverse brackets are to be fitted at
Where vertical struts according to 6.2.4 are every frame at the margin plate and at a spacing
fitted, the section modulus of bottom and not exceeding 1.25 [m] on either side of the
reverse frames may be reduced by 35 per cent. centre girder. The thickness of brackets is to be
same as that of the plate floors. The brackets
6.2.4 The cross sectional area 'A' of the struts is are to extend upto the adjacent longitudinal and
not to be less than are to be flanged 75 [mm] at their free edges.
A = c . k . l . s . T . [cm2] 6.3.4 The section modulus 'Z' of the bottom and

inner bottom longitudinals is not to be less than
where,
spl 2 .10 3
c = 7x10-4 in way of ballast tanks Z  Z c [cm 3 ]
12
= 6x10-4 elsewhere
where,
l = actual span [m], without considering the strut.
p = applicable design pressure as given in 3.1.1
The moment of inertia I of the struts is not to be and 3.3.1 for bottom longitudinals and inner
less than bottom longitudinals respectively;
I = 2.5 A . d2 x 10-6 [cm4] l = span of longitudinals [m], measured between

the plate floors
where,
 = (210 - 135 fB.fz)/k [N/mm2], max. 160/k
d = depth of double bottom, [mm]. [N/mm2], within 0.4L amidships generally
6.2.5 The bottom frames and reverse frames are = (185 - 135 fB.fz)/k [N/mm2], max. 160/k
to be attached to the centre girder and margin [N/mm2] within 0.4L amidships, for inner bottom
plate by means of brackets of same thickness longitudinals in way of holds/tanks intended for
as that of the plate floors. The breadth of the ballast/cargo oil;
brackets is not to be less than 0.75 times the
depth of the centre girder and the brackets are = 160/k [N/mm2] within 0.1L from ends.
to be flanged 75 [mm] at their free edges.
Between the regions specified above,  may be
6.3 Longitudinal framing obtained by linear interpolation.
6.3.1 The side girders are normally to be fitted at Where vertical struts according to 6.2.4 are
a spacing not exceeding 5.0 [m] and are to be fitted, the section modulus of the bottom and
extended as far forward and aft as practicable. inner bottom longitudinals may be reduced by
35 per cent.
6.3.2 The plate floors are to be fitted under

Page 9 of 11
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Section 7
Additional Strengthening against Slamming
7.1 General
0.2
7.1.1 Where the minimum design ballast draught
 Tbf 
c1 = 3.6 - 6.5  
at F.P. is less than 0.04L [m] (maximum 8.5  L 
[m]), the bottom forward is to be additionally
strengthened as given in Sec.7.2 and Sec.7.3. c1 need not be taken more than 1.0
7.1.2 Where the shape of the after sections is Tbf = minimum design ballast draft [m] at F.P.
such that there are large flat areas of bottom
shell, additional stiffening and/or increased shell c2 = distribution factor (see also Fig.7.3.1)
plate thickness may be required. c2 = 0 for x/L  0.5
7.1.3 Where a ship is classed for 'Restricted
Service' or 'Sheltered water service', compliance x  x
c 2    0.5  / c 3 for 0.5   (0.5  c 3 )
with the requirements of this section may be L  L
modified or waived altogether.
x
7.2 Spacing of floors and girders c 2  1.0 for (0.5  c 3 )   (0.65  c 3 )
L
7.2.1 The floors and girders in the region
forward of 0.25L abaft of F.P. are to be spaced  1  x/L  x
as given in 7.2.2 and 7.2.3. c 2  0.5 1   for  (0.65  c 3 )
 0.35  c 3  L
7.2.2 Where transverse framing is adopted,
floors are to be fitted at every frame. The where,
spacing of longitudinal girders is not to exceed 3
times the transverse frame spacing. In addition,
L
intermediate half height girders or equivalent c 3  0.33 . C b  ;
longitudinals are to be fitted. 2500
7.2.3 Where longitudinal framing system is c3 need not be taken greater than 0.35
adopted, the plate floors are to be fitted at
alternate frames. The spacing of longitudinal x = distance of the load point from A.P. [m].
girders is not to exceed 3 times the longitudinal
frame spacing. In case of longitudinally stiffened For self propelled vessels:
single bottoms, the arrangements and scantlings
will be specially considered. cs= 1.0 for V/L  1.2
7.3 Plating and stiffeners = 0.6 for V/L  0.9
7.3.1 The scantlings of bottom plating, stiffeners For intermediate values to be obtained by linear
and girders upto (0.05 Tbf) above base line (upto interpolation
bilge curvature in case of ships with rise of floor)
are to be based on the design slamming For non-self propelled vessels:
pressure PSL given below:
cs = 0.4.
PSL = 0.162 L . c1 . c2 . cs [N/mm2]
If the minimum design ballast draught Tbf is
for L  150 [m] achieved by means of full ballast tanks in
forebody resulting in internal loads on bottom
PSL = 1.984 (1.3 - 0.002L) c1 . c2 . cs [N/mm2] shell panels, the design slamming pressure PSL
on the corresponding panels may be reduced by
for L > 150 [m]; (0.014 h) [N/mm2], where, 'h' is the height of the
ballast tank [m].
where,

Chapter 7 Part 3
For stiffeners which are continuous at girders,

the net weld area is to satisfy the following
expression
(1.7 Af + Aw)  2 As
where,
Af = net weld area at flange, [cm2].
Aw = net weld area at web, [cm2].

7.3.2 The thickness 't' of the bottom plating is
7.3.4 Near the shell plating, the spacing of
stiffeners on the girder webs or bulkheads is not
to exceed 90 times the thickness of the web or
t = 0.028 fa.fr.s. PSL.k + tc [mm] bulkhead plating.
Above the region mentioned in 7.3.1 the 7.3.5 The sum 'As' of the shear areas at the
thickness may be gradually reduced to the ends of the girder or girder system supporting
general requirement. any specified area of the bottom is not to be less
than
7.3.3 The section modulus 'Z' of bottom
longitudinals or frames is not to be less than As = C4 S.b.PSL .k [cm2]
Z = 0.15 s. PSL . l2 . k + Zc [cm3] where,
The shear area, 'As' of the stiffeners is not to be
less than  10 S b 
C 4  501  ,
 LB 
s
As = 0.028(l- 1000 ).s.PSL.k + 0.01h tc [cm2] - but not to be taken less than 25.
where, S,b = The length and breadth [m] respectively of

the load area supported by the girder or girder
h = stiffener height [mm]. system. The design slamming pressure PSL is to
be calculated at the middle of the load area
under consideration.
Section 8
Engine Seatings
8.1 General 8.1.3 The scantlings of engine seatings are to

be adequate to resist gravitational, thrust,
8.1.1 It is recommended that the depth of the torque, dynamic and vibratory forces which may
floors or double bottom in way of engine be imposed on them. The recommendations
foundations be increased. given by the engine manufacturer are also to be
taken into account.
8.1.2 Sufficient fore and aft girders are to be
arranged in way of the main machinery to 8.1.4 In case of higher power oil engines or
effectively distribute its weight and to ensure turbine installations, the seating should
adequate rigidity of the structure. The girders generally be integral with the double bottom
are generally to extend over the full length of the structure. The tank top plating in way of the
engine room and are to be suitably scarphed engine foundation plate or the turbine gear case
into the bottom structure beyond.

Page 11 of 11
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and the thrust bearing is to be substantially
increased in thickness. 0. 5
  P 
t p  220    300  t o [mm]
8.1.5 Where the top plate of the engine seating   Rl  
is situated above the floors or the inner bottom,
adequate transverse strength by means of to = 6 where one girder is fitted on each side;
brackets in line with the floors is to be ensured.
In way of the recess for crankcase, brackets as = 0 where two girders are fitted on each side.
large as practicable are to be fitted.
8.2.5 The sum of the girder web thicknesses
8.1.6 Lightening holes in engine foundations are where two girders are fitted is to be not less
to be kept as small as practicable and the edges than:
are to be suitably reinforced.
0. 5
8.2 Recommended scantlings   P 
t g2  270    400 [mm]
8.2.1 In general, the scantlings of engine girder   Rl  
face plate, web and floors in way of engine
seatings may be calculated as given below: where single girder is fitted each side, the
thickness is to be not less than:
where,
tg1 = 0.55 tg2 [mm]
P = maximum power of the engine [kW]
8.2.6 The thickness of floor plates below the bed
R = rpm of engine at maximum power plate is not to be less than:
0.5
l = effective length of engine foundation plate   P 
[m], required for bolting the engine to the t f  52    65 [mm]
seating.   Rl  
8.2.2 For engines of P > 7000 [kW], the top 8.2.7 For high speed engines of less than 1500
plate is to be generally supported on two girders [kW] and medium speed engines of less than
on each side. 750 [kW] the following may be used instead of
the values specified in 8.2.3 to 8.2.6 above.
8.2.3 The top plate area for one side of the seat
is to be not less than:
P
Top plate area; A = 20 + 120   [cm2]
 P  P R
A = 50+85   [cm2] for    2.0
 Rl   Rl  Thickness of top plate; tp = 0.1A + 14 [mm]
 P  P Girder web thickness; tg1 = 0.043A + 7 [mm]

= 90+65   [cm2] for   < 2.0
 Rl   Rl  Floor web thickness; tf = 0.02A + 6 [mm].
8.2.4 The thickness of top plates is to be not

less than:
End of Chapter

Page 1 of 7
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Chapter 8
Side Structure
Contents
Section
1 General
3 Design Loads
4 Side Shell Plating and Stiffeners
5 Girders
Section 1
General
1.1 Scope ZR
fD 
1.1.1 The scantlings and arrangement of side ZD
structure as defined in Ch.1, Sec.2 and also
those of sides of the superstructures are to ZR
comply with the requirements of this Chapter. fB 
ZB
1.2 Symbols
fS = fD for side shell area above neutral axis
L, B, T, Cb, k as defined in Ch.1, Sec.2.
= fB for side shell area below neutral axis
tc, Zc are corrosion additions to thickness and
section modulus respectively, as given in Ch.3, where,
Sec.2.1
ZR = Rule midship section modulus [cm3] as
fa,fr are correction factors for aspect ratio and required by Ch.5, Sec.3.3.1.
curvature respectively, as defined in Ch.3,
Sec.3.1. ZD, ZB = Actual midship section moduli [cm3]
provided at deck and bottom respectively;
Cw, ao, ks as defined in Ch.4, Sec.1.2 and calculated as per Ch.5, Sec.3.1.
Sec.3.2.
z
Tb = lowest design ballast draught [m]. For fz 
preliminary purposes, Tb may be taken as 0.35T zn
[m] for cargo vessels and (2 + 0.02 L) [m] for
tankers. where,
s = spacing of stiffeners, [mm]. zn = vertical distance [m], from the neutral axis
of the hull girder to the strength deck or bottom,
l = span of stiffeners, [m]. as relevant.
b = spacing of girders, [m]. z = vertical distance [m], from the neutral axis of
the hull girder to the stiffener or girder.
S = span of girders, [m].
= roll angle [radian], as given in Ch.4, Sec.2.

Chapter 8 Part 3
Page 2 of 7 Side Structure
Section 2
2.1 General 2.1.6 The weld connections are to comply with

2.1.1 The ship's side shell may be stiffened
longitudinally or vertically. 2.2 Sheer strake
2.1.2 Where the side shell is stiffened 2.2.1 The thickness of sheer strake as obtained
longitudinally, the continuity of the side from 4.1.5 is to be increased by 30 per cent on
longitudinals within a distance of 0.15D from each side of a superstructure end bulkhead
bottom or from strength deck is to be maintained located within 0.5L amidships if the
in accordance with Ch.3, Sec.5.1.1. The web superstructure deck is a partial strength deck.
frames are to be fitted in line with the bottom
transverses or plate floors. 2.2.2 Where a rounded sheer strake is adopted
the radius in general, is not to be less than 15
2.1.3 The position, shape and reinforcement of times the plate thickness.
sea inlets or other openings in side shell are to
be in accordance with the requirements of Ch.5, 2.2.3 Bulwarks are generally not to be welded to
Sec.5. the top of the sheer strake within 0.6L
amidships.
2.1.4 In the case of superstructures exceeding
0.15L in length and ending within 0.5L 2.2.4 Where the sheer strake extends above the
amidships, the side plating of the deck stringer plate, the top edge of the sheer
superstructures is to be increased by 25 per strake is to be kept free from notches and
cent in way of the break. Also see Ch.11, isolated welded fittings, and is to be ground
Sec.4.1.5. smooth with rounded edges. Drainage openings
with smooth transition in the longitudinal
2.1.5 The thickness of the shell plating is to be direction may be allowed on special
increased locally by 50 per cent in way of consideration.
sternframe, propeller brackets and rudder horn.
For reinforcements in way of anchor pockets, 2.2.5 The welding of deck fittings to rounded
hawse pipes etc. refer to Ch.15, Sec.2.1. sheer strake within 0.6L amidships is not
permitted, unless approved in each case.
Section 3
Design Loads
3.1 External sea pressure - for load points above the summer load
waterline
3.1.1 The design pressure 'p' on side shell is to
be taken as: p = Rs ks (Cw - 0.8 ho) . 10-3 [N/mm2]
- for load points below the summer load where,

waterline
ho = vertical distance [m], from the summer load
 1.5h o  waterline to the loadpoint.
p  0.01h o   k s   C w . R s .10 3 [N/mm2 ]
 T  'p' is not to be taken as less than 0.01 [N/mm2].

Page 3 of 7
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3.2 Internal tank pressure po = 0.01 for L  20 [m]
3.2.1 Where the side shell forms a boundary of = 0.024 for L  90 [m]
a tank, the design pressure 'p' is to be taken as
the greater of external sea pressure given by For L between 20 [m] and 90 [m] 'po' to be
Sec.3.1 and the net internal tank pressure 'pi' obtained by linear interpolation.
given by 3.2.2.
However, in mechanically propelled cargo ships
3.2.2 The net internal tank pressure 'pi' is to be of 500 GT and above and passenger ships, for
taken as: tanks forming part of the watertight subdivision,
(See Ch.10, Cl.4.2.1) p0 is to be taken as not
pi = Internal pressure due to liquid cargo in tanks less than 0.024 [N/mm2].
as given in Ch.4, Sec.3.3.2 less the applicable
external sea pressure at lowest design ballast In case of tanks with stepped upper contour, the
draught 'Tb' as given in Ch.4, Sec.3.2.4. largest value of 'pi' resulting from hs, b
measurements to various tank top corners is to
- For side shell above draught Tb, pi may be be considered (See Fig.3.2.2).
taken as the greater of:
- For vessels of L<90 [m], for side shell below
pi = 0.01 hs + po [N/mm2], or draught Tb, pi, may be, approximated as the
greater of :
= 6.7 (hs + b) .10-3 [N/mm2], or
pi = 0.01 (hs - hb) + po [N/mm2], or
= 6.7 hp . 10-3 [N/mm2]
= (6.7hp - 10hb) x 10-3 [N/mm2]
where,
where,
hs, b = The vertical and athwartship distance
[m], respectively, from the load point to the tank hs, hp, po = as given above
corner at the top of tank which is furthermost
away. hb = vertical distance [m], from the load point to
the waterline corresponding to draught Tb.
the top of air pipe.
Fig.3.2.2 : Tank shapes for internal tank pressure

Chapter 8 Part 3
Section 4
Side Shell Plating and Stiffeners
4.1 Side shell plating where,
4.1.1 The thickness 't' of side shell is not to be p = applicable design pressure [N/mm2], as
less than the minimum requirement given in given in Sec.3
4.1.4 nor less than:
 = allowable bending stress [N/mm2], as per
s p Table 4.1.1.
t  fafr  t c [mm]
2 
Table 4.1.1 :  values for side shell plating [N/mm2]
Between neutral
Framing At strength deck or
Region At neutral axis axis and strength
system bottom
deck or bottom
(175 - 120 fS)/k To be obtained by
Vertical 120/k
max. 120/k linear interpolation
0.4L amidships between values at
(185 - 100 fS)/k
Longitudinal 140/k neutral axis and at
max. 120/k
deck or bottom
Within 0.05L from
F.P. and 0.1L from 160/k
A.P.
To be obtained by linear interpolation between allowable values at regions
Elsewhere specified above
4.1.2 In way of large shear forces, the side shell 4.1.5 The breadth of the sheer strake is not to
plating thickness is to be adequate to meet the be less than (800+5L) [mm], however for ships
shear strength requirements given in Ch.5, of L < 90 [m], it need not exceed 200 D [mm].
Sec.4.
Where the thickness of the strength deck plating
4.1.3 The side shell plating is also to comply is greater than that required for side plating, the
with the requirements of buckling strength given sheer strake thickness is not to be less than the
in Ch.3, Sec.6. For approximate thickness mean of the two values.
corresponding to the buckling strength
requirements at deck and bottom, refer to Ch.7, 4.2 Side shell longitudinals
Sec.4.2.3 and Ch.9, Sec.4.1.4 respectively.
4.2.1 The section modulus 'Z' of side
4.1.4 The minimum thickness requirement of the longitudinals is not to be less than:
side shell plating is given by
s p l 2 .10 3
t = (5.0 + c.L) k + tc [mm] Z  Z c [cm 3 ]
12
c = 0.04 up to 4.6 [m] above the summer load
waterline. For each 2.3 [m] above this level, 'c' where,
may be reduced by 0.01 without being less than
zero. p = applicable design pressure at midpoint of
the span [N/mm2].
L need not be taken as more than 250 [m].

Page 5 of 7
___________________________________________________________________________________
 = (215 - 135 fS . fz) /k, maximum 160/k Where the free edge of the bracket exceeds 40
[N/mm2] for side longitudinals up to depth 'D' times the bracket thickness, the brackets are to
and within 0.4L amidships. be flanged. The flange width is to be at least
1/15 of the length of the free edge.
= 160/k [N/mm2] within 0.1L from ends and at
the level of short superstructure decks. 4.3.5 Brackets at ends of the main frame may
be omitted provided the frame is carried through
Between the regions specified above `' may be the supporting members and the section
obtained by linear interpolation. modulus obtained as per 4.3.2 is increased by
75 per cent.
For longitudinals supported by side verticals in
single deck constructions, `' is not to be taken 4.4 Tween deck frames, super structure
as greater than 135/k [N/mm2]. frames
4.3 Main frames 4.4.1 Tween deck frames and superstructure

frames located between the collision bulkhead
4.3.1 Frames located between the collision and the after peak bulkhead are to have section
bulkhead and the after peak bulkhead, modulus 'Z' not less than:
connected to the floors or the double bottom and
extending upto the lowest deck or shipside spl2 k
stringer are to be considered as main frames. Z  Z c [cm 3 ] and
1.6
4.3.2 The section modulus 'Z' of the main
frames bracketed at both ends as per 4.3.4 is = 4.0 (L.k) [cm3]
not to be less than :
where,
2
spl k p = applicable design pressure as given in
Z  Z c [cm 3 ] and
2.4 Sec.3.
= 6.5 (L.k) [cm3] 4.4.2 The lower end of the tween deck and
superstructure frames is to be connected to the
bracket or frame below or else it is to be
where, bracketed above the deck. The upper end is to
be bracketed to the deck beam or longitudinal.
p = applicable design pressure at midpoint of
the span or mean of the pressures at two ends, 4.5 Peak frames
whichever is greater, [N/mm2].
4.5.1 Vertical peak frames forward of the
4.3.3 The section modulus of a main frame collision bulkhead and aft of the after peak
however, is not to be less than that required for bulkhead are to have section modulus 'Z' not
the tween deck frame above. less than
4.3.4 Main frame brackets are to be as follows: spl2 k

Z  Z c [cm 3 ] and
length of the bracket : for upper bracket : 1.6
70 l [mm]
= 6.5 (L.k) [cm3]
- for lower bracket : 120 l [mm]
where,
section modulus at end (including bracket) - for
upper bracket : 1.7 Z [cm3] p = applicable design pressure [N/mm2], as
given in Sec.3.
- for lower bracket : 2.0 Z [cm3]
4.5.2 Peak frames are to be bracketed at top
where, and bottom and in way of side stringers, the
connection is to provide adequate shear
Z = section modulus of main frame as given in strength.
4.3.2.

Chapter 8 Part 3
4.6 Tripping brackets
4.6.1 Where the span of frames exceeds 5 [m]

and/or the flange width is less than 1/20 of the
span 'l', tripping brackets are to be fitted at the
middle of the span.
4.6.2 Forward of 0.15L from F.P., the tripping

brackets are to be fitted on frames as shown in
Fig.4.6.2. The spacing between tripping
brackets is not to exceed 2.5 [m] vertically.
4.6.3 The thickness of tripping brackets is to be

same as that of the frame web, however it need
not exceed 10 [mm].
Section 5
Girders
5.1 General Alternatively in fore peak spaces, unflanged

stringers supported by panting beams at
5.1.1 Web frames are to be fitted in way of hatch alternate frames may be provided. The
end beams and deck transverses. scantlings of these stringers is not to be less
than the following :
5.1.2 In the engine and boiler room, web frames
are to be fitted at the forward and aft end of the - width = 75 L [mm]
engine and every 5th frame in general. In
addition, where the engine room is situated aft - thickness = 6 + 0.025L [mm]
and the span of the frames up to the lowest
deck exceeds 6.5 [m], a side stringer is to be The panting beams are to comply with buckling
provided. The section modulus `Z' of the web strength requirement given in Ch.3, Sec.6 and
frames and side stringers is to be obtained as are to be bracketed to the frames. Intermediate
per 5.1.5 taking 'b' as the mean of the web frames are to be bracketed to the stringers.
frame or stringer spacings respectively, on
either side. The depth of the webs and stringers 5.1.4 The scantlings of simple girders and web
are not to be less than 2.5 times the depth of the frames supporting frames and longitudinals are
ordinary frames. to be in accordance with 5.1.5. The scantlings of
webs supporting fully effective side stringers are
Adequate deep beams are to be provided in line to based on point loadings and '' values given
with the web frames. in 5.1.5. The scantlings of the complex girder
system are to be based on a direct stress
5.1.3 In peak spaces, side stringers supporting analysis. The buckling strength of the cross ties,
vertical peak frames are normally to be fitted at where fitted, is to comply with the requirements
every 2.6 [m]. The section modulus `Z' of the given in Ch.3, Sec.6.
stringers is to be obtained as per 5.1.5. The
stringers are to be supported by web frames.

Page 7 of 7
___________________________________________________________________________________
5.1.5 The section modulus 'Z' of simple girders
and web frames is not to be less than : Between the regions specified above,  may be
b p S 2 .10 6
Z  Z c [cm 3 ] 5.1.6 The effective cross sectional area 'A' of the
m girder web at ends obtained as per Ch.3,
Sec.4.4 is not to be less than
where,
A = 60 Sbpk + 0.01 h tc [cm2] for stringers and
p = applicable design pressure [N/mm2], as upper ends of the web frames.
given in Sec 3.
= 80 Sbpk + 0.01 h tc [cm2] for lower ends of the
m = 12 for continuous longitudinal girders with web frames.
end attachments in accordance with Ch.3,
Sec.5. where,
= 10 for other girders with end attachments in h = girder height [mm].

accordance with Ch.3, Sec.5.
5.1.7 The girders are to be satisfactorily
 = (190 - 135 fS . fz)/k, max 160/k [N/mm2], for stiffened against buckling in accordance with the
continuous longitudinal girders within 0.4L requirements given in Ch.3, Sec.6. Tripping
amidships. brackets are to be fitted in accordance with the
requirements given in Ch.3, Sec.4.
= 160/k [N/mm2] for longitudinal girders within
0.1L from ends and for web frames in general.
End of Chapter

Page 1 of 8
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Chapter 9
Deck Structure
Contents
Section
1 General
3 Design Loads
4 Deck Platings and Stiffeners
5 Deck Girders and Pillars
6 Decks for Wheel Loading
Section 1
General
1.1 Scope ZR
fD 
1.1.1 The scantlings and arrangement of deck ZD
structure as defined in Ch.1, Sec.2 are to
comply with the requirements given in this where,
Chapter.
ZR = Rule midship section modulus [cm3], as
1.2 Symbols required by Ch.5, Sec.3.3.1.
L,B,T,Cb,k as defined in Ch.1, Sec.2. ZD = actual midship section modulus [cm3],

provided at deck calculated as per Ch.5,
tc,Zc = corrosion additions to thickness and Sec.3.1.
section modulus respectively as given in Ch.3,
Sec.2.1. z
fz 
fa, the correction factor for aspect ratio as zn
defined in Ch.3, Sec.3.1.
where,
Cw, ao, kv and ks as defined in Ch.4, Sec.1.2,
Sec.2.3 and Sec.3.2. zn = vertical distance [m], from the neutral axis
of the hull girder to the strength deck, in general.
s = spacing of stiffeners, [mm] For ships with continuous trunks refer to Ch.5,
Sec.3.1.3.
l = span of stiffeners, [m]
z = vertical distance [m], from the neutral axis of
b = spacing of girders, [m] the hull girder to the deck under consideration or
to the free flange of the deck longitudinal or
S = span of girders, [m] girder as relevant.
= roll angle [radians], as given in Ch.4, Sec.2.

Chapter 9 Part 3
Page 2 of 8 Deck Structure
Section 2
2.1 General 2.1.3 The continuity of the deck longitudinals is

to be maintained in accordance with Ch.3,
2.1.1 In tankers, the deck is normally to be Sec.5.1.1.
stiffened longitudinally in the cargo tank region,
however, where L does not exceed 75 [m], 2.1.4 The deck within the line of hatchway
consideration may be given to transversely openings is preferably to be stiffened
stiffened decks. transversely or alternatively the arrangements
are to provide adequate transverse buckling
2.1.2 In dry cargo ships of L>150 [m], the strength. Where the deck outside the line of
strength deck outside the line of hatchway hatchway openings is framed longitudinally, the
openings is normally to be longitudinally transverse beams or buckling stiffeners between
stiffened. the hatchways are to extend at least upto the
second longitudinal from the hatch side or
equivalent.
2.1.5 In ships with large hatch openings, the - hatch end beams (upon special conside-
effective cross-sectional area of the deck ration)
between the hatchways is to be sufficient to
withstand the transverse load acting on the - cross section of stool at top of transverse
ship's sides. Bending and shear stresses arising bulkhead
as a result of loading on the transverse
bulkhead supported by the deck area and also - cross section of transverse bulkhead (if
as a result of displacements caused by torsion plane or horizontally corrugated) down to
of the hull girder, are to be considered and the base of top wing tank or to 0.15 D from
necessary reinforcements are to be provided. deck.
The following items may be included in the The compressive stress in the above mentioned
effective cross-sectional area of the decks; items is not to be greater than 120/k [N/mm2],
corrosion additions, if any, are to be deducted: nor 80 per cent of the critical buckling stress
found in accordance with Ch.3, Sec.6.
- deck plating
2.1.6 Hatchway corners are to be of
- transverse beams and deck transverses streamlined, elliptical or circular shape as given

Page 3 of 8
___________________________________________________________________________________
in Ch.5, Sec.5.4. Where shapes other than the Fig.2.1.6. The butts of insert plates are to be
streamlined shape or equivalent are adopted, well clear of those in coaming.
insert plates are to be fitted at the hatch corners
in strength deck. The insert plates are to be 25 2.1.7 The weld connections are to comply with
per cent thicker than the deck plating outside the the requirements of Ch.17.
line of hatchways and are to extend as shown in
Section 3
Design Loads
3.1 Weather deck 3.2 Tween decks, platform decks and

accommodation decks
3.1.1 The design pressure 'p' on decks or parts
of decks which are exposed to the wash of the 3.2.1 The design pressure 'p' on tween decks,
sea is to be taken as: platform decks and accommodation decks is to
be taken as :
p = Rs ks (Cw-0.8 ho) . 10-3 [N/mm2]
 0.5 k v a o  2
where, p  q 1   .10 [ N/mm 2 ]
 Cb 
ho = vertical distance [m], from the summer load
waterline to the deck. where,
'p' is not to be taken as less than q = deck cargo load [t/m2].
- 0.015 [N/mm2] for weather decks forward of = .H [t/m2] for tween decks
0.15L from F.P. or forward of deckhouse
front whichever is the foremost position = 1.6 [t/m2] for platform decks in machinery
spaces
- 0.005 [N/mm2] for weather decks elsewhere.
= 0.35 [t/m2] for accommodation decks.
3.1.2 For weather decks except those forming
crowns of tanks in dry cargo ships, the design H = tween deck height or height measured upto
pressure 'p' is to be taken as the greater of that the top of hatchway coaming, [m].
given by 3.1.1 and 3.2.1, taking deck load `q' as
not less than:  = cargo density [t/m3], not to be taken as less
than 0.7 [t/m3] except as specified in Ch.4,
q = 1.0 [t/m2] for L  100 [m] Sec.3.4.1.
= 1.3 [t/m2] on superstructure deck for L  150 3.2.2 For decks forming crowns of tanks the
[m] design pressure 'p' is to be taken as the greater
of that given by 3.2.1 and 3.3.2.
= 1.75 [t/m2] on freeboard deck for L  150 [m]
3.3 Decks forming tank boundaries
For L between 100 [m] and 150 [m], 'q' is to be
obtained by linear interpolation. 3.3.1 The design pressure 'p' for decks forming
the bottom of a tank may be taken as the
Where the design stowage height of weather greater of the following:
deck cargo is smaller than 2.3 [m], an
appropriate combination of the two loads is to be p = 6.7 hp . 10-3 [N/mm2] or
considered.
= 0.01 hs+po [N/mm2]
3.1.3 For weather decks forming crowns of
tanks, the design pressure 'p' is to be taken as where,
the greater of that given by 3.1.1 and 3.3.2.

Chapter 9 Part 3
hp = vertical distance [m], from the deck to the the crown of a tank may be taken as the greater
top of air pipe of the following:
hs = vertical distance [m], from the deck to the p = 6.7 hp . 10-3 [N/mm2] or
top of the tank
= 6.7 (hs + b) . 10-3 [N/mm2]
po = 0.01 [N/mm2] for L  20 [m]
= 0.01 hs + po [N/mm2]
= 0.024 [N/mm2] for L  90 [m]
where, hp and po are as given in 3.3.1.
For L between 20 [m] and 90 [m], 'po' is to be
obtained by linear interpolation. hs, b = the vertical and athwartship distance, [m]
respectively, from the point of deck under
However, in mechanically propelled cargo ships consideration to the tank corner at the top of the
of 500 GT and above and passenger ships, for tank which is furthermost away.
tanks forming part of the watertight subdivision,
(See Ch.10, Cl.4.2.1) p0 is to be taken as not In case of tanks with stepped upper contour, the
less than 0.024 [N/mm2]. largest value of 'p' resulting from the hs, b,
measurements to various tank top corners is to
3.3.2 The design pressure 'p' for decks forming be considered.
Section 4
Deck Platings and Stiffeners
4.1 Deck platings  = allowable bending stress [N/mm2] as per

Table 4.1.2.
4.1.1 The thickness of the strength deck plating
outside the line of hatchway openings is to be 4.1.3 The minimum thickness requirement of the
adequate to give the necessary hull section deck platings is given by:
modulus and moment of inertia required by
Ch.5. t = (to+0.02L) k + tc [mm]
4.1.2 The thickness 't' of deck platings is not to L need not be taken as more than 250 [m].
be less than the minimum requirement given in
4.1.3 nor less than: where,
fa .s p to = 6 for strength decks and forecastle decks

t  t c [mm]
2  = 5.5 for tween decks and first tier of erections
where, = 5.0 for other decks.
p = applicable design pressure [N/mm2] as given Where deck coverings in accordance with Ch.2,
in Sec.3. Sec.4 are provided, the deck thickness may be
reduced by 10 per cent without being less than
5.0 [mm].

Page 5 of 8
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Table 4.1.2 :  values for deck plating [N/mm2]
Framing Other continuous

Region Strength deck Short decks
system decks
(175 - 120 fD)/k (175 - 120 fD.fz)/k
Transverse 160/k
max. 120/k max. 160/k
0.4L amidships
(185 - 100 fD)/k (185 - 100 fD.fz)/k
Longitudinal 160/k
max. 120/k max. 160/k
Within 0.1L from
160/k
ends
To be obtained by linear interpolation between allowable values at regions
Elsewhere
specified above
4.1.4 The strength deck plating outside the line where,

of hatchways is also to comply with the
requirements of buckling strength given in Ch.3, p = applicable design pressure [N/mm2] as given
Sec.6. in Sec.3.
For ships of L > 90 [m], thickness 't' of the  = (215-135fD.fz)/k, max. 160/k [N/mm2] for
strength deck plating within 0.4L amidships, strength deck and decks of long
corresponding to the buckling strength superstructures/deckhouses within 0.4L
requirement may be approximated as: amidships.
0.009 s k = (225-135fD.fz)/k, max. 160/k [N/mm2] for

t  t c [mm] continuous decks below strength deck within
(1  0.75 f D ) 0.4L amidships.
- for longitudinally stiffened decks and = 160/k [N/mm2] within 0.1L from ends and for
short decks.
0.0164 s k Elsewhere,  may be obtained by linear

 t c [mm]
[1  ( s / 1000l ) ] (1  0.75 f D )
2 interpolation.
The longitudinals are also to comply with the

- for transversely stiffened decks. requirements of buckling strength given in Ch.3,
Sec.6.
4.1.5 In way of ends of bridges, poops and
forecastles, the thickness of the strength deck 4.2.2 The section modulus 'Z' of transverse
stringer strake is to be increased by 20 per cent beams is not to be less than
over four frame spaces fore and also aft of the
end bulkheads.
spl2
Z  Z c [cm 3 ]
4.2 Deck stiffeners 1.6
4.2.1 The section modulus 'Z' of deck where,
longitudinals is not to be less than:
p = applicable design pressure [N/mm2] as given
s p l 2 .10 3 in Sec.3.
Z  Z c [cm 3 ]
12

Chapter 9 Part 3
Section 5
Deck Girders and Pillars
5.1 Girders 5.1.5 The girders are to be satisfactorily

stiffened against buckling in accordance with the
5.1.1 Deck girders and transverses are to be requirements given in Ch.3, Sec.6. Tripping
arranged in line with vertical members of brackets are to be fitted in accordance with the
scantlings sufficient to provide adequate requirements given in Ch.3, Sec.4.
support.
5.2 Cantilevers
5.1.2 The scantlings of simple girders and
transverses are to be in accordance with 5.1.3. 5.2.1 The scantlings of cantilever beams and
The scantlings of a complex girder system are to supportings frame will be specially considered.
be based on a direct stress analysis.
5.3 Pillars
5.1.3 The section modulus 'Z' of deck girders is
not to be less than: 5.3.1 The scantlings of the pillars are to be in
accordance with the requirements of Ch.3,
b p S 2 .10 6 Sec.6. Axial load, if any, from pillars above is to
Z  Z c [cm 3 ] be added to the load from deck girders.
m
The minimum wall thickness 't' [mm], of the
where, tubular pillars is not to be less than:
p = applicable design pressure [N/mm2] as given t = 4.5 + 0.015 d for d < 300 [mm]
in Sec.3.
= 0.03d for d  300 [mm]
m = 12 for continuous longitudinal girders with
end attachments in accordance with Ch.3, where,
Sec.5.
d = diameter of the pillar [mm].
= 10 for other girders with end attachments in
accordance with Ch.3, Sec.5. 5.3.2 Pillars are to be fitted in the same vertical
line wherever possible, and arrangements are to
 = (190-135fD.fz)/k, max. 160/k [N/mm2] for be made to effectively distribute the load at the
continuous longitudinal girders within 0.4L heads and heels. Where pillars support
amidships. eccentric loads, they are to be strengthened for
the additional bending moments imposed upon
= 160/k [N/mm2] for longitudinal girders within them. Doubling or insert plates are generally to
0.1L from ends and for transverse girders in be fitted at the head and heel of hollow pillars.
general.
5.3.3 The pillars are to have a bearing fit and
Elsewhere, `' may be obtained by linear are to be attached to the head and heel plates
interpolation. by continuous welding.
5.1.4 The effective cross sectional area 'A' of the 5.3.4 Where the heels of hold pillars are not
girder web at ends obtained as per Ch.3, directly above the intersection of plate floors and
Sec.4.4 is not to be less than: girders, partial floors and intercostal girders are
to be fitted as necessary to support the pillars.
A = 70.S.b.p k + 0.01h tc [cm2] Lightening holes or manholes are not to be cut
in the floors and girders below the heels of
where, pillars.
h = girder height [mm].

Page 7 of 8
___________________________________________________________________________________
5.3.5 Inside tanks, hollow pillars are not to be where,
used and strengthening at the heads and heels
of pillars is not to be obtained by means of p = design pressure as given in Sec.3, causing
doubling plates. Where hydrostatic pressure the tensile stress in pillar
may give rise to tensile stresses in the pillars,
their sectional area 'A' is not to be less than AL = load area of deck [m2], being supported by
the pillar.
A = 70.AL.p [cm2]
Section 6
Decks for Wheel Loading
6.1 General
b = extent [mm], of the load area perpendicular
6.1.1 Where it is proposed either to stow to the stiffener (see Fig.6.2.1)
wheeled vehicles on the deck or to use wheeled
vehicles for cargo handling, the requirements of
this section are to be complied with in addition to
those given in the preceding sections.
6.1.2 The requirements given below are based

on the assumption that the considered element
(Deck plating and/or stiffener) is subjected to
one load area only, and that the element is
continuous over several evenly spaced
supports. The requirements for other loads
and/or boundary conditions will be specially
considered.
A "load area" is the tyre print area of individual

wheels; for closely spaced wheels it may be
taken as the enveloped area of the wheel group.
av = vertical acceleration [m/s2], as follows:
6.1.3 The details of wheel loadings are to be
forwarded by the shipbuilder. These details are 9.81. k v a o
to include the proposed arrangement and  [m/s 2 ]
dimensions of tyre prints, axle and wheel Cb
spacings, maximum axle load and tyre pressure.
- for stowed vehicles, in sea going condition
6.2 Wheel loads
6
6.2.1 The pressure 'p' from the wheels on deck  [m/s 2 ]
is to be taken as: W
W for cargo handling vehicles in harbour condition.

p . (9.81  0.5 a v ) .10 3 [ N/mm 2 ]
n.a.b 6.3 Deck plating
where, 6.3.1 The thickness 't' of deck plating subjected
to wheel loadings is not to be less than;
W = maximum axle load, [t]. For fork lift trucks,
the total weight is to be taken as the axle load.
c2 b s p k
t  c1 f a  t c [mm]
n = number of "load areas" per axle m
a = extent [mm], of the load area parallel to the where,
stiffener (see Fig.6.2.1)

Chapter 9 Part 3
fa = (1.1 - 0.25 s/l) for s  l, however need not be = 0.127 in general for harbour conditions
taken as greater than 1.0
= As per Table 6.3.1 for upper deck within 0.4L
a,b,s,l = deck panel dimensions [mm] (see amidships.
Fig.6.2.1)
c1 = 0.137 in general for seagoing conditions
Table 6.3.1 : c1 values for upper deck plating within 0.4Lamidships
Framing system c1-seagoing conditions c1-harbour conditions

Longitudinal 0.145 0.130
Transverse 0.180 0.145
For upper deck plating between 0.4L amidships

and 0.1L from ends, c1 is to be varied linearly. = 38 when the continuous stiffeners can be
considered as rigidly supported at girders
4.2 against rotation.
c 2  1.3  ,
(a/s  1.8) 2  = 160/k [N/mm2] in general, for seagoing
conditions
however, need not be taken as greater than 1.0
= 180/k [N/mm2] in general, for harbour
38 conditions
m for b  s.
(b/s)  4.7 (b/s)  6.5
2
= As per Table 6.4.1 for deck longitudinals
within 0.4L amidships, but not exceeding the
above general values.
6.4 Deck stiffeners
For deck longitudinals between 0.4L amidships
6.4.1 The section modulus 'Z' of deck beams and 0.1L from ends is to be varied linearly.
and longitudinals subjected to wheel loadings is
Table 6.4.1 :  Values for longitudinals
c . a . b . l . p 3 within 0.4L amidships
Z 3 10  Z c [cm 3 ]
m
Condition  [N/mm2]
where, Seagoing (215-135fD.fz)/k
Harbour (225-85 fD.fz)/k
c3 = (1.15 - 0.25 b/s) for b  s, however need not
be taken as greater than 1.0 6.5 Deck girders
r 6.5.1 The scantlings of girders will be specially

m considered based on the most severe condition
(a / l )  4.7 a / l  6.5
2
of moving or stowed vehicles. Also see 6.1.3.
r = 29 for continuous stiffeners supported at
girders
End of Chapter

Page 1 of 17
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Chapter 10
Bulkheads
Contents
Section
1 General
2 Subdivision and Arrangement
4 Design Loads
5 Plating and Stiffeners
6 Girders
Section 1
General
1.1 Scope L, B, T, Cb, k as defined in Ch.1, Sec.2.
1.1.1 The requirements of this chapter cover the tc, Zc are corrosion additions to thickness and
arrangement and scantlings of watertight and section modulus respectively as given in Ch.3,
deep tank bulkheads. Sec.2.1
1.1.2 The requirements also cover the non- ao, kv are as defined in Ch.4.
watertight bulkheads and shaft tunnels.
s = spacing of stiffeners [mm]
1.2 Statutory requirements
l = span of stiffeners [m]
1.2.1 Where applicable, the number and
disposition of bulkheads are to be arranged to b = spacing of girders [m]
meet the requirements for subdivision,
floodability and damage stability in accordance S = span of girders [m]
with the requirements of the National Authority
of the country in which the ship is registered. ZR
fD 
1.3 Definitions and Symbols ZD
1.3.1 Bulkhead Deck: In a passenger ship, the ZR

uppermost deck at any point in the length of the fB 
ship to which the main bulkheads and the ship’s ZB
shell are carried watertight and the lowermost
deck from which passenger and crew where,
evacuation will not be impeded by water in any
stage of flooding for damage cases defined in ZR = Rule midship section modulus [cm3] as
SOLAS Ch II-1 Reg.8 and in SOLAS Ch II-1 required by Ch.5, Sec.3.3.3.
Part B-2. The bulkhead deck may be a stepped
deck. ZD, ZB = Actual midship section moduli in [cm3]
In a cargo ship the freeboard deck may be taken provided at deck and bottom respectively
as the bulkhead deck. calculated as per Ch.5, Sec.3.1.

Chapter 10 Part 3
Page 2 of 17 Bulkheads
fs = fD for side shell area above neutral axis

zn = vertical distance [m] from the neutral axis of
fs = fB for side shell area below neutral axis the hull girder to the strength deck or bottom as
relevant.
z
fz  z = vertical distance [m] from the neutral axis of
zn the hull girder to the stiffener or girder.
where,
Section 2
Subdivision and Arrangement
2.1 Number of bulkheads 2.1.3 Proposals to dispense with one or more of

these bulkheads will be considered, subject to
2.1.1 The following transverse watertight suitable structural compensation, in case they
bulkheads are to be fitted in all ships: interfere with the requirements of a special
trade.
- A collision bulkhead;
2.2 Position of collision bulkhead
- An afterpeak bulkhead;
2.2.1 The distance Xc from the forward
- A bulkhead at each end of the perpendicular to the collision bulkhead is to be
machinery space. between the following limits:
For ships without longitudinal bulkheads in the Xc,min = 0.05LL - XR [m] for L < 200 [m].
cargo region, additional transverse watertight
bulkheads are to be fitted so that the total = 10 - XR [m] for L  200 [m].
number of bulkheads is not less than that given
in Table 2.1.1. Xc,max = 0.05 LL - XR + 3 [m] for L < 100 [m].
= 0.08 LL - XR [m] for L  100 [m].

Table 2.1.1: Total no. of bulkheads
For ships with ordinary bow shape;
Engine Room Location
XR = 0
Ship length [m] Aft* Elsewhere
L  65 3 4 For ships having any part of the underwater
65 < L  85 4 4 body extending for'd of the forward
perpendicular e.g., a bulbous bow;
85 < L  105 5 5
105 < L  115 5 6 XR = the least of :
115 < L  125 6 6 - G/2;
- 0.015 LL and
125 < L  145 6 7
- 3.0 [m].
145 < L  165 7 8
165 < L  190 8 9 where,
L > 190 Specially considered G = the distance from forward perpendicular to
* With aftpeak bulkhead forming after boundary the forward end of the protruded part [m]
of machinery space
LL = the load line length of the vessel [m], as per
2.1.2 The ordinary transverse watertight International Load Line Convention (see Ch.1).
bulkheads in the holds should be spaced at
reasonably uniform intervals. Where non- 2.2.2 Consideration will however be given to
uniform spacing is unavoidable and the length of proposals for the collision bulkhead positioned
a hold is unusually large, the transverse strength aft of the limits given in 2.2.1, provided that the
of the ship is to be maintained by providing application is accompanied by calculations
additional web frames, increased framing etc. showing that with the ship fully loaded to

Page 3 of 17
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summer draught on even keel, flooding of space 2.4 Height of bulkheads
forward of the collision bulkhead will not result in
any part of the bulkhead deck / freeboard deck 2.4.1 The watertight bulkheads are in general to
becoming submerged, nor result in any extend to the bulkhead deck / freeboard deck.
unacceptable loss of stability. The afterpeak bulkhead however, may terminate
at the first deck above the load waterline,
2.2.3 Any recesses or steps in collision provided that this deck is made watertight to the
bulkheads are to fall within the limits of bulkhead stern or to a watertight transom floor provided
positions given in 2.2.1. Where the bulkhead is the degree of safety of the ship as regards the
extended above the bulkhead deck / freeboard subdivision is not thereby diminished.
deck, the extension need only be to weathertight
standards. If a step occurs at that deck, the deck 2.4.2 The collision bulkhead is normally to
also need be to only weathertight standards in extend to the bulkhead deck / freeboard deck or,
way of the step unless the step forms the crown in the case of ships with combined bridge and
of a tank. forecastle or a long superstructure that includes
a forecastle, to the superstructure deck.
2.2.4 In ships fitted with visor or bow doors, in However, if a ship is fitted with more than one
which a sloping loading ramp forms part of the complete superstructure deck, the collision
collision bulkhead above the bulkhead deck / bulkhead may be terminated at the deck next
freeboard deck, that part of the ramp which is above the bulkhead deck / freeboard deck.
more than 2.3 [m] above the bulkhead deck / Where the collision bulkhead extends above the
freeboard deck may extend forward of the bulkhead deck / freeboard deck, the extension
minimum limit specified in 2.2.1. Such a ramp is need only be to weathertight standard.
to be weathertight over its complete length.
2.4.3 In passenger ships of restricted draught
2.3 After peak bulkhead and shaft tunnel and all ships of unusual design, the height of
bulkheads will be specially considered.
2.3.1 All ships are to have an after peak
bulkhead generally enclosing the sterntube and 2.5 Openings in watertight bulkheads and
rudder trunk in a watertight compartment. In twin closing appliances - General
screw ships where the bossing ends forward of
the after peak bulkhead, the sterntubes are to 2.5.1 Openings may be accepted in watertight
be enclosed in suitable watertight spaces inside bulkheads except in that part of collision
or aft of the shaft tunnels. bulkhead which is situated below the bulkhead
deck / freeboard deck. The number of openings
2.3.2 In passenger ships, the stern gland is to in watertight subdivisions is to be kept to a
be situated in a watertight shaft tunnel or other minimum compatible with the design and proper
watertight space separate from the stern tube working of the ship. Where penetrations of
compartment and of such volume that if flooded watertight bulkheads are necessary for access,
by leakage through the stern gland, the piping, ventilation, electrical cables, etc.,
bulkhead deck will not be immersed. arrangements are to be made to maintain the
In cargo ships, where the inboard end of the watertight integrity. Relaxation in the
stern tube extends into the engine room, watertightness of openings above the bulkhead
provision of an approved watertight/ oil tight deck / freeboard deck may be considered
gland system for sealing of the inboard end of provided it is demonstrated that any progressive
the stern tube at the aft peak/engine room flooding can be easily controlled and that the
watertight bulkhead is considered sufficient to safety of the ship is not impaired.
minimize danger of water penetrating into the
ship in case of damage to stern tube 2.5.2 Openings in the collision bulkhead above
arrangements. the bulkhead deck / freeboard deck are to have
(See also Pt.4, Ch.4, Sec. 6.16). weathertight doors or an equivalent
arrangement.
2.3.3 In ships with engines situated amidships, a
watertight shaft tunnel is to be arranged. 2.5.3 Doors, manholes, permanent access
Openings in the forward end of shaft tunnels are openings or ventilation ducts are not to be cut in
to be fitted with watertight sliding doors capable the collision bulkhead below the freeboard deck.
of being operated from a position above the load
water line.

Chapter 10 Part 3
2.5.4 Where watertight bulkhead stiffeners are

cut in way of watertight doors in the lower part of c) Intermediate Waterplane : The waterplane
the bulkhead, the opening is to be suitably in still water, which represents the
framed and reinforced. Where stiffeners are not instantaneous floating position of a vessel at
cut but the spacing between the stiffeners is some intermediate stage between
increased on account of watertight doors, the commencement and completion of flooding
stiffeners at the sides of the doorways are to be when, taking account of the assumed
increased in depth and strength so that the instantaneous state of flooding, the weight
efficiency is at least equal to that of the and buoyancy forces acting on a vessel are
unpierced bulkhead, without taking the stiffeners in balance.
of the door-frame into consideration.
d) Sliding Door or Rolling Door : A door having
2.6 Doors in watertight bulkheads for ships a horizontal or vertical motion generally
where subdivision / damage stability require- parallel to the plane of the door.
ments are applicable
e) Hinged Door : A door having a pivoting
2.6.1 The requirements in 2.6.1 to 2.6.15 apply motion about one vertical or horizontal
to doors located in way of the internal watertight edge.
subdivision boundaries and the external
watertight boundaries necessary to ensure 2.6.3 Structural design
compliance with the relevant subdivision and
damage stability regulations. Doors are to be of approved design and are to
be of a strength equivalent to that of the
These requirements do not apply to doors subdivision bulkheads in which they are fitted.
located in external boundaries above equilibrium
or intermediate waterplanes. 2.6.4 Operation mode, location and outfitting
2.6.2 Definitions Doors are to be fitted in accordance with all

requirements regarding their operation mode,
For the purpose of the requirements in this location and outfitting, i.e. provision of controls,
subsection (2.6) the following definitions apply: means of indication etc. as shown in Table
2.6.4. For passenger ships, in addition to the
a) Watertight : Capable of preventing the requirements given in the Table 2.6.4 the
passage of water in any direction under a watertight doors and their controls are to be
design head. The design head for any part located in compliance with the following:
of a structure shall be determined by
reference to its location relative to the a) The door is to be located inboard of the
bulkhead deck or freeboard deck, as damage zone B/5 on P&S as per SOLAS II-
applicable, or to the most unfavourable 1 Reg.13.7.
equilibrium / intermediate waterplane, in
accordance with the applicable subdivision b) The door controls including hydraulic piping
and damage stability regulations, whichever and electric cables are to be kept as close
is the greater. A watertight door is thus one as practicable to the bulkhead in which the
that will maintain the watertight integrity of doors are fitted in order to minimize the
the subdivision bulkhead in which it is likelihood of them being involved in any
located. damage to the ship. The positioning of
doors and controls is to be such that if the
b) Equilibrium Waterplane : The waterplane in ship sustains damage within damage zone
still water when, taking account of flooding B/5 as mentioned above, the operation of
due to an assumed damage, the weight and the doors clear of the damaged portion of
buoyancy forces acting on a vessel are in the ship is not impaired.
balance. This relates to the final condition
when no further flooding takes place or after
cross flooding is completed.

Page 5 of 17
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voyage, they shall be fitted with a device to
2.6.4.1 Frequency of use whilst at sea prevent unauthorised opening.
a) Normally closed c) Used

Kept closed at sea but may be used if Kept closed, but may be opened during
authorised. To be closed again after use. navigation to permit the passage of
passengers or crew, or when work in the
b) Permanently closed immediate vicinity of the door necessitates it
being opened. The door is to be
The time of opening such doors in port and immediately closed after use. This is subject
of closing them before the ship leaves port to prior approval by the Administration.
shall be entered in the log-book. Should
such doors be accessible during the

Chapter 10 Part 3
Table 2.6.4 Doors in Internal Watertight Bulkheads and External Watertight Boundaries in Passenger Ships and Cargo Ships
A. Door in Internal Watertight Bulkheads

Position 1. Regulation 2. Frequency of 3.Type 4.Remote 5.Remote 6.Audible or 7.Notice 8.Comments
relative to Use while at Closure Indication Visual Alarm
bulkhead or sea
freeboard deck
I. Passenger Ships
SOLAS II-1/10,
13.4, 13.5.1, For doors that are
13.5.2,13.6, Yes used, see SOLAS II-
Used POS Yes Yes No
13.7.1,13.8.1, (local) 1/22.3 and IMO
13.8.2, 16.2, 22.1, MSC.1/Circ.1564
(1)Below
22.3 and 22.4
SOLAS II-1/10,
13.9.1, 13.9.2, See Notes 3, 4 & 6
Perm. Closed S, H No No No Yes
14.2, 16.2, 22.2
and 22.5
SOLAS II-1/10, Yes
POS, POH Yes Yes No
16.2, 17.1 and 22.3 (local) See Note 7
S, H No Yes No Yes See Note 1
Used
SOLAS II-1/17- Doors giving access to
1.1.1, 17-1.1.2, 17- Yes below Ro-Ro Deck
S, H No Yes Yes
(2)At or above 1.1.3, 23.6 and (remote)
23.8
SOLAS II-1/17-
1.1.1, 17-1.1.2, 17- Yes
Perm. Closed S, H No Yes Yes See Notes 1, 3 & 4
1.1.3, 22.7 and (remote)
23.3 to 23.5
II. Cargo Ships
SOLAS II-1/10, 13-
1.2, 16.2 and 22.3
MARPOL I/28.3
ICLL66+A.320 Used POS Yes Yes Yes (local) No
1988 Protocol to
ICLL66, IBC, and
IGC
SOLAS II-1/10, 13-
(1)Below
1.3, 16.2, 22.3 and Norm. Closed S, H No Yes No Yes See Note 1
24.4
SOLAS II-1/10, 13-
1.4, 16.2, 24.3, and
24.4
Perm. Closed S, H No No No Yes See Notes 3 & 4
SOLAS II-1/10, 13-
1.4, 13-1.5, 16.2,
22.2, 24.3 and 24.4

Page 7 of 17
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SOLAS II-1/10, 13-

1.2, 16.2 and 22.3
MARPOL I/28.3
ICLL66+A.320 Used POS Yes Yes Yes (local) No See Notes 2 & 5
1988 Protocol to
ICLL66, IBC, and
(2)At or above IGC
SOLAS II-1/10, 13-
1.3, 16.2, 22.3 and Norm. Closed S, H No Yes No Yes See Note 1
24.4
SOLAS II-1/10, 13-
1.4, 13-1.5, 16.2, Perm. Closed S, H No No No Yes See Notes 3 & 4
24.3 and 24.4
Notes:
1. If hinged, this door is to be of quick acting or single action type.
2. Under ICLL66, doors separating a main machinery space from a steering gear compartment may be hinged single action type provided the lower sill of such doors is above
the Summer Load Line and the doors remain closed at sea whilst not in use.
3. The time of opening such doors in port and closing them before the ship leaves port is to be entered in the logbook, in case of doors in watertight bulkheads subdividing
cargo spaces.
4. Doors are to be fitted with a device which prevents unauthorized opening.
5. Under MARPOL, hinged watertight doors may be acceptable in watertight bulkhead in the superstructure.
6. Passenger ships which have to comply with SOLAS II-1/14.2 require an indicator on the navigation bridge to show automatically when each door is closed and all door
fastenings are secured.
7. Refer to the Explanatory Note to Regulation 17.1 of Res.MSC.429(98) regarding sliding watertight doors with a reduced pressure head and sliding semi-watertight doors.

Chapter 10 Part 3
Table 2.6.4 Doors in Internal Watertight Bulkheads and External Watertight Boundaries in Passenger Ships and Cargo Ships
B. Door in External Watertight Boundaries below equilibrium or intermediate waterplane

Position 1. Regulation 2. Frequency of 3.Type 4.Remote 5.Remote 6.Audible or 7.Notice 8.Comments
relative to Use while at Closure Indication Visual Alarm
bulkhead or sea
freeboard deck
I. Passenger Ships
SOLAS II-1/15.9,
(1)Below 22.6 and 22.12 Perm. Closed S, H No No No Yes See Notes 2 & 3
SOLAS II-1/17.1
and 22.3 S, H No Yes No Yes See Note 1
MSC.Circ.541 Norm.
SOLAS II-1/17- Closed
Yes Doors giving access to
(2)At or above 1.1.1, 17-1.1.2, 17- S, H No Yes Yes
(Remote) below Ro-Ro Deck
1.3, 23.6 and 23.8
SOLAS II-1/17-
Yes
1.1.1, 17-1.1.2, 17- Perm. Closed S, H No Yes Yes See Notes 2 & 3
(Remote)
1.3, 23.3 and 23.5
II. Cargo Ships
SOLAS II-1/15.9,
15-1.2, 15-1.3, 15-
(1)Below Perm. Closed S, H No Yes No Yes See Notes 2 & 3
1.4, 22.6, 22.12
and 24.1
SOLAS II-1/15-1.2 Norm. Closed S, H No Yes No Yes See Note 1
(2)At or above SOLAS II-1/15-1.2
Perm. Closed S, H No Yes No Yes See Notes 2 & 3
and 15-1.4
Notes:
1. If hinged, this door is to be of single action type.
2. The time of opening such doors in port and closing them before the ship leaves port is to be entered in the logbook.
3. Doors are to be fitted with a device which prevents unauthorized opening.

Page 9 of 17
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2.6.4.2 Types of doors in Table 2.6.4 2.6.4.4 Indication*
Power operated, sliding or rolling POS a) Where shown in Table 2.6.4, position
Power operated, hinged POH indicators are to be provided at all remote
Sliding or rolling S operating positions for all ships and provided
Hinged H locally on both sides of the internal doors for
cargo ships, to show whether the doors are
2.6.4.3 Control open or closed and if applicable, with all
dogs/cleats fully and properly engaged.
a) Local
b) The door position indicating system is to be of
All doors, except those which are to be self-monitoring type and means for testing of the
permanently closed at sea, are to be indicating system is to be provided at the
capable of being opened and closed by position where the indicators are fitted.
hand, (and by power, where applicable)
locally, from both sides of the doors, with c) A diagram showing the location of the door
the ship listed to either side. In the case of and an indication to show its position is to be
passenger ships, it is to be possible to close provided at the central operating console
the door from a position above the bulkhead located at the navigating bridge. A red light is to
deck with an all round crank motion or some indicate that the door is in open position and a
other movement providing the same degree green light is to indicate that the door is in
of safety. closed position. When the door is closed from
this remote position, the red light is to flash
For passenger ships, the angle of list at when the door is in an intermediate position.
which operation by hand is to be possible is This applies to passenger ships and cargo
15 degrees . ships.
For cargo ships, the angle of list at which d) Signboard/ instructions should be placed in
operation by hand is to be possible is 30 way of the door advising how to act when the
degrees. door is in “doors closed” mode.
(* Arrangements for passenger ships is to (* - Refer to SOLAS II-1/ Reg.13, 13-1, 15-1 and
be in accordance with SOLAS II- 17-1, IEC 60092-504, IMO International Code
I/Reg.13.7.1.4 and 13.7.1.5 and II-1/Reg.13- on Alarms and Indicators 2009)
1.2 for cargo ships)
2.6.4.5 Alarms*
b) Remote
a) For passenger ships, failure of the normal
Where indicated in Table 2.6.4, doors are to be power supply of the required alarms is to be
capable of being remotely closed by power from indicated by an audible and visual alarm at the
the bridge* for all ships, and by hand also from a central operating console at the navigation
position above the bulkhead deck for passenger bridge. For cargo ships, failure of the normal
ships as required by SOLAS II-1/Reg. 13.7.1.4. power supply of the required alarms is to be
Where it is necessary to start the power unit for indicated by an audible and visual alarm at the
operation of the watertight door, means to start navigation bridge.
the power unit is also to be provided at remote
control stations. The operation of such remote b) All door types including power-operated
control is to be in accordance with Pt.4, Ch.8, sliding watertight doors which are to be capable
Clauses 10.1.9 to 10.1.12. For tankers, where of being remotely closed are to be provided with
there is a permanent access from a pipe tunnel an audible alarm, distinct from any other alarm
to the main pump room, in accordance with in the area, which will sound whenever such a
SOLAS II-2/Reg.4.5.2.4 the watertight door is to door is remotely closed. For passenger ships
be capable of being manually closed from the alarm is to sound for at least 5 s but not
outside the main pump room entrance in more than 10 s before the door begins to move
addition to the requirements above. and is to continue sounding until the door is
completely closed. In the case of remote closure
(* - Arrangements are to be in accordance with by hand operation, an alarm is required to sound
SOLAS II-1/Reg. 13.7.1.5 for passenger ships only while the door is actually moving.
and 13-1.2 for cargo ships.)

Chapter 10 Part 3
In passenger areas and areas of high ambient 2.6.6 Testing

noise, the audible alarms are to be
supplemented by visual signals at both sides of a) Doors which become immersed by an
the doors. equilibrium or intermediate waterplane are
to be subjected to a hydrostatic pressure
c) All watertight doors, including sliding doors, test. (See also Ch.18, Table 3.3.1).
operated by hydraulic door actuators, either a
central hydraulic unit or an independent b) For large doors intended for use in the
hydraulic unit for each door is to be provided watertight subdivision boundaries of cargo
with a low fluid level alarm or low gas pressure spaces, structural analysis may be accepted
alarm, as applicable or some other means of in lieu of pressure testing. Where such
monitoring loss of stored energy in the hydraulic doors utilise gasket seals, a prototype
accumulators. For passenger ships this alarm is pressure test to confirm that the
to be both audible and visible and is to be compression of the gasket material is
located on the central operating console at the capable of accommodating any deflection,
navigation bridge. For cargo ships, this alarm is revealed by the structural analysis, is to be
to be both audible and visible and should be carried out.
located at the navigation bridge.
c) Doors above freeboard or bulkhead deck,
(* - Refer to SOLAS II-1/ Reg.13, 13-1, 15-1 and which are not immersed by an equilibrium or
17-1, IEC 60092-504, IMO International Code intermediate waterplane but become
on Alarms and Indicators 2009) intermittently immersed at angles of heel in
the required range of positive stability
2.6.4.6 Notices beyond the equilibrium position are to be
hose tested.
As shown in Table 2.6.4, doors which are
normally closed at sea but not provided with 2.6.6.1 Pressure testing
means of remote closure, are to have notices
fixed to both sides of the doors stating, 'To be .1 The head of water used for the pressure test
kept closed at sea'. Doors which are to be is to correspond to at least the head measured
permanently closed at sea are to have notices from the lower edge of the door opening, at the
fixed to both sides stating, 'Not to be opened at location in which the door is to be fitted in the
sea'. vessel, to the bulkhead deck or freeboard deck,
as applicable, or to the most unfavourable
2.6.4.7 Location damage waterplane, if that be greater. Testing
may be carried out at the factory or other shore
For passenger ships the watertight doors and based testing facility prior to installation in the
their controls are to be located in compliance ship.
with SOLAS II-1/Reg.13.5.3 and II-
1/Reg.13.7.1.2.2. .2 For doors on passenger ships which are used
at sea or which become submerged by the
2.6.5 Fire doors equilibrium or intermediate waterplane, a
prototype test is to be conducted, on each side
Watertight doors may also serve as fire doors of the door, to check the satisfactory closing of
but need not be fire-tested if fitted on cargo the door against a force equivalent to a water
ships or if fitted below the bulkhead deck on head of at least 1 [m] above the sill on the
passenger ships. However, such doors fitted centre line of the door.*
above the bulkhead deck on passenger ships
are to be tested to the FTP Code in accordance (* - Arrangements for passenger ships are to be
with the fire rating of the division they are fitted in accordance with SOLAS II-1/ Reg. 13.5.2).
in. If it is not practicable to ensure self-closing,
means of indication on the bridge showing 2.6.6.2 Hose testing
whether these doors are open or closed and a
notice stating ‘To be kept closed at sea’ can be After installation in a ship if pressure test is not
alternative of the self-closing. carried out, all watertight doors are to be subject
to a hose test in accordance with Pt.3, Ch.18.
Where a watertight door is located adjacent to a Hose testing is to be carried out from each side
fire door, both doors are to be capable of of the door unless, for a specific application,
independent operation, remotely if required by exposure to floodwater is anticipated only from
SOLAS II-1/ Reg. 13.8.1 to 13.8.3 and from both one side. Where a hose test is not practicable
sides of the each door. because of possible damage to machinery,

Page 11 of 17
___________________________________________________________________________________
electrical equipment, insulation or outfitting fuel oil. However, these cofferdams need not be
items, it may be replaced by means such as an fitted provided that the common boundaries
ultrasonic leak test or an equivalent test. have full penetration welds and the head of
lubricating oil is not less than that in the adjacent
2.7 Cofferdams fuel oil tanks. In this case, a permanent notice is
to be displayed near the lubricating oil tank that
2.7.1 Cofferdams are to be provided between the oil level is not to be less than that in the
the following spaces to separate them from each adjacent fuel oil tank at any time.
other:
2.8 Fore peak spaces
- tanks for fuel oil or lubricating oil
2.8.1 In ships of 400 GT and above,
- tanks for edible oil compartments forward of the collision bulkhead
are not to be arranged for carriage of oil and
- tanks for fresh water and feed water. other inflamable liquids.
2.7.2 Tanks for lubricating oil are also to be

separated by cofferdams from those carrying
Section 3
3.1 General 3.1.5 The weld connections are to comply with

3.1.1 Oil fuel or oil carried as cargo in the deep
tanks is to have a flash point of 60C and above 3.2 Wash bulkheads
in closed cup test. Where tanks are intended for
other liquid cargoes of a special nature the 3.2.1 A centreline wash bulkhead is to be fitted
scantlings and arrangements will be considered in peak spaces used as tanks, where the
in relation to the nature of the cargo. breadth of the tank exceeds 0.5B and also in
deep tanks used for fuel oil extending from side
3.1.2 If cargo is carried in a compartment to side.
adjacent to an oil fuel settling tank which may be
heated, the compartment side of the bulkhead 3.2.2 The area of perforations is generally to be
(or deck) is to be insulated, or equivalent between 5% to 10% of the total area of
arrangements provided. bulkhead. The plating is to be suitably stiffened
in way of the openings.
3.1.3 The continuity of bulkhead longitudinals
within a distance of 0.15D from the bottom or 3.3 Supporting bulkheads
the strength deck is to be maintained in
accordance with Ch.3, Sec.5.1.1. 3.3.1 Bulkheads or parts thereof supporting
deck structure are also to be designed as pillars.
3.1.4 Carlings, girders or floors are to be fitted The permissible axial loads and buckling
below the corrugated bulkheads at their strength are to be calculated in accordance with
supports. These supporting members are to be Ch.3, Sec.6. In calculating sectional properties
aligned to the face plate strips of the the width of attached plating is not to be taken in
corrugations. excess of 40 times the plate thickness. Also see
Ch.9, Sec.5.1.1.

Chapter 10 Part 3
Section 4
Design Loads
4.1 Watertight bulkhead loads

However, in mechanically propelled cargo ships
4.1.1 The design pressure 'p', for ordinary of 500 GT and above and passenger ships, for
watertight bulkheads is given by: tanks forming part of the watertight subdivision,
p0 is to be taken as not less than 0.024 [N/mm2].
p = 0.01 h [N/mm2]
For this purpose, tanks meeting any of the
where, following conditions are to be considered as part
of watertight subdivision:
h = the vertical distance [m] from the center of
loading to the freeboard deck. a) Tanks considered watertight in damage
stability calculations.
Where it is shown by damage stability
calculations that the deepest equilibrium b) Double bottom tanks, peak tanks or
damaged waterline in way of the load point is tanks bounded by main transverse
below the freeboard deck, a reduced value of 'h' watertight bulkheads required as per
may be considered. 2.1.1.
For the definition of 'loadpoint' see Ch.4, Sec.3. Where automatic pressure valves are fitted, po is
not to be taken as less than the valve release
4.1.2 Watertight bulkheads enclosing hold pressure.
spaces to carry water ballast are to be treated
as tank bulkheads. 4.2.2 For longitudinal bulkheads (and transverse
bulkheads at sides) in way of wide tanks, the
4.1.3 The design pressure for the end bulkheads design pressure is normally given by the greater
of bulk cargo spaces are to be obtained as per of 'p' according to 4.2.1 and
Ch.4, Sec.3.4.3.
p = 6.7 (hs +  b) x 10-3 [N/mm2]
4.2 Tank bulkhead loads
where,
4.2.1 The design pressure 'p' for tank bulkheads
are normally to be taken as the greater of b = athwartship distance [m] from the load point
to the tank corner at tank top which is situated
 0.5  furthest from the load point. [See Fig.3.2.2 in
p  0.01 1  k v a o  h s [ N/mm 2 ] Ch.8].
 Cb 
= roll angle as defined in Ch.4 Sec.2.2.1.
= 6.7 hp . 10-3 [N/mm2]
For transverse bulkheads (and longitudinal
= 0.01 hs + po [N/mm2] bulkheads at ends) in way of tanks of length >
0.15 L, the design pressure is normally given by
where, greater of 'p' according to 4.2.1 and
ao = as given in Ch.4, Sec.1. p  6.7 h s   l  x 10 3 [ N/mm 2 ]

hp = vertical distance [m] from the loadpoint to
where,
the top of the air pipe.
l = larger longitudinal distance in 'm' from the
hs = vertical distance [m] from the loadpoint to
load point to the tank corner at the top of the
the top of the tank or hatchway.
point.
po = (0.02L + 0.6) x 10-2 [N/mm2] for L< 90 [m]
 = pitch angle as defined in Ch.4, Sec.2.1.1.
= 0.024 [N/mm2] for L  90 [m]

Page 13 of 17
___________________________________________________________________________________
4.2.3 The pressure 'p' in tanks which may be bt = distance [m] between tank side bulkheads
filled between 20 percent and 90 percent of the or effective wash bulkheads at the height at
tank heights is to be taken as the greater of that which the strength member is located.
according to 4.2.1, 4.2.2 and the relevant values
given as follows: - for tanks with lt > 0.13L and/or bt > 0.56B, p
will be specially considered.
- for strength members located within 0.25 lt
from the end bulkheads 'p' is not to be 4.2.4 The pressure 'p' on girder web panels in
taken as less than: cargo tanks or ballast tanks is not to be taken as
less than 0.02 [N/mm2].
p   [4 - 0.005L] l t x 10 3 [ N/mm 2 ]
4.3 Wash bulkheads loads
where, 4.3.1 The design pressure 'p' for wash
bulkheads is not to be taken as less than
 = density of liquid in the tank [t/m3]
p  [4 - 0.005L] l t x 10 3 [ N/mm 2 ]
lt = distance [m] between transverse tank
bulkheads or effective transverse wash
bulkheads at the height at which the strength - for transverse bulkheads, and
member is located. Transverse web frames
covering part of the tank cross-section (e.g. wing p  [3 - 0.01B] b t x 10 3 [ N/mm 2 ]
tank structures in tankers) may be regarded as
wash bulkheads for this purpose. - for longitudinal bulkheads.
- for strength members located within 0.25 bt where,
from the tank side bulkheads the pressure
'p' is not to be less than
lt = the greater of the distances between the
adjacent transverse bulkheads.
p   [3 - 0.01B] b t x 10 3 [ N/mm 2 ]
bt = the greater of the distances between the
where, adjacent longitudinal bulkheads.
Section 5
Plating and Stiffeners
5.1 Bulkhead plating

 = as per Table 5.1.1 for longitudinal
5.1.1 The thickness 't' of the bulkhead plating is bulkheads.
not to be less than the minimum thickness given
in 5.1.2 nor less than = 160/k for transverse tank bulkheads and
collision bulkhead;
s p
t  t c [mm] = 220/k for ordinary transverse watertight
2  bulkheads.
where, = 190/k for transverse dry bulk cargo bulkheads
p = applicable design pressure as given in

Sec.4.

Chapter 10 Part 3
Table 5.1.1 : '' values for longitudinal bulkhead plating
Between neutral
At strength deck or
Region Framing system At neutral axis axis and strength
at bottom
deck or bottom
(175 - 120 fs)/k To be obtained by
Vertical 140/k
0.4L amidships
(185 - 100 fs)/k To be obtained by
Longitudinal 160/k
Within 0.1L from
160/k
ends
To be obtained by linear interpolation between allowable values at regions specified
Elsewhere
above.
5.1.2 The minimum thickness requirement of the

bulkhead plating is given by
t = (5.0 + cL) k + tc [mm]
where,
c = 0.02 for longitudinal bulkheads and

bulkheads in cargo tank area and in peak tanks
= 0.01 for other bulkheads.
5.1.3 The plate thickness of corrugated

bulkheads is not to be less than that required
according to 5.1.1 and 5.1.2. The spacing 's' to
be used in the calculation of the plating
thickness is to be taken as the greater of 'b' or 'c'
where 'b' and 'c' are indicated in Fig.5.1.3. 5.1.4 The longitudinal bulkhead plating within
0.1D from bottom or strength deck is also to
For built up corrugation bulkheads, where the comply with the requirements of buckling
thickness of the flange and web are different, strength given in Ch.3, Sec.6. For approximate
the thickness of the wider plating is also not to thickness requirements for plane bulkheads see
be less than Ch.7, Sec.4.2.2 and Ch.9, Sec.4.1.3
respectively.
s2 .p
 t a  t c   t c [mm]
2
t For corrugated bulkheads, the critical buckling
2 stress c is to be taken as
where,  2

F  s 
 c   F 1    
ta = thickness of adjacent plating [mm] not to be  c  1000 t f 

taken greater than t.

Page 15 of 17
___________________________________________________________________________________
where, 5.2.4 The actual section modulus of a
corrugated bulkhead element may be obtained
F = minimum yield stress in [N/mm2] in accordance with the following:
c = 2.42 (1 + tw/tf) t.d (b  c/3)

Z actual  [cm 3 ]
tw = net web plate thickness [mm] 2000
tf = net flange thickness [mm] where, t,d,b and c are as shown in Fig.5.1.3
[mm].
s = width [mm] of the corrugation flange.
5.3 Vertical and transverse stiffeners on tank
5.1.5 In way of stern tubes, doubling plate of bulkheads, collision bulkheads, dry bulk
same thickness as the corresponding strake is cargo bulkheads and wash bulkheads
to be fitted, or the strake thickness is to be
increased by at least 60 per cent. 5.3.1 The section modulus of bulkhead stiffeners
is not to be less than:
5.2 Longitudinals
spl 2
5.2.1 The section modulus of continuous Z x 10 3  Z c [cm 3 ]
longitudinal stiffeners and corrugations is not to
m
be less than:
where,
spl 2 p = applicable design pressure given in Sec.4.

Z x 10 3  Z c [cm 3 ]
m
m = 10 for transverse stiffeners and vertical
where, stiffeners which may be considered fixed at both
ends
p = applicable design pressure given in Sec.4.
= 7.5 for vertical stiffeners simply supported at
m = 12 one or both ends
 = (215 - 135 fs fz)/k, max. 160/k [N/mm2] for = 10 for horizontal corrugation fixed at ends
tank and dry bulk cargo bulkhead longitudinals
within 0.4L amidships =13 for fixed upper end of vertical corrugation
= (225 - 135 fs fz)/k, max. 160/k [N/mm2] for = 20 for non-fixed upper end of vertical
ordinary watertight bulkhead longitudinals within corrugation
0.4L amidships
= ms for vertical corrugation, lower end to stool
= 160/k for longitudinals within 0.1L from ends.
8m s
For longitudinals between the regions specified  for vertical corrugation at middle of
ms  4
above  may be obtained by linear interpolation.
span; [m] not more than 13
5.2.2 The thickness of the web and flange is not
to be less than the minimum plating thickness where,
requirements stipulated in 5.1.2.
  h 
5.2.3 The rule section modulus of a corrugated  4b c  H s  db 
 2 
bulkhead element is to be obtained according to m s  7 .5 1 
5.2.1 taking 's' as shown in Fig.5.1.3.  b s l db 
 
 

Chapter 10 Part 3
bc = breadth of stool [m] at the lower end of 5.4 Vertical and transverse stiffeners on
corrugation ordinary watertight bulkheads
bs = breadth of stool at inner bottom 5.4.1 The section modulus of bulkhead stiffeners
is not to be less than
Hs = height of stool [m]
spl 2
hdb = height of double bottom [m] Z x 10 3
m
ldb = length of cargo hold double bottom
between stools in [m], not to be taken larger where,
than 6 Hs or 6 hdb where there is no stool
p = applicable design pressure given in Sec.4.
 = 160/k for tank bulkhead and collision
bulkhead m = 16 for stiffeners fixed at both ends
= 210/k for dry bulk cargo bulkheads. = 12 for stiffeners fixed at one end (lower end in
case of vertical stiffeners) and simply supported
5.3.2 The thickness of web and flange is to be at the other end.
as required in 5.1.2.
= 8 for stiffeners simply supported at both ends.
5.3.3 Actual section modulus of corrugations is  = 220/k.
to be obtained as per 5.2.4.
5.4.2 The thickness of web and flange is to be
5.3.4 Brackets are normally to be fitted at the as required in 5.1.2. For sniped ends, the
ends of non-continuous stiffeners. Where thickness of bulkhead plating is to be as per
stiffeners are sniped at the ends, the thickness 5.3.4.
of the plating supported by the stiffeners is not
to be less than: 5.4.3 Actual section modulus of corrugations is
to be obtained as per 5.2.4.
t = 1.25 [( l - 0.0005s) s.p.k] + tc [mm].
Section 6
Girders
6.1 General m = 12 for continuous longitudinal girders with

end attachments in accordance with Ch.3,
6.1.1 Bulkhead stringers and deep transverses Sec.5.
are to be arranged in line with other primary
supporting structure to the adjoining deck, side = 10 for other girders with end attachments in
shell and bottom so as to facilitate the formation accordance with Ch.3, Sec.5.
of continuous ring structures. Otherwise
equivalent scarphing arrangement is to be  = (190 - 135fS.fz), max 160/k [N/mm2], for
provided. continuous longitudinal girders within 0.4L
amidships.
6.1.2 The section modulus requirement 'Z' of
simple girders is not to be less than: = 160/k [N/mm2] for continuous longitudinal
girders within 0.1L from ends and for vertical or
b.p.S 2 x10 6 transverse girders on tank and collision
Z  Z c [cm 3 ] bulkheads.
m
= 220/k for vertical and transverse girders in
where, ordinary watertight bulkheads.

Page 17 of 17
___________________________________________________________________________________
= 210/k for vertical and transverse girders in dry However, for lower end of vertical girders value
bulk cargo bulkheads. of C to be taken as 80 and 60 respectively.
For continuous longitudinal girders between the The web area at middle of span to be not less
regions specified above, '' may be obtained by than 0.5 Aw.
6.1.4 The girders are to be satisfactorily
6.1.3 The depth of the girders should not be less stiffened against buckling in accordance with the
than 2.5 times the depth of the cutout (if any) for requirements given in Ch.3, Sec.6. Tripping
the passage of continuous stiffeners. The web brackets are to be fitted in accordance with the
area requirement (after deduction of the cutouts) requirements given in Ch.3, Sec.4.
at the girder ends is given by:
6.2 Complex girder system
Aw = CkSbP + 0.01 dw tc [cm2]
In addition to satisfying the local requirements
where specified in 6.1, the scantlings of bulkhead
girders, which are a part of a complex girder
C = 60 for tank and collision bulkheads system in holds for heavy cargo or tanks may
have to be based on direct stress analysis.
C = 45 for other watertight bulkheads
dw = depth of web [mm].
End of Chapter

Page 1 of 13
___________________________________________________________________________________
Chapter 11
Superstructures, Deckhouses and Bulwarks
Contents
Section
1 General
2 Design Loads
3 Scantlings
5 Bulwarks and Guard Rails
6 Means of Embarkation and Disembarkation
Section 1
General
1.1 Scope the uppermost continuous deck may be treated

as the second tier. The lowest tier is normally
1.1.1 The scantlings of the bulwarks and of the the tier that is directly situated on the deck to
exposed bulkheads of the superstructures and which the rule depth 'D' is measured.
deckhouse are to comply with the requirements
of this chapter. The scantlings of the decks of 1.2.4 Long deckhouse is a deckhouse having
the superstructures and deckhouses are to be in more than 0.2L of its length within 0.4L
accordance with the requirements of Ch.9, and amidships.
those of the sides of the superstructures are to
be in accordance with the requirements of Ch.8. 1.3 Symbols
1.2 Definitions 1.3.1 L and k as defined in Ch.1, Sec.2.
1.2.1 For definitions of the terms L1 = length of the ship [m], but need not be
'Superstructure' and 'Deckhouse' refer to Ch.1. taken greater than 300 [m].
1.2.2 Superstructure deck is a deck forming the Cb = block co-efficient as defined in Ch.1. Cb is
upper boundary of a superstructure. not to be taken less than 0.6 nor greater than
0.8. When determining aft end bulkheads,
Where the summer freeboard is increased such situated for'd of amidships, Cb need not be taken
that the resulting draught is not more than that as less than 0.8
corresponding to the minimum summer
freeboard for the same ship from an assumed x = distance, [m], between the after
freeboard deck located at a distance equal to or perpendicular and the load point under
greater than the standard superstructure height consideration. When determining the scantlings
below the actual freeboard deck; of the deckhouse sides, the deckhouse is to be
subdivided into parts of approximately equal
The actual freeboard deck may be treated as length, not exceeding 0.15L each, and 'x' is to
the superstructure deck, while considering the be taken as the distance between AP and the
requirements given in this chapter. centre of each part considered.
1.2.3 Where the freeboard is increased in z = the vertical distance [m] from summer load
accordance with 1.2.2 above, the first tier above waterline to the load point.

Chapter 11 Part 3
Page 2 of 13 Superstructures, Deckhouses and Bulwarks
b' = breadth of deckhouse, [m] at the position

considered. s = spacing of stiffeners [mm].
B' = actual max. breadth of the ship, [m] on the l = span of stiffener [m].
exposed weather deck at the position
considered.
Section 2
Design Loads
2.1 External pressure

2
x 
 L  0.45 
2.1.1 The design pressure for the unprotected
sides and ends of superstructures and  1.0  1.5   for x/L  0.45
 C b  0.2 
deckhouses is given by :
p = a(bf-z) c 10-2 [N/mm2]  

2
where, L (  L/300)  L 
f .e    1.0 for L  150 [m]
L1 10 150 
a  2.0 
120 L (  L/300)
 .e for 150 [m]  L  300 [m]
- for unprotected fronts of the lowest tier. 10
L1 = 11.03 for L  300 [m].

 1.0 
120 Values of 'f' may be linearly interpolated from
Table 2.1.1
- for unprotected fronts of the 2nd tier.
c = 1.0 for exposed parts of machinery casings
L
 0.5  1 b'
150 = 0.3 + 0.7 for other bulkheads
B'
- for unprotected fronts of the third tier and for
sides and protected fronts of all tiers. The value of (b'/B') is not to be taken less than
0.25.
0.8x L 1
 0.7   2.1.2 The design pressure 'p' is not to be taken
L 1000 as less than:
- for aft ends situated aft of amidships. p = 0.025 + 10-4 L [N/mm2] - for lowest tier of
unprotected fronts
0.4x L 1
 0.5   p = 0.0125 + 0.5 x 10-4 L [N/mm2] - elsewhere
L 1000
In the above formulae 'L' is not to be taken as
- for aft ends situated forward of amidships. less than 50 [m], nor need be taken greater than
250 [m].
2
x 
 L  0.45 
b  1.0    for x/L  0.45
 C b  0.2 
 

Page 3 of 13
___________________________________________________________________________________
Table 2.1.1 : Values of 'f' [m]
L f L f
20 .89 25 1.33
30 1.75 35 2.17
40 2.57 45 2.96
50 3.34 55 3.71
60 4.07 65 4.42
70 4.76 75 5.09
80 5.41 85 5.72
90 6.03 95 6.32
100 6.61 105 6.89
110 7.16 115 7.43
120 7.68 125 7.93
130 8.18 135 8.42
140 8.65 145 8.8
150 9.10 155 9.25
160 9.39 165 9.52
170 9.65 175 9.77
180 9.80 190 10.09
200 10.27 210 10.43
220 10.57 230 10.68
240 10.70 250 10.86
260 10.93 270 10.98
280 11.01 290 11.03
300 11.03
Section 3
Scantlings
3.1 End bulkheads of superstructures and t =(4 + 0.01 L1) k [mm] for upper tiers.
deckhouses and exposed sides in
deckhouses 3.1.3 The section modulus Z of stiffeners on
fronts, sides and end bulkheads of all erections
3.1.1 The thickness 't' of steel plating of the other than sides of superstructures is not to be
fronts, sides and aft ends of the deckhouses and less than
the front and aft ends of the superstructures
corresponding to the design pressure is given by Z = 0.35 sl2p [cm3] in general
t = 0.03 sp [mm] For longitudinals on sides of long deck house

within 0.4L amidships and at strength deck level
3.1.2 The thickness however, is not to be less
than : Z = 0.625 sl2 p [cm3].
t = (5 + 0.01 L1) k [mm] for the lowest tier;

Chapter 11 Part 3
The modulus may be linearly decreased to the t = 0.0085 s k [mm]

general value at the first deck above the
strength deck and at 0.1L from the however not less than 6.0 k [mm] in way of
perpendiculars. cargo holds
l is not to be taken less than 2.0 m. = 0.0065 s k [mm]
3.1.4 Stiffeners on fronts are to be connected to however not less than 5.0 k [mm] in way of
deck at both ends with a connection area 'a' not accommodations.
less than :
3.2.2 The section modulus 'Z' of stiffeners is not
a = 0.07 s p l k [cm2] to be less than:
Webs of stiffeners on sides and after ends of the Z = 0.003 sl2k [cm3]
lowest tiers of all erections are to be welded to
the deck at both ends. where, l is not to be taken less than 2.5 [m].
3.2 Protected machinery casings 3.2.3 Casings supporting one or more decks
above are to be adequately strengthened.
3.2.1 The thickness of plating is not to be less
than:
Section 4
4.1 Structural continuity poop and bridge, the side plating is to extend
beyond the ends of the superstructure, and is to
4.1.1 Adequate transverse strength is to be be gradually reduced in height down to the
provided to the deckhouses and superstructures sheer strake. The transition should be smooth
by means of transverse bulkheads, girders and and without any discontinuity. The extended
web frames. plating is to be adequately stiffened, particularly
at its upper edge.
4.1.2 The front and the after end bulkheads of
the superstructures and deckhouses should be 4.1.6 Deck girders are to be fitted below the
effectively supported below by a transverse sides of long deckhouses and are to extend at
bulkhead or by a combination of partial least three frame spaces beyond the deckhouse
bulkheads, girders and pillars. Similarly, the ends. The depth of the girders is to be at least
exposed sides and internal bulkheads of various 100 [mm] greater than the depth of the beams
tiers of erections are to be located, as far as and the girders are to be adequately stiffened at
practicable, above bulkheads or above deep the lower edge.
girders below, or equivalent.
4.1.7 The connection area between the corners
4.1.3 Adequate web frames are to be provided of long deckhouses and deck plating should be
in way of large openings, boat davits and other increased locally. Deck beams under the
points of high loading. corners of deck houses are not to be scalloped
for a distance of 0.5 [m] on either side of the
4.1.4 All openings cut on the sides are to be corners.
substantially framed and have well rounded
corners. Continuous coamings or girders are to 4.2 Navigation bridge visibility
be fitted below and above doors and similar
openings. The size and number of openings on 4.2.1 Attention is drawn to Chapter V,
the sides are to be avoided or minimized at the Regulation 22 of SOLAS 1994 Amendments
ends of erections situated within 0.4L amidships. regarding Navigation Bridge Visibility
requirements, applicable to ships of loadline
4.1.5 At the ends of superstructures, which have length equal to or greater than 55 [m].
no set-in from the ships' side, and at the ends of

Page 5 of 13
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Section 5
Bulwarks and Guard Rails
5.1 General requirements 5.3 Bulwark scantlings
5.1.1 Bulwarks or guard rails are to be provided 5.3.1 The thickness of the bulwark plating is not
on the exposed parts of the freeboard and to be less than that required for the
superstructure decks and also on the first tier of superstructure side plating in the same location
the deckhouse decks. The height of the if the height of the bulwark is equal to or greater
bulwarks or guard rails measured above the than 1.8 [m]. Where the height of the bulwark is
sheathing, if any, is not to be less than 1.0 [m]. 1.0 [m], the thickness need not exceed 6.0
Consideration will be given to cases where this [mm]. For intermediate bulwark heights the
height would interfere with the normal operation thickness may be obtained by interpolation.
of the ship.
5.3.2 The section modulus 'Z' at the bottom of
5.2 Bulwark construction the bulwark stay is not to be less than:
5.2.1 Bulwarks are to be stiffened at the upper Z = (33 + 0.44 L) h2 s [cm3]

edge by a strong rail section and supported by
stays from the deck. The spacing of stays where,
forward of 0.07L from F.P. is to be not more
than 1.2 [m] on Type 'A', Type 'B-60' and Type h = height of the bulwark [m].
'B-100' ships as defined in the ILLC, and not
more than 1.8 [m]. on other types. Elsewhere, s = spacing of bulwark stays [m].
the bulwark stays are to be not more than 1.8
[m] apart. Where bulwarks are cut in way of a In the calculation of section modulus 'Z', only the
gangway or other openings, stays of increased material connected to the deck is to be included.
strength are to be fitted at the ends of the The contribution from bulwark plating and/or
openings. stay flange may be considered depending upon
the construction details.
Bulwark stays are to be supported by, or are to
be in line with, suitable underdeck stiffening, 5.3.3 When the bulwark is subjected to loads
which is to be connected by double continuous from any deck cargo, the scantlings will be
fillet welds in way of the bulwark stay specially considered.
connection.
5.4 Freeing arrangements
Bulwarks are to be adequately strengthened in
way of the eyeplates for cargo gear, and in way 5.4.1 Where bulwarks on the weather portion on
of the mooring pipes the plating is to be freeboard or superstructure decks form wells,
increased in thickness and also adequately provision is to be made for rapidly freeing the
stiffened. decks of water. In general the minimum freeing
area "A" on each side of the ship for each well
5.2.2 Bulwarks are generally not to be welded to on the freeboard deck is to be given by the
the top of the sheerstrake within 0.6L amidships. following in cases where the sheer in way of the
well is standard or greater than standard.
5.2.3 Bulwarks should not be cut in way of the
breaks of the superstructures, and are also to be Where, length of the bulwark (l) in the well is
arranged to ensure their freedom from main less than or equal to 20 [m] -
structural stresses. At the ends of the
superstructures where the side plating is A = 0.7 + 0.035 l [m2];
extended and tapered to align with the bulwark
plating, the transition plating is to be suitably and where l exceeds 20 [m] -
stiffened and supported. Where freeing ports or
other openings are essential in this plate, they A = 0.07 l [m2];
are to be suitably framed and kept well clear of
the free edge.

Chapter 11 Part 3
l not to be taken as greater than 0.7 LL, where LL

is the loadline length of the vessel (See Ch.1)
Table 5.4.5
If the bulwark is more than 1.2 [m] in average
height, the required area is to be increased by Breadth of hatchway Area of freeing ports in
0.004 [m2] per metre of length of the well for or trunk in relation to relation to the total
each 0.1 [m] difference in height. If the bulwark the breadth of the area of bulwark
is less than 0.9 [m] in average height, the ship
required area may be decreased in the same 40% or less 20%
proportion. 75% or more 10%
The minimum area for each well on 5.4.6 The freeflow area on deck is the net area
superstructure decks is to be one half of the of gaps between hatchways, and between
area given above. Wells on raised quarter decks hatchways and superstructures and deckhouses
should be treated as being on freeboard deck. upto the actual height of the bulwark.
5.4.2 In ships with no sheer the area of freeing The freeing port area in bulwarks should be
ports as calculated above is to be increased by assessed in relation to the net flow area as
50%. Where the sheer is less than standard, follows:
percentage of increase to be obtained by linear
interpolation. (i) If the freeflow area is not less than the
freeing area calculated from 5.4.5 above
5.4.3 On a flush deck ship with a substantial as if the hatchway coamings were
deckhouse amidships, it is considered that the continuous, then the minimum freeing
deckhouse provides sufficient break to form two port area calculated from 5.4.1 & 5.4.2
wells and that each could be given the required should be deemed sufficient.
freeing port area based upon the length of the
'well'. It would not then be allowed to base the (ii) If the freeflow area is equal to or less
area upon 0.7 LL. than the freeing area calculated from
5.4.1 & 5.4.2, the minimum freeing area
For a 'substantial' deckhouse, the breadth of the in the bulwarks should be determined
deckhouse should be at least 80% of the beam from 5.4.5.
of the vessel and the passageways along the
sides of the ship should not exceed 1.5 [m] in (iii) If the freeflow area is smaller than
width. calculated from 5.4.5 but greater than
calculated from 5.4.1 and 5.4.2, the
Where a screen bulkhead is fitted completely minimum freeing port area should be
across the vessel, at the forward end of a determined from the following formula.
midship deck house, this would effectively divide
the exposed deck into wells and no limitation on F = F1 + F2 - fp [m2]
the breadth of the deckhouse is considered
necessary in this case. where,
5.4.4 Two thirds of the freeing port area required F1 = minimum freeing area [m2] calculated from
is to be provided in the half of the well nearest 5.4.1 and 5.4.2
the lowest point of the sheer curve. With zero or
little sheer on the exposed freeboard deck or an F2 = minimum freeing area [m2] calculated from
exposed superstructure deck, it is considered 5.4.5
that the freeing port area should be spread
along the length of the well. fp = the total net area of passages and gaps
between hatch ends and superstructures or
5.4.5 The effectiveness of the freeing port area deckhouses up to the actual height of bulwark
in bulwarks required in 5.4.1 above depends on [m2].
the free flow across the deck of a ship. Where
there is no free flow due to the presence of a 5.4.7 All such openings in the bulwark are to be
continuous trunk or hatchway coaming the protected by rails or bars spaced not more than
freeing area in bulwarks is to be calculated as 230 [mm] apart. If shutters are fitted to freeing
per Table 5.4.5. The area of freeing ports at ports ample clearance is to be provided to
intermediate breadths shall be obtained by prevent jamming. Hinges are to have pins or
linear interpolation. bearings of non-corrodible materials. If shutters

Page 7 of 13
___________________________________________________________________________________
are fitted with securing devices, these
appliances are to be of approved construction. ls = length of the common space within the open
superstructure [m]
5.4.8 Type A ships and Type B ships with trunks
are to have open rails fitted for at least half the bo = breadth of the openings in the end
length of the exposed parts of the freeboard bulkhead of the enclosed superstructure.
deck or other effective freeing arrangements are
to be provided. It is considered that a freeing Ac = area correction for bulwark height:
port area in the lower part of the bulwarks, of
33% of the total area of the bulwark provides the Ac = 0.04 lw (hb - 1.2) [m2] for hb > 1.2 [m]
'other effective freeing arrangements' and may
be considered equivalent to the requirement of = 0.04 lw (hb - 0.9) [m2] for hb < 0.9 [m]
50% open rails.
= 0.0 [m2] for 0.9  hb  1.2 [m]
However, for Type A ships which have
superstructures connected by trunks open rails hb = height of bulwark [m]
are to be fitted for the whole length of the
exposed part of the freeboard deck. Sc = sheer correction factor
For Type B ships with freeboards reduced by = 1.5 for no sheer

not more than 60% of the difference between
the freeboards given in Tables B and A of the = 0.0 for standard sheer;
International Loadline Convention, 1966; there
shall be freeing port area in the lower part of the For intermediate values of sheer Sc to be
bulwarks equal to at least 25% of the total area interpolated.
of the bulwarks.
Hc = correction factor for distance of well deck
The upper edge of the sheer strake is to be kept above the freeboard deck;
as low as possible.
= 0.5 hs/hw; not greater than 1.0;
5.5 Freeing ports in way of wells in
combination with open superstructures hw = the height of the well deck above the
freeboard deck [m]
5.5.1 In the case of vessels having open
superstructures on the freeboard or hs = standard superstructure height defined in
superstructure decks, which open to wells Table 7.4.1 of Ch.12 [m].
formed by bulwarks on the peripheries of the
open decks, the minimum freeing port areas on 5.6 Guard rails
each side of the ship for the open superstructure
As and for the open well Aw are to be determined 5.6.1 The guard rails fitted as specified in
as follows: Sec.5.1.1 should meet the following
requirements:
a) For lt > 20 [m]:
a) Fixed, removable or hinged stanchions shall
Aw = (0.07 lw + Ac) . Sc . Hc [m2] be fitted about 1.5 [m] apart.
As = 0.07 . Sc . bo {1 - (lw/lt)2} . Hc [m2] b) At least every third stanchion shall be

supported by a bracket or stay.
b) For lt  20 [m]
In lieu of at least every third stanchion
Aw = (0.7 + 0.035 lw + Ac) . Sc . Hc [m2] supported by stay, alternatively any of the
following options may be provided: (See
As = (0.7 + 0.035 lt) . Sc . bo/lt {1 - (lw/lt)2} . Hc [m2] Fig.5.6.1):
where, i) at least every third stanchion of increased

breadth : k . bs = 2.9 . bs
lt = lw + ls where,
ii) at least every second stanchion of
lw = length of open deck enclosed by bulwarks increased breadth : k . bs = 2.4 . bs
[m] and

Chapter 11 Part 3
Fig.5.6.1 : Guardrail stanchion
iii) every stanchion of increased breadth : k . bs

= 1.9 . bs f) Wires shall be made taut by means of
turnbuckles.
where,
g) Removable or hinged stanchions shall be
bs = breadth of normal stanchion according to capable of being locked in the upright
the design standard. position.
Stanchions with increased breadth to be aligned 5.7 Protection of crew requirements for
with member below deck which is to be min. 100 specific types
x 12 flatbar welded to deck by double
continuous fillet weld. The stanchions with Note : Some Administrations may have more
increased breadth need not be aligned with stringent requirements for protection of crew
under deck structure for deck plating exceeding than those given below.
20 [mm].
c) Wire ropes may only be accepted in lieu of 5.7.1 Protection of crew shall be provided by at
guardrails in special circumstances and then least one of the means denoted in Table 5.7.1.
only in limited lengths.
Acceptable arrangements referred to in the table
d) Lengths of chain may be accepted in lieu of are defined as follows:
guard rails if they are fitted between two
fixed stanchions and/or bulwarks. a) A well lighted and ventilated underdeck
passage (clear opening 0.8 [m] wide, 2 [m]
e) The clear opening below the lowest course high) as close as practicable to the
of the guard rails is not to exceed 230 [mm]. freeboard deck, connecting and providing
Where this course is not measured from the access to the locations in question.
deck, but from the sheerstrake or a b) On or near the centreline of a ship a
waterway bar, which is not in the same permanent and efficiently constructed
vertical plane as the rails, the length of gangway fitted at the level of the
opening is the diagonal distance between superstructure deck, providing a continuous
the lowest of the rails and the top of the platform at least 0.6 [m] in width and a non-
sheerstrake or waterway bar. The other slip surface, with guard rails extending on
courses are not to be more than 380 [mm] each side throughout its length. Guard rails
apart. Where rounded gunwales are fitted shall be at least 1 [m] high with courses as
the guard rail supports are to be placed on required in 5.6.e) above; a foot stop shall be
the flat of the deck, as close as possible to provided.
the beginning of the curvature of the
gunwale.

Page 9 of 13
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Table 5.7.1 : Protection of crew
Acceptable arrangements
Assigned according to type of freeboard
Type of
Location of access in ships summer assigned:
Ship
freeboard Type Type Type
Type A
B-100 B-60 B&B+
All ships 1.1 Access to Midship Quarters  3000 mm a a a a
other than b b b b
Oil 1.1.1 Between poop and bridge, or e e c(1) c(1)
Tankers, e c(2)
Chemical f(1) c(4)
Tankers
and Gas 1.1.2 Between poop and deckhouse > 3000 mm a a a d(1)
Carriers containing living b b b d(2)
accommodation or navigating e e c(1) d(3)
equipment, or both c(2) e
e f(1)
f(1) f(2)
f(2) f(4)
1.2 Access to Ends  3000 mm a a a
1.2.1 Between poop and bow (if b b b
there is no bridge) c(1) c(1) c(1)
1.2.2 Between bridge and bow, or e c(2) c(2)
f(1) e e
f(1) f(1)
f(2) f(2)
1.2.3 Between a deckhouse > 3000 mm a a a
containing living b b b
accommodation or navigating c(1) c(1) c(1)
equipment, or both, and bow, d(1) c(2) c(2)
or e d(1) c(4)
1.2.4 In the case of a flush deck f(1) d(2) d(1)
vessel, between crew e d(2)
accommodation and the f(1) d(3)
forward and after ends of ships f(2) e
f(1)
f(2)
f(4)
Oil 2.1 Access to Bow  (Af + Hs)*
Tankers, 2.1.1 Between poop and bow or a
Chemical 2.1.2 Between a deckhouse e
Tankers containing living f(1)
and Gas accommodation or navigating f(5)
Carriers equipment, or both, and bow,
or
2.1.3 In the case of a flush deck > (Af+ Hs)* a
vessel, between crew e
accommodation and the f(1)
forward end of ship f(2)
2.2 Access to After End As required in 1.2.4 for other types of
2.2.1 In the case of a flush deck ships
vessel, between crew
accommodation and the after
end of ship
* Af : the minimum summer freeboard calculated as type A ship regardless of the type of freeboard actually
assigned.
Hs : the standard height of superstructure as defined in Pt.3, Ch.12, 7.4.1.
Note : Deviations from some or all of these requirements or alternative arrangements for such cases as ships with
very high gangways (i.e. certain gas carriers) may be allowed subject to agreement case-by-case with the relevant
flag Administration.

Chapter 11 Part 3
c) A permanent walkway at least 0.6 [m] in - having shelters of substantial construction

width fitted at freeboard deck level set in way of the gangway at intervals not
consisting of two rows of guardrails with exceeding 45 [m] if the length of the
stanchions spaced not more than 3 [m]. The exposed deck to be traversed exceeds 70
number of courses of rails and their spacing [m]. Every such shelter should be capable of
to be as required by 5.6.e above. On Type B accommodating at least one person and be
ships hatchway coamings not less than 0.6 so constructed as to afford weather
[m] in height may be regarded as forming protection on the forward, port and
one side of the walkway, provided that starboard sides.
between the hatchways two rows of guard
rails are fitted. f) A permanent and efficiently constructed
walkway fitted at freeboard deck level on or
d) A wire rope lifeline not less than 10 mm in as near as practicable to the center line of
diameter, supported by stanchions not more the ship having the same specifications as
than 10 [m] apart, or a single handrail or those for a permanent gangway listed in (e)
wire rope attached to hatch coamings, except for foot-stops. On Type B ships
continued and supported between (certified for the carriage of liquids in bulk),
hatchways. with a combined height of hatch coaming
and fitted hatch cover of together not less
e) A permanent and efficiently constructed than 1 [m] in height the hatchway coamings
gangway fitted at or above the level of the may be regarded as forming one side of the
superstructure deck on or as near as walkway, provided that between the
practicable to the center line of the ship: hatchways two rows of guard rails are fitted.
- located so as not to hinder easy access Alternative transverse locations to 'c', 'd' and 'f'
across the working areas of the deck; above: (indicated as (1) to (5) in Table 5.7.1).
- providing a continuous platform at least 1.0 (1) At or near center line of ship; or fitted on
[m] in width; hatchways at or near center line of ship.
- constructed of fire resistant and non-slip (2) Fitted one each side of the ship
material;
(3) Fitted on one side, provision being made for
Note : FRP gratings used in lieu of steel gratings fitting on either side
for safe access to tanker bows are to possess:
(4) Fitted on one side only.
 low flame spread characteristics and are not
to generate excessive quantities of smoke (5) Fitted on each side of the hatchways as
and toxic products, as per the FTP Code; near to the center line as practicable.
and
The following requirements also to be met:
 adequate structural fire integrity as per
national / international standards (for i. In all cases where wire ropes are fitted,
example, the standard specification for Fibre adequate devices (for example turn
Reinforced Polymer (FRP) gratings used in buckles) are to be provided to ensure
marine construction and shipbuilding (ASTM their tautness
F 3059, latest version)).
ii. Wire ropes may only be accepted in lieu
- fitted with guard rails extending on each of guard rails in special circumstances
side throughout its length; guard rails should and then only in limited lengths.
be at least 1.0 [m] high with courses as
required by 5.6.e above and supported by iii. Lengths of chain may only be accepted
stanchions spaced not more than 1.5 [m]; in lieu of guard rails if fitted between two
fixed stanchions.
- provided with a foot stop on each side;
iv. Where stanchions are fitted, every 3rd
- having openings, with ladders where stanchion is to be supported by a
appropriate, to and from the deck. Openings bracket or stay.
should not be more than 40 [m] apart;

Page 11 of 13
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v. Removable or hinged stanchions shall vii. Generally, the width of the gangway or
be capable of being locked in the deck level walkway should not exceed
upright position. 1.5 [m].
viii. For tankers less than 100 [m] in length,
vi. A means of passage over obstructions, the minimum width of the gangway
if any, such as pipes or other fittings of a platform or deck level walkway fitted in
permanent nature, should be provided. accordance with arrangement (e) or (f),
respectively, may be reduced to 0.6 [m].
Section 6
Means of Embarkation and Disembarkation
6.1 General 6.2.2 The structure of the accommodation

ladders and gangways and their fittings and
6.1.1 Ships constructed on or after 1 Jan 2010 attachments should be such as to allow regular
are to be provided with means of embarkation inspection, maintenance of all parts and, if
and disembarkation such as gangways and necessary, lubrication of their pivot pin. Special
accommodation ladders, for use in port and in care should be taken to ensure that the welding
port related operations in accordance with the work is carried out satisfactorily.
requirements of this section. However,
compliance with particular provisions may be 6.2.3 The construction and test of
waived by the Administration, if it is deemed to accommodation ladder winches are to be in
be unreasonable or impractical. accordance with applicable international
standards such as ISO 7364:1983 “Shipbuilding
6.1.2 Where means of embarkation and and marine structures – deck machinery –
disembarkation other than those specifically accommodation ladder winches”.
covered in the section are fitted, an equivalent
level of safety is to be provided. 6.3 Installation
6.1.3 For all ships (i.e. constructed before, on or 6.3.1 Location

after 1 Jan 2010), means of embarkation and
disembarkation are to be inspected and 6.3.1.1 As far as practicable, the means of
maintained in suitable condition for the intended embarkation and disembarkation are to be sited
purpose. Requirements for surveys of such clear of the working area and are not to be
means are given in Part 1, Chapter 2 of the placed where cargo or other suspended loads
rules. may pass overhead.
6.2 Construction 6.3.2 Lighting
6.2.1 Accommodation ladders and gangways for 6.3.2.1 Adequate lighting is to be provided to
means of embarkation and disembarkation illuminate the means of embarkation and
which are provided on board ships constructed disembarkation, the position on deck where
on or after 1 Jan 2010 are to meet applicable persons embark or disembark and the controls
international standards such as ISO 5488:1979, of the arrangement.
“Shipbuilding – accommodation ladders”, ISO
7061:1993, “Shipbuilding – aluminium shore 6.3.3 Lifebuoy
gangways for seagoing vessels” and/or national
standards and/or other requirements recognized 6.3.3.1 A lifebuoy equipped with a self-igniting
by the Administration. Such accommodation light and a buoyant lifeline is to be available for
ladders and gangways fitted on ships immediate use in the vicinity of the embarkation
constructed before 1 Jan 2010, which are and disembarkation arrangement when in use.
replaced after that date, should, in so far as is
reasonable and practicable, comply with the
requirements of this section.

Chapter 11 Part 3
6.3.4 Arrangement applicable international standards such as ISO

7364:1983.
6.3.4.1 Each accommodation ladder is to be of
such a length to ensure that, at a maximum 6.3.6.3 Every new accommodation ladder is to
design operating angle of inclination, the lowest be subjected to a static load test of the specified
platform will be not more than 600 [mm] above maximum working load upon installation.
the waterline in the “lightest seagoing condition”,
as defined in the following: 6.3.7 Positioning
“Lightest seagoing condition” is the loading 6.3.7.1 Gangways are not to be used at an
condition with the ship on even keel, without angle of inclination greater than 30 from the
cargo, with 10% stores and fuel remaining and horizontal and accommodation ladders are not
in the case of a passenger ship with the full to be used at an angle greater than 55 from the
number of passengers and crew and their horizontal, unless designed and constructed for
luggage. use at angles greater than these and marked as
such, as required by 6.3.5.1.
6.3.4.2 The arrangement at the head of the
accommodation ladder is to provide direct 6.3.7.2 Gangways are not to be secured to
access between the ladder and the ship’s deck ship’s guardrails unless they have been
by a platform securely guarded by handrails and designed for that purpose. If positioned through
adequate handholds. The ladder should be an open section of bulwark or railings, any
securely attached to the ship to prevent remaining gaps are to be adequately fenced.
overturning.
6.3.7.3 Adequate lighting for means of
6.3.4.3 For ships on which the height of the embarkation and disembarkation and for the
embarkation / disembarkation deck exceeds 20 immediate approaches are to be ensured from
[m] above the waterline specified in 6.3.4.1 and the ship and/or the shore in hours of darkness.
on other ships where compliance with the
provisions of 6.3.4.1 is considered impractical, 6.3.8 Safety net
an alternative means of providing safe access to
the ship or supplementary means of safe access 6.3.8.1 A safety net is to be mounted in way of
to the bottom platform of the accommodation the accommodation ladders and gangways
ladder may be accepted. where it is possible that a person may fall from
them or between the ship and quayside.
6.3.5 Marking
6.3.9 Verification
6.3.5.1 Each accommodation ladder or gangway
is to be clearly marked at each end with a plate 6.3.9.1 Upon installation the entire arrangement
showing the restrictions on the safe operation of the means of embarkation and
and loading, including the maximum and disembarkation will be verified for compliance
minimum permitted design angles of inclination, with the requirements of this section.
design load, maximum load on bottom end
plate, etc. Where the maximum operational load 6.4 Inspection and maintenance
is less than the design load, it should also be
shown on the marking plate. 6.4.1 The maintenance and inspection
requirements for means of embarkation and
6.3.6 Test disembarkation are to be addressed by the
ship’s safety management system.
6.3.6.1 After installation, the winch and the
accommodation ladder are to be operationally 6.4.2 The wires used to support the means of
tested to confirm proper operation and condition embarkation and disembarkation are to be
of the winch and the ladder after the test. renewed when necessary due to deterioration or
at intervals of not more than 5 years, whichever
6.3.6.2 The winch is to be tested as a part of the is earlier.
complete accommodation ladder unit through a
minimum of two times hoisting and lowering of 6.4.3 Arrangements should also be made to
the accommodation ladder in accordance with examine the underside of gangways and
the onboard test requirement specified in accommodation ladders at regular intervals.

Page 13 of 13
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6.4.4 All inspections, maintenance work and inspection, the name of the person or body who
repairs of accommodation ladders and carried out that inspection, the due date for the
gangways should be recorded in order to next inspection and the dates of renewal of
provide an accurate history for each appliance. wires used to support the embarkation and
The information to be recorded appropriately on disembarkation arrangement.
board should include the date of the most recent
End of Chapter

Page 1 of 50
___________________________________________________________________________________
Chapter 12
Openings and Closing Appliances
Contents
Section
1 General
2 Hatch Coamings
3 Hatch Covers
4 Hatch Cover Securing Arrangement
5 Side Shell Doors and Stern Doors
6 Bow Doors and Inner Doors
7 Miscellaneous Openings
Section 1
General
1.1 Scope Position 1
1.1.1 This Chapter applies to all ship types in - Upon exposed freeboard and raised quarter
general. Additional requirements pertaining to decks for their entire length and
special ship types are given in Pt.5.
- Upon exposed superstructure decks
1.1.2 The requirements conform, where situated forward of the 0.25L from the F.P.
applicable, to those of the International
Convention on Load Lines, 1966 (ILLC, 1966) Position 2
as amended by the 1988 protocol, as amended
in 2003. Reference should also be made to the - Upon exposed superstructure decks
additional requirements of the National Authority situated abaft the 0.25L from the F.P and
of the country in which the ship is to be located at least one standard height of
registered. superstructure above the freeboard deck,
and.
Requirements for hatch covers and coamings of
bulk carriers, ore carriers and combination - Upon exposed superstructure decks located
carriers are given in Pt.5, Ch.1. forward of 0.25L from the F.P. and at least
two standard heights of superstructure
1.2 Definitions above the freeboard deck.
1.2.1 Where the freeboard is increased in Note : The upper limit of the vertical extent of
accordance with Ch.11, Sec.1.2.2 the actual Position 2 need not be considered to exceed
freeboard deck may be treated as the two standard superstructure heights at locations
superstructure deck, while considering the abaft the 0.25L from the F.P. and three standard
requirements given in this chapter. The superstructure heights forward of 0.25L from the
requirements of hatches and doors on the F.P.
weather decks are given with respect to two
basic positions as follows: 1.2.2 y = the minimum upper yield strength of
the material [N/mm2].

Chapter 12 Part 3
Page 2 of 50 Openings and Closing Appliances
1.3 Hatch cover and coaming load model

(Also see Table 7.5.1)
Structural assessment of hatch covers and
hatch coamings is to be carried out using the
1.3.1 Vertical design weather load
design loads, defined in this section:
The pressure p H , [N/mm²], on the hatch cover
Definitions:
panels is given in Table 1.3.1. The vertical
design weather load need not be combined with
L = Rule length of ship [m] as defined in cargo loads given in 1.3.3 and 1.3.4.
Ch1. Sec.2
In Fig.1.3.1.1 the positions 1 and 2 for the
purpose of design weather loads are illustrated
LL = Loadline length of ship [m] as for an example ship.
defined in Ch1. Sec.2
Where an increased freeboard is assigned, the
x = Longitudinal co-ordinate of mid design load for hatch covers according to Table
point of assessed structural 1.3.1 on the actual freeboard deck may be as
required for a superstructure deck, provided the
member measured from aft end of
summer freeboard is such that the resulting
length L or LL, as applicable
draught will not be greater than that
corresponding to the minimum freeboard
Dmin = the least moulded depth, [m] as calculated from an assumed freeboard deck
defined in Ch.1, Sec.2 situated at a distance at least equal to the
standard superstructure height hN below the
actual freeboard deck. (See Fig.1.3.1.2).
hN = Standard superstructure height [m]
= 1.05 + 0.01 LL, 1.8  hN  2.3

Page 3 of 50
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Table 1.3.1 : Design load pH of weather deck hatches
Design load pH [N/mm2]

Position
x x
 0.75 0.75   1 .0
LL LL
for 24 m  LL  100 m
on freeboard deck
9.81x10 3  x 
 4.28 x LL  28   1.71 x LL  95
3
76  LL 
9.81x10

 1.5  L L  116  upon exposed superstructure decks located at least one
76
superstructure standard height above the freeboard deck
9.81x10 3
 1.5 x L L  116 
76
for LLL > 100 m
on freeboard deck for type B ships according to ICLL
1
 x 
9.81x10 3 0.0296  L1  3.04   0.0222  L1  1.22
 LL 
on freeboard deck for ships with less freeboard than type B
according to ICLL
 x 
9.81  3.5.10 3 9.81x10 3 0.1452  L1  8.52   0.1089  L1  9.89
 LL 
L1 = LL but not more than 340 [m]
upon exposed superstructure decks located at least one
superstructure standard height above the freeboard deck
9.81 x 3.5.10 3
for 24 m  LL  100 m
9.81 x 10 3
 1.1 x L L  87.6 
76
for LL > 100 m
2
9.81x2.6.10 3
upon exposed superstructure decks located at least one superstructure standard height
above the lowest Position 2 deck
9.81x 2.1

Chapter 12 Part 3
2**
2**
2** 2
2 1* 1*
Freeboard Deck 1 1 1
0.85Dmin
0.25 LL
Length LL
* reduced load upon exposed superstructure decks located at least one superstructure standard
height above the freeboard deck
** reduced load upon exposed superstructure decks of vessels with LL > 100 m located at least
one superstructure standard height above the lowest Position 2 deck
Fig. 1.3.1.1 : Positions 1 and 2 for design weather loads
Fig. 1.3.1.2 : Positions 1 and 2 for design weather loads for an increased freeboard

Page 5 of 50
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1.3.2 Horizontal design weather load L1 x'
= 5  4
The horizontal design weather load for 100 L
determining the scantlings of outer edge girders for aft ends of coamings and aft hatch
(skirt plates) of weather deck hatch covers and cover skirt plates forward of amidships
of hatch coamings is:
L1 = L, need not be taken greater than
p A  a  c  b  c L  f  z .10 3 [N/mm 2 ] 300 [m]
2
L  x' 
f=  4.1 for L < 90 [m]   0.45 
25 b = 1.0  
L 
1.5  C B  0.2 
 300  L   
= 10.75     
 100  x'
for  0.45
L
for 90 [m]  L  300 [m] 2
 x' 
  0.45 
= 10.75 = 1.0  1.5  
L 
 C B  0.2 
 
for 300[m]  L  350[m]  
x'
for  0.45
 L  350 
1.5 L
= 10.75    for
 150  0.6  C B  0.8 , when determining scantlings of
350[m]  L  500[m] aft ends of coamings and aft
hatch cover skirt plates
L forward of amidships, CB need
cL = 90
for L < 90 [m] not be taken less than 0,8.
x’ = distance [m] between the transverse

=1 for L  90 [ m]
coaming or hatch cover skirt plate
considered and aft end of the length
L. When determining side coamings
a = 20  L 1 or side hatch cover skirt plates, the
12 side is to be subdivided into parts of
for unprotected front coamings and approximately equal length, not
hatch cover skirt plates exceeding 0,15 L each, and x’ is to
be taken as the distance between aft
= 10  L 1 end of the length L and the centre of
12 each part considered.
for unprotected front coamings and
hatch cover skirt plates, where the distance z = vertical distance [m] from the
from the actual freeboard deck to the summer load line to the midpoint of
summer load line exceeds the minimum stiffener span, or to the middle of the
non-corrected tabular freeboard according plate field
to ICLL by at least one standard
superstructure height hN b'
c = 0 .3  0 .7 
= 5  L1 B'
15
for side and protected front coamings
b' = breadth of coaming [m] at the
and hatch cover skirt plates
position considered
L1 x'
= 7 8 B' = actual maximum breadth of ship [m]
100 L
for aft ends of coamings and aft hatch on the exposed weather deck at the
cover skirt plates abaft amidships position considered.
b'/B' is not to be taken less than 0,25.

Chapter 12 Part 3
m0  1  x  x
The design load pA is not to be taken less than = 1
  0.7  for 0.7   1.0
the minimum values given in Table 1.3.2. 0 .3  L  L
m0 = 1.5 + F
Table 1.3.2 : Minimum design load pAmin
vo = maximum speed at summer load line
pAmin [N/mm²] for
draught, vo is not to be taken less than L
L [knots]
unprotected
elsewhere
fronts
1.3.3.2 Point loads
 50 30 . 10-3 15 . 10-3
The load P, [kN] due to a concentrated force Ps
[kN] except for container load, resulting from
 50
 L  3  L  3 heave and pitch (i.e. ship in upright condition) is
 25   .10 12 .5   .10 to be determined as follows:
 250  10   20 
 250 50 . 10-3 25 . 10-3 P  PS 1  aV  [kN]
1.3.4 Container loads

Note: The horizontal weather design load need
not be included in the direct strength calculation 1.3.4.1 The loads defined in 1.3.4.2 and 1.3.4.4
of the hatch cover, unless it is utilized for the are to be applied where containers are stowed
design of substructures of horizontal support on the hatch cover.
according to 4.4.3
1.3.4.2 The load P [kN], applied at each corner
1.3.3 Cargo loads of a container stack, and resulting from heave
and pitch (i.e. ship in upright condition) is to be
1.3.3.1 Distributed loads determined as follows:
The load on hatch covers due to distributed
𝑀
cargo loads pL, [N/mm²], resulting from heave 𝑃 9.81 1 𝑎
4
and pitch (i.e. ship in upright condition) is to be
determined according to the following formula: where:
p L  p C 1  aV  [N/mm²] aV = acceleration addition according to 1.3.3.1
where: M = maximum designed mass of container stack

[t]
pc = uniform cargo load [N/mm²]
1.3.4.3 The loads, [kN], applied at each corner
av = vertical acceleration addition as of a container stack, and resulting from heave,
follows: pitch, and the ship's rolling motion (i.e. ship in
heel condition) are to be determined as follows ,
(see also Fig.1.3.4):.
aV  F  m
v M  h
F  0.11  0 Az  9.81  1  aV    0.45  0.42 m
 [kN]
L 2   b
x x
m = m0  5 m0  1 for 0   0.2 M  h 
L L B z  9.81  1  aV    0.45  0.42 m  [kN]
2  b 
x B y  2 .4  M [kN]
= 1.0 for 0.2   0 .7
L

Page 7 of 50
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av = acceleration addition according to calculations of cargo securing (container
1.3.3.1 lashing).
1.3.4.4 Load cases with partial loading

M = maximum designed mass of container
stack [t],
The load cases defined in 1.3.4.2 and 1.3.4.3
= ∑𝑊
are also to be considered for partial non
hm = designed height of centre of gravity of homogeneous loading which may occur in
stack above hatch cover top [m], may practice, e.g. where specified container stack
be calculated as weighted mean value places are empty. For each hatch cover, the
of the stack, where the centre of gravity heel directions, as shown in Table 1.3.4.4, are to
of each tier is assumed to be located at be considered.
the centre of each container, The load case partial loading of container hatch
covers can be evaluated using a simplified
=∑ 𝑧 𝑊 /𝑀 approach, where the hatch cover is loaded
without the outermost stacks, that are located
zi = distance from hatch cover top to the centre
completely on the hatch cover. If there are
of ith container [m]
additional stacks that are supported partially by
Wi = weight of ith container [t] the hatch cover and partially by container
stanchions then the loads from these stacks are
b = distance between midpoint of foot also to be neglected, refer Table 1.3.4.4. Partial
points [m] loading of container hatch covers. In addition,
the case where only the stack places supported
Az, Bz = support forces [kN] in z-direction at partially by the hatch cover and partially by
the forward and aft stack corners container stanchions are left empty is to be
assessed in order to consider the maximum
By = support force [kN] in y-direction at the loads in the vertical hatch cover supports. It may
forward and aft stack corners be necessary to also consider partial load cases
where more or different container stack places
When strength of the hatch cover structure is are left empty.
assessed by grillage analysis according to 3.7,
hm and zi need to be taken above the hatch 1.3.4.5 Mixed stowage of 20 [ft] and 40 [ft]
cover supports. Force By does not need to be containers on hatch covers
considered in this case.
1.3.4.5.1 In the case of mixed stowage ( 20 [ft] +
Values of Az and Bz applied for the assessment 40 [ft] container combined stack), the foot point
of hatch cover strength are to be shown in the forces at the fore and aft end of the hatch cover
drawings of the hatch covers. are not to be higher than resulting from the
design stack weight for 40 [ft] containers, and
Note; the foot point forces at the middle of the cover
It is recommended that container loads as are not to be higher than resulting from the
calculated above are considered as limit for foot design stack weight for 20 [ft] containers.
point loads of container stacks in the
M
hm
A B
y
z
B
b z
Fig. 1.3.4 : Forces due to container loads

Chapter 12 Part 3
Table 1.3.4.4 : Partial loading of container hatch covers
1.3.5 Loads due to elastic deformations of 1.4 Corrosion addition for hatch covers and
the ship's hull hatch coamings
Hatch covers, which in addition to the loads The scantling requirements of this chapter imply
according to 1.3.1 to 1.3.4 are loaded in the the following general corrosion additions tc as
ship's transverse direction by forces due to per Table 1.4:
elastic deformations of the ship's hull, are to be
designed such that the sum of stresses does not
exceed the permissible values given in 3.3.1.

Page 9 of 50
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Table 1.4 : Corrosion additions tc for hatch covers and hatch coamings
Application Structure tc [mm]

Weather deck hatches of Hatch covers 1.0
container ships, car carriers, Hatch coamings 1.0
paper carriers, passenger
vessels
Hatch covers in general 2.0
Weather exposed plating and 1.5
bottom plating of double skin
hatch covers
Internal structure of double skin 1.0
Weather deck hatches of all hatch covers and closed box
other ship types (Also see girders
1.1.2)
Hatch coamings not part of the 1.5
longitudinal hull structure
Hatch coamings part of the 1.0
longitudinal hull structure
Coaming stays and stiffeners 1.5
1.5 Steel renewal 1.5.3 For the internal structure of double skin
hatch covers, thickness gauging is required
1.5.1 Steel renewal is required where the when hatch cover top or bottom plating renewal
gauged thickness is less than tnet + 0.5 [mm] for: is to be carried out or when this is deemed
necessary, at the discretion of the individual
 Single skin hatch covers class society’s surveyor, on the basis of the
plating corrosion or deformation condition. In
 The plating of double skin hatch covers, these cases, steel renewal for the internal
and structures is required where the gauged
thickness is less than tnet.
 Coaming structures for which corrosion
additions tc is provided in Table 1.4 1.5.4 For corrosion addition tS = 1.0 [mm] the
thickness for steel renewal is tnet and the
1.5.2 Where the gauged thickness is within the
range tnet + 0.5 [mm] and tnet + 1.0 [mm], coating thickness for coating or annual gauging is when
gauged thickness is between tnet and tnet + 0.5
(applied in accordance with the coating
manufacturer’s requirements) or annual gauging [mm]. For coaming structures, the corrosion
may be adopted as an alternative to steel additions tc of which are not provided in Tab.
renewal. Coating is to be maintained in GOOD 1.4, steel renewal and coating or annual
condition. gauging are to be specially considered.

Chapter 12 Part 3
Section 2
Hatch Coamings
2.1 Coaming heights Alternatively tapered brackets may be omitted,

provided that the hatch coamings at the corners
2.1.1 The height of the coamings for hatchways of the hatchways are well rounded and are
closed by weathertight covers is to be not less joined to the deck by full penetration welds.
than Suitable supporting brackets are to be provided
if the deck overhang at the corner is excessive.
- 600 [mm] in Position 1
2.2.5 Extension brackets or rails arranged
- 450 [mm] in Position 2 approximately in line with the cargo hatch side
coamings and intended for the stowage of steel
Coaming heights are to be measured from the hatch covers are not to be welded to deckhouse,
upper surface of the deck or top of the deck masthouse or to each other unless they form a
sheathing if fitted. part of the longitudinal strength members. The
ends of supporting structures of hatch cover
2.1.2 The height of coamings less than that stowage rails are not to end abruptly and are to
required as per 2.1.1 may be accepted on be tapered by suitable end brackets.
special consideration provided the construction
of the hatchcovers is such as to ensure that the 2.2.6 Hatch coamings and supporting structures
safety of the ship is not impaired in any sea are to be adequately stiffened to resist the
condition. Such reduced coaming heights will loading from hatch covers, in longitudinal,
also have to be approved by the concerned transverse and vertical directions.
National Authorities.
2.2.7 The stresses in the under deck structures
2.1.3 Height of coamings may be required to be induced by the load transmitted by the stays are
increased on certain ships e.g., ships of Type not to be greater than the allowable stresses for
'B-100' or Type 'B-60' where it is found coaming stays indicated in 2.5.2.
necessary to satisfy the requirements of
floatability stipulated in the ILLC, 1966. 2.2.8 The coamings are to be satisfactorily
stiffened against buckling.
2.2 Hatch coaming construction
2.2.9 Materials for hatch coaming are to satisfy
2.2.1 Hatchside coamings are to extend to the the requirements of Part 2, Ch 2.
lower edge of the deck beams. Side coamings
not forming a part of continuous girders, are to 2.3 Hatch coaming strength criteria
extend two frame spaces beyond the hatch ends
below the deck. 2.3.1 Local net plate thickness of coamings
2.2.2 Hatch end coamings when not in line with The net thickness of weather deck hatch
the deck transverses are to extend below the coamings shall not be less than the larger of the
deck, at least three longitudinal frame spaces following values:
beyond the side coaming.
p A .10 3
2.2.3 Continuous hatchway coamings or t  0.0142 . s [mm]
coamings forming an effective part of the deck 0.95 . σ F
girder system are to be made from steel of same
tensile strength as that of the deck plating.
L1
t min  6  [mm]
2.2.4 If the junction of hatch coamings forms a 100
sharp corner, the side and end coamings are to
be extended in the form of tapered brackets in s = stiffener spacing [mm]
longitudinal and transverse directions
respectively. L1 = L, need not be taken greater than 300 [m]

Page 11 of 50
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σ F = minimum yield stress [N/mm2] transmitted through them and permissible
stresses according to 3.3.1
Longitudinal strength aspects are to be verified
according to Ch.5. 2.5.1 Coaming stay section modulus and
web thickness
2.4 Net scantling of secondary stiffeners of
coamings At the connection with deck, the net section
modulus Z [cm3] and the gross thickness tw
The stiffeners must be continuous at the [mm], of the coaming stays designed as beams
coaming stays. For stiffeners with both ends with flange ( example 1 and 2 are shown in
constraint, the elastic net section modulus Z Figure 2.5.1) are to be taken not less than:
[cm3] and net shear area As, [cm2], calculated on
the basis of net thickness, is not be less than: 526
Z . e . h s2 . p A .10 3 [cm 3 ]
σF
83
Z .s.l 2 .p A [cm3]
σF . .
𝑡 . 𝑡 [mm]
10.s.l.pA
As  [cm2] e = spacing of coaming stays [m]
σF
hs = height of coaming stay [m]
l = secondary stiffener span, [m], to be taken as
the spacing of coaming stays hw=web height of coaming stay at its lower end
[m]
s = stiffener spacing [mm]
tc = corrosion addition [mm], according to 1.4
For sniped stiffeners of coaming at hatch
corners section modulus and shear area at the For other designs of coaming stays, such as
fixed support have to be increased by 35%. The those shown in Figure 2.5.1, example 3 and 4,
gross thickness of the coaming plate at the the stresses are to be determined through a
sniped stiffener end shall not be less than: grillage analysis or FEM. The calculated
stresses are to comply with the permissible
p A .10 -3.s.(1000l  0.5 s) stresses according to 3.1.1.
t  19.6. [mm]
σF Coaming stays are to be supported by
appropriate substructures. Face plates may only
Horizontal stiffeners on hatch coamings, which be included in the calculation if an appropriate
are part of the longitudinal hull structure, are to substructure is provided and welding provides
be designed according to Ch.10, Sec.5.2. an adequate joint.
2.5 Coaming stays Webs are to be connected to the deck by fillet

welds on both sides with a throat thickness of
Coaming stays are to be designed for the loads a=0.44tw.

Chapter 12 Part 3
Fig.2.5.1 : Examples of coaming stays
2.5.2 Coaming stays under friction load hatch coamings and through them, to the deck
structures below. Hatch coamings and
For coaming stays, which transfer friction forces supporting structures are to be adequately
at hatch cover supports, fatigue strength is to be stiffened to accommodate the loading from
considered. (Also see 4.4.2). hatch covers, in longitudinal, transverse and
vertical directions.
2.6 Further requirements for hatch coamings
Structures under deck are to be checked against
2.6.1 Longitudinal strength the load transmitted by the stays.
Hatch coamings which are part of the Unless otherwise stated, weld connections and
longitudinal hull structure are to be designed materials are to be dimensioned and selected in
according to the requirements of Ch.5. accordance with the requirements of Ch.17 and
Ch.2 respectively.
For structural members welded to coamings and
for cutouts in the top of coamings sufficient 2.6.3 Stays
fatigue strength is to be verified.
On ships carrying cargo on deck such as timber,
Longitudinal hatch coamings with a length coal or coke, the stays are to be spaced not
exceeding 0.1L [m] are to be provided with more than 1.5 [m] apart.
tapered brackets or equivalent transitions and a
corresponding substructure at both ends. At the 2.6.4 Extend of coaming plates
end of the brackets they are to be connected to
the deck by full penetration welds of minimum 2.6.4.1 Coaming plates are to extend to the
300 [mm] in length. lower edge of the deck or hatch side girders are
to be fitted that extend to the lower edge of the
2.6.2 Local details deck breams. Extended coaming plates and
hatch side girders are to be flanged or fitted with
Design of local details not covered in this face bars or half-round bars. Figure 2.6.4 gives
section are to be suitable for the purpose of an example.
transferring the loads on the hatch covers to the

Page 13 of 50
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extension of the hatch side and end coaming,
drain openings are to be provided at appropriate
positions of the drain channels.
Drain openings in hatch coamings are to be

arranged with sufficient distance to areas of
stress concentration (e.g. hatch corners,
transitions to crane posts).
Drain openings are to be arranged at the ends

of drain channels and are to be provided with
non-return valves to prevent ingress of water
from outside. It is unacceptable to connect fire
Fig.2.6.4 : Example of hatch side girder hoses to the drain openings for this purpose.
If a continuous outer steel contact between

2.6.5 Drainage arrangement at the coaming cover and ship structure is arranged, drainage
from the space between the steel contact and
If drain channels are provided inside the line of the gasket is also to be provided for.
gasket by means of a gutter bar or vertical
Section 3
Hatch Covers
3.1 General 'c' : Wood or steel hatch covers used in

conjunction with the portable beams.
3.1.1 The type of hatchcovers a) to e) as Weathertightness to be obtained by tarpaulins.
described below may be used as per Table
3.1.1 on the weathertight decks of various ship 'd' : Access hatch covers for cargo oil tanks and
types mentioned in ILLC, 1966 as amended by adjacent spaces. The hatch covers are to be of
the 1988 protocol, as amended in 2003. steel and gasketed.
Table 3.1.1 : Applicability of hatchcover 'e' : Access hatch covers other than 'd'. For
type Types 'A', 'B-100' and 'B-60' ships, the covers
Types of Types of ships as per ILLC, 1966 are to be of steel, and weathertightness is to be
hatch 'A' 'B- 'B-60' 'B' 'B+' ensured by means of gaskets.
covers 100'
a No Yes Yes Yes Yes
b No No No Yes Yes Note : Modern hatch cover designs of lift-away-
c No No No No Yes covers are in many cases called pontoon
d Yes Yes Yes Not applicable covers. This definition does not fit to the
e Yes Yes Yes Yes Yes definition above. Modern lift-away hatch cover
designs should belong to one of the two
Hatch Cover Types : categories single skin covers or double skin
cover.
'a' : Steel plated cargo hatch covers stiffened by
webs or stiffeners and secured by clamping 3.1.2 Tween deck hatch covers may be any of
devices. Weathertightness is to be ensured by the types defined in 3.1.1, but need not be
means of gaskets. Hatch covers used for holds weathertight unless fitted to deep tank or water
containing liquid cargoes are also included in ballast holds or compartments, in which case
this category. the covers are to be of type (a) and oil tight or
watertight as appropriate.
'b' : Steel plated pontoon type cargo hatch
covers with internal webs and stiffeners 3.1.3 Materials for hatch covers are to satisfy
extending over the full width of the hatchway. the requirements of Part 3, Ch 2.
Weather-tightness is to be achieved by
tarpaulins.

Chapter 12 Part 3
Material Class I is to be applied for top plate, For steels with a minimum yield stress of more
bottom plate and primary supporting members. than 355 [N/mm2], the value of F to be applied
will be specially considered.
3.1.4 The secondary stiffeners and primary
supporting members of the hatch covers are to For grillage analysis, the equivalent stress may
be continuous over the breadth and length of the be taken as follows:
hatch covers, as far as practical. When this is
not practical, appropriate arrangements are to
be adopted to ensure sufficient load carrying  V   2  3 2 [N/mm2]
capacity. Sniped end connections are not to be  = normal stress [N/mm2]
used.
 = shear stress [N/mm2]
The spacing of the primary supporting members
parallel to the direction of secondary stiffeners is
not to exceed 1/3 of the span of the primary For FEM calculations, the equivalent stress may
supporting members. When strength calculation be taken as follows:
is carried out by FE analysis using plane strain
or shell elements, this requirement can be  V   x 2   x   y   y 2  3 2 [N/mm2]
waived.
3.1.5 Load bearing connections between the

x = normal stress, [N/mm2], in x-direction
hatch cover panels are to be fitted for the y = normal stress, [N/mm2], in y-direction
purpose of restricting the relative vertical
displacements.  = shear stress, [N/mm2], in the x-y plane
3.2 General strength criteria Indices x and y are coordinates of a two-

dimensional Cartesian system in the plane of
3.2.1 The scantlings of the hatch cover plating, the considered structural element.
secondary stiffeners and primary supporting
members are to be determined as per 3.4, 3.5 In case of FEM calculations using shell or plane
and 3.6 respectively using the design loads strain elements, the stresses are to be read from
given in 1.3. the centre of the individual element. It is to be
observed that, in particular, at flanges of
3.2.2 Hatchcovers of special construction and unsymmetrical girders, the evaluation of stress
arrangement e.g. covers designed and from element centre may lead to non-
constructed as a grillage, covers supported conservative results. Thus, a sufficiently fine
along more than two opposite edges and covers mesh is to be applied in these cases or, the
supporting other covers, may require stress at the element edges is not to exceed the
submission of direct strength calculation taking allowable stress. Where shell elements are
into account the arrangement of stiffeners and used, the stresses are to be evaluated at the
the supporting members. mid plane of the element.
When a beam or a grillage analysis is used, the Stress concentrations are to be assessed to the
secondary stiffeners are not to be included in satisfaction of IRS.
the attached flange area of the primary
members. 3.3.2 Deflection
3.3 Permissible stresses and deflections The vertical deflection of primary supporting
members due to the vertical design weather
3.3.1 Stresses load according to 1.3.1 is to be not more than
0.0056 l g [m] where lg [m] is the greatest span
The equivalent stress v in steel hatch cover of primary supporting members.
structures related to the net thickness shall not
exceed 0.8 F, where F is the minimum yield Note: Where hatch covers are arranged for
stress, [N/mm2], of the material. For design carrying containers and mixed stowage is
loads according to 1.3.2 to 1.3.5, the equivalent allowed, i.e., a 40'-container stowed on top of
stress v related to the net thickness shall not two 20'-containers, particular attention is to be
exceed 0.9 F when the stresses are assessed paid to the deflections of hatch covers. Further
by means of FEM. the possible contact of deflected hatch covers
with in hold cargo has to be observed.

Page 15 of 50
___________________________________________________________________________________
 
3.4 Local net plate thickness = 1.9 . , for  0.8 for the
a a
The local net plate thickness t, [mm], of the attached plate flange of primary supporting
hatch cover top plating is not to be less than: members
s = stiffener spacing [m]

p.103
t  Fp .15.8. s p = pressure pH and pL, [N/mm2], as defined in
0.95. σ F 1.3.
 = maximum normal stress, [N/mm2], of hatch

and to be not less than 1% of the spacing of the cover top plating, determined according
stiffener or 6 [mm] if that be greater. to Fig.3.2
Fp = factor for combined membrane and a = 0.8 . F [N/mm2]

bending response
= 1.5 in general For flange plates under compression sufficient
buckling strength according to 3.8 is to be
demonstrated.
Fig. 3.2 : Determination of normal stress of the hatch cover plating
3.4.1 Local net plate thickness of hatch a hatch cover, the net thickness must not be
covers for wheel loading less than:
The local net plate thickness of hatch covers for t = 6.5 . s [mm]
wheel loading is to be according to Ch.9, Sec.6.
where,
3.4.2 Lower plating of double skin hatch
covers and box girders s = stiffener spacing [m]
The thickness to fulfill the strength requirements Note:

is to be obtained from the calculation according Project cargo means especially large or bulky
to 3.7 under consideration of permissible cargo lashed to the hatch cover. Examples are
stresses as per 3.3.1.When the lower plating is parts of cranes or wind power stations, turbines,
taken into account as a strength member of the etc. Cargoes that can be considered as
hatch cover, the net thickness [mm], of lower uniformly distributed over that hatch cover, e.g.,
plating is to be taken not less than 5 [mm]. timber, pipes or steel coils need not to be
When project cargo in intended to be carried on considered as project cargo.

Chapter 12 Part 3
When the lower plating is not considered as a k = 235/σF

strength member of the hatch cover, the
thickness of the lower plating will be specially 3.5.4 Stiffeners parallel to primary supporting
considered. members and arranged within the effective
breadth according to 3.7.1 must be continuous
3.5 Net scantling of secondary stiffeners at crossing primary supporting member and may
be considered for calculating the cross sectional
3.5.1 The net section modulus Z and net shear properties of primary supporting members. It is
area As of uniformly loaded hatch cover to be verified that the combined stress of those
stiffeners constrained at both ends must not be stiffeners induced by the bending of primary
less than: supporting members and lateral pressures does
not exceed the permissible stresses according
to 3.3.1. The requirements of this paragraph are
𝑍 [cm3], for design load not applied to stiffeners of lower plating of
double skin hatch covers if the lower plating is
according to 1.3.1 not considered as strength member.
𝑍 [cm3], for design load 3.5.5 For hatch cover stiffeners under
compression sufficient safety against lateral and
according to 1.3.3.1 torsional buckling according 3.8.3 is to be
verified.
.
𝐴 [cm2], for design load 3.5.6 For hatch covers subject to wheel loading
or point loads stiffener scantlings are to be
according to 1.3.1
determined under consideration of the
permissible stresses according to 3.3.1 or are to
.
𝐴 [cm2], for design load be determined according to Ch.9, Sec.6.
according to 1.3.3.1 3.6 Net scantling of primary supporting

members
l = secondary stiffener span, [m], to be
taken as the spacing, [m], of primary 3.6.1 Primary supporting members
supporting members or the distance
between a primary supporting Scantlings of primary supporting members are
member and the edge support, as obtained from calculations according to 3.7
applicable. under consideration of permissible stresses as
per 3.3.1.
s = secondary stiffener spacing [m]
For all components of primary supporting
p = pressure pH and pL, [N/mm2], as members sufficient safety against buckling must
defined in 1.3. be verified according to 3.8. For biaxial
compressed flange plates this is to be verified
For secondary stiffeners of lower plating of within the effective widths according to 3.8.3.2.
double skin hatch covers, requirements
mentioned above are not applied due to the The net thickness of webs of primary supporting
absence of lateral loads. members is not to be less than:
The net thickness [mm], of the stiffener (except
u-beams/trapeze stiffeners) web is to be taken t  6.5  s [mm]
not less than 4 [mm].
3.5.2 The net section modulus of the secondary t min  5 [mm]

stiffeners is to be determined based on an
attached plate width assumed equal to the s = stiffener spacing [m].
stiffener spacing.
3.6.2 Edge girders (Skirt plates)
3.5.3 For flat bar secondary stiffeners and anti-
buckling stiffeners, the ratio h/tw is to be not Scantlings of edge girders are obtained from the
greater than 15.k0.5, where: calculations according to 3.7 under
consideration of permissible stresses as per
h = height of the stiffener [mm] 3.3.1.
tw = net thickness of the stiffener [mm]

Page 17 of 50
___________________________________________________________________________________
The net thickness of the outer edge girders carried out by either, grillage analysis or FEM.
exposed to wash of sea is not to be less than Double skin hatch covers or hatch covers with
the largest of the following values: box girders are to be assessed using FEM, refer
to 3.7.2.
p A .10 3 3.7.1 Effective cross-sectional properties for
t  15.8 . s . [mm]
0.95 . σ F calculation by grillage analysis
Cross-sectional properties are to be determined

considering the effective breadth. Cross
t  8.5  s [mm] sectional areas of secondary stiffeners parallel
t min  5 [mm] to the primary supporting member under
consideration within the effective breadth can be
pA = horizontal pressure [N/mm2] as
included, refer Fig. 3.8.3.2.1.
defined in 1.3.2
s = stiffener spacing [m] The effective breadth of plating em of primary
The stiffness of edge girders is to be sufficient to supporting members is to be determined
maintain adequate sealing pressure between according to Table 3.7.1, considering the type of
securing devices. The moment of inertia of edge loading. Special calculations may be required for
girders is not to be less than: determining the effective breadth of one-sided or
non-symmetrical flanges.
4
I  6  q  s SD [cm4] The effective cross sectional area of plates is
not to be less than the cross sectional area of
q = packing line pressure [N/mm], minimum the face plate.
5 [N/mm]
For flange plates under compression with
s SD = spacing, [m], of securing devices secondary stiffeners perpendicular to the web of
the primary supporting member, the effective
width is to be determined according to 3.8.3.2.
3.7 Strength calculations
Strength calculation for hatch covers may be
Table 3.7.1 : Effective breadth emof plating of primary supporting members
l/e 0 1 2 3 4 5 6 7 ≥8
em1/e 0 0.36 0.64 0.82 0.91 0.96 0.98 1.00 1.00
em2/e 0 0.20 0.37 0.52 0.65 0.75 0.84 0.89 0.90
em1 is to be applied where primary supporting members are loaded by uniformly distributed loads or
else by not less than 6 equally spaced single loads
em2 is to be applied where primary supporting members are loaded by 3 or less single loads
Intermediate values may be obtained by direct interpolation.
l length of zero-points of bending moment curve:
l = l0 for simply supported primary supporting members
l = 0,6 ꞏ l0 for primary supporting members with both ends constraint,
where l0 is the unsupported length of the primary supporting member
e width of plating supported, measured from centre to centre of the adjacent unsupported fields

Chapter 12 Part 3
3.7.2 General requirements for FEM Definitions

calculations
a = length of the longer side of a single plate
For strength calculations of hatch covers by field [mm] (x-direction)
means of finite elements, the cover geometry is b = breadth of the shorter side of a single
to be idealized as realistically as possible. plate field [mm] (y-direction)
Element size is to be appropriate to account for
effective breadth. In no case element width is to  = aspect ratio of single plate field
be larger than stiffener spacing. In way of force = a/b
transfer points and cutouts the mesh has to be n = number of single plate field breadths
refined where applicable. The ratio of element within the partial or total plate field
length to width is not exceed 4.
t = net plate thickness [mm]
The element height of webs of primary x = membrane stress, [N/mm²], in x-
supporting member is not to exceed one-third of
direction
the web height. Stiffeners and supporting plates
against pressure loads, are to be included in the y = membrane stress, [N/mm²], in y-
idealization. Stiffeners may be modelled by direction
using shell elements, plane stress elements or
beam elements. Anti-buckling stiffeners may be  = shear stress, [N/mm²], in the x-y plane
disregarded for the stress calculation. E = modulus of elasticity [N/mm²], of the
material
3.8 Buckling strength of hatch cover = 2.06ꞏ105 [N/mm2] for steel
structures
F = minimum yield stress, [N/mm²], of the
For hatch cover structures sufficient buckling material
strength is to be demonstrated.
The buckling strength assessment of coaming Compressive and shear stresses are to be taken
parts is to be done according to Ch.3, Sec.6. positive, tensile stresses are to be taken
negative.
long. stiffener single field partial field

n·b
am
bm
bb
y
x
transverse stiffener
longitudinal : stiffener in the direction of the length a

transverse : stiffener in the direction of the breath b
Fig.3.8 : General arrangement of panel
Note:
If stresses in the x- and y-direction already  x   x*  0.3 *y  0.91

contain the Poisson-effect (calculated using
FEM), the following modified stress values may  y   *y  0.3   x*  0.91
be used. Both stresses x* and y* are to be
x*, y* = stresses containing the Poisson-
compressive stresses, in order to apply the
stress reduction according to the following effect
formulae:

Page 19 of 50
___________________________________________________________________________________
Where compressive stress fulfils the condition
y* < 0.3x*, then y = 0 and x = x* F1= correction factor for boundary condition at
the longitudinal stiffeners according to
Where compressive stress fulfils the condition Table 3.8.
x* < 0.3y*, then x = 0 and y = y*
Table 3.8 : Correction factor F1
Stiffeners sniped at both ends 1.00
Guidance values1 where both ends are 1.05 for flat bars
effectively connected to adjacent
1.10 for bulb sections
structures
1.20 for angle and tee-sections
1.30 for u-type sections2 and
girders of high rigidity
An average value of F1 is to be used for plate panels having different edge

stiffeners
1Exact values may be determined by direct calculations

2Higher value may be taken if it is verified by a buckling strength check of the
partial plate field using non-linear FEA and deemed appropriate by IRS, but
not greater than 2.0
e = reference stress, [N/mm2], taken equal to = 1.10 for hatch covers when subjected
to loads according to 1.3.3 to 1.3.5
2
t
0.9  E    = reference degree of slenderness,
= b taken equal to:
F
 = edge stress ratio taken equal to =
K  e
= 2 /1 where
K = buckling factor according to Table
1 = maximum compressive stress 3.8.2.
2 = minimum compressive stress or
tensile stress 3.8.1 Proof of top and lower hatch cover
plating
S = safety factor (based on net scantling
approach), taken equal to Proof is to be provided that the following
condition is complied with for the single plate
= 1.25 for hatch covers when subjected field of longer dimension ‘a’ and shorter
to the vertical design weather load dimension ‘b’.
according to 1.3.1

Chapter 12 Part 3
e2 e3
 x S 
e1
  S   x  y  S 2   S  3
   y   B    1.0
            F 
  x  F   y F    F2   
The first two terms and the last term of the Where y  0 (tensile stress), y = 1.0.
above condition shall not exceed 1,0.
The exponents e1, e2 and e3 as well as the
The reduction factors kx, ky and k are given in factor B are to be taken as given by Table 3.8.1.
Table 3.8.2.
Where x  0 (tensile stress), kx = 1.0.
Table 3.8.1 : Coefficients e1, e2, e3 and factor B
Exponents e1 - e3 and
Plate panel
factor B
e1 1   x4
e2 1   y4
e3 1   x   y   2
B
x and y positive  x   y 5
(compressive stress)
B
x or y negative 1
(tensive stress)

Page 21 of 50
___________________________________________________________________________________
Table 3.8.2 : Buckling and reduction factors for plane elementary plate panels
Buckling- Edge Aspect
Load Case stress ratio Buckling factor K Reduction factor κ
ratio ψ  a b
1 8. 4 x 1 for
1   0 K
sx sx   1. 1   c
 1 0 .22  for
t
 x  c  2 
b
y·sx
a·b y·sx 0    1 K  7.63   6.26  10    
 1   c
c  1.25  0.12   1.25
  1 K  1   2  5 .975 c 0.88 
c  1  1  
2 c 
2 1 R  F 2 H  R 
 y  c 
2
1   0  1  1  2 .1 
K  F1 1  2     2 
     1.1
sy y·sy
t c  1.25  0.12   1.25

b
sy
1  2,11   
y·sy
 2
a·b K  F1 1  2    
R   1   for   c
1    1,5    1 .1
 c
  R  0.22 for   c
 2 13 .9  10 
  c 0.88 
c  1  1  
2 c 
 1  2.11   
2
0    1
K  F1 1  2    K 
   1 .1  1
F  1  0.912   c1  0
  1,5   p 
  (5.87  1.87 2  
2  
8.6 
  10 )
2
  p 2  2  0.5 for
1  p2  3
1  2
31   
 1    F 
K  F1    5.975 c1  1  1   0
4     
2
 1    2 H  R
  1 K  F1    3.9675 c T  T 2  4 
     
31   4
 1   14 1
4  0.5375  T  
   15 3
 1.87 

Chapter 12 Part 3
3  1 
4 0.425  2 
1   0  
sx sx
K 
t 3  1
b  0
y·sx a·b y·sx  1 
K  4 0.425  2 1    x 1 for   0.7
0    1   
 5 1  3.42  x 
1
for   0.7
2  0,51
4
y·sx y·sx
 1  3 
1    1  0 K   0.425  2 
t
   2
b
sx sx
a·b
5
K  K  3
t
 1  4    1 for   0.84
t t t K   5.34  2 
b
===     
0,84
for   0.84
t
a·b 0  1 
 5.34 
K   4  2 
  
Explanations for boundary conditions - - - - - plate edge free
──── plate edge simply supported
3.8.2 Webs and flanges of primary 3.8.3.2 Effective width of top and lower
supporting members hatch cover plating
For non-stiffened webs and flanges of primary For demonstration of buckling strength
supporting members sufficient buckling strength according to 3.8.3.3 through 3.8.3.4 the effective
as for the hatch cover top and lower plating is to width of plating may be determined by the
be demonstrated according to 3.8.1. following formulae:
3.8.3 Proof of partial and total fields of bm   x  b for longitudinal stiffeners

hatch covers
am   y  a for transverse stiffeners
3.8.3.1 Longitudinal and transverse
secondary stiffeners see also Fig.3.8.
It is to be demonstrated that the continuous The effective width of plating is not to be taken
longitudinal and transverse stiffeners of partial greater than the value em obtained from 3.7.1.
and total plate fields comply with the conditions
set out in 3.8.3.3 through 3.8.3.4. The effective width e'm of stiffened flange plates
For u-type stiffeners, the proof of torsional of primary supporting members may be
buckling strength according to 3.8.3.4 can be determined as follows:
omitted. Single-side welding is not permitted to
use for secondary stiffeners except for u-
stiffeners.

Page 23 of 50
___________________________________________________________________________________
Fig. 3.8.3.2.1 : Stiffening parallel to web of primary supporting member
b < em e = width of plating supported according to

'
em = n . bm 3.7.1
n = integer number of stiffener spacings b
For b  em or a < em, respectively, b and a
inside the effective breadth em according
to 3.7.1 have to be exchanged.
= int  em  am and bm for flange plates are in general to be
 b 
determined for  = 1.
Note:
Scantlings of plates and stiffeners are in general

to be determined according to the maximum
stresses x(y) at webs of primary supporting
member and stiffeners, respectively. For
stiffeners with spacing “b” under compression
arranged parallel to primary supporting
members no value less than “0.25”  F shall be
inserted for x(y=b).
The stress distribution between two primary

supporting members can be obtained by the
Fig. 3.8.3.2.2 : Stiffening perpendicular to following formula:
web of primary supporting member  y  y 
 x  y    x1  1  3  c1  4  c2  2  1  c1  2 c2   
 e  e 
c1 =  x2
0  c1  1
a  em  x1
e'm = n  am  em
e
c2 =
1.5 "
e

. e ml  e "m2  0.5 
n = 2,7  m  1
a

Chapter 12 Part 3
e"m1 = proportionate effective breadth em1 p .10 3 a(n/b)2

M1  for transverse stiffeners
or proportionate effective width e’m1 c s . 8 x10 3
of primary supporting member 1
within the distance “e”, as n is to be taken equal to 1 for ordinary
appropriate transverse stiffeners.
e"m2 = proportionate effective breadth em2 p = lateral load [N/mm²]
or proportionate effective width e’m2
of primary supporting member 2
within the distance “e”, as FKi = ideal buckling force [N] of the stiffener
appropriate  2
for longitudinal
F Kix  2
 E  I x  10 4
a
x1, x2 = normal stresses in flange plates
stiffeners
of adjacent primary supporting
member 1 and 2 with spacing e, 2
FKiy   E  I y  10 4 for transverse
based on cross-sectional properties n  b2
considering the effective breadth or
stiffeners
effective width, as appropriate
I x , I y = net moments of inertia, [cm4], of the
y = distance of considered location from
longitudinal or transverse stiffener including
primary supporting member 1
effective width of attached plating according to
3.8.3.2. Ix and Iy are to comply with the following
Shear stress distribution in the flange plates criteria:
may be assumed to vary linearly. b t3
Ix 
12  10 4
3.8.3.3 Lateral buckling of secondary
a t3
stiffeners Iy 
12  10 4
 
a b
S 1
 F
pz = nominal lateral load, [N/mm2], of the
a = uniformly distributed compressive stiffener due to x, y and 
stress, [N/mm2] in the direction of the stiffener
axis. (i) for longitudinal stiffeners
a =  x for longitudinal stiffeners
a = y for transverse stiffeners t   b 
2

p zx   xl    2  c y   y  2 1 
b = bending stress, [N/mm2], in the b   a  

stiffener
M 0  M1 (ii) for transverse stiffeners

=
Z st  10 3
t  
2
 a   A 
p zy  2  c x   xl   y   1  y   2 1 
M0 = bending moment, [Nmm], due to the a   nb   a t  

deformation “w” of stiffener, taken equal to:
M  F Ki
pz w  
with c f  p z  0  Ax 
0
c f  p z  xl   x 1  
 bt 
M1 = bending moment, [Nmm], due to the
lateral load “p” equal to:
cx , c y = factor taking into account the
stresses perpendicular to the
3
p .10 . b . a 2 stiffener's axis and distributed
M1  for longitudinal stiffeners variable along the stiffener's length
24 x10 3

Page 25 of 50
___________________________________________________________________________________
w1 = Deformation of stiffener, [mm], at

= 0.5.1  Ψ for 0  Ψ  1 midpoint of stiffener span due to lateral
load “p”.
0.5 In case of uniformly distributed load the

= for Ψ  0 following values for “w1” may be used:
1 Ψ
p . b . a 4 .10 3
w 1 for longitudinal stifeners
Ax , Ay = net sectional area, [mm2] of the 384 .10 7 . E . I x
longitudinal or transverse stiffener,
respectively, without attached plating
 5 . a . p . (n . b) 4 .10 3
m m  w 1 for transverse
 1    t  F  E  21  22   0 384 .10 7 . E . I y . c 2x
 a b  
stiffeners
for longitudinal stiffeners: cf = elastic support provided by the stiffener,
[N/mm2]
a i) For longitudinal stiffeners:
 2.0 : m1 = 1.47 m2 = 0.49
b  2
c fx  F Kix   (1  c px )
a2
a 1
< 2.0 : m1 = 1.96 m2 = 0.37 c px 
b   12.104 . I x  
 0.91.   1 
for transverse stiffeners:   t 3 .b 
1  
 c xa 
a 1.96  
 0.5 : m1 = 0.37 m2 =
n.b n2
2
a 1.47  a 2b 
 0.5 : m1 = 0.49 m2 = c xa     for a  2b
n.b n2  2b a 
2
  a 2 
c xa  1     for a  2b
  2b  
w  w0  w1
wo = assumed imperfection [mm] ii) For transverse stiffeners:
2
w 0 x  min(
a
,
b
,10 ) c fy  c S  FKiy   1  c py 
250 250 n  b 2
- for longitudinal stiffeners
a n b
w 0 y  min( , ,10 ) 1
250 250 c py 
- for transverse stiffeners   12.10 4 . I y 
 0.91.  3
 1 

  t . a 
1  
Note:  c ya 
For stiffeners sniped at both ends wo must not  
be taken less than the distance from the
 
midpoint of plating to the neutral axis of the
profile including effective width of plating.

Chapter 12 Part 3
 n  b 2a 
2
F
c ya   for T 
  KiT
 2a n  b 
n  b  2a
E   2  I   10 2 
2  KiT     0.385  I T  ,
 nb 2
 IP a 2
c ya  1     for  
  2a   [N/mm2]
n  b  2 a
For IP, IT , I
see Fig. 3.8.3.4.1 and Table
3.8.3.4.1.
cs = factor accounting for the boundary
bf bf bf
conditions of the transverse stiffener
= 1.0 for simply supported stiffeners
tf
tw tw tw tw
= 2.0 for partially constrained stiffeners
hw
b1 b2
ef
b1
Zst = net section modulus of stiffener
(longitudinal or transverse) [cm³] C C C C
ta
including effective width of plating
according to 3.8.3.2. e f = h w + tf / 2
Fig. 3.8.3.4.1 : Dimensions of stiffener

If no lateral load “p” is acting the bending stress
“b“ is to be calculated at the midpoint of the IP = net polar moment of inertia of the
stiffener span for that fibre which results in the
stiffener, [cm4], related to the point C
largest stress value. If a lateral load “p” is acting,
the stress calculation is to be carried out for both
fibres of the stiffener's cross sectional area (if IT = net St. Venant's moment of inertia of
necessary for the biaxial stress field at the the stiffener, [cm4]
plating side).
I = net sectorial moment of inertia of the
3.8.3.4 Torsional buckling of secondary stiffener, [cm6], related to the point C
stiffeners
 = degree of fixation taken equal to:
3.8.3.4.1 Longitudinal secondary stiffeners
a4
The longitudinal ordinary stiffeners are to   1  10  3
3 4  
comply with the following criteria:   I   b 3  4 hw 3 
4  t 3t w 
x S
 1.0
T  F hw = web height, [mm]
KT = coefficient taken equal to: tw = net web thickness, [mm]
 T  1.0 for T  0.2 bf = flange breadth, [mm]

tf = net flange thickness, [mm]
T 
1
for T  0.2
Aw = net web area equal to: Aw  h w  t w
   2  T2
Af = net flange area equal to: A f  b f  t f
  0.51 0.21T 0.2  2
T  tf
e f  hw  , [mm]
2
T = reference degree of slenderness
taken equal to:

Page 27 of 50
___________________________________________________________________________________
Table 3.8.3.4.1 : Moments of inertia
Section IP IT I
h w3  t w hw  t w3  t  hw3  t w3
Flat bar 1  0.63 w 
4 
3  10 4 3 10  hw  36  10 6
for bulb and angle sections:

hw  t w3  t 
1  0.63 w 
4  A f  e 2f  b 2f  A f  2.6 AW 
3 10  hw   
 Aw  hw2 2 
12  10 6  A f  AW 

Sections with   4
bulb or flange  3  A f  e f 10 +
  for tee-sections:
b f  t 3f  t 
1  0.63 f  b 3f  t f  e 2f
4  
3 10  bf 
12  10 6
3.8.3.4.2 Transverse secondary stiffeners  = Z1/Zo

For transverse secondary stiffeners loaded by  = I1/Io
compressive stresses and which are not
supported by longitudinal stiffeners, sufficient Io, Z0 ,and I1, Z1 are the moment of inertia and
torsional buckling strength is to be demonstrated section modulus at middle of span and at the
analogously in accordance with 3.8.3.4.1. ends respectively as shown in Fig.3.9.
3.9 Hatch covers with variable cross-section
Hatch covers with Z and I gradually reducing

towards the ends of the span are to be designed
so that the maximum bending stresses and
deflections are not increased.
3.9.1 When the section shape is reduced

towards the ends (See Fig. 3.9) the
requirements of the section modulus Z and the
moment of inertia I of the section in the middle
uniform part are to be increased by the factors
C1 and C2 respectively
where C1 and C2 are given by Fig.3.9 : Hatchcovers with variable

cross-section
3 .2     0 .8
C1  1  3.9.2 The net web area of the primary
7   0. 4
supporting members at any point is not to be
less than:
1
C 2  1  8 3
0 .2  3   x
 0.5 - 
 l
where, A  10 . lsp [cm 2 ]
a
 = l1 / l0

Chapter 12 Part 3
where,
3.11.2 The ends of the web plates are to be
a = allowable shear stress doubled, or inserts fitted for at least 180 [mm]
along the length of the web.
= 0.46 F [N/mm2]
3.11.3 The beams which carry the ends of wood
x is the distance [m] from the end of the span to or steel hatch covers, a 50 [mm] vertical flat is to
the section considered. The value of x is not to be arranged on the upper face plate. The width
be taken more than 0.25l. of bearing surface for hatch covers is to be not
less than 65 [mm].
3.10 Wooden hatch covers
3.11.4 Carriers or sockets, or other suitable
3.10.1 Wooden hatch covers are to have a arrangements are to be provided as means of
finished thickness of not less than 60[mm] in the efficient fitting and securing of portable hatch
association with an unsupported span of 1.5 [m] beams. The arrangements are to be of suitable
and of not less than 82 [mm] with 2 [m] construction and the width of the bearing
unsupported span. The thickness for the surface is not to be less than 75 [mm].
intermediate span may be obtained by linear
interpolation. Where the tween deck height 3.11.5 Sliding hatch beams are to be provided
exceeds 2.6 [m], the thickness of the wood with an efficient device for locking them in their
hatch cover is to be increased at the rate of 16.5 correct fore and aft positions when the hatchway
per cent per metre of excess tween deck height. is closed.
3.10.2 The ends of all wooden hatch covers are 3.12 Direct calculations
to be protected by encircling with galvanized
steel bands, about 65 [mm] wide and 3 [mm] 3.12.1 Hatchcovers of special construction and
thick, efficiently secured. arrangement e.g. covers designed and
constructed as a grillage, covers supported
3.11 Portable hatch beams along more than two opposite edges and covers
supporting other covers, may require
3.11.1 The section modulus and the moment of submission of direct strength calculation taking
inertia of the portable hatch beams stiffened at into account the arrangement of stiffeners and
their upper and lower edges by continuous flat the supporting members.
bars are to satisfy the requirements of 3.4 for
pontoon hatch covers.
Section 4
Hatch Cover Securing Arrangement
4.1 General quality. It is to be effectively secured along the

edges of the cover in a manner as to ensure that
4.1.1 The gaskets and the securing the forces from the hatch covers or cargo
arrangements are to be designed for the stowed on top of the hatchcovers are transferred
expected relative movement between cover and to the coaming or to the deck by direct contact.
coaming or special devices are to be fitted to The sealing is to be achieved by relatively soft
restrict such movement. packing. The hatch coaming or steel parts on
the adjacent covers in contact with the packing
4.1.2 Securing arrangements together with are to be well rounded where necessary.
suitable gasketting material are to ensure
weathertightness of the covers to the 4.1.4 Dispensation of weather tight gaskets
satisfaction of the surveyors. The arrangements
are to be such as to ensure that the For hatch covers of cargo holds solely for the
weathertightness can be maintained in any sea transport of containers, upon request by the
condition. owners and subject to compliance with the
following conditions the fitting of weather tight
4.1.3 The gasket material is to be of satisfactory gaskets according to 4.1.2 and 4.1.3 may be
air, seawater and if necessary oil resistant dispensed with:

Page 29 of 50
___________________________________________________________________________________
- The hatchway coamings is not to be less hatchway coamings, decks or covers. Individual
than 600 [mm] in height; securing devices on each cover are to have
approximately the same stiffness characteristics.
- The exposed deck on which the hatch
covers are located is situated above a depth 4.1.6 A metallic contact is to be kept between
H(x) . H(x) is to be shown to comply with the the hatchcover and the hull to effect electrical
following criteria: earthing.
H(x)  Tfb + fb + h [m] 4.1.7 Where rod cleats are fitted, resilient
washers or cushions are to be incorporated.
Tfb = draught [m] corresponding to the
assigned summer load line 4.1.8 In case where hydraulic arrangement is
provided for securing the cleats, the system is to
fb = minimum required freeboard [m], remain mechanically locked in closed position in
determined in accordance with ICLL Reg.28 the event of a failure of the hydraulic system.
as modified by further regulations as
applicable. 4.1.9 Materials used in the manufacturer of
stoppers or securing devices including welding
x electrodes are to be in accordance with relevant
h  4.6 m for  0.75 requirements given in Part 2.
LL
4.2 Portable steel covers - tarpaulins and
x battening devices
 6.9 m for  0.75
LL
4.2.1 At least two layers of tarpaulins in good
condition are to be provided for each hatchway
- Labyrinths, gutter bars or equivalents are to in position 1 and 2. The tarpaulins are to be free
be fitted proximate to the edges of each from jute, and are to be waterproof and of ample
panel in way of the coamings. The clear strength. The minimum mass of the material
profile of these opening is to be kept as before treatment is to be 0.65 [kg/m2] if the
small as possible. material is to be tarred, 0.60 [kg/m2] if it is to be
chemically dressed and 0.55 [kg/m2] if to be
- Where a hatch is covered by several hatch dressed with black oil. A certificate to this effect
cover panels the clear openings of the gap is to be supplied by the makers of the tarpaulins.
in between the panels is not to be wider Special consideration will be given to the
than 50 [mm]. synthetic materials for the tarpaulins.
- The labyrinths and gaps between hatch 4.2.2 Cleats are to be of an approved pattern, at
cover panels is to be considered as least 65 [mm] wide, with edges so rounded as to
unprotected openings with respect to the minimize damage to the wedges, and are to be
requirements of intact and damage stability spaced not more than 600 [mm] from centre to
calculations. centre; the first and last cleats along each side
or end being not more than 150 [mm] from the
- With regard to drainage of cargo holds and hatch corners. Cleats are to be so set as to fit
the necessary fire-fighting system reference the taper of the wedges.
is made to the sections Piping Systems,
Valves and Pumps and Fire Protection and 4.2.3 Battens and wedges are to be efficient and
Fire Extinguishing Equipment of Pt.4, Ch.3, in good condition. Wedges are to be of tough
Pt.6 and Pt. 5, Ch.5, Sec. 2.2 of the Rules. wood, generally not more than 200 [mm] in
length and 50 [mm] in width. They should have a
- Bilge alarms is be provided in each hold taper of not more than 1 in 6 and should not be
fitted with non-weathertight covers. less than 13 [mm] thick at the point.
- Furthermore, Chapter 3 of IMO MSC/Circ. 4.2.4 For all hatchways in positions 1 and 2,
1087 is to be referred to concerning the steel bars or other equivalent means are to be
stowage and segregation of containers provided in order to efficiently and independently
containing dangerous goods. secure each section of hatch covers after the
tarpaulins are battened down. Hatch covers of
4.1.5 Securing devices are to be of reliable more than 1.5 [m] in length are to be secured by
construction and securely attached to the at least two such securing devices.

Chapter 12 Part 3
Where hatchway covers extend over 4.3.4 Cross-sectional area of the securing
intermediate supports, steel bars or their devices
equivalent are to be fitted at each end of each
section of the covers. At all other hatchways in The gross cross-sectional area [cm2] of the
exposed position on weather decks, ring bolts or securing devices is not to be less than:
other fittings suitable for lashings are to be
provided. A  0.28  q  s SD  k l
Acceptable equivalent means to steel bars are
to consist of devices and materials which will q = packing line pressure [N/mm],
minimum 5 [N/mm]
provide strength and stiffness equivalent to that
of steel. Steel wire ropes cannot be regarded as
satisfactory equivalent means. Care is to be sSD = spacing between securing devices
[m], not to be taken less than 2 [m]
taken that tarpaulins are adequately protected
from the possibility of damage arising from the e
usage of securing devices which do not provide  235 
a flat bearing surface. k l    , F is the minimum yield strength
 F 
4.3 Securing devices of the material [N/mm2], but is not to be taken
greater than 0,7 m where m is the tensile
4.3.1 General strength of the material [N/mm2].
Securing devices between cover and coaming
and at cross-joints are to be installed to provide e = 0.75 for  F  235 [N/mm2]
weathertightness. Sufficient packing line = 1.00 for  F  235 [N/mm2]
pressure is to be maintained.
Rods or bolts are to have a gross diameter not
Securing devices must be appropriate to bridge less than 19 mm for hatchways exceeding 5 [m²]
displacements between cover and coaming due in area.
to hull deformations.
Securing devices of special design in which
Securing devices are to be of reliable significant bending or shear stresses occur may
construction and effectively attached to the be designed as anti-lifting devices according to
hatchway coamings, decks or covers. Individual 4.3.5. As load, the packing line pressure q
securing devices on each cover are to have multiplied by the spacing between securing
approximately the same stiffness characteristics. devices sSD is to be applied.
Sufficient number of securing devices is to be 4.3.5 Anti lifting devices
provided at each side of the hatch cover
considering the requirements of 3.6.2. This The securing devices of hatch covers, on which
applies also to hatch covers consisting of cargo is to be lashed, are to be designed for the
several parts. lifting forces resulting from loads according to
1.3.4, refer Fig.4.3.5. Unsymmetrical loadings,
The materials of stoppers, securing devices and which may occur in practice, are to be
their weldings are to be to the satisfaction of considered. Under these loadings the equivalent
IRS. Specifications of the materials are to be stress in the securing devices is not to exceed:
shown in the drawings of the hatch covers.
150 [N/mm²]
4.3.2 Rod cleats V 
kl
Where rod cleats are fitted, resilient washers or
cushions are to be incorporated. Note:
The partial load case given in Table 1.3.4.4 may
4.3.3 Hydraulic cleats not cover all unsymmetrical loadings, critical for
hatch cover lifting.
Where hydraulic cleating is adopted, a positive
means is to be provided so that it remains Omission of anti-lifting devices will be specially
mechanically locked in the closed position in the considered.
event of failure of the hydraulic system.

Page 31 of 50
___________________________________________________________________________________
Fig. 4.3.5 : Lifting forces at a hatch cover
4.4 Hatch cover supports, stoppers and d min = 1.0 in general

supporting structures
= 2.0 for partial loading conditions, see 1.3.4.1
4.4.1 Horizontal mass forces Pn = permissible nominal surface pressure

[N/mm2] as per Table 4.4.2.
For the design of the hatch cover supports the
horizontal mass forces Fh  m  a are to be For metallic supporting surfaces not subjected to
calculated with the following accelerations: relative displacements, the nominal surface
pressure applies:
a X  0.2  g in longitudinal direction p n max  3  p n [N/mm²]
aY  0.5  g in transverse direction
Note:
m = Sum of mass of cargo lashed on the hatch When the maker of vertical hatch cover support
cover and mass of hatch cover material can provide proof that the material is
The accelerations in longitudinal direction and in sufficient for the increased surface pressure, not
transverse direction do not need to be only statically but under dynamic conditions
considered as acting simultaneously. including relative motion for adequate number of
cycles, permissible nominal surface pressure
may be relaxed at the discretion of IRS.
4.4.2 Hatch cover supports However, realistic long term distribution of
spectra for vertical loads and relative horizontal
For the transmission of the support forces motion should be assumed and agreed with
resulting from the load cases specified in 1.3 IRS.
and of the horizontal mass forces specified in
4.4.1, supports are to be provided which are to Drawings of the supports are to be submitted. In
be designed such that the nominal surface the drawings of supports the permitted
pressures in general do not exceed the following maximum pressure given by the material
values: manufacturer must be specified.
pn max  d  pn [N/mm2] Where large relative displacements of the

supporting surfaces are to be expected, the use
d = 3.75 – 0.015 L of material having low wear and frictional
properties is recommended.
d max = 3.0

Chapter 12 Part 3
Table 4.4.2 : Permissible nominal surface pressure pn

pn [N/mm²] when loaded by
Support material Horizontal force
Vertical force (on stoppers)
Hull structural steel 25 40
Hardened steel 35 50
Lower friction materials 50 –
The substructures of the supports must be of permissible stresses according to 3.3.1 are not
such a design, that a uniform pressure exceeded.
distribution is achieved.
For substructures and adjacent structures of
Irrespective of the arrangement of stoppers, the supports subjected to horizontal forces Ph, a
supports must be able to transmit the following fatigue strength analysis is to be carried out.
force Ph in the longitudinal and transverse
direction: 4.4.3 Hatch cover stoppers
PV Hatch covers shall be sufficiently secured

Ph    against horizontal shifting. Stoppers are to be
d provided for hatch covers on which cargo is
Pv = vertical supporting force carried.
 = frictional coefficient
= 0.5 in general The greater of the loads resulting from 1.3.2 and
4.4.1 is to be applied for the dimensioning of the
For non-metallic, low-friction support materials stoppers and their substructures.
on steel, the friction coefficient may be reduced
but not to be less than 0.35 and to the The permissible stress in stoppers and their
satisfaction of IRS. substructures, in the cover, and of the coamings
is to be determined according to 3.3.1. In
Supports as well as the adjacent structures and addition, the provisions in 4.4.2 are to be
substructures are to be designed such that the observed.
Section 5
Side Shell Doors and Stern Doors
5.1 General The sill of any side shell door is, in general, not
to be below a line drawn parallel to the
5.1.1 These rules give requirements for the freeboard deck at side, with its lowest point 230
arrangement, strength and securing of side shell [mm] above the uppermost loadline.
doors, abaft the collision bulkhead, and stern
doors leading into enclosed spaces. 5.1.4 Where the sill of any side shell door is
below the line specified in 5.1.3 satisfactory
5.1.2 Stern doors for passenger vessels are to additional features are to be fitted to maintain
be situated above the freeboard deck. Stern the watertight integrity. Fitting of a second door
doors for Ro-Ro cargo ships and side shell of equivalent strength and watertightness is one
doors may be either below or above the acceptable arrangement. Leakage detection
freeboard deck. device should be provided in the compartment
between the two doors. Further, drainage of this
5.1.3 Side shell doors and stern doors are to be compartment to the bilges controlled by an
so fitted as to ensure tightness and structural easily accessible screw down valve, should be
integrity commensurate with their location and arranged.
the surrounding structure.
5.1.5 Doors should preferably open outwards.

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5.1.6 Definitions Fc = accidental force, [N] due to loose cargo
etc., to be uniformly distributed over the area A
Securing device : a device used to keep the and not to be taken less than 300000 [N]. For
door closed by preventing it from rotating about small doors such as bunker doors and pilot
its hinges or about pivotted attachments to the doors, the value of Fc may be appropriately
ship. reduced. However, the value of Fc may be taken
as zero, provided an additional structure such as
Supporting devices : a device used to transmit an inner ramp is fitted, which is capable of
external or internal loads from the door to a protecting the door from accidental forces due to
securing device and from the securing device to loose cargoes.
the ship's structure, or a device other than a
securing device, such as a hinge, stopper or Pe = external design pressure [N/mm2]
other fixed device, that transmits loads from the determined at the centre of gravity of the door
door to the ship's structure. opening and not taken less than the following:
Locking device : a device that locks a securing a) Pe = Rs ks (Cw - 0.8 ho) . 10-3 [N/mm2]
device in the closed position.
where,
5.2 Design loads
Rs, ks, Cw are as given in 3.2.1.
5.2.1 The design forces, [N] considered for the
scantlings of primary members, securing and ho = vertical distance [m] from the summer load
supporting devices of side shell doors and stern waterline to the load point under consideration.
doors are to be not less than:
b) Pe = 0.01 (T1-ZG) + 0.025 [N/mm2] for ZG <
i) Design forces for securing or supporting T1, and
devices of doors opening inwards:
0.025 [N/mm2] for ZG > T1
- external force : Fe = APe 106 + Fp
where,
- internal force : Fi = Fo + 10 W
ZG = height of the centre of area of the door [m]
ii) Design forces for securing or supporting above the baseline, and
devices of doors opening outwards:
T1 = draught [m] at the highest subdivision
- external force : Fe = APe 106 loadline.
- internal force : Fi = Fo + 10 W + Fp Moreover, for stern doors of ships fitted with

bow doors, Pe is not to be taken less than:
iii) Design forces for primary members:
Pe = 0.6  CH (0.8 + 0.6L0.5)2 . 10-3 [N/mm2]
- external force : Fe = APe 106
where,
- internal force : Fi = Fo + 10 W
 = coefficient depending on the area where the
whichever is the greater, ship is intended to be operated:
where,  = 1 for sea going ships,
A = area [m2] of the door opening  = 0.8 for ships operated in coastal waters,
W = mass of the door [kg]  = 0.5 for ships operated in sheltered waters.
Fp = total packing force [N]. Packing line CH = 0.0125 L for L < 80 [m]
pressure is normally not to be taken less than 5 = 1 for L  80 [m]
[N/mm]
L = ship's length [m] but need not be taken
Fo = the greater of Fc and 5000 A [N] greater than 200 [m].

Chapter 12 Part 3
5.3 Strength criteria 5.4.3 Where doors also serve as vehicle ramps,
the design of the hinges should take into
5.3.1 Scantlings of the primary members, account the ship's angle of trim and heel which
securing and supporting devices of side shell may result in uneven loading on the hinges.
doors and stern doors are to be determined
considering simply supported end connections 5.4.4 Shell door openings are to have well-
and the design loads defined in 5.2. The rounded corners and adequate compensation is
following permissible stresses are not to be to be arranged with web frames at sides and
exceeded: stringers or equivalent above and below.
80 5.4.5 The thickness of the door plating is not to

shear stress :  [N/mm 2 ] be less than the required thickness for the side
k shell plating, using the door stiffener spacing,
and not less than the minimum required
120 thickness of shell plating as per Ch.8, Sec.4.1.
bending stress :  [N/mm 2 ]
k
Where doors serve as vehicle ramps, the plating
equivalent stress : thickness is to be not less than required for
vehicle decks.
150
 c  2  3 2  [N/mm 2 ]
k 5.4.6 The section modulus of secondary
horizontal or vertical stiffeners is not to be less
where k, the material factor, is not to be taken than that required for side framing as per Ch.8,
less than 0.72 unless a direct strength analysis Sec.4.3.2 and 4.3.5.
with regard to relevant modes of failures is
carried out. Where doors serve as vehicle ramps, the
stiffener scantlings are not to be less than
5.3.2 The buckling strength of primary members required for vehicle decks.
is to be verified as being adequate.
5.4.7 The secondary stiffeners are to be
5.3.3 For steel to steel bearings in securing and supported by primary members constituting the
supporting devices, the nominal bearing main stiffening of the door.
pressure calculated by dividing the design force
by the projected bearing area is not to exceed 5.4.8 The primary members and the hull
0.8, where is the yield stress of the bearing structure in way are to have sufficient stiffness
material. For other bearing materials, the to ensure structural integrity of the boundary of
permissible bearing pressure is to be the door.
determined according to the manufacturer's
specification. 5.4.9 Scantlings of the primary members are to
be based on direct strength calculations in
5.3.4 The arrangement of securing and association with the design forces given in 5.2
supporting devices is to be such that threaded and permissible stresses given in 5.3.1.
bolts do not carry support forces. The maximum
tension in way of threads of bolts not carrying 5.5 Securing and supporting of doors
support forces is not to exceed 125/k [N/mm2].
5.5.1 Side shell doors and stern doors are to be
5.4 Scantlings fitted with adequate means of securing and
supporting so as to be commensurate with the
5.4.1 The strength of side shell doors and stern strength and stiffness of the surrounding
doors is to be commensurate with that of the structure. The hull supporting structure in way of
surrounding structure. the doors is to be suitable for the same design
loads and design stresses as the securing and
5.4.2 Side shell doors and stern doors are to be supporting devices.
adequately stiffened and means are to be
provided to prevent any lateral or vertical Where packing is required, the packing material
movement of the doors when closed. Adequate is to be of a comparatively soft type and the
strength is to be provided in the connections of supporting forces are to be carried by the steel
the lifting / manoeuvring arms and hinges to the structure only. Other types of packing may be
door structure and to the ship's structure. specially considered.

Page 35 of 50
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Maximum design clearance between securing as well as securing and locking devices are to
and supporting devices is not generally to be interlocked in such a way that they can only
exceed 3 [mm]. operate in the proper sequence.
A means is to be provided for mechanically 5.6.2 Doors which are located partly or totally
fixing the door in the open position. below the freeboard deck with a clear opening
area greater than 6 [m2] are to be provided with
5.5.2 Only the active supporting and securing an arrangement for remote control, from a
devices having an effective stiffness in the position above the freeboard deck of:
relevant direction are to be included and
considered to calculate the reaction forces - the closing and opening of the doors,
acting on the devices. Small and/or flexible - associated securing and locking
devices such as cleats intended to provide local devices.
compression of the packing material are not
generally to be included in the calculations in For doors which are required to be equipped
5.5.4. The number of securing and supporting with a remote control arrangement, indication of
devices are generally to be the minimum the open/closed position of the door and the
practical whilst taking into account the securing and locking device is to be provided at
requirement for redundant provision given in the remote control stations. The operating
5.5.5 and the available space for adequate panels for operation of doors are to be
support in the hull structure. inaccessible to unauthorized persons. A notice
plate, giving instructions to the effect that all
5.5.3 Securing and supporting devices are to be securing devices are to be closed and locked
adequately designed so that they can withstand before leaving harbour, is to be placed at each
the reaction forces within the permissible operating panel and is to be supplemented by
stresses given in 5.3.1. warning indicator lights.
5.5.4 The distribution of the reaction forces Alternative means of securing are to be provided
acting on the securing devices and supporting for emergency use in case of failure of the
devices may require direct calculations taking power systems.
into account the flexibility of the hull structure
and the actual position of the supports. 5.6.3 Where hydraulic securing devices are
applied, the system is to be mechanically
5.5.5 The arrangement of securing devices and lockable in closed position. This means that in
supporting devices in way of these securing the event of loss of the hydraulic fluid, the
devices is to be designed with redundancy so securing devices remain locked.
that in the event of failure of any single securing
or supporting device the remaining devices are The hydraulic system for securing and locking
capable to withstand the reaction forces without devices is to be isolated from other hydraulic
exceeding by more than 20 per cent the circuits, when in closed position.
permissible stresses as given in 5.3.1.
5.6.4 The requirements in 5.6.5 to 5.6.8 apply to
5.5.6 All load transmitting elements in the design doors in the boundary of special category
load path, from the door through securing and spaces or ro-ro spaces, as defined in Pt.6, Ch.1,
supporting devices into the ship's structure, Sec.3, through which such spaces may be
including pins, support brackets, back-up flooded.
brackets and welded connections, are to be to
the same strength standard as required for the For cargo ships, where no part of the door is
securing and supporting devices. below the uppermost waterline and the area of
the door opening is not greater than 6 [m2], the
5.6 Securing and locking arrangement requirements of this section need not be
applied.
5.6.1 Securing devices are to be simple to
operate and easily accessible. 5.6.5 Separate indicator lights and audible
alarms are to be provided on the navigation
Securing devices are to be equipped with bridge and on each operating panel to indicate
mechanical locking arrangement (self locking or that the doors are closed and that their securing
separate arrangement), or are to be of the and locking devices are properly positioned.
gravity type. The opening and closing systems

Chapter 12 Part 3
The indication panel is to be provided with a detection system with audible alarm and CCTV
lamp test function. It shall not be possible to turn surveillance is to be arranged to provide an
off the indicator light. indication to the navigation bridge and to the
engine control room of any leakage through the
5.6.6 The indicator system is to be designed on doors.
the fail safe principle and is to indicate by visual
alarms if the door is not fully closed and not fully For cargo ships, a water leakage detection
locked and by audible alarms if securing devices system with audible alarm is to be arranged to
become open or locking devices become provide an indication to the navigation bridge.
unsecured. The power supply for the indicator
system is to be independent of the power supply 5.6.9 For ro-ro passenger ships, on international
for operating the doors and is to be provided voyages, the special category spaces and ro-ro
with a backup power supply from the emergency spaces are to be continuously patrolled or
source of power or other secure power supply monitored by effective means, such as CCTV
such as a UPS. surveillance, so that any movement of vehicles
in adverse weather conditions and unauthorized
The sensors of the indicator system are to be access by passengers thereto, can be detected
protected from water, ice formation and whilst the ship is underway.
mechanical damages.
The requirements for fail safe design principle
are to be similar to those for bow doors as 5.7.1 An Operating and Maintenance Manual for
indicated in 6.7.4. the side shell and stern doors is to be provided
onboard and contain necessary information
5.6.7 The indication panel on the navigation indicated in 6.8.1, as applicable.
bridge is to be equipped with a mode selection
function "harbour/sea voyage", so arranged that This Manual has to be submitted for approval.
audible alarm is given if the vessel leaves
harbour with side shell or stern doors not closed 5.7.2 Documented operating procedures for
or with any of the securing devices not in the closing and securing side shell and stern doors
correct position. are to be kept on board and posted at the
appropriate places.
5.6.8 For passenger ships, a water leakage
Section 6
Bow Doors and Inner Doors
6.1 General through two or more hinges located near the

outboard edges or by horizontal translation
6.1.1 These requirements cover the by means of linking arms arranged with
arrangement, strength and securing of bow pivoted attachments to the door and the
doors and inner doors leading to a complete or ship. It is anticipated that side-opening bow
long forward enclosed superstructure. doors are arranged in pairs.
6.1.2 Two types of bow doors have been Other types of bow door will be specially
considered: considered in association with the applicable
requirements of this section.
- Visor doors opened by rotating upwards and
outwards about a horizontal axis through 6.1.3 Bow doors are to be situated above the
two or more hinges located near the top of freeboard deck. A watertight recess in the
the door and connected to the primary freeboard deck located forward of the collision
structure of the door by longitudinally bulkhead and above the deepest waterline fitted
arranged lifting arms; for arrangement of ramps or other related
mechanical devices may be regarded as a part
- Side-opening doors opened either by of the freeboard deck for the purpose of this
rotating outwards about a vertical axis requirement.

Page 37 of 50
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6.1.4 An inner door is to be fitted. The inner door where,
is to be part of the collision bulkhead. The inner
door need not be fitted directly above the Rs, ks, Cw as given in 3.2.1.
bulkhead below, provided it is located within the
limits specified for the position of the collision ho = vertical distance [m] from the summer load
bulkhead. A vehicle ramp may be arranged for waterline to the load point under consideration.
this purpose, provided its position is within the
limits. (See Ch.10, Sec.2.2.5). If this is not b) Pe = 2.75  CH (0.22 + 0.15 tan ) x
possible, a separate inner weathertight door is
to be installed, as far as practicable within the (0.4V sin  + 0.6 L0.5)2 x 10-3 [N/mm2]
limits specified for the position of the collision
bulkhead. where,
6.1.5 Bow doors are to be so fitted as to ensure V = maximum service speed, in knots
tightness consistent with operational conditions
and to give effective protection to inner doors. L = ship's length, [m], but need not be taken
Inner doors forming part of the collision greater than 200 [m]
bulkhead are to be weathertight over the full
height of the cargo space and arranged with  = coefficient depending on the area where the
fixed sealing supports on the aft side of the ship is intended to be operated:
doors.
 = 1 for seagoing ships,
6.1.6 Bow doors and inner doors are to be
arranged so as to preclude the possibility of the  = 0.8 for ships operated in coastal waters,
bow door causing structural damage to the inner
door or to the collision bulkhead in the case of  = 0.55 for ships operated in sheltered waters.
damage to or detachment of the bow door. If this
is not possible, a separate inner weathertight CH = 0.0125 L for L < 80 [m]
door is to be installed, as indicated in Sec.6.1.4.
=1 for L  80 [m]
6.1.7 The requirements for inner doors are
 = flare angle [deg] at the point to be
based on the assumption that vehicles are
considered, defined as the angle between a
effectively lashed and secured against
vertical line and the tangent to the side shell
movement in stowed position.
plating, measured in a vertical plane normal to
the horizontal tangent to the shell plating;
6.1.8 Definitions
Securing devices : a device used to keep the  = entry angle [deg] at the point to be
door closed by preventing it from rotating about considered, defined as the angle between a
its hinges longitudinal line parallel to the centreline and the
tangent to the shell plating in a horizontal plane.
Supporting device : a device used to transmit (See also Fig.6.2.1 for  and ).
external or internal loads from the door to a
securing device and from the securing device to 6.2.2 The design external forces, considered for
the ship's structure, or a device other than a the scantlings of securing and supporting
securing device, such as a hinge, stopper or devices of bow doors are not to be less than:
other fixed device, that transmits loads from the
door to the ship's structure Fx = PeAx 103 [kN]
Locking device : a device that locks a securing Fy = PeAy 103 [kN]

device in the closed position.
Fz = PeAz 103 [kN]
6.2 Design loads
where,
6.2.1 The external sea pressure to be
considered for the scantlings of primary Ax = area, [m2], of the transverse-vertical
members, securing and supporting devices of projection (i.e. in y-z plane) of the door between
bow doors is to be taken as the greater of the levels of the bottom of the door and the top
of the door including the bulwark, where it is part
a) Pe = Rs ks (Cw - 0.8/ho) x 10-3 [N/mm2] of the door. Where the flare angle of the bulwark

Chapter 12 Part 3
is at least 15 less than the flare angle of the l = length, [m], of the door at a height h/2 above
adjacent shell plating, the bulwark portion of the the bottom of the door;
door may be excluded from the projected area.
w = breadth, [m], of the door at a height h/2
Ay = area, [m2], of the longitudinal-vertical above the bottom of the door;
projection (i.e. in (x-z plane) of the door between
the levels of the bottom of the door and the top Pe = external pressure, as given in 6.2.1 with
of the door, including the bulwark, where it is flare angle and entry angle  measured at a
part of the door. Where the flare angle of the location on the shell h/2 above the bottom of the
bulwark is at least 15 less than the flare angle door and l/2 aft of the intersection of the door
of the adjacent shell plating, the bulwark portion with the stem.
of the door may be excluded from the projected
area.
Az = area, [m2], of the horizontal projection (i.e. For bow doors, including bulwark, of unusual
in x-y plane) of the door between the bottom of form or proportions, e.g. ships with a rounded
the door and the top of the door, including the nose and large stem angles, the areas and
bulwark, where it is part of the door. Where the angles used for determination of the design
flare angle of the bulwark is at least 15 less values of external forces may require to be
than the flare angle of the adjacent shell plating, specially considered.
the bulwark portion of the door may be excluded
from the projected area. 6.2.3 For visor doors the closing moment My
under external loads, is to be taken as:
If the bulwark is flared inwards such that the
horizontal projected area to the top of the My = Fx a + 10 . c. W - Fz b [kN-m]
bulwark is less than that to the upper deck, then
the horizontal projected area to the upper deck where,
is to be considered for the determination of Az.
W = mass of the visor door, [ t ];
h = height, [m], of the door between the levels of
the bottom of the door and the upper deck or a = vertical distance, [m], from visor pivot to the
between the bottom of the door and the top of centroid of the transverse vertical projected area
the door, whichever is the lesser; of the visor door, as shown in Fig.6.2.3;

Page 39 of 50
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b = horizontal distance, [m], from visor pivot to c = horizontal distance, [m], from visor pivot to
the centroid of the horizontal projected area of the centre of gravity of visor mass, as shown in
the visor door, as shown in Fig.6.2.3; Fig.6.2.3.
6.2.4 The design of lifting arms of a visor door 6.3 Strength criteria
and its supports is to take into account the static
and dynamic forces applied during the lifting and 6.3.1 Scantlings of the primary members,
lowering operations, and a minimum wind securing and supporting devices of bow doors
pressure of 0.0015 [N/mm2]. and inner doors are to be determined to
withstand the design loads defined in 6.2, using
6.2.5 The design external pressure, considered the following permissible stresses:
for the scantlings of primary members, securing
and supporting devices and surrounding bending stress:
structure of inner doors is to be taken as the
greater of the following: 120
 [N/mm 2 ]
a) Pe = 0.45 L x 10-3 [N/mm2] k
b) Ph = 0.01h [N/mm2] shear stress:
where, 80
 [N/mm 2 ]
k
h = the distance, [m], from the load point to the
top of the cargo space. equivalent stress:
L = ship's length [m], but need not be taken
150
greater than 200 [m].  c   2  3 2  [N/mm 2 ]
k
6.2.6 The design internal pressure Pb,
considered for the scantlings of securing where, k, the material factor, is not to be taken
devices of inner doors is not to be less than: less than 0.72, unless a direct fatigue analysis is
carried out.
Pb = 0.025 [N/mm2]

Chapter 12 Part 3
6.3.2 The buckling strength of primary members 6.4.3 Primary structure

is to be in accordance with Ch.3, Sec.6.
The bow door secondary stiffeners are to be
6.3.3 For steel to steel bearings in securing and supported by primary members constituting the
supporting devices, the nominal bearing main stiffening of the door.
pressure calculated by dividing the design force
by the projected bearing area is not to exceed The primary members of the bow door and the
0.8 times the yield stress of the bearing material. hull structure in way, are to have sufficient
For other bearing materials, the bearing stiffness to ensure integrity of the boundary
pressure is not to exceed the manufacturer's support of the door.
recommended value.
Scantlings of the primary members are to be
6.3.4 The arrangement of securing and based on the external pressure given in 6.2.1
supporting devices is to be such that threaded and permissible stresses given in 6.3.
bolts do not carry support forces. Supporting calculations for resultant stresses
are to be submitted. Simple beam theory may
In bolts not carrying support forces, the be applied to determine the bending stresses.
maximum tensile stress in way of the bolt Members are to be considered to have simply
threads is not to exceed. supported end connections.
125 6.5 Scantlings of inner doors

 [N/mm 2 ]
k 6.5.1 General
6.4 Scantlings of bow doors Scantlings of the primary members of inner
doors are to be based on the external pressure
6.4.1 General given in 6.2.5 and permissible stresses given in
6.3. Supporting calculations for resultant
The strength of bow doors is to be stresses are to be submitted.
commensurate with that of the surrounding
structure. Where inner doors also serve as vehicle ramps,
the scantlings are not to be less than those
Bow doors are to be adequately stiffened and required for vehicle decks as given in Ch.8,
means are to be provided to prevent lateral or Sec.6.
vertical movement of the doors when closed.
For visor doors adequate strength for the Calculations to determine the distribution of
opening and closing operations is to be provided forces acting on the securing and supporting
in the connections of the lifting arms to the door devices are to take into account the flexibility of
structure and to the ship structure. the structure and the actual position and
stiffness of the supports and are to be submitted
6.4.2 Plating and secondary stiffeners for approval.
The thickness of the bow door plating is not to 6.6 Securing and supporting of bow doors
be less than that required for the side shell
plating as in Ch.8, Sec.4.1, using the bow door 6.6.1 Bow doors are to be fitted with adequate
spacing and also not less than the minimum means of securing and supporting so as to be
required thickness of fore end shell plating. commensurate with the strength and stiffness of
the surrounding structure. The hull supporting
The section modulus of horizontal or vertical structure in way of the bow doors is to be
stiffeners is not to be less than that required for strengthened for the loads and stresses arising
the end framing given in Ch.8, Sec.4.5 from the securing and supporting devices.
increased by 50 percent for simply supported Where packing is required, the packing material
ends. is to be of a comparatively soft type, and the
supporting forces are to be carried by the steel
The net sectional area of stiffener webs is not to structure only. Other types of packing may be
be less than: considered. Maximum design clearance
A = 0.05 Pes.l. [cm2]

Page 41 of 50
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between securing and supporting devices is not where Fx, Fy and Fz are determined as indicated
generally to exceed 3 [mm]. in 6.2.2 and applied at the centroid of projected
areas.
Means are to be provided for mechanically fixing
the door in the open position. 6.6.7 The support forces as determined
according to 6.2.2, 6.6.5 i) and 6.6.6 i) shall
6.6.2 Only the active supporting and securing generally give rise to a zero moment about the
devices having an effective stiffness in the transverse axis through the centroid of the area
relevant direction are to be included and Ax. For visor doors, longitudinal reaction forces
considered while calculating the reaction forces of pin and/or wedge supports at the door base
acting on the devices. Small and/or flexible contributing to this moment are not to be in the
devices such as cleats intended to provide load forward direction.
compression of the packing material are not
generally to be included in the calculations in The arrangement of securing and supporting
6.6.7. The number of securing and supporting devices is to be designed with redundancy so
devices are generally to be the minimum that in the event of failure of any single securing
practical whilst taking into account the or supporting device the remaining devices are
requirements for redundancy given in 6.6.7 and capable to withstand the reaction forces without
6.6.8 and the space available for adequate exceeding the permissible stresses given in
support in the hull structure. 6.3.1, by more than 20 per cent.
6.6.3 For visor doors opening outwards, the 6.6.8 For visor doors, two securing devices are
pivot arrangement is generally to be such that to be provided at the lower part of the door,
the visor is self closing under external loads, each capable of providing the full reaction force
that is My > 0. Moreover, the closing moment My required to prevent opening of the door within
as given in 6.2.3 is to be not less than: the permissible stresses given in 6.3.1. The
opening moment Mo, in kN-m, to be balanced by
Myo = 10 c W+0.1 (a2 + b2)0.5 (Fx2 + Fz2)0.5 [kN-m] this reaction force, is not to be taken less than:
6.6.4 Securing and supporting devices are to be Mo = 10 W d + 5Ax a

adequately designed so that they can withstand
the reaction forces within the permissible where,
stresses given in 6.3.1.
d = vertical distance, [m], from the hinge axis to
6.6.5 For visor doors, the reaction forces applied the centre of gravity of the door,
on the effective securing and supporting devices a = as defined in 6.2.3.
assuming the door as a rigid body, are to be
determined for the following combinations of For visor doors, the securing and supporting
external loads acting simultaneously together devices excluding the hinges should be capable
with the self weight of the door; of resisting the vertical design force (Fz - 10W),
in kN, within the permissible stresses given in
i) case 1 : Fx and Fz 6.3.1.
ii) case 2 : 0.7Fy acting on each side separately
together with 0.7Fx and 0.7Fz 6.6.9 For side-opening doors, thrust bearing has
to be provided in way of girder ends at the
where Fx, Fy and Fz are determined as indicated closing of the two leaves to prevent one leaf to
in 6.2.2 and applied at the centroid of projected shift towards the other one under effect of
areas. unsymmetrical pressure (See Fig.6.6.9). Each
part of the thrust bearing has to be kept secured
6.6.6 For side-opening doors, the reaction on the other part by means of securing devices.
forces applied on the effective securing and Any other arrangement serving the same
supporting devices assuming the door as a rigid purpose may be proposed.
body, are to be determined for the following
combination of external loads acting 6.6.10 All load transmitting elements in the
simultaneously together with the self weight of design load path, from door through securing
the door: and supporting devices into the ship structure,
including pins, supporting brackets, back-up
i) case 1 : Fx, Fy and Fz acting on both doors brackets and welded connections, are to be to
ii) case 2 : 0.7Fx and 0.7Fz acting on both doors the same strength standard as required for the
and 0.7Fy acting on each door separately, securing end supporting devices.

Chapter 12 Part 3
6.7.3 Where hydraulic securing devices are

applied, the system is to be mechanically
lockable in closed position (i.e. in the event of
loss of the hydraulic fluid, the securing devices
are to remain locked).
The hydraulic system for securing and locking

devices is to be isolated from other hydraulic
circuits, when in closed position.
6.7.4 Separate indicator lights and audible

alarms are to be provided on the navigation
bridge and on the operating panel to show that
the bow door and inner door are closed and that
their securing and locking devices are properly
positioned.
The indication panel is to be provided with a

lamp test function. It shall not be possible to turn
off the indicator light.
6.7 Securing and locking arrangement
The indicator system is to be designed on the
6.7.1 Securing devices are to be simple to fail safe principle and is to show by visual
operate and easily accessible. alarms if the door is not fully closed and not fully
locked and by audible alarms if securing devices
Securing devices are to be equipped with become open or locking devices become
mechanical locking arrangement (self locking or unsecured. The power supply for the indicator
separate arrangement), or to be of the gravity system is to be independent of the power supply
type. The opening and closing systems as well for operating the doors and provided with a
as securing and locking devices are to be back-up power supply from the emergency
interlocked in such a way that they can only source of power or other secure power supply
operate in the proper sequence. such as a UPS. The sensors of the indicator
system are to be protected from water, ice
6.7.2 Bow doors and inner doors giving access formation and mechanical damages.
to vehicle decks are to be provided with an
arrangement for remote control of the following The indication panel on the navigation bridge is
from a position above the freeboard deck: to be equipped with a mode selection function
"harbour/sea voyage", so arranged that audible
- the closing and opening of the doors, and alarm is given on the navigating bridge if vessel
- associated securing and locking devices for leaves harbour with the bow door or inner door
every door. not closed and with any of the securing devices
not in the correct position.
Indication of the open/closed position of every
door and every securing and locking device is to The indicator system is considered designed on
be available at the remote control stations. The the fail – safe principle when the following are
operating panels for operation of doors are to be satisfied:
inaccessible to unauthorized persons. A notice
plate, giving instructions to the effect that all 1) The indication panel is provided with:
securing devices are to be closed and locked
before leaving harbour, is to be placed at each - a power failure alarm
operating panel and is to be supplemented by - an earth failure alarm
warning indicator lights. - a lamp test
- separate indication for door closed, door
Alternative means of securing are to be provided locked, door not closed and door not
for emergency use in case of failure of the locked.
power systems.

Page 43 of 50
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2) Limit switches electrically closed when the access by passengers thereto, can be detected
door is closed (when more than one limit switch whilst the ship is underway.
is provided they may be connected in series).
3) Limit switches electrically closed when
securing arrangements are in place (when more 6.8.1 An Operating and Maintenance Manual for
than one limit switch is provided they may be the bow door and inner door has to be provided
connected in series). on board and contain necessary information on:
4) Two electrical circuits (may be provided in - main particulars and design drawings
one multicore cable), one for the indication of special safety precautions;
door closed/not closed and the other for door details of vessel;
locked / not locked. equipment and design loading (for ramps);
key plan of equipment (doors and ramps);
5) In case of dislocation of limit switches, manufacturer’s recommended testing for
indication to show : not closed / not locked / equipment;
securing arrangement not in place – as description of equipment:
appropriate.
bow doors
6.7.5 A water leakage detection system with inner bow doors
audible alarm and CCTV surveillance is to be bow ramp/doors
arranged to provide an indication to the side doors
navigation bridge and to the engine control room stern doors
of leakage through the inner door. central power pack
bridge panel
Between the bow door and the inner door a engine control room panel.
CCTV surveillance system is to be fitted with a
monitor on the navigation bridge and in the - service conditions: limiting heel and trim of
engine control room. The system is to monitor ship for loading/unloading;
the position of doors and a sufficient number of limiting heel and trim for door operations;
their securing devices. Special consideration is doors/ramps operating instructions;
to be given for lighting and contrasting colour of doors/ramps emergency operating instruc-
objects under surveillance. tions.
6.7.6 A drainage system is to be arranged in the - Maintenance schedule and extent of

area between bow door and ramp, or where no maintenance;
ramp is fitted, between the bow door and inner trouble shooting and acceptable clearances;
door. The system is to be equipped with an manufacturer’s maintenance procedures.
audible alarm function to the navigation bridge
for water level in these areas exceeding 0.5 [m] - register of inspections, including inspection
above the car deck level. of locking, securing and supporting devices,
repairs and renewals.
6.7.7 For ro-ro passenger ships on international
voyages, the special category spaces and ro-ro This manual is to be submitted for approval.
spaces are to be continuously patrolled or
monitored by effective means, such as CCTV 6.8.2 Documented operating procedures for
surveillance, so that any movement of vehicles closing and securing the bow door and inner
in adverse weather conditions or unauthorized door are to be kept on board and posted at
appropriate place.

Chapter 12 Part 3
Section 7
Miscellaneous Openings
7.1 Small openings on freeboard and 7.2 Additional requirements for small
superstructure decks hatches on the exposed fore deck
7.1.1 The number and size of hatchways and 7.2.1 General

access openings are to be kept to the minimum,
consistent with the satisfactory operation of the The requirements in 7.2.2 to 7.2.4 apply to small
ship. hatches on the exposed deck over the forward
0.25L on ships of L  80 [m], where the height of
7.1.2 The height of coamings are to be in exposed deck above the summer load waterline
accordance with 2.1.1. Lower heights may be in way of the hatch is less than 0.1L or 22 [m],
considered in relation to operational whichever is less.
requirements and the nature of the spaces to
which access is given. Such reduced coaming Small hatches in this context are hatches
heights will also have to be approved by the designed for access to spaces below the deck
concerned National Authorities. and capable of being closed weathertight and
having an area of opening generally not
7.1.3 The minimum coaming thickness is to be exceeding 2.5 [m2].
as given in 2.3.1 but need not exceed the rule
minimum thickness of deck plating inside the 7.2.2 Strength
line of openings for that position. The stiffening
of coaming is to be appropriate to its length and The plate thickness, stiffener arrangement and
height. scantlings of the hatch covers are to be in
accordance with Table 7.2.2 and Fig. 7.2.2.
7.1.4 Hatchcovers are to be of steel and hinged Stiffeners, where fitted, are to be aligned with
in general. Weathertightness is to be maintained the metal-to-metal contact points, required in
in all sea conditions. Where toggles are fitted, 7.2.3 (see Fig.7.2.2). The primary stiffeners
their diameter is to be not less than 16 [mm]. It (shown by thick lines) are to be continuous. All
is recommended that the spacing of toggles stiffeners are to be welded to the inner edge
does not exceed 600 [mm] and the distance stiffener indicated in Fig.7.2.3.
between hatch corner and adjacent toggle is not
more than 300 [mm]. The upper edge of the hatchway coamings is to
be suitably reinforced by a horizontal section,
Hinges are not to be used as securing devices. normally not more than 190 [mm] from the upper
edge of the coamings.
7.1.5 The thickness of the covers is to be not
less than the minimum thickness of the deck, For small hatch covers of circular or similar
inside the line of opening at that location or shape, the cover plate thickness and
(0.01 s) where 's' is the spacing of the stiffeners reinforcement would be specially considered.
in [mm].
7.2.3 Primary securing devices
The hatch covers are to be adequately stiffened.
7.2.3.1 Small hatches located on exposed fore
7.1.6 Escape hatches are to be capable of being deck are to be fitted with primary securing
operated from either side. devices such that their hatch covers can be
secured in place and weathertight by means of a
7.1.7 For hatch covers constructed of materials mechanism employing any one of the following
other than steel, the scantlings are to provide methods:
equivalent strength.
i) Butterfly nuts tightening onto forks
7.1.8 In addition to the requirements, in 7.1.1 to (clamps),
7.1.6, small hatches on the exposed foredeck of ii) Quick acting cleats, or
vessels with L  80 [m] are to meet the iii) Central locking device.
requirements of 7.2.

Page 45 of 50
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Dogs (twist tightening handles) with wedges are robust design. They are to be designed to
not acceptable. minimize the risk of butterfly nuts being
dislodged while in use; by means of curving the
However, securing devices of hatches designed forks upward, a raised surface on the free end,
for emergency escape are to be of a quick- or a similar method. The plate thickness of
acting type (e.g. where one-action wheel handle unstiffened steel forks is not to be less than 16
is provided as central locking devices for [mm]. An example arrangement is shown in
latching / unlatching of hatch cover), operable Fig.7.2.3. The primary securing method is to be
from both sides of the hatch cover. designed and manufactured such that the
designed compression pressure is achieved by
Butterfly nuts and quick acting cleats are not to one person without the need of any tools.
be used for hatches.
7.2.3.4 For small hatch covers located on the
7.2.3.2 The hatch cover is to be fitted with a exposed deck forward of the fore-most cargo
gasket of elastic material. This is to be hatch, the hinges are to be fitted such that the
designed to allow a metal to metal contact at a predominant direction of green sea will cause
designed compression and to prevent over the cover to close, which means that the hinges
compression of the gasket by green sea forces are normally to be located on the fore edge.
that may cause the securing devices to be
loosened or dislodged. The metal-to-metal On small hatches located between the main
contacts are to be arranged close to each hatches, for example between Nos.1 and 2, the
securing device in accordance with Fig.7.2.2 hinges are to be placed on the fore edge or
and of sufficient capacity to withstand the outboard edge, whichever is practicable for
bearing force. protection from green water in beam sea and
bow quartering conditions.
7.2.3.3 For a primary securing method using
butterfly nuts, the forks (clamps) are to be of
Table 7.2.2 : Scantlings for small steel hatch covers on the fore deck
Nominal size Cover plate thickness Primary stiffeners Secondary stiffeners

[mm x mm] [mm] Flat bar [mm x mm]; number
630 x 630 8 - -
630 x 830 8 100 x 8 ; 1 -
830 x 630 8 100 x 8 ; 1 -
830 x 830 8 100 x 10 ; 1 -
1030 x 1030 8 120 x 12 ; 1 80 x 8 ; 2
1330 x 1330 8 150 x 12 ; 2 100 x10 ; 2

Chapter 12 Part 3
Fig.7.2.2 : Arrangement of stiffeners

Page 47 of 50
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Fig.7.2.3 : Example of a primary securing method
7.2.4 Secondary securing device 7.3 Manholes and flush hatches
Small hatches on the fore deck except those 7.3.1 Manholes and flush scuttles on the decks
designed for emergency escapes are to be fitted fitted in Positions 1 and 2 or within
with an independent secondary securing device superstructures other than enclosed
e.g. by means of a sliding bolt, a hasp or a superstructures, are to be closed by substantial
backing bar of slack fit, which is capable of covers capable of closing them watertight.
keeping the hatch cover in place, even in the Unless secured by closely spaced bolts, the
event that the primary securing device became covers are to be permanently attached.
loosened or dislodged. It is to be fitted on the
side opposite to the hatch cover hinges.

Chapter 12 Part 3
7.4 Hatchways within enclosed super-

structure and tween decks shall be protected by an efficient deckhouse or
companionway as above. However in the case
7.4.1 The requirements of 7.1 are to be of c) it is considered that openings in the top of a
complied with as and where applicable. deckhouse:
7.5 Companionways, doors and accesses on i) on a raised quarter deck or

weather decks
ii) on a superstructure of less than
7.5.1 Openings in freeboard decks, other than standard height but having a height
hatchways, machinery space openings, equal to or greater than standard
manholes and flush scuttles, are to be protected quarter deck height
by an enclosed superstructure or by a
deckhouse or companionway of equivalent are to be provided with an acceptable means of
strength and weathertightness to an enclosed closing but need not be protected by an efficient
superstructure, effectively secured to deck. deckhouse or companionway provided the
height of the deckhouse is at least the standard
Any such openings: height of a superstructure.
a) in an exposed superstructure deck, The standard height of superstructures

b) on top of a deckhouse on the freeboard mentioned above are to be taken from Table
deck and giving access to space below 7.5.1.
freeboard deck,
c) in an exposed position on the deck above a
superstructure deck and giving access to
space within that superstructure,
Table 7.5.1
Standard height [m]

Freeboard Length LL [m]
Raised quarter deck Other super-structure
 30 0.9 1.8
75 1.2 1.8
 125 1.80 2.3
At intermediate length of the ship, standard height to be obtained by linear interpolation
7.5.2 Steel doors or doors of other equivalent deadlights fitted internally. The doors are to be
material are to be fitted to the following access gasketed and secured weathertight by means of
openings in: clamping devices or equivalent arrangements,
permanently attached to the bulkhead or to the
a) bulkheads at ends of enclosed door. Doors are generally to open outward and
superstructures. are to be capable of being operated and
secured from both sides.
b) deckhouses or companionways protecting
openings leading to spaces below the 7.5.3 Portable sills to be avoided. However in
freeboard deck, or to enclosed order to facilitate the loading/ unloading of heavy
superstructures. spare parts or similar items portable sills may be
fitted on the following conditions:
c) deckhouse on another deckhouse
protecting an opening leading to a space a) They must be installed before the ship
below the freeboard deck. leaves port.
The doors are to be permanently and strongly b) Sills are to be gasketed and fastened by
attached to the bulkhead and framed, stiffened closely spaced bolts.
and fitted so that the whole structure is of
equivalent strength to the unpierced bulkhead c) Wherever the sills are replaced after
and weathertight when closed. Any fixed lights removal, the weathertightness of the sills
in the doors are to be provided with hinged steel and the related doors must be verified by

Page 49 of 50
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hose testing. The dates of removal, 7.6.3 Skylights are to be of substantial
replacing and hose testing shall be recorded construction and secured firmly to the deck. For
in the ship's, log book. skylights in position 1 or 2 the coaming height is
not to be less than that of the hatch coaming.
7.5.4 In locations other than those mentioned in Efficient means are to be provided for closing
Sec.7.5.2, doors may be of 50 [mm] thick and securing the hinged scuttles, if any. The
hardwood or equivalent material and strength thickness of glasses in fixed or opening skylights
subject to any requirement of fire protection. is to be appropriate to their position and size as
required for side scuttles. Glasses in any
7.5.5 The height of doorway sills above the deck position are to be protected against mechanical
sheathing, if fitted, is to be at least damage, and where fitted in Positions 1 and 2
are to be fitted with deadlights or storm covers
a) 600 [mm] in Position 1 permanently attached.
b) 380 [mm] in Position 2. 7.6.4 Side scuttles in the engine casings are to
be provided with fireproof glass.
7.5.6 Where access is provided to the
deckhouse, bridge or a poop deck from the deck 7.7 Windows and side scuttles
above as an alternative to the access from the
freeboard deck, the height of sill into the 7.7.1 Side scuttles and windows together with
deckhouse, bridge or poop may be 380 [mm]. their glasses, deadlights and storm covers, if
fitted, shall be of approved design and
7.5.7 The height of sills to doorways in a substantial construction in accordance with, or
forecastle if protecting a companionway is to be equivalent to, recognized national or
600 [mm], regardless of whether access is international standards. Non-metallic frames are
provided from above. If not protecting a not acceptable.
companionway the sill height may be 380 [mm].
'Deadlights', in accordance with recognised
7.5.8 The height of door sills may be required to standards, are fitted to the inside of windows
be increased on ships of Type 'A', Type 'B-100' and side scuttles while 'storm covers', of
or Type 'B-60' where this is shown to be comparable specifications to deadlights, are
necessary by the floatability calculations fitted to the outside of windows, where
required by the ILLC 1966. The engine casing in accessible, and may be hinged or portable.
such ships, when not protected by an outer
structure will require two weathertight doors in 7.7.2 Side scuttles are defined as being round or
series, with the sill height of the outer and inner oval in shape and where the area of openings
door being not less than 600 [mm] and 230 [mm] does not exceed 0.16 M2.
respectively.
Windows are defined as being rectangular in
7.5.9 When the closing appliances of openings shape generally having a radius at each corner
in superstructures and deckhouses do not (depending on the window size in accordance
comply with the requirements of 7.5.2, the with recognised national or international
openings on the interior deck are to be treated standards) and also those associated with round
as if exposed to the weather deck. or oval shapes where the area of openings
exceeds 0.16 M2.
7.6 Openings on engine and boiler casing
7.7.3 Side scuttles to the following spaces shall
7.6.1 Machinery space openings in Position 1 or be fitted with efficient hinged inside deadlights:
2 are to have efficient closing appliances. The
openings and coamings for fiddley, funnel and a) spaces below the freeboard deck
machinery space ventilators in the casing in b) spaces within the first tier of enclosed
those positions are to be provided with strong superstructures
covers of steel or other equivalent material c) first tier deckhouses on the freeboard deck
permanently attached in their proper positions protecting openings leading below
and capable of being secured weathertight. d) first tier deckhouses on the freeboard deck
considered buoyant in stability calculations.
7.6.2 Doorways in the engine and boiler casings
are to be arranged to provide the maximum The deadlights shall be capable of being
protection of the space below. effectively closed and secured watertight if fitted

Chapter 12 Part 3
below the freeboard deck and weathertight if Side scuttles and windows set inboard from the
fitted above. side shell in the second tier, protecting direct
access below to spaces listed in 7.7.3, shall be
7.7.4 Side scuttles shall not be fitted in such a provided with either efficient hinged inside
position that their sills are below a line drawn deadlights or, where they are accessible,
parallel to the freeboard deck at side and having permanently attached external storm covers of
its lowest point 0.025B or 500 [mm], whichever approved design and of substantial construction
is the greater distance, above the summer load and capable of being effectively closed and
line (or timber summer load line, if assigned). secured weathertight.
7.7.5 Side scuttles shall be of the non-opening 7.7.8 Cabin bulkheads and doors in the second
type in ships subject to damage stability tier separating side scuttles and windows from a
regulations, if the calculations indicate that they direct access leading below may be accepted
would become immersed by any intermediate in place of deadlights or storm covers fitted to
stage of flooding or the final equilibrium the side scuttles and windows.
waterplane in any required damage case.
Deckhouses situated on a raised quarter deck or
7.7.6 Windows shall not be fitted below the on the deck of a superstructure of less than
freeboard deck, in the first tier end bulkheads or standard height may be regarded as being in the
sides of enclosed superstructures and in first tier second tier as far as the provision of deadlights
deckhouses considered buoyant in the stability is concerned, provided the height of the raised
calculations or protecting openings leading quarter deck or superstructure is equal to, or
below. greater than, the standard quarter deck height.
7.7.7 Side scuttles and windows at the side shell 7.7.9 Side scuttles and windows facing open or
in the second tier, protecting direct access enclosed lifeboat and liferaft embarkation areas
below or considered buoyant in the stability and below such areas in such a position that
calculations, shall be provided with efficient their failure during a fire would impede the
hinged inside deadlights capable of being launching of or embarkation into lifeboats or
effectively closed and secured weathertight. liferafts are to have adequate fire integrity.
End of Chapter

Page 1 of 9
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Chapter 13
Ventilators, Air Pipes and Discharges
Contents
Section
1 General
2 Ventilators
3 Air and Sounding Pipes
4 Scuppers and Sanitary Discharges
Section 1
General
1.1 Scope 0.1L or 22 [m] above the summer load waterline,

whichever is the lesser:
1.1.1 This Chapter applies to all ships and
provides requirements for ventilators, air and However, these requirements need not be
sounding pipes and overboard discharges. applied to cargo tank venting systems and inert
gas systems of oil tankers, chemical carriers and
1.1.2 The requirements conform, where relevant, liquefied gas carriers.
to those of the International Convention on Load
Lines, 1966. Reference should also be made to 1.4.2 Design load
any additional requirements of the National
Authority of the country in which the ship is to be The green sea pressure ‘p’ acting on air pipes,
registered. ventilators and their closing appliances is to be
taken as:
1.2 Definitions
p = 0.5  V2 Cd Cs Cp [kN/m2]
1.2.1 The requirements of ventilators and air
pipes are given with respect to two basic where,
positions – Position 1 and Position 2 as defined
in Ch.12, Sec.1.2.  = density of sea water = 1.025 t/m3
1.3 Protection V = velocity of water [m/sec] over the fore deck
1.3.1 In all cargo spaces and other areas where = 13.5 for d≤0.5d1
mechanical damage is likely, all air and sounding
pipes, ventilators, scuppers and discharges,
including their valves, controls and indicators, are = 13.5 2 1 𝑑/𝑑
to be well protected. This protection is to be of
steel or other equivalent material.
for 0.5d1 <d <d1
1.4 Strength of attachments of fore deck
fittings d = distance [m] from summer load waterline to
exposed deck
1.4.1 The airpipes, ventilators and their closing
devices fitted on ships of L  80 [m] on exposed d1 = 0.1L or 22[m] whichever is the lesser
decks in the forward 0.25L are to satisfy the
requirements given in 1.4.2 and 1.4.3 if the height Cd = shape coefficient
of the exposed deck in way of the item is less than
= 0.5 for pipes

Chapter 13 Part 3
Page 2 of 9 Ventilators, Air Pipes and Discharges
stress or 0.2% proof stress of the steel at room

= 1.3 for air pipe or ventilator heads in temperature.
general
b) For standard ventilators of 900 [mm] height
= 0.8 for an air pipe or ventilator head of closed by heads of not more than the tabulated
cylindrical form with its axis in the vertical projected area, the applicable pipe thicknesses
direction. and bracket heights are specified in Table
1.4.3a). For standard air pipes of height 760 [mm]
Cs = slamming coefficient = 3.2 closed by heads of not more than the tabulated
projected area, the applicable pipe thicknesses
Cp = protection coefficient: and bracket heights are specified in Table
1.4.3.b). For other configurations of air pipes and
= 0.7 for pipes and ventilator heads ventilators, loads according to clause 1.4.2 are to
located immediately behind a breakwater be applied and means of support determined in
or forecastle order to comply with the requirements of clause
1.4.3a).
= 1.0 elsewhere and immediately behind
a bulwark. c) Where brackets are specified for supporting
the air pipe or ventilator three or more radial
Forces acting in the horizontal direction on the brackets are to be fitted. These brackets are to
pipe and its closing device are to be calculated have gross thickness of at least 8 [mm], minimum
using pressure ‘p’ and the largest projected area length 100 [mm] and height according to Table
of each component. 1.4.3a) or Table 1.4.3b) as applicable but need
not extend over the joint flange for the head.
1.4.3 Strength criteria Bracket toes at the deck are to be suitably
supported.
a) Bending moments and stresses in air pipes
and ventilator pipes are to be calculated at critical d) All component parts and connections of the air
positions, such as at penetration pieces, weld or pipe or ventilator are to be capable of
flange connections, and toes of supporting withstanding the green sea pressure ‘p’ given in
brackets. Bending stresses considering the net 1.4.2.
section (after deduction of 2.0 [mm] from the
pipes thickness), irrespective of the corrosion e) Rotating type mushroom ventilator heads are
protection provided are not to exceed 0.8 y, unsuitable for application in the location defined
where y is the specified minimum upper yield in 1.4.1. Screw down type mushroom ventilators
may be used in such locations.
Table 1.4.3a) : 900 mm (a) ventilator pipe thickness and bracket standards
Standard ventilator details

Required Height(b) of
Nominal pipe diameter Minimum fitted gross Maximum projected brackets mm]
[mm] thickness [mm] area of head [cm2]
80A 6.3 - 460
100A 7.0 - 380
150A 8.5 - 300
200A 8.5 550 -
250A 8.5 880 -
300A 8.5 1200 -
350A 8.5 2000 -
400A 8.5 2700 -
450A 8.5 3300 -
500A 8.5 4000 -

Page 3 of 9
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Notes :
a) For other ventilator heights, the relevant requirements of 1.4.2 and 1.4.3 are to be applied.
b) Brackets need not extend over the joint flange for the head.
Table 1.4.3b) : 760 mm (a) air pipe thickness and bracket standard
Standard air pipe details

Required Height(b) of
Nominal pipe Minimum fitted gross Maximum projected brackets [mm]
diameter [mm] thickness [mm] area of head [cm2]
65A 6.0 - 480
80A 6.3 - 460
100A 7.0 - 380
125A 7.8 - 300
150A 8.5 - 300
175A 8.5 - 300
200A 8.5 1900 300(c)
250A 8.5 2500 300(c)
300A 8.5 3200 300(c)
350A 8.5 3800 300(c)
400A 8.5 4500 300(c)
Notes :
a) For other air pipe heights, the relevant requirements of 1.4.2 and 1.4.3 are to be applied.
b) Brackets need not extend over the joint flange for the head.
c) Brackets need not be provided if the as fitted gross thickness of air pipes is not less than 10.5 [mm].
Section 2
Ventilators
2.1 General 2.1.3 For the requirements of fire precautions on

cargo and passenger ships, see Pt.6, Ch.2,
2.1.1 Special care is to be taken in the design and Sec.2.
positioning of ventilator openings and coamings,
particularly in the region of the forward end of 2.2 Coamings
superstructures and other points of high stress.
The deck plating in way of the coamings is to be 2.2.1 The height of ventilator coamings exposed
efficiently stiffened. to the weather is to be not less than :
2.1.2 Ventilators from deep tanks and tunnels - 900 [mm] in position 1
passing through 'tween decks are to have
scantlings suitable for withstanding the pressures - 760 [mm] in position 2
to which they may be subjected, and are to be
made watertight. These heights being measured above deck

Chapter 13 Part 3
sheathing where fitted. Particularly in exposed canvas covers are not acceptable in these
positions, the height of coamings may be positions.
required to be increased.
2.3.2 In general, ventilators which are necessary
2.2.2 The height of ventilator coamings may be to continuously supply the machinery space and
required to be increased on ships of Type 'A', on demand, immediately supply the emergency
Type 'B-100' and Type 'B-60' where this is shown generator room, should have coamings with
to be necessary by the floatability criterion sufficient heights specified in 2.3.1, without
required by the International Convention on Load having to fit weathertight closing appliances.
Lines, 1966.
However, where due to vessel size and
2.2.3 The thickness of ventilator coamings is not arrangement this is not practicable, lesser
to be less than 6.0 [mm] for ventilators upto 80 heights for machinery space and emergency
[mm] external diameter and 8.5 [mm] for generator room ventilator coamings may be
ventilators of external diameters 165 [mm] and considered with provision of weathertight closing
above; the thickness for intermediate diameters appliances in combination with other suitable
may be obtained by interpolation. arrangements to ensure an uninterrupted,
adequate supply of ventilation to these spaces.
2.2.4 Where the height of the ventilator exceeds
that required by 2.2.1 the thickness given in 2.2.3 2.3.3 In ships where the load line length, LL, is not
may be gradually reduced, above the required more than 100 [m], the closing appliances are to
minimum height, to a minimum of 6.0 [mm]. The be permanently attached to the ventilator
ventilator is to be adequately stayed. coaming. Whereas in other ships, they may be
conveniently stowed near the ventilator to which
2.3 Closing appliances they are to be fitted.
2.3.1 All ventilator openings are to be provided 2.3.4 Where, in ferries, ventilators are proposed
with efficient weathertight closing appliances to be led overboard in an enclosed 'tween deck'
except where:- the closing arrangements are to be submitted for
approval. If such ventilators are led overboard
(a) the height of the coaming is greater than 4.5 more than 4.5 [m] above the main vehicle deck,
[m] in position 1, or closing appliances may be omitted, provided that
satisfactory baffles and drainage arrangements
(b) the height of the coaming is greater than 2.3 are provided, as in the case of air intakes or
[m] in position 2 exhaust openings for machinery spaces, which
may be arranged in the sides of the ship.
in which case closing appliances need not be
provided unless unusual features of design make 2.3.5 On offshore supply ships, to ensure
it necessary. satisfactory operation in all weather conditions,
machinery space ventilation inlets and outlets are
The weathertight closing appliance for all to be located in such positions that closing
ventilators in positions 1 and 2 are to be of steel appliances will not be necessary.
or other equivalent materials. Wood plugs and
Section 3
Air and Sounding Pipes
3.1 General their equivalent, are to be fitted under all

sounding pipes.
3.1.1 Air and sounding pipes are to comply with
the requirements of Pt.4, Ch.2. 3.1.3 On offshore supply ships air pipes are to be
situated clear of the cargo containment areas.
3.1.2 Striking plates of suitable thickness, or

Page 5 of 9
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3.2 Height of air pipes however, be accepted on tankers.
3.2.1 The height of air pipes from the upper 3.3.4 Air pipe closing devices are to be so
surface of decks exposed to the weather, to the constructed as to allow inspection of the closure
point where water may have access below is not and the inside of the casing as well as changing
normally to be less than : of the seals.
- 760 [mm] on freeboard deck 3.3.5 Efficient ball or float seating arrangements
are to be provided for the closures. Bars, cage or
- 450 [mm] on superstructure decks other devices are to be provided to prevent the
ball or float from contacting the inner chamber in
these heights being measured above deck its normal state and made in such a way that the
sheathing, where fitted. Air pipes with height ball or float is not damaged when subjected to
exceeding 900 [mm] are to be additionally water impact due to a tank being overfilled.
supported.
3.3.6 The clear area through an air pipe closing
3.2.2 Lower heights may be approved in cases device is to be at least equal to the area of the
where these are essential for the working of the inlet. Air pipe closing devices are to be self
ship, provided that the design and arrangements draining.
are otherwise satisfactory. In such cases,
efficient, permanently attached closing 3.3.7 In the case of air pipe closing devices of the
appliances of an approved automatic type will float type, suitable guides are to be provided to
generally be required. ensure unobstructed operation. The maximum
allowable tolerances for wall thickness of ball
3.2.3 The height of air pipes may be required to floats is not to exceed 10% of the nominal
be increased on ships of Type 'A', Type 'B-100' thickness.
and Type 'B-60' where this is shown to be
necessary by the floatability calculations required 3.3.8 Casings of air pipe closing devices are to
by the International Convention on Load Lines, be of approved metallic materials adequately
1966. protected against corrosion. The inner and the
outer chambers of an automatic air pipe head is
3.2.4 Air pipes are generally to be led to an to be of a minimum thickness of 6 [mm]. Where
exposed deck, but alternative arrangements will side covers are provided and their function is
be considered in the case of ferries where such integral to providing functions of the closing
an arrangement is not practicable. device as outlined in 3.3.1, they are to have a
minimum wall thickness of 6 [mm]. If the air pipe
3.2.5 The thickness of the portion of the air pipe head can meet the type approval tightness test
exposed to weather is not to be less than 6.0 requirement without the side covers attached,
[mm] upto 80 [mm] external diameter and 8.5 then the side covers are not considered to be
[mm] for 165 [mm] and above; the thickness for integral to the closing device, in which case a wall
intermediate external diameters may be obtained thickness less than 6 [mm] can be considered
by interpolation. acceptable for side covers.
3.3 Closing appliances 3.3.9 For galvanized steel air pipe heads, the zinc
coating is to be applied by the hot method and
3.3.1 All openings of air and sounding pipes are the coating thickness is to be 70 to 100 microns.
to be provided with permanently attached,
satisfactory means of closing to prevent the free For areas of the head susceptible to erosion (e.g.
entry of water into the tanks. Air pipe closing those parts directly subjected to ballast water
device is to allow the passage of air or liquid to impact when the tank is being pressed up, for
prevent excessive pressure or vacuum coming example the inner chamber area above the air
on the tank. pipe, plus an overlap of 10 or more on either
side) an additional harder coating such as
3.3.2 Air pipe closing devices are to be of an aluminium bearing epoxy coating or equivalent, is
approved type and so designed that they to be applied over the zinc coating.
withstand both ambient and working conditions
and be suitable for use at inclinations upto and 3.3.10 Closures and seats made of non-metallic
including 40o. materials are to be compatible with the media
intended to be carried in the tank at temperatures
3.3.3 Closing devices are to be of automatic type. between -25oC and 85oC and sea water.
Pressure-vacuum valves (P-V valves) may

Chapter 13 Part 3
Section 4
Scuppers and Sanitary Discharges
4.1 General ii) Where the freeboard is such that the edge of
the bulkhead deck or the edge of the freeboard
4.1.1 Scuppers sufficient in number and size to deck, respectively, is immersed when the ship
provide effective drainage are to be fitted in all heels 5 [deg.] or less, the drainage shall be led to
decks. a suitable space of adequate capacity, having a
high water level alarm and provided with suitable
4.1.2 Scuppers draining weather decks and arrangements for discharge overboard.
spaces within superstructures or deckhouses not
fitted with efficient weathertight doors are to be 4.1.8 For drainage arrangements of closed
led overboard. vehicle and ro-ro spaces and special category
spaces, refer to Pt.6, Ch.7, Cl.3.6.1.4 and
4.1.3 Scuppers and discharges which drain Cl.3.6.1.5.
spaces below the freeboard deck, or spaces
within intact superstructures or deckhouses on 4.1.9 Scuppers and discharge pipes should not
the freeboard deck fitted with efficient normally pass through fuel oil or cargo oil tanks.
weathertight doors, may be led to the bilges in the Where scuppers and discharge pipes pass,
case of scuppers, or to suitable sanitary tanks in unavoidably, through fuel oil or cargo oil tanks,
the case of sanitary discharges. Alternatively, and are led through the shell within the tanks, the
they may be led overboard provided that the thickness of the piping should be at least the
spaces drained are above the load waterline, and same thickness as Rule shell plating in way,
the pipes are fitted with efficient and accessible derived from the appropriate Chapters, but need
means of preventing water from passing inboard. not exceed 19 [mm].
4.1.4 The drainage arrangements of enclosed Piping within tanks is to be tested in accordance
'tween deck spaces in ships with small with Pt.4, Ch.2 and Ch.3.
freeboards are to be specially considered.
4.1.10 All piping is to be adequately supported.
4.1.5 In the enclosed 'tween deck space on the
main vehicle deck of a ferry, which is provided 4.2 Closing appliances
with a drencher fire extinguishing system,
scuppers of not less than 150 [mm] diameter are 4.2.1 In general, each separate overboard
to be provided port and starboard, spaced about discharge is to be fitted with a screw-down non-
9,0 [m] apart. The capacity of the scuppers may return valve capable of being operated from a
be required to be increased, dependent on the position always accessible and above the
discharge rate of the drencher system. The freeboard deck. An indicator is to be fitted at the
mouth of the scupper is to be protected by bars. control position showing whether the valve is
open or closed. (Fig.4.2.1).
4.1.6 If a 'tween deck space on the main vehicle
deck of a ferry is not totally enclosed, scuppers It is considered that an acceptable equivalent to
or freeing ports are to be provided consistent with an automatic non-return valve with a positive
the requirements of Ch.11. means of closing from a position above the
freeboard deck would be one automatic non-
4.1.7 The following will apply to drainage of return valve and one sluice valve controlled from
enclosed cargo spaces on the bulkhead deck of above the freeboard deck.
passenger ships or on the freeboard deck of
cargo ships: Where sanitary discharges and scuppers lead
overboard through the shell in way of machinery
i) Where the freeboard to the bulkhead deck or spaces, the fitting to shell of a locally operated
the freeboard deck, respectively, is such that the closing valve, together with non-return valve
deck edge is immersed when the ship heels more inboard, is considered to provide protection
than 5 [deg.] the drainage shall be by means of a equivalent to above.
sufficient number of scuppers of suitable size
discharging directly overboard.

Page 7 of 9
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4.2.2 Where, in an enclosed 'tween deck space The inboard end of a gravity discharge which
on the main vehicle deck of a ferry, a drencher leads overboard from an enclosed superstructure
fire extinguishing system is provided, such or space is to be located above the waterline
controls are to be operable from spaces above formed by a 5 degree heel, to port or starboard,
the main vehicle deck and to be protected from at a draft corresponding to be assigned summer
mechanical damage. freeboard.
4.2.3 Where the vertical distance from the 4.2.9 For garbage chutes an acceptable
summer load waterline to the inboard end of the equivalent to the non-return valve with a positive
discharge pipe exceeds 0,01LL the discharge means of closing from a position above the
may be fitted with two automatic non-return freeboard deck would be two gate valves
valves without positive means of closing, instead controlled from the working deck of the chute.
of the screw-down non-return valve, provided The lowest gate valve should, in addition, be
that the inboard valve is always accessible for controlled from a position above the freeboard
examination under service conditions i.e. the deck. An interlock system is to be arranged
inboard valve should be above the level of the between the two valves. The distance between
tropical load waterline. If this is not practicable, the two gate valves is to be adequate to allow the
then, provided a locally controlled sluice valve is smooth operation of the interlock system.
interposed between the two automatic non-return
valves, the inboard valve need not be fitted above 4.2.10 It is recommended that the inboard end of
the LWL. the garbage chute be located above the waterline
formed by an 8.5 deg heel, to port or starboard,
4.2.4 Where the vertical distance from the at a draft corresponding to the assigned summer
summer load waterline to the inboard end of the freeboard, but not less than 1000[mm] above the
discharge pipe exceeds 0,02LL, a single summer waterline.
automatic non-return valve without positive
means of closing may be fitted. See Fig.4.2.1. 4.2.11 Where the inboard end of the garbage
chute exceeds 0.01LL above the summer
4.2.5 Scuppers and discharge pipes originating waterline, valve control from the freeboard deck
at any level which penetrate the shell either more is not required, provided the inboard gate valve is
than 450 [mm] below the freeboard deck or less always accessible under service conditions.
than 600 [mm] above the summer load waterline,
are to be fitted with an automatic non-return valve 4.2.12 Alternatively, the upper gate valve may be
at the shell. This valve, unless required by 4.1.3, replaced by a hinged weathertight cover at the
may be omitted provided that the pipe is of heavy inboard end of the chute together with a
gauge thickness. However, the thickness need discharge flap which replaces the lower gate
not exceed 12.5 [mm], unless greater thickness valve.
is required by 4.1.8. The cover and the flap are to be arranged with an
interlock so that the discharge flap cannot be
4.2.6 If, in association with 4.1.8, a valve is operated until the cover is closed.
required by 4.1.3, this valve should preferably be
fitted as close as possible to the point of entry of The chute is to be constructed of material of
the pipe into the tank. If fitted below the freeboard substantial thickness (See Part 4, Chapter 3,
deck, the valve is to be capable of being Section 3.5) upto and including the cover.
controlled from an easily accessible position
above the freeboard deck. Local control is also to 4.2.13 The gate valve controls and/or hinged
be arranged, unless the valve is inaccessible. An cover are to be clearly marked: “Keep closed
indicator is to be fitted at the control position when not in use”.
showing whether the valve is open or closed.
4.3 Materials for valves, fittings and pipes
4.2.7 In a ship to which timber freeboards are
assigned, the summer load waterline is to be 4.3.1 All shell fittings and valves required by 4.2
regarded as that corresponding to the timber are to be of steel, bronze or other approved
summer freeboard. ductile material; ordinary cast iron or similar
material is not acceptable. Materials are to satisfy
4.2.8 It is considered that requirements for non- the requirements of Pt.2.
return valves are applicable only to those
discharges which remain open during the normal 4.3.2 All these items, if made of steel or other
operation of a vessel. For discharges which must approved material with low corrosion resistance,
necessarily be closed at sea, such as gravity are to be suitably protected against wastage.
drains from topside ballast tanks, a single screw
down valve operated from the deck is sufficient.
Chapter 13 Part 3
4.3.3 The lengths of pipe attached to the shell The portion of discharge line from the shell to the
fittings, elbow pieces or valves are to be of first valve as well as shell fittings and valves shall
galvanized steel or other equivalent approved be of steel; bronze or other approved ductile
material. material.
4.3.4 Where plastic pipes are used for sanitary The approval of plastic piping in any location will
discharges and scuppers, they are also subject be subject to the consideration of strength and
to the requirement of Fig.4.2.1, and the valve at fire hazards involved with special reference to
the shell is to be operated from outside the space penetrations through bulkheads, decks or other
in which the valve is located. significant compartment boundaries. Attention
must be paid to valid fire technical regulations.
Where such plastic pipes are located below the
summer waterline, the valve is to be operated
from a position above freeboard deck.

Page 9 of 9
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End of Chapter

Page 1 of 27
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Chapter 14
Rudders
Contents
Section
1 General
2 Arrangement and Details
3 Design Loads
4 Rudder Blades
5 Rudder Stock and Pintles
6 Rudder Couplings
7 Sole Pieces and Rudder Horns
8 Guidelines for Evaluation of Bending Moments and Shear Force Distribution
Section 1
General
1.1 Scope 1.2 Material
1.1.1 The requirements of this Chapter apply to 1.2.1 All materials used in the construction of the
arrangement and scantlings of normal rudder are to be tested and approved in
streamlined or plate rudders and their supporting accordance with Pt.2.
structure. Rudders fitted with special features
e.g. special profiles, fins, flaps, steering 1.2.2 Material grades for plates and sections for
propellers etc. to increase the lift force will be the rudder blade are to be selected as per Pt.3,
specially considered. Ch.2.
1.1.2 IRS may accept alternatives to 1.2.3 For rudder stocks, pintles, keys and bolts,
requirements given in this Chapter, provided they the specified minimum yield stress is not to be
are deemed to be equivalent. less than 200 [N/mm2]. For materials having a
specified yield stress differing from 235 [N/mm2],
1.1.3 Direct analyses adopted to justify an material factor 'k' as determined below, is to be
alternative design are to take into consideration applied.
all relevant modes of failure, on a case by case
basis. These failure modes may include, 235
amongst others: yielding, fatigue, buckling and 𝑘
𝑅
fracture. Possible damages caused by cavitation
are also to be considered. with e = 0.75 for ReH> 235 [N/mm2]
1.1.4 Lab tests, or full scale tests may be = 1.0 for ReH  235 [N/mm2]
requested to validate the alternative design
approach, if deemed necessary by IRS, ReH = specified minimum yield stress of the
material used, but not to be taken greater than
1.1.5 Additional requirements for various Ice 0.7 u or 450 [N/mm2] whichever is smaller;
Class notations are given in Pt.5, Ch.21.

Chapter 14 Part 3
Page 2 of 27 Rudders
where u is the tensile strength [N/mm2] of the Hardness of the material of the bushing is to be
material. at least 65 Brinell lower than that of the liner or
the rudder stock or pintle.
Where high strength steels are used for rudder
stock, evaluation of stock deformations may be Synthetic bush materials are to be of approved
required, as large deformations can cause type. Arrangement is to be provided for adequate
excessive edge pressures in way of bearings. supply of sea-water to these bearings.
1.2.4 Bearing materials for bushings are to be 1.3 Testing

stainless steel, bronze, white metal, synthetic
material or lignum vitae. If stainless steel is 1.3.1 Bodies of the rudders are to be tested in
proposed to be used for liners or bushes for the accordance with the requirements given in
rudder stocks and pintles, the chemical Ch.18.
composition is to be submitted for approval.
Section 2
Arrangement and Details
2.1 General measuring wear without lifting or unshipping the

rudder.
2.1.1 Various types of rudder arrangement are
shown in Fig.2.1.1, other combinations of 2.1.4 Satisfactory arrangement is to be provided
couplings and bearings may however be to prevent water from entering the steering gear
proposed. compartment and lubricant from being washed
away from the rudder carrier. A seal or stuffing
2.1.2 Effective means are to be provided for box is to be fitted above the deepest load water
supporting the weight of the rudder. Where the line for this purpose, however two separate seals
support is provided by a carrier bearing attached or stuffing boxes are to be provided when the top
to the rudder head, the structure in way of the of the rudder trunk is below the deepest load
bearing is to be adequately strengthened. The water line.
plating under all rudder head bearings or rudder
carriers is to be increased in thickness. 2.1.5 Suitable arrangement is to be provided to
prevent the rudder from lifting and accidental
2.1.3 All rudder bearings are to be accessible for unshipping.

Page 3 of 27
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Section 3
Design Loads
3.1 Rudder force operate at higher speed at a lower draft, and with
full immersion of rudder. When the speed is less
3.1.1 The rudder force upon which rudder than 10 knots, V is to be replaced by the
scantlings are to be based is to be determined expression.
from the following formula:
Vmin = (V + 20)/3
Fr = 132 . K1 . K2 . K3 . A . V2 [N]
For astern condition, the maximum astern speed
where, is to be used, but in no case less than:
Fr = rudder force [N] Vastern = 0.5V
A = area of rudder blade [m2] K1 = factor based on the aspect ratio,  of the
rudder area;
V = Design speed (knots), with vessel running
ahead at maximum continuous rated shaft rpm K1 = ( + 2)/3; with  not to be taken greater than
and at the summer load waterline. Special 2.
consideration will be given to ships designed to

Chapter 14 Part 3
 = b2/At; where b is the mean height of the rudder = 1.15 for rudders behind a fixed propeller nozzle
area [m] and At, the sum of rudder blade area and
area of rudder post or rudder horn, if any, within = 1.0 otherwise.
the height b [m2]
As per Fig, 3.1.1,
Mean breadth C [m] and mean height b [m] of
rudder are calculated according to the co- 𝐶 ; Mean Breadth of Rudder
ordinate system in Fig.3.1.1.
K2 = Factor depending on type of the rudder and 𝑏 ; Mean Height of Rudder

the rudder profile as per Table 3.1.1.
K3 = 0.80 for rudders outside the propeller jet
Table 3.1.1
K2
Profile Type
Ahead condition Astern condition
NACA-00 series Göttingen
1.10 0.80
Flat side
1.10 0.90
Hollow
1.35 0.90
High lift rudders

1.70* 1.30
Fish tail
1.40 0.80
Single plate
1.00 1.00
Mixed profiles (e.g. HSVA) 1.21 0.90
Note :
* In the case of flap rudder, K2 values determined by direct calculation methods taking into
account geometry of rudder and flap and their angles of turn may be accepted as an
alternative to the value indicated in the Table.

Page 5 of 27
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The rudder area may be divided into two

rectangular or trapezoidal parts with areas A1 and
A2, so that A = A1 + A2
A1a = portion of A1 situated aft of the centre line

of the rudder stock.
A1f = portion of A1 situated ahead of the centre
line of the rudder stock.
A2a = portion of A2 situated aft of the centre line
of the rudder stock.
A2f = portion of A2 situated ahead of the centre
line of the rudder stock.
where r1 = Xc1 –f1 and r2 = Xc2 –f2;
f1 = A1f/A1 and f2 = A2f/ A2
Similarly,
3.2 Rudder torque
Fri = Fr. Ai/A
3.2.1 The rudder torque on regular shaped
rudders in both the ahead and astern conditions
of travel is to be calculated as follows: ri = xci - fi; but not to be taken less than 0.1 Ci.
Qr = Fr . r [N-m]; where,
where, fi = Ci . Aif/Ai
r = xc - f [m]; xci, fi , Aif and Ci are to be taken as xc, f, Af and C

as in 3.2.1 for each discrete part except that for
for ahead condition, r is not to be taken less than those rudder parts immediately aft of rudder horn
0.1C xci is to be taken as 0.25Ci and 0.55Ci in ahead
and astern conditions respectively.
xc = the distance of the point of application of the
design force Fr from the leading edge
= 0.33 C in ahead condition
= 0.66 C in astern condition.
C = Mean breadth of rudder area [m] See

Fig.3.1.1.
f = C . Af/A where Af is the portion of the rudder

blade area situated ahead of the centre line of the
rudder stock.
3.2.2 In case of rudder blades with stepped

contours / semi-spade rudders, the total rudder
torque is to be obtained as follows:
Fig. 3.2.2. Rudder area distribution
Qr = Qri for i = 1,2,3,.....
where, 3.3 Rudder Strength Calculations
3.3.1 The rudder force and resulting rudder

Qri = Fri.ri; individual torque component from each
torque as given in 3.1 and 3.2 causes bending
part Ai of the total rudder area. See Fig.3.2.2.
moments and shear forces in the rudder

Chapter 14 Part 3
body, bending moments and torques in the bearing reactions may be obtained by direct
rudder stock, supporting forces in pintle bearings calculation. The rudder is to be assumed as
and rudder stock bearings and bending simply supported at the centres of the upper
moments, shear forces and torques in rudder bearing and the neck bearing. In case of rudders
horns and heel pieces. The rudder body is to be supported by the sole piece or rudder horn the
stiffened by horizontal and vertical webs enabling flexibility of the sole piece or rudder horn, and
it to act as a bending girder. rudder and rudder stock is to be taken into
consideration. Guidelines for calculation of
3.3.2 The bending moment (BM) and shear force bending moment and shear force distribution for
(SF) distributions along the entire height of the various types of rudders are given in Section 8.
rudder blade and rudder stock as well as the
Section 4
Rudder Blades
4.1 Construction details 4.1.4 Continuous slot welds may be used in lieu
of slot welds. When continuous slot welding is
4.1.1 Care is to be taken to avoid notch effects used, the root gap is to be between 6-10 [mm]
and to maintain continuity of strength around cut- and the bevel angle is to be atleast 15º.
outs and openings in the side plating. The plating
thickness is to be increased suitably and corners 4.1.5 In way of the rudder horn recess of semi-
are to be well rounded and ground smooth. spade rudders, the radii in the rudder plating
except in way of solid part in cast steel are not to
4.1.2 Side plating and vertical webs transmitting be less than 5 times the plate thickness, but in no
the torque are to be welded to the coupling flange case less than 100 [mm]. Welding in side plate is
by full penetration welds. Welds between plates to be avoided in or at the end of the radii. Edges
and heavy pieces (solid parts in forged or cast of side plate and weld adjacent to radii are to be
steel or very thick plating) are also to be made as ground smooth.
full penetration welds. In way of highly stressed
areas e.g. cut-out of semi-spade rudder and 4.1.6 Requirements for welding and design
upper part of spade rudder, cast or welding on details of rudder trunks are indicated in 7.3.
ribs is to be arranged. Two sided full penetration
welding is normally to be arranged. Where back 4.1.7 Requirements for welding and design
welding is impossible welding is to be performed details when the rudder stock is connected to the
against ceramic backing bars or equivalent. Steel rudder by horizontal flange coupling are indicated
backing bars may be used and are to be in 6.1.6.
continuously welded on one side to the heavy
piece. 4.1.8 Requirements for welding and design
details of rudder horns are indicated in 7.2.3.
4.1.3 Webs are to be connected to the side
plating in accordance with Ch.17. Where fillet 4.1.9 Arrangement is to be provided to drain the
welding is not practicable side plating is to be rudders completely. Drain plugs are to be
connected by means of slot welding to flat bars provided with efficient packing.
welded to the webs. Slot welding is to be limited
as far as possible. Slot welding is not to be used 4.1.10 Internal surfaces of rudders are to be
in areas with large in-plane stresses transversely efficiently coated for corrosion resistance after
to the slots or in way of cut-out areas of semi- completion of fabrication and testing. Where it is
spade rudders. Normally slots of length 75 [mm], intended to fill the rudder with plastic foam,
breadth at least twice the side plating thickness details of the foam material are to be submitted.
and spaced 200 [mm] centre to centre will be
accepted. The ends of the slots are to be well 4.2 Double plated rudders
rounded. The slots are to be fillet welded around
the edges and filled with a suitable compound, 4.2.1 Thickness 't' of the rudder side, top and
e.g. epoxy putty. Slots are not to be filled with bottom plating is not to be less than:
weld.

Page 7 of 27
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Aw = Total Sectional area of the vertical webs.
 F 
t  5.5.s.f a . k . T  r .10  4  .10 3  2.5 [mm]
 A  k = Material factor for the rudder plating
where,
d) In way of cut-outs or openings in the side
plating for access to cone coupling or pintle nut:
f a  1.1  0.5s/1000 / l  ; max .1.00
2
Bending stress,   75 [N/mm2]

s = the smaller of the distances between the
horizontal or the vertical web plates/ smallest Torsional stress, t  50 [N/mm2]
unsupported width of plating [mm].
Equivalent stress σe = 𝜎 3𝜏 100 N/mm
l = the larger of the distances between the
horizontal or the vertical web plates/ greatest where,
unsupported width of plating [m].
t is torsional stress based on torque arising from
T = Summer load line draught [m] the partial rudder force acting on the area below
the section in consideration.
k = Material factor for the rudder plating.
Note : The stresses in d) apply equally to high
The thickness 't' is however not to be less than tensile and ordinary steels.
the minimum side shell thickness as per Pt.3,
Ch.8. e) In way of the coupling the stresses are to be
limited as in d); however for calculation of the
For nose plates the thickness is to be increased stresses only the items within the width of the
to 1.25 t. coupling are to be considered.
4.2.2 The thickness of the vertical and horizontal 4.3 Single plated rudders
webs is not to be less than 70 per cent of the
requirement given in 4.2.1 with a minimum of 8 4.3.1 Mainpiece diameter
[mm].
The mainpiece diameter is calculated according
4.2.3 Overall strength of the rudder blade (except to 5.1.1 and 5.1.4 respectively. The diameter of
in way of rudder recess sections where d) the main piece at top end is not to be less than
applies) based on bending moments (BM) and that of the lower rudder stock, and it may be
shear forces (SF) obtained as per Sec.3 is to gradually reduced towards lower end provided
satisfy the following criteria: stresses are limited as per 4.2.3. For spade
rudders the lower third may taper down to 0.75
BM times stock diameter.
a) bending stress   110/k [N/mm2 ]
Zl 4.3.2 Blade thickness
SF The blade thickness is not to be less than:

b) shear stress   50/k [N/mm 2 ]
Aw 𝑡 1.5 𝑠 𝑉√𝑘 2.5 [mm]
c) equivalent stresses where:

 e   2  3 2  120 / k [N/mm 2 ]
s = spacing of stiffening arms, [m],
not to exceed 1 m;
where, V = speed in knots, see 3.1.1.
Zl = Section modulus of the blade cross section k = material factor for the rudder
against lateral bending obtained considering side plating.
plating and web plates within the effective width
of the rudder profile. The effective width is to be
generally taken as 40 per cent of the net width of
the rudder profile; and

Chapter 14 Part 3
4.3.3 Arms
cs = coefficient, to be taken equal to:
The thickness of the arms is not to be less than
the blade thickness = 1.0 if there is no opening in the
rudder plating or if such
ta = tb [mm] openings are closed by a full
penetration welded plate
The section modulus is not to be less than:
= 1.5 if there is an opening in the
Za = 0.5 s C12 V2 k [cm3]; considered cross-section of the
rudder
C1 = horizontal distance from the aft
edge of the rudder to the dc = rudder stock diameter, [mm]
centreline of the rudder stock,
[m] HE = vertical distance between the
lower edge of the rudder blade
k = material factor and the upper edge of the solid
part, [m]
4.3.4 Rudder blade is to be stiffened by horizontal
arms spaced not more than 1000 [mm] apart. The HX = vertical distance between the
arms are to be efficiently attached to the main considered cross-section and
piece. the upper edge of the solid part,
[m]
4.4 Connection of rudder blade structure with
solid parts k = material factor for the rudder
blade plating.
4.4.1 Solid parts in forged or cast steel, which
house the rudder stock or the pintle, are to be ks = material factor for the rudder
provided with protrusions, except where not stock.
required as indicated below.
The actual section modulus of the cross-section
These protrusions are not required when the web of the structure of the rudder blade is to be
plate thickness is less than: calculated with respect to the symmetrical axis of
the rudder.
- 10 [mm] for web plates welded to the solid
part on which the lower pintle of a semi- The breadth of the rudder plating, [m], to be
spade rudder is housed and for vertical considered for the calculation of section modulus
web plates welded to the solid part of the is to be not greater than:
rudder stock coupling of spade rudders.
b = sV + 2 Hx / 3 [m]
- 20 [mm] for other web plates.
where:
4.4.2 The solid parts are in general to be
connected to the rudder structure by means of sV = spacing between the two vertical
two horizontal web plates and two vertical web webs, [m] (see Fig.4.4.3)
plates.
Where openings for access to the rudder stock
4.4.3 Minimum section modulus of the nut are not closed by a full penetration welded
connection with the rudder stock housing. plate, they are to be deducted.
The section modulus of the cross-section of the 4.4.4 The thickness of the horizontal web
structure of the rudder blade, in [cm3], formed by plates connected to the solid parts, in [mm], as
vertical web plates and rudder plating, which is well as that of the rudder blade plating between
connected with the solid part where the rudder these webs, is to be not less than the greater of
stock is housed is to be not less than: the following values:
tH = 1.2 t [mm]
𝑍 𝑐 𝑑 10 [cm3]
tH = 0.045 ds² / sH [mm]
where:

Page 9 of 27
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where: = dp, as per 5.2.1, for the solid part
housing the pintle
t = defined in 4.2.1
sH = spacing between the two
dS = diameter, [mm], to be taken horizontal web plates, [mm]
equal to:
The increased thickness of the horizontal webs is
= dc, as per 5.1.4, for the solid part to extend fore and aft of the solid part at least to
housing the rudder stock the next vertical web.
Fig.4.4.3 : Cross-section of the connection between rudder blade structure and rudder stock
housing, example with opening in only one side shown
4.4.5 The thickness of the vertical web plates than the values obtained, in [mm], from Table
welded to the solid part where the rudder stock is 4.4.5. The increased thickness is to extend below
housed as well as the thickness of the rudder side the solid piece at least to the next horizontal web.
plating under this solid part is to be not less
Table 4.4.5 : Thickness of side plating and vertical web plates
Thickness of vertical web plates, Thickness of rudder plating, [mm]

[mm]
Type of rudder
Rudder blade Rudder blade Rudder blade Area with
without opening with opening without opening opening
Rudder supported by sole 1.2 t 1.6 t 1.2 t 1.4 t

piece
Semi-spade and spade 1.4 t 2.0 t 1.3 t 1.6 t
rudders
t = thickness of the rudder plating, [mm] as defined in 4.2

Chapter 14 Part 3
Section 5
Rudder Stock and Pintles
5.1 Rudder stock
5.1.1 The rudder stock diameter required for the  4 BM 2 

d c  d t . 6 1  . 2  [mm]
transmission of the rudder torque is to be  3 Qr 
dimensioned such that the torsional stress is not
exceeding the following value:
where BM is the bending moment at the cross
section under consideration obtained as per 3.3.
T = 68 / k [N/mm2]
5.1.5 The diameter of the rudder stock at neck
The rudder stock diameter for the transmission of bearing is to be maintained to a point as far as
the rudder torque is therefore not to be less than: practicable above the top of the neck bearing and
may subsequently be tapered to that required at
the rudder carrier. The length of the taper is to be
d t  4.23 Qr k [mm] at least three times the reduction in diameter.
Particular care is to be taken to avoid the
Qr = Total rudder torque [Nm] as calculated in 3.2. formation of a notch at the upper end of the taper.
k = Material factor of the rudder stock as given in 5.1.6 Sudden changes of section or sharp
1.2.3 corners in way of the rudder coupling, jumping
collars and shoulders for rudder carriers are to be
5.1.2 If the rudder stock is subjected to combined avoided. Jumping collars are not to be welded to
torque and bending, the Equivalent stress e in the rudder stock. Keyways in the rudder stock are
the rudder stock is not to exceed 118/k [N/mm2] to have rounded ends and the corners at the base
i.e. of the keyway are to be adequately radiused.
k = Material factor of the rudder stock as given in 5.1.7 Significant reductions in rudder stock
1.2.3 diameter due to the application of steels with
specified minimum yield stress exceeding 235
[N/mm2] are to be granted only after evaluation of
 e   2  3 t 2  118 / k [N/mm 2 ] rudder stock deformations. Large deformations of
the rudder stock are to be avoided in order to
where, avoid excessive pressures in way of bearings.
 is the bending stress in [N/mm2], 5.2 Pintles
𝜎 10.2 x 10 BM /d 5.2.1 Scantlings
t is the torsional shear stress in [N/mm2]. The diameter dp of the pintles, is not to be less
than
𝜏 5.1 x 10 Q /d
d p  0.35 ( B k p )
This requirement is regardless of the liners; and
both ahead and astern conditions are to be
where,
considered.
B = relevant bearing force, [N]
5.1.3 The diameter of the rudder stock at and
above rudder carrier is given by
kp = material factor for pintle as given in 1.2.3
5.2.2 Couplings
d t  4.2 3 Q r .k  [mm]
Pintles are to have a conical attachment to the
5.1.4 The diameter of rudder stock at any other gudgeons with a taper on diameter not greater
cross section is given by than:

Page 11 of 27
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1:8 - 1:12 for keyed and other manually • tmin = 8 [mm] for metallic materials and
assembled pintles applying locking by slugging synthetic material
nut, • tmin = 22 [mm] for lignum material
1:12 - 1:20 on diameter for pintles mounted with 5.3.1.2 Pintle bearing
oil injection and hydraulic nut.
The thickness of any liner or bush, [mm], is
5.2.3 Push-up pressure for pintle neither to be less than:
The required push-up pressure for pintle, in 𝑡 0.01 √𝐵

[N/mm²], is to be determined by the following
formula: where:
𝐵𝑑 B = relevant bearing force, [N]

𝑝 0.4
𝑑 𝑙
nor less than the minimum thickness defined in
5.3.1.1
where:
5.3.2 Minimum Bearing Surface
B1 = Supporting force in the pintle, [N]
5.3.2.1 An adequate lubrication is to be provided.
d0, dm, l = Pintle dimensions, see Fig. 6.3.1
The bearing surface Ab (defined as the projected
area: length x outer diameter of liner) is not to be
5.2.4 The minimum dimensions of threads and
less than:
nuts are to be determined according to Cl. 6.3.2.
The push-up length is to be calculated similarly
𝐴 𝑃
as in Cl. 6.4.3, using required push-up pressure 𝑞
and properties for the pintle. An effective sealing
against sea water is to be provided at both ends where:
of the cone.
P = reaction force [N] in bearing as determined in
5.2.5 Pintle housing 3.3;
The length of pintle housing in the gudgeon is not qa = allowable surface pressure according to the
to be less than the pintle diameter dp. The Table 5.3.4.
thickness of the pintle housing is not to be less
than 0.25 dp. 5.3.3 Bearing clearances are normally to be as
5.2.6 Where liners are fitted to pintles, they are to
be shrunk on or otherwise efficiently secured. If Attention is to be paid to the manufacturer's
liners are to be shrunk on, the shrinkage recommendations particularly where bush
allowance is to be indicated on the plans. Where material requires pre-soaking.
liners are formed by stainless steel weld deposit,
the pintles are to be of weldable quality steel, and 5.3.4 The maximum surface pressure p, for the
details of the procedure are to be submitted. various combinations is not to exceed the values
Bushing is to be effectively secured against given in Table 5.3.4. Higher values than given in
movement. table may be taken on verification by tests.For the
purpose of this calculation, the bearing length is
5.3 Bearings of rudder stock, rudder shaft and not to be taken greater than 1.2 times the rudder
pintle stock or pintle diameter measured outside of
liners, if fitted. The bearing length Lp of the pintle
5.3.1 Liners and Bushes is to be such that
5.3.1.1 Rudder stock bearing 𝐷 𝐿 1.2 𝐷
Liners and bushes are to be fitted in way of where,

bearings. The minimum thickness of liners and
bushes is to be equal to: Dp = Actual pintle diameter measured on the
outside of the liners.

Chapter 14 Part 3
Table 5.3.3 : Bearing clearances
- For metal bearing material Not less than 0.001 dp + 1.0 [mm]
To be specially determined considering the swelling and thermal
- For synthetic bearing material expansion properties of the material, but not less than 1.5 [mm]#.
# A smaller clearance may be accepted if supported by the manufacturer’s recommendation and

documented evidence of satisfactory service history with reduced clearance.
Table 5.3.4 : Allowable surface pressure qa
Bearing material qa [N/mm2]

Lignum vitae 2.5
White metal, oil lubricated 4.5
Synthetic material with hardness greater than 60 shore D(1) 5.5(2)
Steel,(3) bronze and hot pressed bronze- graphite materials 7.0
Note:
(1) Indentation hardness test at 23C and with 50% moisture, according to a recognised standard.
Synthetic bearing materials to be of approved type.
(2)Surface pressures exceeding 5.5 [N/mm2] may be accepted in accordance with the bearing
manufacturer’s specification and tests, but in no case more than 10 [N/mm2]
(3) Stainless and wear resistant steel in an approved combination with stock liner.

Page 13 of 27
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Section 6
Rudder Couplings
6.1 Horizontal flange couplings less than 0.9 ds [mm]. In addition, where the
coupling is subjected to bending stress the mean
6.1.1 The diameter of the coupling bolts is not to athwartship distance from the centre of bolts to
be less than: the longitudinal centreline of the coupling is not to
be less than 0.6 ds [mm].
1/2
 d3 .k  6.1.4 The thickness of coupling flanges is not to
d b  0.62  s b  [mm]
be less than that obtained by the following
 n.e m .k s 
formula:
where,
k 
ds = Stock diameter [mm] in way of the coupling t f  d b  f  [mm]
flange; equal to the greater of the diameters dt or  kb 
dc according to 5.1.3 and 5.1.4
tf is to be also not less than 0.9 db;
ks = material factor for the rudder stock material;
db = bolt diameter [mm] calculated for a number
kb = material factor for the bolt material; of bolts not exceeding 8.
n = total number of bolts; kf = material factor for the flange;
em = mean distance of the bolt axes from the kb = material factor for the bolt material.
centre of the bolt system [mm].
6.1.5 The width of material outside the bolt holes
6.1.2 Coupling bolts are to be fitted bolts and a is not to be less than 0.67 db [mm].
minimum of six (6) bolts are to be provided. Their
nuts are to be effectively locked. 6.1.6 The welded joint between the rudder stock
and the flange is to be made in accordance with
6.1.3 Mean distance em from the centre of the Fig.6.1.6 or equivalent.
bolts to the centre of the bolt system is not to be
Fig. 6.1.6 : Welded joint between rudder stock and coupling flange

Chapter 14 Part 3
6.2 Vertical flange couplings 6.2.3 The thickness of the coupling flanges is to
be at least equal to the bolt diameter; and the
6.2.1 The diameter of the coupling bolts is not to width of the flange material between the
be less than: perimeter of the bolt holes and the perimeter of
the flange is to be greater than or equal to 0.67
db.
1/ 2
d 2 .k  6.2.4 Coupling bolts are to be fitted bolts and their
d b  0.81  s b  [mm]
nuts are to be locked effectively.
 n.ks 
6.3 Cone couplings with key/ Cone couplings
where, without hydraulic arrangement for mounting
and dismounting
ds = Stock diameter [mm] in way of the coupling
flange 6.3.1 Cone couplings without hydraulic
arrangements for mounting and dismantling the
n = total number of bolts, but not less than 8. coupling should have a taper 'c' on diameter
generally ranging between 1:8 to 1:12.
kb = material factor for bolts.
ks = material factor for rudder stock. 𝑐 according to Fig. 6.3.1 and 6.3.1b)
6.2.2 The first moment of area of the bolts about

the centre of the coupling to be not less than: The diameters do and du are defined in Fig. 6.3.1
and the cone length lc, is defined in Fig. 6.3.1 b)
m = 0.00043 ds3 [cm3]
Fig.6.3.1 : Cone coupling with key

Page 15 of 27
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Fig. 6.3.1 a) Gudgeon outer diameter(da) measurement
Fig. 6.3.1 b) Cone length and coupling length
The coupling length l is in general not to be less The shear area of the key is not to be less than :
than 1.5 times the rudder stock diameter do at the
top of rudder. 17.55 𝑄
𝑎
The cone shape is to be very exact and the
𝑑 𝑅
slugging nut is to be efficiently secured.
where,
6.3.2 The dimensions of the slugging nut [mm],
are not to be less than (See Fig 6.3.1 ) : QF = design yield moment of rudder stock, in [Nm]
External thread of nut, dg ≥ 0.65 do; 𝑄 0.02664

Outer diameter of nut, dn ≥ 1.2 du or 1.5 dg,
Where the actual diameter dta is greater than the
whichever is the greater;
calculated diameter dt, the diameter dta is to be
used. However, dta applied to the above formula
Height of nut, hn ≥ 0.6 dg
need not be taken greater than 1.145 dt.
6.3.3 A key is to be fitted in the tapered
dt = stock diameter, [mm], according
connection, as close to the nut as possible and
to 5.1.3.
ample fillets are to be provided at corners of the
keyway.

Chapter 14 Part 3
k = material factor for stock as given torsional moment Q'F = 0.5 QF.
in 1.2.3
6.3.5 Notwithstanding the requirements in
dk = mean diameter of the conical 6.3.3 and 6.3.4, where a key is fitted to the
part of the rudder stock, [mm], at the key coupling between stock and rudder and it is
considered that the entire rudder torque is
ReH1 = specified minimum yield stress of transmitted by the key at the couplings, the
the key material, [N/mm2] scantlings of the key as well as the push-up force
and push-up length are to be specially
The effective surface area, [cm2], of the key considered.
(without rounded edges) between key and rudder
stock or cone coupling is not to be less than: 6.4 Cone couplings with hydraulic
arrangement for mounting and dismounting
5𝑄 (with oil injection and hydraulic nut)
𝑎
𝑑 𝑅 6.4.1 Where the stock diameter exceeds 200
[mm], the press fit is recommended to be
where: achieved by a hydraulic pressure connection. In
such cases, the cone diameter is to be, c,
ReH2 = specified minimum yield stress of generally ranging between 1:12 to 1:20.
the key, stock or coupling material,
[N/mm2], whichever is less. In case of hydraulic pressure connections the nut
is to be effectively secured against the rudder
6.3.4 Push up stock or the pintle.
It is to be proved that 50% of the design yield For the safe transmission of the torsional moment
moment is solely transmitted by friction in the by the coupling between rudder stock and rudder
cone couplings. This can be done by calculating body the push-up pressure and the push-up
the required push-up pressure and push-up length are to be determined according to 6.4.2
length according to 6.4.2 and 6.4.3 for a and 6.4.3 respectively.
Fig.6.4.1 : Cone coupling without key
6.4.2 Push-up pressure

6M b 3
The push-up pressure is not to be less than the preq 2  10 [N/mm²]
greater of the two following values:  2d m
2QF where:
preq1  2
10 3 [N/mm²]
d πμ0
m

Page 17 of 27
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QF = design yield moment of rudder 6.4.3 Push-up length
stock, as defined in 6.3.3, [Nm]
The push-up length  , [mm],  is to comply
dm = mean cone diameter [mm], see with the following formula:
Figure 6.3.1
ℓ = coupling length [mm]

Δ 1 ≤ Δ ≤ Δ 2
µ0 = frictional coefficient, equal to
0.15 where:
Mb = bending moment in the cone preq d m 0.8Rtm

coupling (e.g. in case of spade rudders), Δ 1   [mm]
[Nm]  1- α 2
 c
E  c
 2 
It has to be proved by the designer that the push-
up pressure does not exceed the permissible
𝑝 𝑑 0.8𝑅
surface pressure in the cone. The permissible ∆𝑙 𝑚𝑚
surface pressure, [N/mm²], is to be determined by 1 𝛼 𝑐
𝐸 𝑐
the following formula: 2
0.95𝑅 1 𝛼 Rtm = mean roughness, [mm] taken

𝑝 𝑝 𝑁/𝑚𝑚 equal to 0.01
√3 𝛼
c = taper on diameter defined in
where: 6.3.1.
3.5𝑀
𝑝 10 Note: In case of hydraulic pressure
𝑑 𝑙 connections the required push-up force Pe, [N],
for the cone may be determined by the following
formula:
ReH = specified minimum yield stress of
the material of the gudgeon [N/mm2]
c 
Pe  preq d m  0.02 
α = dm /da  2 
dm = diameter, [mm], see Fig. 6.3.1. The value 0.02 is a reference for the friction
coefficient using oil pressure. It varies and
da = outer diameter of the gudgeon, depends on the mechanical treatment and
[mm], see Fig.6.3.1 and Fig. 6.3.1 a). The least roughness of the details to be fixed. Where due
diameter is to be considered. to the fitting procedure a partial push-up effect
caused by the rudder weight is given, this may be
The outer diameter of the gudgeon in mm is not taken into account when fixing the required push-
to be less than 1.25do, with do defined in Fig 6.3.1 up length, subject to approval by IRS.

Chapter 14 Part 3
Section 7
Sole Pieces and Rudder Horns

7.1 Sole piece The bending moments and shear forces are to be
determined by a direct calculation or in line with
The section modulus around the vertical (z)-axis the guidelines given in Section 8 for semi spade
is not to be less than: rudder with one elastic support and semi spade
rudder with 2-conjugate elastic support
Zz = Mb k / 80 [cm3] respectively.
The section modulus around the transverse (y)- The section modulus around the horizontal x-axis
axis is not to be less than: is not to be less than:
Zy = 0.5 Zz Zx = Mb k / 67 [cm3].
The sectional area is not to be less than: Mb = bending moment at the section
considered, [Nm];
As = B1 k / 48 [mm2]
The shear stress is not to be larger than:
k = material factor as given in 1.2.3
 = 48 / k [N/mm2].
7.1.1 Equivalent stress
k = material factor as given in 1.2.3
At no section within the length ℓ50 is the equivalent
stress to exceed 115 / k [N/mm2]. The equivalent 7.2.1 Equivalent stress
stress is to be determined by the following
formula (See Fig.8.4.2): At no section within the height of the rudder horn
is the equivalent stress to exceed 120 / k N/mm2.
 e   b2  3 2 [N/mm2]; The equivalent stress is to be calculated by the
following formula:
 e   b2  3 2   T2 
where:
[N/mm2];
σb = Mb / Zz(x) [N/mm2];
σb = Mb / Zx [N/mm2];
 = B1 / As [N/mm2];
 = B1 / Ah [N/mm2];
Mb = bending moment at the section
considered [Nm]; B1 = supporting force in the pintle
bearing [N];
Mb = B1 x [Nm];
Ah = effective shear area of rudder
Mbmax = B1 ℓ50 [Nm];
horn in y-direction [mm2];
B1 = supporting force in the pintle
bearing [N] (normally B1 = Fr / 2). T = MT 103 / 2 AT th [N/mm2];
k = material factor as given in 1.2.3 MT = torsional moment [Nm];
7.2 Rudder horn AT = area in the horizontal section

enclosed by the rudder horn [mm2];
When the connection between the rudder horn
and the hull structure is designed as a curved th = plate thickness of rudder horn
transition into the hull plating, special [mm];
consideration is to be given to the effectiveness
of the rudder horn plate in bending and to the k = material factor as given in 1.2.3
stresses in the transverse web plates.

Page 19 of 27
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7.2.2 Rudder horn plating 7.2.3 Welding and connection to hull structure
The thickness of the rudder horn side plating is .1 The rudder horn plating is to be effectively
not to be less than: connected to the aft ship structure, e.g. by
connecting the plating to side shell and
transverse/ longitudinal girders, in order to
t  2.4 Lk [mm]
achieve a proper transmission of forces, see
Figure 7.2.3.
where:
.2 Brackets or stringer are to be fitted internally in
L = Rule length as defined in
horn, in line with outside shell plate, as shown in
Chapter 1, Cl. 2.1.3;
Figure 7.2.3.
k = material factor as given in 1.2.3.
Fig.7.2.3 : Connection of Rudder Horn to aft Ship Structure
.3 Transverse webs of the rudder horn are to be horn plating and the side shell is to be full
led into the hull up to the next deck in a sufficient penetration. The welding radius is to be as large
number. as practicable and may be obtained by grinding.
.4 Strengthened plate floors are to be fitted in line 7.3 Rudder trunk

with the transverse webs in order to achieve a
sufficient connection with the hull. The requirements in this sub-section apply to
trunk configurations which are extended below
.5 The centre line bulkhead (wash-bulkhead) in stern frame and arranged in such a way that the
the after peak is to be connected to the rudder trunk is stressed by forces due to rudder action.
horn.
7.3.1 Materials, welding and connection to hull
.6 Scallops are to be avoided in way of the
connection between transverse webs and shell The steel used for the rudder trunk is to be of
plating. weldable quality, with a carbon content not
exceeding 0.23% on ladle analysis or a carbon
.7 The weld at the connection between the rudder equivalent CEQ not exceeding 0.41%.

Chapter 14 Part 3
Plating materials for rudder trunks are in general where:

not to be of lower grades than corresponding to
Class II as defined in Part 2 of the Rules. dc = rudder stock diameter axis
defined in 5.1.
The weld at the connection between the rudder
trunk and the shell or the bottom of the skeg is to  = bending stress in the rudder
be full penetration. trunk, [N/mm²].
The fillet shoulder radius r, [mm] (see Figure k = material factor as given in 1.2.3
7.2.4) is to be as large as practicable and to
comply with the following formulae: The radius may be obtained by grinding. If disk
grinding is carried out, score marks are to be
r= 0.1dc, avoided in the direction of the weld. The radius is
to be checked with a template for accuracy. Four
without being less than profiles at least are to be checked. A report is to
be submitted to the attending Surveyor.
r = 60 [mm] when  ≥ 40/k [N/mm2]
Rudder trunks comprising of materials other than
r = 30 [mm] when  < 40/k steel would be specially considered.
[N/mm2]
Fig.7.2.4 : Fillet Shoulder Radius
7.3.2 Scantlings
k = material factor for the rudder
The scantlings of the trunk are to be such that: trunk as given in 1.2.3, not to be taken less
than 0.7
- the equivalent stress due to bending and
shear does not exceed 0.35 ReH, ReH = specified minimum yield stress
[N/mm2] of the material used.
- the bending stress on welded rudder trunk
is to be in compliance with the following For calculation of bending stress, the span to be
formula:  ≤ 80/k [N/mm²] considered is the distance between the mid-
height of the lower rudder stock bearing and the
point where the trunk is clamped into the shell or
with: the bottom of the skeg.
 = bending stress in the rudder
trunk, as defined in 7.3.1.

Page 21 of 27
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Section 8
Guidelines for Evaluation of Bending Moment and

Shear Force Distribution
8.1 The evaluation of bending moments, shear Mb = Fr (ℓ20 + (ℓ10 (2 c1 + c2) / 3 (c1 +
forces and support forces for the system rudder c2))) [Nm]
– rudder stock may be carried out for some basic
rudder types as outlined in the succeeding B3 = Mb / ℓ30 [N]
paragraphs:
B2 = Fr + B3 [N].
8.2 Spade rudder
8.3 Spade rudder with trunk
8.2.1 Data for the analysis
8.3.1 Data for the analysis
ℓ10 - ℓ30 = Lengths of the individual girders of
the system, [m] ℓ10 - ℓ30 = Lengths of the individual girders of the
system, [m]
I10 – I30 = Moments of inertia of these
girders, [cm4] I10 – I30 = Moments of inertia of these girders,
[cm4]
Load of rudder body:
PR = Fr / (ℓ10 103) [kN/m]
PR = Fr / ((ℓ10 + ℓ20)103) [kN/m]
8.2.2 The moments and forces may be
determined by the following formulae:
Fig.8.2.2 : Strength Calculations – Spade Rudder

Chapter 14 Part 3
8.3.2 For spade rudders with rudders trunks the Fr2 : Rudder force over the rudder blade area A2
moments, [Nm], and forces, [N], may be
determined by the following formulae: CG1Z : Vertical position of the centre of gravity of
the rudder blade area A1
MFr is the greatest of the following values:
CG2Z : Vertical position of the centre of gravity of
MFr1 = Fr2 (ℓ10 – CG2Z) the rudder blade area A2
MFr2 = Fr1 (CG1Z – ℓ10) Fr = Fr1 + Fr2
where: B3 = (MFr2 – MFr1) / (ℓ20 + ℓ30)
Fr1 : Rudder force over the rudder blade area A1 B2 = Fr + B 3
Fig.8.3.2 : Strength Calculations – Spade Rudder with Trunk
8.4 Rudder supported by sole piece

ℓ50 = effective length of sole piece, [m];
8.4.1 Data for the Analysis
ℓ10 - ℓ50 = Lengths of the individual girders of the
system, [m]
PR = Fr / (ℓ10 103) [kN/m]
I10 – I50 = Moments of inertia of these girders,
Z = spring constant of support in the
[cm4]
sole piece
Z = 6.18 x I50 / ℓ503 [kN/m]
For rudders supported by a sole piece the length
ℓ20 is the distance between lower edge of rudder
8.4.2 The moments and shear forces are
body and centre of sole piece and I20 the moment
indicated in Figure 8.4.2.
of inertia of the pintle in the sole piece.
I50 = moment of inertia of sole piece

around the z-axis, [cm4];

Page 23 of 27
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Fig.8.4.2 : Strength Calculations – Rudder supported by Sole Piece
8.5 Semi-spade rudder with one elastic ti = thickness within the individual
support breadth ui, [mm];
8.5.1 Data for the analysis d = Height of the rudder horn, [m],
defined in Figure 8.5.2. This value is measured
ℓ10 - ℓ50 = Lengths of the individual girders of downwards from the upper rudder horn end, at
the system, [m]; the point of curvature transition, to the mid-line of
the lower rudder horn pintle;
I10 – I50 = Moments of inertia of these girders,
[cm4]; e = distance as defined in Figure 8.5.3
Z = spring constant of support in the Load of rudder body:
rudder horn;
PR10 = Fr2 / (ℓ10 x 103) [kN/m];
Z = 1 / (fb + ft) [kN/m] for the support in
the rudder horn (Figure 8.5.2); PR20 = Fr1 / (ℓ20 x 103) [kN/m];
fb = unit displacement of rudder horn in for Fr, Fr1, Fr2, method indicated in 3.2.2 for
[m] due to a unit force of 1 kN acting in the centre estimation may be followed.
of support;
8.5.2 Moments and shear forces are indicated in
fb = 1.3 d3 / (6.18 In) [m/kN] (guidance Figure 8.5.2
value);
8.5.3 Rudder horn
In = moment of inertia of rudder horn
around the x-axis, [cm4] (see also Figure 8.5.2); The loads on the rudder horn are as follows:
ft = unit displacement due to torsion; Mb = bending moment = B1 z [Nm],
𝑓 𝑑𝑒 ∑𝑢 𝑡 / 3.14 10 𝐹 [m/KN]; Mbmax = B1 d [Nm]
FT = mean sectional area of rudder horn, q = shear force = B1 [N]

[m2];
MT(z) = torsional moment = B1 e (z) [Nm]
ui = breadth, [mm] of the individual
plates forming the mean horn sectional area; An estimate for B1 is:
B1 = Fr b / (ℓ20 + ℓ30) [N]

Chapter 14 Part 3
Fr
Fig.8.5.2 : Strength Calculations – Semi Spade Rudder with one Elastic Support
Fig 8.5.3
8.6 Semi-spade rudder with 2-conjugate at the upper rudder horn bearing:
elastic support
y2 = - K11 B2 - K12 B1
8.6.1 Data for the Analysis
K11, K22, K12 : Rudder horn compliance constants where:

calculated for rudder horn with 2-conjugate
elastic supports (Figure 8.6.2).The 2-conjugate y1, y2 : Horizontal displacements,[m], at
elastic supports are defined in terms of horizontal the lower and upper rudder horn bearings,
displacements, yi, by the following equations: respectively.
at the lower rudder horn bearing: B1, B2 : Horizontal support forces,[kN], at

the lower and upper rudder horn bearings,
y1 = - K12 B2 - K22 B1 respectively.

Page 25 of 27
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K11, K22, K12 : Obtained, [m/kN], from the
following formulae:
λ3 e2 λ
K11  1.3 
3EJ1h GJth
 λ3 λ2 d λ  e 2 λ
K 22  1.3   
 3EJ1h 2EJ1h  GJ th
 λ3 λ2 d λ  λd λ  d λ 3   e 2d
2
K12  1.3     
 3EJ1h EJ1h EJ1h 3EJ 2h  GJ th
d : Height of the rudder horn, [m], defined in ui : Length,[mm], of the individual plates forming
Figure 8.6.2. This value is measured downwards the mean horn sectional area.
from the upper rudder horn end, at the point of
curvature transition, to the mid-line of the lower ti : Thickness,[mm], of the individual plates
rudder horn pintle. mentioned above.
λ : Length, [m], as defined in Figure 8.6.2. This The Jth value is taken as an average value, valid
length is measured downwards from the upper over the rudder horn height.
rudder horn end, at the point of curvature
transition, to the mid-line of the upper rudder horn Load of rudder body:
bearing. For λ = 0, the above formulae converge
to those of spring constant Z for a rudder horn PR10 = Fr2 / (ℓ10 x 103) [kN/m];
with 1-elastic support, and assuming a hollow
cross section for this part. PR20 = Fr1 / (ℓ20 x 103) [kN/m];
e : Rudder-horn torsion lever, [m], as defined in for Fr, Fr1, Fr2, see 3.2.2
Figure 8.6.2 (value taken at z = d/2).
8.6.2 The moments and shear forces are
J1h : Moment of inertia of rudder horn about the x indicated in Fig.8.6.2.
axis,[m4], for the region above the upper rudder
horn bearing. Note that J1h is an average value 8.6.3 Rudder horn bending moment
over the length λ (see Figure 8.6.2).
The bending moment acting on the generic
J2h : Moment of inertia of rudder horn about the x section of the rudder horn is to be obtained, [Nm],
axis,[m4], for the region between the upper and from the following formulae:
lower rudder horn bearings. Note that J2h is an
average value over the length d - λ (see Figure • between the lower and upper supports
8.6.2). provided by the rudder horn:
Jth : Torsional stiffness factor of the rudder horn, MH = FA1 z

[m4].
• above the rudder horn upper-support:
For any thin wall closed section:
MH = FA1 z + FA2 (z - dlu)
2
4FT
J th  where:
u
∑ i FA1 : Support force at the rudder horn lower-
i ti
support, [N], to be obtained according to Figure
8.6.2, and taken equal to B1.
FT : Mean of areas enclosed by outer and inner
boundaries of the thin walled section of rudder
horn, [m2].

Chapter 14 Part 3
FA2 : Support force at the rudder horn upper- FA1

support, [N], to be obtained according to Figure τS 
8.6.2, and taken equal to B2. AH
z : Distance, [m], defined in Figure 8.6.3, to be TT : Torsional stress, [N/mm2], to be

taken less than the distance d, in [m], defined in obtained for hollow rudder horn from the
the same figure. following formula:
dlu : Distance, [m], between the rudder-horn lower 𝑀 10

and upper bearings (according to Figure 8.6.2, dlu 𝑇
2𝐹 𝑡
= d - λ ).
For solid rudder horn, TT is to be specially
8.6.4 Rudder horn shear force
considered.
The shear force QH, [N], acting on the generic
For a generic section of the rudder horn, located
section of the rudder horn is to be obtained, from
in the region above its upper bearing, the
the following formulae:
following stresses are to be calculated:
• between the lower and upper rudder horn
TS: Shear stress, [N/mm2], to be obtained
bearings:
from the following formula:
QH = FA1
FA1  FA 2
τS 
• above the rudder horn upper-bearing: AH
QH = FA1 + FA2
TT : Torsional stress, [N/mm2], to be
where: obtained for hollow rudder horn from the
following formula:
FA1, FA2 : Support forces, in [N].
𝑀 10
8.6.5 The torque, [Nm], acting on the generic 𝑇
section of the rudder horn is to be obtained from 2𝐹 𝑡
the following formulae:
• between the lower and upper rudder horn For solid rudder horn, TT is to be specially
bearings: considered, where:
MT = FA1 e(z) FA1, FA2 : Support forces, [N];
• above the rudder horn upper-bearing: AH : Effective shear sectional area of the
rudder horn, [mm2], in y-direction;
MT = FA1 e(z) + FA2 e(z)
MT : Torque, [Nm];
where:
FT : Mean of areas enclosed by outer and
FA1, FA2 : Support forces, in [N] inner boundaries of the thin walled section
of rudder horn, [m2];
e(z) : Torsion lever, [m], defined in
Fig.8.6.3. tH : Plate thickness of rudder horn,[mm].
For a given cross section of the rudder
8.6.6 Rudder horn shear stress calculation horn, the maximum value of TT is obtained
at the minimum value of tH.
For a generic section of the rudder horn, located
between its lower and upper bearings, the 8.6.7 Rudder horn bending stress calculation
following stresses are to be calculated:
For the generic section of the rudder horn within
TS: Shear stress, [N/mm2], to be obtained the length d, the following stresses are to be
from the following formula: calculated:

Page 27 of 27
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σB : Bending stress, [N/mm2], to be where:
obtained from the following formula:
MH : Bending moment, [Nm] at the section
considered.
MH
σB  WX : Section modulus, [cm3], around the X-
WX axis (see Fig.8.6.3).
Fig.8.6.2 : Strength Calculations – Semi Spade Rudder with 2-conjugate Elastic Support
Fig.8.6.3
End of Chapter

Page 1 of 34
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Chapter 15
Anchoring and Mooring Equipment
Contents
Section
1 General
2 Structural Arrangement for Anchoring Equipment
3 Equipment Specification
4 Anchors
5 Anchors Chain Cables
6 Towlines, Mooring Lines and associated Shipboard Fittings
7 Windlass and Chain Stoppers
8 Deep Water Anchoring
Section 1
General
1.1 Introduction 1.2.2 Anchoring equipment requirements for

ships, designed for anchoring in deep and
1.1.1 To entitle a vessel to the letter 'L' in her unsheltered waters, and assigned additional
character of classification, anchoring and class notation ‘DWA,’ are indicated in Section 8.
mooring equipment is to be provided in
accordance with the requirements of this 1.2.3 The equipment is therefore not designed to
Chapter. hold a ship off fully exposed coasts in rough
weather or to stop a ship which is moving or
1.1.2 Except in case of supply vessels engaged drifting. In this condition the loads on the
in towing operations and tugs, towlines are not anchoring equipment increase to such a degree
subject of classification and the details given in that its components may be damaged or lost
the equipment table are for guidance purpose owing to the high energy forces generated,
only. Requirements for towlines for supply particularly in large ships.
vessels engaged in towing operations and tugs
are given in 3.2.4. However, for tugs intended to 1.2.4 The anchoring equipment required herewith
be classed for operations in harbours only, is designed to hold a ship in good holding ground
requirement of towline may be waived with in conditions such as to avoid dragging of the
written concurrence from the owner. anchor. In poor holding ground the holding power
of the anchors is significantly reduced.
1.1.3 Attention is drawn to any relevant
requirements of the National Authorities of the 1.2.5 The Equipment Number (EN) formula for
country in which the ship is to be registered. anchoring equipment required here under is
based on an assumed current speed of 2.5 [m/s],
1.2 Design of the anchoring equipment maximum wind speed of 25 [m/s] and a minimum
scope of chain cable of 6, the scope being the
1.2.1 The anchoring equipment required herewith ratio between length of chain paid out and water
is intended for temporary mooring of a ship within depth. For ships with equipment length, greater
a harbour or sheltered area when the ship is than 135 [m], alternatively the required anchoring
awaiting berth, tide, etc. equipment can be considered applicable to a

Chapter 15 Part 3
Page 2 of 34 Anchoring and Mooring Equipment
maximum current speed of 1.54 [m/s], a 1) Number, weight, type and design of anchors.
maximum wind speed of 11 [m/s] and waves with
maximum significant wave height of 2[m]. 2) Length, diameter, grade and type of chain
cables.
1.2.6 It is assumed that under normal
circumstances a ship uses only one bow anchor
and chain cable at a time. 3) Type and breaking load of steel and fibre
ropes.
1.3 Documentation
1.4 Symbols and Definitions
1.3.1 The arrangements of anchoring and
mooring and Equipment Number calculations are 1.4.1 L,B,T,Cb and k as defined in Ch.1, Sec.2.
to be submitted for approval.
1.4.2 The equipment length of the ship is the
For vessels of 500 GT and above, towing length between perpendiculars but is not to be
arrangement plan is to be submitted for approval. less than 96% nor greater than 97% of the
extreme length on the Summer Load waterline
1.3.2 Following details of the proposed (measured from the forward end of the waterline).
equipment are to be submitted for approval:-
Section 2
Structural Arrangement for Anchoring Equipment
2.1 General between shell plating and anchors during anchor

handling, adequate local reinforcements on
2.1.1 The anchors are normally to be housed in bulbous bow are to be provided.
hawse pipes and anchor pockets of adequate
size, scantlings and suitable form to prevent 2.1.4 The chain locker is to have adequate
movement of anchor and chain due to wave capacity and depth to provide an easy direct lead
action. To hold the anchor tight in against the hull for the cable into the chain pipes, when the cable
or the anchor pocket, respectively, it is is fully stowed. The chain pipes are to be of
recommended to fit anchor lashings. Anchor suitable size and provided with chafing lips. The
lashings are to be designed to resist a load at port and starboard cables are to have separate
least corresponding to twice the anchor mass spaces.
plus 10 [m] of cable without exceeding 40% of the
yield strength of the material. The chain lockers boundaries and chain pipes
are to be watertight upto the weather deck.
The arrangements are to provide an easy lead of Bulkheads which form common boundary of
chain cable from windlass to the anchors. Upon chain lockers need not be watertight. Where a
release of the brake, the anchors are to means of access to spurling pipes or cable
immediately start falling by their own weight. lockers is located below the weather deck, the
Substantial chafing lips are to be provided at shell access cover and its securing arrangements are
and deck. These are to have sufficiently large, to be in accordance with recognized standards or
radiused faces to minimise the probability of equivalent for watertight manhole covers.
cable links being subjected to large bending
stresses. Alternatively, roller fairleads of suitable Provisions are to be made to minimize the
design may be fitted. ingress of water to the chain locker in bad
weather. The chain pipes are to be provided with
Alternative arrangements for housing of anchors permanently attached closing appliances such as
will be specially considered. steel plates with cutouts for chain links or canvas
hoods with lashing arrangements. For
2.1.2 The shell plating and framing in way of the requirements regarding drainage of chain
hawse pipes are to be reinforced as necessary. lockers, See Pt.4.
2.1.3 On ships provided with a bulbous bow, and Provisions are to be made for securing the
where it is not possible to obtain ample clearance inboard ends of the chains to the structure. The

Page 3 of 34
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strength of this attachment should be between 15 2.1.5 The windlass and chain stoppers are to be
per cent to 30 per cent of the breaking strength of efficiently bedded and secured to deck. The
the chain cable. It is recommended that suitable thickness of deck plating is to be increased in way
arrangements be provided so that in an of the windlass and chain stoppers and adequate
emergency the inboard end of the chain (bitter stiffening underneath is to be provided.
end) can be readily made to slip from an
accessible position outside the chain locker.
Section 3
Equipment Specification
3.1 Equipment number H = effective height, [m], from the summer load
waterline to the top of the uppermost deckhouse,
3.1.1 The equipment number, EN, on which the to be measured as follows:
requirements of equipment are based is to be
calculated as follows :- H = a + hi
EN = K.ENc a = vertical distance at hull side [m], from summer

load waterline amidships to the upper deck
where,
hi = height [m] on the centreline of each tier of
ENc = 2/3 + 2(BH + Sfun) + 0.1A houses having a breadth greater than B/4. For
the lowest tier, h1 is to be measured at centre line
 = moulded displacement, [t], to the summer from upper deck, or from a notional deck line
load water line where there is a local discontinuity in the upper
deck. See Fig.3.1.1(a).
B = moulded breadth, [m]
Fig. 3.1.1 (a)

Chapter 15 Part 3
Fig. 3.1.1 (b)
Sfun = effective front projected area [m2] of the In the calculation of H , sheer and trim are to be
funnel, defined as: ignored. i.e. H is the sum of freeboard amidships
plus the height (at centreline) of each tier of
Sfun = AFS – Sshield houses having a breadth greater than B/4.
AFS = front projected area of the funnel, [m²], If a deckhouse having a breadth greater than B/4
calculated between the upper deck at centreline, is above a deckhouse with a breadth of B/4 or
or notional deck line where there is local less, then the wide deckhouse is to be included
discontinuity in the upper deck, and the effective but the narrow deckhouse ignored.
height hF. AFS is taken equal to zero if the funnel
breadth is less than or equal to B/4 at all Windscreens or bulwarks which are more than
elevations along the funnel height. 1.5[m] in height are to be regarded as parts of
deckhouses when determining H and A. The
hF = effective height of the funnel, [m], measured height of the hatch coamings and that of any deck
from the upper deck at centreline, or notional cargo, such as containers, may be disregarded
deck line where there is local discontinuity in the when determining H and A. With regard to
upper deck, and the top of the funnel. The top of determining A, when a bulwark is more than 1.5
the funnel may be taken at the level where the [m] high, the area shown in Fig.3.1.1(c) as A2 is
funnel breadth reaches B/4. to be included in A.
Sshield = the section of front projected area AFS, When several funnels are fitted on the ship, the
[m²], which is shielded by all deck houses having above parameters are taken as follows:
breadth greater than B/4 . If there are more than
one shielded section, the individual shielded HF: effective height of the funnel, [m], measured
sections i.e Sshield1, Sshield2 etc as shown in from the upper deck, or notional deck line where
Fig.3.1.1(b) are to be added together. To there is local discontinuity in the upper deck, and
determine Sshield, the deckhouse breadth is the top of the highest funnel. The top of the
assumed as B for all deck houses having breadth highest funnel may be taken at the level where
greater than B/4 as shown for Sshield1, Sshield2 in the sum of each funnel breadth reaches B/4.
Fig.3.1.1(b).
AFS: sum of the front projected area of each
A = side projected area [m2] of the hull, funnel, [m²], calculated between the upper deck,
superstructures and houses and funnels above or notional deck line where there is local
the summer load waterline, which is within the discontinuity in the upper deck, and the effective
equipment length of the ship and also have a height HF. AFS is to be taken equal to zero if the
breadth greater than B/4. The side projected sum of each funnel breadth is less than or equal
area of the funnel is considered in A when AFS is to B/4 at all elevations along the funnels height.
greater than zero. In this case, the side projected
area of the funnel should be calculated between A: Side projected area, [m2], of the hull,
the upper deck, or notional deck line where there superstructures, houses and funnels above the
is local discontinuity in the upper deck, and the Summer Load waterline which are within the
effective height hF. equipment length of the ship. The total side

Page 5 of 34
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projected area of the funnels is to be considered 'K' is a factor depending upon the type of vessel
in the side projected area of the ship, A, when AFS and service notation as given below:
is greater than zero. The shielding effect of
funnels in transverse direction may be For fishing vessels,
considered in the total side projected area, i.e.,
when the side projected areas of two or more K = 1.00
funnels fully or partially overlap, the overlapped
area needs only to be counted once.
Fig. 3.1.1 (c)
For other vessels, and positioned onboard ready for use. The total
length of chain is to be divided in approximately
K = 1.00 for vessels of Unrestricted Service. equal parts between the two bower anchors.
K = 0.85 for vessels of Coastal Service
K = 0.775 for vessels of Restricted Water 3.2.4 For tugs the particulars of towlines are to be
Service. based upon the maximum bollard pull and the
K = 0.50 for vessels of Sheltered Water Service. intended duty of the vessel. However, in no case
the breaking strength of the towline is to be less
3.1.2 For a barge rigidly connected to a push tug than twice the maximum bollard pull.
the equipment number is to be calculated for the
combination regarded as one unit. 3.2.5 For offshore supply vessels that are not
fitted with dynamic positioning systems, the
3.1.3 For tugs, while determining the equipment length and the diameter of chain cable is to be
number EN, the term '2BH' in Sec.3.1.1 may be based on an equipment letter two steps higher
substituted by 2(aB +  hibi) where bi is the than that corresponding to the EN of the vessel.
breadth, [m], of the widest superstructure or Towline in all cases is to be as per 1.1.2
deckhouse of each tier having a breadth greater
than B/4. 3.2.6 For unmanned barges and pontoons of
length "L" less than 30 [m] no anchor need be
3.2 Equipment provided.
3.2.1 For fishing vessels the equipment is to be Where length "L" is greater than or equal to 30
in accordance with the requirements given in [m] only one anchor of the tabular weight need be
Table 3.2.1 using EN as calculated in 3.1. provided. The attached chain cable is to be of the
tabular diameter and 2 L [m] in length.
3.2.2 For other vessels the equipment is to be in
accordance with the requirements given in Table Two mooring lines of tabular breaking strength
3.2.2 using EN as calculated in 3.1. are to be provided where the length 'L' is less
than 65 [m], otherwise three mooring lines are to
3.2.3 The two bower anchors in Table 3.2.1 and be provided. The length of each mooring line is
Table 3.2.2 are to be connected to their cables not be less than the greater of 2L [m] or 80 [m].

Chapter 15 Part 3
For unmanned barges and pontoons where the i) The length of ropes is to be at least 1.5
letter 'L' is not intended to be included in the times the corresponding tabular length of
character of classification only mooring lines of chain.
adequate length and strength need be provided.
ii) A short length of chain is to be fitted
3.2.7 For vessels of length less than 40 [m] the between the anchor and the wire rope.
anchor chains may be replaced by wire ropes of The length of the cable need be the
equal strength of the tabular anchor cables of smaller of 12.5 [m] and the distance
Grade CC1. Wire ropes of trawl winches between the anchor in stowed position
complying with the above may be used as anchor and the winch. All surfaces being in
cables. contact with the wire need to be rounded
with a radius of not less than 10 times the
3.2.8 When wire ropes are substituted for anchor wire rope diameter (including stem).
chains the following should be complied with :-
Table 3.2.1 : Equipment for fishing vessels
Stockless Bower
Stud-Link Chain Cables Mooring Lines (Recommendation)
Anchors
Diameter and chain
Steel or natural fibre ropes
Equip grade
EN ment Mass per Total Ship
letter Number anchor length design
CC1 CC2 Length
[kg] [m] Number minimum
[mm] [mm] [m]
breaking
load[kN]
30 &  40 Aof1 2 80 165 11 2 50 29
> 40 &  50 Aof2 2 100 192.5 11 2 60 29
> 50 &  60 Af1 2 120 192.5 12.5 2 60 29
> 60 &  70 Af2 2 140 192.5 12.5 2 80 29
> 70 &  80 Bf1 2 160 220 14 12.5 2 100 34
> 80 &  90 Bf2 2 180 220 14 12.5 2 100 36.8
> 90 &  100 Cf1 2 210 220 16 14 2 110 36.8
> 100 &  110 Cf2 2 240 220 16 14 2 110 39
> 110 &  120 Df1 2 270 247.5 17.5 16 2 110 39
> 120 &  130 Df2 2 300 247.5 17.5 16 2 110 44
> 130 &  140 Ef1 2 340 275 19 17.5 2 120 44
> 140 &  150 Ef2 2 390 275 19 17.5 2 120 49
> 150 &  175 Ff 2 480 275 22 19 2 120 54
>175 &  205 Gf 2 570 302.5 24 20.5 2 120 59
> 205 &  240 Hf 2 660 302.5 26 22 2 120 64
> 240 &  280 If 2 780 330 28 24 3 120 71
> 280 &  320 Jf 2 900 357.5 30 26 3 140 78
> 320 &  360 Kf 2 1020 357.5 32 28 3 140 85.8
> 360 &  400 Lf 2 1140 385 34 30 3 140 93
> 400 &  450 Mf 2 1290 385 36 32 3 140 101
> 450 &  500 Nf 2 1440 412.5 38 34 3 140 108

Page 7 of 34
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> 500 &  550 Of 2 1590 412.5 40 34 4 160 113
> 550 &  600 Pf 2 1740 440 42 36 4 160 118
> 600 &  660 QF 2 1920 440 44 38 4 160 123
> 660 &  720 Rf 2 2100 440 46 40 4 160 127

Chapter 15 Part 3
Table 3.2.2 : Equipment for vessels excluding fishing vessels
Towline
Stud-link chain cables for bower
Stockless (Recommendati Mooring lines 1),2),4)
anchors
bower anchors on)
Diameter and grade Steel or natural fibre ropes
Equi Ship
pme desig
EN Ship n
nt Mass Total
letter length Min. design Length minim
Num per CC1 CC2 CC3 Num
[m] length minimum of each um
ber anchor [mm] [mm] [mm] ber
[m] breaking [m] breaki
[kg]
load [kN] ng
load
[kN]
50 &  70 A 2 180 220 14 12.5 180 98 3 80 37
> 70 &  90 B 2 240 220 16 14 180 98 3 100 40
> 90 &  110 C 2 300 247.5 17.5 16 180 98 3 110 42
> 110 &  130 D 2 360 247.5 19 17.5 180 98 3 110 48
> 130 &  150 E 2 420 275 20.5 17.5 180 98 3 120 53
> 150 &  175 F 2 480 275 22 19 180 98 3 120 59
> 175 &  205 G 2 570 302.5 24 20.5 180 112 3 120 64
> 205 &  240 H 2 660 302.5 26 22 20.5 180 129 4 120 69
> 240 &  280 I 2 780 330 28 24 22 180 150 4 120 75
> 280 &  320 J 2 900 357.5 30 26 24 180 174 4 140 80
> 320 &  360 K 2 1020 357.5 32 28 24 180 207 4 140 85
> 360 &  400 L 2 1140 385 34 30 26 180 224 4 140 96
> 400 &  450 M 2 1290 385 36 32 28 180 250 4 140 107
> 450 &  500 N 2 1440 412.5 38 34 30 180 277 4 140 117
> 500 &  550 O 2 1590 412.5 40 34 30 190 306 4 160 134
> 550 &  600 P 2 1740 440 42 36 32 190 338 4 160 143
> 600 &  660 Q 2 1920 440 44 38 34 190 371 4 160 160
> 660 &  720 R 2 2100 440 46 40 36 190 406 4 160 171
> 720 &  780 S 2 2280 467.5 48 42 36 190 441 4 170 187
> 780 &  840 T 2 2460 467.5 50 44 38 190 480 4 170 202
> 840 &  910 U 2 2640 467.5 52 46 40 190 518 4 170 218
> 910 &  980 V 2 2850 495 54 48 42 190 559 4 170 235
> 980 &  1060 W 2 3060 495 56 50 44 200 603 4 180 250
> 1060 &  1140 X 2 3300 495 58 50 46 200 647 4 180 272
> 1140 &  1220 Y 2 3540 522.5 60 52 46 200 691 4 180 293
> 1220 &  1300 Z 2 3780 522.5 62 54 48 200 738 4 180 309
> 1300 &  1390 A+ 2 4050 522.5 64 56 50 200 786 4 180 336
> 1390 &  1480 B+ 2 4320 550 66 58 50 200 836 4 180 352
> 1480 &  1570 C+ 2 4590 550 68 60 52 220 888 5 190 352
> 1570 &  1670 D+ 2 4890 550 70 62 54 220 941 5 190 362
> 1670 &  1790 E+ 2 5250 577.5 73 64 56 220 1024 5 190 384
> 1790 &  1930 F+ 2 5610 577.5 76 66 58 220 1109 5 190 411
> 1930 &  2080 G+ 2 6000 577.5 78 68 60 220 1168 53
190 3
4373
> 2080 &  2230 H+ 2 6450 605 81 70 62 240 1259
> 2230 &  2380 I+ 2 6900 605 84 73 64 240 1356
> 2380 &  2530 J+ 2 7350 605 87 76 66 240 1453
> 2530 &  2700 K+ 2 7800 632.5 90 78 68 260 1471
> 2700 &  2870 L+ 2 8300 632.5 92 81 70 260 1471

Page 9 of 34
___________________________________________________________________________________
Towline
Stud-link chain cables for bower
Stockless (Recommendati Mooring lines 1),2),4)
anchors
bower anchors on)
Diameter and grade Steel or natural fibre ropes
Equi Ship
pme desig
EN Ship n
nt Mass Total
letter length Min. design Length minim
Num per CC1 CC2 CC3 Num
[m] length minimum of each um
ber anchor [mm] [mm] [mm] ber
[m] breaking [m] breaki
[kg]
load [kN] ng
load
[kN]
> 2870 &  3040 M+ 2 8700 632.5 95 84 73 260 1471
> 3040 &  3210 N+ 2 9300 660 97 84 76 280 1471
> 3210 &  3400 O+ 2 9900 660 100 87 78 280 1471
> 3400 &  3600 P+ 2 10500 660 102 90 78 280 1471
> 3600 &  3800 Q+ 2 11100 687.5 105 92 81 300 1471
> 3800 &  4000 R+ 2 11700 687.5 107 95 84 300 1471
> 4000 &  4200 S+ 2 12300 687.5 111 97 87 300 1471
> 4200 &  4400 T+ 2 12900 715 114 100 87 300 1471
> 4400 &  4600 U+ 2 13500 715 117 102 90 300 1471
> 4600 &  4800 V+ 2 14100 715 120 105 92 300 1471
> 4800 &  5000 W+ 2 14700 742.5 122 107 95 300 1471
> 5000 &  5200 X+ 2 15400 742.5 124 111 97 300 1471
> 5200 &  5500 Y+ 2 16100 742.5 127 111 97 300 1471
> 5500 &  5800 Z+ 2 16900 742.5 130 114 100 300 1471
> 5800 &  6100 A* 2 17800 742.5 132 117 102 300 1471
> 6100 &  6500 B* 2 18800 742.5 137 120 107 300 1471
> 6500 &  6900 C* 2 20000 770 124 111 300 1471
> 6900 &  7400 D* 2 21500 770 127 114 300 1471
> 7400 &  7900 E* 2 23000 770 132 117 300 1471
> 7900 &  8400 F* 2 24500 770 137 122 300 1471
> 8400 &  8900 G* 2 26000 770 142 127 300 1471
> 8900 &  9400 H* 2 27500 770 147 132 300 1471
> 9400 &  10000 I* 2 29000 770 152 132 300 1471
> 10000 &  10700 J* 2 31000 770 137
> 10700 &  11500 K* 2 33000 770 142
> 11500 &  12400 L* 2 35500 770 147
> 12400 &  13400 M* 2 38500 770 152
> 13400 &  14600 N* 2 42000 770 157
> 14600 &  16000 O* 2 46000 770 162

Chapter 15 Part 3
1) For individual mooring lines with required breaking force above 490 [kN] according to the table, the required strength may be
reduced by the corresponding increase of the number of mooring lines and vice versa, provided that the total of all mooring lines
on board is not less than the Rule value. However, the number of mooring lines is not to be less than 6, and no line is to have a
breaking force less than 490 [kN]
2) The minimum recommended breaking strength and number of mooring lines for ships with an Equipment Number EN ≤ 2000 are
given in the Table.
3) Value is applicable for ships with equipment number 1930 < EN ≤ 2000.
4) For ships with EN > 2000, ship design minimum breaking load and number of mooring lines is to be provided in accordance with
the requirements in Section 6, Cl. 6.3.3.
Section 4
Anchors
4.1 General of an ordinary stockless anchor of the same

mass. Designs of H.H.P. anchors are to be
4.1.1 Anchors are to be of an approved design. approved for the designation.
4.1.2 The mass of each bower anchor as required H.H.P. anchors are to be designed for effective
in Sec.3 is for anchors of equal mass. The hold of the sea bed irrespective of the angle or
masses of individual anchors may vary by 7 per position at which they first settle on the sea
cent of the tabular masses, provided that the total bottom after dropping from a normal type of
mass of the anchors is not less than that required hawse pipe. In case of doubt a demonstration of
for anchors of equal mass. these abilities may be required. The designs are
to be tested on sea bottom at full scale to show
4.1.3 The mass of the head, including pins and that they have a holding down power per unit of
fittings, of an ordinary stockless anchor is not to mass at least twice that of approved ordinary
be less than 60 per cent of the total mass of the stockless anchor.
anchor.
4.2.2 If approval is sought for a range of anchor
4.1.4 Stocked bower anchors may be used for sizes, at least two sizes are to be tested. The
ships having 50 ≤ EN < 205. The mass of stocked mass of the larger anchor to be tested is not to be
bower anchors, when used or stream anchors, less than one-tenth of that of the largest anchor
excluding the stock should be 80 per cent of the of which approval is sought. The mass of the
tabular mass of ordinary stockless bower maximum size approved is not to be more than
anchors. The mass of the stock should be 20 per 10 times the mass of the largest size tested.
cent of the total mass of the anchor including the
shackle etc. but excluding the stock. Each test is to comprise of a comparison between
the H.H.P. anchor and at least one approved
4.1.5 When anchors of a design approved for the ordinary stockless anchor of nearly equal mass.
designation 'High Holding Power' or 'Super High Where an ordinary stockless anchor is not
Holding Power' are used as bower anchors, the available, for testing of HHP anchors; a
mass of each such anchor may be 75 percent or previously approved HHP anchor may be used in
50 percent respectively of the tabular mass of place of an ordinary stockless anchor.
ordinary stockless bower anchors.
Anchors are to be tested in association with the
4.1.6 Anchor shackles are to be of a design and size of chain cable appropriate to this mass.
material suitable to the service for which the
anchor is intended. 4.2.3 Full scale tests are to be conducted on
various types of bottom, which should normally
4.2 High Holding Power (HHP) anchors be soft mud or silt, sand or gravel, and hard clay
or similarly compacted material. Three tests are
4.2.1 A ‘High Holding Power’ (HHP) anchor is an to be taken for each anchor and each type of
anchor with a holding power of at least twice that

Page 11 of 34
___________________________________________________________________________________
bottom. The stability of the anchor and ease of anchor or at least two times that of a previously
breaking out are to be noted where possible. approved HHP anchor, of the same mass. The
tests are also to verify that the anchor withstands
The tests should normally be carried out from a the test without permanent deformation.
tug, but alternatively shore tests may be
accepted. The pull is to be measured by 4.3.3 The full scale tests are to be carried out at
dynamometer or alternatively derived from sea as specified in 4.2.3 for HHP anchors, on
recently verified curves of tug rev/min against various types of bottom. The tests are to be
bollard pull. applied to anchors of mass which are as far as
possible representative of the full range of sizes
The length of the cable with each anchor is to be proposed.
such that the pull on the shank remains
horizontal. For this purpose, a scope of 10 is For a definite group within the range, the two
considered normal but a scope of not less than 6 anchors selected for testing (ordinary stockless
may be accepted. and SHHP anchors) should be approximately the
same mass and should be tested in association
4.2.4 The holding power test load is not to exceed with the size of chain required for the anchor
the proof load of the anchor. mass and anchor type. Where an ordinary
stockless anchor is not available, a previously
4.3 Super High Holding Power (SHHP) approved HHP anchor may be used in its place.
anchors
Tests in comparison with a previously approved
4.3.1 A super high holding power anchor is an SHHP anchor may be also accepted as a basis
anchor with a holding power of at least four times for approval.
that of an ordinary stockless anchor of the same
mass. The use of SHHP anchors is to be limited If approval is sought for a range of anchor sizes
to ships with service restrictions given in Pt.1, then at least three anchor sizes are to be tested,
Ch.1, Sec. 2.7.3. These anchors are not to indicative of the bottom middle and top of the
require prior adjustment or special placement on mass range.
the sea bottom.
4.3.4 The holding power test load is not to exceed
The SHHP anchor mass is generally not to the proof load of the anchor.
exceed 1500 [kg].
4.4 Manufacture and testing
4.3.2 For approval and/or acceptance as a SHHP
anchor satisfactory full scale tests are to be made 4.4.1 Anchors and anchor shackles are to be
confirming that the anchor has a holding power of manufactured and tested in accordance with the
at least four times that of an ordinary stockless requirements of Pt.2, Ch.10.
Section 5
Anchor Chain Cables
5.1 General 5.1.4 When the vessel may anchor where the
current exceeds 2.5 m/s, a length of heavier
5.1.1 Anchor chain cables and steel wire ropes chain cable locally between the anchor and the
(where proposed in lieu of chain cables) are to be rest of the chain to enhance anchor bedding is
as required by Sec.3. recommended.
5.1.2 Grade CC3 chain cable is to be used only 5.2 Manufacture and testing
when diameter is 20.5 [mm] or more.
5.2.1 Chain cables, steel wire ropes and shackles
5.1.3 Grade CC1 chain cable having material are to be manufactured and tested in accordance
tensile strength of less than 400 [N/mm2] is not to with the requirements of Pt.2, Ch.10.
be used in association with high holding power or
super high holding power anchors.

Chapter 15 Part 3
Section 6
Towlines, Mooring Lines and associated Shipboard Fittings
6.1 General
 Ship Design Minimum Breaking Load
6.1.1 For the purpose of this Section, the (MBLSD) means the minimum breaking
following is defined: load of new, dry mooring lines or tow line
for which shipboard fittings and
 Conventional ships means new supporting hull structures are designed
displacement-type ships of 500 GT and in order to meet mooring restraint
above, excluding high speed craft, requirements or the towing requirements
special purpose ships (as defined in of other towing service.
MSC. 266(84)), and offshore units of all
types.  Line Design Break Force (LDBF) means
the minimum force that a new, dry,
 Shipboard fittings mean those spliced, mooring line will break at. This is
components limited to the following: for all synthetic cordage materials.
Bollards and bitts, fairleads, stand
rollers, chocks used for normal mooring 6.1.2 Conventional ships are to be provided with
of the ship and the similar components arrangements, equipment and fittings of sufficient
used for normal or other towing of the safe working load to enable the safe conduct of
ship. Other components such as all towing and mooring operations associated
capstans, winches, etc. are not covered with the normal operations of the ship.
by this Section. Any weld or bolt or
equivalent device connecting the 6.1.3 The requirements of this Section are
shipboard fitting to the supporting intended to apply to design and construction of
structure is part of the shipboard fitting shipboard fittings and supporting structures used
and if selected from an industry standard for normal towing and mooring operations.
subject to that standard. Normal towing means towing operations
necessary for maneuvering in ports and
 Supporting hull structures means that sheltered waters associated with normal
part of the ship structure on/in which the operations of the ship.
shipboard fitting is placed and which is
directly submitted to the forces exerted 6.1.4 For ships, not subject to SOLAS Regulation
on the shipboard fitting. The supporting II-1/3-4 Para 1, but intended to be fitted with
hull structure of capstans, winches, etc. equipment for towing by another ship or a tug,
used for normal or other towing and e.g. such as to assist the ship in case of
mooring operations mentioned above is emergency as given in SOLAS Regulation II-1/3-
also subject to the requirements of this 4 Para 2, the requirements designated as 'other
Section. towing' in this Section are to be applied to design
and construction of those shipboard fittings and
 Industry standard means international supporting hull structures.
standards (ISO, etc.) or standards issued
by national association such as DIN or 6.1.5 This Section is not applicable to design and
JMSA, etc. which are recognized in the construction of shipboard fittings and supporting
country where the ship is built. hull structures used for special towing services
defined as:
 The nominal capacity condition is
defined as the theoretical condition — Canal transit towing: Towing service for ships
where the maximum possible deck transiting canals, e.g. the Panama Canal. Local
cargoes are included in the ship canal transit requirements are to be referred.
arrangement in their respective
positions. For container ships the — Emergency towing for tankers: Towing service
nominal capacity condition represents to assist tankers in case of emergency. For
the theoretical condition where the emergency towing arrangements, ships subject
maximum possible number of containers to SOLAS regulation II-1/3-4 Para 1 are to comply
is included in the ship arrangement in with that regulation and resolution MSC.35 (63)
their respective positions. as may be amended.

Page 13 of 34
___________________________________________________________________________________
— Escort towing: Towing service, in particular, for 6.3.2 Mooring lines for ships with EN ≤ 2000
laden oil tankers or LNG carriers, required in
specific estuaries. Local escort requirements and 6.3.2.1 The minimum recommended mooring
guidance given by organizations such as the Oil lines for ships having an EN ≤ 2000 are given in
Companies International Marine Forum (OCIMF), Table 3.2.2.
may be referred.
For ships having the ratio A/EN > 0.9, the
6.2 Manufacture and Testing following number of lines are to be added to the
number of mooring lines as given by Table 3.2.2:
6.2.1 Towlines and mooring lines may be of steel
wire, natural fibre or synthetic fibre and are to be A
made by an approved manufacturer. For One line where 0.9  1.1,
synthetic fibre ropes, it is recommended to use EN
lines with reduced risk of recoil (snap-back) to
mitigate the risk of injuries or fatalities in the case A
of breaking mooring lines. Two lines where 1.1 1.2,
EN
6.2.2 Steel wire ropes are to be manufactured
and tested in accordance with the requirements A
of Pt.2, Ch.10. Three lines where 1.2 <
EN
6.2.3 Fibre ropes will be specially considered in
each case. 6.3.3 Mooring lines for ships with EN > 2000
6.2.4 The diameter of a fibre rope is not to be less 6.3.3.1 The minimum recommended strength
than 20 [mm]. and number of mooring lines for ships with an
EN > 2000 are given in 6.3.3.5 and 6.3.3.6
6.2.5 The number, length and breaking strength respectively. The length of mooring lines is given
of towlines and mooring lines are to be as by 6.3.4.
required by Table 3.2.2. Also see 1.1.2 and 6.3.
6.3.3.2 The strength of mooring lines and the
6.2.6 For polyamide ropes the line design break number of head, stern, and breast lines (see
force is to be increased by 20% and for synthetic Note) for ships with an Equipment Number EN >
ropes by 10% to account for strength loss due to, 2000 are based on the side-projected area A1.
among others, aging and wear. OCIMF Side projected area A1 is to be calculated similar
guidelines may also be referred on the subject. to the side-projected area A according to Sec. 3,
Cl. 3.1 but considering the following conditions:
6.3 Mooring Lines
 The ballast draft is to be considered for
6.3.1 Requirements for mooring lines for ships the calculation of the side-projected area
with EN ≤ 2000 are given in Table 3.2.2. For other A1. For ship types having small variation
ships the mooring line requirements are given in in the draft, like e.g. passenger and
6.3.3. Deck cargoes at the ship nominal capacity RO/RO vessels, the side projected area
condition is to be included for the determination A1 may be calculated using the summer
of the side projected area A. The nominal load waterline.
capacity condition is defined in 6.1.1. Minimum
number and minimum strength of mooring lines is  Wind shielding of the pier can be
specified in 6.3.2 and 6.3.3. As an alternative to considered for the calculation of the side-
6.3.2 and 6.3.3, the minimum requirements for projected area A1 unless the ship is
mooring lines may be determined by direct intended to be regularly moored to jetty
mooring analysis in line with the procedure given type piers. A height of the pier surface of
in 6.15. The designer should consider verifying 3 m over waterline may be assumed, i.e.
the adequacy of mooring lines based on the lower part of the side-projected area
assessments carried out for the individual with a height of 3 m above the waterline
mooring arrangement, expected shore-side for the considered loading condition may
mooring facilities and design environmental be disregarded for the calculation of the
conditions for the berth. The definition of line side-projected area A1.
design break force (LDBF) is given in 6.1.1.

Chapter 15 Part 3
 Deck cargoes at the ship nominal maximum current speed acting on bow or stern
capacity condition is to be included for (±10°) and at a depth of one-half of the mean
the determination of side-projected area draft. Furthermore, it is considered that ships are
A1. For the condition with cargo on deck, moored to solid piers that provide shielding
the summer load waterline may be against cross current.
considered. Deck cargoes may not need
to be considered if ballast draft condition Special consideration is to be given to additional
generates a larger side-projected area A1 loads caused by e.g., higher wind or current
than the full load condition with cargoes speeds, cross currents, additional wave loads, or
on deck. The larger of both side- reduced shielding from non-solid piers for
projected areas is to be chosen as side- designing the mooring arrangements. It may be
projected area A1. The nominal capacity noted that unbeneficial mooring layouts can
condition is defined in 6.1.1. considerably increase the loads on single
mooring lines.
6.3.3.3 The mooring lines as given here under
are based on a maximum current speed of 1.0 6.3.3.4 The following is defined with respect to
[m/s] and the following maximum wind speed vw, the purpose of mooring lines (Fig. 6.3.3.4):
in [m/s]:
.1 Breast Line: A mooring line that is deployed
Vw = 25.0 – 0.002 (A1 – 2000) for passenger perpendicular to the ship, restraining the ship in
ships, ferries and car carriers with 2000 [m2] < A1 the off-berth direction.
≤ 4000 [m2]
.2 Spring line: A mooring line that is deployed
= 21.0 for passenger ships, and car carriers with almost parallel to the ship, restraining the ship in
A1 > 4000 [m2] fore or aft direction.
= 25.0 for other ships. .3 Head/Stern line: A mooring line that is oriented
between longitudinal and transverse direction,
The wind speed is considered representative of a restraining the ship in the off-berth and in fore or
30 second mean speed from any direction and at aft direction. The amount of restraint in fore or aft
a height of 10 [m] above the ground. The current and off-berth direction depends on the line angle
speed is considered representative of the relative to these directions.
Breast line Breast line
Stern line Spring lines Head line
Fig 6.3.3.4 : Mooring Lines
6.3.3.5 Ship design minimum breaking load For these ships, the acceptable wind speed vw*
[m/s], can be estimated as follows:
.1 The ship design minimum breaking
load(MBLSD), in kN, of the mooring lines is to be ∗
𝑀𝐵𝐿𝑆𝐷
taken as: 𝑣∗ 𝑣 .
𝑀𝐵𝐿𝑆𝐷
where vw is the wind speed as per 6.3.3.3,
MBLSD = 0.1 * A1 +350 MBLSD* the ship design minimum breaking load
of the mooring lines intended to be supplied and
The ship design minimum breaking load may be MBLSD the ship design minimum breaking load as
limited to 1275 [kN]. However, in this case the recommended according to the above formula.
moorings are to be considered as not sufficient However, the ship design minimum breaking load
for environmental conditions given by 6.3.3.

Page 15 of 34
___________________________________________________________________________________
is not to be taken less than corresponding to an .4 The total number of spring lines is to be taken
acceptable wind speed of 21 [m/s]: not less than:
21 Two lines where EN < 5000,

∗
𝑀𝐵𝐿𝑆𝐷 . 𝑀𝐵𝐿𝑆𝐷
𝑣 Four lines where EN ≥ 5000.
If lines are intended to be supplied for an The ship design minimum breaking load of spring
acceptable wind speed vw* higher than vw as per lines is to be the same as that of the head, stern
6.3.3.3, the ship design minimum breaking load and breast lines. If the number of head, stern and
is to be taken as: breast lines is increased in conjunction with an
adjustment to the ship design minimum breaking
𝑣∗ load of the lines, the number of spring lines is also
𝑀𝐵𝐿∗𝑆𝐷 . 𝑀𝐵𝐿𝑆𝐷
𝑣 to be taken as follows, but rounded up to the
nearest even number.
6.3.3.6 Number of Mooring Lines
ns*=MBLSD/MBLSD** ns
.1 The total number of head, stern and breast
lines is to be taken as: where MBLSD is MBLSD or MBLSD* specified in
6.3.3.5.1, as appropriate, ns is the number of
𝑛 8.3 ∗ 10 ∗ 𝐴 6 spring lines as given above and ns* the increased
number of spring lines.
.2 For oil tankers, chemical tankers, bulk carriers,
and ore carriers the total number of head, stern 6.3.4 Length of mooring Lines
and breast lines is to be taken as:
6.3.4.1 The length of mooring lines for ships with
EN ≤ 2000 may be taken from Table 3.2.2. For
𝑛 8.3 ∗ 10 ∗ 𝐴 4
ships with EN > 2000 the length of mooring lines
may be taken as 200 [m].
The total number of head, stern and breast lines
is to be rounded to the nearest whole number.
6.3.4.2 The lengths of individual mooring lines
may be reduced by up to 7% of the above given
.3 The number of head, stern and breast lines
lengths, but the total length of mooring lines
may be increased or decreased in conjunction
should not be less than would have resulted had
with an adjustment to the ship design minimum
all lines been of equal length.
breaking load of the lines. The adjusted ship
design minimum breaking load, MBLSD**, is to be
6.4 Mooring and Towing Arrangements
taken as:
6.4.1 Mooring Arrangements
- for increased number of lines
𝑛 6.4.1.1 Mooring lines in the same service (e.g.

𝑀𝐵𝐿∗∗ 1.2 𝑀𝐵𝐿 𝑛∗∗ 𝑀𝐵𝐿 breast lines, as defined in 6.3.3.4) are to be of the
same characteristic in terms of strength and
- for reduced number of lines elasticity.
𝑀𝐵𝐿∗∗ 𝑀𝐵𝐿 𝑛 6.4.1.2 As far as possible, sufficient number of

𝑛∗∗
mooring winches are to be fitted to allow for all
where MBLSD is MBLSD or MBLSD* specified in mooring lines to be belayed on winches. This
6.3.3.5.1, as appropriate, n** is the increased or allows for an efficient distribution of the load to all
decreased total number of head, stern and breast mooring lines in the same service and for the
lines and n the number of lines for the considered mooring lines to shed load before they break. If
ship type as calculated by the above formulas the mooring arrangement is designed such that
without rounding. mooring lines are partly to be belayed on bitts or
bollards, it is to be considered that these lines
Vice versa, the ship design minimum breaking may not be as effective as the mooring lines
load of head, stern and breast lines may be belayed on winches.
increased or decreased in conjunction with an
adjustment to the number of lines. 6.4.1.3 Mooring lines are to have as straight a

Chapter 15 Part 3
lead as is practicable from the mooring drum to can exert on the mooring line (the reeled first
the fairlead. At points of change in direction layer) is not to exceed 1.5 times, nor be less than
sufficiently large radii of the contact surface of a 1.05 times the hauling tension for that particular
rope on a fitting are to be provided to minimize power setting of the winch. The winch is to be
the wear experienced by mooring lines and as marked with the range of rope strength for which
recommended by the rope manufacturer for the it is designed.
rope type intended to be used.
6.4.3 Towing Arrangements
6.4.2 Mooring Winches
6.4.3.1 Towing lines are to be led through a
6.4.2.1 Each mooring winch is to be fitted with closed chock. The use of open fairleads with
brakes, the holding capacity of which is sufficient rollers or closed roller fairleads is to be avoided.
to prevent unreeling of the mooring line when the
rope tension is equal to 80 % of the ship design 6.4.3.2 For the purpose of towing, bitts or bollards
minimum breaking load of the rope as fitted on serving a chock are to be located slightly offset
the first layer on the winch drum. The winch is to and in a distance of at least 2 [m] away from the
be fitted with brakes that will allow for the reliable chock, see Fig. 6.4.3.2:
setting of the brake rendering load.
6.4.3.3 Warping drums are to preferably be
6.4.2.2 For powered winches the maximum positioned not more than 20 [m] away from the
hauling tension which can be applied to the chock, measured along the path of the line.
mooring line (the reeled first layer) is not to be
less than 1/4.5 times, nor be more than 1/3 times 6.4.3.4 Attention is to be given to the
the rope's ship design minimum breaking load. arrangement of the equipment for towing and
For automatic winches these figures apply when mooring operations in order to prevent
the winch is set to the maximum power with interference of mooring and towing lines as far as
automatic control. practicable. It is beneficial to provide dedicated
towing arrangements separate from the mooring
6.4.2.3 For powered winches on automatic equipment.
control, the rendering tension which the winch
Fig 6.4.3.2
6.5 Shipboard fittings and towing fittings – welded steel bollards for
sea-going vessels and at least based on the
6.5.1 Means are to be provided to enable towing following loads:
lines and mooring lines to be adequately secured
on board a ship. Bollards and bitts, fairleads, (a) For normal towing operations, the intended
chocks, cleats, etc. are to be so designed and towing load (e.g. static bollard pull) as indicated
installed as to protect ropes against excessive on the towing and mooring arrangements plan,
wear.
(b) For other towing service, the ship design
6.5.2 The shipboard fittings associated with minimum breaking load of the tow line according
towing and/or mooring, may be selected from an to Table 3.2.2. Also see 6.7.1 b) and note to
accepted industry standard, such as. ISO 13795 6.7.1.
Ships and Marine Technology – Ship’s mooring

Page 17 of 34
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(c) For fittings intended to be used for, both, to a force twice as large as that acting on the
normal and other towing operations, the greater mooring line. Disregarding this effect, depending
of the loads according to (a) and (b). on the applied industry standard and fitting size,
overload may occur.
(d) For mooring operations, the ship design
minimum breaking load of the mooring line 6.5.6 For strength assessment beam theory or
according to 6.3.2 and 6.3.3, as applicable. finite element analysis using net scantlings is to
be applied, as appropriate. Corrosion additions
6.5.3 Towing bitts (double bollards) may be are to be as defined in 6.11. A wear down
chosen for the towing line attached with eye allowance is to be included as defined in 6.12.
splice if the industry standard distinguishes
between different methods to attach the line, i.e. 6.6 Supporting Hull Structures
figure-of-eight or eye splice attachment.
6.6.1 Shipboard fittings, winches and capstans
6.5.4 Mooring bitts (double bollards) are to be are to be suitably located on stiffeners and/or
chosen for the mooring line attached in figure-of- girders, which are part of the deck construction
eight fashion, if the industry standard so as to facilitate efficient distribution of the
distinguishes between different methods to towing and/ or mooring loads. Other
attach the line, i.e. figure-of-eight or eye splice arrangements for mooring such as chocks in
attachment. bulwarks, may be accepted provided the strength
is confirmed adequate for the service.
6.5.5 When the shipboard fitting is not selected
from an accepted industry standard, the strength 6.6.2 The supporting structure of capstans and
of the fitting and of its attachment to the ship is to winches used for normal or other towing and
be in accordance with 6.7 and 6.8. Towing bitts mooring operations are also to meet the strength
(double bollards) are required to resist the loads requirements.
caused by the towing line attached with eye
splice. Mooring bitts (double bollards) are 6.6.3 The net scantlings of the underdeck
required to resist the loads caused by the supporting structure are to be adequate to meet
mooring line attached in figure--eight fashion, see the design loads specified in 6.7, considering the
Note. possible locations for transfer of the load and any
horizontal or vertical variation in direction of the
Note: With the line attached to a mooring bitt in applied load. Proper alignment of fittings and
the usual way (figure-of-eight fashion), either of supporting hull structure is to be ensured (see
the two posts of the mooring bitt can be subjected sample arrangement in Fig. 6.6.3).
Reinforcing
members beneath Fitting on deck
shipboard fittings (e.g. bollard, chock)
Main hull structure

(e.g. web frames,
deck stiffeners)
Fig. 6.6.3 : Sample Arrangement
6.6.4 The acting point of the force on the see Fig. 6.6.4(a) and Fig. 6.6.4(b) (i) for towing
shipboard fittings is to be taken at the attachment and mooring respectively. However, if fins are
point of the towing/mooring line or at a change in attached to the bollard tubes to keep the mooring
its direction. For bollards and bitts the attachment lines as low as possible, the attachment point of
point of the towing/ mooring line is to be taken not the mooring line may be taken at the location of
less than 4/5 of the tube height above the base, the fins, see Fig. 6.6.4 (b) (ii).

Chapter 15 Part 3
Fig. 6.6.4(a) : Attachment point of the towing line
(i)
(ii)
Fig. 6.6.4(b) : Attachment point of the mooring line
6.6.5 The arrangement of the ship’s structure in on the towing and mooring arrangement
way of the shipboard fittings and their seats and plan.
in way of capstans is to be such that abrupt
changes of shape or section are to be avoided in b) For other towing operations, the ship
order to minimize stress concentrations. Sharp design minimum breaking load as
corners and notches are to be avoided, especially required in Table 3.2.2 corresponding to
in highly stressed areas. the equipment number of the vessel as
per 3.1.1. Side projected area including
6.7 Design Loads that of deck cargoes as given by the ship
nominal capacity condition is to be taken
6.7.1 Unless the designer specifies a greater safe into account for selection of the towing
working load (SWL) or safe towing load (TOW) lines and the loads applied to shipboard
for the shipboard fitting, the minimum design load fittings and supporting hull structure.
is to be as follows:
c) For fittings intended to be used for both
a) For normal towing operations, 1.25 normal and other towing operations, the
times the intended maximum towing greater of the design loads according to
load (e.g. static bollard pull) as indicated a) and b).

Page 19 of 34
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d) For mooring operations, the minimum 6.7.3 The design load is to be applied to fittings
design load is to be 1.15 times the ship in all directions that may occur by taking into
design minimum breaking load account the arrangement shown on the towing
according to 6.3.2 and 6.3.3, as and mooring arrangements plan. Where the
applicable. Side projected area towing line and mooring line takes a turn at a
including that of deck cargoes as given fitting the total design load applied to the fitting is
by the ship nominal capacity condition is equal to the resultant of the design loads acting
to be taken into account for selection of on the line, (see Fig. 6.7.3). However, in no case
the towing lines and the loads applied to does the design load applied to the fitting need to
shipboard fittings and supporting hull be greater than twice the design load on the line
structure.
6.7.4 When a safe towing load TOW greater than
Note: The increase of the line design break force that determined according to 6.9 is requested by
for synthetic ropes according to 6.2.6 need not be the owner/ designer, then the design load is to be
taken into account for the loads applied to increased in accordance with the appropriate
shipboard fittings and supporting hull structures. TOW/ design load relationship given by 6.5 and
6.9.
6.7.2 The minimum design load applied to
supporting hull structures for winches is to be 6.7.5 When a safe working load SWL greater
1.25 times the intended maximum brake holding than that determined according to 6.9 is
load, where the maximum brake holding load is requested by the owner/ designer, then the
to be assumed not less than 80% of the ship design load is to be increased in accordance with
design minimum breaking load according to 6.3.2 the appropriate SWL/ design load relationship
and 6.3.3. For supporting hull structures of given by 6.5 and 6.9
capstans, 1.25 times the maximum hauling-in
force is to be taken as the minimum design load.
Fig. 6.7.3 : Design Load on Fitting
6.8 Acceptance Criteria

Where ReH= specified minimum yield stress of the
6.8.1 Allowable stresses in the shipboard fittings, material [N/mm2];
supporting structure and welds are not to be
exceeded, as given below: Normal stress is the sum of the bending stress
and axial stress. No stress concentration factors
6.8.2 For strength assessment by means of beam being taken into account.
theory or grillage analysis:
6.8.3 For strength assessment by means of finite
Normal stress = 1.0 ReH element analysis:
Shear stress,  = 0.6ReH Von Mises stress = 1.0ReH

Chapter 15 Part 3
For strength assessment by means of finite .5 The towing and mooring arrangements plan as
element analysis the mesh is to be fine enough indicated in 6.10 is to define the method of use of
to represent the geometry as realistically as towing lines.
possible. The aspect ratios of elements are not to
exceed 3. Girders are to be modelled using shell 6.9.2 The safe working load (SWL) is the safe
or plane stress elements. Symmetric girder load limit of shipboard fittings used for mooring
flanges may be modelled by beam or truss purpose. The following requirements for SWL
elements. The element height of girder webs apply for the use with no more than one mooring
must not exceed one-third of the web height. In line:
way of small openings in girder webs the web
thickness may be reduced to a mean thickness .1 Unless a greater SWL is requested by the
over the web height. Large openings are to be applicant according to 6.7.4, the SWL is not to
modelled. Stiffeners may be modelled by using exceed the ship design minimum breaking load
shell, plane stress, or beam elements. The mesh according to 6.3.2 and 6.3.3.
size of stiffeners is to be fine enough to obtain
proper bending stress. If flat bars are modeled .2 The SWL, in [t], of each shipboard fitting is to
using shell or plane stress elements, dummy rod be marked (by weld bead or equivalent) on the
elements are to be modelled at the free edge of deck fittings used for mooring. For fittings
the flat bars and the stresses of the dummy intended to be used for, both, mooring and
elements are to be evaluated. Stresses are to be towing, TOW, in [t], according to 6.9.1 is to be
read from the centre of the individual element. marked in addition to SWL.
For shell elements the stresses are to be
evaluated at the mid plane of the element. .3 The towing and mooring arrangements plan as
indicated in 6.10 is to define the method of use of
6.8.4 Stress concentration factors are not to be mooring lines.
taken into account in the above allowable
stresses. 6.10 Towing and mooring arrangement plan
6.9 Safe Towing Load (TOW) and Safe .1 The SWL and TOW for the intended use for
Working Load (SWL) each shipboard fitting is to be noted in the towing
and mooring arrangement plan available on
6.9.1 The safe towing load (TOW) is the safe load board for the guidance of the Master. It is to be
limit of shipboard fittings used for towing purpose. noted that TOW is the load limit for towing
The following requirements for TOW apply for purpose and SWL that for mooring purpose. If not
use with no more than one line. If not otherwise otherwise chosen, for towing bitts, it is to be noted
chosen, for towing bitts (double bollards) TOW is that TOW is the load limit for a towing line
the load limit for a towing line attached with eye- attached with eye-splice.
splice.
.2 Information provided on the plan is to include
.1 TOW used for normal towing operations is not in respect of each shipboard fitting:
to exceed 80% of the design load according to
6.7.1 (a) a) location on the ship;
b) fitting type;
.2 TOW used for other towing operations is not to c) SWL/ TOW;
exceed 80% of the design load according to 6.7.1 d) Purpose (mooring / harbour towing /
(b) other towing); and
e) Manner of applying towing or mooring
.3 For fittings used for both normal and other line load including limiting fleet angle i.e.
towing operations, the greater of the safe towing angle of change in direction of an line at
loads according to 6.9.1.1. and 6.9.1.2 is to be the fitting.
used
Item c) with respect to items d) and e) is subject
.4 TOW, in [t], of each shipboard fitting is to be to approval by IRS.
marked (by weld bead or equivalent) on the deck
fittings used for towing. For fittings intended to be The following information is also to be clearly
used for, both, towing and mooring, SWL, in [t], indicated on the plan:
according to 6.9.2 is to be marked in addition to
TOW.

Page 21 of 34
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a) the arrangement of mooring lines showing a) all passenger ships, not later than 01 January
number of lines (N), together with 2010
b) the ship design minimum breaking load b) cargo ships constructed on or after 01
(MBLSD). January 2010
c) the acceptable environmental conditions as c) Cargo ships constructed before 01 January

given in 6.3.3.3 and 6.3.3.5 for the 2010, not later than 01 January 2012.
recommended ship design minimum
breaking load for ships with EN > 2000: In the case of oil tankers, chemical carriers and
liquefied gas carriers, the requirement for
• 30 second mean wind speed from any emergency towing arrangements given in Pt.5,
direction. (vw or vw* according to 6.3.3.3 Ch.2, Sec.2.8, Pt.5, Ch.3, IR2.8 and Pt.5, Ch.4,
and 6.3.3.5) IR3.9 respectively are also to be complied with.
• Maximum current speed acting on bow 6.14.2 The emergency towing procedure is to be
or stern (±10°). based on existing arrangements and equipment
available on board the ship
.3 The information as given in 6.10.2 is to be
incorporated into the pilot card in order to provide 6.14.3 The emergency towing procedure is to
the pilot proper information on harbor and other include:
towing operations.
a) drawings of fore and aft deck showing
6.11 Corrosion Addition possible emergency towing arrangements;
6.11.1 The total corrosion addition, tc, is not to be b) inventory of equipment on board that can be
less than the following values: used for emergency towing;
 For the supporting hull structure, c) means and methods of communication; and
according to the rules for the surrounding
structure (e.g. deck structures, bulwark d) sample procedures to facilitate the
structures) preparation for and conducting of emergency
towing operations.
 For pedestals and foundations on deck
which are not part of a fitting according to (Refer to the IMO guidelines for owners /
an accepted industry standard, 2.0 [mm] operators on preparing emergency towing
procedures (MSC.1/Circ.1255)).
 For shipboard fittings not selected from
an accepted industry standard, 2.0 [mm]. 6.15 Direct Mooring Analyses
6.12 Wear Allowance 6.15.1 General
6.12.1 In addition to the corrosion allowance 6.15.1.1 As an alternative to the prescriptive

specified in 6.11, a wear allowance, tw, not less approach, direct mooring analysis may be
than 1.0 [mm] is to be added to surfaces which performed to determine the necessary mooring
are intended to regularly contact the line. restraint, i.e. number and strength of mooring
lines. Direct analyses allow to optimize mooring
6.13 Surveys after construction equipment and arrangement for the individual
ship and the port mooring facilities typical for the
6.13.1 The condition of deck fittings, their considered ship type and size.
pedestals or foundations and the hull structures
in the vicinity of the fittings are to be surveyed in 6.15.2 Documentation
accordance with the requirements of Pt.1, Ch.2.
6.15.2.1 The calculations are to be documented
6.14 Emergency towing procedure in a report. The report is to include all
assumptions made in calculations for the finally
6.14.1 A ship specific emergency towing chosen mooring equipment, including lines, and
procedure is to be provided according to SOLAS its arrangement, reflected in the mooring
Ch.II-1/Reg.3-4 on ships as indicated in the arrangement plan as required in this section.
following:

Chapter 15 Part 3
6.15.3 Analysis methodology and arrangement of fenders or breasting dolphins

and height of pier above waterline.
6.15.3.1 Three dimensional quasi-static
calculations are to be performed to determine the .2 Fenders or breasting dolphins in many cases
acting mooring line forces. As a minimum, loads may not affect the critical mooring line loads.
from wind and current are to be accounted for in Hence, initially, generic fender or dolphin
the analysis. Geometrical and material arrangements and infinitely stiff load-deformation
nonlinearities of mooring lines and fenders or characteristics may be considered. If no fender or
breasting dolphins are to be considered. An dolphin loads occur for load cases yielding the
iterative calculation procedure is to be applied to critical mooring line loads, more specific fender or
arrive at a converged solution with forces acting dolphin arrangements and characteristics may be
on mooring lines and on fenders or breasting omitted.
dolphins being in equilibrium with forces and
moments applied to the ship. .3 If there are substantially different port mooring
facilities typically encountered by the considered
6.15.4 Environmental conditions ship type, additional calculations are to be
performed to consider these variations.
6.15.4.1 Mooring line forces are to be calculated
for environmental conditions given in 6.3.3. 6.15.5.3 Shipboard mooring equipment and
Additional loads, e.g. wave loads or cross arrangement
currents, or increased wind and current loads
may be considered for certain ship types or for .1 The mooring equipment and arrangement
specific ports intended to be regularly called. need to be chosen for the mooring analysis, i.e.
location of mooring decks and location of mooring
6.15.5 Steps to be taken in a direct mooring winches and fairleads. As a starting point,
analysis mooring equipment for the number of lines as
determined by the prescriptive approach may be
6.15.5.1 Direct assessment of mooring forces chosen, see 6.3.3.6.
and determination of the necessary number and
strength of mooring lines comprise the following 6.15.5.4 Mooring lines
steps:
a) Determine port mooring facilities .1The mooring analysis is to apply the mooring
representative for the considered ship type and line type(s) intended to be supplied with the
size vessel. The geometrical and material
b) Determine shipboard mooring equipment and nonlinearities of the mooring lines are to be
arrangement considered by the mooring analysis. Load-
c) Determine mooring line type(s) to be used deflection characteristics of mooring lines can be
d) Determine mooring layout(s) to be assessed taken from data sheets of rope manufacturers. If
e) Determine ship loading condition(s) to be given, characteristics of the broken-in ropes are
assessed to be applied.
f) Select or determine wind and current drag
coefficients .2To achieve a good distribution of mooring line
g) Determine wind and current forces and forces, mooring line type and characteristics are
moments to be at least same for lines in the same service,
h) Compute forces acting on all mooring line e.g. for head and stern lines, breast lines and
i) Determine necessary strength of mooring lines spring lines. For very stiff mooring lines, e.g.
j) If strength of mooring lines should be altered, made of steel or high modulus synthetic fibers,
modify steps b), c) and/or d) with or without the use of elastic tails is to be considered to
changing the number of mooring lines and repeat enhance the elasticity in the mooring system and
steps h) and i) taken into account for the mooring analysis.
6.15.5.2 Port mooring facilities 6.15.5.5 Mooring layout
.1 Characteristics of port mooring facilities have .1 For the assessment of forces acting on
strong influence on the resulting mooring line mooring lines, a realistic mooring layout needs to
forces. Mooring analysis is to be performed for be assumed, i.e. for each mooring line it needs to
port mooring facilities representative for the be determined from which bollard or winch, along
considered ship type and size, i.e. type of berth, which path, through which fairlead it is led and to
type and arrangement of hooks/bollards, type which shoreside hook or bollard it is connected.

Page 23 of 34
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Inboard parts of the mooring lines (between from blockage and ship draft can only be
fairlead and shipboard fixation point) contribute to accounted for by appropriate coefficients. Drag
the elongation behavior of the line and should be coefficient is to be chosen or determined for
included in the analysis. realistic water depth to draft ratios and for the
considered ship draft(s). Some Industry
.2 The maximum number of lines connected to Guidelines provide current drag coefficients for
one shore mooring point needs to be limited to ballast and loaded draft conditions and for
not load the shore side mooring points different water depth to draft ratios. Wind
unrealistically high. For multi-purpose piers the shielding effects are typically not considered by
number of lines per shore bollard should be the wind drag coefficients. The effect of wind
limited to three. For other types of berths, the shielding of solid quays may be considered by an
number mooring lines per shore mooring point is equivalent reduction of the lateral wind area of
also limited, e.g., by the available number of the ship. Shielding by buildings or cargo stored
hooks. Reasonable assumptions are to be made on quays should not be considered as their
based on typical berth types encountered by the presence is imponderable.
considered ship type.
6.15.5.8 Calculation of wind and current forces
.3 Alternative mooring layouts are also to be and moments
assessed, considering possible and reasonable
options to moor the ship to the assumed port .1 Wind and current forces and moments can be
mooring facilities. Also, a different position of the calculated for the given environmental conditions
ship relative to the shoreside mooring with the geometrical particulars of the considered
bollards/hooks is to be assessed to find the ship and the selected drag coefficients. Usually,
critical mooring line loads for the normal the forces in longitudinal and transversal
operation of the ship. Exemptions may be given directions as well as the moment about the
to e.g. tankers, LNG carriers or ferries if typically vertical ship axis (yaw) are calculated.
moored in the same position relative to the
shoreside mooring facilities. .2 Wind forces and moments are to be calculated
for all directions in intervals of preferably 15°, but
6.15.5.6 Loading conditions not more than 30°. Current forces and moments
are to be calculated for selected directions as per
.1 Mooring line forces are to be calculated for 6.3.3. For ships regularly moored to non-solid
loading conditions given in 6.3.3. piers or jetties, cross current may need to be
considered in addition.
6.15.5.7 Wind and current drag coefficients
6.15.5.9 Calculation of mooring line forces
.1 To calculate the wind and current forces and
moments acting on the ship, wind and current .1 For all considered scenarios and all
drag coefficients are needed for the considered combinations of applied environmental
ship type, size and loading condition. Drag conditions, the maximum mooring line force is to
coefficients are to be as specific as possible for be determined for groups of lines in the same
the considered ship and loading conditions. service.
.2 There are different sources for drag .2 In case of all lines are intended to be attached
coefficients. Some Industry Guidelines provide to winches, brake rendering can be considered to
drag coefficients for tankers and LNG carriers better distribute line loads among all lines in a
which can be applied. Due to the similarity of hull group of lines in the same service. Then, the
forms and superstructures, these coefficients average mooring line force of a group of lines
may also be used for bulk carriers and ore may be determined and taken as mooring line
carriers. For other ship types drag coefficients force used to determine the necessary strength
may be taken from the literature, if available, or of the mooring lines according to 6.15.5.10.
can be determined by CFD calculations or model
tests. CFD calculations are to be justified with 6.15.5.10 Strength of mooring lines
suitable validation and sensitivity studies.
.1 The necessary strength of mooring lines, i.e.,
.3 There are some effects that can influence the the Ship Design Minimum Breaking Load
drag coefficients, i.e. blockage (limited under keel (MBLSD), results from the calculated maximum
clearance, solid quay walls), ship draft and wind mooring line force (FL, max) divided by the Work
shielding by solid quays and buildings or cargo Load Limit (WLL) factor of mooring lines. The
stored on quays (e.g. container stacks). Effects WLL factor and the resulting MBLSD for different

Chapter 15 Part 3
mooring line materials are shown in the below Preferably, all lines supplied to the ship are to
table. have the same characteristics and strength to
avoid confusion of lines. However, for
Mooring line WLL significantly different maximum calculated line
MBLSD
material factor loads, lines in different service may also have
Steel wire 0.55 1.82 * FL, max different strength and characteristics, e.g. for
head and stern lines other than for spring lines.
Synthetic fibers 0.5 2.0 * FL, max

Page 25 of 34
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Section 7
Windlass and Chain Stoppers
7.1 General
- Windlass arrangement plan showing all
7.1.1 Windlass of sufficient power and suitable for of the components of the anchoring/
the size of chain cable is to be fitted. Where wire mooring system such as the prime mover
ropes are proposed and approved in lieu of chain shafting, cable lifter, chain stopper (if
cables, suitable winches capable of controlling fitted), anchors and chain cables;
wire rope at all times are to be fitted. mooring winches, wires and fairleads, if
they form part of the windlass machinery,
7.1.2 Windlass is to have one cable lifter for each brakes, controls, etc.
anchor required to be kept ready for use. The
cable lifter is normally to be connected to the - Dimensions, materials, welding details,
driving shaft by release coupling and provided as applicable, of all torque-transmitting
with brake. (shafts, gears, clutches, couplings,
coupling bolts, etc.) and all load bearing
7.1.3 For each chain cable, a chain stopper is (shaft bearings, cable lifter, sheaves,
normally to be arranged between the windlass drums, bed-frames, etc.) components of
and hawse pipe. The chain cables are to reach the windlass and of the winch, where
the hawse pipe through the cable lifter only. applicable, including brakes, chain
stopper (if fitted) and foundation.
7.1.4 Electrically driven windlasses are to have a
torque limiting device. Electric motors are to - Hydraulic system to include:
comply with the requirements of Pt.4, Ch.8.  Piping diagram along with
system design pressure
7.2 Compliance Standards  Safety valve arrangement and
settings
7.2.1 The design, construction and testing of  Material specifications for pipes
windlasses are to conform to an acceptable and equipment
standard such as the following:  Typical pipe joints, as applicable
 Technical data and details for
- SNAME T&R Bulletin 3-15:2018 – Guide hydraulic motors
to the Design and Testing of Anchor
Windlasses for Merchant Ships - Electric one-line diagram along with
cable specification and size, motor
- ISO 7825:2017 – Deck Machinery controller, protective device rating or
General Requirements setting; as applicable
- ISO 4568:2006 – Shipbuilding – Sea - Control, monitoring and instrumentation
going Vessels – Windlasses and Anchor arrangements
Capstans
- Engineering analyses for torque-
- JIS F6714:1995 – Windlasses transmitting and load-bearing
components demonstrating their
7.3 Plans and Documentation compliance with recognized standards
7.3.1 The following plans indicating the design - Gear analyses in accordance with a
specifications, compliance standards, recognized standard
engineering analyses and construction details; as
applicable, are to be submitted: - Plans and data for windlass electric
motors including associated gears rated
- Windlass design specifications, anchor 100 [kw] and over
and chain cable particulars, anchorage
depth, performance criteria, compliance - Calculations demonstrating that the
standards windlass prime mover is capable of

Chapter 15 Part 3
attaining the hoisting speed, the required under a load equal to 80% of the specified
continuous duty pull, and the overload minimum breaking strength of the chain cable,
capacity are to be submitted; if the ‘load the maximum stress in each load bearing
testing’ including ‘overload capacity’ of component will not exceed yield strength (or
the entire windlass unit is not carried out 0.2% proof stress) of the material. For
at the shop (See 7.6.3) installations fitted with a chain cable stopper,
45% of the specified minimum breaking strength
- Operation and maintenance procedures of the chain cable may instead be used for the
for the anchor windlass are to be calculation.
incorporated in the vessel operations
manual. (b) Inertia Loads
7.4 Materials and Fabrication The design of the drive train, including prime
mover, reduction gears, bearings, clutches,
7.4.1 Materials used in the construction of torque- shafts, cable lifter and bolting is to consider the
transmitting and load-bearing parts of windlasses dynamic effects of sudden stopping and starting
are to comply with the requirements of Pt. 2 of the of the prime mover or chain cable so as to limit
Rules. The proposed materials are to be inertial load.
indicated in the construction plans and are to be
approved in connection with the design. All such 7.5.2.2 Continuous Duty Pull
materials are to be certified by the material
manufacturers and are to be traceable to the The windlass prime mover is to be capable of
manufacturers’ certificates. exerting, for a period of 30 minutes, + a
continuous duty pull (e.g. 30-minute short time
7.4.2 Weld joint designs are to be shown in the rating corresponding to S2-30 min. of IEC 60034-
construction plans and are to be approved in 1), Zcont1, corresponding to the grade of chain
association with the approval of the windlass cable, as follows :-
design. Welding procedures and welders are to
be qualified in accordance with the requirements Table 7.5.2.2
of IRS. Welding consumables are to be approved
by IRS in accordance with the requirements of Pt. Grade of Zcont1
2, Ch. 11, as applicable. In case the type and Chain N Kgf
grade of the welding consumables fall outside the CC1 37.5 d2 3.82 d2
scope of Pt. 2, Ch. 11, then the consumables are CC2 42.5 d2 4.33 d2
to comply with suitable national or international CC3 47.5 d2 4.84 d2
standards. The degree of non-destructive
examination of welds and post-weld heat Where d is the chain diameter [mm]
treatment, if any, are to be specified and
submitted for consideration. The values in Table 7.5.2.2 are applicable when
using ordinary stockless anchors for anchorage
7.5 Design depth down to 82.5 [m].
7.5.1 Notwithstanding the requirements of the For anchorage depth deeper than 82.5 [m], a
chosen standard of compliance, the following continuous duty pull Zcont2 is as follows:
requirements are also to be complied with. In lieu
of conducting engineering analyses and 𝑍𝑐𝑜𝑛𝑡2 𝑍𝑐𝑜𝑛𝑡1 𝐷 82.5 ∗ 0.27 𝑑2
submitting them for review, approval of the
windlass mechanical design may be based on a
Where Zcont1 and Zcont2 are in [N]
type test, in which case the testing procedure is
to be submitted for consideration.
Or
7.5.2 Mechanical Design
𝑍 𝑍 𝐷 82.5 ∗ 0.0275 𝑑
7.5.2.1 Design Loads
Where Zcont1 and Zcont2 are in [kgf]
(a) Holding Loads
D is the anchor depth in [m]
Calculations are to be made to show that, in the
The anchor masses are assumed to be the
holding condition (single anchor, brake fully
masses as given in Pt. 2, Ch. 10. Also, the value
applied and chain cable lifter declutched), and
of Zcont is based on the hoisting of one anchor at

Page 27 of 34
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a time, and that the effects of buoyancy and dynamic effects due to sudden starting or
hawse pipe efficiency (assumed to be 70%) have stopping of the prime mover or anchor chain.
been accounted for. In general, stresses in each
torque-transmitting component are not to exceed 7.5.2.6 Hull Supporting Structures of Anchor
40% of yield strength (or 0.2% proof stress) of the Windlass and Chain Stopper
material under these loading conditions.
The hull supporting structure of anchor windlass
7.5.2.3 Overload Capability and chain stopper is to be sufficient to
accommodate the design and sea loads.
The windlass prime mover is to be able to provide
the necessary temporary overload capacity for 7.5.2.6.1 Design Loads
breaking out the anchor. This temporary overload
capacity or “short term pull” is to be at least 1.5 .1 The design loads are to be taken not less than
times the continuous duty pull applied for at least
2 minutes. The speed in this period may be lower  for chain stoppers, 80% of the chain
than normal. cable breaking load
 for windlasses, where no chain
The above criteria do not require both anchors to stopper is fitted or the chain stopper
be raised or lowered simultaneously on windlass is attached to the windlass, 80% of
fitted with two cable lifters. the chain cable breaking load
 for windlasses, where chain stoppers
7.5.2.4 Hoisting Speed are fitted but not attached to the
windlass, 45% of the chain cable
The mean speed of the chain cable during breaking load
hoisting of the anchor and cable is to be at least
0.15 [m/sec]. For testing purposes, the speed is .2 The design loads are to be taken in the
to be measured over two shots of chain cable and direction of the chain cable.
initially with at least three shots of chain (82.5 [m]
or 45 fathoms in length) and the anchor 7.5.2.6.2 Sea Loads
submerged and hanging free.
.1 In case of ships of length > 80 [m] the
7.5.2.5 Brake Capacity windlasses and mooring winches integral with the
windlasses fitted on exposed decks in the forward
.1 The capacity of the windlass brake is to be 0.25L are to be adequately secured against the
sufficient for safe stopping of anchor and chain green sea loads given in 7.5.2.6.2.1, if the height
cable when paying out. of the exposed decks in way of the windlasses is
less than 0.1L or 22 [m] above summer LWL. The
.2 The windlass with brakes engaged and release strength criteria given in 7.5.2.6.2.1 is to be
coupling disengaged is to be able to withstand complied with.
static pull of 45 per cent of the tabular breaking
strength of the chain without any permanent .2 Design loads
deformation of the stressed parts and without
brake slip. The following green sea pressures are to be
considered:
.3 If a chain stopper is not fitted, the windlass is
to be able to withstand a static pull of 80 per cent - Pressure ‘px’ equal to 200 [kN/m2], normal to
of the tabular breaking strength of the chain the shaft axis as shown in Fig.7.5.2.6.2.1 and
without any permanent deformation of the acting over the projected area in this
stressed parts and without brake slip. direction.
.4 The chain stoppers and their attachments are - Pressure ‘py’ equal to 150 [kN/m2], parallel to
to withstand a pull of 80 per cent of the tabular the shaft axis as shown in Fig.7.5.2.6.2.1
breaking strength of the chain without any acting both inboard and outboard separately,
permanent deformation of the stressed parts. over the multiple of ‘f’ times the projected
The chain stoppers are to be so designed that area in this direction.
additional bending of the individual link does not
occur and the links are evenly supported. where ‘f’ is defined as:
.5 Attention is to be paid to stress concentrations f = 1+B/H, but need not be taken greater than 2.5
in keyways and other stress raisers and also to

Chapter 15 Part 3
where, g = gravity acceleration = 9.81 m/sec2

N = number of bolt groups.
B = width of windlass measured parallel to the
shaft axis. Axial tensile and compressive forces and lateral
forces are also to be considered in the design of
H = overall height of windlass. the supporting structure.
.3 For calculation of forces in the bolts securing .4 Strength criteria for windlass mounts
the windlass to the deck, the bolts may be
considered to be divided into ‘N’ bolt groups each Tensile axial stresses in the individual bolts in
containing one or more bolts. (See each bolt group ‘i’ are to calculated. The
Fig.7.5.2.6.2.1). horizontal forces Fxi and Fyi are normally to be
reacted by shear chocks. Where “fitted” bolts are
The axial force Ri in bolt group (or bolt) i, positive designed to support these shear forces in one or
in tensile, may be calculated from: both directions, the von Mises equivalent
stresses in the individual bolts are to be
Rxi = Px hxi Ai / Ix calculated and compared to the stress under
Ryi = Py hyi Ai / Iy proof load. Where pourable resins are
incorporated in the holding down arrangements,
and Ri = Rxi + Ryi – Rsi due account is to be taken in the calculations.
where, The safety factor against bolt proof strength is to

be not less than 2.0.
Px = force [kN] acting normal to the shaft axis
.5 Permissible stresses for supporting hull
Py = force [kN] acting parallel to the shaft axis, structures of anchor windlass and chain stopper
either inboard or outboard whichever gives the
greater force in bolt group ‘i’ The permissible stresses acting on the hull
structures of windlass and chain stopper, based
h = shaft height above the windlass mounting on net thickness obtained by deducting corrosion
[cm] addition tc, are not to be greater that the following
permissible values:
xi, yi = x and y coordinates of bolt group ‘i’ from
the centroid of all N bolt groups, positive in the a) For strength assessment by means of beam
direction opposite to that of the applied force [cm] theory or grillage analysis:
Ai = cross sectional area of all bolts in group ‘i’ Normal stress = 1.0 ReH
[cm2]
Shear stress,  = 0.6ReH
Ix =  Ai xi2 for N bolt groups
Iy =  Ai yi2 for N bolts groups Where ReH= specified minimum upper yield
stress [N/mm2];
Rsi = static reaction at bolt group ‘i’, due to weight
of windlass. The normal stress is the sum of bending stress
and axial stress. The shear stress to be
Shear forces Fxi, Fyi applied to the bolt group ‘i’, considered corresponds to the shear stress
and the resultant combined force Fi may be acting perpendicular to the normal stress. No
calculated from: stress concentration factors are to be taken into
account.
Fxi = (Px - gM) / N
Fyi = (Py - gM) / N b) For strength assessment with finite element
and analysis:
Fi  (Fxi2  Fyi2 ) 0.5 Von Mises stress = 1.0ReH
For strength assessment by means of finite

element analysis the mesh is to be fine enough
where,
to represent the geometry as realistically as
possible. The aspect ratios of elements are not to
 = coefficient of friction = 0.5 exceed 3. Girders are to be modelled using shell
M = mass of windlass (tonnes)

Page 29 of 34
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or plane stress elements. Symmetric girder 7.5.6 Couplings
flanges may be modelled by beam or truss
elements. The element height of girder webs Windlasses are to be fitted with couplings which
must not exceed one-third of the web height. In are capable of disengaging between the cable
way of small openings in girder webs, the web lifter and the drive shaft. Hydraulically or
thickness may be reduced to a mean thickness electrically operated couplings are to be capable
over the web height. Large openings are to be of being disengaged manually.
modelled. Stiffeners may be modelled using
shell, plane stress, or beam elements. The mesh 7.6 Shop Inspection and Testing
size of stiffeners is to be fine enough to obtain
proper bending stress. If flat bars are modeled 7.6.1 Windlasses are to be inspected during
using shell or plane stress elements, dummy rod fabrication at the manufacturers’ facilities by a
elements are to be modelled at the free edge of Surveyor for conformance with the approved
the flat bars and the stresses of the dummy plans. Acceptance tests, as specified in the
elements are to be evaluated. Stresses are to be specified standard of compliance, are to be
read from the centre of the individual element. witnessed by the Surveyor and include the
For shell elements the stresses are to be following tests, as a minimum:
evaluated at the mid plane of the element.
.1 No-load test. The windlass is to be run without
7.5.3 Hydraulic Systems load at nominal speed in each direction for a total
of 30 minutes. If the windlass is provided with a
Hydraulic systems where employed for driving gear change, additional run in each direction for
windlasses are to comply with the provisions of 5 minutes at each gear change is required.
Pt. 4.
.2 Load test. The windlass is to be tested to verify
7.5.4 Electrical Systems that the continuous duty pull, overload capacity
and hoisting speed as specified in 7.5.2 can be
7.5.4.1 Electric Motors attained.
Electric motors are to meet the requirements of Where the manufacturing works does not have
Pt.4, Ch. 8 and those rated 100 [kW] and over are adequate facilities, these tests, including the
to be certified. Motors exposed to weather are to adjustment of the overload protection, can be
have enclosures suitable for their location as carried out on board ship. In these cases,
provided for in Pt. 4, Ch. 8. Where gears are functional testing in the manufacturer’s works is
fitted, they are to meet the requirements of Pt. 4, to be performed under no-load conditions.
Ch. 4 and those rated 100 [kW] and over are to
be certified. .3 Brake capacity test. The holding power of the
brake is to be verified either through testing or by
7.5.4.2 Electrical Circuits calculation.
Motor branch circuits are to be protected and 7.7 On-board Testing

cable sizing is to in carried out in accordance with
the provisions of Pt. 4, Ch. 8. Electrical cables 7.7.1 Each windlass is to be tested under working
installed in locations subjected to the sea are to conditions, after installation on board, to
be provided with effective mechanical protection. demonstrate satisfactory working.
7.5.5 Protection of Mechanical Components 7.7.2 Each unit is to be independently tested for
braking, clutch functioning, lowering and hoisting
To protect mechanical parts including component of chain cable and anchor, proper riding of the
housings, a suitable protection system is to be chain over the cable lifter, proper transit of the
fitted to limit the speed and torque at the prime chain through the hawse pipe and the chain pipe,
mover. Consideration is to be given to a means and effecting proper stowage of the chain and the
to contain debris consequent to a severe damage anchor. It is to be confirmed that anchors properly
of the prime mover due to over-speed in the event seat in the stored position and that chain stoppers
of uncontrolled rendering of the cable, particularly function as designed if fitted. The mean hoisting
when an axial piston type hydraulic motor forms speed, as specified in 7.5.2.4, is to be measured
the prime mover. and verified. The braking capacity is to be tested

Chapter 15 Part 3
by intermittently paying out and holding the chain (a) Nominal size of the windlass (e.g. 100/3/45 is
cable by means of the application of the brake. the size designation of a windlass for 100 mm
Where the available water depth is insufficient, diameter chain cable of Grade CC3, with a
the proposed test method will be specially holding load of 45% of the breaking load of the
considered. chain cable)
7.8 Marking (b) Maximum anchorage depth in metres.
7.8.1 Windlasses are to be permanently marked

with the following information:

Page 31 of 34
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Py Px
h
W
Fore
Centre Line of Vessel
Py
B
Centre Line of
Windlass
Px
Px
Coordinates x i and y i are shown as either
positive (+ve) or negative (-ve).
Centre Line of
Windlass
Py
x (-ve)
3
y (+ve) x (-ve) x (+ve)

3 4 1
x (+ve)
2
Centroid of Bolt Group y (+ve)

4
y (+ve)
2
y (+ve)
1
Fig.7.5.2.6.2.1 : Direction of forces and weight

Chapter 15 Part 3
Section 8
Deep Water Anchoring

8.1 General Where,
8.1.1 The requirements in this Section are a = 1.83*10-9 * 𝐿 + 2.09 * 10-6 * 𝐿 – 6.21 * 10-4*
applicable to ships being assigned additional LE + 0.0866
class notation ‘DWA’, These requirements are
intended for anchoring equipment of ships b = 0.156 * LE + 8.372
anchoring in deep and unsheltered waters.
LE = Equipment Length
8.2 Application
EN = Equipment Number as calculated in
8.2.1 The additional class notation, DWA accordance with Section 3, Cl. 3.1
indicates that the ship is designed to anchor in
deep and unsheltered waters with environmental 8.5 Anchors
conditions, as follows:
8.5.1 The bower anchors are to be connected to
- Water depth up to 120 [m] their chain cables and positioned on board ready
- Current up to 1.54 [m/s] for use.
- Wind speed up to 14 [m/s]
- Waves with significant wave height up to 3[m] 8.5.2 Anchors are to be of the stockless High
Holding Power (HHP) type.
Furthermore, these requirements are applicable
to ships with equipment length not less than 135 8.5.3 The mass of the head of a stockless anchor,
[m]. including pins and fittings, is not to be less than
60% of the total mass of the anchor.
8.3 Documentation Requirements for HHP anchors are indicated in
Section 4.
8.3.1 The anchoring arrangement plan and
Equipment Number calculations are to be 8.5.4 The mass per anchor, of bower anchors
submitted for approval. given in Table 8.4.1 is for anchors of equal mass.
The mass of individual anchors may vary up to
8.4 Equipment number for deep and 7% of the tabular mass, but the total mass of
unsheltered waters anchors is not to be less than that recommended
for anchors of equal mass.
8.4.1 Anchors and chain cables are to be
provided in accordance with the requirements in 8.5.5 Suitable arrangements are to be provided
Table 8.4.1 and based on the Equipment for securing the anchors when stowed, as
Number, END obtained from the following: indicated in Sec. 2.
2.3 8.5.6 The manufacture and proof-testing of
1
𝐸𝑁 2.3 anchors is to be carried out in accordance with
𝐸𝑁𝐷 0.628 𝑎 𝑏 1 𝑎
0.628 the requirements of Pt. 2, Ch. 10.

Page 33 of 34
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Table 8.4.1 Anchoring equipment for ships with DWA notation
High holding power Stud link chain cable

stockless bower anchors for bower anchors
Equipment Number
END Min. diameter(d)
Mass per Length
Number anchor (CC2) (CC3 3)
(kg) (m) (mm) (mm)

< 1790 2 14150 1017.5 105 84
≥ 1790 < 1930 2 14400 990 105 84
≥ 1930 < 2080 2 14800 990 105 84
≥ 2080 < 2230 2 15200 990 105 84
≥ 2230 < 2380 2 15600 990 105 84
≥ 2380 < 2530 2 16000 990 105 84
≥ 2530 < 2700 2 16300 990 105 84
≥ 2700 < 2870 2 16700 990 105 84
≥ 2870 < 3040 2 17000 990 105 84
≥ 3040 < 3210 2 17600 990 105 84
≥ 3210 < 3400 2 18000 990 105 84
≥ 3400 < 3600 2 18300 990 106 84
≥ 3600 < 3800 2 19000 990 107 85
≥ 3800 < 4000 2 19700 962.5 108 87
≥ 4000 < 4200 2 20300 962.5 111 90
≥ 4200 < 4400 2 21100 962.5 114 92
≥ 4400 < 4600 2 22000 962.5 117 95
≥ 4600 < 4800 2 22900 962.5 119 97
≥ 4800 < 5000 2 23500 962.5 122 99
≥ 5000 < 5200 2 24000 935 125 102
≥ 5200 < 5500 2 24500 907.5 130 105
≥ 5500 < 5800 2 25000 907.5 133 107
≥ 5800 < 6100 2 25500 880 137 111
≥ 6100 < 6500 2 25700 880 140 113
≥ 6500 < 6900 2 26000 852.5 143 115
≥ 6900 < 7400 2 26500 852.5 147 118
≥ 7400 < 7900 2 27000 825 152 121
≥ 7900 < 8400 2 27500 825 154 123
≥8400 < 8900 2 28000 797.5 158 127
≥ 8900 < 9400 2 28900 770 162 132
≥ 9400 < 10000 2 29400 770 - 135
≥ 10000 < 10700 2 29900 770 - 139
≥ 10700 < 11500 2 30600 770 - 143
≥ 11500 < 12400 2 31500 770 - 147
≥ 12400 < 13400 2 33200 770 - 152
≥ 13400 < 14600 2 35000 770 - 157
≥ 14600 2 38000 770 - 162

Chapter 15 Part 3
8.6 Chain cables for bower anchors windlass prime mover is to be able to supply for
at least 30 minutes a continuous duty pull Zcont [N]
8.6.1 Bower anchors are to be associated with given by:
stud link chain cables of Grade CC2 or Grade
CC3 quality. The total length of chain cable, as 𝑍𝑐𝑜𝑛𝑡 35𝑑2 13.4 𝑚𝐴
given in Table 8.4.1 is to be reasonably divided
between the two bower anchors. For the proof Where:
and breaking loads of stud link chain cables
reference is made to Table 2.9.1 (a) and Table d = chain diameter [mm] as per Table 8.4.1
2.9.1 (b) of Pt. 2, Ch. 10.
mA = mass of HHP anchor [kg] as per Table 8.4.1
8.6.2 Manufacture of anchor chain cables is to be
carried out in accordance with the requirements 8.7.3 In addition to the requirements of Sec, 7; as
of Pt.2, Ch. 10. far as practicable; for testing purpose the speed
of the chain cable during hoisting of the anchor
8.6.3 Installation of chain cables is to be carried and cable is to be measured over 37.5 [m] of
out in accordance with the requirements of Sec.2. chain cable and initially with at least 120 [m] of
chain and the anchor submerged and hanging
8.7 Anchor windlass and chain stopper free. The mean speed of the chain cable during
hoisting of the anchor from a depth of 120 [m] to
8.7.1 The design and testing of anchor windlass the depth of 82.5 [m] is to be at least 4.5 [m/min].
and design of chain stopper is to be carried out in
accordance with the requirements of Sec. 7. 8.7.4 The hull supporting structure of anchor
windlass and chain stopper is to be provided in
8.7.2 In addition to the requirements in Sec. 7, the accordance with the requirements in Sec. 7.
End of Chapter

Page 1 of 3
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Chapter 16
Masts and Rigging
Contents
Section
1 General
2 Masts
3 Rigging
Section 1
General
1.1 Application maximum stresses on the mast, are to be

submitted. For masts supporting derricks,
1.1.1 Masts, derrick posts, crane pedestals etc. angles of heel and trim of the ship in this
and their supporting hull structure are to be in condition of less than 5 and 2 respectively,
accordance with the requirements of this may be ignored. Where these angles are
Chapter. The derricks and the cargo handling exceeded, and in all cases where the mast
gear, are not subject to approval unless required supports derrick cranes or derricks of special
by additional class notations. design, the actual angles are to be taken into
account in calculating the stresses in the mast.
1.2 Documentation In case of stayed masts, the calculations are to
take into account the elongation of the stays
1.2.1 The following plans and information are to under tension.
be submitted:
1.2.3 For masts such as portal, bipod, lattice etc.
i) Arrangement plan showing location of and those under significant forces other than
mast or derrick post, standing rigging and resulting from cargo gear; detailed stress
cargo handling gear alongwith the calculations are to be submitted, taking into
information about the operation of the account:
derrick booms, their safe working load
and working positions. i) All horizontal, vertical and torsional
forces,
ii) Plan showing proposed scantlings of ii) Deflection of the structure,
mast, derrick post and standing rigging. iii) Variations in the moment of inertia of
the parts of the structure,
iii) Plan showing supporting structures and iv) The effects of outriggers and similar
strengthening of hull in way of mast, post structures,
and standing rigging fastenings, v) Elasticity and sag in stays, where fitted.
iv) Specification of the steel wire ropes 1.3 Materials

intended to be used for standing rigging,
indicating rope construction, scantlings 1.3.1 Steel for masts, derrick posts, crane
and minimum breaking strength. pedestals and associated items are to be tested
and approved in accordance with the
1.2.2 Calculations considering the derrick requirements of Pt.2, Ch.3. Material grades of
booms at the operating position which results in steel are to be as follows:

Chapter 16 Part 3
Page 2 of 3 Masts and Rigging
1.3.2 Wire ropes used for stays are to be in

Thickness
t  20 20  t < 25 25  t < 40 t > 40 accordance with the requirements of Pt.2,
[mm] Ch.10.
Grade A/AH B/AH D/DH E/EH
Section 2
Masts
2.1 Scantlings c = direct compressive stress at that location

due to the vertical components of force. In
2.1.1 The outer diameter 'd' of the masts without general, the weight of the mast and cross trees
derricks at the level of upper supporting deck is may be ignored in this calculation.
 = The shear stress due to torque in the mast.
d = 37 l [mm] for unstayed masts The effect of torque need only be considered
where cross trees are fitted.
= 33 l [mm] for stayed masts
y = Upper yield stress of the material [N/mm2].
where,
For the above Table, SWL corresponding to the
l = length of the mast [m] measured above largest derrick operating on the mast is to be
upper supporting deck to hounds. taken.
The diameter is to be maintained upto the level The thickness of the mast plating is to be
of the gooseneck fitting where this is entirely adequate to prevent buckling and in no case is
supported by the mast. In case of masts without to be less than 7.5 [mm].
derricks, the diameter may be reduced to 0.75 d
at top. 2.2 Construction details
2.1.2 For masts without derricks, the thickness 't' 2.2.1 Masts are to be adequately supported by
of the mast plating is not to be less than atleast two decks and are to be efficiently
scarphed into the main hull structure. The hull
t = 0.01d + 2.5 [mm] or 5 [mm] whichever is structure is to be suitably reinforced. A
greater. deckhouse may be considered as a support
provided adequate strength is ensured by
2.1.3 The scantlings of masts with derricks are additional stiffening and increased plate
to be based on calculations mentioned in 1.2.2 thickness.
and 1.2.3. The total stress t at any location, is
not to exceed the allowable stress values given 2.2.2 In general, mast scantlings are not to be
below:- reduced inside the deckhouse and are to be
maintained upto the level of the gooseneck
Allowable stresses in masts fitting where it is entirely supported by the mast.
SWL Stayed Unstayed mast
mast 2.2.3 Cross trees, outriggers, brackets on bridge
SWL  10t 0.50 y 0.55  y fronts and similar structures are to be of such
SWL  60t 0.625  y 0.675  y design that the stresses on them resulting from
10 < SWL < the cargo gear and any other significant forces
By linear interpolation do not exceed the values given in 2.1.3 for
60
unstayed masts. The design is also to be such
where, as to minimize the moments acting on the mast.
Attachment to the mast is to be such as to avoid
t   b 
  c   3 2 [ N/mm 2 ]
2
distortion of the mast under the load.
b = bending stress at that location.

Page 3 of 3
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2.2.4 Special attention is to be paid to structural Suitable arrangements are to be made to avoid
continuity, and abrupt changes of section are to notch effects.
be avoided. Manholes, lightening holes and
other cut outs are to be avoided in way of 2.2.7 Welding and weld details are to comply
concentrated loads and areas of high shear. with Ch.17.
Openings, where unavoidable, are to be well
rounded, suitably framed and stiffened. 2.2.8 Where a mast supports a derrick with a
SWL > 25 [t], all welded joints of the masts
2.2.5 Care should be taken in the design of below a level 3.0 [m] above the uppermost
masts and fittings to reduce the likelihood of supporting deck or that of the derrick head,
water collecting in inaccessible parts of the whichever is higher, are to be examined by non-
structure. Adequate means of drainage should destructive crack or flaw detection method.
be provided to remove any water which might
otherwise accumulate. 2.2.9 Where higher tensile steel is used,
preheating or other heat treatments may be
2.2.6 Masts are to be strengthened either by required at the Surveyors discretion. Such
addition of doubling plates or equivalent treatments will normally be required for all ring
strengthening, or by an increase of the thickness seams on masts supporting derricks of SWL >
of the plating at the following locations: 60 [t]. Non-destructive examination may be
required in areas of high stresses.
i) In way of the fastening of the derrick heels,
2.2.10 Lightning conductors are to be fitted to
ii) In way of the fastening of the derrick spans, masts having wood, aluminium or plastic top
masts or where a break in electrical conductivity
iii) In way of the fastening of all metal fittings. occurs in other arrangements.
Section 3
Rigging
3.1 General
3.2.1 The scantlings of the stay are to be such
3.1.1 The positioning of the rigging (shrouds, as to provide the necessary tensile force and
stays etc.) is to be so designed as to ensure elongation for the stayed mast. The breaking
proper working of the cargo gear and that they load of the stay is to be not less than 3.5 times
do not foul with the running rigging or derrick the maximum calculated force on that stay.
booms under the expected service conditions.
3.2.2 The connection of the stay to a deck,
3.1.2 Wire rope stays are to be in one length bulwark, house or mast is to be such as to allow
and are to be set up with an initial tension of 30 rotation at the point of attachment and is to be
[N/mm2]. designed so that the stay cannot become
disconnected while the derrick system is in use.
3.2 Stay construction
End of Chapter

Page 1 of 11
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Chapter 17
Welding
Contents
Section
1 General
2 Welding
3 Welded Connections
Section 1
General
1.1 Scope to be clearly indicated on the plans submitted for

approval. An explanation of all symbols or
1.1.1 Welding in steel hull construction of all abbreviations used in detailing the weld
types of ships is to comply with the requirements connections should be included on the plans.
of this Chapter.
Details of proposed welding procedure is to be
Welding in aluminium structures will be specially submitted indicating preheating temperature and
considered. any post-welding heat treatment, if employed.
Extent to which automatic welding, including
1.2 Documentation deep penetration welding, is to be employed
should also be indicated.
1.2.1 Connection details of the welded structural
members, including type and size of welds are
Section 2
Welding
2.1 Welders and supervision 2.2.2 For the connection of two different grades
of steel of the same tensile strength properties,
2.1.1 Welders are to be proficient in the type of electrodes suitable for the lower grade will be
work on which they are to be engaged. The generally acceptable except at structural
records of their tests and qualifications are to be discontinuities or other points of stress
kept by the builders and made available to the concentration.
Surveyors. A sufficient number of skilled
supervisors are to be employed to ensure 2.2.3 For the connection of steel of different
effective control at all stages of assembly and tensile strengths, the electrodes are to be
welding operations. suitable for the tensile strength of the
component, on the basis of which the weld fillet
2.2 Welding electrodes size has been determined in Sec.3.
2.2.1 Electrodes and welding consumables 2.3 Preparation for welding

approved by IRS in accordance with the
requirements of Pt.2, Ch.11 and suitable for the 2.3.1 The parts to be welded are to be fitted in
type of joint and grade of steel, are to be used. accordance with the approved joint detail. The

Chapter 17 Part 3
Page 2 of 11 Welding
edge preparation is to be accurate and uniform. 2.5 Approval of procedures

Means are to be provided for maintaining the
parts to be welded, in correct position during the 2.5.1 Unless previously approved, welding
welding operations. Excessive force is not to be procedures are to be established by the yard
employed in aligning the parts before welding and forwarded to IRS for approval. The welding
and the means employed in maintaining the procedure specifications are to include detailed
alignment are to be so arranged as to allow for description of the base material, primer, plate
expansion and contraction during the welding thickness range, joint/groove design, welding
operation. All methods employed in correcting consumable, welding position, welding
improper alignment are to be to the satisfaction techniques, welding parameters, preheating/
of the Surveyor. interpass temperature and post heat treatment if
any.
2.3.2 All surfaces to be welded are to be clean,
dry and free from rust, scale and grease. The The welding for procedure qualification and
surface and boundaries of each run of deposit subsequent testing, are to be witnessed by the
are to be thoroughly cleaned and freed from IRS Surveyor.
slag before the next run is applied. Before a
manual sealing run is applied to the back of a 2.6 Inspection of welds
weld, the original root material is to be gouged
out to sound metal. 2.6.1 Effective arrangements are to be provided
for the inspection of finished welds to ensure
2.3.3 Tack welding is to be kept to a minimum, that all welding has been satisfactorily
and where used, should be equal in quality to completed.
that of the finished welds. Any defective tack
weld is to be cut out before completing the 2.6.2 All finished welds are to be visually
finished welds. Care is to be taken in removing inspected and are to be sound, uniform and
the tack welds to ensure that the structure is not substantially free from slag inclusions, porosity,
damaged in doing so. undercutting or other defects. Welds and
adjacent base metal are to be free from injurious
2.4 Welding procedure arc strikes.
2.4.1 Only approved welding procedures are to 2.6.3 For the examination of important structural
be used, See 2.5. welds, visual inspection is to be supplemented
by radiography or other acceptable non-
2.4.2 Structural arrangements are to be such as destructive crack or flaw detection methods. The
to allow adequate access for satisfactory extent of such examination is to be to the
completion of all welding operations. Welded Surveyors' satisfaction, but particular attention is
joints are to be so arranged so as to facilitate to be given to the following locations:
downhand welding wherever possible.
a) Junction and crossings of seams and butts
2.4.3 The sequence of welding is to be so in strength deck, sheer strake, side and
planned that any restraint during welding bottom shell within 0.4L amidships.
operations is reduced to a minimum. The ends
of the frames and stiffeners should be left b) Butts of keel plating and rounded
unattached to the plating at the subassembly sheerstrake within 0.4L amidships.
stage until connecting welds are made, in the
intersecting systems of plating, framing and c) Insert plates in way of hatch openings on
stiffeners, at the erection stage. the strength deck.
Where a butt meets a seam, the welding of the d) Butts of longitudinal framing and longitudinal
seam should be interrupted well clear of the bulkhead stiffeners within 0.4L amidships.
junction and not be continued until the butt is
completed. Welding of the butt should continue 2.6.4 Defective sections of welds as found by
past the open seam and the weld be chipped visual or non- destructive examination or
out for the seam to be welded straight through. leakages under hydrostatic tests, are to be
gouged out as necessary and carefully
2.4.4 Adequate precautions are to be taken to rewelded.
ensure that the welding site is protected from
the deleterious effects of high moisture, severe
wind and extreme cold.

Page 3 of 11
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Section 3
Welded Connections
3.1 Butt welds s = length [mm], of the correctly proportioned

weld fillets, clear of end craters is not to be less
3.1.1 Plates of equal thickness may be manually than 75 [mm].
butt welded as per Fig.3.1.1. For automatic The weld factors for various connections are
welding procedures and special welding generally to be as given in Table 3.2.1.
techniques, the welding procedure will be
specially considered. Where an approved automatic deep penetration
procedure is used, the weld factors may be
3.1.2 For joints of plates with difference in reduced by 15 per cent.
thickness of more than 4 [mm], the thicker plate
is to be tapered. The taper is not to exceed 1:3. 3.2.2 The throat thickness is not to be less than
Edge preparation after the tapering is to be as 3.0 [mm] for tp upto 8.0 [mm] and 0.21 tp or 3.25
indicated in 3.1.1 above. [mm], whichever is greater, for tp over 8 [mm].
The throat thickness is also generally not to be
3.1.3 All manual butt welds are normally to be greater than 0.44 tp for double continuous welds
welded from both sides. Where a back ceiling and the greater of 0.44 tp or 4.5 [mm] for
run is not practicable or in certain cases when intermittent welds.
the stress level in the members is very low,
welding on one side may be permitted provided 3.2.3 The leg length is not to be less than 2
the welding process is found satisfactory. times the specified throat thickness.
3.1.4 Where stiffening members, attached by 3.2.4 Where the connection is highly stressed,
continuous fillet welds, cross the finished butt or deep penetration or full penetration welding may
seam welds, these welds are to be made flush be required. Where full penetration welding is
in way of the faying surface. Similarly for butt required, the abutting plate may require to be
welds in webs of stiffening members, the butt beveled. (See Fig.3.2.4).
weld is to be first completed and made flush with
the stiffening member before the stiffener is 3.2.5 Continuous welding is to be adopted in the
connected to the plating by fillet weld. The ends following locations and may be used elsewhere
of the flush portion are to run out smoothly if desired.
without notches or any sudden change of
section. Where such conditions can not be a) Boundaries of weathertight decks and
complied with, a scallop is to be arranged in the erections, including hatch coamings,
web of the stiffening member. Scallops are to be companionways and other openings.
of such size and in such a position, that a
satisfactory weld can be made. b) Boundaries of tanks and watertight
compartments.
3.2 'T' connections
c) All structures in the afterpeak and the
3.2.1 The throat thickness (See Fig.3.2.1) of the afterpeak bulkhead stiffeners.
fillet welds is given by:
d) All welding inside tanks intended for
throat thickness = tp . weld factor . d/s chemicals or edible liquid cargoes.
where, e) All lap welds in tanks.
tp = thickness [mm], of the thinner of the two f) Floors and girders to bottom shell in the
parts being connected. 0.25L forward.
d = distance [mm], between the successive weld g) Primary and secondary members to plating
fillets.

Chapter 17 Part 3
in way of end connection and end brackets are adopted, the width of overlap is to be
to plating in the case of lap connection. adequate to ensure a good weld, the surfaces
are to be in close contact and the joints should
h) Where the thickness of the abutting member be closed all round by continuous fillet weld.
(i.e. stiffener web) is greater than 15 [mm]
and also exceeds the thickness of the table 3.4 Slot weld
member (e.g. plating).
3.4.1 For the connection of plating to internal
i) Where loading is mainly of dynamic nature webs, where access for welding is not
(e.g. bottom and side plating forward practicable, the closing plating is to be attached
subjected to slamming and bow impact). by continuous full penetration or slot welds to
flat bars fitted to the webs. Slots are to be well
j) Other connections as given in Table - 3.2.1. rounded at ends, to have a minimum length of
75 [mm] and in general, a minimum width of
3.2.6 Where intermittent welding is used, the twice the plating thickness. The distance
welding is to be made continuous around the between the slots is not to exceed 150 [mm].
ends of brackets, lugs, scallops and at other Complete filling of the slots is normally not
orthogonal connections with other members. permitted.
Where intermittent welding is permitted as per
Table 3.2.1, only scalloped welding is to be used 3.5 End connection
in tanks for water ballast, cargo oil or freshwater.
3.5.1 In way of the end connections of girders
Chain or staggered intermittent welding may be double continuous welding is to be used all
used in dry spaces or tanks arranged for fuel oil around. The weld area is not to be less than the
only. cross-sectional area of the member, and the
throat thickness not less than that given by
3.2.7 Where structural members pass through Table 3.2.1 for girder ends.
the boundary of a tank, and leakage into the
adjacent space could be hazardous or 3.5.2 Where stiffeners have bracketed end
undesirable, full penetration welding is to be connections, bracket arms are to be welded all
adopted for the members for at least 150 [mm] around and the throat thickness is not to be less
on each side of the boundary. Alternatively, a than 0.35 times the thickness of bracket.
small scallop of suitable shape may be cut in the
member close to the boundary outside the 3.5.3 Where stiffeners are continuous at girder,
compartment, and carefully welded all round. they are to be connected to the webs, either
directly and/or by means of lugs. The weld area
3.3 Lap connections is to be such that the shear stress does not
exceed 80/k [N/mm2]. Where the shear forces
3.3.1 Overlaps are not to be used to connect are high, a double sided connection to the web
plates which may be subjected to high strength and/or a web stiffener welded on top of the
or compressive loading. However, where they continuous stiffener may be required.

Page 5 of 11
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Chapter 17 Part 3

Page 7 of 11
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Table 3.2.1 : Weld factors for fillet welds
Permitted type of
weld
Structural Items Weld Factors Remarks
Double Intermi-
cont. ttent
Single Bottom
Centre girder To keel plate or bar keel 0.3 *
To face plate 0.15 *
Side girder To bottom shell 0.15 *
To floors 0.20 *
Floors To keel plate 0.15 *
To shell plating 0.15 *
To centre girder 0.35 *
To longitudinal bulkheads 0.35 *
Stern-tube covering 0.15 *
Bottom longitudinal To shell plating 0.13 *
Double Bottom (See Note 1)

Centre girder or duct keel To keel plate 0.3 *
To inner bottom 0.25 *
Side girder To bottom shell 0.15 *
To floors 0.15 *
Floors To shell plating 0.15 *
To inner bottom/margin 0.15 *
plate
To centre girder/keel plate 0.20 *
Margin plate To shell plating 0.4 *
Inner bottom To side shell 0.4 *
Tank side brackets To shell plating 0.3 *
To margin plate 0.3 *
Bracket floor To inner bottom/bottom 0.15 *
shell
To centre girder 0.25 *
To side shell/margin plate 0.25 *
Bottom frames To shell plating 0.13 *
Reverse frames To inner bottom 0.13 *
Longitudinals To shell plating 0.13 *
Tank boundaries and bilge 0.40 *
wells
Stiffeners To floors and girders 0.13 *

Chapter 17 Part 3
Table 3.2.1 : Weld factors for fillet welds (Contd.)
Permitted type of
weld
Double Intermi-
cont. ttent
Structure in Machinery Space
Floors and girders To shell and inner bottom 0.3 *
To face plate 0.2 *
Transverse and longitudinal To shell plating 0.15 *
frames
Floors To centre girder in way of
engine, thrust blocks and
boiler seatings
- in single bottom 0.50 *
- in double bottom 0.30 *
Main engine foundation To top plate 0.5 * See Note 2
girders
To hull structure 0.4 *
Floors To engine girder 0.4 *
Brackets etc. To engine girders 0.3 *
Side Structure
Transverse frames To side shell
- in tanks 0.13 *
- elsewhere 0.11 * For bulk carriers see
Pt.5, Ch.1, Sec.2.5
Side longitudinals To shell plating 0.13 *
Web frames and side To shell plating
stringers
- within 0.2 x span from 0.35 *
ends
- elsewhere 0.20 *
To face plate and tripping 0.15 *
bracket
Web frames To side stringers 0.3 *
Deck Structure
Strength deck To shell F.P. See Note 3
Other decks To shell and bulkheads 0.3 *
Generally
Deck beams To deck plating
- in tanks 0.13 *
- elsewhere 0.11 *
Deck longitudinals To decks 0.13 *
Deck girders To deck plating
ends
- elsewhere 0.20 *
To face plating and 0.15 *
tripping brackets
Cantilever webs To shell, decks, face 0.35 *
plates and longitudinal
girders at ends
Pillars To deck, inner bottom and 0.40 *
pillar brackets

Page 9 of 11
___________________________________________________________________________________
Permitted type of
weld
Double Intermi-
cont. ttent
Construction in 0.25L from F.P.
Floors and girders To shell 0.25 *
Bottom longitudinals To shell 0.15 *
Shell To transverse and 0.15 *
longitudinal
Panting stringers To shell and frames 0.30 *
All internal structure In fore peak (unless a 0.13 *
higher factor is specified)
Aft Peak Construction
All internal structure On bottom, side shell and 0.3 *
See 3.2.5
aft peak bulkhead
Bulkheads and Partitions
Boundaries of Watertight, oiltight and 0.4 * To be specially
wash bulkheads and shaft considered for chemical
tunnels cargo tanks
Stiffeners On tank and wash 0.13 *
bulkheads
On pillar bulkheads 0.13 *
On ordinary bulkheads 0.11 *
Vertical and horizontal To bulkhead plating
girders in tanks and wash
bulkheads
ends
- elsewhere 0.30 *
- to faceplace 0.30 *
- to tripping brackets 0.15 *
Vertical and horizontal To bulkhead plating
girders elsewhere
ends
- elsewhere 0.20 *
To faceplate and tripping 0.15 *
brackets
Primary Structures in Cargo Tanks
Webs To shell, deck and
bulkheads
ends
- elsewhere 0.3 * * See 3.2.6
Webs To face plates 0.3 * * "

Webs To webs of other primary 0.3 *
members
Boundaries of Tripping brackets 0.15 * * "
Superstructures and Deck Houses

External bulkheads To deck
- on 1st and 2nd tiers 0.40 *
- elsewhere 0.25 *
Internal bulkheads Boundaries 0.13 *
stiffeners To external bulkheads 0.10 * See Note 4

Chapter 17 Part 3
Permitted type of
weld
Double Intermi-
cont. ttent
Hatchways and Closing Appliances
Hatch coaming To deck at corners 0.5 *
To deck elsewhere 0.4 *
To face plate 0.4 *
To hatch cover rest bar 0.16 *
Hatch cover To stiffeners 0.12 *
Rudders and Nozzles

Rudders See Note 5
Main piece members To coupling flange F.P. *
To each other 0.44 *
Rudder plating To rudder webs, 0.20 *
elsewhere
Nozzles Generally as for rudders
Miscellaneous Fittings and Equipment

Framing ring for manhole To deck and bulkhead 0.4 *
type covers
Framing around ports and To plating 0.4 *
W.T./oiltight doors
Sea-chest boundary welds Exposed to sea 0.5 *
Elsewhere 0.4 *
Ventilators, air pipes etc. To deck 0.4 *
Bulwark stays To deck 0.4 *
To bulwark plating 0.2 *
Bilge keel To ground bars 0.2 * *
Bilge keel ground bar To side shell 0.35 * Continuous fillet weld of
minimum 4 [mm] throat
Fabricated anchors F.P. thickness
Masts, derrick posts, crane pedestals, deck machinery and
To be considered in each individual case
mooring equipment seating - to deck etc.
Intermittent welding means chain intermittent, staggered intermittent or scalloped welding with rounded ends.
For permitted use see 3.2.6.
F.P. means Full Penetrant weld
Note 1 For tank boundaries see 3.2.5. Where intermittent fillet welding of internals is proposed, see 3.2.6.
Note 2 Preferably to be deep penetration or full penetration weld depending on the thickness of the engine girders.
Note 3 Generally full penetration, but alternative proposals may be considered depending on tp.
Note 4 For end connections see Chapter 11, 3.1.4.
Note 5 See Chapter 14, Section 4.1.

Page 11 of 11
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End of Chapter

Page 1 of 10
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Chapter 18
Hull Inspection, Workmanship and Testing
Contents
Section
1 Hull Inspection
2 Workmanship
3 Testing of Tanks and Tight Boundaries for SOLAS Ships
4 Testing of Tanks and Tight Boundaries for Non-SOLAS Ships and SOLAS
Exemption / Equivalent Ships
Section 1
Hull Inspection
1.1 Approval of works and equipment can be considered favourably in

this regard.
1.1.1 The builders, intending to class vessels to
be built at their yard with IRS, are to 1.2 Inspection facilities
demonstrate their capability to carry out the
fabrication to acceptable quality standards 1.2.1 Adequate facilities are to be provided to
before the commencement of the fabrication. enable the Surveyor to carry out a satisfactory
Similar approval procedure shall apply to inspection of all components during each stage
subcontractor's works also. Previous experience of prefabrication and construction.
in the building and repair of relevant structures
Section 2
Workmanship
2.1 General 2.3 Cold forming
2.1.1 All workmanship is to be of good quality 2.3.1 Flanging and bending of plates while cold
and in accordance with good shipbuilding forming are not to have an average bending
practice. Any defect is to be rectified to the radius less than three times the plating
satisfaction of the Surveyor before being thickness. The minimum radius is not to be less
covered with paint, cement or other composition. than twice the plating thickness.
2.1.2 The assembly sequence and welding 2.3.2 During joggling of plates and profiles, the
sequence are to be agreed prior to construction depth of joggle is not to be less than four times
and are to be to the satisfaction of the Surveyor. and the bending radius not less than twice the
web thickness.
2.2 Plate edges and cut-outs
2.4 Hammering, bending and straightening
2.2.1 Openings, holes and other cut-outs in the
main structural components are to be rounded 2.4.1 Steel being worked on when hot, is not to
off by adequately large radii. The free edges of be overheated, and it is to be hammered and
cut-outs, hatch corners etc. are to be properly bent in the appropriate heat condition. Steel
prepared and are to be free from notches. All which is burnt, is not to be used.
edges should be faired.
Chapter 18 Part 3
Page 2 of 10 Hull Inspection, Workmanship and Testing
2.4.2 Flame heating may be employed to not severe.

straighten buckled plating when the buckling is
Section 3
Testing of Tanks and Tight Boundaries for SOLAS Ships
3.1 General - Watertight boundaries other than tank

boundaries for their watertightness,
3.1.1 Testing procedures of watertight and
compartments for SOLAS Ships are to be
carried out in accordance with this section, - Weathertight boundaries for their
unless the shipyard provides documentary weathertightness.
evidence of the shipowner’s agreement to a
request to the Flag Administration: Note : Gravity tank means a tank that is subject
to vapour pressure not greater than 0.07 [MPa].
a) for an exemption from the
application of SOLAS Chapter II-1, “Watertight” means having scantlings and
Regulation 11, or arrangements capable of preventing the
passage of water in any direction under the
b) for agreeing to an equivalency, that head of water likely to occur in intact and
the requirements of Section 4 is damaged conditions. In the damaged condition,
equivalent to SOLAS Chapter II-1, the head of water to be considered in the worst
Regulation 11; situation at equilibrium, including intermediate
stage of flooding.
c) and, the above-mentioned
exemption/equivalency has been “Weathertight” means that in any sea conditions,
granted by the Flag Administration water will not penetrate into the ship.
Weathertight Closing appliances for hatches,
3.1.2 These test procedures are to confirm the doorways and other access openings,
watertightness of tanks and watertight ventilators, air-pipes etc are to be such as to
boundaries and the structural adequacy of tanks prevent the passage of water into the ship in all
which consist of the watertight subdivisions of sea conditions.
ships. These procedures may also be applied to
verify the weathertightness of structures and 3.2.2 The testing of the cargo containment
shipboard outfitting. The tightness of all tanks systems of liquefied gas carriers is to be in
and watertight boundaries of ships during new accordance with testing requirements in Pt.5,
construction and those relevant to major Ch.4, Sec.4.21 to 4.26 and Table 3.4.2.
conversions or major repairs (repairs affecting
structural integrity) is to be confirmed by these 3.2.3 The testing of structures not listed in Table
test procedures prior to the delivery of the ship. 3.4.1 or 3.4.2 is to be specially considered.
Note: “Watertight Subdivision” means the 3.3 Test Types and Definitions
transverse and longitudinal subdivisions of the
ship required to satisfy the subdivision 3.3.1 The following two types of tests are
requirements of SOLAS Chapter II-1. specified in this requirement:
3.2 Application .1) Structural Test : A test to verify the structural
adequacy of tank construction. This may be a
3.2.1 All gravity tanks and other boundaries hydrostatic test or, where the situation warrants,
required to be watertight or weathertight are to a hydropneumatic test.
be tested in accordance with this section and
proven to be tight and structurally adequate as .2) Leak Test : A test to verify the tightness of a
follows: boundary. Unless a specific test is indicated, this
may be a hydrostatic / hydropneumatic test or
- Gravity tanks for their tightness and an air test. A hose test may be considered an
structural adequacy. acceptable form of leak test for certain

Page 3 of 10
___________________________________________________________________________________
boundaries, as indicated by note 3 of Table 3.3.2 The definition of each test type is as
3.4.1. follows:
Hydrostatic Test: A test wherein a space is filled with a liquid to a specified head
(Leak and Structural)
Hydropneumatic Test: A test combining a hydrostatic test and an air test, wherein a space is
(Leak and Structural) partially filled with a liquid and pressurized with air.
Hose Test (Leak) A test to verify the tightness of a joint by a jet of water with the joint
visible from the opposite side.
Air Tests: (Leak) A test to verify tightness by means of air pressure differential and
leak indicating solution. It includes tank air test and joint air tests,
such as compressed air fillet weld tests and vacuum box tests.
Compressed Air Fillet Weld An air test of fillet welded tee joints wherein leak indicating solution
Test: (Leak) is applied on fillet welds
Vacuum Box Test: (Leak) A box over a joint with leak indicating solution applied on the welds. A
vacuum is created inside the box to detect any leaks
Ultrasonic Test: (Leak) A test to verify the tightness of the sealing of closing devices such as
hatch covers by means of ultrasonic design techniques.
Penetration Test: (Leak) A test to verify that no visual dye penetrant indications of potential
continuous leakages exist in the boundaries of a compartment by
means of low surface tension liquids (i.e. dye penetrant test).
3.4 Test procedures 3.4.2.2.1 Tanks which are intended to hold

liquids, and which form part of the watertight
3.4.1 General subdivision of the ship are to be tested for
tightness and structural strength as indicated in
3.4.1.1 Tests are to be carried out in the Table 3.4.1 and 3.4.2.
presence of a Surveyor at a stage sufficiently
close to the completion of work with all hatches, 3.4.2.2.2 The tank boundaries are to be tested
doors, windows, etc., installed and all from at least one side. The tanks for structural
penetrations including pipe connections fitted test are to be selected so that all representative
and before any ceiling and cement work is structural members are tested for the expected
applied over the joints. Specific test tension and compression.
requirements are given in 3.4.4 and Table 3.4.1.
For the timing of the application of coating and 3.4.2.2.3 The watertight boundaries of spaces
the provision of safe access to joints, see 3.4.5, other than tanks for structural testing may be
3.4.6 and Table 3.4.3. exempted, provided that the water-tightness of
boundaries of exempted spaces is verified by
3.4.2 Structural test procedures leak tests and inspections. Structural testing
may not be exempted and the requirements for
3.4.2.1 Type and time of test structural testing of tanks in 3.4.2.2.1 to
3.4.2.2.2 are to be applied, for ballast holds,
Where a structural test is specified in Table chain lockers and a representative cargo hold if
3.4.1 or Table 3.4.2, a hydrostatic test in intended for in-port ballasting.
accordance with 3.4.4.1 will be acceptable.
Where practical limitations, (strength of building 3.4.2.2.4 Tanks which do not form part of the
berth, light density of liquid, etc.) prevent the watertight subdivision of the ship may be
performance of a hydrostatic test, a exempted from structural testing provided that
hydropneumatic test in accordance with 3.4.4.2 the water-tightness of boundaries of exempted
may be accepted instead spaces is verified by leak tests and inspections.
A hydrostatic test or hydropneumatic test for the 3.4.3 Leak test procedures
confirmation of structural adequacy may be
carried out while the vessel is afloat provided 3.4.3.1 For the leak tests specified in Table
the results of a leak test are confirmed to be 3.4.1, tank air tests, compressed air fillet weld
satisfactory before the vessel is afloat. tests, vacuum box tests in accordance with
3.4.4.4 through 3.4.4.6, or their combination, will
3.4.2.2 Testing Schedule for New Construction be acceptable. Hydrostatic or hydropneumatic
or Major Structural Conversion tests may also be accepted as leak tests

Chapter 18 Part 3
provided that 3.4.5, 3.4.6 and 3.4.7 are complied the joint not exceeding 1.5 [m]. The water jet is
with. Hose tests will also be acceptable for such to impinge directly upon the weld.
locations as specified in Table 3.4.1 with Note 3,
in accordance with 3.4.4.3. The application of 3.4.4.3.2 Where a hose test is not practical
the leak test for each type of welded joint is because of possible damage to machinery,
specified in Table 3.4.3. electrical equipment insulation or outfitting
items, it may be replaced by a careful visual
3.4.3.2 Air tests of joints may be carried out in examination of welded connections, supported
the block stage provided that all work on the where necessary by means such as a dye
block that may affect the tightness of a joint is penetrant test or ultrasonic leak test or the
completed before the test. See also 3.4.5.1 for equivalent.
the application of final coatings and 3.4.6 for the
safe access to joints and the summary in Table 3.4.4.4 Tank air test
3.4.3.
3.4.4.4.1 All boundary welds, erection joints and
3.4.4 Test Methods penetrations, including pipe connections, are to
be examined in accordance with approved
3.4.4.1 Hydrostatic Test procedure and under a stabilized pressure
differential above atmospheric pressure not less
3.4.4.1.1 Unless another liquid is approved, than 0.015 [MPa], with a leak indicating solution
hydrostatic tests are to consist of filling the such as soapy water/detergent or a proprietary
space with fresh water or sea water, whichever brand applied.
is appropriate for testing, to the level specified in
Table 3.4.1 or Table 3.4.2. ( See also 3.4.7). 3.4.4.4.2 A U-tube with a height sufficient to hold
a head of water corresponding to the required
3.4.4.1.2 In cases where a tank is designed for test pressure is to be arranged. The cross
cargo densities greater than sea water and sectional area of the U-tube is not to be less
testing is with fresh water or sea water, the than that of the pipe supplying air to the tank.
testing pressure height is to simulate the actual Arrangements involving the use of two
loading for those greater cargo densities. calibrated pressure gauges to verify the required
test pressure may be accepted taking into
3.4.4.1.3 All external surfaces of the tested account the following:
space are to be examined for structural
distortion, bulging and buckling, other related a) Where there is no protection by suitable
damage and leaks. barriers / screens,
3.4.4.2 Hydropneumatic test i. verification and confirmation

that the test procedure is
3.4.4.2.1 Hydropneumatic tests, where followed,
approved, are to be such that the test condition, ii. Verification and confirmation
in conjunction with the approved liquid level and that test equipment is in good
supplemental air pressure, will simulate the condition,
actual loading. The requirements and iii. Verification and confirmation
recommendations for tank air tests in 3.4.4.4 will that the isolating valves are
also apply to hydropneumatic tests. (See also tight,
3.4.7). iv. Verification and confirmation
that the test pressure gauges
3.4.4.2.2 All external surfaces of the tested (at least 2 pcs) are calibrated
space are to be examined for structural and are of suitable range as per
distortion, bulging and buckling, other related test pressure,
damage and leaks. v. Confirmation that the pressure
gauges are not isolated or
3.4.4.3 Hose test bypassed, and that releasing
mechanisms or safety valves
3.4.4.3.1 Hose tests are to be carried out with are of adequate size/rating and
the pressure in the hose nozzle maintained at correctly set.
least at 0.2 [MPa] i.e. (2 bar) during the test. The vi. Confirmation that the Pipe work,
nozzle is to have a minimum inside diameter of especially flexible piping, is free
12 [mm] and be at a perpendicular distance from from damage or leaking joints.

Page 5 of 10
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vii. Confirmation that the Inlet, 3.4.4.7 Ultrasonic test
outlet and release arrangement
for the test medium to or from 3.4.4.7.1 An ultrasonic echo transmitter is to be
the item being tested are arranged inside of a compartment and a
properly fabricated and receiver is to be arranged on the outside. The
supported, including their watertight / weathertight boundaries of the
appropriate dimensions (e.g. compartment are scanned with the receiver in
Smaller diameter for inlets and order to detect an ultrasonic leak indication. A
bigger diameter for outlets, as location where sound is detectable by the
well as releasing means). receiver indicates a leakage in the sealing of the
compartment.
b) If a releasing mechanism is used in lieu
of a U-tube, 3.4.4.8 Dye penetration test
i. It is to be evaluated, whether 3.4.4.8.1 A test of butt welds or other weld joints

the design of the mechanism is uses the application of a low surface tension
similar to the U-tube principle liquid at one side of a compartment boundary or
(i.e. suitable to be lifted by the structural arrangement. If no liquid is detected
predetermined excessive on the opposite sides of the boundaries after the
pressure, and not subject to any expiration of a defined period of time, this
kind of spring or restricting indicates tightness of the boundaries. In certain
device). cases, a developer solution may be painted or
ii. The safety precautions adopted sprayed on the other side of the weld to aid leak
for the test are to be carefully detection.
reviewed and the risks after
taking into account necessary 3.4.4.9 Other tests
precautions are to be evaluated
3.4.4.9.1 Other methods of testing may be
3.4.4.4.3 A double inspection is to be made of considered by IRS upon submission of full
tested welds. The first is to be immediately upon particulars prior to the commencement of
applying the leak indication solution; the second testing.
is to be after approximately four or five minutes
in order to detect those smaller leaks which may 3.4.5 Application of coating
take time to appear.
3.4.5.1 Final coating
3.4.4.5 Compressed air fillet weld test
3.4.5.1.1 For butt joints welded by an automatic
3.4.4.5.1 In this air test, compressed air is process, the final coating may be applied any
injected from one end of a fillet welded joint and time before the completion of a leak test of
the pressure verified at the other end of the joint spaces bounded by the joints, provided that the
by a pressure gauge. Pressure gauges are to be welds have been carefully inspected visually to
arranged so that an air pressure of at least the satisfaction of the Surveyor.
0.015 [MPa] can be verified at each end of all
passages within the portion being tested. 3.4.5.1.2 However, the Surveyor reserves the
right to require a leak test prior to the application
Note : Where a leak test is required for of the final coating over automatic erection butt
fabrication involving partial penetration welds, a welds.
compressed air test is also to be applied in the
same manner as to fillet weld where the root 3.4.5.1.3 For all other joints, the final coating is
face is large, i.e., 6-8 [mm]. to be applied after the completion of the leak
test of the joint. See also Table 3.4.3.
3.4.4.6 Vacuum box test
3.4.5.2 Temporary coating
3.4.4.6.1 A box (vacuum testing box) with air
connections, gauges and an inspection window 3.4.5.2.1 Any temporary coating which may
is placed over the joint with a leak indicating conceal defects or leaks is to be applied at the
solution applied to the weld cap vicinity. The air time as specified for the final coating (See
within the box is removed by an ejector to create 3.4.5.1). This requirement does not apply to
a vacuum of 0.02 - 0.026 [MPa] inside the box. shop primer.

Chapter 18 Part 3
3.4.6 Safe access to joints

3.4.7.1 In cases where the hydrostatic or
3.4.6.1 For leak tests, a safe access to all joints hydropneumatic tests are applied instead of a
under examination is to be provided. See also specific leak test, examined boundaries must be
Table 3.4.3. dew-free, otherwise small leaks are not visible.
3.4.7 Hydrostatic or hydropneumatic tightness

test
Table 3.4.1 : Test requirements for Tanks and Boundaries
Sr. Tank or boundary to be Test type Test head or pressure Remarks

No. tested
1 Double bottom tanks4 Leak and The greater of
structural1 - top of the overflow
- to 2.4 [m] above top of
tank2, or
- to bulkhead deck
2 Double bottom voids5 Leak See 3.4.4.4 through 3.4.4.6, as Including pump
applicable room double bottom
and bunker tank
protection double
hull required by
MARPOL Annex I
3 Double side tanks Leak and The greater of
structural1 - top of the overflow,
tank2,8, or
- to bulkhead deck
4 Double side voids Leak See 3.4.4.4 through 3.4.4.6, as
applicable
5 Deep tanks other than those Leak and The greater of
listed elsewhere in this table structural1 - top of the overflow,
tank2,8
6 Cargo oil tanks Leak and The greater of
structural1 - top of the overflow,
tank2,8, or
- top of tank2 plus setting of
any pressure relief
valve
7 Ballast hold of bulk carriers Leak and - Top of cargo hatch coaming
structural1
8 Peak tanks Leak and The greater of After peak to be
structual1 - top of the overflow, or tested after
- to 2.4 [m] above top of installation of stern
tank2,8 tube
9 a. Fore peak spaces Leak See 3.4.4.3 through 3.4.4.6, as
with equipment applicable
b. Fore peak voids Leak See 3.4.4.4 through 3.4.4.6, as
applicable
c. Aft peak spaces with Leak See 3.4.4.3 through 3.4.4.6, as
equipment applicable
d. Aft peak voids Leak See 3.4.4.4 through 3.4.4.6, as After peak to be
applicable tested after
installation of stern
tube
10 Cofferdams Leak See 3.4.4.4 through 3.4.4.6, as
applicable
11 a. Watertight Leak10 See 3.4.4.3 through 3.4.4.6, as
bulkheads applicable7
b. Superstructure end Leak See 3.4.4.3 through 3.4.4.6, as
bulkheads applicable

Page 7 of 10
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Sr. Tank or boundary to be Test type Test head or pressure Remarks

No. tested
12 Watertight doors below Leak 6, 7 See 3.4.4.3 through 3.4.4.6, as
freeboard or bulkhead deck applicable
13 Double plate rudder blades Leak See 3.4.4.4 through 3.4.4.6, as
applicable
14 Shaft tunnels clear of deep Leak3 See 3.4.4.3 through 3.4.4.6, as
tanks applicable
15 Shell doors Leak3, 9 See 3.4.4.3 through 3.4.4.6, as
applicable
16 Weathertight hatch covers Leak3,7 See 3.4.4.3 through 3.4.4.6, as Hatch covers closed
and closing appliances applicable by tarpaulins and
battens excluded
17 Dual purpose tanks / dry Leak3,7 See 3.4.4.3 through 3.4.4.6, as In addition to
cargo hatch covers applicable structural test in item
6 or 7
18 Chain lockers Leak and Top of chain pipe
structural1
19 L.O. sump tanks and other Leak - See 3.4.4.3 through 3.4.4.6
similar tanks/spaces under as applicable
main engines
20 Ballast ducts Leak and The greater of
structural1 - Ballast pump maximum
pressure, or
- Setting of any pressure relief
valve
21 Fuel Oil Tanks Leak and The greater of
structural1 - Top of the overflow,
- To 2.4 [m] above top of
tank2,8 or
- To top of tank2 plus
setting of any pressure
relief valves, or
- To bulkhead deck
Notes :
1. Refer to section 3.4.2.2
2. The top of a tank is the deck forming the top of the tank excluding any hatchways.
3. Hose Test may also be considered as a method of the test, see 3.3.2.
4. Including tanks arranged in accordance with the provisions of SOLAS regulation II-1/9.4.
5. Including duct keels and dry compartments arranged in accordance with the provisions of SOLAS regulation II-1/11.2 and
II-1/9.4 respectively, and/or oil fuel tank protection and pump room bottom protection arranged in accordance with the
provisions of MARPOL Annex I, Chapter 3, Part A regulation 12A and Chapter 4, Part A, regulation 22 respectively.
6. Where water tightness of a watertight door has not been confirmed by prototype test, testing by filling watertight spaces
with water is to be carried out. See SOLAS regulation II-1/16.2 and MSC/Circ.1176.
7. An alternative to the hose testing, other testing methods listed in 3.4.4.7 through 3.4.4.9 may be applicable subject to
adequacy of such testing methods being verified. See SOLAS regulation II-1/11.1. For watertight bulkheads (item 11 a)
alternatives to the hose testing may only be used where a hose test is not practicable.
8. For vessels of L < 90 [m], the head of water above highest point of tank may be (0.02L + 0.6) [m], but not less than 1.0 [m].
However, in mechanically propelled cargo ships of 500 GT and above and passenger ships, for tanks forming part of the
watertight subdivision (See Pt.3, Ch.10, 4.2.1), head of water above the highest point of tank is to be 2.4 [m].
9. Watertight shell doors are to be prototype tested prior to installation on board.
10. A “Leak and Structural test” (see 3.4.2.2) is to be carried out for a representative cargo hold if intended for in-port
ballasting. The filling level requirement for testing cargo holds intended for in-port ballasting is to be the maximum loading
that will occur in-port as indicated in the loading manual.
11. Where L.O sump tanks and other similar spaces under main engines intended to hold liquid form part of the watertight
subdivision of the ship, they are to be tested as per the requirements of item 5, Deep tanks other than those listed
elsewhere in this table.

Chapter 18 Part 3
Table 3.4.2 : Additional Test requirements for Special Service Ships / Tanks
Sr. Type of Ship / Structures to Type of Test Test Head of Pressure Remarks
No. Tank be tested
1 Liquefied gas Integral tanks Leak and Refer Pt 5, Ch 4, Sec 4
carriers structural
Hull structure Refer to Pt.5, Refer Pt 5, Ch 4, Sec 4
supporting Ch.4, Sec 4
membrane or
semi-membrane
tanks
Independent Refer to Pt.5, Refer Pt 5, Ch 4, Sec 4
tanks type A Ch.4, Sec 4
tanks type B Ch.4, Sec 4
tanks type C Ch.4, Sec4
2 Edible liquid Independent Leak and The greater of
tanks tanks structural1 - top of the
overflow, or
- to 0.9 [m]
above top
of tank2
3 Chemical Integral or Leak and The greater of Where a
carriers independent structural1 - to 2.4 [m] cargo tank is
cargo tanks above top designed for
of tank2, or the carriage
- to top of tank2 of cargoes
plus setting with specific
of any gravities
pressure larger than 1 ,
relief valve an
appropriate
additional
head is to be
considered
Note :
1 Refer to section 3.4.2.2
2. Top of tank is deck forming the top of the tank excluding any hatchways

Page 9 of 10
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Table 3.4.3 : Application of leak test, coating and provision of safe access for
type of welded joints
Type of welded joints Leak Test Coating1 Safe Access2

Before leak After leak Leak test Structural
test test but test
before
structural
test
Butt Automatic Not required Allowed3 N/A Not required Not required
Manual or Required Not allowed Allowed Required Not required
semi-
automatic4
Fillet Boundary Required Not allowed Allowed Required Not required
including
penetrations
Notes :
1. Coating refers to internal (tank / hold coating), where applied and external (shell/deck) painting.
It does not refer to shop primer.
2. Temporary means of access for verification of the leak test.
3. The condition applies provided that the welds have been carefully inspected visually to the
satisfaction of the Surveyor
4. Flux Core Arc Welding (FCAW) semiautomatic butt welds need not be tested provided that
careful visual inspection show continuous uniform weld profile shape, free from repairs, and the
results of NDE testing show no significant defects.
Section 4
Procedures for Testing Tanks and Tight Boundaries for Non-SOLAS

Ships and SOLAS Exemption/Equivalent Ships
4.1 General engaged on international voyages or cargo
ships which are less than 500 GT.
4.1.1 These test procedures are to confirm the
watertightness of tanks and watertight 4.1.3 Testing procedures of watertight
boundaries and the structural adequacy of tanks compartments are to be carried out in
which consist of the watertight subdivisions of accordance with this section for non-SOLAS
ships. These procedures may also be applied to ships and those SOLAS ships for which the
verify the weathertightness of structures and shipyard provides documentary evidence of the
shipboard outfitting. The tightness of all tanks shipowner’s agreement to a request to the Flag
and watertight boundaries of ships during new Administration:
construction and those relevant to major
conversions or major repairs is to be confirmed a) for an exemption from the
by these test procedures prior to the delivery of application of SOLAS Chapter II-1,
the ship. Regulation 11, or
Note: Major repair means a repair affecting b) for agreeing to an equivalency, that
structural integrity the requirements of this section is
equivalent to SOLAS Chapter II-1,
4.1.2 For the purpose of application of this Regulation 11;
section, Non-SOLAS Ships are those ships not

Chapter 18 Part 3
c) and, the above-mentioned 2.structural testing is carried out for at

exemption/equivalency has been least one tank of each type among all
granted by the Flag Administration. tanks of each sister vessel.
4.2 Application 3.additional tanks may require structural

testing if found necessary after the
4.2.1 Testing procedures are to be carried out in structural testing of the first tank or if
accordance with the requirements of Section 3 deemed necessary by the attending
in association with the following alternative Surveyor.
procedures for 3.4.2.2 of Section 3 “Testing
Schedule for New Construction or Major For cargo space boundaries adjacent to
Structural Conversion” and alternative test other compartments in tankers and
requirements for Section 3 Table 3.4.1. combination carriers or boundaries of
tanks for segregated cargoes or
4.2.2 The tank boundaries are to be tested from pollutant cargoes in other types of ships,
at least one side. The tanks for structural test the provisions of 4.2.3 will apply in lieu
are to be selected so that all representative of 4.2.5.2.
structural members are tested for the expected
tension and compression. 4.2.6 Sister ships built (i.e. keel laid) two years
or more after the delivery of the last ship of the
4.2.3 Structural tests are to be carried out for at series, may be tested in accordance with 4.2.5
least one tank of a group of tanks having at the discretion of IRS, provided that:
structural similarity (i.e. same design conditions,
alike structural configurations with only minor 1.general workmanship has been
localised differences determined to be maintained (i.e. there has been no
acceptable by the attending Surveyor) on each discontinuity of shipbuilding or
vessel provided all other tanks are tested for significant changes in the construction
leaks by an air test. The acceptance of leak methodology or technology at the yard,
testing using an air test instead of a structural shipyard personnel are appropriately
test does not apply to cargo space boundaries qualified and demonstrate an adequate
adjacent to other compartments in tankers and level of workmanship as determined by
combination carriers or to the boundaries of IRS); and
tanks for segregated cargoes or pollutant
cargoes in other types of ships. 2. an NDT plan is implemented and
evaluated by IRS for the tanks not
4.2.4 Additional tanks may require structural subject to structural tests. Shipbuilding
testing if found necessary after the structural quality standards for the hull structure
testing of the first tank. during new construction are to be
reviewed and agreed during the kick-off
4.2.5 Where the structural adequacy of the meeting. Structural fabrication is to be
tanks of a vessel was verified by the structural carried out in accordance with a
testing required in Section 3, Table 3.4.1, recognised fabrication standard (such
subsequent vessels in the series (i.e. sister as, IACS Recommendation 47,
ships built from the same plans at the same “Shipbuilding and Repair Quality
shipyard) may be exempted from structural Standard”) which has been accepted by
testing of tanks, provided that: IRS prior to the commencement of
fabrication/construction. The work is to
1.water-tightness of boundaries of all be carried out in accordance with the
tanks is verified by leak tests and Rules and under survey of IRS.
thorough inspections are carried out.
End of Chapter

for the
of Steel Ships
Part 4
Main and Auxiliary Machinery
July 2022
Part 4
Main and Auxiliary Machinery
Contents
Chapter 1 General Requirements for the Design and

Construction of Machinery
Chapter 2 Piping Design Requirements
Chapter 3 Pumping and Piping
Chapter 4 Prime Movers and Propulsion Shafting

Systems
Chapter 5 Boilers and Pressure Vessels
Chapter 6 Steering Gear
Chapter 7 Control Engineering
Chapter 8 Electrical Installations
Chapter 9 Deleted
Chapter 10 Requirements for Fusion Welding
Chapter 11 Spare Gear

Page 1 of 12
___________________________________________________________________________________
Contents
Chapter 1 : General Requirements for the Design and

Construction of Machinery
Section 1 : General
2.1 General
1.1 Scope
2.2 Accessibility
1.2 Machinery to be constructed under survey
2.3 Fire protection
1.3 Extent of survey
2.4 Ventilation
1.4 Departures from the rules
2.5 Communications
1.5 Plans and particulars
2.6 Machinery controls
1.6 Availability of machinery for operation
1.7 Environmental conditions Section 3 : Trials
1.8 Power ratings 3.1 General
1.9 Units 3.2 Sea Trials
1.10 Astern power

Section 4 : Certification of Machinery and
1.11 Fuel Components Based on Alternative
Certification Scheme
1.12 Materials
4.1 General
1.13 Alternative design and arrangements
4.2 Certification of diesel engines
Section 2 : Machinery Room Arrangements
Chapter 2 : Piping Design Requirements
Section 1 : General 1.9 Materials
1.1 Scope
Section 2 : Carbon and Low Alloy Steel Pipes
1.2 Classes of pipes and Fittings
1.3 Design pressure 2.1 Materials
1.4 Design temperature 2.2 Minimum thickness of steel pipes and bends
1.5 Design symbols 2.3 Types of connection
1.6 Heat treatment 2.4 Flange connections
1.7 Minimum thickness of pipes and bends 2.5 Threaded sleeve joints
1.8 Flanges

Part 4
2.6 Welding, non-destructive examination and 5.6 Temperature

post-weld heat treatment of welded pipes
5.7 Requirements for pipes/piping systems
2.7 Mechanical joints depending on service and/or locations
5.8 Material approval and quality control during

Section 3 : Copper and Copper Alloy Pipes manufacture
and Fittings
5.9 Installation
3.1 Materials
5.10 Test specification for plastic pipes
3.2 Minimum thickness of pipes
3.3 Heat treatment Section 6 : Flexible Hoses
6.1 Definition
Section 4 : Cast Iron Pipes and Fittings
6.2 Scope
4.1 Spheroidal or nodular graphite cast iron
6.3 Design and construction
4.2 Grey cast iron
6.4 Installation
Section 5 : Plastic Pipes and Fittings 6.5 Tests
5.1 General 6.6 Marking
5.2 Terms and definitions

Section 7 : Hydraulic Tests on Pipes and
5.3 Strength Fittings
5.4 Axial strength 7.1 Hydraulic tests before installation on board
5.5 Impact resistance 7.2 Testing after assembly on board
Chapter 3 : Pumping and Piping
Section 1 : General 2.1 General
1.1 Scope 2.2 Drainage of cargo holds
1.2 Plans 2.3 Drainage from refrigerated cargo spaces
1.3 Materials 2.4 Drainage from fore and aft peaks
1.4 Valves and cocks 2.5 Drainage from tanks, cofferdams and void
spaces
1.5 Shipside fittings (other than sanitary
discharges and scuppers) 2.6 Drainage from spaces above fore and after
peaks, chain lockers and above machinery
1.6 Piping installation spaces
2.7 Drainage from machinery spaces

Section 2 : Bilge and Ballast Piping Systems

Page 3 of 12
___________________________________________________________________________________
2.8 Drainage from tunnel 4.12 Fuel oil treatment system
2.9 Sizes of bilge suctions

Section 5 : Steam Piping and Condensate
2.10 Bilge pumps and ejectors Piping Systems
2.11 Pump types 5.1 Expansion and drainage
2.12 Bilge piping arrangements and fittings 5.2 Steam pipes in way of holds, shaft and pipe
tunnels
2.13 Additional requirements for passenger
ships 5.3 Relief valves
2.14 Drainage arrangements on vessels not 5.4 Steam supply to auxiliaries

fitted with propelling machinery
5.5 Steam for fire extinguishing in cargo holds
2.15 Ballast system
5.6 Condensate pumps
Section 3 : Vents, Sounding, Overflow and

Scuppers and Discharges Piping Systems Section 6 : Boiler Feed Piping Systems
3.1 General 6.1 Feed water piping
3.2 Vent pipes 6.2 Feed pumps
3.3 Overflow pipes 6.3 Valves, cocks and fittings
3.4 Sounding arrangements 6.4 Fresh-water connections
3.5 Scuppers and discharges 6.5 Feed water tanks
3.6 Water level detectors on single hold cargo 6.6 Evaporators

ships other than bulk carriers
Section 7 : Engine Cooling Water Systems

Section 4 : Fuel Oil Systems
7.1 General
4.1 General
7.2 Cooling water main supply
4.2 Oil fuel tanks
7.3 Cooling water standby supply
4.3 Oil fuel piping
7.4 Relief valves on cooling water pumps
4.4 Arrangement of valves, cocks, pumps and
fittings 7.5 Sea inlets for cooling water pumps
4.5 Heating arrangements

Section 8 : Lubricating Oil Piping Systems
4.6 Temperature indication
8.1 General
4.7 Filling arrangements
8.2 Pumps
4.8 Alternate carriage of oil fuel and water
ballast 8.3 Control of pumps and alarms
4.9 Deep tanks for the alternative carriage of oil, 8.4 Emergency supply for propulsion turbines
water ballast or dry cargo and propulsion turbogenerators
4.10 Oil fuel burning arrangements 8.5 Filters
4.11 Remote stop of oil fuel pumps and fans 8.6 Valves and cocks on lubricating oil tanks

Part 4
Chapter 4 : Prime Movers and Propulsion Shafting Systems
Section 1 : General Section 3 : Gas Turbines
1.1 Scope 3.1 Scope
1.2 Materials 3.2 Plans and particulars
1.3 Turning gear 3.3 Materials
1.4 Power ratings 3.4 Design and construction
1.5 Overload capacity 3.5 Welded components
1.6 Certification of machinery 3.6 Vibration
1.7 Type approval program 3.7 Containment
3.8 Inlet and exhaust systems

Section 2 : Steam Turbines
3.9 Fuel and salt deposits
2.1 Scope
3.10 Indication of temperature
2.2 Plan and particulars
3.11 External influences
2.3 Materials
3.12 Overhaul life
3.13 Safety arrangements
2.5 Vibration
3.14 Starting arrangements
2.6 External influences
3.15 Tests
2.7 Steam supply and water system
3.16 Shop trials
2.8 Turning gear
3.17 Electric starting
2.9 Safety arrangement
3.18 Type testing of gas turbine
2.10 Bled steam connections
2.11 Steam strainers Section 4 : Internal Combustion Engines
2.12 Emergency arrangements 4.1 Scope
2.13 Tests and equipment 4.2 Materials and material testing
2.14 Balancing 4.3 Crankshaft design
2.15 Hydraulic tests 4.4 Design and construction
2.16 Indicators for movement 4.5 Crankcase ventilation
2.17 Weardown gauges 4.6 Safety devices

Page 5 of 12
___________________________________________________________________________________
4.7 Governing 6.7 Hollow shafts
4.8 Oil fuel, lubricating oil, cooling water and 6.8 Integral couplings
exhaust gas systems
6.9 Demountable couplings
4.9 Engine starting arrangements
6.10 Tooth couplings
4.10 Type testing of oil engines
6.11 Flexible couplings
4.11 Factory acceptance test
6.12 Interference fit assemblies
4.12 Shipboard trials
6.13 Coupling bolts
4.13 Internal combustion engines operating on
low pressure natural gas 6.14 Tailshaft liners
4.14 Storage and use of selective catalytic 6.15 Keys and keyways for propeller
reduction (SCR) reductants connections
4.15 Storage of Chemical Treatment Fluids used 6.16 Stern tube and bearings
in Exhaust Gas Cleaning Systems and the
Residues which have Hazardous Properties 6.17 Roller element bearings
4.16 AC generating sets 6.18 Shaft bearing materials
6.19 Glass Reinforced Plastic coating

Section 5 : Gearing
6.20 Special approval of alloy steel used for
5.1 Scope intermediate shaft material

Section 7 : Propellers
5.3 Materials
7.1 Scope
5.5 Accuracy of gear cutting and alignment
7.3 Materials
5.6 Balancing of gear pinions and wheels
7.4 Design
5.7 Gearcases
7.5 Fitting of propellers
5.8 Type tests and sea trials
7.6 Keyless fittings of propellers without ice
5.9 Alignment and weardown gauges strengthening
5.10 Trials
Section 8 : Vibrations and Alignment
Section 6 : Main Propulsion Shafting 8.1 Scope
6.1 Scope 8.2 Basic system requirements
6.2 Alternative calculation methods 8.3 Resilient mountings
6.3 Plans and particulars 8.4 Torsional vibration
6.4 Materials for shafting 8.5 Axial vibrations
6.5 Intermediate and thrust shafts 8.6 Lateral vibrations
6.6 Tailshafts and stern tube shafts 8.7 Shaft alignment

Part 4
Section 9 : Thrusters
9.5 Piping systems
9.1 Scope
9.6 Control and monitoring
9.7 Electrical systems
9.3 Materials
9.8 Tests
Chapter 5 : Boilers and Pressure Vessels
Section 1 : General 2.6 Standpipe and branches
1.1 Scope 2.7 Particular design requirements for boilers,

superheaters, economizers, steam receivers
1.2 Design pressure and similar vessels
1.3 Metal temperature 2.8 Access arrangements
1.4 Plans and particulars 2.9 Shell type exhaust gas heated economizers
that may be isolated from the steam plant
1.5 Classification of pressure vessels system
1.6 Definition of symbols

Section 3 : Fittings and Mountings
1.7 Materials
3.1 General
1.8 Allowable stress
3.2 Safety valves
1.9 Joint factors
3.3 Stop valves
1.10 Pressure parts of irregular shape
3.4 Water level indicators
1.11 Adverse working conditions
3.5 Low water level fuel shut-off and alarm
1.12 Minimum shell thickness
3.6 Feed check valves
1.13 Heat treatment, non-destructive examina-
tion and routine tests 3.7 Pressure gauges
3.8 Blow-down and scum valves

Section 2 : Design Requirements
3.9 Salinometer valve or cock
2.1 Cylindrical shells and drums subject to
internal pressure
Section 4 : Hydraulic Tests
2.2 Spherical shells subject to pressure on the
concave side 4.1 Boilers (fired and exhaust gas heated),
economizers, superheaters, reheaters, steam
2.3 Dished ends subject to pressure on concave receivers, steam heated generators and similar
side vessels
2.4 Conical ends subject to internal pressure 4.2 Other pressure vessels
2.5 Unstayed flat end plates

Page 7 of 12
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Chapter 6 : Steering Gear
Section 1 : General
5.1 Electric power circuits
1.1 Scope
5.2 Electric control circuits
1.2 Definitions
5.3 Monitoring and alarms
1.3 Installation
1.4 Steering gear compartment Section 6 : Emergency Power
1.5 Plans 6.1 General
1.6 Materials
Section 7 : Testing and Trials
1.7 Rudder, rudder stock, vanes, tiller and
quadrant 7.1 Testing
1.8 Mechanical steering gear 7.2 Trials
Section 2 : Performance Section 8 : Additional Requirements
2.1 Requirements for traditional type of steering 8.1 For tankers, chemical tankers or gas carriers
gears of 10,000 tons gross and upwards and every
ship of 70,000 tons gross and upwards
2.2 Requirements for non-traditional (azimuthing
propellers, waterjets, etc.) type of steering gears 8.2 For tankers, chemical tankers or gas carriers
of 10,000 tons gross and upwards
2.3 Other requirements
8.3 For tankers, chemical tankers or gas carriers
of 10,000 tons gross and upwards but of less
Section 3 : Construction and Design than 100,000 tonnes deadweight
3.1 General
Section 9 : Guidelines for the Acceptance of
3.2 Components Non-duplicated Rudder Actuators for Tanker,
Chemical Tankers or Gas Carriers of 10,000
3.3 Valve and relief valve arrangement tons gross and upwards but of less than
100,000 tonnes Deadweight
3.4 Flexible hoses
9.1 Materials
Section 4 : Steering Control Systems 9.2 Design
4.1 General 9.3 Construction details
IR4.2 Mechanical, hydraulic and electrical 9.4 Non-destructive testing

independency and failure detection and
response of steering control systems 9.5 Testing
Section 5 : Electric Power Circuits, Electric

Control Circuits, Monitoring and Alarms

Part 4
Chapter 7 : Control Engineering
Section 1 : General 4.1 Individual components
1.1 Scope 4.2 Shop testing
1.2 Remote control systems capability 4.3 Trials on board

Section 5 : Machinery Operated from a
1.4 Operational guidance manual Centralised Control Station – ‘CCS’ Notation
1.5 Location of controls 5.1 General requirements
1.6 Main control location 5.2 Centralised control station for machinery
1.7 Secondary control locations

Section 6 : Computer Based systems
1.8 Control console construction
6.1 Scope
1.9 Instrumentation
6.2 Definitions
1.10 Displays, indications and alarms
6.3 Requirements for software and supporting
1.11 Safety systems hardware
6.4 Requirements for hardware regarding

Section 2 : Control - System Characteristics environment
2.1 Power supply 6.5 Control and monitoring system networks for
Category II and III systems
2.2 Electrical and electronic devices
6.6 General requirements for computer based
2.3 Hydraulic controls systems
2.4 Pneumatic controls 6.7 Additional requirements for programmable

electronic systems used for essential services
2.5 Ship motion effects and safety critical systems
2.6 Bridge control for main propulsion machinery 6.8 Onboard System Testing
2.7 Valve control system 6.9 Performance Management Systems
Section 3 : Requirements for various Section 7 : Integrated Systems

Machinery Installations
7.1 General
3.1 Boilers
7.2 Documentation
3.2 Propulsion machinery
7.3 System requirements
3.3 Emergency diesel engines
7.4 Additional tests
Section 4 : Tests and Trials

Page 9 of 12
___________________________________________________________________________________
Chapter 8 : Electrical Installations
Section 1 : General Requirements 2.8 Emergency source of power
1.1 Scope 2.9 Requirements for uninterrupted power

system (UPS) units as alternative and/or
1.2 Definitions transitional source of power
1.3 Surveys 2.10 Essential services
1.4 Plans 2.11 Diversity factor
1.5 Essential and other services 2.12 Lighting circuits
1.6 Ambient reference conditions 2.13 Motor circuits
1.7 Vibrations, accelerations 2.14 Motor controls
1.8 Voltage and frequency variations 2.15 Remote stops for ventilation fans and
pumps
1.9 Location and construction
2.16 Fire detection and extinguishing systems
2.17 Lift circuits
1.11 Voltages
2.18 Heating and cooking equipment
1.12 Electrical equipment for use in explosive
gas atmospheres 2.19 Temporary external supply / shore
connection
1.13 Enclosures
2.20 Permanent external supply
1.14 Creepage and clearance
2.21 Protection
1.15 Earthing of non-current carrying parts
1.16 Bonding for the control of static electricity Section 3 : Cables and Busbar Trunking
Systems
1.17 Operation under fire conditions
3.1 General
1.18 Additions and alterations
3.2 Conductors
Section 2 : System Design 3.3 Insulating materials
2.1 General 3.4 Construction
2.2 Supply and distribution systems 3.5 Testing
2.3 Voltage and frequency variations 3.6 Voltage rating
2.4 Earth indication 3.7 Choice of insulating material
2.5 Number, arrangement and capacity of 3.8 Choice of protective covering

generators
3.9 Current rating
2.6 Prime movers for generators
3.10 Correction factors for current rating
2.7 Number and capacity of transformers or
power convertors 3.11 Installation of cables

Part 4
3.12 Mechanical protection of cables Section 7 : Miscellaneous Equipment
3.13 Earthing of metal coverings 7.1 Accumulator batteries
3.14 Securing of cables 7.2 Luminaries - construction and testing
3.15 Penetration of bulkheads and decks by 7.3 Accessories - Construction and testing
cables
3.16 Installation of cables in pipes and conduits
7.5 Lightning conductors
3.17 Installation of cables in refrigerated spaces
3.18 Cables for alternating current Section 8 : Electric Propulsion Systems
3.19 Cable ends 8.1 General
3.20 Busbar trunking systems 8.2 System design
3.21 Watertight Cable transits 8.3 Excitation
8.4 Controls
Section 4 : Switchgear and Control Gear
Assemblies 8.5 Cables
4.1 Main and emergency switchboards 8.6 Overload and short circuit protection
4.2 Distribution switchboards 8.7 Earth leakage detection
4.3 Navigation lights 8.8 Discharge protection
4.4 Control gear 8.9 Safety devices
4.5 Testing 8.10 Electro-magnetic couplings
8.11 Alarms
Section 5 : Rotating Machines - Construction
and Testing 8.12 Identification
5.1 General
Section 9 : Crew and Passenger Emergency
5.2 Rating Safety Systems
5.3 Temperature rise 9.1 Emergency lighting
5.4 Generator control 9.2 General emergency alarm system
5.5 Overloads 9.3 Public address system
5.6 Brushgear
Section 10 : Ship Safety Systems
5.7 Inspection and testing
10.1 Watertight doors
Section 6 : Converting Equipment 10.2 Shell doors, loading doors and other
closing appliances
6.1 Transformers
6.2 Semiconductor equipment

Page 11 of 12
___________________________________________________________________________________
Section 11 : Electrical Equipment for use in Section 12 : High Voltage Systems
Explosive Gas / Combustible Dust
Atmospheres 12.1 Scope
11.1 General 12.2 High voltage and low-voltage segregation
11.2 Selection of equipment 12.3 System design
11.3 Installation of electrical equipment and 12.4 Degrees of protection

cabling
12.5 Air clearances
11.4 Dangerous zones and spaces
12.6 Creepage distances
11.5 Semi-enclosed spaces
12.7 Protection
11.6 Ventilation
12.8 Rotating machinery
11.7 Pressurisation
12.9 Power Transformers
11.8 Cable and cable installation
12.10 Cables
11.9 Requirements for tankers intended for the
carriage in bulk of oil cargoes having a flash 12.11 Switchgear and controlgear assemblies
point not exceeding 60C (closed cup test)
12.12 Auxiliary systems
11.10 Requirements for ships for the carriage of
liquefied gases in bulk 12.13 Installation
11.11 Requirements for ships intended for the

carriage in bulk of other flammable liquid Section 13 : Trials
cargoes
13.1 General
11.12 Special requirements for ships with
spaces for carrying vehicles with fuel in their 13.2 Insulation resistance measurement
tanks, for their own propulsion
13.3 Earth continuity
11.13 Requirements of electrical equipment
allowed in paint stores and in the enclosed 13.4 Performance
spaces leading to paint stores
13.5 Voltage drop
Chapter 9 : Deleted

Part 4
Chapter 10 : Requirements for Fusion Welding
Section 1 : General 2.6 Routine tests for Class 3 fusion welded

pressure vessels
1.1. Scope
2.7 Construction and workmanship
1.2. General requirements for welding plant and
welding quality 2.8 Non-destructive examination of fusion
welded pressure vessels
Section 2 : Fusion Welded Pressure Vessels 2.9 Repairs to welded seams on fusion welded
pressure vessels
2.1 Manufacture of Class 1 and Class 2 fusion
welded pressure vessels 2.10 Post-weld heat treatment of pressure
vessels
2.2 Manufacture of Class 3 fusion welded
pressure vessels
Section 3 : Welded Pressure Pipes
2.3 Preliminary tests for Class 1 and Class 2
fusion welded pressure vessels 3.1 General
2.4 Preliminary tests for Class 3 fusion welded 3.2 Non-destructive examination of welded
pressure vessels pipes
2.5 Routine tests for Class 1 and Class 2 fusion 3.3 Post-weld heat treatment
3.4 Heat treatment after forming of pipes
Chapter 11 : Spare Gear
Section 1 : General Requirements Section 2 : Spare Parts Recommended for

Main and Auxiliary Machinery Installations
1.1 General
2.1 List of minimum required spare parts
End of Contents

Page 1 of 7
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Chapter 1
General Requirements for the Design and Construction of Machinery
Contents
Section
1 General
2 Machinery Room Arrangements
3 Trials
4 Certification of Machinery and Components Based on Alternative
Certification Scheme
Section 1
General
1.1 Scope - Auxiliary engines which are the source of

power for services essential for safety or for
1.1.1 The Chapters of this Part cover the the operation of the ship at sea;
construction and installation of main propulsion
and auxiliary machinery systems, together with - Steering machinery;
their associated equipment, boilers, pressure
vessels and pumping and piping arrangements - Athwartship thrust units, their prime movers
fitted in vessels classed or intended to be and control mechanisms;
classed with IRS.
- All pumps necessary for the operation of
1.2 Machinery to be constructed under vessel, main propulsion and essential
survey machinery, e.g. boiler feed, cooling water
circulating, condensate extraction, oil fuel,
1.2.1 In ships intended to be built under Special lubricating oil, etc.;
Survey, all important units of equipment are to
be surveyed at the manufacturer's works. The - All heat exchangers necessary for the
workmanship is to be to the Surveyor's operation of main propulsion and essential
satisfaction and the Surveyor is to be satisfied machinery, e.g. air, water and lubricating oil
that the components are suitable for the coolers, oil fuel and water heaters, de-
intended purpose and duty. Examples of such aerators and condensers, evaporators and
units are : distiller units;
- Main propulsion engines, including their - Air compressors, air receivers and other
associated gearing, flexible couplings, pressure vessels necessary for the
scavenge blowers and superchargers; operation of main propulsion and essential
machinery. Any other unfired pressure
- Boilers supplying steam for propulsion or for vessels for which plans are required to be
services essential for the safety or the submitted for approval in accordance with
operation of the ship at sea, including the requirements of Ch.5;
superheaters, economisers, desuper-
heaters, steam receivers. All other boilers - Alarm and control equipment as detailed in
having working pressures exceeding 0.34 Ch.7;
[N/mm2], and having heating surfaces
greater than 4.65 [m2]; - Electrical equipment and electrical
propelling machinery as detailed in Ch.8.

Chapter 1 Part 4
Page 2 of 7 General Requirements for the Design and Construction of Machinery
- All pumps essential for safety of the ship, propulsion plant, boilers and auxiliaries are not
e.g. fire, bilge and ballast pumps; and in operation and in restoring the propulsion, no
stored energy for starting and operating the
- Valves and other components detailed in propulsion plant, the main source of electrical
Ch.2. power and other essential auxiliaries is assumed
to be available. In order to restore operation
1.3 Extent of survey from the "dead ship" condition, an emergency
generator complying with the requirements of
1.3.1 The Surveyors are to examine and test the Pt.4, Ch.8, Cl.2.8 may be used provided that the
materials and workmanship from the emergency power supply from it is available at
commencement of work until the final test of the all times. It is assumed that means are available
machinery under full power working conditions. to start the emergency generator at all times.
Any defects, etc., are to be indicated as early as
possible. 1.6.2 "Blackout" is a sudden loss of electric
power in the main distribution system. All means
1.3.2 Where items of machinery are of starting by stored energy are available.
manufactured as individual or series produced
units, IRS would be prepared to give 1.7 Environmental conditions
consideration to the adoption of a survey
procedure based upon quality assurance 1.7.1 All components and systems covered by
concepts as detailed in Sec.4. the Rules are to be designed to operate under
the following environmental conditions if not
1.4 Departures from the rules otherwise specified in the detailed requirements
for the component or system:
1.4.1 Where it is proposed to depart from the
requirements of the Rules, IRS will be prepared - ambient air temperature in the machinery
to give due consideration to the circumstances space between 0C and 55C;
of any special case.
- relative humidity of air in the machinery
1.4.2 Any novelty in the construction of the space up to 96 per cent;
machinery, boilers or pressure vessels is to be
reported to IRS. - sea water temperature up to 32C; and
1.5 Plans and particulars - list, rolling, trim and pitch in accordance with
Table 1.7.1.
1.5.1 Before the work is commenced, plans in
triplicate of all machinery items, as detailed in 1.7.2 Where the Rules have requirements for
relevant Chapters of this Part giving the capacity or effect of machinery, these are to be
requirements for individual systems, are to be based on a total barometric pressure of 1 bar,
submitted for approval. The particulars of the an engine room ambient temperature or suction
machinery, including power ratings and design air temperature of 45C, a relative humidity of 60
calculations, where applicable, necessary to per cent and a sea water temperature or where
verify the design, are also to be submitted. Any applicable the temperature of the charge air
subsequent modifications are subject to coolant at inlet of 32C. The engine
approval before being put in to operation. manufacturer is not expected to provide
simulated ambient reference conditions at test
1.5.2 The strength requirements for rotating bed.
parts of the machinery, as specified in relevant
Chapters of this Part, are based upon strength 1.7.3 In the case of ships to be classed for
consideration only and their application does not restricted service, the rating is to be suitable for
relieve the manufacturer from the responsibility the temperature conditions associated with the
for the presence of dangerous vibrations in the geographical limits of the restricted service.
installation at speeds within the operating range.
1.7.4 Where electrical equipment is installed
1.6 Availability of machinery for operation within environmentally controlled spaces the
ambient temperature for which the equipment is
1.6.1 Ship's machinery is to be so arranged that suitable may be reduced from 45C to a value
it can be brought in to operation from the "dead not less than 35C provided:
ship" condition using only the facilities available
on board. "Dead ship" condition is understood to - The equipment is not for use for emergency
mean a condition under which the main services.

Page 3 of 7
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Table 1.7.1 : Machinery inclinations
Angle of inclination 1
Installations/Components Athwartships Fore and aft
Static Dynamic Static Dynamic
Main and auxiliary machinery 15 22.5 54 7.5
Safety equipment
e.g. emergency power installations,
emergency fire pumps and their devices 22.53 22.53 10 10
Switch gear, electric and electronic
appliances2 and remote control systems
Notes
1 Athwartships and fore and aft inclinations occur simultaneously.
2 Switches and controls are to remain in their last set position. No undesired switching operations or
operational changes are to occur.
3 In ships for the carriage of liquefied gases and of chemicals the emergency power supply must also
remain operable with the ship flooded to a final athwartships inclination upto maximum of 30.
4 For ships where Rule length (L) exceeds 100 [m], the fore and aft static angle of inclination can be
taken as 500/L degrees.
5 Any deviations from these angles of inclination taking into consideration the size and service
conditions of the ship will be specially considered.
- Temperature control is achieved by at least 1.8 Power ratings

two cooling units so arranged that in the
event of loss of one cooling unit, for any 1.8.1 In the following Chapters, where the
reason, the remaining unit(s) is capable of dimensions of any particular component are
satisfactorily maintaining the design determined from shaft power, P in kW, and
temperature. revolutions per minute, R, the values to be used
are to be derived from the following:
- The equipment is able to be initially set to
work safely within a 45C ambient - For main propulsion machinery, the
temperature until such a time that the lesser maximum shaft power and corresponding
ambient temperature may be achieved. The revolutions per minute giving the maximum
cooling equipment is to be rated for a 45C torque for which the machinery is to be
ambient temperature. classed; and
- Audible and visual alarms are provided, at a - For auxiliary machinery, the maximum
continually manned control station, to continuous shaft power and corresponding
indicate any malfunction of the cooling units. revolutions per minute which will be used in
service.
- It is to be ensured that electrical cables for
their entire length are adequately rated for 1.9 Units
the maximum ambient temperature to which
they are exposed along their length. 1.9.1 Units and formulae included in the Rules
are shown in SI units.
- The equipment used for cooling and
maintaining the lesser ambient temperature 1.9.2 Where the metric version of shaft power,
is to be classified as a secondary essential i.e. (shp), appears in the Rules, 1 shp is
service, as defined in Ch.8, sec.1. equivalent to 75 [kgf] [m/sec] or 0.735 [kW].

Chapter 1 Part 4
1.9.3 Pressure gauges may be calibrated in bar 1.11 Fuel
where, 1.11.1 The flash point (closed cup test) of oil fuel
for use in ships classed for unrestricted service,
1 bar = 0.1 [N/mm2] = 1.02 [kgf/cm2]. in general, is not to be less than 60C.
1.10 Astern power 1.11.2 For emergency generator engines, fuel

having a flash point (closed cup test) of not less
1.10.1 In order to maintain sufficient than 43C may be used.
maneuverability and secure control of the ship in
all normal conditions, the main propulsion 1.11.3 Fuels with flash points lower than 60C,
machinery is to be capable of reversing the but not less than 43C unless specially
direction of thrust so as to bring the ship to rest approved, may be used in ships intended for
from the maximum service speed. The main service restricted to geographical limits where it
propulsion machinery is to be capable of can be ensured that the temperature of the
maintaining in free route astern at least 70% of machinery and boiler spaces will always be
the ahead revolutions. 10C below the flash point of fuel. In such
cases, safety precautions and the arrangements
1.10.2 Where steam turbines are used for main for storage and pumping will be specially
propulsion, they are to be capable of considered. (Also refer Pt.6, Ch.2, 1.2.1).
maintaining in free route astern at least 70% of
the ahead revolutions for a period of at least 15 1.11.4 The use of fuels having a lower flash
minutes. The astern trial is to be limited to 30 point than specified in 1.11.1 to 1.11.3 as
minutes or in accordance with manufacturer’s applicable may be permitted provided that such
recommendation to avoid overheating of the fuel is not stored in any machinery space and
turbine due to the effects of “windage” and arrangements for the complete installation are
friction. specially approved.
1.10.3 For main propulsion systems with 1.11.5 For engines operating on "boil-off"
reversing gears, controllable pitch propeller or vapours from the cargo, the arrangements will
electric propeller drive, running astern is not to be specially considered.
lead to overload of the propulsion machinery.
1.12 Materials
1.10.4 Main propulsion systems are to undergo
tests to demonstrate the astern response 1.12.1 The materials used in the construction
characteristics. The tests are to be carried out at are to be manufactured and tested in
least over the maneuvering range of the accordance with the requirements of Pt.2 of the
propulsion system and from all control positions. Rules. Materials for which provision is not made
A test plan is to be provided by the yard and therein may be accepted, provided that they
accepted by the surveyor. If specific operational comply with an approved specification and such
characteristics have been defined by the tests as may be considered necessary.
manufacturer, these are to be included in the
test plan. 1.12.2 Installation of material which contain
asbestos is prohibited.
1.10.5 The ahead revolutions as mentioned
above are understood as those corresponding to 1.13 Alternative design and arrangements
the maximum continuous ahead power for which
the vessel is classed. 1.13.1 The Rules generally cover the
requirements of SOLAS Ch.II-1, Parts C, D and
1.10.6 The reversing characteristics of the E. Design and arrangements alternative to these
propulsion plant, including the blade pitch requirements may be accepted based on
control system of controllable pitch propellers, SOLAS Reg. II-1/55 and MSC.1/Circ. 1212,
are to be demonstrated and recorded during Rev.1.
trials.

Page 5 of 7
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Section 2
Machinery Room Arrangements
2.1 General steam pipe lines, exhaust manifolds,

silencers or other equipment required to be
2.1.1 The machinery is to be so designed, insulated and electrical equipment, as far as
installed and protected that risks of fire, practicable. In particular, oil fuel filters under
explosions, accidental pollution, leakages and pressure for diesel engines are to be
accidents thereof, and accidents to personnel located such that in the event of leakage, oil
working in machinery spaces will be minimised. cannot be sprayed on to the exhaust
manifold.
2.1.2 The design and arrangement of machinery
foundations, shaft connections, piping and c) Oil filters fitted in parallel for the purpose of
ducting is to take into account the effects of enabling cleaning without disturbing oil
thermal expansion, vibrations, mis-alignment supply to engines (e.g. duplex filters) are to
and hull interaction to ensure operation within be provided with arrangements that will
safe limits. minimise the possibility of a filter under
pressure being opened by mistake.
Bolts and nuts exposed to dynamic forces and Filter/filter chambers are to be provided with
vibrations are to be properly secured. suitable means for :
2.2 Accessibility - venting when put in to operation; and
2.2.1 Accessibility, for attendance and - depressurizing before being opened.

maintenance purposes, is to be provided for
machinery plants. Valves or cocks with drain pipes led to a
safe location are to be used for this
2.3 Fire protection purpose.
2.3.1 All surfaces of machinery where the d) Hydraulic units with working pressure above
surface temperature may exceed 220C, e.g., 15 bar are preferably to be placed in
steam and exhaust gas lines, silencers, boilers, separate spaces. If it is impracticable to
exhaust gas boilers, turbo blowers, etc. are to locate such units in separate space,
be effectively shielded to prevent ignition of adequate shielding is to be provided.
combustible materials coming in to contact with
them. Where insulation covering these surfaces 2.3.4 Flammable or oil absorbing materials are
is oil absorbing or may permit penetration of oil, not to be used in floors, gratings, etc. in boiler
the insulation is to be encased in steel or its and engine rooms, shaft tunnels or in
equivalent. compartments where settling tanks are installed.
2.3.2 The insulation is to be of a type and so 2.3.5 Segregation of oil fuel purifiers
supported that it will not crack or deteriorate
when subjected to vibration. a) Oil fuel purifiers for heated oil are to be in
separate room enclosed by steel bulkheads
2.3.3 Oil spillages coming into contact with hot extending from deck to deck and provided
surfaces, electrical installations or other sources with self-closing steel doors.
of ignition.
b) The room is to be provided with :
a) Precautions (e.g. shielding) are to be taken
to prevent oil that may escape under - independent mechanical ventilation or a
pressure from any pump, filter or heater or ventilation arrangement which can be
piping from coming into contact with sources isolated from the machinery space
of ignition. ventilation;
b) Oil tanks, pipes, filters, heaters, etc. are not - fire detecting system; and
to be located immediately above or near
units of high temperature including boilers, - fixed fire extinguishing installation.

Chapter 1 Part 4
The extinguishing installation is to be The machinery spaces of Category A and other

capable of being activated from outside the machinery spaces are as defined in Pt.6, Ch.1,
room. Closing of ventilation openings is to Clauses 3.31 and 3.30 respectively.
be effected from a position close to where
the extinguishing system is activated. The 2.5 Communications
extinguishing system is to be separate for
the room, but may be part of the main fire 2.5.1 At least two independent means of
extinguishing system for the machinery communication are to be provided between the
spaces. bridge and engine room control station from
which the engines are normally controlled.
c) If it is impracticable to locate the oil fuel
purifiers in a separate space, IRS will give One of these means is to visually indicate the
special consideration with regard to location, order and response, both at the engine room
containment of possible leakages, shielding control station and on the bridge.
and ventilation. A local fixed fire
extinguishing system is to be provided 2.5.2 At least one means of communication is to
which is to be capable of being activated be provided between the bridge and any other
manually from the machinery control control position(s) from which the propulsion
position or from other suitable location. If machinery may be controlled.
automatic release is provided, additional
manual release is to be arranged. 2.5.3 Propulsion machinery orders from the
navigation bridge are to be indicated in the main
2.4 Ventilation machinery control room and at the manoeuvring
platform.
2.4.1 All spaces, including engine and cargo
pump spaces, where flammable or toxic gases 2.6 Machinery controls
or vapours may accumulate, are to be provided
with adequate ventilation under all conditions. 2.6.1 Main and auxiliary machinery essential for
the propulsion, control and safety of ship are to
2.4.2 Machinery spaces of Category A are be be provided with effective means for its
adequately ventilated so that a sufficient supply operation and control. All control systems
of air is maintained to the spaces for the safety essential for the propulsion, control and safety of
and comfort of personnel and for operation of the ship are to be independent or designed such
the machinery, when machinery or boilers are that failure of one system will not affect the
operating at full power in all weather conditions performance of the other system.
including heavy weather. Any other machinery
space is to be adequately ventilated appropriate 2.6.2 Where remote control of propulsion
for the purpose of that machinery space. machinery from the navigating bridge is
provided, the control is to be performed by a
IR2.4.2 The openings on deck through which the single control device for each independent
air is supplied to machinery space should be propeller, with automatic control of all
suitably protected (taking into account the associated services, including, where
requirements of Pt.3, Ch.13, Sec.2.2 and necessary, means of preventing overload of the
Sec.2.3). propulsion machinery.
Section 3
Trials
3.1 General 3.2 Sea trials
3.1.1 Tests of components and trials of 3.2.1 For all types of installations, the sea trials
machinery, as detailed in the Chapters giving are to be of sufficient duration, and carried out
the requirements for individual systems are to under normal maneuvering conditions, to prove
be carried out to the satisfaction of the the machinery under rated power. The trials are
Surveyors. also to demonstrate that any vibration which

Page 7 of 7
___________________________________________________________________________________
may occur within the operating speed range is 3.2.4 In geared installations, prior to full power
acceptable. sea trials, the gear teeth are to be suitably
coated to demonstrate the contact markings,
3.2.2 The trials are to include demonstrations of and on conclusion of sea trials all gears are to
the following : be opened up sufficiently to permit the
Surveyors to make an inspection of the teeth.
- The adequacy of the starting arrangements The marking is to indicate freedom from hard
to provide the required number of starts of bearing, particularly towards the end of the
the main engines; teeth, including both ends of each helix where
applicable.
- The ability of the machinery to reverse the
direction of thrust of the propeller/propulsion 3.2.5 The stopping times, ship headings and
device in sufficient time, under normal distances recorded on trials, together with the
maneuvering conditions, and so bring the results of trials to determine the ability of ships
ship to rest from maximum ahead rated having multiple propellers or propulsion/steering
speed; and arrangements to navigate and maneuver with
one or more such devices inoperative, are to be
- In turbine installations, the ability to permit available on board for the use of the master or
astern running at 70 per cent of the full designated personnel.
power ahead revolutions without adverse
effects. The astern trial need not be of more 3.2.6 Where the ship is provided with
than 30 minutes duration. supplementary means for maneuvering or
stopping, the effectiveness of such means is to
3.2.3 Where controllable pitch propellers are be demonstrated and recorded as referred to in
fitted, the free route astern trial is to be carried 3.2.5.
out with the propeller blades set in full pitch
astern position. Where emergency manual pitch 3.2.7 All trials are to be to Surveyor's
setting facilities are provided, their operation is satisfaction.
to be demonstrated to the satisfaction of the
Surveyors.
Section 4
Certification of Machinery and Components Based on

Alternative Certification Scheme
4.1 General Alternative Certification Scheme described in

Part1, Chapter 1, Section 4 of the Rules can be
4.1.1 Machinery and components may be considered only for diesel engines which have
certified by Alternative Certification Scheme been type approved in accordance with IRS type
(ACS) for products including machinery and approval scheme.
components as described in Part 1, Chapter 1,
Section 4 of the Rules. 4.2.2 Certification of individual components of
diesel engines is to be undertaken in
4.2 Certification of diesel engines accordance with the Classification Note:
“Approval of I.C Engines”.
4.2.1 Certification of diesel engines based on
End of Chapter

Page 1 of 33
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Chapter 2
Piping Design Requirements
Contents
Section
1 General
2 Carbon and Low Alloy Steel Pipes and Fittings
3 Copper and Copper Alloy Pipes and Fittings
4 Cast Iron Pipes and Fittings
5 Plastic Pipes and Fittings
6 Flexible Hoses
7 Hydraulic Tests on Pipes and Fittings
Section 1
General
1.1 Scope 1.2 Classes of pipes
1.1.1 The requirements of this Chapter apply to 1.2.1 For the purpose of testing, type of joints to
the design and construction of piping systems, be adopted, heat treatment and welding
including pipe fittings and valves forming parts procedure, piping systems are divided into three
of such systems for the following services: classes, as given in Table 1.2.1.
Air, vapour, gas (excluding liquefied gas cargo 1.3 Design pressure
and process piping), water, lubricating oil, fuel
oil, hydraulic fluid systems for steering gear, 1.3.1 The design pressure, P, is the maximum
toxic gas and liquids, cargo oil and tank cleaning permissible working pressure and is to be not
piping and open ended lines such as drains, less than the highest set pressure of the safety
overflows, vents and boiler escape pipes. valve or relief valve. For oil fuel pipes the design
pressure is to be taken in accordance with Table
1.1.2 The requirements of this Chapter do not 1.3.1. For gaseous fuel, the design pressure will
cover the following: be specially considered.
Exhaust pipes from internal combustion engines 1.3.2 In water tube boiler installations, the
and gas turbines, and pipes forming integral part design pressure for steam piping between the
of a boiler. boiler and integral superheater outlet is to be
taken as the design pressure of the boiler, i.e.
1.1.3 Hydraulic fluid systems other than those not less than the highest set pressure of any
for steering gear will be specially considered. safety valve on the boiler drum. For piping
leading from the superheater outlet, the design
1.1.4 For requirements pertaining to piping pressure is to be taken as the highest set
systems for liquefied gases (cargo and process) pressure of the superheater safety valves.
and cargo piping systems of ships carrying
chemicals in bulk reference should be made to 1.3.3 The design pressure of feed piping and
applicable Chapters of Pt.5 of the Rules. other piping on the discharge from pumps is to

Chapter 2 Part 4
Page 2 of 33 Piping Design Requirements
be taken as the pump pressure at full rated restrict the pressure to a lower value than the
speed against a shut valve. Where a safety shut valve load, the design pressure is to be the
valve or other protective device is fitted to highest set pressure of the protective device.
Table 1.2.1 : Classes of piping systems 3,4
Piping system Class I Class II Class III

Without special
Toxic or corrosive media Not to be used Not to be used
safeguards
a) Flammable media
heated above flash
point2
b) Flammable media Without special
With special safeguards1 Not to be used
having flash point safeguards
below 60C2
c) Liquefied gas
Steam P > 16 or T > 300 16  P > 7 and 300  T > 170 P  7 and T  170
Thermal Oil P > 16 or T > 300 16  P > 7 and 300  T > 150 P  7 and T  150
Fuel oil + Lubricating oil +
P > 16 or T > 150 16  P > 7 and 150  T > 60 P  7 and T  60
Flammable hydraulic oil
Other media5 including
water, air, gases, non- P > 40 or T > 300 40  P > 16 and 300  T > 200 P  16 and T  200
flammable hydraulic oil
Notes:
1 Safeguards for reducing leakage possibility and limiting its consequences will be specially
considered e.g. leading pipes in positions where leakage of internal fluids will not cause a potential
hazard or damage to surrounding areas or by the usage of pipe ducts, shielding, screening etc.
2 Cargo oil pipes belong to Class III piping systems.
3 P = Design pressure in bar as defined in 1.3
4 T = Design temperature in C as defined in 1.4.
5 For open ended pipes (drains, overflow, vents, exhaust gas lines, boiler escape lines, etc.)
irrespective of the temperature, Class III pipes may be used.
Table 1.3.1 : Definition of the design pressure for fuel oil systems
Working T  60C T > 60C

temperature
Working
Pressure (WP)
WP  7 bar 3 bar or max. working pressure, 3 bar or max. working pressure,
whichever is greater whichever is greater
WP > 7 bar Max. working pressure 14 bar or max. working pressure,
whichever is greater

Page 3 of 33
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1.4 Design temperature 1.5.3 The inside diameter, d, is not to be

confused with nominal size, which is an
1.4.1 The design temperature is to be taken as accepted designation associated with outside
the maximum temperature of the internal fluid, diameters of standard rolling sizes.
but in no case is it to be less than 50C. For
special cases the design temperature will be 1.5.4 The weld efficiency factor, e, is to be taken
specially considered. as 1.0 for seamless and electric resistance and
induction welded steel pipes delivered by
1.4.2 In the case of pipes for superheated manufacturers approved for making welded
steam, the temperature is to be taken as the pipes which are considered to be equivalent to
designed operating steam temperature for the seamless pipes. Where other methods of pipe
pipeline, provided that the temperature at the manufacture are proposed, the value of e will be
superheater outlet is closely controlled. Where specially considered.
temperature fluctuations exceeding 15C above
the designed temperature are to be expected in 1.6 Heat treatment
normal service, the steam temperature to be
used for determining the allowable stress is to 1.6.1 Method of heat treatment and means of
be increased by the amount of this excess. temperature control and recording are to be to
the satisfaction of Surveyors.
1.5 Design symbols
1.7 Minimum thickness of pipes and bends
1.5.1 The symbols used in this Chapter are
defined as follows: 1.7.1 The minimum thickness, t, of straight pipes
is to be determined by the following formula
a = percentage negative manufacturing when ratio of outside-diameter to inside-
tolerance on thickness; diameter does not exceed the value 1.7:-
b = bending allowance [mm];  PD  100

t   c [mm]
c = corrosion allowance [mm];  20Ke  P  100  a
D = outside diameter of pipe [mm] (see 1.5.2); where,
d = inside diameter of pipe [mm] (see 1.5.3); P, D, e and a are defined in 1.5.1.
e = weld efficiency factor (see 1.5.4); The maximum permissible design stress, K, is to
be taken as the lowest of the following values:-
P = design pressure, in bar;
Et R S
Pt = hydraulic test pressure, in bar; K or 20 or R or  1 / 100,000 / 1
1.6 2.7 1.6
R = radius of curvature of a pipe bend at the
centreline of the pipe [mm]; where,
T = design temperature, in C; 1/100,000/1 = average stress [N/mm2] to produce

1% creep in 100,000 hrs at the design
t = the minimum thickness of a straight pipe temperature.
[mm], including corrosion allowance and
negative tolerance, where applicable; Et = specified minimum lower yield or 0.2 per
cent proof stress at the design temperature
tb = the minimum thickness of a straight pipe to
be used for a pipe bend [mm]; including bending R20 = specified minimum tensile strength at
allowance, corrosion allowance and negative ambient temperature
tolerance, where applicable;
SR = average stress to produce rupture in
K = maximum permissible design stress 100,000 hours at the design temperature.
[N/mm2].
Value of K may be obtained from Sec.2, Table
1.5.2 The outside diameter, D, is subject to 2.1.1 and Table 2.1.2 for carbon and low alloy
manufacturing tolerance, but these are not to be steel pipes and fittings or from Sec.3, Table
used in the evaluation of formulae. 3.2.1 for copper and copper alloys pipes and
fittings.
Chapter 2 Part 4
c is obtained from Sec.2, Table 2.2.1 for carbon 1.8.1 The dimensions of flanges and related
and low alloy steel pipes and fittings or from bolts, gaskets are to be chosen in accordance
Sec.3, Table 3.2.3 for copper and copper alloys with recognised national/international standards.
pipes and fittings. For special applications, the dimensions of the
flanges and related bolts, will be specially
1.7.2 Where it is proposed to use, for high considered.
temperature service, alloy steels other than
those detailed in Sec.2, particulars of the tube 1.8.2 Gaskets are to be suitable for the medium
sizes, design conditions and appropriate being conveyed under design pressure and
national or proprietary material specifications temperature conditions and their dimensions
are to be submitted for consideration. and configurations are to be in accordance with
a recognized standard and for the intended
1.7.3 The minimum thickness, tb, of a straight service.
steel pipe to be used for a pipe bend is to be
determined by the following formula, except 1.9 Materials
where it can be demonstrated that the use of a
thickness less than tb would not reduce the 1.9.1 Materials for ferrous castings and forgings
thickness below 't' at any point after bending:- of Class I and Class II piping systems are to be
produced at Works approved by IRS and are in
 PD  100 general to be tested in accordance with the
tb    b  c [mm] requirements of Pt.2 of the Rules.
 20Ke  P  100  a
1.9.2 The manufacturer's test certificate for
where, materials of valves and fittings will be accepted
in lieu of the IRS certificate provided the
P, D, R, e, b and a are defined in 1.5.1; maximum conditions are less than given in
Table 1.9.1.
K and c are defined in 1.7.1;
1.9.3 Pipes and bodies of valves, intended to be
D  PD  fitted on ship's side and bottom or on collision
b   [mm] bulkhead, are to comply with the requirements
2.5R  20Ke  P  of Class II piping systems.
In general, R, is to be not less than 3D. 1.9.4 Materials for Class III piping systems may
be manufactured and tested in accordance with
1.7.4 Notwithstanding the requirements of 1.7.1 the requirements of an acceptable national/
and 1.7.3, the minimum thickness of pipes is not international standard.
to be less than that indicated in Sec.2 or 3, as
applicable. For threaded pipes, where permitted, 1.9.5 Stainless steel grades 304, 304L, 316 and
the minimum thickness is to be measured at the 316L are generally not considered suitable for
bottom of the thread. use in seawater piping systems due to their
limited corrosion resistance in contact with sea
1.8 Flanges water.
Table 1.9.1 : Maximum conditions for valves and fittings for which manufacturer's test
certificate is acceptable
DN = Nominal Diameter [mm]

Material Working temp.C
Pw = Working Pressure in bar
Carbon and low alloy steel
DN < 50 or
Spheroidal or nodular cast < 300
Pw x DN < 250
iron
DN < 50 or
Copper alloy < 200
Pw x DN < 150

Page 5 of 33
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Section 2
Carbon and Low Alloy Steel Pipes and Fittings
2.1 Materials 2.2 Minimum thickness of steel pipes and

bends
2.1.1 Pipes having forge butt welded longitudinal
seams are not to be used for oil fuel systems, 2.2.1 The minimum thickness of steel pipes and
for heating coils in oil tanks, or for pressures bends is to be higher of that calculated by
exceeding 4.0 bar. Sec.1, Cl.1.7 and that indicated in Table 2.2.2,
Table 2.2.3 or Table 2.2.4 as applicable.
2.1.2 Steel pipes, valves and fittings may be
used within the temperature limits indicated in 2.2.2 The value of 'c' to be used in Sec.1, Cl.1.7
Table 2.1.1 and Table 2.1.2. Where rimming is to be in accordance with Table 2.2.1.
steel is used for pipes manufactured by electric
resistance or induction welding processes, the
design temperature is limited to 400C.
Table 2.1.1 : Carbon and carbon-manganese steel pipes
Specified Maximum permissible stress [N/mm2]

min.
tensile Maximum design temperature C
strength
[N/mm2] 50 100 150 200 250 300 350 400 410 420 430 440 450
320 107 105 99 92 78 62 57 55 55 54 54 54 49
360 120 117 110 103 91 76 69 68 68 68 64 56 49
410 136 131 124 117 106 93 86 84 79 71 64 56 49
460 151 146 139 132 122 111 101 99 98 85 73 62 53
490 160 156 148 141 131 121 111 109 98 85 73 62 53

Chapter 2 Part 4
Table 2.1.2 : Alloy steel pipes
Specified Minimum permissible stress [N/mm2]

min. tensile
Type of steel strength Maximum design temperature C
[N/mm2] 50 100 200 300 350 400 440 450 460 470
1 Cr 1/2 Mo 440 159 150 137 114 106 102 101 101 100 99
2 1/4 Cr 1 Mo
410 76 67 57 50 47 45 44 43 43 42
annealed
2 1/4 Cr 1 Mo
normalised and 490 167 163 153 144 140 136 130 128 127 116
tempered (Note 1)
2 1/4 Cr 1 Mo
normalised and 490 167 163 153 144 140 136 130 122 114 105
tempered (Note 2)
1/2 Cr 1/2 Mo 1/4 V 460 166 162 147 120 115 111 106 105 103 102
Maximum design temperature C
480 490 500 510 520 530 540 550 560 570
1 Cr 1/2 Mo 440 98 97 91 76 62 51 42 34 27 22
2 1/4 Cr 1 Mo
410 42 42 41 41 41 40 40 40 37 32
annealed
2 1/4 Cr 1 Mo
normalised and 490 106 96 86 76 67 58 49 43 37 32
tempered (Note 1)
2 1/4 Cr 1 Mo
normalised and 490 96 88 79 72 64 56 49 43 37 32
tempered (Note 2)
1/2 Cr 1/2 Mo 1/4 V 460 101 99 97 94 82 72 62 53 45 37
Notes:
1 Maximum permissible stress values applicable when the tempering temperature does not exceed 750C.
2 Maximum permissible stress values applicable when the tempering temperature exceeds 750C.
Table 2.2.1 : Values of 'c' for steel pipes
Piping service c [mm] (See Notes 1,2, 3)

Superheated steam systems 0.3
Saturated steam systems 0.8
Steam coil systems in cargo tanks 2.0
Feed water for boilers in open circuit systems 1.5
Feed water for boilers in closed circuit systems 0.5
Blow down (for boilers) systems 1.5
Compressed air systems 1.0
Hydraulic/lubricating oil systems 0.3
Fuel oil systems 1.0
Cargo oil systems 2.0
Refrigerating plants 0.3
Fresh water systems 0.8
Sea water systems, in general 3.0

Page 7 of 33
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Notes:
1 For pipes passing through tanks an additional corrosion allowance is to be considered according to
the figures given in Table and depending upon the external medium in order to account for the
external corrosion.
2 The corrosion allowance may be reduced where pipes and any integral pipe joints are protected
against corrosion by means of coating, lining etc., however, the reduction is not to be more than 50
percent in any case.
3 In the case of use of special alloy steel with sufficient corrosion resistance, the corrosion allowance
may be reduced to zero.
Table 2.2.2 : Minimum wall thickness for steel pipes 11 [All dimension in mm]
Nominal External Pipes in Venting Bilge ballast Bilge, air, overflow

size diameter D general 3, 4, overflow and and general and sounding pipes
6, 8, 9, 10
sounding sea water passing through
pipes for pipes 1, 3-8 ballast and fuel tanks,
structural ballast lines through
tanks 1-4, 6, 8 fuel tanks and fuel
lines through ballast
tanks 1-8
6 10.2 1.6
12 1.6
8 13.5 1.8
10 17.2 1.8
19.3 1.8
20 2
15 21.3 2 3.2
25 2 3.2
20 26.9 2 3.2
25 33.7 2 3.2
38 2 4.5 3.6 6.3
32 42.4 2 4.5 3.6 6.3
44.5 2 4.5 3.6 6.3
40 48.3 2.3 4.5 3.6 6.3
51 2.3 4.5 4 6.3
50 60.3 2.3 4.5 4 6.3
63.5 2.3 4.5 4 6.3
70 2.6 4.5 4 6.3
65 76.1 2.6 4.5 4.5 6.3
82.5 2.6 4.5 4.5 6.3
80 88.9 2.9 4.5 4.5 7.1
90 101.6 2.9 4.5 4.5 7.1
108 2.9 4.5 4.5 7.1
100 114.3 3.2 4.5 4.5 8
127 3.2 4.5 4.5 8
133 3.6 4.5 4.5 8
125 139.7 3.6 4.5 4.5 8
152.4 4 4.5 4.5 8.8
150 168.3 4 4.5 4.5 8.8
177.8 4.5 5 5 8.8
175 193.7 4.5 5.4 5.4 8.8
200 219.1 4.5 5.9 5.9 8.8
225 244.5 5 6.3 6.3 8.8

Chapter 2 Part 4
Nominal External Pipes in Venting Bilge ballast Bilge, air, overflow

size diameter D general 3, 4, overflow and and general and sounding pipes
6, 8, 9, 10
sounding sea water passing through
pipes for pipes 1, 3-8 ballast and fuel tanks,
structural ballast lines through
tanks 1-4, 6, 8 fuel tanks and fuel
lines through ballast
tanks 1-8
250 273 5 6.3 6.3 8.8
298.5 5.6 6.3 6.3 8.8
300 323.9 5.6 6.3 6.3 8.8
350 355.6 5.6 6.3 6.3 8.8
368 5.6 6.3 6.3 8.8
400 406.4 6.3 6.3 6.3 8.8
450 457.2 6.3 6.3 6.3 8.8
Notes:
1 IRS may accept reduction in thickness of pipes by an amount not exceeding 1 mm for pipes
efficiently protected against corrosion.
2 For sounding pipes, except for those for cargo tanks with cargo having a flash point less than 60C,
the minimum wall thickness is to apply to the part outside the tank.
3 For threaded pipes, where permitted, the minimum wall thickness is to measured at the bottom of
the thread.
4 The external diameters and thicknesses have been selected from ISO 4200 for welded and
seamless steel pipes. For pipes covered by other standards, slightly less thicknesses may be
accepted.
5 The minimum wall thickness for bilge lines and ballast lines through deep tanks will be specially
considered. See Pt.5 for thickness of ballast lines passing through oil cargo tanks.
6 The minimum wall thickness for pipes larger than 450 [mm] nominal size is to be in accordance with
a national or international standard and in any case not less than the minimum wall thickness
indicated for 450 [mm] pipe size.
7 The minimum internal diameter for bilge, sounding, air and overflow pipes shall be 50 [mm], 32 [mm]
and 50 [mm] respectively.
8 In general the minimum thickness given in this table is the nominal wall thickness and no allowance
need be made for negative tolerance and reduction in thickness due to bending.
9 Minimum wall thickness of exhaust gas pipes will be specially considered.
10 Minimum wall thickness for cargo oil lines will be specially considered.
11 This table is not applicable to air pipes above weather deck, scuppers and discharges which are
covered by loadline convention and also to pipes covered by Table 2.2.3.
Table 2.2.3 : Minimum wall thickness for steel pipes for CO2 fire extinguishing
From bottles to distribution From distribution station to

External diameter D [mm]
station nozzles
21.3 - 26.9 3.2 2.6
30 - 48.3 4 3.2
51 - 60.3 4.5 3.6
63.5 - 76.1 5 3.6
82.5 - 88.9 5.6 4
101.6 6.3 4
108 - 114.3 7.1 4.5
127 8 4.5
133 - 139.7 8 5
152.4 - 168.3 8.8 5.6

Page 9 of 33
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Notes:
1 Pipes are to be galvanised at least internally, except those fitted in the engine room where
galvanising may be dispensed with.
2 For threaded pipes, where allowed, the minimum wall thickness is to be measured at the bottom of
the thread.
3 The external diameters and thicknesses have been selected from ISO recommendations R 336 for
smooth welded and seamless steel pipes. For pipes covered by other standards, slightly less
thickness may be accepted.
4 For larger diameters, the minimum wall thickness will be specially considered.
5 In general, the minimum thickness is the nominal wall thickness and no allowance need be made for
negative tolerance and reduction in wall thickness due to bending.
Table 2.2.4 : Minimum wall thickness for austenitic stainless steel pipes
External diameter D Minimum wall External diameter D Minimum wall

[mm] thickness [mm] [mm] thickness [mm]
10.2 to 17.2 1.0 219.1 2.6
21.3 to 48.3 1.6 273.0 2.9
60.3 to 88.9 2.0 323.9 to 406.4 3.6
114.3 to 168.3 2.3 Over 406.4 4.0
Note : Diameters and thicknesses according to national or international standard may be accepted.
2.3 Types of connection the design temperature. Flanges may be

attached to the branches by screwing and
2.3.1 Pipe lengths may be joined by expanding or by welding. Alternative methods of
flange attachment may be accepted provided
- screwed-on or welded on bolted flanges details are submitted for consideration.
- Butt welds between pipes or between pipes
and valve chests or other fittings 2.4.3 Examples of accepted flanged connections
- Socket weld joints and their uses are given in Fig.2.4.1 and Table
- Threaded sleeve joints 2.4.1 respectively.
- Mechanical joints.
2.4.4 Where flanges are secured by screwing,
and are to be to a recognized standard or of a as indicated in Fig.2.4.1, the pipe and flange are
design proven to be suitable for the intended to be screwed with a vanishing thread and the
purpose. diameter of the screwed position of pipe over
the thread is not to be appreciably less than the
2.4 Flange connections outside diameters of the unscrewed pipe. After
the flange has been screwed hard home, the
2.4.1 Flange attachments are to be in pipe is to be expanded into the flange.
accordance with recognized national or
international standards applicable to piping The vanishing thread on a pipe is to be not less
system keeping in view the boundary fluids, than three pitches in length, and the diameter at
design pressure and temperature conditions, the root of the thread is to increase uniformly
external or cyclic loading and location. from the standard root diameter to the diameter
at the top of the thread. This may be produced
2.4.2 Flanges may be cut from plates or may be by suitably grinding the dies, and the flange
forged or cast. The material is to be suitable for should be tapered out to the same formation.

Chapter 2 Part 4
Table 2.4.1 : Type of flange connections
Lub. and fuel

Steam Other media
Class of oil
tC
piping Typical flange Typical flange Typical flange
application application application
I 1) > 400 A A-B A
 400 A - B2 A-B
II > 250 A-B-C A-B-C A-B-C
 250 A-B-C-D-E A-B-C-D-E
III A-B-C-D-E A - B -C - E A-B-C-D-E
1 For Class I only one condition is sufficient.
2 Type B for outer diameter < 150 [mm] only.

Page 11 of 33
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2.5 Threaded sleeve joints lengths with tapered threads are to be allowed
for
2.5.1 Threaded sleeve joints requiring pressure-
tight joints, having parallel or tapered threads in a) Class I piping having outside diameter not
accordance with national or other established more than 33.7 [mm].
standards, may be used with carbon steel pipes
within the limits given in Table 2.5.1 and for b) Class II and Class III piping having outside
services other than pipe systems conveying diameter not more than 60.3 [mm].
combustible or toxic fluids or services where
fatigue, severe erosion or crevice corrosion is Threaded joints with parallel threads are to be
expected to occur. allowed for Class III piping having outside
diameter not more than 60.3 [mm].
Threaded joints in CO2 systems shall be allowed
only inside protected spaces and in CO2 cylinder In particular cases, sizes in excess of those
rooms. mentioned above may be accepted by IRS if in
compliance with a recognized national and/or
Threaded joints for direct connections of pipe international standard.
Table 2.5.1 : Limiting design conditions for threaded sleeve joints
Nominal bore [mm] Maximum pressure in bar Maximum temp.C

 25 12 260
> 25  40 10 260
> 40  80 8.5 260
> 80  100 7 260
2.6 Welding, non-destructive examination for fire endurance test is greater than 30
and post-weld heat treatment of welded minutes, the dry-wet test conditions are 8
pipes minutes dry and, accordingly, the wet period tT-8
minutes. Application of mechanical joints
2.6.1 Requirements regarding welding depending upon the class of piping and pipe
procedures, non-destructive examination of dimensions is indicated in Table 2.7.2. (For
welds and post-weld heat treatment are given in approval refer Classification Notes “Type
Ch.10. Approval of Mechanical Joints used in Piping”).
2.7 Mechanical joints 2.7.4 Where the application of mechanical joints

results in reduction in pipe wall thickness due to
2.7.1 Mechanical joints means devices intended the use of bite type rings or other structural
for direct connection of pipe lengths other than elements, this is to be taken into account in
by flanges, threaded joints or welding as determining the minimum wall thickness of the
described in 2.4, 2.5 and 2.6. pipe to withstand the design pressure.
2.7.2 The requirements given here are The materials used in construction of
applicable to pipe unions, compression mechanical joints is to be compatible with the
couplings, slip-on joints as shown in Fig.2.7. piping material and internal and external media.
Similar joints complying with these requirements Where appropriate, the mechanical joints are to
may be acceptable. be of fire resistant type as required by Table
2.7.1.
2.7.3 Mechanical joints including pipe unions,
compression couplings, slip-on joints and similar 2.7.5 Mechanical joints, which in the event of
joints are to be of approved type for the damage could cause fire or flooding, are not to
pressure ratings, service conditions and the be used in piping sections directly connected to
intended application. The construction and type the ship’s side below the bulkhead deck of
are to conform to the examples shown in passenger ships and freeboard deck of cargo
Fig.2.7. Application of mechanical joints and ships or tanks containing flammable fluids.
their acceptable use for each service is
indicated in Table 2.7.1. The relevant 2.7.6 The number of mechanical joints in
requirements of the flag Administration are also flammable fluid systems is to be kept to a
to be complied with. In case exposure time (tT)

Chapter 2 Part 4
minimum. In general, flanged joints conforming 2.7.11 Mechanical joints are to be subjected to
to recognised standards are to be used. the following tests:
2.7.7 Piping in which a mechanical joint is fitted .1 leakage test

is to be adequately adjusted, aligned and .2 vacuum test
supported Supports or hangers are not to be .3 vibration (fatigue) test
used to force alignment of piping at the point of .4 fire endurance test
connection. .5 burst pressure test at 4 times the design
pressure (for design pressures above 200 bar,
2.7.8 Slip-on joints are normally not to be used the burst pressure will be specially considered
in pipelines in cargo holds, tanks and other by IRS)
spaces which are not easily accessible (refer to .6 pressure pulsation test
MSC/ Circ. 734), except that these joints may be .7 assembly test
permitted in tanks that contain the same media. .8 pull out test.
2.7.9 Usage of slip type slip-on joints as the NOTE : For details of tests refer classification
main means of pipe connection is not permitted notes, “Type Approval of Mechanical Joints
except for cases where compensation of axial used in Piping”.
pipe deformation is necessary.
2.7.12 The installation of mechanical joints is to
2.7.10 In particular cases, sizes in excess of be in accordance with the manufacturer’s
those mentioned in Table 2.7.2 may be assembly instructions and using special tools
accepted if in compliance with a recognised and gauges as required.
national and/or international standard.

Page 13 of 33
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Table 2.7.1 : Application of mechanical joints
Kind of connections
Pipe Compres Slip-on Classific Fire endurance
Systems unions sion joints ation of test condition7
coupling pipe
s system
Flammable Fluids (Flash point  60C)
1 Cargo oil lines1 + + + dry
2 Crude oil washing lines1 + + + dry 30 min dry (*)
3 Vent lines3 + + + dry
Inert Gas
4 Water seal effluent lines + + + wet 30 min wet (*)
5 Scrubber effluent lines + + + wet 30 min wet (*)
6 Main lines1&2 + + + dry 30 min dry (*)
7 Distributions lines1 + + + dry 30 min dry (*)
Flammable Fluids (Flash point > 60C)
8 Cargo oil lines1 + + + dry 30 min dry (*)
9 Fuel oil lines2&3 + + + wet
10 Lubricating oil lines2&3 + + + wet
30 min wet (*)
11 Hydraulic oil2&3 + + + wet
12 Thermal oil2&3 + + + wet
Sea Water
8 min dry +22
13 Bilge lines4 + + + dry/ wet
min wet (*)
Permanent water filled fire
14 extinguishing systems, e.g. + + + wet 30 min wet (*)
sprinkler systems3
8 min dry + 22
min wet (*)
Non-permanent water filled fire For foam
extinguishing systems, e.g. systems, Part 6
15 + + + dry/ wet
foam, drencher systems and fire Chapter 8.
main3 Section 6 is to
be complied
with.
16 Ballast System4 + + + wet 30 min wet (*)
17 Cooling water system4 + + + wet 30 min wet (*)
Fire endurance
18 Tank cleaning services + + + dry
test not required
dry dry/ Fire endurance
19 Non-essential systems + + +
wet wet test not required
Fresh Water
4
20 Cooling water system + + + wet 30 min wet (*)
21 Condensate return4 + + + wet 30 min wet (*)
dry dry/ Fire endurance
22 Non-essential system + + +
wet wet test not required

Chapter 2 Part 4
Kind of connections
Pipe Compres Slip-on Classific Fire endurance
Systems unions sion joints ation of test condition7
coupling pipe
s system
Sanitary/ Drains/ Scuppers
23 Deck drains (internal)5 + + + dry
24 Sanitary drains + + + dry Fire endurance
Scuppers and discharge test not required
25 + + - dry
(overboard)
Sounding/ Vent
26 Water tanks/ Dry spaces + + + dry, wet Fire endurance
27 Oil tanks (f.p.>60°C)2&3 + + + dry test not required
Miscellaneous
28 Starting/ Control air4 + + + dry 30 min dry (*)
29 Service air (non-essential) + + + dry Fire endurance
30 Brine + + + wet test not required
CO2 system (outside protected
31 + + + dry 30 min dry (*)
space)
Mechanical
joints are to be
constructed of
CO2 system (inside protected materials with
32 + + + dry melting point
space)
above 925°C.
Ref. to Part 6,
Chapter 8,
Section 5.
Fire endurance
33 Steam + + +6 wet
test not required
Abbreviations
+ Application is allowed
- Application is not allowed
* Fire endurance test as specified in IRS Classification Note: Type Approval of Mechanical Joints used
in Piping.
Footnotes: - Fire resistance capability
If mechanical joints include any components which readily deteriorate in case of fire, the following
footnotes are to be observed:
1) Fire endurance test is to be applied when mechanical joints are installed in pump rooms and open
decks.
2) Slip-on joints are not acceptable inside machinery spaces of category A or accommodation spaces.
May be accepted in other machinery spaces provided the joints are located in easily visible and
accessible positions (Refer to MSC/Circ. 734).
3) Approved fire-resistant types except in cases where such mechanical joints are installed on open
decks, as defined in Pt. 6, Ch. 3, Cl. 3.2.3.3.2.2(10) and not used for fuel lines.
4) Fire endurance test is to be applied when mechanical joints are installed inside machinery spaces of
category A.

Page 15 of 33
___________________________________________________________________________________
Footnotes – General (Table 2.7.1)
5) Only above bulkhead deck of passenger ships and freeboard deck of cargo ships.
6) Slip type slip-on joints as shown in Fig. 2.7 may be used for pipes on deck with a design pressure of
10 bar or less.
7) If a connection has passed the "30 min dry” test, it is considered suitable also for applications for
which the "8 min dry+22 min wet" and/or "30 min wet " tests are required. If a connection has passed
the "8 min dry+22 min wet" test, it is considered suitable also for applications for which the "30 min
wet" test is required.
Table 2.7.2 : Application of mechanical joints depending upon the class of piping
Classes of piping systems

Types of joints
Class I Class II Class III
Pipe Unions
Welded and brazed + (OD  60.3 mm) + (OD  60.3 mm) +
type
Compression Couplings
Swage type + + +
Bite type + (OD  60.3 mm) + (OD  60.3 mm) +
Typical compression + (OD  60.3 mm) + (OD  60.3 mm) +
type
Flared type + (OD  60.3 mm) + (OD  60.3 mm) +
Press type - - +
Slip-on joints
Machine grooved type + + +
Grip type - + +
Slip type - + +
Abbreviations:
+ Application is allowed
- Application is not allowed

Chapter 2 Part 4
Fig. 2.7 : Examples of Mechanical Joints
Section 3
Copper and Copper Alloy Pipes and Fittings
3.1 Materials
3.2 Minimum thickness of pipes
3.1.1 Pipes are to be seamless and branches
are to be provided by cast or stamped fittings, 3.2.1 The minimum thickness of copper and
pipe pressings or other approved fabrications. copper alloy pipes and bends is to be higher of
Copper pipes for class I and II are to be that calculated by Sec.1, Cl.1.7 and that
seamless. indicated in Table 3.2.2.
3.1.2 Brazing and welding materials are to be 3.2.2 The value of 'c' to be used in Sec.1, Cl.1.7
suitable for the operating temperature and for is to be in accordance with Table 3.2.3.
the medium being carried. All brazing and
welding are to be carried out to the satisfaction 3.3 Heat treatment
of the Surveyors.
3.3.1 Pipes which have been hardened by cold
3.1.3 In general, the maximum permissible bending are to be suitably heat treated on
service temperature of copper and copper alloy completion of fabrication and prior to being
pipes, valves and fittings is not to exceed 200C tested by hydraulic pressure. Copper pipes are
for copper and aluminium brass, and 300C for to be annealed and copper alloy pipes are to be
copper nickel. Cast bronze valves and fittings either annealed or stress relief heat treated.
complying with the requirements of Pt.2 Ch.8
may be accepted up to 260C.

Page 17 of 33
___________________________________________________________________________________
Table 3.2.1 : Copper and copper alloy pipes
Specified Permissible stress [N/mm2]

min.
Condition of Maximum design temperature C
Pipe material tensile
supply
strength
50 75 100 125 150 175
[N/mm2]
Copper Annealed 220 41.2 41.2 40.2 40.2 34.3 27.5
Aluminium brass Annealed 320 78.5 78.5 78.5 78.5 78.5 78.5
95/5 90/10 copper
Annealed 270 68.6 68.6 67.7 65.7 63.7 61.8
nickel-iron
70/30 copper nickel Annealed 360 81.4 79.4 77.5 75.5 73.5 71.6
Maximum design temperature C
200 225 250 275 300
Copper Annealed 220 18.6 - - - -
Aluminium brass Annealed 320 24.5 - - - -
95/5 90/10 copper
Annealed 270 58.8 55.9 52.0 48.1 44.1
nickel-iron
70/30 copper nickel Annealed 360 69.6 67.7 65.7 63.7 61.8
Notes :
1. Intermediate values may be determined by linear interpolation.

2. For materials not included in the Table, the permissible stress shall be specially considered by IRS.
Table 3.2.2 : Minimum thickness for copper and copper alloy pipes
Standard pipe sizes (outside Minimum overriding nominal thickness [mm]

diameter[mm]) Copper Copper alloy
8 to 10 1.0 0.8
12 to 20 1.2 1.0
25 to 44.5 1.5 1.2
50 to 76.1 2.0 1.5
88.9 to 108 2.5 2.0
133 to 159 3.0 2.5
193.7 to 267 3.5 3.0
273 to 457.2 4.0 3.5
508 4.5 4.0

Chapter 2 Part 4
Table 3.2.3 : Corrosion allowance 'c' for copper and copper alloy pipes
Piping Material c [mm]

Copper, brass and similar alloys, copper-tin alloys except those with
lead contents
0.8
Copper-nickel alloys (with Ni  10%)
0.5
Note:
For media without corrosive action in respect of the material employed and in case of special alloys
with sufficient corrosion resistance, the corrosion allowance may be reduced to zero.
Section 4
Cast Iron Pipes and Fittings
4.1 Spheroidal or nodular graphite cast iron iron valves and fittings may be accepted in the
Class II steam systems, but the design pressure
4.1.1 Spheroidal or nodular graphite iron or temperature is not to exceed 13 bar or 220C
castings for pipes, valves and fittings in Class II respectively.
and III piping systems are to be made in a grade
having a specified minimum elongation not less 4.2.2 Grey cast iron is not to be used for the
than 12 per cent on gauge length of 5.65So, following:
where So is the actual cross-sectional area of
the test piece. a) Pipes for steam systems and fire
extinguishing systems;
4.1.2 Proposals for the use of this material in
Class I piping systems will be specially b) Pipes, valves and fittings for boiler blow
considered, but in no case is the material to be down systems and other piping systems
used in systems where the design temperature subject to shock or vibration;
exceeds 350C.
c) Ship-side valves and fittings;
4.1.3 Where the elongation is less than the
minimum required by 4.1.1, the material is, in d) Valves fitted on collision bulkhead;
general, to be subject to the same limitations as
grey cast iron. e) Clean ballast lines through cargo oil tanks
to forward ballast tanks;
4.2 Grey cast iron
f) Bilge lines in tanks;
4.2.1 Grey cast iron pipes, valves and fittings
will, in general, be accepted in Class III piping g) Outlet valves of fuel and lubricating oil
systems except as stated in 4.2.2. Grey cast tanks with static head.

Page 19 of 33
___________________________________________________________________________________
Section 5
Plastic Pipes and Fittings
5.1 General 5.2.2 "Pipes/piping systems" means those made

of plastic(s) and include the pipes, fittings,
5.1.1 Proposals to use plastics material in system joints, method of joining and any internal
shipboard piping systems will be considered in or external liners, coverings and coatings
relation to the properties of the materials, the required to comply with the performance criteria.
operating conditions of temperature and
pressure, and the intended service. Any 5.2.3 "Joint" means the location at which two
proposed service for plastics pipes not pieces of pipe or a pipe and a fitting are
mentioned in these Rules is to be submitted for connected together. The joint may be made by
special consideration. adhesive bonding, laminating, welding, flanges
etc.
5.1.2 Attention is also drawn to the Guidelines
for the Application of Plastic Pipes on Ships 5.2.4 "Fittings" means bends, elbows, fabricated
contained in IMO Resolution A.753(18), (as branch pieces etc. of plastic materials.
amended by Res MSC.313(88) and 399(95)).
5.2.5 "Nominal pressure" means the maximum
5.1.3 Plastic pipes and fittings will, in general, be permissible working pressure which should be
accepted in Class III piping systems. Proposals determined in accordance with the requirements
for the use of plastics in Class I and Class II in 5.3.3.
piping systems will be specially considered.
5.2.6 "Fire endurance" means the capability of
5.1.4 These requirements are applicable to piping to maintain its strength and integrity (i.e.
piping systems on ships including pipe joints capable of performing its intended function) for
and fittings, made predominantly of material some predetermined period of time while
other than metal. Use of mechanical and flexible exposed to fire.
couplings which are accepted for use in metallic
piping systems is not addressed in this Section. 5.3 Strength
5.1.5 Piping systems intended for non-essential 5.3.1 The strength of the pipes is to be
services are to meet only the requirements of determined by hydrostatic test failure pressure
recognized standards and that of 5.3.3 (b), of a pipe specimen under the standard
5.7.1.2, 5.8.2 to 5.8.7 and 5.9 of this Section. conditions: atmospheric pressure equal to 100
However, the safety aspects due to fire will kPa, relative humidity 30%, environmental and
require to be considered. carried fluid temperature 298 K (25°C).
5.1.6 The use of plastics may be restricted by 5.3.2 The strength of fittings and joints is to be
statutory requirements of the National Authority not less than that of the pipes.
of the country in which the ship is to be
registered. 5.3.3 The nominal pressure is to be determined
from the following conditions :
5.1.7 The specification of piping is to be in
accordance with a recognized national or a) Internal Pressure
international standard acceptable to IRS. In
addition, requirements given in 5.3 to 5.6 are to For an internal pressure the nominal pressure,
be complied with. Pn, is to be lesser of the following :
5.2 Terms and definitions Psth

Pn Int 
5.2.1 "Plastic(s)" means both thermoplastic and 4
thermosetting plastic materials with or without
reinforcement, such as PVC and fibre reinforced or
plastics - FRP. Plastic includes synthetic rubber
and materials of similar thermo/ mechanical Plth
properties.
Pn Int 
2.5

Chapter 2 Part 4
where,
Pcol = pipe collapse pressure.
Psth = short-term hydrostatic test pipe
failure pressure; In no case is the pipe collapse pressure to be
less than 3 bar.
Plth = long-term hydrostatic test pipe
failure pressure (> 100,000 h) The maximum working external pressure is a
sum of the vacuum inside the pipe and a head
b) External pressure (for any installation which of liquid acting on the outside of the pipe.
may be subject to vacuum conditions inside the
pipe or a head of liquid acting on the outside of 5.3.4 Notwithstanding the requirements of 5.3.3
the pipe; and for any pipe installation required to (a) or (b) above as applicable, the pipe or pipe
remain operational in case of flooding damage, layer minimum wall thickness is to follow
as per Regulation 8-1 of SOLAS Chapter II-1, as recognized standards. In the absence of
amended by IMO Resolutions upto MSC. standards for pipes not subject to external
436(99), or for any pipes that would allow pressure, the requirements of 5.3.3 (b) above
progressive flooding to other compartments are to be met.
through damaged piping or through open ended
pipes in the compartments). 5.3.5 The maximum permissible working
pressure is to be specified with due regard for
For an external pressure the nominal pressure, maximum possible working temperatures in
Pn, is to be as under : accordance with Manufacturer's recommen-
dations.
Pcol
Pn ext  5.3.6 The thickness of pipes is in no case to be
3 less than that specified in Table 5.3.1.
where,
Table 5.3.1 : Minimum wall thickness for plastic pipes
External diameter D Minimum wall thickness External diameter Minimum wall thickness
[mm] [mm] D [mm] [mm]
10.2 to 17.2 1.0 219.1 2.6
21.3 to 48.3 1.6 273.0 2.9
60.3 to 88.9 2.0 323.9 to 406.4 3.6
114.3 to 168.3 2.3 Over 406.4 4.0
Note : The external diameters and thicknesses have been selected from ISO 1127 : 1980. For pipes
covered by other standards, slightly less thicknesses may be accepted.
5.4 Axial strength 5.5 Impact resistance
5.4.1 The sum of the longitudinal stresses due 5.5.1 Plastic pipes and joints are to have a
to pressure, weight and other loads is not to minimum resistance to impact in accordance
exceed the allowable stress in the longitudinal with recognised national or international
direction. standards such as ASTM D.2444-21 or
equivalent.
5.4.2 In the case of fibre reinforced plastic pipes,
the sum of the longitudinal stresses is not to 5.5.2 After the test the specimen is to be
exceed half of the nominal circumferential stress subjected to hydrostatic pressure equal to 2.5
derived from the nominal internal pressure times the design pressure for at least 1 hour.
condition (See 5.3).

Page 21 of 33
___________________________________________________________________________________
5.6 Temperature c) Level 3. Piping having passed the fire

endurance test specified in Appendix 2 of
5.6.1 The permissible working temperature IMO Resolution A.753(18) (as amended by
depending on the working pressure is to be in IMO Resolutions MSC.313(88) and MSC.
accordance with Manufacturer's recommen- 399(95)) for a duration of a minimum of 30
dations, but in each case it is to be at least 20C minutes in the wet condition is considered to
lower than the minimum heat distortion/ meet level 3 fire endurance standard (L3).
deflection temperature of the pipe material,
determined according to ISO 75-2:2013 method 5.7.1.3 Permitted use of piping depending on
A, or equivalent, such as ASTM D648-18. fire endurance, location and piping system is
given in Table 5.7.1 "Fire Endurance
5.6.2 The minimum heat distortion/deflection Requirements Matrix".
temperature is to be not less than 80C.
5.7.1.4 For Safe Return to Port purposes
5.7 Requirements for pipes/piping systems (Regulation 21.4 of SOLAS Chapter II-2, ),
depending on service and/or locations plastic piping can be considered to remain
operational after a fire casualty if the plastic
5.7.1 Fire endurance pipes and fittings have been tested to L1
standard.
5.7.1.1 Pipes and their associated fittings whose
integrity is essential to the safety of ships 5.7.2 Flame spread
including plastic piping required by Regulation
21.4 of SOLAS Chapter II-2, as amended by 5.7.2.1 All pipes, except those fitted on open
IMO Resolutions up to MSC. 421(98) decks and within tanks, cofferdams, pipe tunnels
(hereinafter the same) to remain operational and ducts separated from accommodation,
after a fire casualty, are required to meet the permanent manned areas and escape ways by
minimum fire endurance requirements of means of an A class bulkhead, are to have low
Appendix 1 or 2, as applicable, of IMO surface flame spread characteristics not
Resolution A.753(18), (as amended by exceeding average values listed in Appendix 3
Resolutions MSC.313(88) and MSC. 399(95)). of IMO Resolution A. 753(18), as amended by
IMO Resolutions MSC. 313(88) and MSC.
5.7.1.2 Depending on the capability of a piping 399(95).
system to maintain its strength and integrity,
there exist three different levels of fire 5.7.2.2 Surface flame spread characteristics are
endurance for piping systems. to be determined using the procedure given in
the 2010 FTP Code, Annex 1, Part 5 with regard
a) Level 1. Piping having passed the fire to the modifications due to the curvilinear pipe
endurance test specified in Appendix 1 of surfaces as also listed in Appendix 3 of IMO
IMO Resolution A.753(18) (as amended by Resolution A.753(18) (as amended by IMO
IMO Resolutions MSC.313(88) and MSC. Resolutions MSC.313(88) and MSC.399(95)).
399(95)) for a duration of a minimum of one
hour without loss of integrity in the dry 5.7.2.3 Surface flame spread characteristics
condition is considered to meet level 1 fire may also be determined using the test
endurance standard (L1). Level 1W – Piping procedures given in ASTM D635-18, or in other
systems similar to Level 1 systems except equivalent standards. Under the procedure of
these systems do not carry flammable fluid ASTM D635-18 a maximum burning rate of 60
or any gas and a maximum 5% flow loss in mm/min applies.
the system after exposure is acceptable
(L1W). 5.7.3 Fire protection coatings
b) Level 2. Piping having passed the fire 5.7.3.1 Where a fire protective coating of pipes
endurance test specified in Appendix 1 of and fittings is necessary for achieving the fire
IMO Resolution A.753(18) (as amended by endurance level required, it is to meet the
IMO Resolutions MSC.313(88) and MSC. following requirements:
399(95)) for a duration of a minimum of 30
minutes in the dry condition is considered to a) The pipes are generally to be delivered from
meet level 2 fire endurance standard (L2). the manufacturer with the protective coating
Level 2W – Piping systems similar to Level on.
2 systems except a maximum 5% flow loss
in the system after exposure is acceptable b) The fire protection properties of the coating
(L2W). are not to be diminished when exposed to

Chapter 2 Part 4
salt water, oil or bilge slops. It is to be d) The fire protection coatings are to have
demonstrated that the coating is resistant to sufficient resistance to impact to retain their
products likely to come into contact with the integrity.
piping.
5.7.4 Electrical conductivity
c) In considering fire protection coatings, such
characteristics as thermal expansion, Where electrical conductivity is to be ensured,
resistance against vibrations and elasticity the resistance of the pipes and fittings is not to
are to be taken into account. exceed 1 x 105 Ohm/m.

Page 23 of 33
___________________________________________________________________________________
Table 5.7.1 : Fire endurance requirements matrix
Sr.
Piping Systems Location13
No.
A B C D E F G H I J K
Fuel oil tanks
Accommoda-
Ballast water
pump rooms
Ro/Ro cargo
Cargo pump
Cargo tanks
void spaces
cargo holds
Open decks
tion service
Cofferdams
and control
pipe tunnel
Category A
machinery
Machinery
and ducts
spaces of
Other dry
spaces &
spaces
rooms
holds
Other
tanks
1 2 3 4 5 6 7 8 9 10 11 12 13
CARGO (FLAMMABLE CARGOES f.p.  60C
1. Cargo lines NA NA L1 NA NA O NA O10 O NA L12
Crude oil
2. NA NA L1 NA NA O NA O10 O NA L12
washing lines
3. Vent lines NA NA NA NA NA O NA O10 O NA X
INERT GAS
Water seal
4. NA NA O1 NA NA O1 O1 O1 O1 NA O
effluent line
Scrubber
5. O1 O1 NA NA NA NA NA O1 O1 NA O
effluent line
6. Main line O O L1 NA NA NA NA NA O NA L16
7. Distribution lines NA NA L1 NA NA O NA NA O NA L12
FLAMMABLE LIQUIDS (f.p. > 60C)
8. Cargo lines X X L1 X X NA3 O O10 O NA L1
3
9. Fuel oil X X L1 X X NA O O O L1 L1
10. Lubricating X X L1 X X NA NA NA O L1 L1
11. Hydraulic oil X X L1 X X O O O O L1 L1
SEAWATER1
Bilge main &
12. L17 L17 L1 X X NA O O O NA L1
branches
Fire main &
13. L1 L1 L1 X NA NA NA O O X L1
water spray
14. Foam system L1W L1W L1W NA NA NA NA NA O L1W L1W
15. Sprinkler system L1W L1W L3 X NA NA NA O O L3 L3
10
16. Ballast L3 L1 L3 L3 X O O O O L2W L2W
Cooling water,
17. essential L3 L3 NA NA NA NA NA O O NA L2W
services
Tank cleaning
18. services fixed NA NA L3 NA NA O NA O O NA L32
machines
Non-essential
19. O O O O O NA O O O O O
systems
FRESH WATER
Cooling water
20. L3 L3 NA NA NA NA O O O L3 L3
essential
Condensate
21. L3 L3 L3 O O NA NA NA O O O
return
Non-essential
systems

Chapter 2 Part 4
Table 5.7.1 : Fire endurance requirements matrix (Contd.)
Sr.
Piping Systems Location13
No.
A B C D E F G H I J K
Fuel oil tanks
Accommoda-
Ballast water
pump rooms
Ro/Ro cargo
Cargo pump
Cargo tanks
void spaces
cargo holds
Open decks
tion service
Cofferdams
and control
pipe tunnel
Category A
machinery
Machinery
and ducts
spaces of
Other dry
spaces &
spaces
rooms
holds
Other
tanks
1 2 3 4 5 6 7 8 9 10 11 12 13
SANITARY/DRAINS/SCUPPERS
Deck drains
23. L1W4 L1W4 NA L1W4 O NA O O O O O
(internal)
Sanitary drains
24. O O NA O O NA O O O O O
(internal)
Scuppers and
25. discharges O1,8 O1,8 O1,8 O1,8 O1,8 O O O O O1,8 O
(overboard)
SOUNDING/AIR
Water tanks/dry
26. O O O O O O10 O O O O O
spaces
Oil tanks (f.p. >
27. X X X X X X3 O O10 O X X
60C)
MISCELLANEOUS
28. Control air L15 L15 L15 L15 L15 NA O O O L15 L15
Service air (non-
essential)
30. Brine O O NA O O NA NA NA O O O
Auxiliary low
31. pressure steam L2W L2W O9 O9 O9 O O O O O9 O9
( 7 bar)
Central vacuum
32. NA NA NA 0 NA NA NA NA 0 0 0
cleaners
Exhaust gas
L31,11
33. Cleaning system L31 L31 NA NA NA NA NA NA NA NA
NA
Effluent Line
Urea Transfer/
Supply System L311
34. L112 L112 NA NA NA NA NA NA 0 0
(SCR NA
installations)
Abbreviations:
L1: Fire endurance test (appendix 1 of IMO Resolution A.753(18), as amended by IMO Resolutions
MSC. 313(88) and MSC. 399(95)) in dry conditions, 60 min
L1W Fire endurance test (Cl. 5.7.1.2)
MSC. 313(88) and MSC. 399(95)) in dry conditions, 30 min
L2W Fire endurance test (Cl. 5.7.1.2)
MSC. 313(88) and MSC. 399(95)) in wet conditions, 30 min
O : No fire endurance test required
NA : Not applicable
X : Metallic materials having a melting point greater than 925C

Page 25 of 33
___________________________________________________________________________________
Footnotes:
1 Where non-metallic piping is use, remotely controlled valves to be provided at ship's side (valve
is to be controlled from outside space).
2 Remote closing valves to be provided at the cargo tanks.
3 When cargo tanks contain flammable liquids with f.p. > 60C, "O" may replace "NA" or "X".
4 For drains serving only the space concerned, "O" may replace "L1W".
5 When controlling functions are not required by statutory requirements or guidelines, "O" may
replace "L1".
6 For pipe between machinery space and deck water seal, "O" may replace "L1".
7 For passenger vessels, "X" is to replace "L1".
8 Scuppers serving open decks in positions 1 and 2, as defined in Regulation 13 of Protocol of

1988 relating to the International Convention on Load Lines, 1966, as amended by IMO
Resolutions up to MSC. 375(93), should be "X" throughout unless fitted at the upper end with the
means of closing capable of being operated from a position above the freeboard deck in order to
prevent downflooding.
9 For essential services, such as fuel oil tank heating and ship's whistle, "X" is to replace "O".
10 For tankers where compliance with paragraph 6 of Regulation 19 of MARPOL Annex 1, as

amended by IMO Resolutions up to MEPC. 314(74) is required, "NA" is to replace "0".
11 L3 in service spaces, NA in accommodation and control spaces.
12 Type Approved plastic piping without fire endurance test (0) is acceptable downstream of the
tank valve, provided this valve is metal seated and arranged as fail-to-closed or with quick
closing from a safe position outside the space in the event of fire.
13 For Passenger Ships subject to Regulation 21.4 of SOLAS Chapter II-2 (Safe return to Port),
plastic pipes for services required to remain operative in the part of the ship not affected by the
casualty thresholds, such as systems intended to support safe areas, are to be considered
essential services. In accordance with MSC.1/Circ.1369, Interpretation 12, for Safe Return to
Port purposes, plastic piping can be considered to remain operational after a fire casualty if the
plastic pipes and fittings have been tested to L1 standard.
Location Definitions:
A Machinery spaces of Machinery spaces of Category A as defined in Regulation 3.31 of

Category A SOLAS Chapter II-2*.
B Other machinery spaces Spaces, other than Category A machinery spaces and cargo pump
and pump rooms rooms, containing propulsion machinery, boilers, fuel oil units, steam
and internal combustion engines, generators and major electrical
machinery, pumps, oil filling stations, refrigerating, stabilising,
ventilation and air-conditioning machinery and similar spaces and
trunks to such spaces.
C Cargo pump rooms Spaces containing cargo pumps and entrances and trunks to such
spaces.
D Ro-ro cargo holds Ro-ro cargo holds are ro-ro cargo spaces and special category
spaces as defined in Regulations 3.41 and 3.46 of SOLAS Chapter
II-2*.
E Other dry cargo holds All spaces other than ro-ro cargo holds used for non-liquid cargo and
trunks to such spaces.

Chapter 2 Part 4
F Cargo tanks All spaces used for liquid cargo and trunks to such spaces.
G Fuel oil tanks All spaces used for fuel oil (excluding cargo tanks) and trunks to such
spaces.
H Ballast water tanks All spaces used for ballast water and trunks to such spaces.
I Cofferdams, voids, etc. Cofferdams and voids are those empty spaces between two
bulkheads separating two adjacent compartments.
J Accommodation, service Accommodation spaces, service spaces and control stations as
defined in Regulations3.1, 3.45 and 3.18 of SOLAS Chapter II-2*.
K Open decks Open deck spaces as defined in Regulation 9.2.2.3.2(5) of SOLAS
Chapter II-2*.
* SOLAS Chapter II-2, as amended by IMO Resolutions up to MSC. 421(98).
5.8 Material approval and quality control to be tested in accordance with this Section to
during manufacture the satisfaction of the attending surveyors for
every batch of pipes.
5.8.1 Except as required in 5.1.5, prototypes of
pipes and fittings are to be tested to determine 5.8.7 Depending upon the intended application,
short-term and long-term design strength, fire IRS may require, pressure testing of each pipe
endurance and low surface flame spread and/or fitting.
characteristics, electrical resistance (for
electrically conductive pipes), impact resistance 5.9 Installation
in accordance with this Section.
5.9.1 Supports
5.8.2 For prototype testing representative
samples of pipes and fittings are to be selected 5.9.1.1 Selection and spacing of pipe supports
to the satisfaction of the Classification Society. in shipboard systems are to be determined as a
function of allowable stresses and maximum
5.8.3 The Manufacturer is to have quality deflection criteria. Support spacing is not to be
system that meets ISO 9000 series standards or greater than the pipe Manufacturer's recommen-
equivalent. The quality system is to consist of ded spacing. The selection and spacing of pipe
elements necessary to ensure that pipes and supports are to take into account pipe
fittings are produced with consistent and uniform dimensions, length of the piping, mechanical
mechanical and physical properties. and physical properties of the pipe material,
mass of pipe and contained fluid, external
5.8.4 Each pipe and fitting made by hand lay up pressure, operating temperature, thermal
technique, is to be tested by the Manufacturer at expansion effects, loads due to external forces,
a hydrostatic pressure not less than 1.5 times thrust forces, water hammer, vibrations,
the nominal pressure. For other pipes and maximum accelerations to which the system
fittings, manufactured in accordance with the may be subjected. Combination of loads is to be
recognized standards by machined processes considered.
(e.g. ‘Continuous extruding’, ‘Filament wound
and centrifugally cast’) the hydrostatic pressure 5.9.1.2 Each support is to evenly distribute the
test may be carried out in accordance with load of the pipe and its contents over the full
requirements stipulated in the relevant standard width of the support. Measures are to be taken
to which the pipe or fittings are manufactured, to minimise wear of the pipes where they
provided that there is an effective quality system contact the supports.
in place at manufacturer’s works.
5.9.1.3 Heavy components in the piping system
5.8.5 Piping and fittings are to be permanently such as valves and expansion joints are to be
marked with identification. Identification is to independently supported.
include pressure ratings, the design standards
that the pipe or fitting is manufactured in 5.9.2 Expansion
accordance with and the material of which the
pipe or fitting is made. 5.9.2.1 Suitable provision is to be made in each
pipeline to allow for relative movement between
5.8.6 In case the Manufacturer does not have an pipes made of plastic and the steel structure,
approved quality system complying with ISO having due regard to:
9000 series or equivalent, pipes and fittings are

Page 27 of 33
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i) the difference in the coefficients of thermal piping system is not to exceed 1 x 106 Ohm. It is
expansion; preferred that pipes and fittings be
homogeneously conductive. Pipes and fittings
ii) deformations of the ship's hull and its having conductive layers are to be protected
structure. against a possibility of spark damage to the pipe
wall. Satisfactory earthing is to be provided.
5.9.2.2 When calculating the thermal
expansions, account is to be taken of the 5.9.5.3 After completion of the installation, the
system working temperature and the resistance to earth is to be verified. Earthing
temperature at which assembly is performed. wires are to be accessible for inspection.
5.9.3 External loads 5.9.6 Application of fire protection coatings
5.9.3.1 When installing the piping, allowance is 5.9.6.1 Fire protection coatings are to be applied
to be made for temporary point loads, where on the joints, where necessary for meeting the
applicable. Such allowances are to include at required fire endurance for 5.7.3, after
least the force exerted by a load (person) of 100 performing hydrostatic pressure tests of the
kg at mid-span on any pipe of more than 100 piping system.
mm nominal outside diameter.
5.9.6.2 The fire protection coatings are to be
5.9.3.2 Besides for providing adequate applied in accordance with Manufacturer's
robustness for all piping including open-ended recommendations, using a procedure approved
piping a minimum wall thickness, complying with in each particular case.
5.3.7 may require to be increased taking into
account the conditions encountered during 5.9.7 Penetration of divisions
service on board ships.
5.9.7.1 Where plastic pipes pass through "A" or
5.9.3.3 Pipes are to be protected from "B" class divisions, arrangements are to be
mechanical damage where necessary. made to ensure that the fire endurance is not
impaired. These arrangements are to be tested
5.9.4 Strength of connections in accordance with Recommendations for fire
test procedures for "A", "B" and "F" bulkheads
5.9.4.1 The strength of connections is to be not specified in Part 3 of Annex 1 to the 2010 FTP
less than that of the piping system in which they Code (Resolution MSC. 307(88) as amended by
are installed. Resolution MSC. 437(99)).
5.9.4.2 Pipes may be assembled using 5.9.7.2 When plastic pipes pass through
adhesive-bonded, welded, flanged or other watertight bulkheads or decks, the watertight
joints. integrity of the bulkhead or deck is to be
maintained. For pipes not able to satisfy the
5.9.4.3 Adhesive, when used for joint assembly, requirements in 5.3.3 (b), a metallic shut-off
are to be suitable for providing a permanent seal valve operable from above the freeboard deck is
between the pipes and fittings throughout the to be fitted at the bulkhead or deck.
temperature and pressure range of the intended
application. 5.9.7.3 If the bulkhead or deck is also a fire
division and destruction by fire of plastic pipes
5.9.4.4 Tightening of joints is to be performed in may cause the inflow of liquid from tanks, a
accordance with Manufacturers' instructions. metallic shut-off valve operable from above the
freeboard deck should be fitted at the bulkhead
5.9.5 Installation of conductive pipes or deck.
5.9.5.1 In piping systems for fluids with 5.9.8 Control during installation
conductivity less than 1000 pico siemens per
metre (pS/m) such as refined products and 5.9.8.1 Installation is to be in accordance with
distillates use is to be made of conductive pipes. the Manufacturer's guidelines.
5.9.5.2 Regardless of the fluid being conveyed, 5.9.8.2 Prior to commencing the work, joining
plastic piping is to be electrically conductive if techniques are to be approved by the
the piping passes through a hazardous area. Classification Society.
The resistance to earth from any point in the

Chapter 2 Part 4
5.9.8.3 The tests and examinations specified in 5.9.10 Testing after installation on board
this Section are to be completed before
shipboard piping installation commences. 5.9.10.1 Piping systems for essential services
are to be subjected to a test pressure not less
5.9.8.4 The personnel performing this work are than 1.5 times the design pressure or 4 bar
to be properly qualified and certified to the whichever is greater.
satisfaction of the Classification Society.
5.9.10.2 Piping systems for non-essential
5.9.8.5 The procedure of making bonds is to services are to be checked for leakage under
include: operational conditions.
i) materials used, 5.9.10.3 For piping required to be electrically

ii) tools and fixtures, conductive, earthing is to be checked and
iii) joint preparation requirements, random resistance testing is to be conducted.
iv) cure temperature,
v) dimensional requirements and tolerances, 5.10 Test specification for plastic pipes
and
vi) tests acceptance criteria upon completion of 5.10.1 Scope
the assembly.
Section 5.10 contains requirements for the Type
5.9.8.6 Any change in the bonding procedure Approval of plastic pipes. It is applicable to
which will affect the physical and mechanical piping systems, including pipe joints and fittings,
properties of the joint is to require the procedure made predominantly of other material than
to be requalified. metal.
5.9.9 Bonding procedure quality testing 5.10.2 Documentation
5.9.9.1 A test assembly is to be fabricated in The following information for the plastic pipes,
accordance with the procedure to be qualified fittings and joints is to be submitted for
and it is to consist of at least one pipe-to-pipe consideration and approval:
joint and one pipe-to-fitting joint.
I. General information
5.9.9.2 When the test assembly has been cured,
it is to be subjected to a hydrostatic test 1) Pipe and fitting dimensions
pressure at a safety factor 2.5 times the design 2) Maximum internal and external working
pressure of the test assembly, for not less than pressure
one hour. No leakage or separation of joints is 3) Working temperature range
allowed. The test is to be conducted so that the 4) Intended services and installation
joint is loaded in both longitudinal and locations
circumferential directions. 5) The level of fire endurance
6) If electrically conductive
5.9.9.3 Selection of the pipes used for test 7) Fluids Intended to be carried
assembly, is to be in accordance with the 8) Limits on flow rates
following: 9) Serviceable life
10) Installation instructions
a) When the largest size to be joined is 200 11) Details of marking.
mm nominal outside diameter, or smaller,
the test assembly is to be the largest piping II. Drawings and supporting documentation:
size to be joined.
1) Certificates and reports for relevant tests
b) When the largest size to be joined is greater previously carried out.
than 200 mm nominal outside diameter, the 2) Details of relevant standards.
size of the test assembly is to be either 200 3) All relevant design drawings, catalogues,
mm or 25% of the largest piping size to be data sheets, calculations and functional
joined, whichever is greater. descriptions.
4) Fully detailed section assembly drawings
5.9.9.4 When conducting performance showing pipe, fittings and pipe
qualifications, each bonder and each bonding connections.
operator are to make up test assemblies, the
size and number of which are to be as required
above.

Page 29 of 33
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III. Materials (as applicable) 5) Cure/post-cure conditions. The cure and

post-cure temperatures and time required
1) The resin used for the construction of and resin/reinforcement ratio.
plastic pipes and fittings. 6) Winding angle and orientation.
2) Catalyst and accelerator types and 7) Joint bonding procedures and qualification
concentration employed in the case of results, see Cl. 5.9.8.5.
reinforced polyester resin pipes or
hardeners where epoxide resins are 5.10.3 Testing
employed.
3) A statement of all reinforcements Testing is to demonstrate that pipes, fittings and
employed where the reference number joints for which Type Approval is sought comply
does not identify the mass per unit area or with requirements of Section 5.
the text number of a roving used in a
filament winding process, these are to be The standards to be used for testing of pipes,
detailed. joints and fittings are given in Table 5.10.1 and
4) Full information regarding the type of gel- Table 5.10.2.
coat or thermoplastic liner employed during
construction, as appropriate.
Table 5.10.1 : Typical standards for general requirements for all systems
Test Rule clause no. / Remarks

Typical Standard
1 Internal pressure (1) 5.3.3a) Top, Middle, Bottom (of
ASTM D 1599 range)
ASTM D 2992 Tests are to be carried out on
ISO 15493 or equivalent pipe spools made of different
pipe sizes, fittings and pipe
connections
2 External pressure (1) 5.3.3b) As above, for straight pipes
ISO 15493 or equivalent only
3 Axial strength 5.4 As above
4 Load deformation ASTM D2412 or equivalent Top, Middle Bottom (of each
pressure range)
5 Temperature limitations ISO 75 Method A GRP piping Each type of resin
system: HDT test on each type of
resin acc. To ISO 75 method A
Thermoplastic piping systems: ISO
75 Method A; ISO 306 Plastics –
Thermoplastic materials –
Determination of Vicat softening
temperature (VST) VICAT test
according to ISO 2507
Polyesters with an HDT below

80C should not be used.
6 Impact resistance ISO 9854, ISO 9653 ISO 15493 Representative sample of
ASTM D2444 or equivalent each type of construction
7 Ageing Manufacturer’s standard Each type of construction
ISO 9142
8 Fatigue Manufacturer’s standard or service Each type of construction
experience
9 Fluid absorption ISO 8361
10 Material compatibility (2) ASTM C581
Manufacturer’s standard
Notes:
(1) Test to be witnessed by IRS Surveyor.
(2) If applicable.

Chapter 2 Part 4
Table 5.10.2 : Typical standards for additional requirements depending on service

and/or locations of piping
Test Rule clause no. / Remarks

Typical Standard
1 Fire endurance (1) (2) IMO Res. A.753(18) (as Representative samples of
amended), Appendix 1,2 each type of construction and
type of pipe connection
2 Flame spread (1) (2) IMO Res. A.753(18) (as Representative samples of
amended), Appendix 3 each type of construction
3 Smoke generation (2) IMO Res. A.753(18) (as Representative samples of
4 Toxicity (2) IMO Res. A.753(18) (as Representative samples of
5 Electrical conductivity (1) (2) ASTM F1173-95 or ASTM Representative samples of
D257, NS6126 para 11.2 or each type of construction
equivalent
Notes:
(1) Test to be witnessed by IRS Surveyor.
(2) If applicable.
Tests of above table are optional. However, if not carried out, the range of approved applications for the
pipes will be limited accordingly (See 5.7).
Section 6
Flexible Hoses
6.1 Definition lubricating, hydraulic and thermal oil systems,

fresh water and sea water cooling systems,
6.1.1 Flexible hose assembly is defined as short compressed air systems, bilge and ballast
length of integral metallic or non-metallic hose systems and Class III steam systems where
with prefabricated end fittings ready for they comply with 6.3 to 6.6. Flexible hoses are
installation. not accepted in high pressure fuel oil injection
systems.
Note: Flexible hose assemblies for essential
services or containing either flammable or toxic 6.2.3 These requirements for flexible hose
media are not to exceed 1.5 [m] in length. assemblies are not applicable to hoses intended
to be used in fixed fire extinguishing systems.
6.2 Scope
6.2.1 The requirements of 6.3 to 6.6 apply to
flexible hoses of metallic or non-metallic material 6.3.1 Flexible hoses are to be designed and
intended for a permanent connection between a constructed in accordance with recognized
fixed piping system and items of machinery National or International Standards. Flexible
where necessary to accommodate relative hoses constructed of rubber or plastics materials
movement between the machinery and the fixed and intended for use in bilge, ballast,
piping system. The requirements may also be compressed air, oil fuel, lubricating, hydraulic
applied to temporarily connected flexible hoses and thermal oil systems are to incorporate a
or hoses of portable equipment. single double or more closely woven integral
wire braid or other suitable material for
6.2.2 Flexible hose assemblies as defined in reinforcement.
6.1.1 may be accepted for use in oil fuel,

Page 31 of 33
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Flexible hoses of plastics materials such as application taking into consideration ambient
Teflon or Nylon, (which are used for the conditions, compatibility with fluids under
purposes mentioned above), where working pressure and temperature conditions
reinforcement is not possible by incorporating consistent with the manufacturer’s instructions
closely woven integral wire braid are to have and any requirements given elsewhere in the
suitable reinforcing material as far as Rules. (Refer Pt.4, Ch.3, 4.3.5; Pt.4, Ch.6, 3.4;
practicable. Pt.5, Ch.26, 3.2.4.10; Pt.5, Ch.29, 2.1.2).
Where rubber or plastic material hoses are to be 6.4 Installation

used in oil supply lines to burners, the hoses are
to have external wire braid protection in addition 6.4.1 In general, flexible hoses are to be limited
to the reinforcement mentioned above which is to a length necessary to provide for relative
provided during manufacturing. Flexible hoses movement between fixed and flexibly mounted
for use in steam systems are to be of metallic items of machinery / equipment or systems.
construction.
6.4.2 Flexible hose assemblies are not to be
6.3.2 Flexible hoses are to be complete with installed where they may be subjected to
approved end fittings in accordance with torsional deformation (twisting) under normal
manufacturer’s specification. The end operating conditions.
connections that do not have a flange are to
comply with 2.7 as applicable and each type of 6.4.3 The number of flexible hoses, in piping
hose/fitting combination is to be subject to systems mentioned in 6.2.2 is to be kept to
prototype testing to the same standard as that minimum and to be limited for the purpose
required by the hose with particular reference to stated in 6.2.1.
pressure and impulse tests. Refer Pt.4, Ch.4,
4.6.5.2. 6.4.4 Where flexible hoses are intended to be
used in piping systems conveying flammable
6.3.3 The use of hose clamps and similar types fluids that are in close proximity of heated
of end attachments is not acceptable for flexible surfaces the risk of ignition due to failure of the
hoses in piping systems for steam, flammable hose assembly and subsequent release of fluids
media, starting air systems or for sea water is to be mitigated as far as practicable by the
systems where failure may result in flooding. In use of screens or other similar protection to the
other piping systems, the use of hose clamps satisfaction of the Surveyor.
may be accepted where the working pressure is
less than 5 bar and provided there are double 6.4.5 Flexible hoses are to be installed in clearly
clamps at each end connection. visible and readily accessible locations.
6.3.4 Flexible hose assemblies intended for 6.4.6 The installation of flexible hose assemblies
installation in piping systems where pressure is to be in accordance with the manufacturer’s
pulses and/or high levels of vibration are instructions and use limitations with particular
expected to occur in service, are to be designed attention to the following, if any:
for the maximum expected impulse peak
pressure and forces due to vibration. The tests - Orientation
required by 6.5 are to take into consideration the - End connection support (where necessary)
maximum anticipated in-service pressures, - Avoidance of hose contact that could cause
vibration frequencies and forces due to rubbing and abrasion
installation. - Minimum bend radii.
6.3.5 Flexible hose assemblies constructed of 6.5 Tests

non-metallic materials intended for installation in
piping systems for flammable media and sea 6.5.1 Acceptance of flexible hose assemblies is
water systems where failure may result in subject to satisfactory prototype testing.
flooding, are to be of fire-resistant type except in Prototype test programmes for flexible hose
cases where such hoses are installed on open assemblies are to be submitted to IRS by the
decks, as defined in Pt. 6, Ch. 3, 3.2.3.3.2.2(10) manufacturer and are to be sufficiently detailed
and not used for fuel lines. Fire resistance is to to demonstrate performance in accordance with
be demonstrated by testing to ISO 15540:2016 the specified standards given in 6.5.2 and 6.5.3.
and ISO 15541:2016.
6.5.2 The tests are, as applicable, to be carried
6.3.6 Flexible hose assemblies are to be out on different nominal diameters of hose type
selected for the intended location and complete with end fittings for pressure, burst,

Chapter 2 Part 4
impulse resistance and fire resistance in carried out for a hose assembly with a
accordance with the requirements of the diameter D are considered valid only for
relevant standard. The following standards are the diameters ranging between 0.5 D
to be used as applicable: and 2 D.
- ISO 6802:2018 – Rubber and plastics hoses - For fire resistance tests the specimens are
and hose assemblies with wire to be selected in accordance with ISO
reinforcements– Hydraulic impulse test with 15540:2016.
flexing.
6.5.3 All flexible hose assemblies are to be
- ISO 6803:2017 – Rubber or plastics hoses satisfactorily prototype burst tested to an
and hose assemblies – Hydraulic-pressure international standard* to demonstrate they are
impulse test without flexing. able to withstand a pressure not less than four
times its design pressure without indication of
- ISO 15540:2016 – Ships and marine failure or leakage.
technology – Fire resistance of hose
assemblies – Test methods. Note : * The international standards, e.g. EN or
SAE for burst testing of non-metallic hoses,
- ISO 15541:2016 – Ships and marine require the pressure to be increased until burst
technology – Fire resistance of hose without any holding period at 4 x MWP.
assemblies – Requirements for test bench.
6.6 Marking
- ISO 10380:2012 – Pipe work – Corrugated
metal hoses and hose assemblies. Other 6.6.1 Flexible hoses are to be permanently
standards may be accepted where agreed marked by the manufacturer with the following
by IRS. details:
Note: - Hose manufacturer’s name or trademark.

- Date of manufacture (month/year).
Prototype tests are to be carried out for each - Designation type reference.
size of hose assembly. However, for ranges with - Nominal diameter.
more than 3 different diameters, the prototype - Pressure rating.
tests are to be carried out for at least: - Temperature rating.
• the smallest diameter, Where a flexible hose assembly is made up of

items from different manufacturers, the
• the largest diameter, components are to be clearly identified and
traceable to evidence of prototype testing.
• Intermediate diameters selected based
on the principle that prototype tests
Section 7
Hydraulic Tests on Pipes and Fittings
7.1 Hydraulic tests before installation on 7.1.2 Where the design temperature does not
board exceed 300C, the test pressure is to be 1.5
times the design pressure.
7.1.1 All Class I and II pipes and their
associated fittings are to be tested by hydraulic 7.1.3 For steel pipes and integral fittings for use
pressure to the Surveyor's satisfaction. Further, in systems where the design temperature
all steam, feed, compressed air and fuel oil exceeds 300C, the test pressure is to be as
pipes, together with their fittings, are to be follows but need not exceed twice the design
similarly tested where the design pressure is pressure:
greater than 3.5 bar. The test is to be carried out
after completion of manufacture and before K 100
installation on board and, where applicable, Pt  1.5 P bar
before insulating and coating. Kt

Page 33 of 33
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where, 7.2.1 Heating coils in tanks and liquid or gas fuel

oil piping are to be tested by hydraulic pressure,
Pt and P are defined in Sec.1, Cl.1.5.1 after installation on board, to 1.5 times the
design pressure but in no case to less than 4
K100 = allowable stress for 100C [N/mm2] bar.
Kt = allowable stress for the design temperature 7.2.2 Where pipes specified in 7.1.1 are butt
[N/mm2]. welded together during assembly on board, they
are to be tested by hydraulic pressure in
7.1.4 In no case is the membrane stress to accordance with the requirements of 7.1 after
exceed 90 per cent of the yield stress at the welding. The pipe lengths may be insulated,
testing temperature. except in way of the joints made during
installation and before hydraulic test is carried
7.1.5 All valves and fittings are to be tested in out.
accordance with recognized standards, but not
less than 1.5 times the nominal pressure rating 7.2.3 The hydraulic test required by 7.2.2 may
at ambient temperature. Valves, cocks and be omitted provided non- destructive tests by
distance pieces intended to be fitted on the ship ultrasonic or radiographic methods are carried
side below the load waterline are to be out on the entire circumference of all butt welds
hydraulically tested to a pressure not less than 5 with satisfactory results. Where ultrasonic test
bar. has been carried out, the manufacturer is to
provide the Surveyor with a signed statement
7.1.6 When, for technical reasons, it is not confirming that ultrasonic examination has been
possible to carry out complete hydrotesting carried out by an approved operator and that
before assembly on board for all sections of there were no indications of defects which could
piping, proposals for testing the remaining/ be expected to have prejudicial effect on the
closing lengths of piping, particularly in respect service performance of the piping.
of the closing seams, are to be submitted for
approval. 7.2.4 Where bilge pipes are accepted in way of
double bottom tanks or deep tanks, the pipes
7.1.7 Pressure testing of small bore pipes (less after fitting are to be tested by hydraulic
than 15 mm) may be waived at the discretion of pressure to the same pressure as the tanks
IRS depending on the application. through which they pass.
7.2 Testing after assembly on board
End of Chapter

Page 1 of 24
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Chapter 3
Pumping and Piping
Contents
Section
1 General
2 Bilge and Ballast Piping Systems
3 Vents, Sounding, Overflow and Scuppers and Discharges Piping Systems
4 Fuel Oil Systems
5 Steam Piping and Condensate Piping Systems
6 Boiler Feed Piping Systems
7 Engine Cooling Water Systems
8 Lubricating Oil Piping Systems
Section 1
General
1.1 Scope c) Boiler feed piping systems;
1.1.1 The requirements of this Chapter are d) Steam piping and condensate piping
applicable to all ships but may be modified for systems;
ships classed for restricted services or for
special services. e) Bilge and ballast piping systems;
1.1.2 Whilst these requirements are considered f) Lubricating-oil piping systems;

to satisfy the relevant requirements of the
International Convention for the Safety of Life at g) Liquid cargo pumping systems;
Sea, 1974, and applicable amendments,
attention should be given to any relevant h) Hydraulic power piping systems for
statutory requirements of the National Authority essential services;
of the country in which the ship is to be
registered. i) Compressed air piping systems;
1.1.3 Consideration will be given to special j) Steering gear piping systems;

cases or to arrangements which are considered
equivalent to those required by Rules. k) Sea water and fresh water service piping
systems;
1.2 Plans
l) Vents, sounding and overflow piping
1.2.1 The following plans in diagrammatic form systems;
are to be submitted for consideration before
proceeding with the work: m) Sanitary piping systems;
a) General arrangement of pumps and piping n) Fire main and fire extinguishing piping
systems; systems.
b) Oil-fuel filling, transfer and service piping 1.2.2 The plans are to include the information
systems; like size, wall thickness, maximum working

Chapter 3 Part 4
Page 2 of 24 Pumping and Piping
pressure, temperature and material of all pipes, 1.5.1 All sea inlet and overboard discharge
and type, size and material of the valves and valves are to be fitted in either of the following
fittings. ways :
1.3 Materials a) directly on the shell plating;
1.3.1 The materials to be used in piping systems b) to the plating of fabricated steel water boxes
are to be suitable for the service intended. In of rigid construction integral with the ship's
general, except where otherwise stated, pipes, plating;
valves and fittings are to be made of steel, cast
iron, copper, copper alloy or other approved c) to short, rigid distance pieces welded to the
material. See Ch.2 also. shell plating.
Materials for pipes carrying corrosive fluids are 1.5.2 Valves for ship-side applications are to be
to be compatible with the fluids being handled installed such that the section of piping
and are to be specially considered. See Ch.2, immediately inboard of the valve can be
1.9.5. removed without affecting the watertight integrity
of the hull.
1.3.2 Materials sensitive to heat such as
aluminium, lead or plastics, are not to be used in 1.5.3 All valves and cocks fitted directly to the
systems essential to the safe operation of the shell plating are to have spigots extending
ship. through the plating. These spigot on valves may
however be omitted, if valves are fitted on pads
1.4 Valves and cocks which themselves form spigots in way of plating.
1.4.1 All the valves and cocks are to be so 1.5.4 Boiler blow-down valves or cocks are to
designed and constructed so that the valve have a protection ring fitted on the outside of the
covers or glands will not slacken up when the shell plating. The spigot of the valve or the cock
valves are operated. is to be flush with the outer surface of the
protection ring.
1.4.2 All the valves are to be designed to close
with right hand (clockwise when facing the end 1.5.5 Valves and cocks are to be attached to the
of the stem) motion of the wheel of the valve. shell plating by bolts tapped into the plating and
fitted with countersunk heads, or by studs
1.4.3 All the valves and cocks are to be fitted in screwed into heavy steel pads fitted to the
places where they are easily accessible at all plating. The stud holes are not to penetrate the
times and are to be fitted with legible pad plating.
nameplates indicating their function in the
system and their installation is to be such that it 1.5.6 Ship side valves and fittings, if made of
can be readily observed that they are open or steel or material with low corrosion resistance,
closed. are to be suitably protected against wastage.
1.4.4 All the valves and cocks fitted with remote 1.5.7 Gratings are to be fitted at all openings in
control are to be provided with local manual ship's side for inlet of seawater. The net area
control independent of the remote operating through the gratings is to be at least twice the
mechanism. The operation of the local control is area of the valves connected to the opening.
not to render the remote control system Provision is to be made to clear the gratings by
inoperable. low pressure steam or compressed air.
1.4.5 The valves, cocks and other fittings which 1.5.8 The scantlings of valves and valve stools
are attached directly to plating, which is required fitted with steam, or compressed air clearing
to be of watertight construction, are to be connections are to be suitable for the maximum
secured to the plating by means of studs pressure to which the valves and stools may be
screwed into the plating and not by bolts subjected.
passing through clearance holes. Alternatively
the studs may be welded to the plating. 1.6 Piping installation
1.5 Shipside fittings (other than sanitary 1.6.1 Heavy pipes and valves are to be so
discharges and scuppers) supported that their weight is not taken up by
connected pumps and fittings.

Page 3 of 24
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1.6.2 Support of the pipes is to be such that developed, are to be protected by suitable relief
detrimental vibrations do not arise in the system. valves.
1.6.3 Where pipes are carried through watertight 1.6.8 Seawater pipes in cargo holds for dry
bulkheads or tank tops, means are to be made cargoes, including cargo spaces of container
to ensure the integrity of the watertightness of ships and ro-ro ships, are to be protected from
the compartment. impact of cargo where they are liable to be
damaged.
1.6.4 As far as possible, installation of pipes for
water, oil, exhaust gases from oil engines or 1.6.9 All pipes which pass through chambers
steam, is to be avoided near electric intended for the carriage or storage of
switchboards. If this is impracticable, all the refrigerated cargo are to be well insulated. In
joints in pipe line and valves are to be at a safe case the temperature of the chamber is below
distance from the switchboards and shielded to 0C the pipes are to be insulated from the ship's
prevent damage to switchboard. structure also, except at positions where the
temperature of the ship's structure is always
1.6.5 Provision is to be made to take care of above 0C and is controlled by outside
expansion or contraction stresses in pipes due temperature.
to temperature stresses or working of the hull.
Air refreshing pipes leading to and from
1.6.6 Expansion pieces of approved type, made refrigerated chambers need not be insulated
of oil resistant re-inforced rubber or other from the ship's structure.
approved material may be used in circulating
water systems in machinery spaces. 1.6.10 Deck wash pipes and discharge pipes
from the pumps to domestic water tanks are not
1.6.7 All piping systems, where a pressure to pass through cargo holds.
greater than the designed pressure could be
Section 2
Bilge and Ballast Piping Systems
2.1 General 2.2 Drainage of cargo holds
2.1.1 All ships are to be provided with necessary 2.2.1 In ships without a double bottom one bilge
pumps, suction and discharge piping and means suction is normally to be provided on each side
of drainage so arranged that any compartment of the cargo hold, at the after ends. However, if
can be pumped out effectively, when the ship is the rise of floor exceeds 5 degrees, one bilge
on an even keel and/or designed trim and is suction at the after end situated as near the
either upright or has a list of not more than 5 centerline as practicable may be accepted.
degrees, through at least one suction, except for
machinery spaces where at least two suctions In ships where the bilge water cannot be entirely
are required, one of which is to be a branch drained by suctions as provided above due to
bilge suction and the other is to be a direct bilge the fitting of watertight floors or keelsons,
suction. Wing suctions will, generally, be additional suctions may be required. Recesses
necessary for this purpose, except for short and cementing/composition are to be so
narrow compartments, where a single suction arranged that water in any part of the hold may
may be sufficient. find its way to the suction pipes easily.
2.1.2 All passenger ships are to be provided 2.2.2 In the holds of ships with double bottom,
with an efficient bilge pumping plant capable of bilge suctions are to be provided on each side at
pumping from and draining any watertight the after end of the holds. Where the tanktop
compartment which is neither a permanent oil extends to the shipside, bilge suctions are to be
compartment nor a permanent water led from bilge wells of at least 0.15 [m3] capacity
compartment under all practicable conditions, each, situated at the after end at each side of
after a casualty, whether the ship is upright or the hold. Where the tanktop has inverse
listed. camber, an additional bilge suction from a well

Chapter 3 Part 4
situated near the centerline is also to be except in case of small tanks (generally not
provided. Bilge wells of smaller size may be exceeding 2 [m3] used for the carriage of
considered depending on the size of the vessel domestic fresh water where hand pumps may
and the size of the compartment. be used.
If the tanktop is of a design having 2.4.2 The peaks may be drained by hand pumps
discontinuities or depressions, the number and provided the peaks are not used as tanks and
position of bilge suctions will be given special they are not connected to bilge main. The
consideration. suction lift is to be well within the capacity of the
hand pumps and is not to exceed 7.3 [m].
2.2.3 Ships with one cargo hold, are to have
suctions in the fore and after ends of the hold. In In case of vessels of length 24 [m] or less and
ships having two or more holds, bilge suctions fishing vessels, after peak may be drained by
are to be fitted in suitable positions in the fore means of a self closing cock situated in a well
and after ends of holds over 30 [m] in length. lighted and accessible position, and draining into
engine room or tunnel.
2.3 Drainage from refrigerated cargo spaces
2.4.3 The collision bulkhead is not to be pierced
2.3.1 Provision is to be made for the continuous below the bulkhead deck by more than one pipe
drainage of the inside of all insulated chambers for dealing with the contents inside the fore peak
and cooler trays. tank. Where the forepeak is divided into two
compartments for carrying two different kinds of
2.3.2 Drains which are led from lower holds and liquids, the collision bulkhead may be pierced by
cooler trays situated on the tank top are to be two pipes, i.e. one for each compartment
fitted with liquid sealed traps and non-return provided that there is no practical alternative to
bilge valves. piercing by such a second pipe and that having
regard to the additional subdivision provided in
2.3.3 Drains from 'tween deck chambers and the forepeak, the safety of the ship is
from cooler trays which are situated well above maintained.
the tank top are to be fitted with liquid sealed
traps. 2.4.4 The pipe/pipes piercing the collision
bulkhead is/are to be provided with screwdown
2.3.4 Where drains from separate chambers join valve/s capable of being operated from above
a common main, the branch pipes are each to the bulkhead deck/freeboard deck and the chest
be provided with a liquid sealed trap. of the valve is to be secured to the collision
bulkhead inside the forepeak tank except as
2.3.5 The liquid sealed traps are to be of permitted by 2.4.5. An indicator is to be provided
adequate depth and are to have a pressure to indicate whether the valve is open or shut.
head of at least 100 [mm] when connected to air
ducts and 50 [mm] otherwise and arrangements IR2.4.4 Local hand powered operation is
are to be made for ready access to the traps for required from above the bulkhead
cleaning and refilling with brine. deck/freeboard deck for the valve specified
above.
2.3.6 Sluices, scuppers or drain pipes, which
would permit drainage from compartments 2.4.5 Any valve required by 2.4.4 may be fitted
outside the insulated chambers into the bilges of on the after side of the collision bulkhead,
the latter, are not to be fitted. provided the valve is readily accessible at all
times and the space in which it is located is not
2.3.7 Screwed plugs or other means for blanking a cargo space.
off scuppers draining insulating chambers and
cooler trays are not to be fitted. If, however, it is 2.4.6 In ships other than passenger ships, the
especially desired to provide means for valve required by 2.4.3 may be fitted on the after
temporarily closing these scuppers, they may be side of the collision bulkhead, provided the valve
fitted with shutoff valves controlled from readily is readily accessible at all times and is not
accessible positions on a deck above the load subject to mechanical damage.
waterline. An indicator is to be provided to
indicate whether the valve is open or shut. 2.5 Drainage from tanks, cofferdams and
void spaces
2.4 Drainage from fore and aft peaks
2.5.1 All the tanks except self-draining tanks,
2.4.1 Where the peaks are used as tanks, a whether for water ballast, oil fuel, liquid cargoes
power pump suction is to be led to each tank, etc. are to be provided with suction pipes led to
Page 5 of 24
___________________________________________________________________________________
suitable power pumps. The pumping plant is to one branch and one direct bilge suctions are
be so arranged that any water or liquid within to be led to each of the two bilge wells,
any compartment of the ship can be pumped out situated one at each side;
through atleast one suction, when the ship is on
an even keel and/or designed trim and is either b) The capacity of the bilge wells is to be at
upright or has a list of not more than 5 degrees. least 0.15 [m3];
2.5.2 Where the length of the ballast tank c) If the inner bottom has inverse camber or
exceeds 30 [m], an additional suction is to be discontinuity or depressions formed due to
provided at the forward end of the tank. Where crankpins or other recesses, additional
the width of the tank is unusually large, suctions suctions are to be provided.
near the centerline in addition to wing suctions
may be required. 2.7.2 Machinery spaces without double bottom:
2.5.3 Suction pipes from the cofferdams and In ships without inner bottom, where the rise of
void spaces are to be led to the main bilge line. floor is 5 degrees or more, one branch and one
direct bilge suctions are to be led to positions as
2.5.4 In ships where deep tanks may be used near the center-line as possible. Bilge suctions
for either water ballast or dry cargo, provision is at wings will be required in all ships having rise
to be made for blanking the water ballast suction of floor less than 5 degrees.
and filling when the tank is being used for
carrying cargo and for blanking the bilge line 2.7.3 General requirements for machinery
when the tank is being used for carriage of spaces:
water ballast.
a) In ships where machinery is situated at the
2.6 Drainage from spaces above fore and after end, it will generally be necessary to
after peaks, chain lockers and above provide suctions at the forward wings in
machinery spaces addition to the suctions at the after end of
the machinery space;
2.6.1 Provision is to be made for the drainage of
chain locker and watertight compartments above b) Special means are to be provided to prevent
the fore peak tank by hand or power pump accumulation of bilge water under main
suctions. propulsion generators and motors;
2.6.2 Steering gear compartments or other small c) Where the machinery space is divided into
enclosed spaces situated above the after peak watertight compartments, the drainage
tank are to be provided with suitable means of system for all compartments except for main
drainage, either by hand or power bilge engine room is to be same as for cargo
suctions. holds except that one direct bilge suction
from each watertight compartment would
2.6.3 If the compartments referred to in 2.6.2 are also be required;
adequately isolated from the adjacent 'tween
decks, they may be drained by scuppers of not d) The direct bilge suctions in machinery
less than 38 [mm] bore, discharging into the space(s) are to be led to independent power
tunnel (or machinery spaces in case of ships pump(s), and the arrangements are to be
with machinery aft) and fitted with self-closing such that these direct suctions can be used
cocks situated in well lighted and visible independently of the main bilge line
positions. These arrangements are not suctions.
applicable to passenger ships unless they are
specially approved in relation to subdivision 2.7.4 Emergency bilge suction :
considerations.
a) An emergency bilge suction is to be fitted to
2.7 Drainage from machinery spaces the largest independent power pump, the
capacity of which is at least equal to the
2.7.1 Machinery spaces with double bottom: bilge pump. The suction is to be led to a
suitable low position in the machinery space
a) Where the inner bottom extends the full fitted with a screw-down non-return valve
length of the engine room forming bilges at having the spindle so extended that the
the wings, one branch bilge suction and one hand wheel is at least 450 [mm] above the
direct bilge suction will be required at each engine room floor plates. The valve name
side. Where the inner bottom extends the plate is to be clearly marked -
full length and breadth of machinery space, 'EMERGENCY BILGE SUCTION';
Chapter 3 Part 4
b) In motorships, the emergency bilge suction where,

is to be led to the main cooling water pump.
The suction is to be the same size as that of dm = internal diameter of bilge main [mm];
the cooling water pump;
db = internal diameter of branch bilge [mm];
c) In steamships, the main sea water
circulating pump is to be fitted with an L = Rule length of ship [m];
emergency bilge suction. This suction is to
have diameter of at least two third of the B = Moulded breadth of ship [m];
pump suction;
C = Length of the compartment [m];
d) If two or more cooling water pumps are
provided for main engine(s), each capable D = Moulded depth to bulkhead deck [m].
of supplying sufficient cooling water for
normal power, only one pump need be fitted 2.9.2 In any case, bilge main suction line and
with an emergency bilge suction; branch bilge suction line diameters are not to be
less than 50 [mm] and the diameter of the main
e) Where the main circulating pump is not bilge line is not be less than that of the branch
suitable for emergency bilge suction, the bilge line.
emergency bilge suction is to be led to the
largest available independent power pump, 2.9.3 The internal diameter of the direct bilge
which is not fitted with a direct bilge suction suction is not to be less than the main bilge line.
and is situated in the same compartment;
2.9.4 In oil tankers and similar ships, where the
f) If the pump to which emergency bilge is engine room pumps do not deal with bilge
connected is of self priming type, then the drainage outside the machinery spaces, the rule
direct bilge suction on the same side as the diameter of the bilge main may be reduced
emergency bilge suction may be omitted provided the proposed cross-sectional area of
except in passenger ships. the bilge main is not less than twice that
required for the branch bilge suction in
2.8 Drainage from tunnel machinery spaces.
2.8.1 A bilge suction, connected to the main 2.9.5 The area of each branch pipe connecting
bilge line is to be provided for draining the tunnel the bilge main to a distribution chest is to be not
well. This tunnel well may extend to the outer less than the sum of the areas required by the
bottom. If the shaft tunnel slopes from aft to rules for the two largest branch bilge suction
forward end, an additional bilge suction at pipes connected to that chest, but need not be
forward end is to be provided. greater than that required for the main bilge line.
2.8.2 Internal diameter of the tunnel bilge 2.10 Bilge pumps and ejectors
suction pipe is not to be less than 65 [mm]
except for vessels of length less than 60 [m], 2.10.1 All ships, other than passenger ships, are
where tunnel bilge suction pipes of 50 [mm] bore to be provided with at least two independent
are acceptable. power bilge pumps. For ships of length 91.5 [m]
and below, one of these pumps may be main
2.8.3 Where the length of the tunnel is more engine driven. See 2.13 for requirements
than 30 [m], bilge suctions are to be provided at regarding passenger ships.
both the forward and aft ends.
2.10.2 The capacity of each bilge pump is to be
2.9 Sizes of bilge suctions sufficient enough to give the water a speed of at
least 122 [metres/minute] through the rule size
2.9.1 The internal diameter of the bilge pipes is of the main bilge line under normal working
not to be less than that found by the following conditions.
formula to the nearest 5 [mm] commercial size
available: The capacity of the bilge pump may be found by
the following formula :
dm  1.68 L (B  D)  25 [mm]
Q = 5.75 x 10-3 x d2 [m3/hour]
db  2.15 C (B  D)  25 [mm] where,

Page 7 of 24
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Q = Capacity of pump [m3/hour]; 2.12.2 The parts of bilge pipes passing through
deep tanks, intended to carry water ballast,
d = rule diameter of bilge main [mm]. fresh water, liquid cargo or fuel oil are normally
to be contained in a pipe tunnel, but where this
2.10.3 In ships, other than passenger ships, is not done, the pipes are to be of heavy gauge
where one bilge pump is of slightly less than rule with welded or heavy flanged joints. The open
capacity, the deficiency may be made good by ends of such pipes are to be fitted with non-
an excess capacity of the other pump. In return valves. The pipes are to be tested, after
general this deficiency is to be limited to 30 per fitting, to a pressure of not less than the
cent. maximum head to which the tanks may be
subjected.
2.10.4 An ejector in conjunction with a sea water
pump may be accepted as a substitute for 2.12.3 Expansion bends, not glands, are to be
independent power bilge pump. This, however, fitted to pipes passing through double bottom
is not acceptable on passenger ships. tanks or deep tanks.
2.10.5 Pumps required for essential services are 2.12.4 The intactness of the machinery spaces,
not to be connected to a common suction or bulkheads and of tunnel plating is not to be
discharge chest or pipe unless the impaired by fitting of scuppers discharging into
arrangements are such that the working of any machinery spaces or tunnel from adjacent
pumps so connected is unaffected by the other compartments which are situated below the
pumps being in operation at the same time. bulkhead deck. These scuppers may, however,
be led into a strongly built scupper drain tank
2.10.6 General service pumps and ballast situated in the machinery space or tunnel but
pumps may be accepted as independent power closed to these spaces and drained by means of
bilge pumps, provided : a suction of appropriate size led from the main
bilge line through a screw-down non-return
a) Their capacity is adequate and in valve.
accordance with 2.10.2.
a) The scupper tank air pipe is to be led above
b) These pumps, together with the pipelines to the bulkhead deck and provision is to be
which they are connected, are fitted with made for ascertaining the level of the water
necessary devices to ensure that there is no in the tank;
risk of entry of water or oil fuel in the holds
or machinery spaces. b) Where one tank is used for the drainage of
several watertight compartments, the
c) The arrangements are such that at least one scupper pipes are to be provided with
of these pumps is immediately available for screw-down non- return valves.
bilge duty, when required, even when the
remaining pumps are in use for other 2.12.5 No drain valve or cock is to be fitted to
essential duties such as fire fighting. the collision bulkhead. Drain valves or cocks are
not to be fitted to other watertight bulkheads if
2.10.7 For bilge pump capacity for ships having alternative means of drainage are practicable.
closed vehicle and ro-ro spaces and special These arrangements are not permissible in
category spaces, refer Pt.6, Ch.7, Cl. 3.6.1.4 passenger ships.
and 3.6.1.5.
2.12.6 Where drain valves or cocks are fitted to
2.11 Pump types bulkheads other than collision bulkhead, as
permitted by 2.12.5, the drain valves or cocks
2.11.1 The bilge pumps required by the rules are to be at all times readily accessible and are
are to be of self-priming type, unless an to be capable of being shut off from positions
approved priming system is provided for these above the bulkhead deck. Indicators are to be
ships. provided to show whether the drains are open or
shut.
2.12 Bilge piping arrangements and fittings
2.12.7 Bilge pipes which are required for
2.12.1 Bilge pipes are not, as far as possible, to draining cargo or machinery spaces are to be
pass through double bottom tanks. If entirely distinct from sea inlet pipes or from
unavoidable, such bilge pipes are to be provided pipes which may be used for filling or emptying
with welded joints or heavy flanged joints and spaces where water or oil is carried. This does
are to be tested after fitting to the same not, however, exclude a bilge ejection
pressure as the tanks through which they pass. connection, a connecting pipe from a pump to its

Chapter 3 Part 4
suction valve chest, or a deep tank suction pipe 2.12.15 All the valves, cocks and mud boxes are
suitably connected through a change-over to be located in easily accessible positions
device to bilge, ballast or oil line. above or at the same level as the floor plates.
Where this is unavoidable, they may be fitted
2.12.8 The arrangement of pumps, valves and immediately below the floor plates provided the
piping is to be such that any pump could be floor plates are capable of being opened and
opened up for overhaul and repairs without closed easily and suitable name plates are fitted
affecting the operation of the other pumps. indicating the fittings below.
2.12.9 The arrangement of valves, pumps, 2.12.16 Where relief valves are fitted to pumps
cocks and their pipe connections is to be such having sea connections, these valves are to be
as to prevent the possibility of placing one fitted in readily visible positions above the
watertight compartment in communication with platform. The arrangement is to be such that
another, or of cargo spaces, machinery spaces any discharge from the relief valves will also be
or other dry spaces coming in communication readily visible.
with the sea or the tanks. For this purpose the
bilge suction pipe of any pump also having sea 2.12.17 Where non-return valves are fitted to the
suction is to be fitted with a non-return valve open ends of bilge suction pipes in cargo holds
which cannot permit communication between in order to decrease the risk of flooding, they are
the bilges and the sea or the compartments in to be of an approved type which does not offer
use as tanks. undue obstruction to the flow of water.
2.12.10 Screw-down non-return valves are to be 2.13 Additional requirements for passenger
provided in the following fittings : ships
a) Bilge distribution chest valves; 2.13.1 All passenger ships are to have at least
three power bilge pumps connected to the bilge
b) Direct bilge suction and bilge pump main, one of which may be attached to the
connection to main line; propelling unit. Where the bilge pump numeral is
30 or more, one additional independent power
c) Bilge suction hose connections on the pump is to be provided. Sanitary, ballast and
pumps or on the main line; general service pumps may be accepted as
independent power bilge pumps if fitted with
d) Emergency bilge suctions. necessary connections to the bilge pumping
system.
2.12.11 Bilge suction pipes from machinery
spaces and shaft tunnel, except emergency The bilge pump numeral is to be calculated as
bilge suction, are to be led from easily follows:
accessible mud boxes fitted with straight tail
pipes to the bilges. The open ends of the tail When P1 is greater than P : bilge pump numeral
pipes are not to be fitted with strum boxes. The
mud boxes are to be provided with covers which  M  2P1 
can be easily opened and closed for cleaning  72  
purposes.  V  P1  P 
2.12.12 Strum boxes are to be fitted to the open in other cases: bilge pump numeral
ends of bilge suction pipes from the cargo holds.
The diameter of holes from these strum boxes is
 M  2P 
not to be more than 10 [mm] and the total area  72  
of the holes is not to be less than twice the area  V 
of the pipes.
where,
2.12.13 Where access manholes to bilge wells
are necessary, they are to be fitted as near to LL = the load line length of the ship (metres), as
the suction strums as practicable. defined in Pt.3, Ch.1, Cl.2.1.9;
2.12.14 Adequate distance is to be provided M = the volume of the machinery space (cubic
between the open ends of suction pipes and metres), as defined in Pt.6, Ch.1, Sec.3 that is
bilge well bottom to permit adequate and easy below the bulkhead deck; with the addition
flow of water and to facilitate cleaning. thereto of the volume of any permanent oil fuel

Page 9 of 24
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bunkers which may be situated above the inner ship that under any condition of flooding
bottom and forward of, or abaft, the machinery which the ship is required to withstand, at
space; least one pump in undamaged compartment
will be available.
P = the whole volume of the passenger and
crew spaces below the bulkhead deck (cubic 2.13.4 In passenger ships, independent power
metres) which are provided for the bilge pumps situated in machinery spaces are to
accommodation and use of passengers and have direct suctions from these spaces, except
crew, excluding baggage, store, and provision that not more than two such suctions are
rooms; required in any one space, where two or more
such suctions are provided there is to be at least
V = the whole volume of the ship below the one on the port side and one on the starboard
bulkhead deck (cubic metres); side.
P1 = KN, 2.13.5 Provision is to be made to prevent the

compartment served by any bilge suction pipe
where, being flooded in the event of the pipe being
severed, or otherwise damaged by collision or
N = the number of passengers for which the grounding in any other compartment. For this
ship is to be certified, and purpose where the pipe is at any part situated
nearer the side of the ship than one-fifth the
K = 0.056LL breadth of the ship (measured at right angles to
the centerline at the level of the deepest
However, where the value of KN is greater than subdivision loadline), or in a duct keel, a non-
the sum of P and the whole volume of the actual return valve is to be fitted to the pipe in the
passenger spaces above the bulkhead deck, P1 compartment containing the open end. For ships
is to be taken as the above sum (i.e. the sum of subject to the provisions of SOLAS Regulation
P and the whole volume of the actual passenger II-1/1.1.1.1, (i.e. for which the building contract is
spaces above the bulkhead deck) or two-thirds placed on or after 01 January 2020) the deepest
KN, whichever is the greater. subdivision load line is to be taken as the
deepest subdivision draught.
2.13.2 Where practicable, the power bilge
pumps are to be placed in watertight For the purpose of 2.13.5 and 2.13.6, 'breadth'
compartments so arranged or situated that means the maximum moulded breadth of the
these compartments will not readily be flooded ship at or below the deepest sub-division
by the same damage. If the engines and boilers loadline.
are in two or more watertight compartments, the
pumps available for bilge service are to be 2.13.6 All the distribution boxes, cocks and
distributed throughout these compartments as valves in connection with the bilge pumping
far as is possible. arrangements are to be in positions which are
accessible at all times under ordinary
2.13.3 On ships 91.5 [m] or more in length or circumstances. They are to be so arranged that,
having a bilge pump numeral of 30 or more, the in the event of flooding, one of the bilge pumps
arrangements are to be such that at least one may be operative on any compartment, in
power pump is available for use in all ordinary addition, damage to a pump or its pipe
circumstances in which a ship may be flooded at connecting to the bilge main outboard of a line
sea and for ships, subject to the provisions of drawn at one-fifth of the breadth of the ship
SOLAS Regulation II-1/1.1.1.1, (i.e. for which (measured as per 2.13.5) is not to put the bilge
the building contract is placed on or after 01 system out of action. If there is only one system
January 2020) in all flooding conditions derived of pipes common to all the pumps, the
from the consideration of minor damages as necessary cocks or valves for controlling the
specified in SOLAS Regulation II-1/8. These bilge suctions must be capable of being
requirements will be satisfied if: operated from above the bulkhead deck. Where
in addition to the main bilge pumping system an
a) One of the required pumps is an emergency emergency bilge pumping system is provided, it
pump of reliable submersible type having a is to be independent of the main system and so
source of power situated above the arranged that a pump is capable of operating on
bulkhead deck; or any compartment under flooding conditions, in
that case only the cocks and valves necessary
b) The pumps and their sources of power are for the operation of the emergency system need
so disposed throughout the length of the be capable of being operated from above the
bulkhead deck.

Chapter 3 Part 4
2.13.7 All valves and cocks mentioned in 2.13.6

which can be operated from above the bulkhead 2.14 Drainage arrangements on vessels not
deck shall have their controls at their place of fitted with propelling machinery
operation clearly marked and provided with
means to indicate whether they are open or 2.14.1 Vessels not fitted with propelling
closed. machinery are to be provided effective hand
pumps which can be operated from above the
2.13.8 Where it is necessary to correct large bulkhead deck or the highest convenient level
angles of heel, in case of damage, the means which is always available. There is to be one
adopted, are where practicable, to be self pump for each compartment or two pumps
acting, but in any case where controls to cross connected to a bilge main having at least one
flooding fittings are provided, they are to be branch to each compartment.
operable from above the bulkhead deck.
2.15 Ballast system
2.13.9 Bilge wells constructed in the double
bottom in connection with drainage 2.15.1 Provision is to be made for ballasting and
arrangements of holds, etc. are not to extend deballasting all the ballast tanks by pipe lines
downwards more than necessary. The depth of which are entirely separate and distinct from
the well is in no case to be more than the depth pipe lines used for bilging.
less 457 [mm] (18 inches) of the double bottom
at the center line nor is the well to extend below 2.15.2 Where the length of the ballast tanks
the horizontal plane passing through the point of exceeds 30 [m], an additional suction is to be
intersection with the frame line amidships of a provided at the forward end of the tanks. Where
transverse diagonal line inclined at 25 degrees the width of the tank is unusually large, suction
to the base line and cutting it at a point one half near the centerline in addition to wing suctions
the ship's moulded breadth from the middle line. may be required.
A well extending to the outer bottom is,
however, permitted at the after end of the shaft
tunnel.
Section 3
Vents, Sounding, Overflow and Scuppers and

Discharges Piping Systems
3.1 General compartments which are not fitted with

alternative ventilation arrangements.
3.1.1 Reference to oil in this Section is to be
taken to mean oil which has a flash point of 3.2.2 The vent pipes are to be fitted at the
60C or above (closed cup test). opposite end of the tank to which the filling pipes
are placed and/or at the highest part of the tank.
3.1.2 The portions of vent, overflow and Where the tank top is of unusual or irregular
sounding pipes fitted above the weather deck profile, special consideration will be given to the
are to be of steel. number and positions of the vent pipes.
3.1.3 Name plates are to be affixed to the upper 3.2.3 Tanks provided with anodes for cathodic
ends of all vent and sounding pipes. protection, are to be provided with vent pipes at
forward and aft ends.
3.1.4 For vent pipes and sounding pipes passing
through refrigerated spaces, see Pt.5. 3.2.4 Vent pipes to double bottom tanks, deep
tanks extending to the shell plating or tanks
3.1.5 For design and test heads of tanks see which can be run up from the sea and sea
Pt.3. chests are to be led above the bulkhead deck.
3.2 Vent pipes 3.2.5 Air pipes for sea chests are to be fitted
with shut off valve directly on sea chest.
3.2.1 Vent pipes are to be fitted to all tanks,
cofferdams, tunnels, sea chests and other 3.2.6 Vent pipes to oil fuel and cargo oil tanks,

Page 11 of 24
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cofferdams, all tanks which can be pumped up, head corresponding to the height of vent pipe is
shaft tunnels and pipe tunnels are to be led greater than that for which the tanks are suitable
above the bulkhead deck and to open air. or when the sectional area of the vent pipes is
less than that required by 3.2.11.
3.2.7 Vent pipes from lubricating oil storage
tanks may terminate in the machinery spaces, 3.3.2 Oil fuel and lubricating oil tanks which can
provided that the open ends are so situated that be pumped up and which have openings for
issuing oil cannot come into contact with fittings, for example - for a float sounding
electrical equipment or heated surfaces. system, are to be fitted with overflow pipes. The
tank openings, for such fittings, are to be
3.2.8 The open ends of vent pipes to oil fuel and situated above the highest point of the overflow
cargo oil tanks are to be situated where no piping.
danger will be incurred from issuing oil or vapour
when the tank is being filled. 3.3.3 In the case of oil fuel and lubricating oil
tanks, the overflow pipe is to be led to an
3.2.9 For details regarding height and closing overflow tank of adequate capacity or to a
devices for vent pipes see Pt.3. storage tank having space reserved for overflow
purposes and be in readily visible position. A
3.2.10 The open ends of vent pipes to oil fuel, sight glass is to be provided in the overflow pipe
cargo oil and ballast tanks fitted with anodes for to indicate when the tanks are overflowing. Such
cathodic protection, are to be fitted with a wire sight glasses are to be placed only in the vertical
gauze diaphragm of incorrodible material which portion of the pipes and be located in a readily
can be readily removed for cleaning. The clear visible position. Alternatively, an alarm device is
area through the wire gauze is to be at least to be provided to give warning either when the
equal to the area of the vent pipe. Location and tanks are overflowing or when the oil reaches a
arrangement of vent pipes for fuel oil service, predetermined level in the tanks.
settling and lubricating oil tanks is to be such
that a broken vent pipe will not directly lead to 3.3.4 Overflow pipes from tanks, other than oil
the risk of ingress of seawater splashes or fuel, cargo oil and lubricating oil tanks, are to be
rainwater. led to the open or to suitable overflow tanks
arranged as in 3.3.3.
3.2.11 In the case of all tanks which can be
pumped up either by ship's pumps or by shore 3.3.5 Where overflow from tanks, which are
pumps through a filling main, the total cross- used for the alternative carriage of oil and water
sectional area of the vent pipes to each tank, or ballast, are connected to an overflow system,
of the overflow pipes where an overflow system arrangements are to be made to prevent water
is provided, is to be not less than 25 per cent ballast overflowing in to tanks containing oil.
greater than the effective area of the respective
filling pipes. 3.3.6 The arrangement of the vent and/or
overflow system is to be such that in the event
3.2.12 Where tanks are fitted with cross flooding of any one of the tanks being bilged, tanks
connections, the vent pipes are to be of situated in other watertight compartments of the
adequate area for these connections. ship cannot be flooded through combined vent
pipes or the overflow main. In the case of
3.2.13 Vent pipes are not to be less than 50 vessels of 24 [m] length and less, fishing
[mm] bore. vessels and trawlers the arrangement is to be
such that in the event of any one of the tanks
3.2.14 Shaft tunnels and pipe tunnels are to be being bilged, the other tanks cannot be flooded
fitted with vent pipes with an internal diameter of from the sea through combined vent pipes or the
not less than 75 [mm]. overflow main.
3.2.15 Vent pipes are to be self-draining under 3.3.7 Overflow pipes are to be self-draining
normal conditions of trim. under normal conditions of trim.
3.2.16 The thickness of the exposed portion of 3.3.8 For size of overflow pipes, see 3.2.11.
the vent pipes are to be as required in Pt.3,
Ch.13, 3.2.5. 3.4 Sounding arrangements (Also refer Pt.6,
Ch.2, 1.2.for F.O., L.O. and other flammable
3.3 Overflow pipes oils)
3.3.1 All tanks which can be pumped up are to 3.4.1 All tanks, cofferdams and pipe tunnels are
be fitted with overflow pipes when the pressure to be provided with sounding pipes or other

Chapter 3 Part 4
approved means for ascertaining the level of Ch.2, 1.2.2.3.51 and 1.2.3.1(a) and (b).
liquid in the tanks. Means of ascertaining the Short sounding pipes to other types of
level of liquid in oil fuel tanks is to be of safe tanks and cofferdams may be fitted with
type. Level switches may be used provided they screw caps attached by chain to the
are contained in steel enclosure or other pipe or with shut-off cocks.
enclosures not destroyed by fire. Bilges of
compartments which are not, at all times, readily 3.4.5 Elbow sounding pipes are not to be used
accessible are to be provided with sounding for deep tanks unless the elbows and pipes are
pipes. The soundings are to be taken as near situated within closed cofferdams or within tanks
the suction pipes as practicable. containing similar liquids. They may, however,
be fitted to other tanks and may be used for
3.4.2 Oil level gauges may be used for tanks sounding bilges, provided that it is not
containing lubricating oil, oil fuel or other practicable to lead them direct to the tanks or
flammable liquid in place of sounding pipes, compartments.
subject to the following conditions:
a) The elbows are to be of heavy construction
- In passenger ships such gauges should not and adequately supported;
require penetration below the top of the tank b) In passenger ships, elbow sounding pipes
and their failure or overfilling of the tanks will are not permissible.
not allow release of their contents; and
3.4.6 Striking plates of adequate thickness and
- In cargo ships, the failure of level gauges or size are to be fitted under open ended sounding
overfilling of the tank will not allow release pipes. Where slotted pipes having closed ends
of their contents into the space. The use of are employed, the closing plugs are to be of
cylindrical gauge glasses is not acceptable. substantial construction.
Flat type glasses may be accepted provided
they are of heat resisting quality, adequately 3.4.7 All sounding pipes are to be not less than
supported, protected from mechanical 32 [mm] bore. All sounding pipes, whether for
damage and fitted with self closing valves compartments or tanks, which pass through
between the gauges and the tanks. refrigerated spaces or the insulation thereof, in
which the temperatures contemplated are 0C or
3.4.3 Except as permitted by 3.4.4 sounding below, are to be not less than 65 [mm] bore.
pipes are to be led to positions above the
bulkhead deck which are at all times accessible. 3.4.8 The upper ends of all sounding pipes are
In the case of oil fuel tanks, cargo oil tanks and to be provided with efficient closing devices. The
lubricating oil tanks, the sounding pipes are to sounding pipes are to be arranged as straight as
be led to safe positions on the open deck. The practicable, and if curved, the curvature is to be
sounding pipes should not terminate in any large enough to permit easy passage of
space where the risk of ignition from spillage sounding rod/chain.
from sounding pipe exists. Sounding pipes are
not to terminate in passenger or crew spaces. 3.5 Scuppers and discharges (Also refer Pt.3,
Ch.13)
3.4.4 Where it is impracticable to comply with
3.4.3 above, short sounding pipes may be fitted 3.5.1 Scupper and discharge pipes which are
in readily accessible positions as indicated in the not required to be of substantial thickness in
following: accordance with Pt.3 are to be at least 4.5 [mm]
thick for pipes of 155 [mm] external diameter
a) Passenger ships: and less; and 6.0 [mm] for pipes of external
diameter of 230 [mm] and more, intermediate
- Only to double bottom tanks and sizes are to be determined by linear
cofferdams in machinery spaces. interpolation.
- All short sounding pipes are to be
provided with self-closing cocks as 3.5.2 Scupper and discharge pipes which are
described in Pt.6, Ch.2, 1.2.2.3.5.1. required to be of substantial thickness in
accordance with Pt.3 are to be at least of
b) Cargo ships: following thickness:
- Only to tanks and cofferdams in - 7 [mm] thick for pipes of external diameter
machinery spaces and shaft tunnels. of equal to or less than 80 [mm];
- Short sounding pipes to oil fuel, - 10 [mm] thick for pipes of external diameter
lubricating oil and other flammable oil equal to 180 [mm];
tanks are to be provided as per Pt.6,
Page 13 of 24
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- 12.5 [mm] thick for pipes of external reaches a height of not less than 0.3 [m]
diameter equal to or more than 220 [mm]; and another when such level reaches
not more than 15% of the mean depth of
Intermediate sizes are to be determined by the cargo hold; and
ii) be fitted at the aft end of the hold, or
3.5.3 Overboard discharges are to be so located above its lowest part where the inner
as to prevent any discharge of water into the life bottom is not parallel to the design
boats. waterline. Where webs or partial
watertight bulkheads are fitted above
3.6 Water level detectors on single hold the inner bottom, fitting of additional
cargo ships other than bulk carriers detectors may be required.
3.6.1 Ships of load line length LLL (see Pt.3, 3.6.3 The water level detectors required in 3.6.1
Ch.1 for definition of LLL) less than 80 [m] and need not be fitted in ships having watertight side
having a single cargo hold below the freeboard compartments each side of the cargo hold
deck or cargo holds below the freeboard deck length extending vertically at least from inner
which are not separated by at least one full bottom to freeboard deck.
watertight bulkhead, are to be fitted with water
level detectors in such cargo hold/s, unless Note : The water level detectors are to be of
exempted by 3.6.3. approved type. For further details regarding
performance tests, sensor locations, installation
3.6.2 The water level detectors are to: and other testing requirements refer
classification notes: “Type approval, installation
i) give an audible and visual alarm at the and testing of water level detectors on bulk
navigation bridge when the water level carriers and Single Hold Cargo Ships other than
above the inner bottom in the cargo hold Bulk Carriers”.
Section 4
Fuel Oil Systems
4.1 General in the case of tanks complying with arrangement

in 4.5.3 Where water tube boilers are installed,
4.1.1 Reference to oil in this Section is to be there is to be a space of at least 760 [mm]
taken to mean oil which has a flash point of between the tanktop and the underside of the
60C (closed cup test) or above. pans forming the bottom of the combustion
spaces. The boilers are to be adequately
4.2 Oil fuel tanks lagged.
4.2.1 Oil fuel tanks are to be separated from 4.2.3 Oil fuel tanks are not to be located directly
fresh water and lubricating oil tanks by means of above the boilers or other highly heated
cofferdams. For requirements in respect of surfaces.
protective location of fuel oil tanks, see Pt.3,
Ch.1, Sec.1.6. 4.2.4 Minimum two fuel oil service tanks for
each type of fuel used on board necessary for
4.2.2 The clearance spaces between the boilers propulsion and vital systems or equivalent
and tops of the double bottom tanks, and arrangements (See Fig. 4.2.4 for equivalent
between the boilers and the sides of the storage arrangement) are to be provided with a capacity
tanks in which oil fuel and cargo oil is carried, of at least 8 hours at maximum continuous
are to be adequate for the free circulation of the rating of the propulsion plant and normal
air necessary to keep the temperature of the operating load of the generating plant.
stored oil sufficiently below it's flash point except

Chapter 3 Part 4
Fig.4.2.4 : ‘Equivalent arrangement’ for F.O. service tanks (Refer Clause 4.2.4)
A) Main and auxiliary engines and boilers operating on heavy fuel (one fuel ship)
Rule requirements
HFO Serv Tank HFO Serv Tank MDO Tank

Capacity for at least 8.h each Capacity for at least 8.h each For initial cold starting or
Main Eng + Main Eng + repair work of engines/Boiler
Aux. Eng + Aux. Eng +
Aux Boiler Aux Boiler
Equivalent arrangements
HFO Serv Tank MDO Serv Tank

Capacity for at least 8.h each Capacity for at least 8.h each
Main Eng + Main Eng +
Aux. Eng + Aux. Eng +
Aux Boiler Aux Boiler
The above arrangement only applies where main and auxiliary engines can operate with heavy fuel oil
under all load conditions and, in the case of main engines, during manoeuvring.
For pilot burners of auxiliary boilers if provided, an additional MDO tank for 8 h operation may be
necessary.
B) Main engines and boilers on HFO and aux. Engines on MDO (two fuel ship)
Rule requirement
HFO Serv Tank HFO Serv Tank MDO Serv MDO Serv Tank
Capacity for at least Capacity for at least Tank Capacity for at least 8.h
8.h each 8.h each Capacity for at each Aux. Eng
Main Eng + Main Eng + least 8.h each
Aux Boiler Aux Boiler Aux. Eng
Equivalent arrangement
HFO Serv Tank MDO Serv Tank

Capacity for at least Capacity for at least MDO Serv Tank
8.h each the highest of : Capacity for at least
Main Eng + 8h each Aux. Eng the highest of :
Aux Boiler + Aux. Boiler or 8h each Aux. Eng +
4h each Main Eng + Aux Boiler or
Aux. Eng + 4h each Main Eng +
Aux Boiler Aux. Eng +
Aux Boiler

Page 15 of 24
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Fig.4.2.4 : (Contd.)
Notes:
1. The arrangements in A) and B) above apply, provided the propulsion and vital systems which use two
types of fuel, support rapid fuel change over and are capable of operating in all normal operating
conditions at sea with both types of fuel (MDO and HFO)
2. Service tank is a fuel oil tank which contains only fuel of a quality ready for use, i.e. fuel of a grade and
quality that meets the specification required by the equipment manufacturer. A service tank is to be
declared as such and not to be used for any other purpose.
3. Use of a settling tank with or without purifiers alone and one service tank is not acceptable as an
“equivalent arrangement” to two service tanks.
4. The equivalent arrangements described above are the interpretations followed by IRS, unless the flag
administration has provided a different interpretation.
4.3 Oil fuel piping 4.3.7 Pipes for tanks storing fresh water are to
be separate and distinct from any pipes which
4.3.1 Oil fuel pressure pipes are to be led, may be used for oil or oily water, and are not to
where practicable, remote from heated surfaces be led through tanks which contain oil, nor are
and electrical appliances, but where this is oil pipes to be led through fresh water tanks.
impracticable the pipes are to have a minimum
number of joints and are to be led in well lighted 4.3.8 Pipes conveying vegetable oils or similar
and readily visible positions. cargo oils are not to be led through oil fuel
tanks, nor are oil fuel pipes to be led through
4.3.2 Pipes conveying oil heated above 60C tanks containing such cargoes.
are to be of seamless steel or other approved
material having flanged or welded joints. 4.3.9 In passenger ships, provision is to be
made for the transfer of oil fuel from any oil fuel
4.3.3 The flanges are to be machined, and the storage or settling tank to any other oil fuel
jointing material, which is to be impervious to oil storage tank.
heated to 150C, is to be the thinnest possible,
so that the flanges are practically metal to metal. 4.3.10 Where IRS may permit the conveying of
The scantlings of the pipes and their flanges are oil and combustible liquids through accommo-
to be suitable for a pressure of at least 14 bar or dation and service spaces, the pipes conveying
for the design pressure, whichever is the oil or combustible liquids are to be of a material
greater. approved by IRS having regard to the risk of fire.
4.3.4 The short joining lengths of pipes to the 4.4 Arrangement of valves, cocks, pumps
burners from the control valves at the boiler may and fittings
have cone unions, provided these are of
specially robust construction. 4.4.1 The oil fuel pumping arrangements are to
be distinct from other pumping systems as far as
4.3.5 Flexible hoses of approved material and practicable and the means provided for
design may be used for the burner pipes, preventing dangerous interconnection in service
provided that spare length complete with are to be thoroughly effective.
couplings, are carried on board.
4.4.2 All valves and cocks forming part of the oil
4.3.6 Transfer, suction and other low pressure fuel installation are to be capable of being
oil pipes and all pipes passing through oil controlled from readily accessible positions
storage tanks are to be made of cast iron or which, in the engine room and boiler spaces are
steel, having flanged joints suitable for a working to be above the working platform.
pressure of not less than 7 bar. The flanges are
to be machined and the jointing material is to be 4.4.3 Every oil fuel suction pipe from a double
impervious to oil. Where the pipes are of 25 bottom tank is to be fitted with a valve or a cock.
[mm] bore or less, they may be seamless
copper or copper alloy, except those which pass 4.4.4 For oil fuel tanks which are situated above
through storage tanks. the double bottom tanks, the inlet and outlet,

Chapter 3 Part 4
pipes which are connected to the tank at a point discharge pipes in order that any pump may be
lower than the outlet of the overflow pipe or shut off for opening up and overhaul.
below the top of the tanks without an overflow
pipe, are to be fitted with shut off valves located 4.4.11 Relief valves are to be fitted on the oil
on the tank itself. side of the heaters and are to be adjusted to
operate at a pressure of 3.5 bar above that of
4.4.5 In the engine and boiler spaces, valves, the supply pump relief valves. The discharge
mentioned in 4.4.4, are to be capable of being from the relief valves is to be led to a safe
closed locally and from positions outside these position.
spaces which will always be accessible in the
event of fire occurring in these spaces. 4.4.12 Drip trays are to be fitted at location
Instructions for closing the valves are to be where frequent leakage is expected, oil burners
indicated at the valves and at the remote control at furnace mouths, drain and valves under daily
positions. The controls for remote operation of service tanks, filter and all other oil fuel
the quick closing valve for the emergency appliances which are required to be opened up
generator fuel tank are to be in a separate frequently for cleaning or adjustment. Where
location from other quick closing valves for tanks drain pipes are provided from collected
in the engine room. leakages, they shall be led to a suitable oil drain
tank not forming part of an overflow system.
4.4.6 Every oil fuel suction pipe which is led into
the engine and boiler spaces, from a tank 4.4.13 Where MARPOL Regulation I/12A for
situated above the double bottom, outside these protective location of fuel oil tanks applies (see
spaces (including shaft tunnel, pipe tunnel or Pt.3, Ch.1, Sec.1.6), the fuel oil lines, suction
similar spaces), is to be fitted in the machinery wells and valves are to satisfy the requirements
space with a valve controlled as in 4.4.5, except of paragraph 9 and 10 of the above MARPOL
where the valve on the tank is already capable Regulation.
of being closed from an accessible position
above the bulkhead deck. Valves for such fuel oil tanks are to be located
above the bottom at distances not less than that
4.4.7 Settling tanks are to be provided with required for suction wells` in paragraph 10 of
means for draining water from the bottom of the MARPOL Regulation I/12A. Plan showing the
tanks. If the settling tanks are not provided, the location of tanks, suction wells and valves,
oil fuel bunkers or daily service tanks are to be indicating the distances are to be submitted for
fitted with water drains. approval.
Open drains for removing water from oil tanks The requirements for locations of oil fuel lines do
are to be fitted with valves or cocks of self- not apply to fuel oil air escapes and overflow
closing type, and suitable provision is to be pipes.
made for collecting the oily discharge.
4.5 Heating arrangements
4.4.8 Where a power driven pump is necessary
for transferring oil fuel, a stand by pump is to be 4.5.1 Steam heating installation
provided and connected ready for use, or,
alternatively, emergency connections may be 4.5.1.1 Where steam is used for heating oil fuel,
made to another suitable power driven pump. cargo oil or lubricating oil, in bunkers, tanks,
heaters or separators, the exhaust drains are to
4.4.9 All pumps which are capable of developing discharge the condensate into an observation
a pressure exceeding the design pressure of the tank in a well lighted and accessible position
system are to be provided with relief valves. where it can be readily seen whether or not it is
Each relief valve is to be in close circuit, i.e. free from oil.
arranged to discharge back to the suction side
of the pump and to effectively limit the pump 4.5.2 Thermal oil installations
discharge pressure to the design pressure of the
system. Pressure relief valves need not be fitted 4.5.2.1 The inlet and outlet valves of oil-fired
when the system is secured only by centrifugal thermal oil heaters and exhaust-fired thermal oil
pumps so designed that the pressure delivered heaters is to be controllable from outside the
cannot exceed that for which the piping is compartment where they are situated.
designed. Alternatively an arrangement for quick gravity
drainage of the thermal oil contained in the
4.4.10 Valves or cocks are to be interposed system into a collecting tank is acceptable.
between the pumps on the suction and

Page 17 of 24
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4.5.2.2 Heating of liquid cargoes with flash 4.5.3 Oil fuel in storage tanks is not to be heated
points below 60C shall be arranged by means to a temperature within 10C below the flash
of a separate secondary system, located point of the oil. Where oil fuel in service tanks,
completely within the cargo area. settling tanks and any other tanks in the supply
system is heated following arrangements are to
A single circuit system is acceptable on the be provided:
following conditions:
- The length of the vent pipes from such tanks
- system is so arranged that a positive and/or a cooling device is sufficient for
pressure in the coil shall be at least 3 [m] cooling the vapours to below 60C;
water column above the static head of the otherwise the outlet of the vent pipes is to
cargo when circulating pump is not in be located at least 3 m away from a source
operation, of ignition;
- the thermal oil system expansion tank shall - There are no openings from the vapour
be fitted with high and low level alarms, space of the fuel tanks in to machinery
spaces (bolted manholes are acceptable);
- means to be provided in the thermal oil
system expansion tank for detection of - Any enclosed spaces are not to be located
flammable cargo vapours. Portable directly above such oil fuel tanks, except for
equipment is accepted, vented cofferdams; and
- valves for the individual heating coils is to - Electrical equipment is not to be fitted in the
be provided with locking arrangement to vapour space of the tanks, unless they are
ensure that the coils are under static certified intrinsically safe.
pressure at all times.
4.6 Temperature indication
4.5.2.3 The thermal oil circulating pumps is to be
arranged for emergency stopping from a 4.6.1 Tanks and heaters in which oil is heated
position outside the space where they are are to be provided with suitable means for
situated. ascertaining the temperature of the oil.
4.5.2.4 Vents from expansion tanks and thermal 4.7 Filling arrangements
oil storage tanks of thermal oil heating plants is
to be led to open deck. 4.7.1 The bunkering of the ship is to be carried
out through a permanently fitted pipeline,
4.5.2.5 Exhaust-fired thermal oil heaters provided with the required fittings and ensuring
fuel delivery to all storage tanks. The open end
 The heater is to be so designed and of the filling pipe is to be led to the tank bottom.
installed that all tubes are easily and readily
be inspected for signs of corrosion and In passenger ships fuel bunkering stations are to
leakage. be isolated from other spaces and are to be
efficiently drained and ventilated.
 Visual inspection and tightness testing of
the heater tubes is to be not less than the 4.7.2 Provision is to be made against over-
working pressure and is to be carried out pressure in the filling pipes, served by pumps on
annually. Hydraulic testing is to be carried board, and any relief valve fitted for this purpose
out bi-annually. is to discharge into an overflow tank or other
safe position.
 The heater is to be fitted with temperature
sensor(s) and an alarm for fire detection. 4.8 Alternate carriage of oil fuel and water
ballast
 A fixed fire extinguishing and cooling system
is to be fitted. A drenching system providing 4.8.1 Where it is intended to carry oil fuel and
copious amounts of water is acceptable. water ballast in the same tanks alternatively, the
The exhaust ducting below the exhaust valves or cocks connecting the suction pipes of
boiler is to be arranged for adequate these tanks with the ballast pump and those
collection and drainage, to prevent water connecting them with the oil fuel transfer pump
flowing into the diesel engine. The drain is are to be so arranged that the oil may be
to be led to a suitable location. pumped from one tank by the oil fuel pump at

Chapter 3 Part 4
the same time as the ballast pump is being used arranged that one filter can be opened up when
on any other tank. the other is in use.
Where settling or service tanks are fitted, each 4.10.1.4 Where steam is required to bring the
having a capacity sufficient to permit 12 hour boiler plant into operation, starting up oil fuel
normal service without replenishment, the above unit, including an auxiliary heater and hand
requirement may be dispensed with. pump, or other suitable starting up device, which
does not require power from shore, is to be
4.8.2 Attention is drawn to the statutory provided.
requirements issued by the National Authorities
in connection with International Convention for 4.10.1.5 Where burners are provided with steam
the Prevention of Pollution of the Sea by Oil, purging and/or atomizing connections, the
1973/78. arrangements are to be such that oil fuel cannot
find its way into steam system in the event of
4.9 Deep tanks for the alternative carriage of valve leakage.
oil, water ballast or dry cargo
4.10.1.6 The burner arrangements are to be
4.9.1 In the case of deep tanks which can be such that a burner cannot be withdrawn unless
used for the carriage of oil fuel, cargo oil, water the oil fuel supply to that burner is shut off and
ballast or dry cargo, provision is to be made for that oil cannot be turned on unless the burner
blank flanging the oil and water ballast filling and has been correctly coupled to the supply line.
suction pipes, also the steam coils if retained in
place, when the tank is used for dry cargo, and 4.10.1.7 A quick-closing master valve is to be
for blank flanging the bilge suction pipes when fitted to the oil supply to each boiler manifold,
the tanks are used for oil or water ballast. suitably located so that the valve can be readily
operated in an emergency, either directly or by
4.9.2 If the deep tanks are connected to an means of remote control, having regard to the
overflow system, the arrangements are to be machinery arrangements and location of
such that liquid or vapour from other tanks controls.
cannot enter the deep tanks when dry cargo is
carried in them. 4.10.1.8 In the case of top-fired boilers, means
are to be provided so that, in the event of flame
4.10 Oil fuel burning arrangements failure, oil fuel supply to the burners is shut off
automatically, and audible and visual warnings
4.10.1 For boilers are given.
4.10.1.1 Where steam is required for the main 4.10.1.9 Provision is to be made, by suitable
propelling engines, for auxiliary machinery for non-return arrangements, to prevent oil from
essential services, or for heating of heavy fuel spill systems being returned to the burners when
oil and is generated by burning oil fuel under oil supply to these burners has been shut off.
pressure, there are to be not less than two oil
burning units, each unit comprising a pressure 4.10.1.10 For alternatively fired furnaces of the
pump, suction and discharge filters and a boilers using exhaust gases and oil fuel, the
heater. For auxiliary boilers, a single oil burning exhaust gas inlet pipe is to be provided with an
unit may be accepted, provided that alternative isolating device and interlocking arrangements
means, such as an exhaust gas boiler or whereby oil fuel can only be supplied to the
composite boiler, are available for supplying burners when the isolating device is closed to
steam for essential services. the boiler.
4.10.1.2 In two unit installations, each unit is to 4.10.2 For internal combustion engines
be capable of supplying fuel for generating all
the steam required for essential services. In 4.10.2.1 Filters are to be fitted in the supply lines
installations of three or more units, the to the main and auxiliary machinery. For non-
capacities and arrangements of the units are to redundant units for essential services, it must be
be such that all the steam required for essential possible to clean the filters without stopping the
services can be maintained with any one unit unit or reducing the supply of filtered oil to the
out of action. unit.
4.10.1.3 In systems where oil is fed to the For auxiliary engines one single oil fuel filter for
burners by gravity, duplex filters are to be fitted each engine may be accepted.
in the supply pipeline to the burners and so

Page 19 of 24
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4.10.2.2 Where an oil fuel booster pump is fitted, sulphur content not exceeding 0.1 % m/m and
which is essential to the operation of the main minimum viscosity of 2 cSt but one pump alone
engine(s), a standby pump is to be provided. is not capable of delivering marine fuels with a
The standby pump is to be connected ready for sulphur content not exceeding 0.1 % m/m and
immediate use but where two or more main minimum viscosity of 2 cSt at the required
engines are fitted, each with its own pump, a capacity, then both pumps may operate in
complete spare pump may be accepted parallel to achieve the required capacity for
provided that it is readily accessible and can be normal operation of propulsion machinery. In
easily installed. this case, one additional fuel oil pump is to be
provided. The additional pump is to, when
4.10.2.3 Where pumps are provided for fuel operating in parallel with one of the pumps in
valve cooling, the arrangements are to be as in 4.10.4.1, be suitable for and capable of
4.10.2.2. delivering marine fuels with a sulphur content
not exceeding 0,1 % m/m and minimum
4.10.2.4 In multi-engine installations which are viscosity of 2 cSt at the required capacity for
supplied from the same fuel source, means of normal operation of the propulsion machinery,
isolating the fuel supply and spill piping to or,
individual engines, shall be provided. The
means of isolation shall not affect the operation c) In addition to 4.10.4.1, two separate fuel oil
of the other engines and shall be operable from pumps are provided, each capable of and
a position not rendered inaccessible by a fire on suitable for supplying marine fuels with a
any of the engines. sulphur content not exceeding 0,1 % m/m and
minimum viscosity of 2 cSt at the required
4.10.3 Oil fired galleys capacity for normal operation of propulsion
machinery.
4.10.3.1 The fuel supply to the burners is to be
controlled from a position which will always be Notes:
accessible in the event of a fire occurring in the
galley. 1. If a marine distillate grade fuel with a different
maximum sulphur content is specified by
4.10.3.2 The galley is to be well ventilated. regulation for the area of operation of the ship
(e.g., ECA, specific ports or local areas, etc.)
4.10.4 Special requirements for low sulphur Oil then that maximum is to be applied.
fuel burning arrangements:
2. In the case of vessels with class notation
For ships intending to use Heavy Fuel Oil (HFO) SYJ, requirement in Pt. 5, Ch. 22 for activating
or Marine Diesel Oil (MDO) in non-restricted of alarm when pumps are automatically started
areas and marine fuels with a sulphur content is applicable regardless of the pump
not exceeding 0,1 % m/m and minimum arrangement.
viscosity of 2 cSt in emission control areas, the
oil fuel burning arrangements essential for the 3. Where electrical power is required for the
normal operation of propulsion machinery are to operation of propulsion machinery, the
comply with the following: requirements are also applicable for machinery
for power generation when such machinery is
4.10.4.1 In non-restricted areas, ships are supplied by common fuel supply pumps.
provided with two (2) fuel oil pumps that can
each supply the fuel primarily used by the ship 4. The minimum viscosity of 2cSt specified
(i.e. HFO or MDO) in the required capacity for above is the value corresponding to the
normal operation of the propulsion machinery. standard reference temperature.
4.10.4.2 In emission control areas one of the 4.11 Remote stop of oil fuel pumps and fans
following configurations are to be provided:
4.11.1 Emergency stop of power supply to the
a) Fuel oil pumps as in 4.10.4.1, provided these following pumps and fans is to be arranged from
are each suitable for marine fuels with a sulphur a central place outside the engine and boiler
content not exceeding 0.1 % m/m and minimum room (Also refer Ch.8, Cl. 2.15.2) and Pt.6,
viscosity of 2 cSt operation at the required Ch.2, Sec.2:
capacity for normal operation of propulsion
machinery, or,
- oil fuel transfer pump;
b) When the fuel oil pumps in 4.10.4.1 are
suitable to operate on marine fuels with a - oil fuel booster pump;

Chapter 3 Part 4
- fans for ventilation of engine and boiler

- nozzle cooling pumps when oil fuel is rooms.
used as coolant;
4.12 Fuel oil treatment system
- oil fuel purifiers;
4.12.1 Vessel fitted with a fuel oil treatment
- pumps for oil-burning installations; system complying with the requirements of IRS
Classification Note “Fuel Oil Treatment
- fans for forced draught to boilers; Systems” will be assigned additional class
notation FT.
Section 5
Steam Piping and Condensate Piping Systems
5.1 Expansion and drainage withstand boiler pressure are to be fitted with
relief valves, installed on the low pressure side,
5.1.1 In all steam piping systems, ample immediately after pressure reducing valve,
provision is to be made for expansion and having sufficient discharge capacity to protect
contraction to take place without unduly the piping against excessive pressure.
straining the pipes.
5.4 Steam supply to auxiliaries
5.1.2 The slope of the pipes and the number
and position of the drain valves or cocks are to 5.4.1 The steam supply to steering gear and
be such that water can be efficiently drained essential auxiliaries is to be so arranged that it is
from any portion of the steam piping system, not affected in the event of main steam supply to
when the ship is on even keel and/or designed propulsion machinery or cargo oil pumps being
trim and is either upright or has a list of not more shut off.
than 5 degrees.
5.5 Steam for fire extinguishing in cargo
5.1.3 Drain valves or cocks are to be readily holds
accessible.
5.5.1 Where steam is used for fire extinguishing
5.2 Steam pipes in way of holds, shaft and in cargo holds, provision is to be made to
pipe tunnels prevent damage to cargo by leakage of steam or
drip. Details of proposed precautionary measu-
5.2.1 In general, steam pipes are not to be led res are to be submitted for approval.
through spaces which may be used for carrying
cargo. But where it is impracticable to avoid 5.6 Condensate pumps
steam pipes passing through cargo spaces, the
pipes are to be efficiently insulated, secured and 5.6.1 Two or more extraction pumps are to be
protected against mechanical damage. Plans for provided for dealing with the condensate from
such arrangements are to be submitted for the main and auxiliary condensers, at least one
consideration. of which is to be independently driven. Where
one of the independent feed pumps is fitted with
5.2.2 Where the steam pipes pass through shaft direct suctions from the condensers and a
tunnels and pipe tunnels, these are to be discharge to the feed tank, it may be accepted
efficiently secured and insulated in such a way as an independently driven extraction pump.
that the lagging surface temperature does not
exceed 60C. 5.6.2 Condensate pumps are to be provided
with valves or cocks, interposed between the
5.3 Relief valves pumps and the suctions and the discharge
pipes, so that any pump may be opened up for
5.3.1 Auxiliary steam lines not designed to overhaul while the others continue in operation.

Page 21 of 24
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Section 6
Boiler Feed Piping Systems
6.1 Feed water piping

6.3 Valves, cocks and fittings
6.1.1 Two separate means of feed are to be
provided for all main and auxiliary boilers, which 6.3.1 Independent feed pumps, required for
are required for essential services, with the feeding the main boilers, are to be fitted with
exception of boilers in which steam is generated automatic regulators for controlling their output.
exclusively by exhaust gases or steam, where
one means of feed will be accepted provided an 6.3.2 The valves on the suction pipes from
alternative steam supply is available. hotwell or condenser and the feed drain tanks or
filter are to be of the non-return type.
IR6.1.1 Where a steam generating system
consists of two or more adequately sized 6.3.3 Feed pumps are to be provided with
boilers, one independent feed water supply pipe valves or cocks, interposed between the pumps
to each boiler from two feed pumps is and the suction and the discharge pipes, so that
considered acceptable. any pump may be opened up for overhaul while
the others continue in operation.
6.2 Feed pumps
6.4 Fresh-water connections
6.2.1 Two or more feed pumps are to be
provided of sufficient capacity to supply the 6.4.1 Feed pumps for water-tube boilers are to
boilers under full load conditions with any one have fresh-water connections only.
pump out of action. At least one of these pumps
is to be independently driven. 6.5 Feed water tanks
6.2.2 In multiple screw ships in which there is 6.5.1 All ships fitted with boilers are to be
only one independently driven feed pump, each provided with storage space for reserve feed
main engine is to be provided with a feed pump. water. Capacity of these tanks is to be at least
twice the hourly evaporation rate of the boilers.
6.2.3 Where only one independent feed pump
has been provided, a harbour feed pump or an 6.5.2 Feed water tanks are to be separated from
injector is to be fitted to provide second means oil tanks by cofferdam.
of feed to the boilers which are in use when the
main engines are not working. 6.6 Evaporators
6.2.4 The harbour feed pump, as required by 6.6.1 For main boilers, one or more evaporators,
6.2.3, may be used as general service pump, of adequate capacity, are to be provided.
provided that it is not connected to tanks
containing oil, or to tanks, cofferdams and bilges
which may contain oily water.

Chapter 3 Part 4
Section 7
Engine Cooling Water Systems
7.1 General main/or auxiliary engines, a standby means

of cooling need not be fitted if there are
7.1.1 Centrifugal cooling water pumps are to be suitable emergency connections from a salt
installed as low as possible in the ship. water system;
7.2 Cooling water main supply e) Where each auxiliary is fitted with a cooling
water pump, standby means of cooling need
7.2.1 Provision is to be made for an adequate not be provided for auxiliaries. Where,
supply of cooling water to the main propelling however a group of auxiliaries is supplied
machinery and essential auxiliary engines, also with cooling water from a common system, a
to lubricating oil and fresh water coolers and air standby cooling water pump is to be
coolers for electric propelling machinery, where provided for this system. This pump is to be
these coolers are fitted. The cooling water connected ready for immediate use and
pump(s) may be worked from the engines or be may be a suitable general service pump.
driven independently.
7.3.3 When selecting a pump for standby
7.3 Cooling water standby supply purposes, consideration is to be given to the
maximum pressure which it can develop if the
7.3.1 Provision is also to be made for a separate overboard discharge valve is partly or fully
supply of cooling water from a suitable closed and, when necessary, condenser doors,
independent pump of adequate capacity. water boxes, etc. are to be protected by an
approved device against inadvertent over
7.3.2 The following arrangements are accepta- pressure.
ble, depending on the purpose for which the
cooling water is intended: 7.4 Relief valves on cooling water pumps
a) Where only one main engine is fitted, the 7.4.1 Where cooling water pumps can develop a
standby pump is to be connected ready for pressure head greater than the design pressure
immediate use; of the system, they are to be provided with relief
valves on the pump discharge to effectively limit
b) Where more than one main engine is fitted, the pump discharge pressure to the design
each with its own pump, a complete spare pressure of the system.
pump of each type may be accepted;
7.5 Sea inlets for cooling water pumps
c) Where a sea inlet scoop arrangement is
fitted, and there is only one independent 7.5.1 Sea-water cooling systems for main and
condenser circulating pump, a further pump, auxiliary machinery are to be connected to at
or a connection to the largest available least two cooling water inlets, preferably on
pump suitable for circulation duties, is to be opposite sides of the ship.
fitted to provide the second means of
circulation when the ship is maneuvering. 7.5.2 Where sea water is used for the direct
The pump is to be connected ready for cooling of main engines and auxiliaries, the sea
immediate use; water suction pipes are to be provided with
strainers which can be cleaned without
d) Where fresh water cooling is employed for interrupting the cooling water supply.

Page 23 of 24
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Section 8
Lubricating Oil Piping Systems
8.1 General oil systems are employed for piston cooling,

reduction gearing, oil operated couplings and
8.1.1 The lubricating systems are to be so controllable pitch propellers, unless approved
arranged that they will remain efficient with the alternative arrangements are provided. Where
ship inclined from the normal to any angle up to the oil glands for stern tubes are provided with
15 transversely and when pitching 10 oil circulating pump, and the continuous running
longitudinally and when rolling up to 22.5 from of this pump is necessary during normal
the vertical. operation, then a standby pump for this purpose
is to be provided.
8.1.2 Lubricating oil systems are to be entirely
separated from other systems. This 8.2.4 Independently driven rotary type pumps
requirement, however, does not apply to are to be fitted with non- return valves on the
hydraulic governing and maneuvering systems discharge side of the pumps.
for main and auxiliary engines.
8.2.5 A relief valve in close circuit is to be fitted
8.1.3 Lubricating oil tanks are to be separated on the pump discharge if the pump is capable of
from other tanks containing water, fuel oil or developing a pressure exceeding the design
cargo oil, by means of cofferdams. pressure of the system, the relief valve is to
effectively limit the pump discharge pressure to
8.1.4 For fire protection requirements also refer the design pressure of the system.
Pt.6, Ch.2, 1.2.3.
8.3 Control of pumps and alarms
8.2 Pumps
8.3.1 The power supply, to all independently
8.2.1 Where lubricating oil for the main driven lubricating oil service pumps is to be
engine(s) is circulated under pressure, a capable of being stopped from a position outside
standby lubricating oil pump is to be provided the space which will always be accessible in the
where the following conditions apply: event of fire occurring in the compartment in
which they are situated, as well as from the
a) The lubricating oil pump is independently compartment itself.
driven and the total output of the main
engine(s) exceeds 370 [kW]; 8.3.2 All main and auxiliary engines and turbines
intended for essential services are to be
b) One main engine with its own pump is fitted provided with means of indicating the lubricating
and the output of the engine exceeds 370 oil pressure supply to them. Alarms for reduction
[kW]; in pressure of the lubricating oil supply are to be
actuated from the outlet side of any restrictions
c) More than one main engine each with its such as filters, coolers etc. For main and
own lubricating oil pump is fitted and the auxiliary internal combustion engines, above 37
output of each engine exceeds 370 [kW]. [kW] an alarm device with audible and visual
signal for failure of lubricating system is to be
8.2.2 The standby pump is to be of sufficient provided.
capacity to maintain the supply of oil for normal
conditions with any one pump out of action. The 8.4 Emergency supply for propulsion
pump is to be fitted and connected ready for turbines and propulsion turbogenerators
immediate use, except that where the conditions
referred to in 8.2.1(c) apply, a complete spare 8.4.1 A suitable emergency supply of lubricating
pump may be accepted. In all cases satisfactory oil is to be arranged to come automatically into
lubrication of the engines is to be ensured while use in the event of low oil pressure.
starting and maneuvering.
The emergency source of supply is to be
8.2.3 Similar provisions to those of 8.2.1 and independent of power from main switchboard.
8.2.2 are to be made where separate lubricating

Chapter 3 Part 4
8.4.2 The emergency supply may be obtained 8.6 Valves and cocks on lubricating oil tanks
from a gravity tank containing sufficient oil to
maintain adequate lubrication for not less than 6 8.6.1 The provisions of 4.4.4, 4.4.5 and 4.4.6
minutes, and, in case of propulsion turbo- are also to apply to lubricating oil tanks except
generators, until the unloaded turbine comes to those having a capacity less than 500 litres,
rest from its maximum rated running speed. storage tanks on which valves are closed during
the normal operation mode of the ship, or where
8.5 Filters it is determined that an unintended operation of
a quick closing valve on the oil lubricating tank
8.5.1 In systems, where lubricating oil is would endanger the safe operation of the main
circulated under pressure, provision is to be propulsion and essential auxiliary machinery.
made for efficient filtration of the oil. For non-
redundant units, for essential services, it must 8.6.2 Where an engine lubricating oil drain tank
be possible to clean the filters without stopping extends to the bottom shell plating in ships that
the unit or reducing the supply of filtered oil to are required to be provided with a double
the units. bottom, a shutoff valve is to be fitted in the drain
pipe between the engine crank case and the
8.5.2 In the case of propulsion turbines and their double bottom lubricating oil tank. This valve is
gears, arrangements are to be made for to be capable of being closed from an
lubricating oil to pass through magnetic strainers accessible position above the level of the lower
and fine filters. platform (floor plates).
End of Chapter

Page 1 of 60
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Chapter 4
Prime Movers and Propulsion Shafting Systems
Contents
Section
1 General
2 Steam Turbines
3 Gas Turbines
4 Internal Combustion Engines
5 Gearing
6 Main Propulsion Shafting
7 Propellers
8 Vibrations and Alignment
9 Thrusters
Section 1
General
1.1 Scope 1.3.1 Arrangements are to be provided to turn the

prime movers of main propulsion systems,
1.1.1 The requirements of this Chapter are reduction gears and auxiliary drives. Suitable
applicable to all ships but may be modified for interlocks are to be provided.
ships classed for restricted services or for special
services. 1.4 Power ratings
1.1.2 Prime movers of less than 100 [kW] 1.4.1 Where requirements to dimensions in this
capacity may be accepted based upon Chapter are based on power and revolutions per
manufacturer's certificate provided the prime minute, the values to be applied are maximum
movers are of an approved type. continuous power measured on engine output
shaft and corresponding revolutions per minute.
1.1.3 Attention is drawn to any relevant statutory
requirements of the country in which the ship is 1.4.2 The maximum continuous power for which
to be registered. the engine is to be approved is defined in ISO
3046/I for oil engines and ISO 3977 for gas
1.1.4 Prime movers and power transmission turbines.
systems not specified in this Chapter will be
specially considered by IRS. 1.4.3 For plants where overload is used
frequently, the scantling criteria may have to be
1.2 Materials based on over load due to accumulated fatigue.
1.2.1 Materials intended for the main parts of the 1.5 Overload capacity
prime movers and power transmission systems
are to be manufactured and tested in accordance 1.5.1 Prime movers of electric generators are to
with the requirements of Pt.2. be capable of developing 10 per cent overload for
a short period of time (15 minutes). The overload
1.3 Turning gear power refers to the power of the generator set.

Chapter 4 Part 4
Page 2 of 60 Prime Movers and Propulsion Shafting Systems
1.6 Certification of machinery accordance with “IRS certification scheme for

type approval of products”.
1.6.1 The certification of machinery is to be in
accordance with requirements given in Chapter 1.7.2 For non mass-produced engines the
1, Section 4 of this part. requirements given in subsection 4.12 of this
chapter are applicable for type approval.
1.7 Type approval program
1.7.3 For mass-produced machinery, “Type
1.7.1 Products that can be consistently approval certification scheme for machinery
manufactured to the same design and manufactured by mass production system” is to
specification may be type approved in be referred to.
Section 2
Steam Turbines
2.1 Scope - Vibration calculation of rotors and/or

blades;
2.1.1 The requirements of this Section are
applicable to steam turbines for main propulsion - Performance characteristics with
and to those for essential auxiliary services. functional description;
2.2 Plan and particulars - Specification of reliability and availability;

and
2.2.1 The following plans are to be submitted for
consideration, together with particulars of - Analysis proving the specified reliability
materials, maximum shaft powers and and availability.
revolutions per minute. The pressures and
temperatures applicable at maximum shaft power 2.2.2 Full particulars of the means proposed for
and under the emergency conditions are to be emergency propulsion are to be submitted.
stated or indicated on the plans.
2.2.3 Where rotors and castings are of welded
- General technical specifications; construction, details of the welded joints are also
to be submitted for consideration.
- General arrangement;
2.3 Materials
- Sections showing rotors, bearings and
casings; 2.3.1 In the selection of materials, consideration
is to be given to their creep strength, corrosion
- Sections showing typical blades and resistance and scaling properties at working
blade fastenings; temperatures to ensure satisfactory perfor-
mance and long life under service condition.
- Integrated steam and drain piping;
2.3.2 Grey cast iron is not to be used for
- Foundation and fastening; temperatures exceeding 260C.
- Block diagram with functional description 2.3.3 Turbine rotors and discs are to be of forged
of control and monitoring system; steel. For carbon and carbon-manganese steel
forgings, the specified minimum tensile strength
- Lubricating oil system; is to be selected within the limits of 400 and 600
[N/mm2]. For alloy steel rotor forgings, the
- Operating instructions manual; and specified minimum tensile strength is to be
selected within the limits of 500 and 800 [N/mm2].
- Test programmes. For discs and other alloy steel forgings, the
specified minimum tensile strength is to be
If required, the following information is also to be selected within the limits of 500 and 1000
submitted: [N/mm2].

Page 3 of 60
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2.3.4 For alloy steels, details of the proposed 2.4.8 Adequate preheating is to be employed for
chemical composition, heat treatment and mild steel cylinders and components and where
mechanical properties are to be submitted for the metal thickness exceeds 44 [mm], and for all
approval. low alloy steel cylinders and components and for
any part where necessitated by joint restraint.
2.3.5 When it is proposed to use material of
higher tensile strength, full details are to be 2.4.9 Stress relief heat treatment is to be applied
submitted for approval. to all cylinders and associated components on
completion of the welding of all joints and
2.4 Design and construction attached structures. For details of stress relief
procedures, temperature and duration, See
2.4.1 In the design and arrangement of turbine Ch.10.
machinery, adequate provision is to be made for
the relative thermal expansion of the various 2.4.10 Surveyors are to be satisfied that the
turbine parts, and special attention is to be given desired quality of welding is attainable with the
to minimizing casing and rotor distortion under all proposed welding equipment and procedure, and
operating conditions. for this purpose test specimens representative of
the welded joints are to be provided for
2.4.2 Turbine bearings are to be so disposed and radiographic examination and mechanical tests.
supported that lubrication is not adversely
affected by heat flow from adjacent hot parts of 2.4.11 Smooth fillets are to be provided at abrupt
the turbine. Effective means are to be provided changes of section of rotors, spindles, discs,
for intercepting oil leakage and preventing oil blade roots and tensions. The rivet holes in blade
from reaching high temperature glands and shrouds are to be rounded and radiused on top
casings and steam pipes pockets are to be and bottom surfaces, and tenons are to be
sufficiently large to prevent excessive radiused at their junction with blade tips.
accumulation and leakage of oil. Balancing holes in discs are to be well rounded
and polished.
2.4.3 The design analysis, if required, is to
include a full vibration analysis with 2.4.12 Surveyors are to be satisfied as to the
measurements as necessary, covering vibration workmanship and riveting of blades to shroud
of the rotor as well as blade vibrations. bands, and that the blade tenons are free from
cracks, particularly with high strength blade
2.4.4 Turbine rotors, cylinders and associated material. Test samples are to be sectioned and
components fabricated by means of welding will examined, and pull-off tests made if considered
be considered for acceptance if constructed by necessary by Surveyors.
firms whose works are properly equipped to
undertake welding to equivalent standards, for 2.4.13 Main turbine rotor discs fitted by shrinking
rotors and cylinders respectively, to those are to be secured with keys, dowels or other
required by the Rules for Class 1 welded approved means.
pressure vessels, See Ch.10.
2.5 Vibration
2.4.5 Before work is commenced, manufacturers
are to submit for consideration details of 2.5.1 Care is to be taken in the design and
proposed welding procedures and their manufacture of turbine rotors, rotor discs and
proposals for routine examination of joints by blades to ensure freedom from undue vibration
non-destructive means. within the operating speed range. Consideration
of blade vibration should include the effect of
2.4.6 Where it is proposed to construct rotors centrifugal force, blade root fixing, metal
from two or more forged components joined by temperature and disc flexibility where
welding, full details of the chemical composition, appropriate.
mechanical properties and heat treatment of the
materials, together with particulars of the welding 2.6 External influences
consumables, an outline of the welding
procedure, method of fabrication and heat 2.6.1 Pipes and ducts connected to turbine
treatment, are to be submitted for consideration. casings are to be so designed that no excessive
thrust loads or moments are applied by them to
2.4.7 Joints in rotors and major joints in cylinders the turbines. Grating and any fittings in way of
are to be designed as full-strength welds and for sliding feet or flexible-plate supports are to be so
complete fusion of the joint. arranged that casing expansion is not restricted.

Chapter 4 Part 4
Where main turbine seatings incorporate a tank governors which, with fixed setting, are to
structure, consideration is to be given to the control the speed within 10 per cent
temperature variation of the tanks in service to momentary variation and five per cent
ensure that turbine alignment will not be permanent variation when full load is
adversely affected. suddenly taken off or put on. The permanent
speed variations of alternating current
2.7 Steam supply and water system machines intended for parallel operations are
to equal within a tolerance of  0.5 per cent.
2.7.1 In the arrangement of the gland sealing
system, the pipes are to be made self-draining 2.9.3 Low vacuum and over pressure protective
and every precaution is to be taken against the device
possibility of condensed steam entering the
glands and turbines. The steam supply to the a) Sentinel relief valves are to be provided at
gland sealing system is to be fitted with an the exhaust ends of all turbines, to provide a
effective drain trap. In the air ejector re-circulating warning to personnel of allowable pressure
water system, the connection to the condenser is being exceeded. The valve discharge outlets
to be so located that water cannot impinge on the are to be visible and suitably guarded if
L.P. rotor or casing. necessary to avoid injury to personnel.
Where a low vacuum cut-out device is
2.8 Turning gear provided, the sentinel relief valve at the L.P.
exhaust may be omitted.
2.8.1 The turning gear for all propulsion turbines
is to be power-driven and if electric, is to be b) Sentinel relief valves are to be provided at
continuously rated. the exhaust ends of all auxiliary turbines and
the valve discharge outlets are to be visible
2.9 Safety arrangement and suitably guarded if necessary. Low
vacuum or over pressure cut-out devices, as
2.9.1 Overspeed protective devices appropriate, are also to be provided for
auxiliary turbines not installed with their own
a) An overspeed protective device is to be condensers.
provided for main and auxiliary turbines to
shut off the steam automatically and prevent c) When for auxiliary turbines, the inlet steam
the maximum designed speed being pressure exceeds the pressure for which the
exceeded by more than 15 per cent. exhaust casing and associated piping up to
exhaust valve are designed, means to relieve
b) Where two or more turbines of a compound the pressure are to be provided.
main turbine installation are separately
coupled to the same main gear wheel, and 2.10 Bled steam connections
one over-speed protective device is
provided, this is to be fitted to the L.P. ahead 2.10.1 Non-return or other means, which will
turbine. Hand trip gear for shutting off the prevent steam and water returning to the
steam in an emergency is to be provided at turbines, are to be fitted in bled steam
the maneuvering platform. connections.
c) Where exhaust steam from auxiliary systems 2.11 Steam strainers

is led to the main turbine, activation of the
over-speed protective device is to cut off this 2.11.1 Efficient steam strainers are to be
steam supply to the main turbine. provided close to the inlets to ahead and astern
high pressure turbines, or alternatively at the
2.9.2 Speed governors inlets to the maneuvering valves.
a) Where a turbine installation incorporates a 2.12 Emergency arrangements

reverse gear, electric transmission or
reversible propeller, a speed governor in 2.12.1 Lubricating oil failure
addition to, or in combination with, the
overspeed protective device is to be fitted, a) Arrangements are to be made for the steam
and is to be capable of controlling the speed to the ahead propulsion turbines to be
of the unloaded turbine without bringing the automatically shut off in the event of failure of
overspeed protective device into action. the lubricating oil pressure; however, steam
is to be made available at the astern turbine
b) Auxiliary turbines intended for driving electric for braking purposes in such an emergency.
generators are to be fitted with speed
Page 5 of 60
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b) Auxiliary turbine arrangements are to be 2.13 Tests and equipment
such that steam supply is automatically shut
off in the event of failure of the lubricating oil 2.13.1 Stability testing of turbine rotors
pressure.
a) All solid forged H.P. turbine rotors intended
c) Main turbines are to be provided with a for main propulsion service where the inlet
satisfactory emergency supply of lubricating steam temperature exceeds 400C are to be
oil which will come into use automatically in subjected to at least one thermal stability
case of lubricating oil pressure falling below test. This requirement is also applicable to
a predetermined value. The emergency rotors constructed from two or more forged
supply may be obtained from a gravity tank components joined by welding. The test may
containing sufficient oil to maintain adequate be carried out at the forge or turbine builders'
lubrication until the turbine is brought to rest works (a) after heat treatment and rough
or by equivalent means. If emergency pumps machining of the forging or (b) after final
are used these are to be so arranged that machining, or (c) after final machining and
their operation is not affected by failure of the blading of the rotor. The stabilizing test
power supply. Suitable arrangements for temperature is to be not less than 28C
cooling the bearings after stopping may also above the maximum steam temperature to
be required. which the rotor will be exposed and not more
than the tempering temperature of the rotor
2.12.2 Single screw ships material.
a) In single screw ships fitted with cross b) Where main turbine rotors are subjected to
compound steam turbine installations in thermal stability tests at both forge and
which two or more turbines are separately turbine builders' works the foregoing
coupled to the same main gear wheel, the requirements are applicable to both tests. It
arrangements are to be such as to enable is not required that auxiliary turbine rotors be
safe navigation, when the steam supply to tested for thermal stability, but if such tests
any one of the turbines is required to be are carried out, the requirements for main
isolated. For this emergency operation turbine rotors will be generally applicable.
purpose, the steam may be led direct to the
L.P. turbine and either the H.P. or I.P. turbine 2.14 Balancing
can exhaust direct to the condenser.
Adequate arrangements and controls are to 2.14.1 All rotors as finished-bladed and complete
be provided for these operating conditions to with half-coupling are to be dynamically balanced
ensure that the pressure and temperature of to the Surveyor's satisfaction, in a machine of
the steam will not exceed those which the sensitivity appropriate to the size of rotor.
turbines and condenser can safely withstand.
2.15 Hydraulic tests
b) The necessary pipes and valves for these
arrangements are to be readily available and 2.15.1 Maneuvering valves are to be tested to
properly marked. A fit up test of all twice the working pressure. The nozzle boxes of
combinations of pipes and valves is to be impulse turbines are to be tested to 1.5 times the
performed prior to the first sea trials. working pressure.
c) The permissible power/speeds when 2.15.2 The cylinders of all turbines are to be
operating without one of the turbines (all tested to 1.5 times the working pressure in the
combinations) is to be specified and casing, or to 2.0 bar whichever is greater.
information provided on board.
2.15.3 For test purposes, the cylinders may be
d) The operation of the turbines under subdivided with temporary diaphragms for
emergency conditions is to be assessed for distribution of test pressures.
the potential influence on shaft alignment and
gear teeth loading conditions. 2.15.4 Condensers are to be tested in the steam
space to 1.0 bar. The water space is to be tested
2.12.3 Single main boiler to the maximum pressure which the pump can
develop at ship's full draught with the discharge
a) Ships intended for unrestricted service, fitted valve closed plus 0.7 bar with a minimum test
with steam turbines and having a single main pressure of 2.0 bar. Where the operating
boiler, are to be provided with means to conditions are not known, the test pressure is to
ensure emergency propulsion in the event of be not less than 3.4 bar.
failure of the main boiler.
Chapter 4 Part 4
2.16 Indicators for movement 2.17 Weardown gauges
2.16.1 Indicators for determining the axial 2.17.1 Main and auxiliary turbines are to be
position of rotors relative to their casings, and for provided with bridge weardown gauges for
showing the longitudinal expansion of casings at testing the alignment of the rotors.
the sliding feet, if fitted, are to be provided for
main turbines. The latter indicators should be
fitted at both sides and be readily visible.
Section 3
Gas Turbines
3.1 Scope - Regenerators or recuperators;
3.1.1 The requirements of this Section are - Rotors (turbine and compressor),
applicable to gas turbines for main propulsion including discs, blades, bearings
and to those for essential auxiliary services. couplings, and clutches;
These requirements do not apply to exhaust gas
turbo-blowers. - Sections showing blades, blade
fastenings and sealings;
3.1.2 The spare gear for gas turbines has not
been indicated in view of the variation in turbine - Oil fuel and lubricating oil systems
design and service conditions. In the including controls and safety devices;
circumstances, a list of proposed spare gear is to
be submitted for consideration. - Governor arrangements;
3.2 Plans and particulars - Enclosure configurations (where

applicable);
3.2.1 Following data is to be submitted:
- Starting arrangements;
- Rated power;
- Rated speed; - Air intake and exhaust system;
- Maximum turbine entry temperature at
which rated power can be achieved; - Control systems, safety systems and
- Mass and velocity of rotating elements; devices and associated failure mode and
- Balancing data; effect analysis;
- Type test schedule, measurements and
data; - Details of proposed automatic safety
- Manufacturer’s shop test schedule. devices to safeguard against hazardous
conditions arising in the event of
3.2.2 The following plans are to be submitted for malfunctions in the gas turbine
consideration together with particulars of installation together with failure mode
materials. and effect analysis;
- General technical specifications - Vibration monitoring systems; and

including effect of inlet temperature on
power; - All other critical systems such as fire
fighting arrangements for enclosures,
- General arrangement; ventilation, lighting, smoke detector etc.
- Sectional assembly; 3.2.3 Where applicable, plans are to indicate the

most onerous pressures and temperatures to
- Casings; which each component is subject.
- Combustion chambers and heat 3.2.4 Details are to be submitted, where

exchangers; applicable, of high temperature characteristics of
the materials, including (at the working
- Gasifiers; temperatures) the associated creep rate and

Page 7 of 60
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rupture strength for the designed service life, particular type of service and fuels intended
fatigue strength, corrosion resistance and scaling to be used.
properties. Particulars of heat treatment,
including stress relief, where applicable, are to be 3.5 Welded components
submitted.
3.5.1 Components fabricated by means of
3.3 Materials welding will be considered for acceptance if
constructed by firms whose works are properly
3.3.1 Rotors and discs are to be of forged steel. equipped to undertake welding of the standards
For carbon and carbon- manganese steel appropriate to the components according to the
forgings, the specified minimum tensile strength relevant requirements of Ch.10.
is to be selected within the limits of 400 and 600
[N/mm2]. For alloy steel rotor forgings, the 3.5.2 Before work is commenced, manufacturers
specified minimum tensile strength is to be are to submit for consideration details of
selected within the limits of 500 and 800 [N/mm2]. proposed welding procedures and their
For discs and other alloy steel forgings, the proposals for routine examination of joints by
specified minimum tensile strength is to be non-destructive means.
selected within the limits of 500 to 1000 [N/mm2].
3.5.3 Major joints are to be designed as full-
3.3.2 For alloy steels, specifications giving the strength welds and for complete fusion of the
proposed chemical composition and heat joint.
treatment are to be submitted for approval.
3.5.4 Stress relief treatment is to be applied to all
3.3.3 When it is proposed to use a material of cylinders, rotors and associated components on
higher tensile strength, full details are to be completion of the welding of all joints and
submitted for approval. attached structures. For details of stress relief
procedure, temperature and duration, See Ch.10.
3.5.5 Surveyors are to be satisfied that the
3.4.1 All parts of turbines, compressors, etc., are desired quality of welding is attainable with the
to have clearances and fits consistent with proposed welding equipment and procedure, and
adequate provision for the relative thermal for this purpose test specimens representative of
expansion of the various components. Special the welded joints are to be provided for
attention is to be given to minimizing casing and radiographic examination and mechanical tests
rotor distortion under all operating conditions. as required for steam turbines.
3.4.2 Turbine bearings are to be so disposed and 3.6 Vibration

supported that lubrication is not adversely
affected by heat flow from adjacent hot parts. 3.6.1 Care is to be taken in the design and
Effective means are to be provided for manufacture of turbine and compressor rotors,
intercepting oil leakage and preventing oil from rotor discs and rotor blades to ensure freedom
reaching high temperature glands and casings. from undue vibration within the operating speed
range. Calculations of the critical speeds giving
3.4.3 Design basis full details of the basic assumptions are to be
submitted for consideration. Where critical
a) Calculations of the steady stresses, including speeds are found by calculation to occur within
the effect of stress raisers, etc., in the turbine the operating speed range, vibration tests may be
and compressor rotors and blading at the requested in order to verify the calculations.
maximum speed and temperature in service,
are to be submitted for consideration. Such 3.7 Containment
calculations should indicate the designed
service life and be accompanied, where 3.7.1 Consideration should be given to the need
possible, by test results substantiating the for containment, with a view to minimizing and
limiting criteria. localizing damage, in the event of rotor blade
failure.
b) Details of calculations and tests to establish
the service life of other stressed parts, 3.8 Inlet and exhaust systems
including gearing (where applicable),
bearings, seals, etc., are to be submitted. All 3.8.1 The air-inlet system is to be designed to
calculations and tests should take account of minimize the entrance of harmful foreign matter.
all relevant environmental factors including

Chapter 4 Part 4
3.8.2 The arrangement of the turbine exhaust 3.12 Overhaul life

system is to be such as to prevent exhaust gases
being drawn into the compressors. 3.12.1 The overhaul schedule recommended by
the manufacturer is to be submitted for
3.9 Fuel and salt deposits consideration.
3.9.1 When it is intended to burn non-distillate 3.13 Safety arrangements

fuels forming harmful deposits, adequate
provision should be made for periodic removal of 3.13.1 Overspeed protective devices
the deposits.
a) An overspeed protective device is to be
3.9.2 Means for preventing the accumulation of provided for each shaft of main and auxiliary
salt deposits in the compressors and turbines are turbines to shut off the fuel automatically,
to be provided. near the burners, to prevent a dangerous
overspeed condition of the shaft, except
3.9.3 Flow path cleaning or washing system is to where it can be established that such a
be provided, where required by the gas turbine condition cannot arise.
manufacturer. Provision is to be made for
periodical cleaning / washing by inhibiting liquids, b) The overspeed device should normally be set
steam or any other cleaning medium. The details to operate when the speed of the line
of the arrangements and the associated system exceeds the rated maximum speed by 15 per
are to be submitted for approval. cent.
3.10 Indication of temperature 3.13.2 Speed governors
3.10.1 Means are to be provided for indicating the a) Where a main propulsion installation
temperature of the power turbine exhaust gases. incorporates a reverse gear, electric
transmission or controllable (reversible) pitch
3.11 External influences propeller, a speed governor, independent of
the overspeed protective device, is to be
3.11.1 Pipes and ducting connected to casings fitted and is to be capable of controlling the
are to be so designed that no excessive thrust speed of the unloaded power turbine without
loads or moments are applied by them to the bringing the overspeed protective device into
compressors and turbines. action.
3.11.2 Platform gratings and fittings in way of the b) Where an auxiliary turbine is intended for
supports are to be so arranged that casing driving an electric generator, a speed
expansion is not restricted. governor, independent of the overspeed
protective device, is to be fitted which, with
3.11.3 Where main turbine seatings incorpo- fixed setting, is to control the speed within 10
rating a tank structure are proposed, per cent momentary variation and 5 per cent
consideration is to be given to the temperature permanent variation when full load is
variation of the tank in service to ensure that suddenly taken off or put on. The permanent
turbine alignment will not be adversely affected. speed variation of a.c. machines intended for
parallel operations are to be equal within a
3.11.4 Where the turbine is provided with an tolerance of 0.5 per cent.
acoustic enclosure, this is to act as shield to
prevent contamination of machinery spaces from 3.13.3 The following turbine services are to be
external hazards and contain the heat emission provided with automatic temperature controls so
from the gas generator. The enclosure is to be as to maintain steady state conditions throughout
structurally sound and is to be a self-contained the normal operating range of the main turbine:
unit with arrangements for ventilation, lighting
and noise attenuation. The drainage - lubricating oil system;
arrangements in the enclosure are to be provided - oil fuel supply (or automatic control of oil
to prevent build up of liquids. A self contained and fuel viscosity as an alternative); and
independent fire fighting system is to be provided - exhaust gas.
for such enclosure. One or more observation
window/s is/are to be provided for visual 3.13.4 Alarms and automatic shutdown devices
inspection of critical components such as are to be provided in accordance with Table
auxiliary gearbox and burner manifold. 3.13.1.

Page 9 of 60
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3.13.5 Hand trip gear for shutting off the fuel in an 3.14 Starting arrangements
emergency is to be provided locally at the turbine
control platform and where applicable, at the 3.14.1 Means are to be provided, preferably
centralized control station. automatic or interlocked, to clear all parts of the
gas turbine of the accumulation of liquid fuel, or
3.13.6 All non-mobile gas turbines are to be for purging gaseous fuel, before ignition
provided with independent, self contained commences on starting, or recommences after
suitable foam or CO2 or water mist fire fighting failure to start.
system with detection ability to give warning
automatically at local and remote control 3.14.2 The starting arrangements can be
positions when activated. This system is to be pneumatic, hydraulic or electric. The starting air
distinctly separate from the fire fighting pipes system, safety fittings and number of starts
arrangements in the machinery space. The are to comply with the requirements for oil
arrangements together with calculations showing engines as given in Section 4.11.
the capacities of the cylinders is to be submitted
for approval. 3.14.3 Starting devices are to be so arranged that
firing operation is discontinued and main fuel
3.13.7 Inlet and exhaust silencers are to be fitted valve is closed within pre-determined time in case
to limit the sound power level at one meter from of ignition failure.
the gas turbine system to 110 dB for unmanned
machinery spaces or to 90 dB for manned
machinery spaces.
Table 3.13.1 : List of alarms and shutdown
Monitoring parameter Alarm Shutdown

Turbines speed High value Yes
Lubricating oil pressure Low value Yes
Lubricating oil pressure of reduction gear Low value Yes
Differential pressure across lubricating oil filter High value
Lubricating oil temperature High value
Oil fuel supply pressure Low value
Oil fuel temperature High value
Cooling medium temperature High value
Bearing temperature High value
Flame and ignition failure Activated Yes
Automatic starting failure Activated
Vibration High value Yes
Axial displacement of rotor High value Yes
Exhaust gas temperature High value Yes
Vacuum pressure at the compressor inlet High value Yes
Loss of control system Activated
3.14.4 Where the gas turbine is arranged for air 3.15 Tests
starting, the total air receiver capacity is to be
sufficient to provide, without replenishment, not 3.15.1 Balancing
less than six consecutive starts. At least two air
receivers of equal capacity are to be provided. a) The rotors as finished-bladed and complete
For details of air receivers, see Chapter 5. For with half-coupling are to be dynamically
multi engine installations three consecutive starts balanced to the Surveyor's satisfaction, in a
per engine are required.

Chapter 4 Part 4
machine of sensitivity appropriate to the size representative machine comprising gas

of rotor. generator and power turbine and are to be
witnessed by IRS surveyor. It may be carried out
3.15.2 Hydraulic tests at the manufacturer’s works or at any
establishment having suitable facilities
a) All casings are to be tested to a hydraulic acceptable to IRS.
pressure equal to 1.5 times the highest
pressure in the casing during normal 3.18.2 Where the gas turbine unit can be
operation or 1.5 times the pressure during separated conveniently into a gas generator and
starting, whichever is the higher. For test a power turbine, the type test is to include an
purposes if necessary, the casings may be initial test of the gas generator to ascertain that
subdivided with temporary diaphragms for the fuel consumption and gas horse power are
distribution of test pressure. within 2.5% of design maximum conditions at
rated speed.
b) Where hydraulic tests cannot be carried out,
the manufacturers are to submit, for 3.18.3 After completion of the initial test of the
approval, alternative proposals for gas generator, the gas generator and power
determining the soundness of the turbine are to be assembled together and
component. prepared for the gas turbine type test.
c) Inter coolers and heat exchangers are to be 3.18.4 On the over speed test, a propulsion gas
tested to 1.5 times the maximum working generator is to be run at not less than 10% in
pressure on each side separately. excess of gas generator speed corresponding to
specified full power of the gas turbine engine for
3.16 Shop trials not less than 10 minutes continuously and the
power turbine disconnected from the
3.16.1 Upon completion of fabrication and dynamometer is to be run at not less than 15% in
assembly, each gas turbine is to be subjected to excess of the maximum designed speed for not
a shop trial in accordance with the manufacturer’s less than 10 minutes continuously.
test schedule, which is to be submitted for review
before the trial. During the trial, the turbine is to 3.18.5 Where it is impracticable to overspeed the
be brought up to its over speed limit to enable complete installation, each rotor, completely
testing of the overspeed protective device. bladed and with all relevant parts such as half-
couplings, shall be overspeed tested individually
3.17 Electric starting at the appropriate speed.
3.17.1 Where main turbines are fitted with electric 3.18.6 During the type tests at specified full
starters, two batteries are to be fitted. Each power the pressure and temperature of the gas
battery is to be capable of starting the turbines at outlet from the gas generator is to be recorded
when cold and the combined capacity is to be and the gas mass flow is to be assessed from air
sufficient without recharging to provide the flow and fuel flow measurements.
number of starts of the main turbines as required
by 3.14.4. 3.18.7 During the type tests the following features
are to be demonstrated:
3.17.2 Electric starting arrangements for auxiliary
turbines are to have two separate batteries or be i) Freedom from air and gas leaks.
supplied by separate circuits from the main ii) Operation of starting arrangements.
turbine batteries when such are provided. Where iii) Effectiveness of interlocks, if fitted.
one of the auxiliary turbines only is fitted with an iv) Satisfactory lubricating oil and fuel oil system
electric starter one battery will be acceptable. characteristics.
v) Wet and dry motoring.
3.17.3 The combined capacity of the batteries for vi Engine start following a failure to start.
starting the auxiliary turbines is to be sufficient for vii) Operation of engine cleaning system.
at least three starts for each turbine. viii) Reliability of operation at minimum idling
speed.
3.17.4 The requirements for battery installations
are given in Pt.4, Ch.8. 3.18.8 Starting tests are to be carried out to
determine:
3.18 Type testing of gas turbine
i) Time to light from cold.
3.18.1 Type tests are to be carried out in ii) Time to reach idling speed from cold.
accordance with the agreed test programme on a iii) Time to reach full output from idling speed.
Page 11 of 60
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iv) That the required number of starts can be has been running for not less than two
obtained from the specified starting air bottle hours.
capacity.
v) The minimum pressure to ensure a cold start - An intentional failure to start is defined as
is to be established. the performance of a normal starting
sequence with the ignition system
- A cold start is defined as a start after 2 hours deliberately rendered inoperative.
or more of natural cooling with the engine at
rest. Note : i), ii), iii) and iv) are to be average of four
readings.
- A warm start is defined as a start within 15
minutes of shutting down after the engine
Section 4
Internal Combustion Engines
4.1 Scope 4.2.2 The specified minimum tensile strength of

castings and forgings for crankshafts is to be
4.1.1 The requirements of this Section apply to selected within the following general limits:
conventional type of internal combustion engines
used as prime movers for main propulsion and for a) Carbon and carbon-manganese steel
essential auxiliary machinery. castings 400 - 550 [N/mm2];
4.1.2 The approval of IC Engines is covered in b) Carbon and carbon manganese steel
detail in the IRS Classification Note “Approval of forgings (normalized and tempered) : 400 -
I.C Engines”. The document flow between the 600 [N/mm2];
engine designer, IRS Plan Approval Centre,
engine builder/ licensee and IRS Surveyors is c) Carbon and carbon-manganese steel
indicated in the Classification Note. The forgings (quenched and tempered) : not
Classification Note also covers the procedure to exceeding 700 [N/mm2];
be followed for certification of engine
components. The requirements with regard to d) Alloy steel castings : not exceeding 700
design approval, type testing and certification of [N/mm2];
turbochargers and their matching on engines is
also indicated in the Classification Note (Also e) Alloy steel-forgings : not exceeding 1000
refer Cl. 4.11.4). [N/mm2];
4.1.3 Engines below 100[kW] including gear f) Spheroidal or nodular graphite iron castings:
boxes used for propulsion and for essential 370 - 800 [N/mm2].
auxiliary machinery may be accepted based on
certificate from approved manufacturers. 4.2.3 Where it is proposed to use alloy steel
Engines of 100 [kW] and over including gear castings, forgings or iron castings for
boxes used for propulsion and for essential crankshafts, details of the chemical composition,
auxiliary machinery, are to be type approved and heat treatment and mechanical properties are to
undergo unit certification. Unit certification may be submitted for approval.
be exempted for those engines approved in
accordance with the Alternative Certification 4.2.4 Documentation required to be submitted for
Scheme of IRS (Refer Pt. 1, Ch. 1, Sec. 4). certification of engine components including their
materials are indicated in the IRS Classification
4.2 Materials and material testing Note “Approval of I.C Engines”.
4.2.1 Materials used for the construction of oil 4.3 Crankshaft design
engines are to comply with the requirements of
Pt.2 in so far as applicable. Other materials will 4.3.1 Detailed analysis to prove the design of the
be specially considered. crankshaft is to be submitted for consideration.

Chapter 4 Part 4
Classification Notes on design of crankshafts pipes and oil drain pipes for each engine are to
may be followed in this regard. Manufacturers be independent of each other.
may also be required to submit detailed analysis
for special design features, e.g. serrations in 4.6 Safety devices
connecting rods and bearing caps.
4.6.1 For crankcase:
4.6.1.1 Crankcases are to be provided with light
4.4.1 The design and construction is to be such weight spring-loaded valves or other quick-acting
as to enable the oil engine to meet the general and self closing devices, of an approved type, to
requirements with regard to environmental relieve the crankcases of pressure in the event of
conditions, functional capability and reliability. an internal explosion and to prevent any inrush of
air thereafter. The valves are to be designed to
4.4.2 Cylinders, cylinder liners, cylinder covers, open at a pressure not greater than 0.2 bar.
pistons and other parts subject to high
temperature or pressure are to be of material 4.6.1.2 The valve lids are to be made of ductile
suitable for the stress and temperature to which material capable of withstanding the shock of
they are exposed. contact with stoppers at the full open position.
The discharge from the valves is to be shielded
4.4.3 The engine bedplate or crankcase is to be by flame guard or flame trap to minimise the
of rigid and oil-tight construction. The bedplate is possibility of danger and damage arising from the
to be provided with sufficient number of holding emission of flame.
down bolts to effectively secure it to the engine
seatings. 4.6.1.3 Crankcase explosion relief valves are to
be type tested in a configuration that represents
4.4.4 Transverse girders, cylinder blocks and the installation arrangements that will be used on
columns, when of fabricated construction, are an engine, in accordance with IRS Classification
normally to be stress-relieved after welding. Notes on “Guidance for Type Testing of
Crankcase Explosion Relief Valves”.
4.4.5 Crankcases and their doors are to be of
robust construction and the doors are to be 4.6.1.4 Where crankcase relief valves are
securely fastened so that they will not be readily provided with arrangements for shielding
displaced by an explosion taking into account the emissions from the valve following an explosion,
installation of explosion relief valve as required by the valve is to be type tested to demonstrate that
4.6. the shielding does not adversely affect the
operational effectiveness of the valve.
4.4.6 Piston rod glands, which are subjected to
pressure from scavenging air, are to be of a 4.6.1.5 Crankcase explosion relief valves are to
design ensuring that air will not leak into the be provided with a copy of manufacturer’s
crankcase. installation and maintenance manual that is
specific to the size and type of valve being
4.5 Crankcase ventilation supplied for installation on a particular engine.
The manual is to contain the following
4.5.1 Ventilation of crankcase and any information:
arrangement which could produce a flow of
external air within the crankcase, is in general not - Description of valve with details of
permitted except for dual fuel engines where function and design limits.
crankcase ventilation is to be provided in - Copy of type test certificate.
accordance with 4.13.1.3. If forced extraction of - Installation instructions.
the gases from crankcase is provided (e.g. for - Instructions for testing and renewal of
smoke-detection purposes), the vacuum in the any sealing arrangements.
crankcase is not to exceed 25 [mm] of water - Actions required after a crankcase
column. explosion.
4.5.2 Crankcase ventilation pipes where provided 4.6.1.6 A copy of the installation and
are to be as small as practicable to minimize the maintenance manual required by 4.6.1.5 is to be
in rush of air after crankcase explosion. provided on board ship.
4.5.3 To avoid interconnection between 4.6.1.7 Plans / documentation showing details

crankcases and the possible spread of fire and arrangements of crankcase explosion relief
following an explosion, crankcase ventilation valves are to be submitted for approval, as

Page 13 of 60
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indicated in the IRS Classification Note “Approval engine, sufficient to permit adequate cooling
of I.C Engines”. within the crankcase.
4.6.1.8 Valves are to be provided with suitable 4.6.1.16 Where crankcase oil mist detection
markings that include the following information: arrangements are to be fitted to engines (as per
Pt.4, Ch.7 and Pt.5, Ch.22) they are to be of a
- Name and address of manufacturer type approved by IRS and tested in accordance
- Designation and size with Note 1) and comply with 4.6.1.17 to 4.6.1.28.
- Month / Year of manufacture Engine bearing temperature monitors or
- Approved installation orientation. equivalent devices used as safety devices are to
be type approved by IRS for such purposes.
4.6.1.9 In engines having cylinders not exceeding
200 [mm] bore and having a crankcase gross Note 1) : Classification Notes – “Type approval of
volume not exceeding 0.6 [m3], relief valves may crankcase oil mist detection and alarm
be omitted. equipment”.
4.6.1.10 In engines having cylinders exceeding 4.6.1.17 The oil mist detection system and
200 [mm] bore, but not exceeding 250 [mm] bore, arrangements are to be installed in accordance
at least two relief valves are to be fitted, each with the manufacturer’s and engine designer’s
valve is to be located at or near the ends of the instructions / recommendations. The following
crankcase. Where the engine has more than 8 particulars are to be included in the instructions:
crank throws an additional valve is to be fitted
near the center of the engine. - Schematic layout of engine oil mist detection
and alarm system showing location of engine
4.6.1.11 Engines, with cylinder bores exceeding crankcase sample points and piping or cable
250 [mm], but not exceeding 300 [mm], are to arrangements together with dimensions of
have at least one relief valve in way of each the pipe to the detector.
alternate crank throw, with a minimum of two
relief valves. - Evidence of study to justify the selected
location of sample points and sample
4.6.1.12 In engines having cylinders exceeding extraction rate (if applicable) in consideration
300 [mm] bore, at least one relief valve is to be of the crankcase arrangements and
fitted in way of each main crank throw. geometry and the predicted, crankcase
atmosphere where oil mist can accumulate.
4.6.1.13 Additional relief valves are to be fitted for
separate spaces on the crankcase, such as gear - The manufacturer’s maintenance and test
or chain cases for camshaft or similar drives, manual.
when the gross volume of such spaces exceeds
0.6 [m3]. - Information relating to type or in-service
testing of the engine with engine protection
4.6.1.14 The free area of each crankcase relief system test arrangements having approved
valve is not to be less than 45 [cm2]. The types of oil mist detection equipment.
combined free area of the relief valves fitted on
the engine is not to be less than 115 [cm2/m3] of 4.6.1.18 A copy of the oil mist detection
the crankcase volume. equipment maintenance and test manual
required by 4.6.1.17 is to be provided on board
The free area of the relief valve is the minimum ship.
flow area at any section through the valve, when
the valve is fully open. 4.6.1.19 Oil mist detection and alarm information
is to be capable of being read from a safe location
When calculating the gross volume of the away from the engine.
crankcase, the volume of stationary parts within
the crankcase may be deducted. 4.6.1.20 Each engine is to be provided with its
own independent oil mist detection arrangement
4.6.1.15 A warning notice is to be fitted in a and a dedicated alarm.
prominent position, preferably on a crankcase
door on each side of the engine, or alternatively 4.6.1.21 Oil mist detection and alarm systems are
at the engine room control location. This warning to be capable of being tested on the test bed and
notice is to specify that whenever overheating is onboard under engine at standstill and engine
suspected in the crankcase, the crankcase doors running at normal operating conditions in
or sight holes are not to be opened until a accordance with test procedures that are
reasonable time has elapsed after stopping the acceptable to IRS.

Chapter 4 Part 4
4.6.1.22 Alarms and shutdowns for the oil mist - Operating instructions and the maintenance
detection system are to be in accordance with and test instructions.
Pt.5, Ch.22, Sec.3 and the system arrangements
are to comply with Pt.5, Ch.22, Sec.2. 4.6.1.30 Where it is proposed to use the
introduction of inert gas into crankcase to
4.6.1.23 The oil mist detection arrangements are minimize a potential crankcase explosion, details
to provide an alarm indication in the event of a of the arrangements are to be submitted to IRS
foreseeable functional failure in the equipment for consideration.
and installation arrangements.
4.6.2 Scavenge spaces:
4.6.1.24 The oil mist detection system is to
provide an indication when any lenses fitted in the 4.6.2.1 Scavenge spaces in open connection to
equipment and used in determination of the oil the cylinders are to be fitted with relief valves.
mist level have been partially obscured to a The valves are to open quickly in case of an
degree that will affect the reliability of the explosion.
information and alarm indication.
4.6.2.2 For crosshead type engines, scavenge
4.6.1.25 Where oil mist detection equipment spaces in open connection to the cylinders are to
includes the use of programmable electronic be provided with an approved fire extinguishing
systems, the arrangements are to be in system, which is to be entirely separate from the
accordance with the rule requirements for such fire extinguishing system of the engine room.
systems.
4.6.3 Cylinders:
4.6.1.26 Plans of showing details and
arrangements of oil mist detection and alarm 4.6.3.1 Cylinder relief valves are to be fitted to
arrangements are to be submitted for approval in engines having cylinders over 230 [mm] bore.
accordance with Pt.4, Ch.7. The valves are to open at a pressure not
exceeding 40 per cent above the designed
4.6.1.27 The equipment together with detectors maximum pressure and are to discharge where
is to be tested when installed on the test bed and no damage can occur. Consideration will be
on board ship to demonstrate that the detection given to any other alternative relief arrangement.
and alarm system functionally operates. The
testing arrangements are to be to the satisfaction 4.6.3.2 In the case of auxiliary engines,
of IRS. consideration will be given to the replacement of
the relief valve by an efficient warning device of
4.6.1.28 Where sequential oil mist detection over pressure in the cylinders.
arrangements are provided the sampling
frequency and time is to be as short as 4.6.4 Lubrication system:
reasonably practicable.
4.6.4.1 The lubricating oil drain pipes from the
4.6.1.29 Where alternative methods are provided engine sump to drain tank are to be taken down
for the prevention of the build-up of oil mist that as low as possible, to ensure that their outlet
may lead to a potentially explosive condition ends are submerged at all times. Where two or
within the crankcase details are to be submitted more engines are installed, vent pipes, if fitted,
for consideration. The following information is to and lubricating oil drain pipes are to be installed
be included in the details: independently of each other to prevent
intercommunication between crankcases.
- Engine particulars – type, power, speed,
stroke, bore and crankcase volume. 4.6.5 Fuel systems:
- Details of arrangements to prevent the build 4.6.5.1 All external high-pressure fuel delivery
up of potentially explosive conditions within lines between the high-pressure fuel pumps and
the crankcase, e.g. bearing temperature fuel injectors are to be protected with a jacketed
monitoring, oil splash temperature, piping system capable of containing fuel from a
crankcase pressure monitoring, recirculation high-pressure line failure. A jacketed pipe
arrangements. incorporates an outer pipe into which the high-
pressure fuel pipe is placed, forming a permanent
- Evidence to demonstrate that the assembly. The jacketed piping system is to
arrangements are effective in preventing the include means for collection of leakages and
build up of potentially explosive conditions arrangements provided for an alarm to be given
together with details of in-service experience. of a fuel line failure. However, this requirement
need not be applied for engines intended to be

Page 15 of 60
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fitted on board non-passenger vessels of less When electronic speed governors of main
than 500 GT. engines form part of a remote control system,
they are to comply with the following:
4.6.5.2 Components of a diesel engine fuel
system is to be designed considering the a) if lack of power to the governor may cause
maximum peak pressure which will be major and sudden changes in the preset
experienced in service, including any high speed and direction of the thrust of the
pressure pulses which are generated and propeller, back up power supply is to be
transmitted back into the fuel supply and spill provided;
lines by the action of fuel injection pumps.
Connections within the fuel supply and spill lines b) local control of engines is always to be
are to be constructed having regard to their ability possible;
to prevent pressurized oil fuel leaks while in
service and after maintenance. c) electronic speed governor and its actuators
are to be type tested as per IRS
4.6.6 Starting air: Classification Notes “Type Approval of
Electrical Equipment used for Control,
4.6.6.1 In order to protect air main against Monitoring, Alarm and Protection Systems
explosion arising from improper functioning of for use in Ships; and
starting valves, the following are to be fitted:
d) Also refer requirements of IRS Classification
a) an isolating non-return valve or equivalent at Notes “Approval of I.C. Engines”.
the starting air supply connection to each
engine; 4.7.2 For auxiliary engines:
b) a bursting disc or flame arrestor in way of the Governors on diesel engines driving main or
starting valve of each cylinder for direct emergency electric generators are to be capable
reversing engines having a main starting of automatically maintaining the speeds and
manifold or at the supply inlet to the starting frequency within following limits:
air manifold for non-reversing engines.
a) Transient frequency variations within 10% of
4.6.6.2 Bursting disc or flame arrestor may be the rated frequency with a recovery time to
omitted for engines having a bore not exceeding steady state conditions not exceeding 5
230 [mm], or where the power of the engine is seconds, when the maximum electrical step
less than 1100 [kW]. load is switched on or off;
4.6.7 Overspeed protective devices: b) Momentary variations of 10 per cent of the

maximum rated speed when the rated load of
4.6.7.1 Each main engine developing 220 [kW] or the generator is suddenly thrown off,
over, which can be declutched or which drives a provided this does not cause the intervention
controllable pitch propeller, also each auxiliary of the overspeed device;
engine developing 220 [kW] and over for driving
an electric generator, is to be fitted with an c) Momentary variations of 10 per cent of the
approved overspeed protective device. maximum rated speed when 50 per cent of
the rated load is suddenly thrown on followed
4.6.7.2 The overspeed protective device, by the remaining 50 per cent load after an
including its driving mechanism is to be interval sufficient to restore the speed to
independent of the governor required by 4.7 and steady state. Steady state conditions should
is to be so adjusted that the speed does not be achieved in not more than 5 seconds;
exceed that for which the engine and its driven
machinery are to be classed by more than 20 per Note : Steady state conditions are those at which
cent for main engines and 15 per cent for the envelope of speed variation does not exceed
auxiliary engines. +1% of the declared speed at the new power.
4.7 Governing d) At all loads between no load and rated load

the permanent speed variation is not to be
4.7.1 For main propulsion engines: more than 5 per cent of the maximum rated
speed;
An efficient governor is to be fitted to each main
engine and so adjusted that the speed of the e) For generating sets operating in parallel, the
engine does not exceed that for which the engine governing characteristics of the engine are to
is to be classed by more than 15 per cent. be such that within the limits of 20 per cent

Chapter 4 Part 4
and 100 per cent of total load, the load on any - the design of the ship's electrical system
generating set does not normally differ from enables the use of such generator sets
its proportionate share of the total load by - such a provision is made in the design
more than stage and same is approved while
scrutinising the drawings
i) 15 per cent of the rated output of the - the safety of the ship's electrical system
largest machine; or in the event of parallel operation and
ii) 25 per cent of the rated output of the failure of a generator is to be
individual machine in question, demonstrated at ship's trials.
whichever is less;
4.7.3 Emergency generator sets must satisfy the
f) For generating sets intended to operate in above governor conditions even when :
parallel, it is to be possible to adjust the
governor so that the load is kept within 5 per a) their total consumer load is applied suddenly,
cent of the rated load at normal frequency; or
g) For alternating current installations, the b) their total consumer load is applied in steps,
permanent speed variation of the machines subject to following:
intended for parallel operations are to be
equal within a tolerance of  0.5 per cent. - the total load is supplied within 45
seconds since power failure of the main
h) Application of electrical load in more than 2 switchboard
load steps (See Fig.4.7.2 for guidance on - the maximum step load is declared and
maximum possible sudden power increase in demonstrated
4-stroke diesel engines) can only be - the power distribution system is
permitted on the condition that designed such that the declared
maximum step loading is not exceeded
Legend :
Pme : Declared mean effective pressure
P : Power increase referred to declared power at site conditions
1 : First power stage
2 : Second power stage
3 : Third power stage
4 : Fourth power stage
5 : Fifth power stage
Fig. 4.7.2: Reference values for maximum possible sudden power increases as a function
of brake mean effective pressure, Pme, at declared power (four-stroke diesel engines)

Page 17 of 60
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- the compliance of time delays and starting air receivers will not substantially exceed
loading sequence with the above is to be 93C in service. A small fusible plug or an alarm
demonstrated at the time of ship’s trials. device operating at 121C is to be provided on
each compressor to give warning of excessive air
4.8 Oil fuel, lubricating oil, cooling water and temperature. The emergency air compressor
exhaust gas systems need not comply with these requirements.
4.8.1 Oil fuel, lubricating oil and cooling water 4.9.2.3 Each compressor is to be fitted with a
piping systems are to comply with the safety valve so proportioned and adjusted that
requirements of Ch.3 in so far as these are accumulation of pressure, with the outlet valve
applicable. closed, will not exceed 10 per cent of the
maximum working pressure.
4.8.2 Exhaust pipes which are led overboard near
the waterline are to be protected against the 4.9.2.4 The castings of the cooling water spaces
possibility of water finding its way inboard. Where are to be fitted with a safety valve or bursting disc
the exhaust is cooled by water spray, the exhaust so that ample relief will be provided in the event
pipes are to be self-draining overboard. of the bursting of an air cooler tube.
4.8.3 Exhaust pipes of two or more engines are 4.9.2.5 Air compressor inlets are to be located in
not to be connected together, but are to be led an atmosphere reasonably free from oil vapour
separately to the atmosphere unless arranged to or, alternatively, an air duct from outside the
prevent the return of gases to an idle engine. machinery space is to be led to the compressors.
4.9 Engine starting arrangements 4.9.2.6 The air discharge pipe from the
compressors is to be led direct to the starting air
4.9.1 First start arrangement: receivers. Provision is to be made for intercepting
and draining oil and water in the air discharge for
4.9.1.1 Equipments for starting the main and which purpose a separator or filter is to be fitted
auxiliary engines are to be provided so that the in the discharge pipe between compressors and
necessary initial charge of starting air or initial receivers.
electric power can be developed on board ship
without external aid. If for this purpose an 4.9.2.7 The starting air pipe system from air
emergency air compressor or electric generator receivers to main and auxiliary engines is to be
is required, these units are to be power driven by entirely separate from the compressor discharge
hand starting oil engines or steam engines, system. Stop valves on the air receivers are to
except in the case of small installations where a permit slow opening to avoid sudden pressure
hand operated compressor of approved capacity rises in the piping system. Valve chests and
may be accepted. Alternatively, other devices of fittings in the piping systems are to be of ductile
approved type may be accepted as a means of material.
providing the initial start.
4.9.2.8 Drain valves for removing accumulations
4.9.2 Compressed air starting systems: of oil and water are to be fitted on compressors,
separators, filters and air receivers. In the case of
4.9.2.1 Two or more starting and maneuvering air any low-level pipelines, drain valves are to be
compressors of sufficient total capacity for the fitted to suitably located drain pots or separators.
requirements of the main engines are to be fitted.
At least one of the compressors is to be driven 4.9.2.9 The total air receiver capacity is to be
independent of the main propulsion unit and is to sufficient to provide, without replenishment,
have a capacity not less than 50 per cent of the number of starts as per Table 4.9.1.
total required capacity. The total capacity of air
compressors is to be sufficient to supply within a) If starting system serves two or more of the
one hour the quantity of air needed to satisfy the above specified purposes, the capacity of the
requirement of 4.9.2.9 by charging the receivers system is to be the sum of the capacity
from atmospheric pressure. The main air required.
compressors are to be of approximately the same
size. b) At least two air receivers of about equal
capacity are to be provided.
4.9.2.2 The compressors are to be so designed
that the temperature of the air discharged to the

Chapter 4 Part 4
Table 4.9.1 : Number of starts of engines
Duty of engine No. of starts

Propulsion engines – reversible 12 consecutive starts alternating between Ahead
and Astern of each engine
Propulsion engines - non-reversible, connected to
a controllable pitch propeller or other device 6 starts for
enabling the start without opposite torque each engine
Engines for driving electric generators and

3 starts for
emergency generators and engines for other
each engine
purposes
4.9.3 Electric starting 4.11 Factory Acceptance Test
4.9.3.1 Where main engines are fitted with 4.11.1 Safety Precautions
electric starters, two batteries are to be fitted. The
arrangement is to be such that batteries cannot 4.11.1.1 Before any test run is carried out, all
be connected in parallel. relevant equipment for the safety of attending
personnel is to be made available by the
4.9.3.2 Each battery is to be capable of starting manufacturer / shipyard and is to be operational.
the engines when in cold and ready to start
conditions. The combined capacity is to be 4.11.1.2 This applies especially to crankcase
sufficient without recharging to provide within 30 explosive conditions protection, but also to over-
minutes the number of starts of the main engines speed protection and any other shut down
as required by 4.9.2.9. function.
4.9.3.3 The electric starting arrangements for 4.11.1.3 The overspeed protective device is to be
auxiliary engines are to have two separate set to a value, which is not higher than the
batteries or may be supplied by separate circuits overspeed value that was demonstrated during
from main engine batteries when such are the type test for that engine. This set point will be
provided. In case of a single auxiliary engine, only verified by the surveyor.
one battery is required.
4.11.2 General
4.9.3.4 The starting batteries are to be used for
starting and engine's own monitoring purposes 4.11.2.1 Before any official testing, the engines
only. Provision is to be made to maintain are to be run-in as prescribed by the engine
continuously the stored energy at all times. manufacturer.
4.10 Type testing of oil engines 4.11.2.2 Adequate test bed facilities for loads as
required in 4.11.3.7 are to be provided. All fluids
4.10.1 General used for testing purposes such as fuel, lubrication
oil and cooling water are to be suitable for the
4.10.1.1 Requirements for Type Testing of Oil purpose intended, e.g. they are to be clean,
Engines are specified in Classification Note preheated if necessary and cause no harm to
“Approval of I.C Engines”. The documentation engine parts. This applies to all fluids used
required and document flow between the engine temporarily or repeatedly for testing purposes
designer, IRS Plan Approval Centre, engine only.
builder/ licensee and IRS Surveyors is also
indicated in the Classification Note. 4.11.2.3 The testing consists of workshop and
shipboard (quay and sea trial) testing.
4.10.1.2 Upon finalization of the engine design for
production of every new engine type intended for 4.11.2.4 Engines are to be inspected for:
the installation on board ships, one engine is to
be presented for type testing, as detailed in the  Jacketing of high-pressure fuel oil lines
IRS Classification Note “Approval of I.C including the system used for the
Engines”. detection of leakage.

Page 19 of 60
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 Screening of pipe connections in piping  Maximum combustion pressures (only

containing flammable liquids. when the cylinder heads installed are
designed for such measurement).
 Insulation of hot surfaces by taking
random temperature readings that are to  Exhaust gas temperature before turbine
be compared with corresponding and from each cylinder (to the extent that
readings obtained during the type test. monitoring is required in Classification
This is to be done while running at the Note “Approval of I.C Engines” Sec 4 and
rated power of engine. Use of contact Pt 5, Ch 22)
thermometers may be accepted at the
discretion of the attending Surveyor. If  Charge air temperature
the insulation is modified subsequently to
the Type Approval Test, IRS may request  Charge air pressure
temperature measurements as required
by Classification Note “Approval of I.C  Turbocharger speed (to the extent that
Engines” 2.8.9. monitoring is required in Classification
Note “Approval of I.C Engines” Sec 4)
4.11.2.5 These inspections are normally to be
made during the works trials by the manufacturer 4.11.3.4 Calibration records for the
and the attending surveyor, but at the discretion instrumentation are, upon request, to be
of IRS parts of these inspections may be presented to the attending Surveyor.
postponed to the shipboard testing.
4.11.3.5 For all stages at which the engine is to
4.11.3 Works trials be tested, the pertaining operational values are
to be measured and recorded by the engine
4.11.3.1 The purpose of the works trials is to manufacturer. All results are to be compiled in an
verify design premises such as power, safety acceptance protocol to be issued by the engine
against fire, adherence to approved limits (e.g. manufacturer. This also includes crankshaft
maximum pressure), and functionality and to deflections if considered necessary by the engine
establish reference values or base lines for later designer.
reference in the operational phase.
4.11.3.6 In each case, all measurements
4.11.3.2 The following environmental test conducted at the various load points are to be
conditions are to be recorded: carried out at steady state operating conditions.
However, for all load points provision should be
 Ambient air temperature made for time needed by the Surveyor to carry
out visual inspections. The readings for MCR, i.e.
 Ambient air pressure 100% power (rated maximum continuous power
at corresponding rpm) are to be taken at least
 Atmospheric humidity twice at an interval of normally 30 minutes.
4.11.3.7 Test loads for various engine

4.11.3.3 For each required load point, the
applications are given in Tables below. In
following parameters are normally to be
addition, the scope of the trials may be expanded
recorded:
depending on the engine application, service
experience, or other relevant reasons.
 Power and speed
Note:
 Fuel index (or equivalent reading) Alternatives to the detailed tests may be agreed
between the manufacturer and IRS when the
overall scope of tests is found to be equivalent.

Chapter 4 Part 4
Table 4.11.3.7 (a) : Propulsion engines driving propeller or impeller only
A) 100% power (MCR) at corresponding speed n0 : At least 60 [min]

B) 110% power at engine speed 1.032n0 Records to be taken after
15 [min] or after steady
Note: conditions have been
Only required once for each different engine/turbocharger reached, whichever is
configuration. shorter
C) Approved intermittent overload (if applicable) Testing for duration as
agreed with the
manufacturer
D) 90% (or normal continuous cruise power), 75%, 50%, and 25%
power in accordance with the nominal propeller curve, the sequence
to be selected by the engine manufacturer.
E) Reversing manoeuvres ( if applicable)
Note:
After running on the test bed, the fuel delivery system is to be so adjusted that overload power cannot
be given in service, unless intermittent overload power is approved by IRS. In that case, the fuel delivery
system is to be blocked to that power.
Table 4.11.3.7 (b) : Engines driving generators for electric propulsion and
Engine driving generators for auxiliary purposes

B) 110% power at engine speed n0 15 [min] - after having
reached steady conditions
C) Governor tests for compliance with 4.7 are to be carried out.
D) 75%, 50%, and 25% power and idle, the sequence to be selected by
the engine manufacturer.
Note:
After running on the test bed, the fuel delivery system is to be adjusted so that full power plus a 10%
margin for transient regulation can be given in service after installation onboard.
The transient overload capability is required so that the required transient governing characteristics are
achieved also at 100% loading of the engine, and also so that the protection system utilised in the electric
distribution system can be activated before the engine stalls.
Table 4.11.3.7 (c) : Propulsion engines also driving power take off (PTO) generator

agreed with the
manufacturer.
D) 90% (or normal continuous cruise power), 75%, 50% and 25%
power in accordance with the nominal propeller curve or at constant
speed n0, the sequence to be selected by the engine manufacturer.
Note:
After running on the test bed, the fuel delivery system is to be adjusted so that full power plus a margin
for transient regulation can be given in service after installation onboard. The transient overload
capability is required so that the electrical protection of downstream system components is activated
before the engine stalls. This margin may be 10% of the engine power but at least 10% of the PTO
power.

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Table 4.11.3.7 (d) : Engines driving auxiliaries

agreed with the
manufacturer.
D) For variable speed engines, 75%, 50% and 25% power in
accordance with the nominal power consumption curve, the
sequence to be selected by the engine manufacturer.
Note:
After running on the test bed, the fuel delivery system is normally to be so adjusted that overload power
cannot be delivered in service, unless intermittent overload power is approved. In that case, the fuel
delivery system is to be blocked to that power.
4.11.4 Turbocharger matching with engine  With 50% power at 80% speed (=
propeller characteristic for fixed pitch),
4.11.4.1 Compressor chart the speed is to be reduced to 72% while
keeping constant torque (fuel index).
.1 Turbochargers are to have a compressor
characteristic that allows the engine, for which it .3 For 2 stroke engines, the surge margin is to be
is intended, to operate without surging during all demonstrated by at least one of the following
operating conditions and also after extended methods:
periods in operation.
 The engine working characteristic
.2 For abnormal, but permissible, operation established at workshop testing of the
conditions, such as misfiring and sudden load engine is to be plotted into the
reduction, no continuous surging is to occur. compressor chart of the turbocharger
(established in a test rig). There is to be
.3 In this section, surging and continuous surging at least 10% surge margin in the full load
are defined as follows: range, i.e. working flow is to be 10%
above the theoretical (mass) flow at
Surging means the phenomenon, which results in surge limit (at no pressure fluctuations).
a high pitch vibration of an audible level or
explosion-like noise from the scavenger area of  Sudden fuel cut-off to at least one
the engine. cylinder is not to result in continuous
surging and the turbocharger is to be
Continuous surging means that surging happens stabilised at the new load within 20
repeatedly and not only once. seconds. For applications with more than
one turbocharger the fuel is to be cut-off
4.11.4.2 Surge margin verification to the cylinders closest upstream to each
turbocharger. This test is to be performed
.1 Category C turbochargers used on propulsion at two different engine loads:
engines are to be checked for surge margins
during the engine workshop testing as specified o The maximum power permitted
below. These tests may be waived if successfully for one cylinder misfiring.
tested earlier on an identical configuration of
engine and turbocharger (including same nozzle o The engine load corresponding
rings). to a charge air pressure of about
0.6 [bar] (but without auxiliary
.2 For 4 stroke engines, following are to be blowers running).
performed without indication of surging:
 No continuous surging and the
 With maximum continuous power and turbocharger is to be stabilised at the
speed (=100%), the speed is to be new load within 20 seconds when the
reduced with constant torque (fuel index) power is abruptly reduced from 100% to
down to 90% power. 50% of the maximum continuous power.

Chapter 4 Part 4
4.11.5 Integration tests control systems, as well as other items that had
not been dealt with in the FAT (Factory
4.11.5.1 For electronically controlled engines, Acceptance Testing).
integration tests are to be made to verify that the
response of the complete mechanical, hydraulic 4.12.3 Starting capacity
and electronic system is as predicted for all
intended operational modes and the tests 4.12.3.1 Starting manoeuvres are to be carried
considered as a system are to be carried out at out in order to verify that the capacity of the
the works. If such tests are technically unfeasible starting media satisfies the required number of
at the works, however, these tests may be start attempts.
conducted during sea trial. The scope of these
tests is to be agreed with IRS for selected cases 4.12.4 Monitoring and alarm system
based on the FMEA required in Classification
Note “Approval of I.C Engines” Sec 1. 4.12.4.1 The monitoring and alarm systems are
to be checked to the full extent for all engines,
4.11.6 Component inspections except items already verified during the works
trials.
4.11.6.1 Random checks of components will be
carried out by the attending surveyor. 4.12.5 Test loads
4.12 Shipboard trials 4.12.5.1 Test loads for various engine

applications are given in tables below. In addition,
4.12.1 Safety Precautions the scope of the trials may be expanded
depending on the engine application, service
4.12.1.1 Refer to 4.11.1 experience, or other relevant reasons.
4.12.2 Objectives 4.12.5.2 The suitability of the engine to operate

on fuels intended for use is to be demonstrated.
4.12.2.1 The purpose of the shipboard testing is
to verify compatibility with power transmission Note:
and driven machinery in the system, control Tests other than those listed below may be
systems and auxiliary systems necessary for the required by statutory instruments (e.g. EEDI
engine and integration of engine / shipboard verification).
Table 4.12.5.1 (a) : Propulsion engines driving fixed pitch propeller or impeller
A) At rated engine speed n0 : At least 4 [Hrs]

B) At engine speed 1.032n0 30 [min]
( if engine adjustment permits , see 4.11.3.7)
C) At approved intermittent overload (if applicable) Testing for duration as
agreed with the
manufacturer
D) Minimum engine speed to be determined
E) The ability of reversible engines to be operated in reverse direction
is to be demonstrated.
Note:
During stopping tests according to Resolution MSC.137 (76), see 4.12.6.1 for additional
requirements in the case of a barred speed range.
Table 4.12.5.1 (b) : Propulsion engines driving controllable fixed pitch propellers
A) At rated engine speed n0 with a propeller pitch leading to rated At least 4 [Hrs]
engine power (or to the maximum achievable power if 100%
cannot be reached):
B) At approved intermittent overload (if applicable) Testing for duration as
agreed with the
manufacturer
C) With reverse pitch suitable for manoeuvring, see 4.12.6.1 for
additional requirements in the case of a barred speed range.

Page 23 of 60
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Table 4.12.5.1 (c) : Engine(s) driving generator(s) for electrical propulsion and/or
main power supply
A) At 100% power (rated electrical power of generator): At least 60 [Min]

B) At 110% power (rated electrical power of generator): At least 10 [Min]
Note:
Each engine is to be tested 100% electrical power for at least 60 min and 110% of rated electrical
power of the generator for at least 10 min. This may, if possible, be done during the electrical
propulsion plant test, which is required to be tested with 100% propulsion power (i.e. total electric
motor capacity for propulsion) by distributing the power on as few generators as possible. The
duration of this test is to be sufficient to reach stable operating temperatures of all rotating machines
or for at least 4 hours. When some of the gen. set(s) cannot be tested due to insufficient time during
the propulsion system test mentioned above, those required tests are to be carried out separately.
C) Demonstration of the generator prime movers’ and governors’ ability
to handle load steps as described in 4.11.3.2 and 4.11.3.3.
Table 4.12.5.1 (d) : Propulsion engines also driving power take off (PTO) generator
A) 100% power (MCR) at corresponding speed n0 : At least 4 [Hrs]

B) 100% propeller branch power at engine speed n0 2 [Hrs]
(unless already covered in A):
C) 100% PTO branch power at engine speed n0: At least 1 [Hr]
Table 4.12.5.1 (e) : Engines driving auxiliaries
A) 100% power (MCR) at corresponding speed n0 : At least 30 [Min]

B) Approved intermittent overload: Testing for duration as
approved
4.12.6 Torsional vibrations 4.13 Internal combustion engines operating

on low pressure natural gas
4.12.6.1 Barred speed range
4.13.1 Application
.1 Where a barred speed range (BSR) is
required, passages through this BSR, both .1 The following requirements are applicable to
accelerating and decelerating, are to be trunk piston internal combustion engines
demonstrated. The times taken are to be supplied with low pressure natural gas as fuel.
recorded and are to be equal to or below those Requirements of Pt. 5, Ch. 4 for gas carriers and
times stipulated in the approved documentation, Pt. 5, Ch. 35 for ships burning low flashpoint fuels
if any. This also includes when passing through are also to be considered as indicated and
the BSR in reverse rotational direction, especially applicable.
during the stopping test.
.2 Engines can be either dual fuel (hereinafter
Note: Applies both for manual and automatic referred to as DF engines) or gas fuel only
passing-through systems. engines (hereinafter referred to as GF engines).
.2 The ship’s draft and speed during all these .3 Gas can be introduced as follows:
demonstrations is to be recorded. In the case of
a controllable pitch propeller, the pitch is also to  into the air inlet manifold, scavenge
be recorded. space, or cylinder air inlet channel port;
or
.3 The engine is to be checked for stable running  mixed with air before the turbo-charger
(steady fuel index) at both upper and lower (“pre-mixed engines”).
borders of the BSR. Steady fuel index means an
oscillation range less than 5% of the effective .4 The gas / air mixture in the cylinder can be
stroke (idle to full index). ignited by the combustion of a certain amount of

Chapter 4 Part 4
fuel (pilot injection) or by extraneous ignition .10 Gas Valve Unit (GVU) is a set of manual
(sparking plug). shutoff valves, actuated shut-off and venting
valves, gas pressure sensors and transmitters,
.5 The requirements in this sub-section cover the gas temperature sensors and transmitters, gas
following applications, but are not limited to: pressure control valve and gas filter used to
control the gas supply to each gas consumer. It
 Mechanical propulsion also includes a connection for inert gas purging.
 Generating sets intended for main .11 Low pressure gas means gas with a pressure
propulsion and auxiliary applications. up to 10 bar.
 Single engine or multi-engine .12 Lower Heating Value (“LHV”) means the
installations amount of heat produced from the complete
combustion of a specific amount of fuel,
4.13.2 Definitions (relevant to this sub-section) excluding latent heat of vaporization of water.
.1 Certified safe type means electrical equipment .13 Methane Number is a measure of resistance
that is certified in accordance with the of a gas fuel to knock, which is assigned to a test
recommendation published by the International fuel based upon operation in knock testing unit at
Electrotechnical Commission (IEC), in particular the same standard knock intensity.
publication IEC 60092-502:1999, or with Note: Pure methane is used as the knock
recognized standards at least equivalent. The resistant reference fuel, that is, methane number
certification of electrical equipment is to of pure methane is 100, and pure hydrogen is
correspond to the category and group for used as the knock sensitive reference fuel,
methane gas. methane number of pure hydrogen is 0. When
the antiknock quality of the gas fuel being
.2 Double block and bleed valves means the set measured is identical to that of the standard
of valves referred to in: methane-hydrogen mixture fuel mixed by a
certain ratio, the value of the volume percentage
 Pt.5, Ch. 4, Sec. 16, 16.4.5 of the methane contained in such standard fuel is
the methane value of the gas fuel.
 Pt. 5, Ch. 35, Sec. 2, 2.2.1.9 and Sec. 9,
9.4.4 to 9.4.6 .14 Pilot fuel means the fuel oil that is injected into
the cylinder to ignite the main gas-air mixture on
.3 Dual fuel engine (“DF engine”) means an DF engines.
engine that can burn natural gas as fuel Note: The dual-fuel engines use “pilot fuel” to
simultaneously with liquid fuel, either as pilot oil start the combustion process. A small amount of
or bigger amount of liquid fuel (gas mode), and pilot fuel is injected into the cylinder, where it is
also has the capability of running on liquid diesel ignited by the high temperature of the gas air
fuel oil only (Diesel mode). mixture at the end of the compression cycle.
Typically, the amount of pilot fuel oil is below 1%
.4 Engine room is a machinery space or of the energy used by the engine.
enclosure containing gas fueled engine(s).
.15 Pre-mixed engine means an engine where
.5 Gas means a fluid having a vapour pressure gas is supplied in a mixture with air before the
exceeding 2.8 bar absolute at a temperature of turbocharger.
37.8 οC.
.16 Recognized standards mean applicable
.6 Gas admission valve is a valve or injector on international or national standards acceptable to
the engine, which controls gas supply to the IRS or standards laid down and maintained by an
cylinder(s) according to the cylinder(s) actual gas organization which complies with the standards
demand. adopted by IMO and which are recognized by
IRS.
.7 Gas engine means either a DF engine or a GF
engine. .17 Safety Concept is a document describing the
safety philosophy with regard to gas as fuel. It
.8 Gas fuel only engine (“GF engine”) means an describes how risks associated with this type of
engine capable of operating on gas fuel only and fuel are controlled under reasonably foreseeable
not able to switch over to oil fuel operation. abnormal conditions as well as possible failure
scenarios and their control measures.
.9 Gas piping means piping containing gas or air
/ gas mixtures, including venting pipes.
Page 25 of 60
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Note: A detailed evaluation regarding the given in Pt.5, Ch. 35, Section 7. In the case of gas
hazard potential of injury from a possible carriers, requirements of Pt. 5, Ch. 4, Sections
explosion is to be carried out and reflected in the 5.1 to 5.9 and Sec.16 are applicable.
safety concept of the engine.
4.13.4.3 Arrangement of the gas piping system
4.13.3 Documents and/ or drawings to be on the engine
submitted, risk analysis and type approval
.1 Pipes and equipment containing fuel gas are
The documents and drawings to be submitted, defined as hazardous area Zone 0 (refer to Pt.5,
risk analysis document and requirements for type Ch. 35, Sec. 12, 12.5.1).
approval of DF and GF engines are specified in
Section 5 of the Classification Notes “Approval of .2 The space between the gas fuel piping and the
I.C. Engines”. wall of the outer pipe or duct is defined as
hazardous area Zone 1 (refer to Pt.5, Ch. 35,
4.13.4 Design Requirements Sec. 12, 12.5.2.6)
4.13.4.1 General Principles 4.13.4.3.1 Normal “double wall” arrangement
.1 The manufacturer is to declare the allowable .1 The gas piping system on the engine is to be
gas composition limits for the engine and the arranged according to the principles and
minimum and (if applicable) maximum methane requirements of the Pt.5, Ch. 35, Sec. 9, 9.6. In
number. the case of gas carriers, requirements of Pt.5, Ch.
4, Sec. 16, 16.4.3 would be applicable.
.2 Components containing or likely to contain gas
are to be designed to: .2 The design criteria for the double pipe or duct
are given in Pt. 5, Ch. 35, Sec 9.8 and Sec.
a) minimize the risk of fire and explosion 7.4.1.4.
so as to demonstrate an appropriate
level of safety commensurate with that of .3 In case of a ventilated double wall, the
an oil-fueled engine; ventilation inlet is to be located in accordance
with the provisions of Pt.5, Ch.35, Sec. 13,
b) mitigate the consequences of a 13.8.3. For gas carriers, Pt.5, Ch.4, Sec. 16,
possible explosion to a level providing a 16.4.3.2 applies.
tolerable degree of residual risk, due to
the strength of the component(s) or the .4 The pipe or duct is to be pressure tested in
fitting of suitable pressure relief devices accordance with Ch.2, Sec.7, 7.1 to ensure gas
of an approved type. tight integrity and to show that it can withstand the
expected maximum pressure at gas pipe rupture.
Also refer to the Pt.5, Ch.35, Sec.10, 10.2 and
10.3. 4.13.4.3.2 Alternative arrangement
Note: .1 Single walled gas piping is acceptable in

following cases:
1. Discharge from pressure relief devices are to
prevent the passage of flame to the machinery a) for engines installed in ESD protected
space and be arranged such that the discharge machinery spaces, as defined in Pt.5, Ch.35,
does not endanger personnel or damage other Sec. 5, 5.4.1.2 and in compliance with other
engine components or systems” relevant parts of Pt.5, Ch. 35 (e.g. 5.6);
2. Relief devices are to be fitted with a flame b) in the case as per note to 9.6.2 of Pt.5, Ch.35,
arrester. Sec. 9.
4.13.4.2 Gas Piping .2 For gas carriers, the requirements of Pt.5, Ch.4
would be applicable.
.1 General
.3 In case of gas leakage in an ESD-protected
These requirements are applicable to engine machinery space, which would result in the shut-
mounted gas piping. The piping is to be designed down of the engine(s) in that space, a sufficient
in accordance with the criteria for gas piping propulsion and manoeuvring capability including
(design pressure, wall thickness, materials, essential and safety systems is to be maintained.
piping fabrication and joining details etc.) as

Chapter 4 Part 4
Therefore, the safety concept of the engine is to 4.13.4.8 Control, monitoring, alarm and safety
clearly indicate application of the “double wall” or systems
“alternative” arrangement.
.1 The engine control system is to be
Note: The minimum power to be maintained is independent and separate from the safety
to be assessed on a case-by-case basis from the system.
operational characteristics of the ship.
.2 The gas supply valves are to be controlled by
4.13.4.4 Charge air system on the engine the engine control system or by the engine gas
demand.
.1 The charge air system on the engine is to be
designed in accordance with 4.13.4.1.2. In case .3 Combustion is to be monitored on an individual
of a single engine installation, the engine is to be cylinder basis.
capable of operating at sufficient load to maintain
power to essential consumers after opening of .4 In the event that poor combustion is detected
the pressure relief devices caused by an on an individual cylinder, gas operation may be
explosion event. Sufficient power for propulsion allowed in the conditions specified in Pt.5, Ch.35,
capability is to be maintained. Sec.10, 10.3.1.6.
Note: Load reduction is to be considered on a .5 If monitoring of combustion for each individual

case by case basis, depending on engine cylinder is not practicable due to engine size and
configuration (single or multiple) and relief design, common combustion monitoring may be
mechanism (self-closing valve or bursting disk). accepted.
4.13.4.5 Exhaust system on the engine .6 Unless the risk analysis (required by Section 5,
5.3 of the Classification note: “Approval of I.C.
.1 The exhaust gas system on the engine is to be Engines”) proves otherwise, the monitoring and
designed in accordance with 4.13.4.1.2. In case safety system functions for DF or GF engines are
of a single engine installation, the engine is to be to be provided in accordance with Table 4.13.4.8
capable of operating at sufficient load to maintain in addition to the general monitoring and safety
power to essential consumers after opening of system functions given in Chapter 7.
the pressure relief devices caused by an
explosion event. Sufficient power for propulsion Note: For DF engines, Table 4.13.4.8 applies
capability is to be maintained only to the gas mode.
Continuous relief of exhaust gas (through open 4.13.4.9 Gas admission valves
rupture disc) into the engine room or other
enclosed spaces is not acceptable. .1 Gas admission valves are to be certified safe
as follows:
4.13.4.6 Engine crankcase
a) The inside of the valve contains gas
.1 Crankcase explosion relief valves and shall therefore be certified for Zone
0;
Crankcase explosion relief valves are to be
installed in accordance with 4.6.1. Also refer Pt.5, b) When the valve is located within a pipe
Ch.35, Sec.10, 10.3.1.2. or duct in accordance with 4.13.4.3.1, the
outside of the valve is to be certified for
.2 Inerting Zone 1;
For maintenance purposes, a connection, or c) When the valve is arranged without

other means, are to be provided for crankcase enclosure in accordance with the “ESD-
inerting and ventilating and gas concentration protected machinery space” (see
measuring. 4.13.4.3.2) concept, no certification is
required for the outside of the valve,
4.13.4.7 Gas ignition in cylinder provided that the valve is de-energized
upon gas detection in the space.
.1 Requirements of Pt.5, Ch.35, Sec.10, 10.3 are
applicable. For gas carriers, Pt.5, Ch.4, Sec.16, .2 However, if they are not rated for the zone they
16.7 applies. are intended for, it is to be documented that they

Page 27 of 60
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are suitable for that zone. Documentation and arranged for rapid changeover from gas use to
analysis is to be based on IEC 60079-10-1:2015 fuel oil use. In the case of changeover to either
or IEC 60092-502:1999. fuel supply, the engines are to be capable of
continuous operation using the alternative fuel
4.13.5 Specific Design Requirements supply without interruption to the power supply.
4.13.5.1 DF Engines .2 Changeover to gas fuel operation is to be only

possible at a power level and under conditions
4.13.5.1.1 General where it can be done with acceptable reliability
and safety as demonstrated through testing.
.1 The maximum continuous power that a DF
engine can develop in gas mode may be lower .3 Changeover from gas fuel operation mode to
than the approved MCR of the engine (i.e. in oil oil fuel operation mode is to be possible at all
fuel mode), depending in particular on the gas situations and power levels.
quality.
.4 The changeover process itself from and to gas
.2 This maximum power available in gas mode operation is to be automatic but manual
and the corresponding conditions is to be stated interruption is to be possible in all cases.
by the engine manufacturer and demonstrated
during the type test. For the application of .5 In case of shut-off of the gas supply, the
4.13.6.2 and 4.13.6.3, 110%load tests are not engines are to be capable of continuous
required in the gas mode for DF engines. operation by oil fuel only.
Requirements for type testing of DF and GF 4.13.5.1.3 Pilot Injection

engines are given in Classification notes:
Approval of I.C. Engines. .1 Gas supply to the combustion chamber is not
to be possible without operation of the pilot oil
4.13.5.1.2 Starting, changeover and stopping injection.
.1 DF engines are to be arranged to use either oil Note: Pilot injection is to be monitored for
fuel or gas fuel for the main fuel charge and with example by fuel oil pressure and combustion
pilot oil fuel for ignition. The engines are to be parameters.

Chapter 4 Part 4
Table 4.13.4.8 : Monitoring and Safety System Functions for DF and GF Engines
Parameter Alarm Automatic Automatic Engine shutdown

activation of the switching over to
double block- oil fuel mode 1)
and-bleed valves
Abnormal pressures in
X X X X 5)
the gas fuel supply line
Gas fuel supply
X X X X 5)
systems - malfunction
Pilot fuel injection or
spark ignition systems - X X 2) X X 2),5)
malfunction
Exhaust gas
temperature after each X X 2) X X 2),5)
cylinder - high
Exhaust gas
temperature after each
X X 2) X X 2),5)
cylinder, deviation from
average – low 3)
Cylinder pressure or
ignition - failure,
including misfiring, X X 2)4) X 4) X 2),4),5)
knocking and unstable
combustion
Oil mist concentration
in crankcase or bearing X X - X
temperature 6) - high
Pressure in the
X X X -
crankcase – high 4)
Engine stops - any
X X - -
cause
Failure of the control-
actuating medium of
X X X -
the block and bleed
valves
Notes:
1) DF engine only, when running in gas mode.
2) For GF engines, the double block-and-bleed valves and the engine shutdown may not be activated in
case of specific failures affecting only one cylinder, provided that the concerned cylinder can be
individually shutoff and the safe operation of the engine in such conditions is demonstrated by the risk
analysis (Refer Section 5, 5.3 of the Classification Note: “Approval of I.C. Engines” for risk analysis
requirement).
3) Required only if necessary for the detection of misfiring.
4) In the case where the failure can be corrected by an automatic mitigation action, only the alarm may
be activated. If the failure persists after a given time, the safety actions are to be activated.
5) GF Engine only.
6) Where required by 4.6

Page 29 of 60
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4.13.5.2 GF Engines .3 Records
4.13.5.2.1 Spark ignition system In addition to the records required in 4.11.3.2, the
following engine data are to be recorded:
.1 In case of failure of the spark ignition, the
engine is to be shut down except if this failure is  Fuel index, both gas and diesel as
limited to one cylinder, subject to immediate shut applicable (or equivalent reading)
off of the cylinder gas supply and provided that
the safe operation of the engine is substantiated  Gas pressure and temperature
by the risk analysis and by tests.
.4 Test loads
4.13.5.3 Pre-mixed Engines
Test loads for various engine applications are
4.13.5.3.1 Charge air system given in 4.11.3.7. DF engines are to be tested in
both diesel and gas mode as found applicable. In
.1 Inlet manifold, turbo-charger, charge air cooler, addition, the scope of the trials may be expanded
etc. are to be regarded as parts of the fuel gas depending on the engine application, service
supply system. Failures of those components experience, or other relevant reasons.
likely to result in a gas leakage are to be
considered in the risk analysis (see Section 5, 5.3 .5 Integration Tests
of the Classification Note: “Approval of I.C.
Engines”). a) GF and DF engines are to undergo integration
tests to verify that the response of the complete
.2 Flame arresters are to be installed before each mechanical, hydraulic and electronic system is as
cylinder head, unless otherwise justified in the predicted for all intended operational modes.
risk analysis, considering design parameters of
the engine such as the gas concentration in the The scope of these tests is to be agreed with IRS
charge air system, the path length of the gas-air for selected cases based on the risk analysis
mixture in the charge air system, etc. required in Section 5, 5.3 of the Classification
Note: “Approval of I.C. Engines” and is to at least
4.13.6 Type Testing, Factory Acceptance include the following incidents:
Tests and Shipboard Trials
 Failure of ignition (spark ignition or pilot
4.13.6.1 Type Testing injection systems), for one-cylinder unit
The type approval of DF and GF engines is to be  Failure of a cylinder gas supply valve
carried out in accordance with the Classification
Note : Approval of I.C. Engines.  Failure of the combustion (to be detected
by e.g. misfiring, knocking, exhaust
4.13.6.2 Factory Acceptance Test temperature deviation, etc.)
.1 General.  Abnormal gas pressure
Factory acceptance tests of DF and GF engines
are to be carried out in accordance with 4.11,  Abnormal gas temperature
taking into account the additional requirements
given below: The above tests may be carried out using
simulation or other alternative methods, subject
(a) For DF engines, the load tests referred to in to special consideration.
4.11.3.7 are to be carried out in gas mode at the
different percentages of the maximum power 4.13.6.3 Shipboard Trials
available in gas mode (see 4.13.5.1.1).
.1 Shipboard trials are to be carried out in
.2 Safety precautions accordance with the provisions of 4.12.
In addition to the safety precautions mentioned in .2 For DF engines, the test loads required in
4.11.1, measures to verify that gas fuel piping on 4.12.5 are to be carried out in all operating modes
engine is gas tight are to be carried out prior to (gas mode, diesel mode, etc.)
start-up of the engine.

Chapter 4 Part 4
For DF engines, the test loads referred to in outside the compartment. A warning notice
4.12.5 are to be carried out in gas mode at the requiring the use of such ventilation before
different percentages of the maximum power entering the compartment is to be provided
available in gas mode (see 4.13.5.1). outside the compartment adjacent to each point
of entry.
4.14 Storage and Use of Selective Catalytic
Reduction (SCR) Reductants Alternatively, where a urea storage tank is
located within an engine room a separate
4.14.1 General ventilation system is not required when the
general ventilation system for the space is
4.14.1.1 The NOx Technical Code, in 2.2.5 and arranged so as to provide an effective movement
elsewhere, provides for the use of NOx Reducing of air in the vicinity of the storage tank and is to
Devices of which Selective Catalytic Reduction be maintained in operation continuously except
(SCR) is one option. SCR requires the use of a when the storage tank is empty and has been
reductant which may be a urea/water solution or, thoroughly ventilated. The following are to be
in exceptional cases, aqueous ammonia or even complied with in addition:
anhydrous ammonia. These requirements apply
to the arrangements for the storage and use of - The urea tank location is to be served by an
SCR reductants which are typically carried on extraction ventilation opening served by an
board in bulk quantities. exhaust fan/ blower of the engine room.
4.14.2 Reductant using Urea based Ammonia - This exhaust fan/ blower is to be provided
(for e.g. 40% / 60% urea/ water solution) with an alarm in the ER control panel and at
the location of the urea tank, when the fan/
4.14.2.1 Where urea based ammonia (e.g. AUS blower is stopping/ tripping off.
40 – aqueous urea solution specified in ISO
18611-1:2014) is introduced, the storage tank is - A warning notice is to be placed at the
to be arranged so that any leakage will be location of the urea tank that the location is
contained and prevented from making contact ventilated by the E.R. exhaust fan/ blower
with heated surfaces. All pipes or other tank no.___.
penetrations are to be provided with manual
closing valves attached to the tank. Tank and 4.14.2.6 Each urea storage tank is to be provided
piping arrangements are to be approved. with temperature and level monitoring
arrangements. High and low level alarms
4.14.2.2 Urea storage tanks are to be arranged together with high and low temperature alarms
so that they can be emptied of urea, purged and are also to be provided.
vented.
4.14.2.7 Where urea based ammonia solution is
4.14.2.3 The storage tank may be located within stored in integral tanks, the following are to be
the engine room. considered during the design and construction:
4.14.2.4 The storage tank is to be protected from a) These tanks may be designed and
excessively high or low temperatures applicable constructed as integral part of the hull,
to the particular concentration of the solution. (e.g. double bottom, wing tanks).
Depending on the operational area of the ship,
this may necessitate the fitting of heating and/ or b) These tanks are to be coated with
cooling systems. The physical conditions appropriate anti-corrosion coating and
recommended by applicable recognized cannot be located adjacent to any fuel oil
standards (such as ISO 18611-3:2014) are to be and fresh water tank.
taken into account to ensure that the contents of
the aqueous urea tank are maintained to avoid c) These tanks are to be designed and
any impairment of the urea solution during constructed as per the structural
storage. requirements applicable to hull and
primary support members for a deep tank
4.14.2.5 If a urea storage tank is installed in a construction.
closed compartment, the area is to be served by
an effective mechanical ventilation system of d) These tanks are to be included in the
extraction type providing not less than 6 air ship’s stability calculations.
changes per hour which is independent from the
ventilation system of accommodation, service 4.14.2.8 The requirements specified in 4.14.2.5
spaces, or control stations. The ventilation also apply to closed compartments normally
system is to be capable of being controlled from entered by persons:

Page 31 of 60
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 when they are adjacent to the urea 4.14.4 Reductant using anhydrous ammonia
integral tanks and there are possible leak (99.5% or greater concentration of ammonia
points(e.g. manhole, fittings) from these by weight)
tanks; or
 when the urea piping systems pass 4.14.4.1 Anhydrous ammonia is not to be used as
through these compartments, unless the a reductant in a SCR except where it can be
piping system is made of steel or other demonstrated that it is not practicable to use a
equivalent material with melting point urea based reductant and where the Flag
above 925 degrees C and with fully Administration agrees to its use. Where it is not
welded joints. practicable to use a urea reductant then it is also
to be demonstrated that it is not practicable to use
4.14.2.9 The reductant piping and venting aqueous ammonia. Where an application is
systems are to be independent of other ship made to use anhydrous ammonia as the
service piping and/or systems. Reductant piping reductant then the arrangements for its loading,
systems are not to be located in accommodation, carriage and use are to be derived from a risk
service spaces, or control stations. The vent based analysis.
pipes of the storage tank are to terminate in a
safe location on the weather deck and the tank 4.15 Storage of Chemical Treatment Fluids
venting system is to be arranged to prevent used in Exhaust Gas Cleaning Systems and
entrance of water into the urea tank. the Residues which have Hazardous
Properties
4.14.2.10 Reductant tanks are to be of steel or
other equivalent material with a melting point 4.15.1 General
above 925 degrees C. Pipes/ piping systems are
to be of steel or other equivalent material with 4.15.1.1 With regard to the sulphur content limits
melting point above 925 degrees C, except of fuel oil specified in MARPOL Annex VI Reg.
downstream of the tank valve, provided this valve 14, alternative methods of compliance may be
is metal seated and arranged as fail-to-closed or used as allowed by MARPOL Annex VI, Reg. 4.
with quick closing from a safe position outside the
space in the event of fire; in such case, type 4.15.1.2 As some types of Exhaust Gas Cleaning
approved plastic piping may be accepted even if Systems (EGCS) to be approved by the
it has not passed a fire endurance test. Reductant Administration as “alternative compliance
tanks and pipes/ piping systems are to be made method” consume chemicals which are typically
with a material compatible with reductant or carried on board in bulk quantities, the safety
coated with appropriate anti-corrosion coating. measures against chemical treatment fluids
contained in this subsection apply to EGCSs
4.14.2.11 The ship is to have on board suitable using such fluids. In this context, the term
personnel protective equipment, for the “chemical treatment fluid” means the aqueous
protection of crew members, Eyewash is to be solution of sodium hydroxide (NaOH) or calcium
provided, the location and number of these hydroxide (Ca(OH)2) that has corrosive
eyewash stations are to be derived from the properties or are considered to represent a
detailed installation arrangements. hazard to personnel.
4.14.2.12 Urea storage tanks are to be arranged 4.15.1.3 For EGCSs using chemical treatment
so that they can be emptied of urea, and fluids other than the above, safety measures are
ventilated by means of portable or permanent to be taken according to the result of a risk
systems. assessment to be conducted to analyze the risks,
in order to eliminate or mitigate the hazards to
4.14.3 Reductant using aqueous ammonia personnel brought by the use of such exhaust
(28% or less concentration of ammonia) gas cleaning systems, to an extent equivalent to
systems complying with 4.15.2.
4.14.3.1 Aqueous ammonia is not to be used as
a reductant in a SCR except where it can be 4.15.2 Requirements for EGCSs using
demonstrated that it is not practicable to use a aqueous solution of NaOH or Ca(OH)2 for
urea based reductant. Where an application is chemical treatment fluid
made to use aqueous ammonia as the reductant
then the arrangements for its loading, carriage 4.15.2.1 The storage tanks are to have sufficient
and use are to be derived from a risk based strength to withstand a pressure corresponding
analysis. to the maximum height of a fluid column in the

Chapter 4 Part 4
overflow pipe, with a minimum of 2.4 m above the independent from the ventilation system of
top plate taking into consideration the specific accommodation, service spaces, or control
density of the treatment fluid. Overflow pipes are stations. The ventilation system is to be capable
to be led to appropriate tanks, as specified for of being controlled from outside the
drain pipes for drip trays in 4.15.2.12. compartment. A warning notice is to be provided
outside the compartment, adjacent to each point
4.15.2.2 Where chemical treatment fluid is stored of entry, indicating that the ventilation systems to
in integral tanks, the following are to be be operated for at least 15 minutes before entry
considered during the design and construction: into such compartments.
.1 These tanks may be designed and 4.15.2.7 The requirements specified in 4.15.2.6
constructed as integral part of the hull, (e.g. also apply to closed compartments normally
double bottom, wing tanks). entered by persons:
.2 These tanks are to be coated with .1 when they are adjacent to the integral storage
appropriate anti-corrosion coating and are to tank for chemical treatment fluids and there are
be segregated by cofferdams, void spaces, possible leak points (e.g. manhole, fittings) from
pump rooms, empty tanks or other similar these tanks; or
spaces so as to not be located adjacent to
accommodation, cargo spaces containing .2 when the treatment fluid piping systems pass
cargoes which react with chemical treatment through these compartments, unless the piping
fluids in a hazardous manner as well as any system is made of steel or other equivalent
food stores, oil tanks and fresh water tanks. material with melting point above 925 degrees C
and with fully welded joints.
.3 These tanks are to be designed and
constructed as per the structural 4.15.2.8 The storage tank for chemical treatment
requirements applicable to hull and primary fluids is to be arranged so that any leakage will
support members for a deep tank be contained and prevented from making contact
construction. with heated surfaces. All pipes or other tank
penetrations are to be provided with manual
.4 These tanks are to be included in the closing valves attached to the tank. In cases
ship’s stability calculation. where such valves are provided below top of
tank, they are to be arranged with quick acting
4.15.2.3 The storage tank is to be protected from shutoff valves which are to be capable of being
excessively high or low temperatures applicable remotely operated from a position accessible
to the particular concentration chemical even in the event of chemical treatment fluid
treatment fluids. Depending on the operational leakages. Tank and piping arrangements are to
area of the ship, this may necessitate the fitting be approved by IRS.
of heating and/or cooling systems.
4.15.2.9 The chemical treatment fluid piping and
4.15.2.4 Each storage tank for chemical venting systems are to be independent of other
treatment fluids is to be provided with level ship service piping and/ or systems. The
monitoring arrangements and high/ low level chemical treatment fluid piping systems are not
alarms. In cases where heating and/ or cooling to be located in accommodation, service spaces,
systems are provided, high and/ or low or control stations. The vent pipes of the storage
temperature alarms or temperature monitoring tank are to terminate in a safe location on the
are also to be provided accordingly. weather deck and the tank venting system is to
be arranged to prevent entrance of water into the
4.15.2.5 The storage tank may be located within tank for chemical treatment fluids.
the engine room. In this case, a separate
ventilation system is not required when the 4.15.2.10 Storage tanks and pipes/piping
general ventilation system for the space systems for chemical treatment fluids are to be of
providing not less than 6 air changes per hour is steel or other equivalent material (with a melting
arranged so as to provide an effective movement point above 925 degrees C), which is compatible
of air in the vicinity of the storage tank and is with the chemical treatment fluids or coated with
maintained in operation continuously. appropriate anticorrosion coating.
Note: Several metals are incompatible with the
4.15.2.6 If a storage tank for chemical treatment chemical treatment fluids, e.g. NaOH is
fluids is installed in a closed compartment, the incompatible with zinc, aluminum, etc.
area is to be served by an effective mechanical
ventilation system of extraction type providing not 4.15.2.11 Regardless of design pressure and
less than 6 air changes per hour which is temperature, piping systems containing chemical

Page 33 of 60
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treatment fluids only are to comply with the bunkering connections are located on both
requirements applicable to Class I piping port and starboard sides, then consideration
systems. As far as practicable, e.g. except for the is to be given to providing two eyewash
flange connections that connect to tank valves, stations and safety showers, one for each
the piping systems are to be joined by welding. side.
4.15.2.12 The following connections are to be .3 An eyewash station and safety shower
screened and fitted with drip trays to prevent the are to be provided in the vicinity of any part
spread of any spillage where they are installed: of the system where a spillage/drainage
may occur and in the vicinity of system
.1 Detachable connections between pipes connections/components that require
(flanged connections and mechanical joints, periodic maintenance.
etc.);
4.15.2.15 Storage tanks for chemical treatment
.2 Detachable connections between pipes fluids are to be arranged so that they can be
and equipment such as pumps, strainers, emptied of the fluids and ventilated by means of
heaters, valves; and portable or permanent systems.
.3 Detachable connections between 4.15.3 Tanks for Residues Generated from

equipment mentioned in the above Exhaust Gas Cleaning process
subparagraph.
4.15.3.1 Tanks for residues generated from the
The drip trays are to be fitted with drain pipes of exhaust gas cleaning process are to satisfy the
compatible material and size which lead to following requirements:
appropriate tanks of adequate capacities, such
as residue tanks, which are fitted with high level .1 The tanks are to be independent from
alarm, or are to be fitted with alarms for leak other tanks, except in cases where these
detection. In cases where such tank is an integral tanks are also used as the over flow tanks
tank, 4.15.2.2.1 and 4.15.2.2.2 are to be applied for chemical treatment fluids storage tank.
to the tank.
.2 Tank capacities are to be decided in
4.15.2.13 For the protection of crew members, consideration of the number and kinds of
the ship is to have on board suitable personnel installed exhaust gas cleaning systems as
protective equipment. The number of personnel well as the maximum number of days
protective equipment carried onboard is to be between ports where residue can be
appropriate for the number of personnel engaged discharged ashore. In the absence of
in regular handling operations or that may be precise data, a figure of 30 days is to be
exposed in the event of a failure; but in no case used.
is there to be less than two sets available
onboard. .3 Where residue tanks used in closed loop
chemical treatment systems are also used
4.15.2.14 Personnel protective equipment is to as the overflow tanks for chemical treatment
consist of protective clothing, boots, gloves and fluids storage tank, the requirements for
tight-fitting goggles. Eyewash and safety storage tanks apply.
showers are to be provided, the location and
number of these eyewash stations and safety 4.16 AC Generating Sets
showers are to be derived from the detailed
installation arrangements. As a minimum, the 4.16.1 General
following stations are to be provided:
4.16.1.1 This sub-section provides requirements
.1 In the vicinity of transfer or treatment for AC Generating sets (i.e. reciprocating internal
pump locations. If there are multiple transfer combustion engines, alternators and couplings),
or treatment pump locations on the same in addition to those stated in this Chapter and
deck then one eyewash and safety shower Ch.8.
station may be considered for acceptance
provided that the station is easily accessible 4.16.1.2 The requirements are applicable to AC
from all such pump locations on the same generating sets driven by reciprocating internal
deck. combustion engines irrespective of their types
(i.e. diesel engine, dual fuel engine, gas-fuel
.2 An eyewash station and safety shower engine), except for those sets consisting of a
are to be provided in the vicinity of a propulsion engine which also drives power take
chemical bunkering station on-deck. If the off (PTO) generator(s).

Chapter 4 Part 4
4.16.2 Requirements 4.16.2.4 The firm responsible for assembling the

generating set is to install a rating plate marked
4.16.2.1 The generating set is to show torsional with at least the following information:
vibration levels which are compatible with the
allowable limits for the alternator, shafts, coupling (i) the generating set manufacturer’s
and damper. name or mark;
(ii) serial number of the set;
4.16.2.2 The coupling selection for the (iii) date of manufacture (month/year) of
generating set is to take into account the stresses the set;
and torques imposed on it by the torsional (iv) the rated power (both in kW and
vibration of the system. The torsional vibration KVA) with one of the prefixes COP, PRP
calculations are to be submitted to IRS for (or, only for emergency Generating sets,
approval when the engine power is 110 [kW] or LTP) as defined in ISO 8528-1:2018;
above. (v) the rated power factor;
(vi) the set rated frequency [Hz];
4.16.2.3 The rated power is to be appropriate for (vii) the set rated voltage [V];
the actual use of the generator set. (viii) the set rated current [A];and
(ix) the mass [kg].
Section 5
Gearing
5.1 Scope d) Other power transmitting parts;
5.1.1 The requirements of this Section cover the For information only
construction, material and inspection of reduction
gears for main propelling purposes and for driving e) Longitudinal and transverse sections of the
electric generators. gear box;
5.1.2 Design of bevel gears will be specially f) Clutch(es) and/or coupling(s);

considered.
g) Gear casing including propeller thrust
5.1.3 For torsional vibration requirements, See bearing housing, if applicable.
Sec.8.
5.2.2 The plans are to show clearly all
5.1.4 Rated power of gear is the maximum dimensions, details of all fillets and stress raisers,
transmitted power at which the gear is designed and material of all the parts.
to operate continuously at its rated speed.
5.2.3 At least the following particulars of the
5.1.5 The rated torque is defined by the rated gearing are to be submitted along with the plans:
power and speed and is the torque used in the
gear rating calculations. a) Shaft power and revolutions for each pinion;
5.1.6 The gear rating is the rating for which the b) Number of teeth in each gear;
gear is designed to transmit it’s rated torque.
c) Generating pitch diameters;
d) Helix angles at generating pitch diameters;
5.2.1 The following plans, in triplicate, of the
reduction gearing are to be submitted: e) Normal pitches of teeth at generating pitch
diameters;
For Approval
f) Tip diameters;
a) Pinion(s) and wheel(s);
g) Root diameters;
b) Shafts;
h) Face widths and gaps, where applicable;
c) Hub(s);

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i) Pressure angles of teeth (normal or 5.3.4 Subject to 5.3.3, the specified minimum
transverse) at generating pitch diameters; tensile strength of steel gear forgings is to be
selected within the following limits:
j) Minimum backlash;
- Pinions and pinion sleeves - 550-1050
k) Centre distance; [N/mm2];
l) Basic rack tooth form; - Gear wheels and rims - 400-850

[N/mm2].
m) Details of tooth flank corrections, if adopted;
A tensile strength range is also to be specified
n) Details of post hobbing process, if any; and is not to exceed 120 [N/mm2] when the
specified minimum tensile strength is 600
o) Case depth for surface-hardened teeth; [N/mm2] or less. For higher strength steels, the
range is not to exceed 150 [N/mm2].
p) Shrinkage allowance for shrunk-on rims and
hubs; 5.3.5 Unless otherwise agreed, the specified
minimum tensile strength of the core is to be 800
q) Type of coupling proposed for oil engine [N/mm2] for induction-hardened or nitrided
applications. gearing and 750 [N/mm2] for carburized gearing.
5.2.4 Gears with Multiple Prime Mover Inputs 5.4 Design and construction
5.2.4.1 For single helical gears with 5.4.1 The design and construction is to be such
arrangements utilizing multiple prime mover as to enable the gearing to meet the general
inputs, and single or multiple outputs, the requirements with respect to functional capability
following analyses for all operating modes are to and reliability.
be conducted:
5.4.2 Detailed analysis to prove the design of the
- All bearing reactions gearing is to be submitted for consideration. In
- Tooth modifications this regard, Classification Notes on the design of
- Load distributions on the gear teeth gearing may be followed.
- Contact and tooth root bending stresses
5.4.3 Where castings are used for wheel centres,
A summary of the results of these analyses for any radial slots in the periphery are to be fitted
each operating mode is to be submitted for with permanent chocks before shrinking-on the
review. rim.
5.3 Materials 5.4.4 Where bolts are used to secure side plates
to rim and hub, the bolts should be tight fit with
5.3.1 Specifications for materials of pinions, the holes and the nuts should be suitably locked
pinion sleeves, wheel rims, gear wheels and by means other than welding.
shafting giving chemical composition, heat
treatment and mechanical properties are to be 5.4.5 When welding is employed in the
submitted for approval with the plans of gearing construction of wheels, the welding procedure is
and are to be in accordance with Pt.2. to be approved by the Surveyors before work is
commenced. For this purpose, welding
5.3.2 Where the teeth of a pinion or gear wheel procedure approval tests are to be carried out
are to be surface hardened, the proposed with satisfactory results. Such tests are to be
specification and details of the procedure are to representative of the joint configuration and
be submitted for approval. materials. Wheels are to be stress relieved after
welding. All welds are to have a satisfactory
5.3.3 In the selection of materials for pinions and surface finish and contour. Magnetic particle or
wheels consideration should be given to their liquid penetrant examination of all important
compatibility in operation. In general, for gears of welding joints is to be carried out to the
through hardened steels, except in the case of satisfaction of the Surveyors.
low reduction ratios, provision should also be
made for a hardness differential between pinion 5.4.6 In general arrangements are to be made so
teeth and wheel teeth. For this purpose the that the interior structure of the wheel may be
specified minimum tensile strength of the wheel examined. Alternative proposals will be specially
materials should not be more than 85 per cent of considered.
that of the pinion.
Chapter 4 Part 4
5.5 Accuracy of gear cutting and alignment couplings, etc., which are to be fixed to the gear
in service are normally to be attached before
5.5.1 Gears are to be cut only on machines which balancing.
are maintained at a high standard of accuracy.
Hobbing machines used in the production of large 5.6.2 For static balancing the final out of balance
gears are to be operated under conditions of of each assembly at the balancing planes is not
temperature control with a total temperature to exceed 2200 [N mm/tonne] of gears whose
variations not exceeding 2C for the finishing cut. maximum design speed is less than 300
The blank should be allowed sufficient time to revolutions per minute and 680 [N mm/tonnes] for
stabilize to the machine temperature before gears whose maximum design speed is between
cutting commences. 300 and 1000 revolutions per minute. For
dynamic balancing the final out of balance is not
5.5.2 The accuracy of gear-cutting of pinions and to exceed 190,000/N1 [N mm/tonne], where N1 =
wheels is to be demonstrated to the satisfaction revolutions per minute appropriate to the
of the Surveyors. For this purpose, records of assembly.
measurements of pitch error, undulations, axial
pitch errors, tooth thickness and backlash should 5.6.3 Balancing may, however, be omitted for
be available for review by Surveyors on request. turbine secondary pinions and for oil engines
gearing, provided that the rotating components
5.5.3 The alignment is to be demonstrated in the are of solid forged construction or have a solid
workshop by meshing in the gearbox without oil forged centre with shrunk-on rim and in both
clearance in the bearings, or in the meshing cases are machined to give a concentric and
frame without oil clearance in the bearings or on uniform cross-section.
rollers. Meshing is to be carried out with the gears
locating in their load positions, and a load 5.7 Gearcases
sufficient to overcome pinion weight and axial
movement is to be imposed. 5.7.1 Gearcases and their supports are to be
designed sufficiently stiff such that misalignment
5.5.4 A permanent record is to be made of the at the mesh due to movements of the external
meshing contact for the purpose of re-checking foundations and the thermal effects under all
the alignment when installed on board ship. The conditions of service do not disturb the overall
meshing contact on each helix is not to be less tooth contact. If welding is employed in their
than following: construction they are to be stress-relieved on
completion.
a) For through-hardened gears,
5.7.2 Inspection openings should be provided at
- 40 per cent of the working depth for 35 the peripherals of gearcases to enable the teeth
per cent of the length; and of pinions and wheels to be readily examined.
When the construction of gearcases is such that
- 20 per cent of the working depth for sections of the structure cannot readily be moved
further 35 per cent of the length; for inspection purposes, access openings of
adequate size are to be also provided at the ends
b) For through-hardened gears and for all of the gearcases to permit examination of the
surface hardened gears, structure of the wheels. Their attachment to the
shafts should be capable of being examined by
- 40 per cent of the working depth for 50 removal of bearing caps or by equivalent means.
per cent of length; and
5.8 Type tests and sea trials
- 20 per cent of the working depth for a
further 40 per cent of the length. 5.8.1 Upon completion of fabrication and
assembly, reduction gear unit is to be subjected
5.6 Balancing of gear pinions and wheels to type testing in accordance with the agreed test
programme which is to be submitted by the
5.6.1 All pinions, gear wheels and flexible manufacturer for approval. Type tests are to be
couplings or sleeves whose maximum designed witnessed by the Surveyor.
speed of rotation exceeds 1000 revolutions per
minute are to be dynamically balanced, where the 5.8.2 Reduction gearing units, in general, are to
speed of rotation is 1000 revolutions per minute be type tested at maker’s works and test load and
or less, these components are to be statically or, duration of testing is to be agreed upon in each
alternatively, dynamically balanced. Parts of case.

Page 37 of 60
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5.8.3 Tests are to include demonstration of these instances, suitable alternatives such as
satisfactory operation of clutches and couplings, crown thickness micrometer are to be provided.
if fitted.
5.9.2 Approved means are to be provided by the
5.8.4 After completion of type tests, all gear gear manufacturer to enable the Surveyors to
elements are to be examined for tooth contact verify that no distortion of the gearcase has taken
marking and alignment. All gear tooth contact is place, when chocked and secured to its seating
to conform to the requirements given in Cl. 5.5.5. on board ship.
5.8.5 The gear lub.oil system is to be provided 5.10 Trials

with means of indicating the lub.oil pressure
supply to them. Alarms are to be provided to 5.10.1 The sea trials should be of sufficient
indicate low lub.oil pressure, low clutch oil/air duration to prove the gears. After these trials, the
pressure and high lub.oil temperature in marking revealed by inspection should indicate
accordance with Part 4, Chapter 7, Table 1.9.1. freedom from hard bearings, particularly towards
both ends of each helix.
5.9 Alignment and weardown gauges
5.10.2 In the case of through-hardened gears, not
5.9.1 Reduction gears with sleeve bearings for less than 70 per cent contact across effective
main and auxiliary turbines and oil engines, are face width should be indicated. When the teeth of
to be provided with weardown gauges or such gears are finished by an approved post
micrometers for testing the internal alignment of hobbing process or profile ground, not less than
the various elements in the gearcases. In certain 90 per cent contact across the effective face
gears, e.g. gears of the dual tandem type, the width is to be indicated.
direction of loading on the bearings of a gear
element may be such that an accurate indication 5.10.3 For surface hardened gears, the contact
of its alignment under operating conditions across the effective face width is also to be not
cannot be obtained using weardown gauges. In less than 90 per cent.
Section 6
Main Propulsion Shafting
6.1 Scope thrusters, turbines and which in general

incorporate particular design features are to be
6.1.1 The requirements of this Section apply to determined taking into account appropriate
shafting for main propulsion of straight forged additional criteria including that for stiffness, high
design and which are driven by rotating machines temperature application etc. The requirements
such as diesel engines, turbines or electric given in this section may be applied if such shafts
motors. The requirements for couplings, coupling are subjected mainly to torsion and are having
bolts, keys, keyways, sternbushes and traditional design features.
associated components are also included. The
diameter of shafting as calculated may require to 6.1.3 For additional strengthening for shafts in
be modified as a result of alignment ships classed for navigation in waters with ice
considerations and vibration characteristics (See condition, refer Pt.5, Ch.21 and for diesel engine
Sec.8) or the inclusion of stress raisers, other crankshaft refer IRS Classification Note
than those contained in this section. “Crankshaft for Internal Combustion Engines”.
The requirements given in this section do not 6.2 Alternative calculation methods
cover shafts intended for following application.
6.2.1 Alternative calculation methods will be
- gearing shafts considered provided these calculations take into
- electric motor shafts account all relevant loads in the complete
- generator rotor shafts dynamic shafting system under all permissible
- turbine rotor shafts. operating conditions giving due consideration to
the dimensions and arrangements of all shafting
6.1.2 The scantlings of shafts that are integral to connections. The alternative calculation method
equipment, such as for gear boxes, podded is to also take into account design criteria for
drives, electrical motors and/or generators, continuous and transient operating loads for
Chapter 4 Part 4
dimensional adequacy for fatigue strength and If q = 0, then Kf = 1 as the material has no
peak operating loads for yield strength. Refer sensitivity to notches. If q = 1, then Kf = Kt and the
6.2.2 to 6.2.5 as guidance for alternative material is fully notch sensitive.
calculations.
When designing, usual practice is to first find Kt
6.2.2 The two important considerations that are from the geometry of the component, then specify
essential for the design of propulsion shafting the material and determine the notch sensitivity,
are: q from the chart for the notch radius.
a) Fatigue For cyclic loading, the theoretical stress

b) Stress concentration and notch concentration factor is to be defined as
sensitivity.
endurance limit without stress concentration
Fatigue : The deterioration of the properties of K t1 
material which takes place under conditions endurance limit with stress concentration
involving fluctuating stresses. Fatigue failures
generally occur at loads, which if applied Using the notch sensitivity factor ‘q’ in cyclic
statically would be below the elastic limit. The loading of shaft, fatigue stress concentration
fatigue limit of a material is the stress which will factor Kf is calculated as :
not produce failure, even if many fluctuations of it
are imposed. Kf = 1 + q (Kt1 – 1)
Stress concentration in shafts : Basic stress 6.2.3 The alternative calculation methods are to
analysis calculations assume that the take into account following fatigue related issues
components are smooth, have a uniform section as have been considered in rule formulations:
and have no irregularities. In practice virtually all
engineering components have to have changes a) Low cycle fatigue criterion (typically < 104),
in section and/or shape. Common examples are i.e. the primary cycles represented by zero to
shoulders on shafts, oil holes, key ways and full load and back to zero, including reversing
screw threads. Any discontinuity changes the torque if applicable.
stress distribution in the vicinity of the
discontinuity, so that the basic stress analysis b) High cycle fatigue criterion (typically > 107),
equations no longer apply. Such ‘discontinuities’ i.e. torsional vibration stresses permitted for
or ‘stress raisers’ cause local increase of stress continuous operation as well as reverse
referred to as ‘stress concentration’. bending stresses.
The limits for torsional vibration stresses are
For static loading the theoretical or geometric given in 8.4.2.
stress concentration factors Kt or Kts relate to
actual maximum stress at the discontinuity to the c) The accumulated fatigue due to torsional
nominal stress as follows: vibration when passing through a barred
speed range or any other transient condition
Kt = maximum direct stress/nominal direct stress with associated stresses beyond those
Kts = maximum shear stress/nominal shear permitted for continuous operation is
stress. addressed by the criterion for transient
stresses in 8.4.2.
The subscript ‘t’ denotes that the stress
concentration value is a theoretical calculation 6.2.4 The factors k (for low cycle fatigue) and ck
based only on the geometry of the component (for high cycle fatigue) as given in Table 6.5.1 and
and discontinuity. Table 8.4.2 respectively take into account the
influence of:
Some materials are not as sensitive to notches
as implied by the theoretical stress concentration - The stress concentration factors (scf) relative
factor. For these materials a reduced value of to the stress concentration for a flange with
stress concentration factor Kf may be used where fillet radius of 0.08do (geometric stress
the maximum stress = Kf x nominal stress. The concentration of approximately 1.45).
value of Kf which depends on notch sensitivity ‘q’
is to be determined using the following equation: x
1.45  scf 
ck  and k   
q = (Kf - 1) / (Kt - 1) where q is between 0 and 1. scf 1.45 

Page 39 of 60
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where the exponent x considers low cycle notch - Power take-off arrangement if any (e.g. shaft
sensitivity. generator), propulsion boosters or similar
equipment rated for 100 [kW] and above;
- The chosen values of the notch sensitivity - Final gear shaft;
are mainly representative for soft steels (B < - Thrust shaft;
600), while the influence of steep stress - Intermediate shafting, shaft bearings;
gradient s in combination with high strength - Tube shaft, where applicable;
steels may be underestimated. - Tail shaft;
- Stern tube, shaft seals and Stern bush;
- The size factor CD being a function of - Stern tube lubrication system;
diameter only does not purely represent a - Couplings (integral, demountable, keyed or
statistical size influence, but rather a shrink-fit), coupling bolts and keys;
combination of this statistical influence and - Flexible coupling including constructional
the notch sensitivity. details, static and dynamic torsional stiffness,
damping characteristic, rated power, torque
6.2.5 The stress concentration factor (scf) at the and RPM, allowable vibratory torque for
end of slots can be determined by means of the continuous and transient operation and
following empirical formulae: allowable misalignment for continuous
operations;
(l  e)/d - Cardan shafts, if fitted.
scf  α t(hole)  0.8 .
 d  e 6.3.2 The specified minimum tensile strength of
1  i  . each shaft is to be stated.
 d d
6.3.3 A shafting arrangement plan indicating the
where, relative position of the main engines, flywheel,
flexible coupling, gearing, thrust block, line
e = slot width shafting and bearings, stern tube, 'A' brackets
l = length of the slot and propeller, as applicable, is to be submitted
do = outer diameter for information.
di = inner diameter (Refer figure given under
Table 6.5.1). 6.4 Materials for shafting
This formula applies to: 6.4.1 The materials are to comply with the
relevant requirements of Pt.2, Ch.5. The
- slots at 120 or 180 or 360 degrees apart. specified minimum tensile strength of forgings is
to be selected within the following general limits:
- slots with semicircular ends. (Though multi-
radii slot end can reduce the local stresses, a) Carbon and carbon-manganese steel 400-
this is not included in this empirical formula). 760 [N/mm2];
- slots with no edge rounding (except b) Alloy steels - 400-800 [N/mm2];

chamfering), as any edge rounding increases
the scf slightly. Where shafts may experience vibratory stresses
close to the permissible stresses for transient
α t(hole) = factor representing the stress operation, the materials are to have a specified
minimum tensile strength of 500 [N/mm2].
concentration of radial hole of diameter e:
2 2 2
6.4.2 If materials with greater specified or actual
e e e d  tensile strength than the limitations given in 6.4.1
 2.3  3 .  15 .    10 .   .  i  are used, no consideration will be given for
d d d  d  reduction of shaft diameter; when derived from
the formulae given in this chapter. Reduction in
6.3 Plans and particulars shaft diameter may be allowed for intermediate
shaft of alloy steel, when it is verified that the
6.3.1 The following plans, in triplicate, together material used exhibit fatigue life as conventional
with the necessary particulars of the machinery, steel when tested as per 6.20 of this chapter.
including the maximum power and revolutions
per minute, are to be submitted for approval 6.4.3 Ultrasonic tests are required on shaft
before the work is commenced. forgings where the diameter is 250 [mm] or
greater.

Chapter 4 Part 4
6.5 Intermediate and thrust shafts where,
6.5.1 The diameter, d, of the shaft is to be not less k = shaft design factors as given in Table 6.6.1;
than determined by the following formula:
B = specified minimum tensile strength of the
material [N/mm2]. For calculation purposes, this
P  560 
d  Fk 3   [mm] value is not to be taken greater than 600 [N/mm2]
n  B  160  (for carbon, carbon manganese and alloy steels);
where, P and n are defined in 6.5.
F = 95 for turbine installations, electric propulsion 6.6.2 The diameter, dp of the tailshaft determined
installations and oil engine installations with slip in accordance with the formula in 6.6.1 is to
type couplings; extend over a length not less than that to the
forward edge of the bearing immediately forward
= 100 for other oil engine installations; of the propeller or 2.5 dp whichever is the greater.
k = shaft design factors as given in Table 6.5.1; 6.6.3 The diameter of the portion of the tailshaft
and tubeshaft forward of the length required by
B = specified minimum tensile strength of the 6.6.2 to the forward end of the forward sterntube
material [N/mm2] as per 6.4.1. seal is to be determined in accordance with the
formula in 6.6.1 except that:
P = maximum shaft power, in [kW];
k = 1.15, where k = 1.22 or 1.26 as required by
n = Revolutions per minutes corresponding to 6.6.1 (shafts fitted with continuous liner or oil
maximum shaft power giving maximum torque. lubricated);
6.5.2 For shafts with design features other than k = 1.18, where k = 1.25 or 1.29 as required by
stated in Table 6.5.1, the value of k will be 6.5.1 (shafts with water lubricated bearings).
specially considered.
The change of diameter from that required by
6.6 Tailshafts and stern tube shafts 6.6.1 to that required by this clause should be
gradual.
6.6.1 The diameter, dp, of the tailshaft
immediately forward of the forward face of the 6.6.4 Tailshafts which run in sterntubes and tube
propeller boss or, if applicable, the forward face shafts may have the diameter forward of the
of the tailshaft flange, is to be not less than forward stern tube seal gradually reduced to the
determined by the following formula: diameter of the intermediate shaft. Abrupt
changes in shaft section at the tailshaft/tubeshaft
to intermediate shaft couplings are to be avoided.
P  560 
d p  100 k 3   [mm]
n  B  160 

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Table 6.5.1 : Shaft design factors k for line shafts and thrust shafts
Intermediate shaft with Thrust shafts external to

engine
Integral Shrink fit Key-ways Radial Longitudi On both In way of axial Straight
Factor coupling coupling cylindrical holes, nal slots sides of bearings where a sections
flange 1) 2) and transverse 6) thrust roller bearing is
tapered 3), holes 5) collars 1) used for taking
4) up thrust
k 1.0 1.0 1.1 1.1 1.2 1.1 1.1 1.0
Notes:
1) Fillet radius is not to be less than 0.08d.
2) k refers to the plain shaft section only. Where shafts may experience vibratory stresses close to
the permissible stresses for continuous operation, an increase in diameter to the shrink fit
diameter is to be provided, e.g. a diameter increase of 1 to 2% and a blending radius nearly equal
to the change in diameter are to be provided.
3) At a distance of not less than 0.2d from the end of the keyway the shaft diameter may be reduced
to the diameter calculated with k = 1.0. Fillet radii in the transverse section of the bottom of the
key way are not to be less than 0.0125d.
4) It is recommended that keyways are in general not to be used in installations with a slow speed
crosshead or 2-stroke engines with a barred speed range.
5) Diameter of radial bore (dh) not to exceed 0.3do.

The intersection between a radial and an eccentric (rec) axial bore (see below) the value will be
determined on the basis of data submitted in each case.
6) Subject to following limitations being complied with -
i) slot length (I)/outside diameter < 0.8 and

ii) inner diameter (di )/outside diameter do < 0.7 and
iii) slot width (e)/outside diameter do > 0.15.
The end rounding of the slot is not to be less than e/2. An edge rounding should
preferably be avoided as this increases the stress concentration slightly. The k
value is valid for 1, 2 and 3 slots and they are to be arranged 360, 180 or 120
degrees apart from each other respectively.

Chapter 4 Part 4
Table 6.6.1 : Shaft design factors k for tailshafts 1) and stern tube shafts
Factor Propulsion Stern tube configuration Tailshafts : propeller attachment Stern

drive method tube
Keyed Key less Flanged shafts
attachment
by shrink fit
All Oil lubricating bearings and 1.26 1.22 1.22 1.15
provided with an approved
type of oil seating gland
All Water lubricated bearings : 1.26 1.22 1.22 1.15
k continuous shaft liners /
shafts of corrosion resistant
material or equivalent
All Water lubricated bearings : 1.29 1.25 1.25 1.18
non-continuous shaft liners
Note : 1) Fillet radii in the transverse section at the bottom of the keyway are not to be less than 0.0125dp
6.7 Hollow shafts such cases the thickness of the flanges is not be
less than the coupling bolt diameter.
6.7.1 For hollow shafts where the bore exceeds
40 per cent of the outside diameter the minimum 6.8.2 The fillet radius at the base of the coupling
shaft diameter is not to be less than that given by flange is to be not less than 0.08 of the diameter
the following equation: of the shaft at the coupling. The fillets are to have
a smooth finish and are not to be recessed in way
of nuts and bolt heads. The fillet may be formed
1
do  d 4
[mm] of multiradii in such a way that the stress
3 d  concentration factor will not be greater than for a
1   i  circular fillet with radius 0.08 times the actual
 do  shaft diameter.
where, 6.8.3 Where the propeller is attached by means

of a flange, the thickness of the flange is to be not
do = outside diameter [mm]; less than 0.25 times the actual diameter of the
adjacent part of the tailshaft. The fillet radius at
d = Rule size diameter of shaft [mm], calculated the base of the coupling flange is to be not less
in accordance with 6.5 or 6.6; than 0.125 times the diameter of the shaft at the
coupling.
di = diameter of central hole [mm].
6.9 Demountable couplings
6.7.2 Where the diameter of central hole does not
exceed 0.4 times the outside diameter, no 6.9.1 Couplings are to be made of steel or other
increase over Rule size need be provided. approved ductile material. The strength of
demountable couplings and keys is to be
6.8 Integral couplings equivalent to that of the shaft. Couplings are to
be accurately fitted to the shaft.
6.8.1 The thickness of coupling flanges is not to
be less than the minimum required diameter of 6.9.2 Hydraulic and other shrink fit couplings will
the coupling bolts calculated as in para 6.9, with be specially considered upon submittal of
tensile strength of the bolt material being taken detailed preloading and stress calculations and
as the tensile strength of the corresponding shaft fitting instructions. In general, the torsional
material or 0.2 times the rule diameter of the shaft holding capacity is to be at least 2.8 times the
under consideration, whichever is greater. transmitted torque and preload stress is not to
Special consideration will be given by IRS for exceed 70 per cent of the yield strength.
flanges having non-parallel faces; however, in

Page 43 of 60
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6.9.3 Provision is to be made to resist astern pull. P
Q = 9550 (1+C) . S [N-m]
6.10 Tooth couplings n
Where,
6.10.1 The contact stress, c, at the flanks of
mating teeth of a gear coupling is not to exceed P = power transmitted, kW
that given in Table below, where:
n = RPM of the shaft
6
24 x10 P C = coefficient as per Table 6.12.1
c  [ N/mm 2 ]
nd p bhz
S = 2.0 for assemblies accessible from within the
vessel
P and n are defined in 6.4.1.
= 2.5 for assemblies not accessible from within
dp = pitch circle diameter of coupling teeth [mm] the vessel.
b = tooth facewidth [mm]
Table 6.12.1 : 'C' values for guidance
h = tooth height [mm]
purposes
z = number of teeth (per coupling half).
Coupling Location C
High Speed Shafting
Allowable c values 0.3
- IC engine driven
Tooth material surface Allowable c High Speed Shafting
treatment value [N/mm2] - Electric Motor or Turbine 0.1
driven
Surface hardened teeth 19
Low Speed Shafting
Through hardened teeth 11 0.1
- Main or PTO stage gearing
6.10.2 Where experience has shown that under 6.12.2 The effect of any axial load acting on the
similar operating and alignment conditions, a assembly is to be considered.
higher tooth loading can be accommodated full
details are to be submitted for consideration. 6.12.3 The resulting equivalent von Mises stress
in the assembly is not to be greater than the yield
6.11 Flexible couplings strength of the component material.
6.11.1 Details of flexible couplings are to be 6.12.4 Reference marks are to be provided on the
submitted together with the manufacturers' rating adjacent surfaces of parts secured by shrinkage
capacity, for the designed operating conditions alone.
including short term high power operation.
Verification of coupling characteristics will be 6.13 Coupling bolts
required.
6.13.1 The diameter of the fitted bolts at the
6.11.2 In determining the allowable mean, joining faces of the coupling is to be not less than
maximum and vibratory torque ratings, that given by the following formula:
consideration of the mechanical properties of the
selected elastic element type in compression,
d 3 (T  160)
shear and fatigue loading together with heat d b  0.65
absorption/generation is to be given. iD Tb
where,
6.11.3 In determining the allowable torque ratings
of the steel spring couplings, consideration of the db = diameter of the fitted coupling bolts [mm];
material mechanical properties to withstand
fatigue loading and overheating is to be given. d = required diameter [mm], of the intermediate
shaft taking into account ice strengthening
6.12 Interference fit assemblies requirements, if applicable;
6.12.1 The interference fit assembly is to have a T = specified minimum tensile strength of the
capacity to transmit a torque Q without slippage. shaft material [N/mm2];

Chapter 4 Part 4
Tb = specified minimum tensile strength of the 6.15 Keys and keyways for propeller
bolt material [N/mm2]; connections
= and also T  Tb  1.7 T, but not higher than 6.15.1 Round ended or sled-runner ended keys
1000 [N/mm2] are to be used, and the key ways in the propeller
boss and cone of the tailshaft are to be provided
i = number of bolts in the coupling; with a smooth fillet at the bottom of the keyways.
The radius of the fillet is to be at least 0.0125 of
D = pitch circle diameter of bolt holes [mm]. the diameter of the tailshaft at the top of the cone.
The sharp edges at the top of the keyways are to
6.13.2 The diameter of the non-fitted bolts will be be removed.
specially considered upon the submittal of
detailed preloading and stress calculations and 6.15.2 Two screwed pins are to be provided for
fitting instructions. securing the key in the keyway, and the forward
pin is to be placed at least one-third of the length
6.14 Tailshaft liners of the key from the end. The depth of the tapped
holes for the screwed pins is not to exceed the
6.14.1 The thickness, t, of bronze or gunmetal pin diameter and the edges of the holes are to be
liners fitted on tailshafts, in way of bearings, is not slightly beveled.
to be less than given by following formula:
6.15.3 The distance between the top of the cone
168  d p and the forward end of the keyway is to be not
t [mm] less than 0.2 of the diameter of the tailshaft at the
28 top of the cone.
where, 6.15.4 The effective sectional area of the key in

d3
t = thickness of liner [mm]; shear, is to be not less than [mm2]
2.6 d 1
dp = diameter of tailshaft under the liner [mm].
where,
6.14.2 The thickness of the continuous liner
between the bearings is not be less than 0.75t. d = diameter [mm], required for the intermediate
shaft determined in accordance with 6.4, based
6.14.3 Continuous liners are preferably to be cast on material having a specified minimum tensile
in one length. If made of several lengths, the strength of 400 [N/mm2] and k = 1;
joining of the separate pieces is to be made by
welding through the whole thickness of liner d1 = diameter of shaft at mid-length of the key
before shrinking. In general, the lead content of [mm].
the gunmetal of each length forming a butt
welded liner is not to exceed 0.5 per cent. The 6.16 Stern tube and bearings
composition of the electrode or filler rods is to be
substantially lead free. 6.16.1 The length of the bearing in the sternbush
next to and supporting the propeller is to be as
6.14.4 The liners are to withstand a hydraulic follows:
pressure of 2.0 bar after rough machining.
a) For water lubricated bearings; the length is to
6.14.5 The liners are to be carefully shrunk or be not less than 4 times the rule diameter for
forced upon the shaft by hydraulic pressure, and the tailshaft under the liner;
they are not to be secured by pins.
i. For a bearing of synthetic material,
6.14.6 Effective means are to be provided for consideration may be given to a
preventing water from reaching the shaft at the bearing length not less than twice the
part between the after end of the liner and the rule diameter for the tail shaft,
propeller boss. provided the bearing design and
material is substantiated by
6.14.7 If the liner does not fit the shaft tightly experiments to the satisfaction of
between the bearing portions in the stern tube, IRS.
the space between the shaft and the liner is to be
filled with a plastic insoluble non-corrosive
compound.

Page 45 of 60
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ii. Synthetic materials for application as increased bearing pressure. Synthetic
water lubricated stern tube bearings materials for application as oil lubricated
are to be type approved. stern tube bearings are to be type approved.
b) For bearings which are white-metal lined, oil 6.16.2 Forced water lubrication is to be provided
lubricated and provided with an approved for all bearings lined with rubber or plastics where
type of oil sealing gland; the shaft diameter is 380 [mm] or over. The
supply water may come from a circulating pump
i. the length of the bearing is to be not or other pressure source. The water grooves in
less than twice the rule diameter for the bearings are to be of ample section and of a
the tailshaft. shape which will be little affected by weardown,
particularly for bearings of the plastic type.
ii. the length of the bearing may be less
provided the nominal bearing 6.16.3 The shut off valve or cock controlling the
pressure will not exceed 0.8 [N/mm2] supply of water is to be fitted direct to the after
as determined by static bearing peak bulkhead, or to the sterntube where the
reaction calculation taking into water supply enters the sterntube forward of the
account shaft and propeller weight bulkhead.
which is deemed to be exerted solely
on the aft bearing divided by the 6.16.4 Where a tank supplying lubricating oil to
projected area of the shaft. However, the sterntube is fitted, it is to be located above the
the length of the bearing is to be not load water line and is to be provided with a low
less than 1.5 times its actual level alarm device in the engine room.
diameter;
6.16.5 For vessels with TAILSHAFT CONDITION
c) For bearings of cast iron, bronze which are MONITORING (TCM) notation, the following
oil lubricated and fitted with an approved oil arrangements are to be provided/ requirements
sealing gland; the length of the bearing is, in are to be met:
general, to be not less than 4 times the rule
diameter for tailshaft; (a) Oil Lubricated Bearings:
d) For bearings which are grease lubricated, the (i) Where sternbush bearings are oil
length of bearing is to be not less than 4 times lubricated, provision is to be made for
the rule diameter for the tailshaft; cooling the oil by maintaining water in the
after peak tank above the level of the
e) For water lubricated bearings lined with two sterntube or by other approved means.
or more circumferentially spaced sectors of Means of ascertaining the temperature of
an approved plastics material, in which it can the oil in the sternbush are also to be
be shown that the sectors operate on provided;
hydrodynamic principles, the length of the
bearing is to be such that the nominal bearing (ii) At least two independent temperature
pressure will not exceed 0.55 [N/mm2]. The sensors or other approved arrangements
length of the bearing is not to be less than are to be provided for measuring the aft
twice its rule diameter; bearing temperature;
f) For approved oil lubricated bearings of (iii) The oil sealing glands used for
synthetic rubber, reinforced resin or plastic sterntube bearings are to be of approved
materials, the length of the bearing is to be type, which will allow for their
not less than 2.0 times the rule diameter of replacement without shaft withdrawal
the shaft in way of the bearing. The length of and removal of the propeller;
the bearing may be reduced provided the
nominal pressure is not more than 6 bar as (iv) An arrangement for readily obtaining
determined by static bearing reaction accurate oil samples is to be provided.
calculation taking into account shaft and The sampling point is to be taken from
propeller weight which is deemed to be the lowest point in the lub.oil system as
exerted solely on the aft bearing divided by far as practicable. Also the arrangements
the projected area of the shaft. In any case are to be such as to permit the effective
the length is not to be less than 1.5 times the removal of the contaminants from the oil
actual diameter. Where the material has lubricating system. The oil sampling
proven satisfactory testing and operating points are to be arranged with a test cock
experience, consideration may be given to an and fitted with a signboard;

Chapter 4 Part 4
(v) Possible water content in stern tube (vii) High / low level alarm on the
lubricating oil is to be monitored by either lubricant header tanks are to be
a test kit provided onboard or by an provided;
accredited laboratory;
(viii) For closed loop systems, suitable
(vi) An arrangement for bearing wear provisions (such as relief valves, vents)
down measurements is to be provided. for relieving the pressure are to be
Hand operated gauges (like poker provided, if the system is capable of
gauges) are considered to be building up pressure above the
acceptable. maximum pressure, that the sealing
devices are designed to.
(b) Water Lubricated Bearings
(ix) The sealing glands used for
(i) An arrangement for bearing wear sterntube bearings are to be of approved
down measurements is to be provided. type, which will allow for their
Hand operated gauges (like poker replacement without shaft withdrawal
gauges) are acceptable. Where used, and removal of the propeller.
methods to remotely monitor the aft
propeller shaft bearing performance and 6.16.6 Stern seals are to be of the axially direct
wear are to be approved and provided face type. Soft packing glands are to be used only
with redundancy. Sensors used for wear if specified by Owners.
down monitoring are to be of approved
type. Where a single sensor is installed, 6.16.7 Where bulkhead glands are fitted, a
spare sensor is to be kept onboard the watertight sealing arrangement is to be provided.
ship. Documentation for trending of rate Bulkhead seals is not to be formed by a bulkhead
of bearing weardown obtained from mounted plummer bearing.
performance monitoring devices is to be
in place onboard; 6.16.8 Plummer bearings are to be either
bulkhead mounted or of pedestal type.
(ii) The lubricant sampling points are to
be arranged with a test cock and fitted 6.17 Roller element bearings
with a signboard. The open end of the
sample pipe is to be located such that the 6.17.1 Roller element bearings are to have
condition of the lubricant and shafting design life, L10h not less than:
arrangements are most accurately
reflected. The sample is not to be taken - 40,000 hours for propeller thrust bearing;
downstream of filters fitted in the system;
- 30,000 hours for other bearings.
(iii) Filters in the system are to be
provided with sufficient redundancy to Where L10h is the basic rating life in hours which
ensure safe and uninterrupted operation 90% of a sufficiently large group of apparently
of the propulsion system. Automatic start identical bearings is expected to attain.
of pumps is to be arranged on failure of
circulation of the lubricant below 6.18 Shaft bearing materials
acceptable limits;
6.18.1 Shaft bearing fitted in stern bushes and
(iv) Provision for alternative means of shaft bossings in “A” and “P” brackets are to be
lubricant supply is to be arranged in order constructed from an approved material and
to maintain lubrication in case of loss of effectively secured to prevent rotational and axial
system integrity; movement in the stern tube(s) and stern bush(es)
(v) Monitoring of lubricant temperature, 6.19 Glass Reinforced Plastic coating

flow and pressure is to be provided on
the lubricant supply piping to the stern 6.19.1 The tail shaft may be protected by a
tube with means of warning; fiberglass reinforced plastic coating between
liners in accordance with the following procedure,
(vi) Means of warning to detect which effectively prevents sea water from
contamination by sea water are to be contacting the steel shaft. In such cases, the
provided (for closed loop system) tailshaft survey interval would be 5 years as

Page 47 of 60
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applicable for the tailshaft survey notation machining marks verified by visual
TS(CL). The procedure is to be approved in each examination at low magnification (x20)
case: as required by section 8.4 of ISO
1352:2011.
a) Coatings are to consist of at least 4 plies
of cross-woven glass tape impregnated .2 Test procedures are to be in
with resin or equivalent process. accordance with section 10 of ISO
1352:2011.
b) The shaft is to be cleaned with solvent or
grit blasted. Table 6.20.2.3: Test Condition
Loading Type Torsion
c) Shaft is to be examined and 1st coat is to Stress ratio R = -1
be given in presence of Surveyors. Load waveform Constant-amplitude
sinusoidal
d) Shaft is to be subjected to spark test after Evaluation S-N Curve
coating. There should be freedom from Number of cycles for 1 x 107 cycles
porosity. test termination
e) Effective means are to be provided to 6.20.2.4 Acceptance criteria
prevent water gaining access to the
metallic region of the shaft. .1 Measured high-cycle fatigue strength
f) It is to be ensured that provision is made 𝜏 and low cycle torsional fatigue
for overlapping and adequate bonding of strength 𝜏 are to be equal to or greater
the coating. than the values given by the following
formulae:
g) The end of the liner is to stepped and
tapered as required to protect the end of 𝜎 160
the wrapping. 𝜏 𝜏 , 𝐶 𝐶
6
6.20 Special approval of alloy steel used for 1
intermediate shaft material 𝜏 1.7 𝜏
𝑐
6.20.1 This sub-section applies to the approval of
alloy steel which has a minimum specified tensile Where
strength greater than 800 [N/mm2], but less than
950 [N/mm2] intended for use as intermediate Ck = factor for the particular shaft
shaft material. design features, see 6.2.4
6.20.2 Torsional fatigue test scf = stress concentration factor

, see 6.2.4
6.20.2.1 A torsional fatigue test is to be
performed to verify that the material exhibits CD = Size factor, see 8.4.2
similar fatigue life as conventional steels. The
torsional fatigue strength of said material is to be σB = specified minimum tensile
equal to or greater than the permissible torsional strength in [N/mm2] of the shaft
vibration stress given by the formulae in 8.4.2. material.
6.20.2.2 The test is to be carried out with notched 6.20.3 Cleanliness requirements
and unnotched specimens respectively. For
calculation of the stress concentration factor of 6.20.3.1 The steels are to have a degree of
the notched specimen, fatigue strength reduction cleanliness as shown in Table 6.20.3.1 when
factor β should be evaluated in consideration of tested according to ISO 4967:2013 method A.
the severest torsional stress concentration in the Representative samples are to be obtained from
design criteria. each heat of forged or rolled products.
6.20.2.3 Test Conditions 6.20.3.2 The steels are generally to comply with
the minimum requirements of Pt.2, Ch.5 Sec.2,
.1 Test conditions are to be in Table 2.2.2, with particular attention given to
accordance with Table 6.20.2.3. Mean minimizing the concentrations of sulphur,
surface roughness is to be less than phosphorus and oxygen in order to achieve the
0.2μm Ra with the absence of localized cleanliness requirements. The specific steel
composition is required to be approved by IRS.

Chapter 4 Part 4
Table 6.20.3.1 : Cleanliness 6.20.4 Inspection

Requirements
Inclusion Series Limiting chart 6.20.4.1 The ultrasonic testing required by Pt 2
Group diagram index Ch5 is to be carried out prior to acceptance. The
Type A Fine 1 acceptance criteria are to be in accordance with
Thick 1 IRS Classification Note “Guidelines for Non-
Type B Fine 1.5 Destructive Testing of Hull and machinery Steel
Thick 1 Forgings” or a recognized national or
Type C Fine 1 international standard.
Thick 1
Type D Fine 1
Thick 1
Type DS - 1
Section 7
Propellers
7.1 Scope
j) Number of blades, N;
7.1.1 The requirements of this Section cover the
construction, materials and inspection of k) Developed area ratio, a.
propellers.
7.2.2 In case of controllable pitch propeller
7.2 Plans and particulars following additional plans / data is to be
submitted:
7.2.1 A plan, in triplicate, of the propeller is to be
submitted for approval, together with the - Hub and it’s attachments to tailshaft
following particulars: flange with connecting bolts
- Propeller blade flange and it’s attachment
a) Maximum shaft power, P, in [kW]; bolts
- Internal control mechanisms
b) Revolutions per minute of the propeller at - Hydraulic piping control systems
maximum power, R; - Instrumentation and alarm systems
- Strength calculations for internal
c) Propeller diameter, D [m]; components
d) Pitch at 25 per cent radius (for solid In case of highly skewed propellers with skew
propellers only), P0.25 [m]; angle greater than 50 degree and controllable
pitch propeller skew angle greater than 25
e) Pitch at 35 per cent radius (for controllable degrees, propeller load and stress analysis
pitch propellers only), P0.35 [m]; proving adequacy of blade strength are to be
submitted.
f) Pitch at 70 per cent radius, P0.7 [m];
7.3 Materials
g) Length of blade section of the expanded
cylindrical section at 25 per cent radius (for 7.3.1 Castings for propellers and propeller blades
solid propeller only), L0.25 [mm]; are to comply with the requirement of Pt.2, Ch.8.
The specified minimum tensile strength is to be
h) Length of blade section of expanded not less than stated in Table 7.4.1.
cylindrical section at 35 per cent radius (for
controllable pitch propellers only) L0.35 [mm]; 7.3.2 When it is proposed to use materials which
are not included in Table 7.4.1, details of the
i) Rake at blade tip measured at shaft axis chemical composition, mechanical properties
(backward rake positive, forward rake and density are to be submitted for approval.
negative), K [mm];

Page 49 of 60
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7.4 Design propeller blades at 25 per cent radius for solid
propellers, at 35 per cent for controllable pitch
7.4.1 Minimum blade thickness propellers, neglecting any increase due to fillets,
is to be not less than:
7.4.1.1 Where the propeller blades are of
conventional design, the thickness, t, of the
Table 7.4.1 : Material constants
Materials Specified min. UTS [N/mm2] f w

Manganese bronze Grade Cu 1 440 20.6 8.3
Ni-Manganese bronze Grade Cu 2 440 20.9 8.0
Ni-Aluminium bronze Grade Cu 3 590 25.7 7.5
Mn-Aluminium bronze Grade Cu 4 630 23.25 7.5
Cast iron 250 11.77 7.2
Carbon and low alloy steels 400 14.0 7.9
Note : The value of f may be increased by 10 percent for twin screw and outboard propellers of triple
screw ships.
a) For fixed propellers (tension side) of the section at 25 per cent radius
or 35 per cent radius, as applicable [mm];
AP 2.5BKC s
t 0.25  1055  L = length of the blade section of the expanded
C n CRN C Cn cylindrical section at 25 per cent radius or 35 per
cent radius, as applicable [mm];
b) For controllable pitch propellers
T = maximum thickness of the expanded
cylindrical section as approved at 25 per cent or
AP 1.6 BKC s 35 per cent radius, as applicable [mm];
t 0.35  847 
C n CRN C Cn
Cs = section area coefficient at 25 per cent radius
or 35 per cent radius as applicable;
where,
t0.25 = minimum blade thickness required at 25 per as


cent radius; LT
t0.35 = minimum blade thickness required at 35 per as = area of the expanded cylindrical section at
radius; 25 per cent radius or 35 per cent radius, as
applicable [mm2];
Cn = section modulus coefficient at 25 per cent
radius or 35 per cent radius as applicable; f = material constant as per Table 7.4.1;
lo w = material constant as per Table 7.4.1;

= 2
and is not to be taken greater than
Uf L T
a) For fixed-pitch propellers
0.10;
lo = moment of inertia of the expanded cylindrical 6.0 D 4.3 P0.25

A  1.0  
section at 25 per cent radius or 35 per cent P0.7 D
radius, as applicable, about a straight line
passing through the center of gravity parallel to 2 3
the pitch line or to the nose-tail line [mm4];  4300 w a   R   D 
B    
 N   100   20 
Uf = maximum normal distance from the moment
of inertia axis to points on the face boundary

Chapter 4 Part 4
 1.5P0.25  be kept to a minimum. When the rubber ring is

C  1   L 0.25 f  B fitted internally, ample clearance is to be provided
 D  between liner and hub and the ring is to be
sufficiently sized to squeeze in to the clearance
b) For controllable pitch propellers space when the propeller is driven up on the
shaft, and, where necessary, a filler piece is to be
6.0 D 3.0 P0.35 fitted in the propeller - hub keyway to provide a
A  1.0   flat unbroken seating for the ring. The recess
P0.7 D formed at the small end of the taper by the over
hanging propeller hub is to be packed with red
2 3 lead putty or rust-preventing compound before
 4900 w a   R   D  the propeller nut is put on.
B    
 N   100   20 
7.5.3 Effective means are to be provided to
prevent the slackening of the propeller nut.
 0.6P0.25 
C  1   L 0.35 f  B 7.6 Keyless fittings of propellers without ice
 D 
strengthening
7.4.1.2 Propellers of unusual design or 7.6.1 Design criteria
application will be subject to special
consideration upon submittal of detailed stress 7.6.1.1 The formulae, etc., given herein are not
calculations. applicable for propellers where a sleeve is
introduced between shaft and boss.
7.4.1.3 Fillets at the root of the blades are not to
be considered in the determination of blade 7.6.1.2 The taper of the propeller shaft cone is not
thickness. to exceed 1/15.
7.4.2 Controllable pitch propellers 7.6.1.3 Prior to final pull-up, the contact area
between the mating surfaces is to be checked
7.4.2.1 In the case of controllable - pitch and is not to be less than 70% of the theoretical
propellers, means are to be provided to lock the contact area (100%). Non-contact bands
blades in ahead position in case of the failure of extending circumferentially around the boss or
the pitch operating mechanism. over the full length of the boss are not acceptable.
7.4.2.2 A propeller pitch indicator is to be fitted at 7.6.1.4 After final pull-up, the propeller is to be
each location from which it is possible to control secured by a nut on the propeller shaft. The nut
the pitch of the propeller. should be secured to the shaft.
7.5 Fitting of propellers 7.6.1.5 The factor of safety against friction slip at
35°C is not to be less than 2.8 under the action of
7.5.1 The propeller boss is to be a good fit on the rated torque (based on rated power r.p.m.) plus
tailshaft cone. The forward edge of the bore of the torque due to torsionals.
propeller boss is to be rounded to about 6 [mm]
radius. In general the contact area between 7.6.1.6 For the oil injection method the coefficient
propeller hub and tailshaft taper is to be not less of friction is to be should be 0.13 for bosses made
than 70 per cent of the theoretical contact area. in copper-based alloy and steel.
On completion of final pull-up propeller is to be
secured. 7.6.1.7 The maximum equivalent uniaxial stress
in the boss at 0°C based on the Mises-Hencky
7.5.2 The exposed part of the tailshaft is to be criterion(σE) is not to exceed 70% of the yield
protected from the action of water by filling all point or 0.2% proof-stress (0.2% offset yield
spaces between propeller hub, cap and shaft with strength) for the propeller material based on the
a suitable filling material. The propeller assembly test piece value. For cast iron the value is not to
is to be sealed at the forward end with a well-fitted exceed 30% of the nominal tensile strength.
soft rubber packing ring. When the rubber ring is
fitted in an external gland, the hub counterbore is 7.6.1.8 Stress calculations and fitting instructions
to be filled with suitable material, and clearances are to be submitted and are to include at least the
between shaft liner and hub counterbore are to following:

Page 51 of 60
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i)Theoretical contact surface area P35 = surface pressure (N/mm2) between
mating surfaces at 35°C
ii)The maximum permissible pull-up A = 100% theoretical contact area (mm2)
length at 0°C as limited by the maximum between boss and shaft, as read from
permissible uniaxial stress specified drawings and disregarding oil grooves
above
S = factor of safety against friction slip at
iii)The minimum pull-up length and 35°C
contact pressure at 35°C to attain a
safety factor against slip of 2.8 θ = half taper of propeller shaft, e.g. taper
= 1/15. θ = 1/30
iv)The proposed pull-up length and μ = coefficient of friction between mating

contact pressure at fitting temperature surfaces
v) The rated propeller ahead thrust T = rated thrust (N)
7.6.2 Material Constants Corresponding minimum pull-up length at

temperature 35°C
Modulus of elasticity
Cast and forged steel 20.58 x 104 N/mm2 𝐷 1 𝐾 1 1
𝛿 𝑃 𝑣 1 𝑣
Cast iron 9.8 x 104 N/mm2 2𝜃 𝐸 𝐾 1 𝐸
Copper based alloys, 10.78 x 104 N/mm2
Cu 1 and Cu 2 δ35 = pull-up length (mm) at temperature
Copper based alloys, 11.76 x 104 N/mm2 35°C
Cu 3 and Cu 4
K = Db/Ds
Possion’s ratio
Cast and forged steel 0.29 Es = modulus of elasticity (N/mm2) of
Cast iron 0.26 shaft material
All copper-based 0.33
alloys Eb = modulus of elasticity (N/mm2) of
boss material
Coefficient of linear expansion
Cast and forged steel 12 x 10-6 mm/mm ˚C Ds = diameter (mm) of propeller shaft at
and cast iron the midpoint of the taper in the axial
All copper-based 17.5 x 10-6 mm/mm ˚C direction
alloys
Db = mean outer diameter (mm) of
propeller boss at the axial position
7.6.3 Formulae used
corresponding to Ds
7.6.3.1 The formulae given below, for the ahead
condition, will also give sufficient safety in the vs = Poisson’s ratio for shaft material
astern condition.
vb = Poisson’s ratio for boss material
7.6.3.2 The formulae are applicable for solid
shafts only. 7.6.3.4 Minimum pull-up length at temperature t
(where t<35°C)
7.6.3.3 Minimum required surface pressure at
𝐷
35°C is to be: 𝛿 𝛿 𝛼 𝛼 35 𝑡
2𝜃
𝑆𝑇 𝐹
𝑃 𝑆𝜃 𝜇 𝐵 Corresponding minimum surface pressure at
𝐴𝐵 𝑇
temperature t
Where 𝛿
𝑃 𝑃
𝛿
𝐵 𝜇 𝑆 𝜃

Chapter 4 Part 4
Minimum push-up load at temperature t 7.6.3.6 Shear force at interface
𝑊 𝐴𝑃 𝜇 𝜃 2𝑐𝑄
𝐹
𝐷
δt = pull-up length (mm) at temperature
t°C Fv = shear force at interface (N)
Ds = diameter (mm) of propeller shaft at c = constant,

the midpoint of the taper in the axial
direction c = 1.0 for turbines, geared diesel drives,
electric drives and for direct diesel drives
αs = coefficient of linear expansion with a hydraulic or an electromagnetic or
(mm/mm°C) of shaft material high elasticity coupling
αb = coefficient of linear expansion c = 1.2 for a direct diesel drive.

(mm/mm°C) of boss material IRS reserves the right to increase the c
constant if the shrinkage has to absorb
Pt = surface pressure (N/mm2) between an extreme high pulsating torque.
mating surfaces at temperature t°C
Q = rated torque (N mm) transmitted
Wt = push-up load (N) at temperature t°C according to rated horsepower, H, and
speed of propeller shaft
7.6.3.5 Maximum permissible surface pressure at
0°C 7.6.3.7 Rated thrust developed for free running
vessels ( if not given)
0.7𝜎 𝐾 1
𝑃 𝐻
√3𝐾 1 𝑇 9.8 132
𝑉
Corresponding maximum permissible pull-up
length at 0°C Or
𝑃 𝐻
𝛿 𝛿 𝑇 9.8 4.3 . 10
𝑃 𝑃𝑁
Pmax = maximum allowable surface

pressure (N/mm2) at 0°C T = rated thrust (N)
σy = yield point or 0.2% proof stress H = rated brake horsepower (PS)

(0.2% offset yield strength) of propeller
material (N/mm2) Vs = ship speed (knots) at rated
horsepower
P35 = surface pressure (N/mm2) between
mating surfaces at 35°C P = mean propeller pitch (mm)
δmax = maximum allowable pull-up length N = propeller speed (r.p.m.) at rated

(mm) at temperature 0°C brake horsepower

Page 53 of 60
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Section 8
Vibrations and Alignment
8.1 Scope for the dynamic systems formed by the oil

engines, turbines, motors, generators, flexible
8.1.1 The requirements of this Section are couplings, gearing, shafting and propeller, where
applicable to the following systems: applicable, including all branches, are to be
submitted for approval together with the
a) Main oil engine propulsion systems, except in associated plans.
the case of ships classed for smooth water
service, when fitted with engines having 8.4.1.2 Particulars of the division of power
powers less than 200 [kW]. developed throughout the speed range for
turbines or from all intended combinations of
b) Auxiliary oil engine machinery systems used operation in oil engine installations having more
for essential services, where the power than one engine and/or with power take-off
developed by auxiliary engines is 200 [kW] systems are to be submitted.
and over.
8.4.1.3 Any special speed requirements for
c) Main propulsion systems formed by turbines prolonged periods in service are to be indicated,
or electric motors geared to the shafting and e.g., range of trawling revolutions per minute,
situated aft. range of operation revolutions per minute with a
controllable pitch propeller, idling speed, etc.
8.1.2 Unless otherwise advised, it is the
responsibility of the Shipbuilder as the main 8.4.1.4 The calculations and/or measurements
contractor to ensure, in co-operation with the carried out on oil engine installations containing
Engine builders, that the information required by transmission items sensitive to vibratory torque,
this Section is prepared and submitted. e.g. gearing, flexible couplings, or generator
rotors and their drives, are to take into account
8.2 Basic system requirements the effects of engine malfunction commonly
experienced in service, such as cylinder(s) not
8.2.1 The systems are to be free from excessive firing.
torsional, axial and lateral vibration, and are to be
aligned in accordance with tolerances agreed 8.4.1.5 Restricted speed ranges will be imposed
with the respective manufacturers. in regions of speed where stresses are
considered to be excessive for continuous
8.2.2 Where changes are subsequently made to running. Similar restrictions will be imposed, or
a dynamic system which has been approved, other protective measures required to be taken,
revised calculations are to be submitted for where vibratory torques are considered to be
consideration. excessive for particular machinery items.
8.3 Resilient mountings 8.4.1.6 Where calculations indicate the possibility

of excessive torsional vibration within the range
8.3.1 Where the machinery is installed on of working speeds, torsional vibration
resilient mountings, linear vibration (steady state measurements, using the appropriate recognized
and transient) is not to exceed the limiting values techniques, may be required to be taken from the
agreed with the manufacturers of the machinery machinery installation for the purpose of
nor those of the resilient mountings. determining the need for restricted speed ranges.
8.3.2 Misalignment arising from such vibration is 8.4.2 Permissible limits of stresses due to
not to impose excessive loading on machinery torsional vibrations
components within the system.
8.4.2.1 Alternating torsional vibration stresses
8.4 Torsional vibration are stresses resulting from the alternating torque
which is superimposed on the mean torque.
8.4.1 General
8.4.2.2 In no part of the propulsion system may
8.4.1.1 Torsional vibration calculations, including the alternating torsional vibration stresses
an analysis of the vibratory torques and stresses
Chapter 4 Part 4
exceed the values of 1 for continuous operation  = speed ratio = n/no;

and 2 for transient running.
n = speed in rpm under consideration at rated
8.4.2.3 For continuous operation the permissible power;
stresses due to alternating torsional vibrations
are not to exceed the following values: no = rated speed in rpm.
B  160 8.4.2.4 Where a vessel, because of its type of

1   C k C D (3  2 2 ) for   0.9 employment, is operated predominantly in the
18 lower speed range, special consideration may be
given to the permissible stresses for continuous
B  160 operation.
1   1.38 C k C D for 0.9    1.05
18
where, 8.4.2.5 Where the stresses exceed the limiting
values of 1 for continuous operation, restricted
1 = permissible stress due to torsional vibrations speed ranges are to be imposed which are only
for continuous operation [N/mm2]; allowed to be passed through rapidly. Cl.4.12.6.1
may also be referred for barred speed range
requirements.
B = tensile strength of shaft material [N/mm2];
8.4.2.6 Restricted speed ranges are not
For calculation purposes, this value is not to be
acceptable, in the speed range between 0.8 to
taken greater than:
1.05 of the rated speed. The limits of the barred
speed range are to be calculated in accordance
 600 [N/mm2] for carbon and carbon
with the following formula unless proved to be
manganese steels; and
otherwise.
 800 [N/mm2] for alloy steels;
Ck = factor for different shaft design features as 16 N c (18   ) N c

n
given in Table 8.4.2; 18   16
CD = size factor = 0.35 + 0.93d-0.2;
where,
do = shaft outside diameter under consideration
[mm]; nc = critical speed in [rpm].

Page 55 of 60
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Table 8.4.2 : ck factors for different design features
Intermediate shafts with Thrust shafts Tailshafts

external to engines
bearing and forward

Key fitted propellers
Keyway, cylindrical
Flange mounted or
keyless taper fitted
flange and straight
shrink fit couplings
In way of bearing
Longitudinal slot1
Between forward
Keyway, tapered
Integral coupling
On both sides of
bearing is used
end of aft most
stern tube seal

when a roller
thrust collar
Radial hole
connection
connection
propellers
section
Ck = 1.0 1.0 0.60 0.45 0.50 0.30 2) 0.85 0.85 0.55 0.55 0.80
Note:
1) The ck value is valid for 1, 2 and 3 slots and they are to be arranged 360, 180 or 120 degrees
apart from each other respectively.
2) Ck = 0.3 is an approximation within the limitations given in Note No.6 under Table 6.5.1. More
accurate estimate of the stress concentration factor (scf) may be determined from 6.2.3 c) or by
direct application of FEM calculation. In which case:
Ck = 1.45/scf
The scf is defined as the ratio between the maximum local principal stress and 3 times
the nominal torsional stress (determined for the bored shaft without slots).
8.4.2.7 For transient running the permissible due to axial vibrations are satisfactory throughout
stresses due to the alternating torsional the speed range, so far as practicable. Where
vibrations are not, in any case, to exceed the appropriate, amplitudes may be reduced by the
values given by the following formula: use of suitable vibration dampers or phasing of
propeller and engine, etc.
1 .7  1
2  for   0.8 8.5.2 Unless previous experience of similar
Ck installation shows it to be unnecessary,
where, calculations of the shafting system are to be
carried out. These calculations are to include the
2 = permissible stress due to torsional vibrations effect of the thrust block seating and the
for transient running. surrounding hull structure taking part in the
vibration. The result of these calculations or the
8.4.2.8 If materials with greater specified or evidence of previous experience is to be
actual tensile strength than the limitations given submitted for consideration.
in 8.4.2.3 are used higher permissible vibration
stresses are not acceptable when derived from 8.5.3 Where calculations indicate the possibility
formulae in 8.4.2.3. Higher permissible stress of excessive axial vibration amplitudes within the
may be allowed for intermediate shaft using alloy range of working speeds, measurements using
steel, when it is verified that the material used an appropriate recognized technique may be
exhibit fatigue life as conventional steel when required to be taken from the shafting systems for
tested as per 6.20 of this chapter. the purpose of determining the need for restricted
speed ranges.
8.5 Axial vibrations
8.6 Lateral vibrations
8.5.1 For all main propulsion shafting systems,
the Shipbuilders are to ensure that amplitudes 8.6.1 For all main propulsion shafting systems,
the Shipbuilders are to ensure that amplitudes

Chapter 4 Part 4
due to lateral vibrations are satisfactory position the bearings and construct the bearing
throughout the speed range. seatings to minimize the effects of movements
under all operating conditions.
8.6.2 Unless previous experience of similar 8.7.2 For geared installations, where two or more
installations shows it to be unnecessary, pinions are driving the final reduction wheel,
calculations of lateral, or bending, vibration calculations are to be submitted to verify that
characteristics of the shafting system are to be shaft alignment is such that proper bearing
carried out. These calculations, taking account of reactions are maintained under all operating
dynamic bearing stiffnesses, are to cover the conditions.
frequencies giving rise to all critical speeds which
may result in significant amplitudes within the 8.7.3 Shaft alignment calculations are to be
speed range, and are to indicate relative submitted for the following alignment-sensitive
deflections and bending moments throughout the types of installations for review:
shafting system.
i) Propulsion shafting with power take-
8.6.3 The results of these calculations, or the off or with booster power
evidence of previous experience, is to be arrangements.
submitted for consideration. ii) Propulsion shafting for which the tail
shaft bearings are to be slope bored.
8.6.4 Where calculations indicate the possibility iii) Propulsion shaft having diameter
of excessive lateral vibration amplitudes within 300mm. and above in way of after
the range of working speeds, measurements most stern tube bearing
using an appropriate recognized technique may iv) Propulsion shafting arrangement
be required to be taken from the shafting system requiring long shaft line.
for the purpose of determining the need for
restricted speed ranges. The alignment calculations are to include bearing
reactions, shear forces and bending moments
8.7 Shaft alignment along the shafting.
8.7.1 For main propulsion installations, the The alignment calculations are to be performed
shafting is to be aligned to give reasonable for the following conditions, as applicable:
bearing reactions, and bending moments, taking
into consideration following factors : - Theoretically aligned cold and hot
conditions of the shaft with specified
- Forces which may affect the reliability of alignment tolerances.
the propulsion shafting system including
weight of the propeller and shafts, - Deviation from the theoretical aligned
conditions due to the forces exerted by
- Hydrodynamic forces acting on the power take-off or booster power.
propeller,
Calculations are to be performed for the
- Number of propeller blades in relation to maximum allowable alignment tolerances and
diesel engine cylinders, are to show that:
- Misalignment forces, - Bearing loads under all operating

conditions are within the acceptable limits
- Thermal expansion, specified by the bearing manufacturer.
- Flexibility of engine and thrust bearing - Bearing reactions are always positive (i.e.
foundations, supporting the shaft).
- Engine induced vibrations, gear tooth - Shear forces and bending moments on
loadings, flexible couplings, the shaft are within acceptable limits in
association with other stresses in the
- Effect of power take-off, shaft.
- Effect of hull deformations at all - Forces and moments on propulsion

conditions of ship loading and operation. equipment are within the limits specified
by the machinery manufacturers.
Consideration is also to be given to any limits of
vibrations and loadings specified by the 8.7.4 Shaft alignment is to be verified by
equipment manufacturer. The Shipbuilder is to measurement.
Page 57 of 60
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Section 9
Thrusters
9.1 Scope d) Bearing specifications.
9.1.1 The requirements of this section are e) Details of control engineering aspects in
applicable to: accordance with Chapter 7.
- fixed thruster for propulsion f) Calculations indicating suitability of

components for short term high power
- steerable thruster units (azimuth operation, where applicable.
thrusters) for propulsion and steering
g) Where design is carried out using fatigue
- tunnel thruster for transverse propulsion analysis, a fatigue strength analysis of
aid to manoeuvring. components indicating a factor of safety of
1.5 at the design loads based on a suitable
9.2 Plans and particulars fatigue failure criteria is required to be
submitted for review.
The following plans and information in triplicate
are to be submitted. 9.3 Materials
9.2.1 Fixed/azimuth propulsion thrusters 9.3.1 The materials used on the construction are
to be manufactured and tested in accordance
a) A general arrangement sectional assembly with Part 2.
plan showing all the connections of the
torque transmitting components from the 9.3.2 The grades for various components to be
prime mover to the propeller, together with analogous to relevant section of the Rules, Pt.4,
the azimuthing mechanism and if a nozzle is Ch.4, Sec.7 for propellers, Pt.4, Ch.4, Sec.6 for
provided, the nozzle ring structure and shafting and Pt.4, Ch.4, Sec.5 for gearing.
nozzle support struts.
b) Detailed and dimensional plans of the
individual torque transmitting components. 9.4.1 General
c) Schematic plans for lubricating and hydraulic 9.4.1.1 The arrangement of all types of thrusters
systems, together with pipe material, relief is to be such that the craft can be manoeuvred in
valves and working pressures. accordance with the design specifications.
9.2.2 Tunnel thrusters 9.4.1.2 The requirements associated with the

structural and watertight integrity and the
In addition to applicable requirements of 9.2.1, installation arrangement are to be in accordance
structural assembly plan including connections to with Pt.3.
tunnel.
9.4.1.3 In addition to the requirements of this
9.2.3 Calculations and specifications section reference is to be made to:
a) Thruster prime mover type and operational - Main transmission gearing (Pt.4, Ch.4,
power/speed envelop. Sec.5). Bevel gears will be specially
considered on the basis of a conversion
b) Rating and type of motor for the azimuthing to equivalent helical gears.
mechanism (e.g. type hydraulic or electric).
- Main transmission shafting (Pt.4, Ch.4,
c) Gearing calculations for the azimuthing and Sec.6).
propulsion mechanism which is to be
designed in accordance with classification - Propeller (Pt.4, Sec.7).
notes on the design of gearing. Calculation
for bevel gears is to be on the basis of a - Torsional vibration (Pt.4, Ch.4, Sec.8 of
conversion to equivalent helical gear. the 'Rules and Regulations for the

Chapter 4 Part 4
Construction and Classification of Steel

Ships'). Fr = 376 . A . V2 [N]
- Lateral vibration for shafting systems Qr = Fr . r [N-m]

which include cardan shafts (Pt.4, Ch.4,
Sec.8 of the 'Rules and Regulations for where,
the Construction and Classification of
Steel Ships'). A = projected area of nozzle [M2]
9.4.2 Azimuth thrusters V = Maximum service speed [knots] with the ship
on summer load waterline. When the speed is
9.4.2.1 The following requirements are to be less than 10 knots, V is to be replaced by the
complied with: expression Vmin = (V+20)/3
a) The azimuthing mechanism is to be capable r = the horizontal distance from centre line of
of a maximum rotational speed of not less stock to centre of pressure of nozzle, but not to
than 1.5 rev/min. be taken less than 10% of the chord length of the
nozzle.
b) Gearing for the azimuthing mechanism is to
be designed in accordance with classification The nozzle stock diameter in way of tiller, is to be
notes on the design of gearing. Bevel gears not less than:
will be specially considered on the basis of a
conversion to equivalent helical gears. d u  4.2 3 Q r .K [mm]
i) Under dynamic operating conditions, the
gear is to be considered for: where,
- Design maximum dynamic duty k = material factor for nozzle stock.

steering torque.
9.4.3.2 The scantlings of the nozzle stock or
- Variable loading, where applicable. steering tube are to be such that the equivalent
A spectrum (duty) factor may be stress, ,does not exceed 118/k [N/mm2] i.e.
used. The load spectrum value is to
be derived using load measurements  e   2  3 t2  118 / k [N/mm 2 ]
of similar units, where possible.
ii) Under a static duty (< 103 load cycles) where,

steering torque. (for azimuth thruster with
nozzle see 9.4.3.1).  is the bending stress [N/mm2] calculated using
the maximum bending moment, BM, on the
iii) The following minimum factor of safety nozzle stock or steering tube.
values are to be achieved:
For nozzles without bottom support :
Surface stress SHmin = 1.2
BM  Fr2  T 2 x a [Nm]
Bending Stress SFmin = 1.55
c) For hydraulic pressure retaining parts and T = Maximum thrust developed by the thruster [N]
load bearing (See Chapter 5).
Fr = design lateral force [N/mm2] as per 9.4.3.1
9.4.3 Azimuth thrusters with a nozzle
a = Vertical distance from centre line of nozzle to
9.4.3.1 For steerable rudder propellers contained the section under consideration [m] (See
within a nozzle, the design lateral force Fr and the Fig.9.4.3.2).
turning moment Qr is to be calculated as follows:

Page 59 of 60
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t is the torsional shear stress [N/mm2] calculated a) Arrangements to maintain the cleanliness of
using the torque Qr as per 9.4.3.1. the hydraulic fluid, taking into consideration
the type and design of the hydraulic system.
b) A fixed storage tank having sufficient

capacity to recharge at least one azimuth
power actuating system including the
reservoir. The piping from the storage tank is
to be permanent and arranged in such a
manner as to allow recharging from within the
thruster space.
c) Where the lubricating oil for the azimuth

thrusters is circulated under pressure,
provision is to be made for the efficient
filtration of the oil. The filters are to be
capable of being cleaned without stopping
the thruster or reducing the supply of filtered
oil.
9.6 Control and monitoring
9.6.1 General
9.6.1.1 Except where indicated in this section the

9.5 Piping systems control engineering systems are to be in
accordance with Pt.4, Ch.7.
9.5.1 General
9.6.1.2 Azimuthing control for azimuth thruster(s)
The piping system for azimuth thrusters is to and propeller pitch control for azimuth and/or
comply with the general design requirements tunnel thruster(s) are to be provided from the
given in Pt.4, Ch.2. navigating bridge, the main machinery control
location and locally.
The specific requirements for lubricating/
hydraulic oil systems and standby arrangements 9.6.1.3 Means are to be provided at the remote
are given in Pt.4, Ch.3. control location(s) to stop each azimuth or tunnel
thruster unit.
9.5.2 Azimuth thruster
9.6.2 Monitoring and alarms
The hydraulic power operating systems for each
azimuth thruster are to be provided with the 9.6.2.1 Alarms and monitoring requirements are
following: indicated in 9.6.2.2, 9.6.2.3 and Table 9.6.2.

Chapter 4 Part 4
Table 9.6.2
Item Alarm Note
Thruster, azimuth or tunnel Indicators, see 9.6.2.2
Azimuthing motor Power failure, single Also running indication on bridge and at machinery
phase control location
Propeller pitch motor Power failure In case of failure the propeller pitch should be locked in
full ahead position. Also running indication on bridge
and at machinery control location
Electric propulsion motor Overload, power Also running indication on bridge and at machinery
failure control location
Control system Failure
Hydraulic oil supply tank level Low
Hydraulic oil system pressure Low
Hydraulic oil system High Where oil cooler is fitted
temperature
Hydraulic oil filters differential High Where oil filters are fitted
pressure
Lubricating oil supply Low If separate forced lubrication
pressure
9.6.2.2 An indication of the angular position of the 9.7.3 Circuits

azimuth thruster(s) and the propeller pitch
position for azimuth and/or tunnel thruster(s) are Azimuth thruster auxiliaries and controls are to be
to be provided at each location from which it is served by individual circuits. Services that are
possible to control the direction of thrust or the duplicated are to be separated throughout their
pitch. length as widely as is practicable and without the
use of common feeders, transformers,
9.6.2.3 All alarms associated with thruster unit converters, protective devices or control circuits.
faults are to be indicated individually on the
navigating bridge and in accordance with the 9.8 Tests
alarm system specified by Chapter 7.
9.8.1 Azimuth thrusters
9.7 Electrical systems
9.8.1.1 The performance specified for the craft is
9.7.1 General to be demonstrated.
The electrical installation is to be designed, 9.8.1.2 The actual values of steering torque are
constructed and installed in accordance with the to be verified during sea trials to confirm that the
requirements of Pt.4, Ch.8. design maximum dynamic duty torque has not
been exceeded.
9.7.2 Emergency power for steering systems and
drives 9.8.2 Tunnel thrusters
The arrangement to comply with Pt.4, Ch.6, It is to be demonstrated that the thruster unit
Sec.6, Cl.6.1.1 meets the specified performance.
End of Chapter

Page 1 of 40
___________________________________________________________________________________
Chapter 5
Boilers and Pressure Vessels
Contents
Section
1 General
2 Design Requirements
3 Fittings and Mountings
4 Hydraulic Tests
Section 1
General
1.1 Scope 1.2 Design pressure
1.1.1 The requirements of this Chapter are 1.2.1 The design pressure is the maximum
applicable to pressure vessels of seamless and permissible working pressure.
fusion welded construction, and their mountings
and fittings, for the following uses : 1.2.2 The calculations made to determine the
scantlings of the pressure parts are to be based
a) Fired boilers; on the design pressure, adjusted where
necessary to take account of pressure variations
b) Exhaust gas heated boilers; corresponding to the most severe operational
conditions.
c) Economizers, superheaters, reheaters and
steam receivers for, and associated with (a) 1.2.3 It is desirable that there should be a
and(b); margin between the normal pressure at which
the boiler or pressure vessel operates and the
d) Steam heated steam generators; lowest pressure at which any safety valve is set
to lift, to prevent unnecessary lifting of the safety
e) Other pressure vessels containing: valve.
- toxic fluids; 1.3 Metal temperature
- fluids with pressure above 40 bar; and 1.3.1 The metal temperature, T, used to
evaluate the allowable stress, , is to be taken
- vapours or gases, e.g. air receivers, as the actual metal temperature expected under
hydrophore or similar vessels, CO2 operating conditions for the pressure part
containers, etc. and having pV  1.5, concerned, and is to be stated by the
where p is the design pressure in bar manufacturer when plans of the pressure parts
and V is the volume of the vessel [m3]. are submitted for consideration.
1.1.2 Consideration will be given to 1.3.2 For boilers, the design metal temperature
arrangements or details of boilers, pressure is not to be taken less than the following values,
vessels and equipment which can be shown to unless justified by an exact calculation of the
comply with other recognized standards, temperature drop and is in no case to be taken
provided they are not less effective. less than 250C:

Chapter 5 Part 4
Page 2 of 40 Boilers and Pressure Vessels
a) For steam heated steam generators, radiation from the fire or to the impact of hot
secondary drums of double evaporation gases, is to be protected by a shield of good
boilers, steam receivers and pressure parts refractory material or by other approved means.
of fired pressure vessels not heated by hot
gases and adequately protected by 1.3.4 Drums and headers of thickness greater
insulation, the metal temperature, T is to be than 30 [mm] are not to be exposed to
taken as the maximum temperature of the combustion gases having an anticipated
internal fluid; temperature in excess of 650C unless they are
efficiently cooled by closely arranged tubes.
b) For pressure parts heated by hot gases, T
is to be taken as not less than 25C in 1.4 Plans and particulars
excess of the maximum temperature of the
internal fluid; 1.4.1 The following plans, in triplicate, for boiler
and pressure vessels are to be submitted for
c) For combustion chambers of the type used approval, in so far as applicable:
in horizontal wet-back boilers, T is to be
taken as not less than 50C in excess of the a) General arrangement, including arrange-
maximum temperature of the internal fluid; ment of valves and fittings;
d) For furnaces, fire boxes, rear-tube plates of b) Sectional assembly;

dry-back boilers and pressure parts subject
to similar rates of heat transfer, T is to be c) Seating arrangements;
taken as not less than 90C in excess of the
maximum temperature of the internal fluid; d) Steam, water drum and header details;
e) For boiler, superheater, reheater and e) Water wall details;

economizer tubes, the design temperature
is to be taken as under : f) Steam and superheater tubing, including the
tube support arrangements;
i) For boiler tubes the design
temperature is to be taken as not g) Economizer details;
less than saturated steam
temperature plus 25C for tubes h) Casing arrangement;
mainly subject to convection heat,
or plus 50C for tubes mainly i) Reheat section;
subject to radiant heat;
j) Fuel oil burning arrangement;
ii) For superheater and reheater
tubes, the design temperature is to k) Forced draft system;
be taken as not less than steam
temperature expected in the part l) Boiler mountings including steam stop
being considered, plus 35C for valves, safety valves and their relieving
tubes mainly subject to convection capacities, feed water connections, blow-off
heat. For tubes mainly subject to arrangements, watergauges, test cocks, etc.
radiant heat the design temperature
is to be taken as not less than the 1.4.2 The plans are to include the following
steam temperature expected in the particulars, in so far as applicable :
part being considered, plus 50C,
but the actual metal temperature a) Scantlings;
expected is to be stated when
submitting plans; b) Materials;
iii) The design temperature for c) Weld details;

economizer tubes is to be taken as
d) Design pressures and temperatures;
not less than 35C in excess of the
maximum temperature of the
e) Heating surface areas of boilers and
internal fluid.
superheaters;
1.3.3 In general, any part of boiler drums or
f) Estimated pressure drop through
headers not protected by tubes, and exposed to
superheater;

Page 3 of 40
___________________________________________________________________________________
g) Estimated evaporation rate; d = diameter of hole or opening [mm];
h) Proposed setting pressure of safety valves Di = inside diameter [mm];

on steam drum and superheater;
Do = outside diameter [mm];
i) Pressure vessel class;
J = joint factor applicable to the welded seams
j) Details of heat treatment and testing of or ligament efficiency between tube holes,
welds; expressed as a fraction;
k) Calculations of thicknesses, when required; p = design pressure, in bar;
l) Test pressures. Ri = inside radius [mm];
1.5 Classification of pressure vessels Ro = outside radius [mm];
1.5.1 For Rule purposes, boilers and pressure ro = outside knuckle radius [mm];
vessels are graded as shown in Table 1.5.1.
ri = inside knuckle radius [mm];
1.5.2 Pressure vessels which are constructed in
accordance with the requirements of Class 2 or s = pitch [mm];
Class 3 will, if manufactured in accordance with
the requirements of a superior class, be T = design temperature, C;
approved with the scantlings appropriate to that
class. t = minimum thickness [mm];
1.5.3 In special circumstances relating to service  = allowable stress [N/mm2].

conditions, materials, operating temperature, the
carriage of dangerous gases and liquids, etc., it 1.7 Materials
may be required that certain pressure vessels
be manufactured in accordance with the 1.7.1 Materials used in the construction of Class
requirements of a superior class. 1 & 2 pressure vessels are to be manufactured
and tested in accordance with the requirements
1.6 Definition of symbols of Pt.2 under the supervision of IRS Surveyors.
1.6.1 The symbols used in the various formulae Materials for Class 3 pressure vessels will be
in this Chapter are defined as follows and are accepted with manufacturer's certificate.
applicable to the specific part of the pressure
under consideration :
Table 1.5.1 : Grading of pressure vessels
Steam-heated steam
Boilers Other pressure vessels
generators
15000
Class 1 p > 3.5 p  p > 50 or t > 38
Di  1000
20000
15000 < p  50 or 16 < t  38 or
Class 2 p  3.5 p  Di  1000
Di  1000
material temperature > 150C
Pressure vessels not included in Class
Class 3
1 and 2
Note:
p = design pressure, in bar; Di = internal diameter [mm]; t = shell thickness [mm]

Chapter 5 Part 4
Valves and fittings for pressure vessels are to 1.7.7 Where a fusion welded pressure vessel is
be manufactured and tested under the to be made of alloy steel and approval of the
supervision of IRS Surveyors in the following scantlings is required on the basis of the high
cases: temperature properties of the material,
particulars of the welding consumables to be
- cast steel and nodular cast iron valves used, including typical mechanical properties
and fittings - when D > 50 [mm] and PD and chemical composition of the deposited weld
> 2000 metal, are to be submitted for approval.
- cast steel valves and fittings - when D > 1.8 Allowable stress
50 [mm] and T > 400C or T < -10C
1.8.1 The term "allowable stress",, is the stress
- copper alloy valve and fittings - when D to be used in the formulae for calculation of
>50 [mm] and pD > 1000 scantlings of pressure parts.
- Where p is the design pressure in bar 1.8.2 The allowable stress, , is to be the lowest
and D is the nominal diameter in [mm]. of the following values:
1.7.2 The specified minimum tensile strength of Et E R S

carbon and carbon manganese steel plates,  or 20 or 20 or R
pipes, forgings and castings is to be within the 1.6 1.8 2.7 1.6
following general limits :
where,
a) For seamless and fusion welded pressure
vessels - 340 - 520 [N/mm2]; Et = specified minimum lower yield strength or
0.2 per cent proof stress at temperature T;
b) For boiler furnaces, combustion chambers
and flanged plates - 400 - 520 [N/mm2]. E20 = specified minimum lower yield strength or
0.2 per cent proof stress at ambient
1.7.3 The specified minimum tensile strength of temperature;
low alloy steel plates, pipes, forgings and
castings is to be within the general limits of 400 - R20 = specified minimum tensile strength at
500 [N/mm2], and pressure vessels made in room temperature;
these steels are to be either seamless or Class
1 fusion welded. SR = average stress to produce rupture in
100,000 hours at temperature T;
1.7.4 The specified minimum tensile strength of
boiler and superheater tubes is to be within the T = metal temperature (see 1.6).
following general limits :
1.8.3 The allowable stress for steel castings is to
a) Carbon and carbon-manganese steels - 320 be taken as 80 per cent of the value determined
- 460 [N/mm2]; by the method indicated in 1.8.2, using the
appropriate values for cast steel.
b) Low alloy steels - 400 - 500 [N/mm2].
1.8.4 Where steel castings, which have been
1.7.5 Semi-killed, fully killed and fine grain, tested in accordance with Pt.2, are also
normal strength structural steels complying with subjected to non-destructive tests, consideration
the requirements of Pt.2, Ch.3 will be accepted will be given to increasing the allowable stress
for following Class 3 pressure vessels when: using a factor up to 90 per cent in lieu of the 80
per cent referred to in 1.8.3. Particulars of the
15000 non-destructive test proposals are to be
p  submitted for consideration.
D i  2000
1.9 Joint factors
1.7.6 Where it is proposed to use materials
other than those specified in Pt.2, details of the 1.9.1 The following joint factors are to be used in
chemical compositions, heat treatment and equations in this chapter, where applicable.
mechanical properties are to be submitted for Fusion welded pressure parts are to be made in
approval. In such cases the values of the accordance with Ch.10 :
mechanical properties used for deriving the
allowable stress are to be subject to agreement
by IRS.
Page 5 of 40
___________________________________________________________________________________
Pressure vessel Joint factor
Class 1 1.0 c) superimposed loads such as other pressure
Class 2 0.80 vessels, operating equipment, insulation,
Class 3 0.60 corrosion-resistant or erosion-resistant
linings and piping;
1.9.2 The longitudinal joints for all classes of
vessels are to be butt joints. Circumferential d) reactions of supporting lugs, rings, saddles
joints for Classes 1 and 2 vessels are also to be or other types of supports; or
butt joints.
e) the effect of temperature gradients on
1.10 Pressure parts of irregular shape maximum stress.
1.10.1 Where pressure parts are of such 1.12 Minimum shell thickness
irregular shape that it is impracticable to design
their scantlings by the application of formulae 1.12.1 Only plus tolerances are allowed on the
given in this Chapter, the suitability of their design shell thickness.
construction is to be determined by hydraulic
proof test of a prototype or by an agreed 1.12.2 The thickness after forming of any shell
alternative method. Di
or head is not to be less than 3  [mm] for
1.11 Adverse working conditions
1500
carbon, carbon-manganese and low-alloy steels
or 3 [mm] for stainless steel and non-ferrous
1.11.1 Where working conditions are adverse,
materials. For pressure vessels, where the
special consideration may be required to be
cylindrical part is made of a pipe, a smaller
given to increasing the scantlings derived from
minimum thickness may be approved. See also
the formulae, e.g. by increasing the corrosion or
Sec.2 for minimum thicknesses of plates in case
other allowance at present shown in the
of boilers.
formulae, or by adopting a design pressure
higher than defined in 1.2, to offset the possible
1.13 Heat treatment, non-destructive
reduction of life in service caused by the
examination and routine tests
adverse conditions. In this connection, where
necessary, account should also be taken of any
1.13.1 Details regarding heat treatment, non-
excess of loading resulting from :
destructive examination and routine tests are to
be in accordance with the requirements of
a) impact loads, including rapidly fluctuating
Ch.10.
pressures;
b) weight of the vessel and normal contents

under operating and test conditions;
Section 2
Design Requirements
2.1 Cylindrical shells and drums subject to t, p, Ri and  are defined in Sec.1;
internal pressure
J = efficiency of ligaments between tube holes
2.1.1 Minimum thickness or other openings in the shell or the joint factor
of the longitudinal joints (expressed as a
2.1.1.1 The minimum thickness, t, of a fraction), as defined in Sec.1, whichever applies.
cylindrical shell is to be determined by the In the case of seamless shells clear of tube
following formula: holes or other openings, J = 1.0.
pRi 2.1.1.2 The formula in 2.1.1.1 is applicable only

t  0.75 [mm] where the resulting thickness does not exceed
10  J - 0.5p half the internal radius, i.e. where Ro is not
greater than 1.5 Ri.
where,

Chapter 5 Part 4
2.1.1.3 Irrespective of the thickness determined the ligament efficiency of the longitudinal axis, J
by 2.1.1.1, t is not to be less than: is to be taken as twice the circumferential
efficiency.
For Boilers (Fired and 6.0 [mm] for
exhaust gas heated), cylindrical shell
economizers, plates.
superheaters,
reheaters, steam For tube plates, such
receivers, steam- thickness as will give
heated steam a minimum parallel
generators and seat of 9.5 [mm], or
similar vessels such greater width as
may be necessary to
ensure tube
tightness.
2.1.2 Efficiency of ligaments between tube

holes
2.1.2.1 Where tube holes are drilled in a

cylindrical shell in a line or lines parallel to its
axis, the efficiency, J, of the ligaments is to be
determined as follows:
a) for regular drilling (See Fig.2.1.2.1)
s-d
J
s
b) for irregular drilling (See Fig.2.1.2.2)
S1  S 2  2 d
J
S1  S 2
where,
d = the mean effective diameter of the tube

holes, [mm], after allowing for any serrations,
counterboring of recessing, or the compensating
effect of tube stub, see 2.1.3 and 2.1.4;
s = pitch of tube holes [mm];
s1 = the shorter of any two adjacent pitches

[mm]; 2.1.2.4 Where tube holes are drilled in a
cylindrical shell along a diagonal line with
s2 = the longer of any two adjacent pitches respect to the longitudinal axis, the efficiency, J,
[mm]. of the ligament is to be determined as in 2.1.2.5
to 2.1.2.8.
2.1.2.2 When applying the formula in 2.1.2.1,
the double pitch (s1 + s2) chosen is to be that 2.1.2.5 For spacing of tube holes on a diagonal
which makes J a minimum, and in no case is s2 line as shown in Fig.2.1.2.3, or in a regular saw-
to be taken as greater than twice s1. tooth pattern as shown in Fig.2.1.2.4, J is to be
obtained from the series of curves given in Fig
2.1.2.3 Where the circumferential pitch between 2.1.2.6 where a and b, as shown in Fig.2.1.2.3
tube holes measured on the mean of the and Fig.2.1.2.4, are measured, in millimeters, on
external and internal drum or header diameters the median line of the plate and d is as defined
is such that the ligament efficiency determined in 2.1.2.1.
by the formula in 2.1.2.1 is less than one- half of

Page 7 of 40
___________________________________________________________________________________
 = angle between centerline of cylinder and

centerline of diagonal holes.
2.1.2.7 For regularly staggered spacing of tube

holes as shown in Fig.2.1.2.5, the smallest value
of the efficiency, J, of all ligaments (longitudinal,
circumferential and diagonal) is obtained from
Fig.2.1.2.7, where a and b, as shown in
Fig.2.1.2.5 are measured, in millimeters, on the
median line of the plate, and d as defined in
2.1.2.1.
2.1.2.8 For irregularly spaced tube holes whose

centers do not lie on a straight line, the formula
'b' in 2.1.2.1 is to apply, except that an
equivalent longitudinal width is to be used. An
equivalent longitudinal width is that which gives,
using the formula 'a' in 2.1.2.1 the same
efficiency as would be obtained using
Fig.2.1.2.6 for the diagonal ligament in question.
2.1.2.9 The spacing of tube holes is to be such

that the minimum width, in [mm], of any ligament
between tube holes is not less than:
0.125 d + 12.5 [mm]
where,
2.1.2.6 The data for Fig.2.1.2.6 is based on the
following: d = diameter of tube holes [mm].
2 2.1.3 Compensating effect of tube stubs

J
A  B  (A  B) 2  4C 2 2.1.3.1 Where a drum or header is drilled for
tube stubs fitted by strength welding, either in
where, line or in staggered formation, the effective
diameter of holes is to be taken as follows:
a (Cos 2   1)
A A
2 (a  d Cos ) de  da 
t
 d Cos 
B  0.5 1 
a 

 Sin   1
2
 where,
 de = the equivalent diameter of the hole [mm];
a Sin Cos da = the actual diameter of the hole [mm];

C
2 (a  d Cos ) A =the compensating area provided by each
tube stub and its welding fillets [mm2];
a
Cos  t = thickness of the shell [mm].
a  b2
2
2.1.3.2 The compensating area, A, is to be

b measured in a plane through the axis of the tube
Sin  stub parallel to the longitudinal axis of the drum
a2  b2 or header and is to be calculated as follows
(See Fig.2.1.3.1 and Fig.2.1.3.2):

Chapter 5 Part 4

Page 9 of 40
___________________________________________________________________________________

Chapter 5 Part 4
2.1.3.4 No credit will be given for the additional

strength of tube stub material having an
allowable stress greater than that of the shell.
2.1.4 Unreinforced openings
2.1.4.1 Openings in a definite pattern such as

tube holes, may be designed in accordance with
the rules for ligaments in 2.1.2, provided that the
diameter of the largest hole in group does not
exceed that permitted by 2.1.4.2.
2.1.4.2 The maximum diameter, d, of any

isolated unreinforced openings is to be obtained
from the curves in Fig.2.1.4.1 and Fig.2.1.4.2.
The value of K to be used is calculated from the
following formula:
p Do
K
18.2  t
where,
p, Do and  are defined in Sec.1;
t = actual thickness of shell [mm].
2.1.4.3 For elliptical or oval holes, d refers to the

major axis when this lies longitudinally or to the
mean of the major and minor axes when minor
- The cross-sectional area of the stub, in axis lies longitudinally.
excess of that required by 2.7.1 for the
minimum tube thickness, from the interior 2.1.4.4 No unreinforced opening is to exceed
surface of the shell up to a distance b from 200 [mm] in diameter.
the outer surface of the shell;
2.1.4.5 Openings may be considered isolated if
- plus the cross-sectional area of the stub the center distance between two openings on
projecting inside the shell within a distance the longitudinal axis of the cylindrical shell is not
b from the inner surface of the shell; less than:
- plus the cross-sectional area of the shell

welding fillets inside and outside the shell; d+1.1 Dt with a minimum of 5d
where, where,
d = diameter of openings in shell (mean

b  da tb diameter if dissimilarly sized openings are
involved)
tb = actual thickness of tube stub [mm].
D = mean diameter of shell
2.1.3.3 Where the material of the tube stub has
an allowable stress lower than that of the shell, t = actual thickness of shell
the compensating cross-sectional area of the
stub is to be multiplied by the ratio:- Where the center distance is less than so
derived, the openings are to be fully
allowable stress of stub at design metal temperature compensated
.
allowable stress of shell at desgn metal temperature

Page 11 of 40
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Chapter 5 Part 4

Page 13 of 40
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Where two openings are offset on a diagonal  = the allowable stress of shell material at
line, the diagonal efficiency from Fig.2.1.2.7 may design temperature;
be used to derive an equivalent longitudinal s
center distance for the purpose of this is to be taken as not greater than 1.
paragraph. 
2.1.5 Reinforced openings
2.1.5.1 The following notations are used in

Fig.2.1.5.1(a),(b) and (c):
A = calculated thickness of shell without joint or

opening;
B = thickness calculated in accordance with

2.7.1;
C = 0.8 di t b
D= D i t a and is not to exceed 0.5 di;
ta = actual thickness of shell plate [mm];
tb = actual thickness of standpipe stem or

branch [mm];
tr = thickness of added reinforcement [mm] (tr

will be zero when there is no compensating
plate on the side of the shell under
consideration);
di = internal diameter of standpipe or branch

[mm];
Di = internal diameter of cylindrical shell [mm].
2.1.5.2 Openings larger than those permitted by

2.1.4 are to be reinforced by the method shown
in Fig.2.1.5.1. Compensation will be considered
adequate when:
s
YZ X

where, 2.1.5.3 Area X is to be such that the
reinforcement is provided on all planes through
X = the area to be compensated and is indicated the center of the opening and normal to the shell
by X in Fig.2.1.5.1; surface, and is to be calculated as the product of
the radius of the hole cut in the shell and the
Y = the compensating area available in the shell thickness, A, that would be required for an
material and is indicated by Y in Fig.2.1.5.1; equivalent seamless unpierced shell.
Z = the compensating area available in the 2.1.5.4 Area Y is to be measured in the same
standpipe material and is indicated by Z in plane as area X, and is to be calculated as the
Fig.2.1.5.1; product of the difference between the actual
shell thickness and the equivalent unpierced
s = the allowable stress of the standpipe shell thickness, A, and the dimension from the
material at design temperature; edge of the opening in shell to limit D.

Chapter 5 Part 4
2.1.5.5 Area Z is to be measured in the same 2.3 Dished ends subject to pressure on
plane as area X, and is to be calculated as concave side
follows:
2.3 1 Minimum thickness
- For that part of standpipe which projects
outside the shell, calculate the full cross- 2.3.1.1 The thickness, t, of semi-ellipsoidal,
sectional area of the stem up to a distance torispherical and hemispherical unstayed ends,
C from the actual outer surface of the shell dished from plate, having pressure on the
plate, and deduct from it the cross-sectional concave side and satisfying the conditions listed
area which the stem would have if its below, is to be determined by the following
thickness was as calculated in accordance formula:
with 2.7.1;
p DoK
- plus, in the case of set- through nozzles t  0.75 [mm]
(see Fig.2.1.5.1 (a) and (b), the full cross- 20  J
sectional area of that part of the stem which
projects inside the shell up to a distance of where,
C, from the inside surface of the shell;
p, Do,  and J are defined in Sec.1;
- plus, the cross-sectional area of all
K = a shape factor in accordance with 2.3.2 and
- appropriate fillet welds; Fig.2.3.1.1.
- plus, if additional reinforcement is fitted as 2.3.1.2 For semi-ellipsoidal ends:

illustrated in Fig.2.1.5.1(b), the cross-
sectional area of the reinforcement and the the external height, H  0.18 Do, where Do = the
sectional area of its fillet welds. external diameter of the parallel portion of the
end [mm].
2.1.5.6 The welds attaching standpipes and
reinforcing plates to the shell are to be of 2.3.1.3 For torispherical ends:
sufficient size to transmit the full strength of the
reinforcing areas and all other loadings to which the internal radius, Ri  Do;
they may be subjected.
the internal knuckle radius, ri  0.1 Do;
2.2 Spherical shells subject to pressure on
the concave side the internal knuckle radius, ri  3t;
2.2.1 Minimum thickness
the external height, H  0.18 Do, and is to be
determined as follows:
2.2.1.1 The minimum thickness of a spherical
shell is to be determined by the following
formula: H  Ro  R o  0.5 D o R o 0.5 D o  2 ro 
pRi 2.3.1.4 In addition to the formula in 2.3.1.1, the
t  0.75 [mm] thickness, t, is to be not less than that
20  J  0.5p
determined by 2.2.
where, 2.3.1.5 In all cases, H is to be measured from

the commencement of curvature, see
p, Ri, , J and t are defined in Sec.1. Fig.2.3.1.2(a), (b), (c) and (d).
2.2.1.2 The formula in 2.2.1.1 is applicable only 2.3.1.6 For boilers (fired and exhaust gas
where the resulting thickness does not exceed heated), economisers, superheaters, reheaters,
half the internal radius. steam receivers, steam heated steam
generators and similar vessels, the minimum
2.2.2 Openings thickness of the head, t, is to be not less than
9.5 [mm]. In special cases where it is proposed
2.2.2.1 Openings in spherical shells are to to use less than 9.5 [mm] thickness, the
comply with the relevant requirements of 2.3. proposals will be subject to special
consideration.

Page 15 of 40
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Chapter 5 Part 4
2.3.1.7 For ends which are butt welded to the

drum shell, the thickness of the edge of the
flange for connection to the shell is to be not
less than the thickness of an unpierced
seamless or welded shell, whichever is
applicable, of the same diameter and material
and determined by 2.1.
2.3.2 Shape factors for dished ends
2.3.2.1 The shape factor, K, to be used in

2.3.1.1 is to be obtained from the curves in

Page 17 of 40
___________________________________________________________________________________
Fig.2.3.1.1, and depends upon the ratio of 2.3.4 Flanged openings in dished ends
height to diameter H/Do.
2.3.4.1 The requirements in 2.3.3 apply equally
2.3.2.2 The lowest curve in the series provides to flanged openings and to unflanged openings
the factor K for plain ends without openings or cut in the plate of an end. No reduction may be
with small openings not requiring reinforcement. made in the end plate thickness on account of
For lower values of H/Do, the shape factor, K, flanging.
depends on the ratio of thickness to diameter,
t/Do, as well as the ratio H/Do and a trial 2.3.4.2 Where openings are flanged, the radius,
calculation may be necessary to arrive at the rm, of the flanging is to be not less than 25 [mm],
correct value of K. See Fig.2.3.1.2(d). The thickness of the flanged
portion may be less than the calculated
2.3.3 Dished ends with unreinforced thickness.
openings
2.3.4.3 Unreinforced and flanged openings in
2.3.3.1 The openings in dished ends may be dished ends are to be so arranged that the
circular or approximately elliptical. distance from the edge of the hole to the outside
edge of the plate and the distance between
2.3.3.2 The upper curves in Fig.2.3.1.1 provide openings are not less than those shown in
values of K to be used in 2.3.1.1 for ends with Fig.2.3.1.3.
unreinforced openings. The selection of the
d 2.3.5 Dished ends with reinforced openings
correct curve depends on the value and
Do t 2.3.5.1 Where it is desired to use a large
a trial calculation is necessary to select the opening on a dished end of less thickness than
correct curve. would be required by 2.3.3, the end is to be
reinforced. This reinforcement may consist of a
where, ring or standpipe welded into the hole, or of
reinforcing plates welded to the outside and/or
d = the diameter of the largest opening in the inside of the end in the vicinity of the hole, or a
end plate [mm] (in the case of an elliptical combination of both methods, see Fig.2.3.1.4.
opening, the larger axis of the ellipse); Forged reinforcement may be used.
t = minimum thickness, after dishing [mm]; 2.3.5.2 Reinforcing material within the following
limits may be taken as effective reinforcement:
Do = outside diameter of dished end [mm].
a) The effective width l1, of reinforcement is not
2.3.3.3 The following requirements must in any to exceed 2 R i t or 0.5 do whichever is the
case be satisfied:
lesser;
t
 0.1 b) The effective length l2 of a reinforcing ring is
Do not exceed do t b ;
d where,
 0.7
Do
Ri = The internal radius of the spherical part of a
torispherical end [mm]; or
2.3.3.4 From Fig.2.3.1.1 for any selected ratio
H/Do, the curve for unpierced ends gives a value
= the internal radius of the meridian of the
d ellipse at the center of the opening, of a semi-
for as well as for K. Openings giving a
Do t ellipsoidal end, [mm], and is given by the
following formula:
d
value of not greater than the value so
Do t [ a 4  x 2 (a 2  b 2 )]1.5
obtained may thus be pierced through an end a4 b
designed as unpierced without any increase in
thickness. where,

Chapter 5 Part 4
a, b and x are shown in Fig.2.3.1.2(c); formula, but in no case is to be less than the
tb = actual thickness of ring or standpipe [mm]; thickness determined by 2.4.1.3:-
do = external diameter of ring or standpipe [mm];
l1 and l2 are shown in Fig.2.3.1.4. p Do K
t  0.75 [mm]
2.3.5.3 The shape factor, K, for a dished end 20  J
having a reinforced opening can be read from
Fig.2.3.1.1 using the value obtained from: where,
d o  A/t d t, p,  and J are defined in Sec.1;

instead of from
Do t (D o t ) Do = outside diameter, in [mm], of the conical
section or end, see Fig.2.4.1.1(a),(b),(c) and (d);
where,
K = a factor, taking in to account the stress in
A = the effective cross-sectional area of the knuckle, see Table 2.4.1.1.
reinforcement and is to be twice the area shown
shaded on Fig.2.3.1.4. 2.4.1.2 If the distance of a circumferential seam
from the knuckle or junction is not less than L,
A trial calculation is necessary to select the then J is to be taken as 1.0, otherwise J is to be
correct curve. taken as the weld joint factor appropriate to the
circumferential seam;
2.3.5.4 The area shown in Fig.2.3.1.4 is to be
obtained as follows:- where,
- calculate the cross-sectional area of L = distance, in [mm], from knuckle or junction

reinforcement both inside and outside the within which meridional stresses determine the
end plate within the length l1; required thickness, see Fig.2.4.1.1;
- plus the full cross-sectional area of that part Do t

of the ring or standpipe which projects  0.5
inside the end plate up to the distance l2; Cos
- plus the full cross-sectional area of that part ri = inside radius of transition knuckle, in [mm],
of the ring or standpipe which projects which is to be taken as 0.01 Dc in case of
outside the internal surface of the end plate conical sections without knuckle transition.
up to a distance l2;
2.4.1.3 The minimum thickness, t, of those parts
- and deduct the sectional area which the of conical sections not less than a distance L
ring or standpipe would have if its thickness from the junction with a cylinder or other conical
were as calculated in accordance with 2.7.1. section is to be determined by the following
formula:-
2.3.5.5 If the material of the ring or the
reinforcing plates has an allowable stress value p Dc
lower than that of the end plate, then the t  0.75 [mm]
effective cross-sectional area, A, is to be (20  J  p ) Cos
multiplied by the ratio:-
where,
allowable stress of reinforcing plate at design temperature
Dc = inside diameter, in [mm], of conical section
allowable stress of end plate at design temperature
or end at the position under consideration, see
Fig.2.4.1.1;
2.4 Conical ends subject to internal pressure
1, 2, 3 = angle of slope of conical section (at
2.4.1 Minimum thickness the point under consideration) to the vessel axis,
see Fig.2.4.1.1.
2.4.1.1 The minimum thickness, t, of the
cylinder, knuckle and conical section at the 2.4.1.4 Conical ends may be constructed of
junction and within the distance L from the several ring sections of decreasing thickness, as
junction is to be determined by the following determined by the corresponding decreasing
diameter.

Page 19 of 40
___________________________________________________________________________________
Table 2.4.1.1 : Values of K as a function of  and ri/Do
Values of K for ri/Do ratios

 0.01 0.02 0.03 0.04 0.06 0.08 0.10 0.15 0.20 0.30 0.40 0.50
10 0.70 0.65 0.60 0.60 0.55 0.55 0.55 0.55 0.55 0.55 0.55 0.55
20 1.00 0.90 0.85 0.80 0.70 0.65 0.60 0.55 0.55 0.55 0.55 0.55
30 1.35 1.20 1.10 1.00 0.90 0.85 0.80 0.70 0.65 0.55 0.55 0.55
45 2.05 1.85 1.65 1.50 1.30 1.20 1.10 0.95 0.90 0.70 0.55 0.55
60 3.20 2.85 2.55 2.35 2.00 1.75 1.60 1.40 1.25 1.00 0.70 0.55
75 6.80 5.85 5.35 4.75 3.85 3.50 3.15 2.70 2.40 1.55 1.00 0.55

Chapter 5 Part 4
2.4.1.5 The thickness of conical sections having 2.7.1 Boiler tubes subject to internal
an angle of inclination to the vessel axis of more pressure
than 75 degrees is to be determined as for a flat
plate. 2.7.1.1 The minimum wall thickness of straight
tubes subject to internal pressure is to be
2.5 Unstayed flat end plates determined by the following formula:
2.5.1 Minimum thickness p Do

t [mm]
2.5.1.1 The thickness of an unstayed flat end 20   p
plate is to be determined in accordance with
2.7.3.3 or 2.8.1.7 or 2.8.1.8 as applicable. where,
2.6 Standpipe and branches t, p, Do and  are as defined in Sec.1. The

thickness is in no case to be less than that
2.6.1 Minimum thickness shown in Table 2.7.1.
2.6.1.1 The minimum wall thickness of 2.7.1.2 If the tube is ordered with a minus
standpipes and branches is to be not less than tolerance, the minimum thickness according to
that determined by 2.7.1. In determining the wall the formula in 2.7.1.1 is to be increased by the
thickness of branches, internal pressure in necessary amount. Where tubes are bent, the
addition to loads by connected piping and thickness of the thinnest part of the tube is not to
vibrations are to be taken into account. The be less than the calculated thickness, unless it
thickness, however, is not to be less than: can be demonstrated that the method of
bending results in no decrease in strength at the
t = 0.04 Do + 2.5 [mm] bend as compared with the straight tube. In
connection with any new method of bending, the
where, manufacturer is to prove that this condition is
satisfied.
t and Do are as defined in Sec.1.
2.7.1.3 For boiler, superheater and economizer
2.6.1.2 In no case need the wall thickness tubes, the wall thickness required for the drum
exceed that of the shell. or header connection or tube stub is to be
calculated as part of the tube.
2.6.1.3 Where standpipe or branch is connected
by screwing, the thickness is to be measured at 2.7.1.4 The minimum thickness of downcomer
the root of the threads. tubes and pipes which form an integral part of
the boiler and which are not exposed to
2.7 Particular design requirements for combustion gases is to comply with the
boilers, superheaters, economizers, steam requirements for steam pipes.
receivers and similar vessels
Table 2.7.1 : Minimum thickness of tubes

Nominal outside diameter of Minimum thickness [mm],
Minimum thickness [mm]
tube [mm] See Note
 38 1.75 2.95
> 38  50 2.16 2.95
> 50  70 2.40 2.95
> 70  75 2.67 3.28
> 75  95 3.05 3.28
> 95  100 3.28 3.28
> 100  125 3.50 3.50
Note : Applicable to tubes subject to internal pressure and fitted in cylindrical boilers and also for the
tubes of low pressure water tube boilers having a design pressure of 1.72 [N/mm2] and under with
open feed system.

Page 21 of 40
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2.7.2 Boiler tubes subject to external where,
pressure
t, p, Do and  are as defined in Sec.1;
2.7.2.1 The wall thickness of tubes with outside
diameter 100 [mm] and less is not to be less The nominal thickness of plain boiler tubes is,
than: however, in no case to be less than given in
Table 2.7.2.
p Do
t [mm]
157 
Table 2.7.2 : Thickness of plain tubes under external pressure
Outside Nominal thickness of tube [mm]

diameter of
tube [mm] 2.9 3.2 3.6 4.0 4.5
2
Design pressure [N/mm ]
51 1.1 1.5 2.1
57 1.0 1.35 1.8 2.2
63.5 0.9 1.25 1.6 2.1
70 0.8 1.1 1.5 1.95
76.1 1.0 1.35 1.75 2.1
82.5 0.9 1.25 1.6 1.95
88.9 0.85 1.15 1.5 1.8
2.7.2.2 Regarding minus tolerance and 2.7.3 Headers

reduction in thickness due to bending, see
2.7.1.2. 2.7.3.1 Circular headers
2.7.2.3 Plain tubes may be seal welded at both 2.7.3.1.1 The minimum thickness of circular
ends, seal welded at the inlet end and expanded section headers is to be calculated in
at the outlet end or expanded at both the ends. accordance with 2.1.
Where the tubes are seal welded, the tubes are
to be expanded into the tube plates in addition 2.7.3.2 Rectangular section headers
to welding.
2.7.3.2.1 The thickness of flat surfaces of
2.7.2.4 Where plain tubes are expanded only, rectangular solid forged headers is to be not
the process is to be carried out with roller less than (t + 0.75) [mm], where t = the greatest
expanders, and the expanded portion of the basic thickness, in [mm], derived by the use of
tube is to be parallel through the full thickness of Fig.2.7.3.1.
the tube plate. In addition to expanding, tubes
may be bellmouthed or beaded at the inlet end. 2.7.3.2.2 Fig.2.7.3.1 shows values of t/B
corresponding to the values of term K, for
2.7.2.5 Where the total number of tubes are parameters of A/B;
arranged in one nest and no stay tubes are
fitted, the ends of all tubes are to be welded or where,
expanded and beaded at the inlet end, and
welded or expanded at the outlet end. A = the distance, in [mm], between centerline of
the openings and the limit of the effective width,
2.7.2.6 The spacing of the tube holes is to be B, of the header. Where there is more than one
such that the minimum width, in [mm], of any row of holes, A is the distance to the row
ligament between the tube holes is not less showing the lowest efficiency;
than:
B = the effective width, in [mm], of the pierced
0.125 d + 12.5 [mm] surface under consideration measured between
the supporting sides of the headers, minus one
where, corner radius. The effective width is not to be
taken as less than 0.9 of the full distance
d = diameter of tube hole [mm]. between the sides;

Chapter 5 Part 4
10 J a) Dished Ends: these are to be in accordance

K with 2.3
p
b) Flat Ends: the minimum thickness of flat end
where, plates is to be determined by the following
formula:-
 and p are as defined in Sec.1;
pC
J = the efficiency of the ligaments as calculated t  di
in 2.1.2. Where there are several rows of tube 10 
holes, the lowest calculated efficiency is to be
used. where,
2.7.3.2.3 Investigations of two stresses are p and  are as defined in Sec.1;

necessary:
t = minimum thickness of end plate [mm];
- the stress at the corner of the header, where
A/B = 0 and J = 1, see Fig.2.7.3.1; di = internal diameter of circular header or least
width between walls of rectangular header [mm];
- and the stress in the ligaments between
tube holes or other openings piercing the C = a constant depending on method of end
flat face of the header. attachment, see Fig.2.7.3.2
2.7.3.2.4 The corner radius is not to be less than For end plates welded as shown in Fig.2.7.3.2
6.5 [mm]. (a):
2.7.3.2.5 Where the header surfaces are C = 0.19 for circular headers;
machined locally at hand holes, the total
thickness may be reduced by a maximum of 4 = 0.32 for rectangular headers;
[mm].
For end plates welded as shown in Fig.2.7.3.2
2.7.3.2.6 Except for small areas not exceeding (b) and (c):
325 [mm2], where a reduction of designed
thickness up to 50 per cent may be permitted, C = 0.28 for circular headers;
the thickness derived from the use of Fig.2.7.3.1
is to be the minimum. Such minimum is in no = 0.40 for rectangular headers.
case to be less than 7.5 [mm] or where tube
holes are drilled, to be less than:- 2.7.3.3.3 Where flat end plates are bolted to
flanges attached to the ends of headers, the
t = 0.5 d + 6.35 [mm] flanges and end plates are to be in accordance
with recognized pipe flange standards.
where,
2.7.4 Flat surfaces and flat tube plates
d = the diameter of the tube holes [mm].
2.7.4.1 Stayed flat surfaces
2.7.3.3 Header ends
2.7.4.1.1 Where flat end plates are flanged for
2.7.3.3.1 The shape and thickness of ends connection to the shell, the inside radius of
forged integrally with the bodies of headers are flanging is to be not less than 1.75 times the
to be the subject of special consideration. thickness of the plate, with a minimum of 38
Where sufficient experience of previous [mm].
satisfactory service of headers with integrally
forged ends cannot be shown, the suitability of a 2.7.4.1.2 Where combustion chamber of firebox
proposed form of end is to be proved in plates are flanged for connection to the wrapper
accordance with 1.10. plate, the inside radius of flanging is to be equal
to the thickness of the plate, with a minimum of
2.7.3.3.2 Ends attached by welding are to be 25 [mm].
designed as follows:-

Page 23 of 40
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Chapter 5 Part 4
where,
t and p are as defined in Sec.1;
1 = 0.85 , where  is as defined in Sec.1;
d = A B
2 2
where the stays are regularly
pitched
A = horizontal pitch of the stays
B = vertical pitch of the stays
where the tubes are irregularly pitched
d = diameter of the largest circle which can be

drawn through three points of support without
enclosing another point of support. Only two
points of support may lie on one side of any
diameter of the circle.
C = a constant, dependent on the method of

support as detailed in 2.7.4.1.7. Where various
forms of support are used, C is to be the mean
of the values for the respective methods
adopted.
2.7.4.1.7 All constants given in this paragraph

relate to plates which are stress relieved and not
Fig.2.7.4.1 : Attachment of unflanged end
exposed to flame. Where the plates are exposed
plate to shell
to flame the thickness of the plate is to be
increased by 10 per cent. The values of C in the
formula in 2.7.4.1.6 is to be as follows:-
2.7.4.1.3 Where unflanged flat plates are
connected to the shell by welding, the methods
a) Where plain bar stays are strength welded
of attachment are to be as shown in Fig.2.7.4.1.
in to the plates as shown in Fig.2.7.4.2.
Similar forms of attachment may be used where
unflanged combustion chamber or firebox plates
C = 0.39
are connected to the wrapper plate by welding.
b) Where plain bar stays pass through holes in
2.7.4.1.4 Where the flange curvature is a point
the plates and are fitted on the outside with
of support, this is to be taken at the
washers as shown in Fig.2.7.4.3.
commencement of curvature, or at a line distant
3.5 times the thickness of the plate from the
C = 0.35 where the diameter of the washer
outside of the plate, whichever is nearer to the
is 3.5 times the diameter of the stay.
flange.
C = 0.33 where the diameter of the washer
2.7.4.1.5 Where a flat plate is welded directly to
is 0.67 times the pitch of the stays.
a shell or wrapper plate, the point of support is
to be taken at the inside of the shell or wrapper
c) Where the flat plate is flanged for
plate.
attachment to the shell, flue, furnace or
wrapper or, alternatively, is welded directly
2.7.4.1.6 The thickness, t, of those portions of
to the shell, flue, furnace or wrapper.
flat plates supported by stays is to be
determined by the following formula:
C = 0.33
p d) where the support is a gusset or link stay

t  Cd  0.75 [mm]
10  1
C = 0.39

Page 25 of 40
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2.7.4.1.8 Alternative methods of support will be 2.7.4.1.10 Where the flat top plates of
specially considered. combustion chambers are supported by welded-
on girders, the equation in 2.7.4.1.6 is to apply
2.7.4.1.9 Where a flat plate has a manhole or as follows:
sighthole and the opening is strengthened by
flanging, the total depth, H, of the flange, a) In the case of welded-on girders provided
measured from the outer surface of the plate, is with waterways;
to be not less than:
C = 0.42;
H tW
d  X2  Y2
where,
where,
H = depth of flange [mm];
X = width of waterway in the girder plus the
t = thickness of plate [mm]; thickness of the girder [mm];
W = minor axis of manhole or sight hole [mm]. Y = pitch of girder [mm];
b) In the case of the continuously welded-on

girders;
C = 0.51;
d = D;
where,
D = distance between inside faces of girders

[mm].
2.7.4.2 Flat tube plates within tube nests
2.7.4.2.1 Stay tubes are to be fitted:
a) Where the total number of tubes are

arranged in one nest, the area of which
exceeds 0.65 [m2] in the case of direct fired
boilers, and 2.0 [m2] in the case of waste
heat boilers;
b) In all cases where the total number is

arranged in more than one nest.
2.7.4.2.2 Where stay tubes are not fitted, the

ends of all tubes are to be welded or expanded
and beaded at the inlet end, and welded or
expanded at the outlet end. For details of seal
welding of plain tubes, see Fig.2.7.4.4.

Chapter 5 Part 4
a) 12.5 [mm], where the diameter of the tube

hole does not exceed 50 [mm]; and
b) 14 [mm], where the diameter of the tube

hole is greater than 50 [mm].
2.7.4.3 Flat tube plates between wide water

spaces and around tube nests
2.7.4.3.1 The thickness of the tube plate in the

wide water space between tube nests is to be
p
t  Cd  0.75 [mm]
2.7.4.2.3 Where stay tubes are required to be 10 1
fitted, the thickness of those parts of the tube
plates within the tube nests is to be determined where,
by the following formula:
t = thickness of the tube plate [mm];
p
t  CM  0.75 [mm] p = design pressure [N/mm2];
10 1
1 = 0.85 , where  is as defined in Sec.1;
where,
t = thickness of tube plate [mm]; d  A 2  B2
p = design pressure [N/mm2]; A = width [mm], of the wide water space

between the tube nests (measured from the
1 = 0.85 , where  is as defined in Sec.1; centerline of the stay tubes);
M = mean pitch, in [mm], of the stay tubes B = pitch [mm], of the stay tubes in boundary
supporting any positions of the plate (being the rows of wide water space;
sum of the four sides of any quadrilateral divided
by 4); C = 0.42, if the plates are not exposed to flame;
C = 0.42 for plates not exposed to flame with = 0.46, if the plates are exposed to flame.
stay tube secured as shown in Fig.2.7.4.5;
2.7.4.3.2 The values of C and the method of
C = 0.46 for plates exposed to flame. securing the stay tubes are as indicated in
2.7.4.2.3.
2.7.4.2.4 Where the area of the tube nest does
not exceed 0.65 [m2] in the case of direct fired 2.7.4.3.3 Where stay tubes are irregularly
boilers, or 2.0 [m2] in the case of waste heat pitched, d is to be taken as the diameter of the
boilers, and stay tubes are not fitted, the largest circle which can be drawn through any
thickness of the plate is to be determined by the three points of support without enclosing
formula in 2.7.4.2.3; another point of support. Where various forms of
supports are used, the value of C is to be the
where, mean of the values for the respective methods
adopted.
M = Four times the mean pitch [mm], of the plain
tubes in the nest; 2.7.4.3.4 For the portions of the end plates
between the top rows of tubes and steam space
C = 0.45 for plates not exposed to flame; stays, the formula in 2.7.4.3.1 is to apply, B
being taken as the distance between the
= 0.49 for plates exposed to flame. centerline of the top row of tubes and the center
of the bar stays or other point of support, and A
2.7.4.2.5 The thickness, t, of any tube plate in A1  A 2
being taken as where A1 is the
the tube area is to be not less than: 2

Page 27 of 40
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horizontal distance between the centers of bar where,
stays or other methods of support, and A2 is the
horizontal distance between the center of one t and p are as defined in Sec.1;
stay tube and the center of next stay tube in the
top boundary row. Where no stay tubes are d = depth of girder [mm];
fitted, A2 is to be taken as equal to four times the
horizontal pitch of the plain tubes. l = length of girder [mm], measured internally
from tube plate to back chamber plate;
2.7.4.3.5 Where no stay tubes are fitted, the
support afforded by the plain tubes are not to be s = distance apart of the girders [mm];
taken to extend beyond the line enclosing the
outer surfaces of the tubes except that, between R20 = specified minimum tensile strength of the
the outside of the wing row of tubes and the girder plate [N/mm2].
attachment of the end plate to shell, there may
be an unsupported width equal to the flat plate 2.7.4.6 Flat plate margins
margin, as given by the formula in 2.7.4.6.1.
2.7.4.6.1 The width of margin, b, of a flat plate
2.7.4.4 Combustion chamber tube plates which may be regarded as being supported by
under compression the shell, furnaces or flues to which the flat plate
is attached is not to exceed that determined by
2.7.4.4.1 The thickness of combustion chamber the following formula:
tube plates under compression due to the
pressure on the top plate, based on a C(t  0.75)
compressive stress not exceeding 960 bar is to b [mm]
be determined by the following formula: p
pWs where,
t [mm]
1930(s  d) t and p are as defined in Sec.1;
where, b = width of margin [mm];
t and p are as defined in Sec.1; C = 31.0 for plates not exposed to flame;
W = internal width of combustion chamber [mm], = 28.8 for plates exposed to flame.
measured from tube plate to back chamber
plate; 2.7.4.6.2 Where an unflanged flat plate is
welded directly to shell, furnaces or flues and it
s = pitch of tubes [mm], measured horizontally is not practicable to effect the full penetration
where tubes are chain pitched, or diagonally weld from both sides of the flat plate, the
where the tubes are staggered pitched and the constant C used in formula in 2.7.4.6.1 is to be:
diagonal pitch is less than the horizontal pitch;
C = 23.6 for plates not exposed to flame;
d = internal diameter of plain tubes.
= 22.3 for plates exposed to flame.
2.7.4.5 Girders for combustion chamber top
plates 2.7.4.6.3 In the case of plates which are flanged,
the margin is to be measured from the
2.7.4.5.1 The formula in 2.7.4.5.2 is applicable commencement of curvature of flanging, or from
to plate girders welded continuously to the top a line 3.5 times the thickness of the plate,
combustion chamber plates by means of a full measured from the outside of the plate,
penetration weld. whichever is nearer to the flange.
2.7.4.5.2 The proportion of steel plate girders 2.7.4.6.4 Where the flat plate is not flanged for
supporting the tops of combustion chambers is attachment to the shell, furnaces or flues, the
to be determined by the following formula: margin is to be measured from the inside of the
shell or the outside of the furnaces or flues,
0.32 p l 2 s whichever is applicable.
t [mm]
d 2 R 20

Chapter 5 Part 4
2.7.4.6.5 In no case is the diameter, D, in [mm], 2.7.5 Flat plates and ends of vertical boilers
of the circle forming the boundary of the margin
supported by the uptake of a vertical boiler to be 2.7.5.1 Tube plates of vertical boilers
greater than determined by the following
formula: 2.7.5.1.1 Where vertical boilers have a nest or
nests of horizontal tubes, so that there is direct
tension on the tube plates due to the vertical
345
D  d 2 [mm] load on the boiler ends or to their acting as
p horizontal ties across the shell, the thickness of
the tube plates in way of the outer rows of tubes
where, are to be determined by the following formula:
A = cross-sectional area of the uptake tube pD

[mm2];
t  0.75 [mm]
5JR 20
p = design pressure in bar;
where,
d = external diameter of uptake [mm].

Page 29 of 40
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D = twice the radial distance of the center of the p = design pressure, in bar;
outer row of tube holes from the axis of the shell
[mm]; t = thickness of the tube plate [mm].
R20 = specified minimum tensile strength of tube 2.7.5.2.2 For the combustion chamber tube
plate [N/mm2]; plate the minimum number of gussets are to be:
J = efficiency of ligaments between tube holes in - 1 gusset where C exceeds 255 000
the outer vertical rows (expressed as a fraction);
- 2 gussets where C exceeds 350 000
sd
 - 3 gussets where C exceeds 420 000
s
2.7.5.2.3 For the smoke box tube plate the
where, minimum number of gussets are to be:
s = vertical pitch of tubes [mm]; - 1 gusset where C exceeds 255 000
d = diameter of tube holes [mm]. - 2 gussets where C exceeds 420 000
2.7.5.1.2 Each alternate tube in the outer 2.7.5.2.4 The shell plates to which the sides of
vertical rows of tubes is to be a stay tube. the tube plates are connected are to be not less
Further, the arrangement of stay tubes in the than 1.5 [mm] thicker than is required by the
nests is to be such that the thickness of the tube formula applicable to shell plates with
plates meets the requirements of 2.7.4.2. and continuous circularity; and where gussets or
2.7.4.3. other stays are not fitted to the shelves, the
strength of the parts of the circumferential
2.7.5.1.3 Where the vertical height of the tube seams at the top and bottom of these plates
plates between the top and bottom shelves from the outside of one tube plate to the outside
exceeds 0.65 times the internal diameter of the of the other, is to be sufficient to withstand the
boiler, the staying of the tube plates, and the whole load on the boiler end with a factor of
scantlings of the tube plates and shell plates to safety of not less than 4.5 related to R20 (where
which the sides of the tube plates are connected R20 is the specified minimum tensile strength
will require to be specially considered. It is of the shell plates [N/mm2].
recommended, however, that for this type of
boiler the vertical height of the tube plates 2.7.5.3 Dished and flanged ends for vertical
between the top and bottom shelves should not boilers
exceed 1.25 times the internal diameter of the
boiler. 2.7.5.3.1 The minimum thickness, t, of dished
and flanged ends for vertical boilers which are
2.7.5.2 Horizontal shelves of tube plates subject to pressure on the concave side and are
forming part of the shell supported by central uptakes is to be
2.7.5.2.1 For vertical boilers of the type referred
to in2.7.5.1, in order to withstand the vertical
PRi
load due to pressure on the boiler ends, the t  0.75 [mm]
horizontal shelves of the tube plates are to be 10 2
supported by gussets in accordance with the
following formula: where,
A Di p t, p and Ri are as defined in Sec.1;

C
t
2 = 1.3 , where  is defined in 1.6.
where,
2.7.5.3.2 The inside radius of curvature, Ri, of
A = maximum horizontal dimension of the shelf the end plate is to be not greater than the
from the inside of the shell plate to the outside of external diameter of the cylinder to which it is
the tube plate [mm]; attached.
Di = inside diameter of the boiler [mm]; 2.7.5.3.3 The inside knuckle radius, ri, of the arc
joining the cylindrical flange to the spherical

Chapter 5 Part 4
surface of the end is to be not less than four are subject to pressure on the convex side and
times the thickness of the end plate, and in no are supported by central uptake, is to be
case less than 65 [mm]. determined by the following formula:
2.7.5.3.4 The inside radius of curvature of flange pRo

to uptake is to be not less than twice the t  0.75 [mm]
thickness of the end plate, and in no case less 10
than 25 [mm].
where,
2.7.5.3.5 If the dished end has a manhole, the
opening is to be strengthened by flanging. The t, p, Ro and  are as defined in Sec.1.
total depth, H, of the flange, measured from the
outer surface of plate on the minor axis, is to be 2.7.5.5.2 The inside radius of dishing and
not less than: flanging are to be as required by 2.7.5.3.
2.7.5.6 Dished and flanged ends for

H tW unsupported vertical boiler furnaces:
where, 2.7.5.6.1 The minimum thickness, t, of dished

and flanged ends for vertical boiler furnaces that
H = depth of flange [mm]; are subject to pressure on the convex side and
are without support from stays of any kind, is to
t = thickness of the plate [mm]; be determined by the following formula, but is in
no case to be less than the thickness of the
W = minor axis of manhole [mm]. firebox:
2.7.5.4 Flat crowns of vertical boilers C pRo

t  0.75 [mm]
2.7.5.4.1 The minimum thickness of flat crown 660
plates of vertical boilers is to be determined as
in 2.7.4; d and c are defined as follows: where,
a) Where the crown is supported by an uptake t and p are as defined in Sec.1;

only;
Ro = outside radius of the crown plate, in [mm],
d = diameter [mm], of the largest circle (in no case Ro/t to exceed 88);
which can be drawn between the
connections to the shell or fire box and 2x
uptake (see 2.7.4.1.1 to 2.7.4.1.5); C= or 0.85 whichever is greater
x 
c = 0.47, if the plates are not exposed to
flame; x = specified minimum 0.2 per cent proof stress
in [N/mm2], at a temperature 90C above the
= 0.51, if the plates are exposed to flame; saturated steam temperature corresponding to
the design pressure for carbon and carbon-
b) Where bar stays are fitted in accordance manganese steel with a specified minimum
with 2.7.4.1.6 and 2.7.4.1.7; tensile strength of 400 [N/mm2];
d = diameter, in [mm], of the largest circle  = specified minimum 0.2 per cent proof stress
which can be drawn through three points of in [N/mm2], at a temperature 90C above the
support without enclosing another point of saturated steam temperature corresponding to
support; the design pressure for the steel actually used.
c = the mean of the values for the respective 2.7.5.6.2 The inside radius of curvature, Ri, see
points of support through which the circle Fig.2.3.1.2 (a), of the end plate is to be not
passes. greater than the external diameter of the
cylinder to which it is attached.
2.7.5.5 Dished and flanges ends for
supported vertical boiler furnaces 2.7.5.6.3 The inside knuckle radius, ri, see
Fig.2.3.1.2 (a), of the arc joining the cylindrical
2.7.5.5.1 The minimum thickness, t, of dished flange to the spherical surface of the end is to
and flanged ends for vertical boiler furnaces that

Page 31 of 40
___________________________________________________________________________________
be not less than four times the thickness of the p D o (L  160)
end plate and in no case less than 65 [mm]. t  0.75 [mm]
102400
2.7.6 Cylindrical furnaces subject to external
pressure CpD o L
t   0.75 [mm]
2.7.6.1 Maximum thickness 1100 320
2.7.6.1.1 Furnaces, plain or corrugated, are not where,

to exceed 22.5 [mm] in thickness.
2.7.6.2 Corrugated furnaces
Do = external diameter of the furnace, flue or
2.7.6.2.1 The minimum thickness, t, of combustion chamber [mm];
corrugated furnaces is to be determined by the
following formula: L = length of section between the center of
points of substantial support [mm];
P Do
t  0.75 [mm] 2x
C C
x 
where,
where,
p is as defined in Sec.1;
x and  are as defined in 2.7.5.6.
Do = external diameter of the furnace measured
at the bottom of the corrugations [mm]; 2.7.6.4 Plain furnaces of vertical boilers
t = thickness, of the furnace plate measured at 2.7.6.4.1 The thickness of plain furnaces not
the bottom of the corrugations [mm]; exceeding 1700 [mm] in external diameter is to
be determined by the formulae given in
C = 1060 for Fox, Morision and Deighton 2.7.6.3.1, the greater of the two thicknesses
corrugations; being taken;
= 1130 for suspension and bulb corrugations. where,
2.7.6.3 Plain furnaces, flue sections and D = external diameter of the furnace, in [mm];
combustion chamber bottoms where the furnace is tapered, the diameter is to
be the mean of that at the top and that at the
2.7.6.3.1 The minimum thickness, t, of plain bottom where it meets substantial support from
furnaces or furnaces strengthened by stiffening flange, ring or row of stays;
rings, of flue sections and of the cylindrical
bottoms of combustion chambers is to be L = effective length, in [mm], of the furnace
determined by the following formulae, the between the points of substantial support as
greater of two thicknesses being taken: indicated in Fig.2.7.6.4.1.

Chapter 5 Part 4
pressure on convex surface is to be determined

by the following formula:
CpR o
t  0.75 [mm]
608
where,
Ro = outer radius of curvature of furnace [mm];
2x
C= or 0.85, whichever is greater
x 
where,
x and are as defined in 2.7.5.6.
2.7.6.5.2 In no case is the minimum thickness to

Ro
exceed 22.5 mm, or the ratio to
(t  0.75)
exceed 100.
2.7.6.6 Ogee rings
2.7.6.6.1 The minimum thickness, t, of the ogee

ring which connects the bottom of the furnace to
the shell of a vertical boiler and sustains the
whole vertical load on the furnace is to be
2.7.6.4.2 For furnaces under 760 [mm] in
external diameter, the thickness is to be not less p D i (D i  D o )
than 8 mm, and for furnaces 760 [mm] in t  0.75 [mm]
external diameter and over, the thickness is to 9000
be not less than 9.5 [mm]. Furnaces exceeding
1700 [mm] in external diameter will be subject of where,
special consideration.
2.7.6.4.3 A circumferential row of stays
connecting the furnace to the shell will be Di = inside diameter of boiler shell [mm];
considered to provide substantial support to the
furnace, provided that: Do = outside diameter of lower part of the
furnace where it joins the ogee ring [mm].
a) the diameter of the stay is not less than 22.5
[mm] or twice the thickness of the furnace, 2.7.6.7 Uptakes of vertical boiler
whichever is the greater. In case of screwed
stays the diameter is to be measured over 2.7.6.7.1 The minimum thickness, t, of internal
the threads; uptakes of vertical boiler is to be determined by
the following formulae, the greater of the two
b) the pitch of the stays at the furnace does not thicknesses being taken:
exceed 14 times the thickness of the
furnace. p D o (L  610)
t  4 [mm]
2.7.6.5 Hemispherical furnaces 102400
2.7.6.5.1 The minimum thickness, t, of pD o L

unsupported hemispherical furnaces subject to t   4 [mm]
1100 320

Page 33 of 40
___________________________________________________________________________________
where, area to be supported is to be the area [mm2],
enclosed by the lines bisecting at right angles
t and p are as defined in Sec.1; the lines joining the stay and the adjacent points
of support, less the area of any tubes or stays
Do = external diameter of uptake [mm]; embraced. In the case of a stay tube or bar stay
in the boundary rows, the support afforded by
L = length of uptake between the centers of the flat plate margin, where applicable, should
points of substantial support [mm]. be taken into account.
2.7.7 Stay tubes and bar stays for cylindrical 2.7.7.3.3 Where there are no stay tubes in the
boilers tube nest, the area to be supported by a bar
stay is to extend to the tangential boundary of
2.7.7.1 Stay tubes the tube nest.
2.7.7.1.1 Each stay tube is to be designed to 2.8 Access arrangements

carry its due proportion of the load on the plates
which it supports. No stay tube is to be less than 2.8.1 General
5 [mm] thick at its thinnest part.
2.8.1.1 All pressure vessels are to be so made
2.7.7.1.2 The thickness of stay tubes welded to that the internal surfaces may be examined.
the tube plates is to be such that the maximum Wherever practicable, the openings for this
stress on the thinnest part of the tube does not purpose are to be sufficiently large for access
exceed 69 [N/mm2]. and for cleaning the inner surfaces.
2.7.7.1.3 Welded-in stay tubes are to be 2.8.1.2 Manholes in cylindrical shells should
expanded into tube plate in addition to welding. preferably have their shorter axes arranged
longitudinally, and are to be located clear of the
2.7.7.1.4 Stay tubes may be welded into the welded joints in the shell.
boiler after stress relief, provided they are not
adjacent in the same tube nest. 2.8.1.3 Doors for manholes and sightholes are
to be formed from steel plate or of other
2.7.7.2 Combustion chamber and longitu- approved construction, and all jointing surfaces
dinal bar stays. are to be machined.
2.7.7.2.1 The permissible stress in combustion 2.8.1.4 Doors of the internal type are to be
chamber and other similar bar stays, calculated provided with spigots which have a clearance of
on minimum sectional area, is not to exceed 62 not more than 1.5 [mm] all round, i.e. the axes of
[N/mm2]. the opening are not to exceed those of the door
by more than 3 [mm].
2.7.7.2.2 The diameter of any stay is to be not
less than 19 [mm]. 2.8.1.5 Doors of the internal type for openings
not larger than 230 x 180 [mm] need be fitted
2.7.7.2.3 The permissible stress in longitudinal with only one stud, which may be forged integral
stays, calculated on the minimum cross- with the door. Larger doors are to be provided
sectional area, is not to exceed: with two studs screwed through the door and
fitted with nuts on the inside. Alternatively, bolts
minimum specified tensile strength [N/mm 2 ] may be used, screwed through the door with the
heads inside. Other methods of attachment may
5.3 be accepted, provided that details are submitted
for consideration.
2.7.7.2.4 In no case is the diameter of the
longitudinal stays at any section to be less than 2.8.1.6 The crossbars or dogs for doors are to
25 [mm]. be of steel.
2.7.7.3 Loads on stay tubes and bar stays 2.8.1.7 Circular flat cover plates may be fitted to
raised circular manhole frames not exceeding
2.7.7.3.1 Stay tubes and bar stays are to be 400 [mm] diameter, and for an approved design
designed to carry the whole load due to pressure not exceeding 18 bar. Thickness of the
pressure on the area to be supported. frames are to be not less than 19 [mm] in all
parts. The circular cover plates and joint flanges
2.7.7.3.2 For a stay tube or bar stay, the net for such frames are to be not less than:-

Chapter 5 Part 4
a) 25 [mm] thick for an approved design 2.9 Shell type exhaust gas heated
pressure:  8.6 bar; economizers that may be isolated from the
steam plant system
b) 29 [mm] thick for an approved design
pressure: > 8.6 bar  14.5 bar; 2.9.1 Scope
c) 32 [mm] thick for an approved design 2.9.1.1 This requirement is applicable to shell
pressure: > 14.5 bar  18 bar. type exhaust gas heated economizers that are
intended to be operated in a flooded condition
2.8.1.8 The cover plates are to be provided with and that may be isolated from the steam plant
spigots and are to be secured by at least 16 system and intended to be fitted on board ships
bolts not less than 25 [mm] diameter, so that the contracted for construction on or after 1 January
stress in the bolts at the root of the thread due to 2007.
pressure does not exceed:
2.9.2 Design and construction
- 34 [N/mm2] for 25 [mm] diameter bolts
2.9.2.1 Design and construction of shell type
- 41 [N/mm2] for 28 [mm] diameter bolts economizers are to pay particular attention to
the welding, heat treatment and inspection
- 45 [N/mm2] for 32 [mm] diameter bolts arrangements at the tube plate connection to the
shell.
2.8.1.9 For the purpose of calculation, the
pressure may be assumed to act on the whole 2.9.2.2 Every shell type economizer is to be
area within the pitch circle of the bolts. provided with a means of indicating the internal
pressure and to be located so that the pressure
2.8.1.10 For smaller circular openings in can be easily read from a position from which
headers and similar fittings, an approved type of the pressure may be controlled.
plug may be used.
2.9.2.3 Every shell type economizer is to be
2.8.2 Additional requirements for boilers, provided with removable lagging at the
superheaters, economizers, and similar circumference of the tube end plates to enable
vessels ultrasonic examination of the tube plate to shell
connection.
2.8.2.1 In water tube boilers, manholes are to be
provided in all drums of sufficient size to allow 2.9.3 Feed water
access for internal examinations and cleaning
and for fitting and expanding the tubes. In the 2.9.3.1 Every economizer is to be provided with
case of headers for water walls, superheaters or arrangements for pre-heating and de-aeration,
economizers, and of drums which are too small addition of water treatment or combination
to permit entry, sight holes or mudholes thereof to control the quality of feed water to
sufficiently large and numerous for these within the manufacturer’s recommendations.
purposes are to be provided.
2.9.4 Operating instructions
2.8.2.2 Cylindrical boilers are to be provided,
where possible, with means for ingress to permit 2.9.4.1 The manufacturer is to provide operating
examination and cleaning of the inner surfaces instructions for each economizer and is to
of plates and tubes exposed to flame. Where the include reference to:
boilers are too small to permit this there are to
be sightholes and mudholes sufficiently large - Feed water treatment and sampling
and numerous to allow the inside to be arrangements.
satisfactorily cleaned.
- Operating temperatures – exhaust gas and
2.8.2.3 Where the cross tubes of vertical boilers feed water temperatures.
are large, there is to be a sight hole in the shell
opposite to one end of each tube sufficiently - Operating pressure.
large to allow the tube to be examined and
cleaned. These sight holes are to be in positions - Inspection and cleaning procedures.
accessible for that purpose.
- Records of maintenance and inspection.

Page 35 of 40
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- The need to maintain adequate water flow
through the economizer under all operating - Procedures for using the exhaust gas
conditions. economizer in the dry condition.
- Periodical operational checks of the safety - Procedures for maintenance and overhaul
devices to be carried out by the operating of safety valves.
personnel and to be documented
accordingly.
Section 3
Fittings and Mountings
3.1 General 3.2.1.2 The valves, spindles, springs and

compression screws are to be so encased and
3.1.1 All valves over 38 [mm] diameter are to be locked or sealed that the safety valves and pilot
fitted with outside screws, and the covers are to valves after setting to the working pressure,
be secured by bolts or studs. All valves are to be cannot be tampered with or overloaded in
arranged to shut with a right-hand (clockwise service. The spring casing of superheater safety
rotation) motion of the wheels. valves should be ventilated, or other
arrangements provided to protect the springs
3.1.2 Construction and arrangement of valves from excessive temperature.
and cocks are to be such that it can be seen
without difficulty whether they are open or shut, 3.2.1.3 Valves are to be so designed that in the
preferably by fitting a suitable indicator. event of fracture of springs they cannot lift out of
their seats.
3.1.3 Where boiler mountings are secured by
studs, the studs are to have a full thread holding 3.2.1.4 Easing gear is to be provided for lifting
in the plate for a length of at least one diameter. the safety valves and is to be operable by
If the stud hole penetrates the whole thickness mechanical means at a safe position from the
of the plate, the stud is to be screwed right boiler or engine room platforms.
through the plate and is to be fitted with a nut
inside the boiler. Where bolts are used for 3.2.1.5 Safety valves are to be made with
securing mountings, they are to be screwed working parts having adequate clearances to
right through the plate with their heads inside ensure complete freedom of movement.
the boiler.
3.2.1.6 Valve seats are to be effectively secured
3.1.4 Safety valve chests and other boiler and in position. Any adjusting devices which control
superheater mountings subject to pressures discharge capacity are to be positively secured
exceeding 10.3 bar or to steam temperatures so that the adjustment will not be affected when
exceeding 218C, and boiler blow-down fittings, the safety valves are dismantled at surveys.
are to be made of steel or other approved
material. 3.2.1.7 All the safety valves of each boiler and
steam generator may be fitted in one chest,
3.1.5 Adequate arrangements are to be which is to be separate from any other valve
provided for draining and venting the separate chest and is to be connected directly to the shell
parts of each pressure vessel. by a strong and stiff neck, the passage through
which is to be of cross-sectional area not less
3.2 Safety valves than the aggregate area of the safety valves in
the chest in case of full lift valves, and one half
3.2.1 For boilers and steam generators of that area in case of other valves.
3.2.1.1 Boilers and steam generators are to be 3.2.1.8 Each safety valve chest is to be drained
fitted with not less than two safety valves, each by a pipe fitted to the lowest part and led with a
having a minimum internal diameter of 25 [mm], downward gradient to the bilges or to a tank,
but those having a total heating surface of less clear of the boilers. No valves or cocks are to be
than 50 [m2] may have one valve not less than fitted to these drain pipes. It is recommended
50 [mm] diameter. that the bore of the drain pipes be not less than
19 [mm].

Chapter 5 Part 4
3.2.1.9
Superheated steam safety valves
a) Where a shell type economizer is capable of
being isolated from the steam plant system, it is AC (p  1.03) vs
to be provided with at least one safety valve and E
when it has a total heating surface of 50 [m2] or 98.1 vh
more, it is to be provided with at least two safety
valves. where,
b) To avoid the accumulation of condensate on E = the maker's specified peak load
the outlet side of safety valves, the discharge evaporation, in [kg/hour] (including all
pipes and/or safety valve housings are to be evaporation from waterwalls, integral, or
fitted with drainage arrangements from the steaming economizers and other heating
lowest part and led with a downward gradient to surfaces in direct communication with the
the bilges or to a tank, clear of the economizer, boiler). In no case is the designed evaporation
where it will not pose threat to either personnel to be based on less than 29 [kg/m2] hour of
or machinery. heating surface for fired boiler and 14.5 [kg/m2]
hour for exhaust gas heated boilers;
3.2.1.10 Full details of the proposed
arrangements to satisfy 3.2.1.9(a) to 3.2.1.9(b) A = for ordinary, high lift or improved high lift
are to be submitted for approval. safety valves, the aggregate area, in [mm2], of
the orifices through the seatings of the valves,
3.2.1.11 In case of watertube boilers, each neglecting the area of guides and other
saturated steam drum and each superheater are obstructions;
to be provided with at least one safety valve.
= for full lift safety valves, the net aggregate
3.2.1.12 When a boiler is fitted with an integral area, in [mm2], through the seats after deducting
superheater without any intervening stop valve, the area of the guides or other obstructions
the safety valve(s) on the superheater may be when fully lifted;
considered as boiler safety valve(s). The safety
valves are to be so proportioned and positioned C = 4.8 for valves of ordinary type, having a
that when relieving, sufficient steam is forced minimum lift of D/24;
through the superheater to prevent damage to
the heater. = 7.2 for valves of high lift type, having a
minimum lift of D/16;
Where a superheater, reheater or economizer is
fitted with a valve between one of these and the = 9.6 for valves of improved high lift type
boiler, the unit is to have appropriate safety having a minimum lift of D/12;
valves. Such safety valves are not to be
regarded as safety valves for the boiler. = 19.2 for valves of full lift type having a
minimum lift of D/4;
3.2.1.13 Where it is impracticable to attach
safety valves directly to the superheater, the D = bore of valve seat [mm];
valves are to be located as near as possible
thereto and fitted to a branch piece connected to p = design pressure, in bar;
the superheater outlet pipe.
= specific volume of saturated steam [m3/kg];
3.2.1.14 In high temperature installations the
drains from safety valves are to be led to a tank Vh = specific volume of superheated steam
or other place where high temperature steam [m3/kg].
can be safely discharged.
3.2.1.16 When the discharge capacity of a
3.2.1.15 The designed discharge capacities of safety valve of approved design has been
the safety valves on each boiler and steam established by type tests, carried out in the
generators are to be found from the following presence of the Surveyors or by an independent
formulae : authority recognized by IRS, on valves
representative of the range of sizes and
Saturated steam safety valves pressures intended for marine application,
consideration will be given to the use of a
AC (p  1.03) constant higher than C=19.2, based on 90 per
E
98.1
Page 37 of 40
___________________________________________________________________________________
cent of the measured capacity up to a maximum 3.2.1.21 The cross-sectional area of the main
of C = 45 for full lift safety valves. waste steam pipe is to be not less than the
combined cross-sectional areas of the branch
3.2.1.17 Where boilers are not fitted with waste steam pipes leading thereto from the
superheater, the safety valves are to be set to boiler safety valves. In case of water tube
open at a pressure of not more than 3 per cent boilers, each boiler should have a separate
above the approved design pressure, and in no waste steam system to atmosphere.
case at a pressure higher than :
3.2.1.22 Waste steam pipes are to be led to the
a) the design pressure of the steam piping; or atmosphere and are to be adequately supported
and provided with suitable expansion joints,
b) the least sum of the design pressure of the bends or other means to relieve the safety valve
machinery connected to the boiler and the chests of undue loading.
pressure drop in the piping between this
machinery and the boiler. 3.2.1.23 The scantlings of waste steam pipes
and silencers are to be suitable for the
3.2.1.18 Where boilers are fitted with maximum pressure to which the pipes may be
superheaters, the safety valves on the subjected in service, and in any case not less
superheaters are to be set to a pressure not than 10.0 bar.
higher than :
3.2.1.24 Silencers fitted to waste steam pipes
a) the design pressure of the steam piping; or are to be so designed that the clear area
through the baffle plates is not less than that
b) the least sum of the design pressure of the required for pipes.
machinery connected to the boiler and the
pressure drop in the piping between this 3.2.1.25 The safety valves of each exhaust gas
machinery and the boiler. heated economizer/and each exhaust gas
heated boiler which may be used as an
The safety valves on the boiler drum are to be economizer are to be provided with entirely
set to a pressure not less than the superheater separate waste steam pipes.
valve setting plus 0.35 bar plus the pressure
drop through the superheater, when the boiler 3.2.1.26 External drains and exhaust steam
stop valves are closed and the superheater vents to atmosphere are not to be led to waste
safety valves are relieving at their rated steam pipes.
capacity. In no case, however, are the safety
valves to be set to a pressure higher than 3 per 3.2.1.27 It is recommended that a scale trap and
cent above the design pressure of the boiler. means for cleaning be provided at the base of
each waste steam pipe.
3.2.1.19 Tests for accumulation of pressure are
to be carried out. The boiler pressure is not to 3.2.1.28 In installations operating with a high
rise more than 10 per cent above the design degree of superheat, consideration is to be
pressure, when the boiler stop valves are closed given to the high temperatures which waste
under full firing conditions. The duration of the steam pipes, silencers and surrounding spaces
accumulation test is to be 15 minutes for smoke- will attain when the superheater safety valves
tube boilers and 7 minutes for water-tube are blowing during accumulation tests and in
boilers. During this test, no more feed water is to service. Adequate protection against heat
be supplied than is necessary to maintain a safe effects is to be provided to Surveyor's
working water level. satisfaction.
3.2.1.20 For ordinary, high lift and improved high 3.2.1.29 Waste steam pipes are to be led well
lift type valves, the cross-sectional area of the clear of electric cables and any parts or
waste steam pipe and passages leading to it is structures sensitive to heat or likely to distort,
to be at least 10 per cent greater than the the pipes are to be insulated where necessary.
aggregate area of the safety valves as used in
the formulae in 3.2.1.15. For full lift and other 3.2.2 For pressure vessels other than boilers
approved valves of high discharge capacity, the and steam generators
cross-sectional area of the waste steam pipe
and passages is to be not less than 0.1C times 3.2.2.1 Each pressure vessel system or each
the aggregate valve area. pressure vessel which can be isolated, is to be

Chapter 5 Part 4
provided with arrangements to prevent drain connection between them. The valve
overpressure. nearest to the boiler is to be a non-return
valve;
3.2.2.2 Pressure vessels intended to operate
completely filled with liquid are to have a liquid b) essential services are to be capable of
relief valve unless otherwise protected against being supplied from at least two boilers.
overpressure.
3.3.2 Pressure vessels other than boilers and
3.2.2.3 Where a pressure vessel is fitted with steam generators
heating coils, and fracture in the coils may
increase the normal pressure of fluid in the 3.3.2.1 Each pressure vessel or system is to be
pressure vessel, the relieving capacity of the fitted with a stop valve situated as close as
safety device is to be sufficient to take into possible to the shell.
account the fracture of one tube.
3.4 Water level indicators
3.2.2.4 The total capacity of the safety valves,
fitted to any pressure vessel or system of 3.4.1 Every boiler and steam-heated steam
pressure vessels, is to be sufficient to discharge generator is to be fitted with at least two
the maximum quantity of fluid (liquid or gaseous) independent means of indicating the water level
that can be generated or supplied without in it, one of which is to be a gauge glass. The
causing a rise in the pressure of more than 10 other means is to be either an additional gauge
per cent above the design pressure. glass or an approved equivalent device.
3.2.2.5 The safety valves are to be set to open 3.4.2 Where a steam and water drum exceeding
at a pressure of not more than 3 per cent above 4 [m] in length is fitted athwartships, two gauge
the design pressure. glasses are to be fitted in suitable positions, one
near each end of the drum.
3.2.2.6 The use of bursting discs or a
combination of bursting discs and safety valves 3.4.3 The water gauges are to be readily
instead of safety valves is subject to special accessible and placed so that the water level is
consideration in each case. clearly visible. The lowest visible part of the
glass of the water gauge is to be situated at the
3.2.2.7 The discharge from safety valves is to be lowest safe working water level.
led to a place where no hazard will be created
by the contents being discharged. a) In the case of water-tube boilers, the water
gauge glasses are to be located so that
3.2.2.8 Where a gas is used for fire water is just showing when the water level in
extinguishing in the machinery spaces, the the steam drum is just above the top row of
discharge from safety valves or fusion plugs on tubes when the boiler is cold (generally
air receivers is to be led to open deck outside about 25 [mm] above).
machinery spaces, alternatively, the quantity of
gas for fire fighting purposes is to be increased b) In water-tube boilers, the tubes of which are
to such an extent that the efficiency of the fire not entirely drowned when cold, the water
extinguishing installation is not affected. gauge glasses are to be placed, to the
Surveyor's satisfaction, in the positions
3.3 Stop valves which have been found by experience to
indicate satisfactorily that the water content
3.3.1 Boilers and steam generators is sufficient for safety when the boiler is
worked under all service conditions.
3.3.1.1 One main stop valve is to be fitted to
each boiler and located as near the boiler as c) The level of the highest part of the effective
practicable. There are to be as few auxiliary stop heating surfaces, e.g. combustion chamber
valves as possible so as to avoid piercing the top of a horizontal boiler and the furnace
boiler shell than is absolutely necessary. crown of a vertical boiler, is to be clearly
marked in a position adjacent to the water
3.3.1.2 Where two or more boilers are gauge glass.
connected together :
3.4.4 The length of the water gauge glasses is
a) the steam connections for each boiler are to to be sufficient for verifying the water levels in
be provided with two stop valves with a case of alarm and oil supply cut-off.

Page 39 of 40
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3.4.5 The cocks of all water gauges are to be 3.6.3 In boilers, where economizer forms an
operable from positions free from danger in the integral part of the boiler, and where the
event of the glass breaking. arrangements necessitate the use of a common
inlet pipe on the economizer for both main and
3.4.6 If the water gauges are not fitted directly to auxiliary feed systems, this pipe is to be as short
the shell of the boiler, but to stand pillars or as practicable, and the arrangement of check
columns, it is desirable that these pillars or valves is to be such that either feed line can be
columns should be bolted directly to the shell of effectively isolated without interruption of the
the boiler. If they are connected to the boiler by feed water supply to the boiler.
means of pipes, the pipes are to be fitted with
terminal cocks, not valves, secured direct to the 3.6.4 The feed check valves are to be fitted with
boiler shell. efficient gearing, whereby they can be
satisfactorily worked from the stokehold floor, or
a) For boilers exceeding 3 [m] in diameter, the other convenient position.
pillars are to be not less than 63 mm, and
the connecting pipes not less than 38 [mm] 3.6.5 Standpipes on boiler, for feed inlet, are to
internal diameter. For boilers exceeding 2.3 be designed with an internal pipe to prevent
[m] but not exceeding 3 [m] in diameter, the direct contact between the feed pipe and the
pillars are to be not less than 50 [mm] and boiler shell or end plates with the object of
the pipes not less than 32 [mm] internal minimizing thermal stresses in these plates.
diameter. Similar arrangements are to be provided for
desuperheater and other connections, where
b) The upper ends of the connecting pipes are significant temperature difference occur in
to be so arranged that there is no pocket or service.
bend where an accumulation of water from
the condensation of the steam can lodge. 3.7 Pressure gauges
They should not pass through the uptake if
they can be otherwise arranged. If, 3.7.1 Each boiler and superheater is to be
however, this condition cannot be complied provided with a steam-pressure gauge.
with, they may pass through it by means of
a passage at least 50 [mm] clear of the pipe 3.7.2 The pressure gauges are to be placed
all round, open for ventilation. where they are easily read. The highest
permissible working pressure is to be marked off
3.5 Low water level fuel shut-off and alarm on pressure gauge in red.
3.5.1 Each fired boiler is to be fitted with a 3.8 Blow-down and scum valves
system of water level detection which is to be
independent of any other mounting on the boiler 3.8.1 Each boiler is to be fitted with at least one
and which will operate audible and visible blow-down valve secured to the lower part of the
alarms and shut-off automatically the fuel supply boiler.
to the burners when the water level falls to a
predetermined low level. 3.8.2 Where it is not practicable to attach the
blow-down valve direct to water-tube boilers, the
3.6 Feed check valves valve may be placed immediately outside the
boiler casing with a steel pipe of substantial
3.6.1 Each main boiler or auxiliary boiler for thickness fitted between the boiler and valve.
essential services and each steam-heated The pipe and valve are to be suitably supported
steam generator is to have two independent and any pipe which may be exposed to direct
feed pipes; each feed pipe is to be provided with heat from the furnace is to be adequately
two feed check valves. Boiler heated exclusively protected.
by exhaust gases may have only one feed pipe
and with one feed check valve. 3.8.3 The blow-down valve and its connections
to the sea need not be more than 38 [mm], and
3.6.2 The feed check valves are to be attached, is to be not less than 19 [mm] internal diameter.
wherever practicable, direct to the boiler, but For cylindrical boilers the size of the valve may
where the arrangements necessitate the use of be generally 0.0085 times the diameter of the
standpipes between the boiler and the check boiler.
valves, these pipes are to be of steel or other
approved material. For boiler feed water 3.8.4 Blow-down valves and scum valves
systems, See Ch.3, Sec.6. (where the latter are fitted) of two or more boiler

Chapter 5 Part 4
may be connected to one common discharge, seen whether it is open or shut. The cock handle
but where thus arranged there are to be screw- is not to be removable unless the cock is shut,
down non- return valves fitted for each boiler to and if a valve is fitted, the wheel is to be fixed to
prevent the possibility of the contents of one the spindle.
boiler passing to another. 3.9 Salinometer valve or cock
3.8.5 The blow-down cock or valve on the ship's 3.9.1 Each boiler is to be provided with a
side is to be fitted in a readily accessible salinometer valve or cock secured direct to the
position, above the level of the floor plates, and boiler in a convenient position. The valve or
is to be arranged such that it can be readily cock is not to be on the water gauge standpipe.
Section 4
Hydraulic Tests
4.1 Boilers (fired and exhaust gas heated), system which are to be tested to 2.5 times the
economizers, superheaters, reheaters, steam approved boiler design pressure, or twice the
receivers, steam heated generators and maximum pressure which can be developed in
similar vessels the feed line in normal service, whichever is
greater.
4.1.1 General
4.2 Other pressure vessels
4.1.1.1 Boilers and pressure vessels, together
with their components are to withstand the 4.2.1 General
following hydraulic tests without any sign of
weakness or defect. 4.2.1.1 Pressure vessels are to be tested on
completion to a pressure, pt, determined by the
4.1.1.2 Having regard to the variation in the following formula, without showing signs of
types and design of boilers, the hydraulic test weakness or defect :-
may be carried out by either of the methods
indicated below:  50 t
p t  1.3 p
a) Boilers are to be tested on completion to a T t  0.75
pressure 1.5 times the approved design
pressure; or t
but in no case is to exceed 1.5 p
t  0.75
b) Where construction permits, all components
of the boiler are to be tested on completion
where,
of the work including heat treatment to 1.5
times the design pressure. In the case of
pt = test pressure, in bar
components such as drums or headers,
which are to be drilled for tube holes, the
p = design pressure, in bar
test may be made before drilling the tube
holes, but is to be after the attachment of
t = nominal thickness of shell as indicated on the
standpipes, stubs and similar fittings and
plan [mm]
also after heat treatment has been carried
out. Where all the components have been
50 = allowable stress at 50C [N/mm2]
tested as above, each completed boiler after
assembly is to be tested to 1.25 times the
design pressure. T = allowable stress at design temperature
[N/mm2].
4.1.2 Mountings
4.2.2 Mountings
4.1.2.1 All boiler mountings are to be subjected
to a hydraulic test of twice the approved design 4.2.2.1 Mountings are to be subjected to a
pressure with the exception of feed check valves hydraulic test of twice the approved design
and other mountings connected to the main feed pressure.
End of Chapter

Page 1 of 16
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Chapter 6
Steering Gear
Contents
Section
1 General
2 Performance
3 Construction and Design
4 Steering Control Systems
5 Electric Power Circuits, Electric Control Circuits, Monitoring and Alarms
6 Emergency Power
7 Testing and Trials
8 Additional Requirements
9 Guidelines for the Acceptance of Non-duplicated Rudder Actuators for Tanker,
Chemical Tankers or Gas Carriers of 10,000 tons gross and upwards but of less than
100,000 tonnes Deadweight
Section 1
General
1.1 Scope transmitters, receivers, hydraulic control pumps

and their associated motors, motor controllers,
1.1.1 The requirements of this Chapter apply to piping and cables.
the design and construction of steering gear.
1.2.3 Main steering gear means the machinery,
1.1.2 Whilst the requirements of this Chapter are rudder actuator(s), the steering gear power units,
considered to meet the relevant regulations of the if any, and ancillary equipment and the means of
Safety of Life at Sea 1974 and applicable applying torque to the rudder stock (e.g. tiller or
amendments, attention should be given to any quadrant) necessary for effecting movement of
relevant statutory requirements of the National the rudder for the purpose of steering the ship
Authority of the country in which the ship is to be under normal service conditions.
registered.
1.2.4 Steering gear power unit means :
1.1.3 Consideration will be given to other cases,
or to other arrangements which are equivalent to a) in the case of electric steering gear, an
those required by the Rules. electric motor and its associated electrical
equipment;
1.2 Definitions
b) in the case of electrohydraulic steering gear,
1.2.1 Steering System means ship’s directional an electric motor and its associated electrical
control system, including main steering gear, equipment and connected pump;
auxiliary steering gear, steering gear control
system and rudder, if any. c) in the case of other hydraulic steering gear, a
driving engine and connected pump.
1.2.2 Steering gear control systems means the
equipment by which orders are transmitted from IR1.2.4 For the purposes of non-traditional
the navigating bridge to the steering gear power steering arrangements such as azimuthing
units. Steering gear control systems comprise propellers, waterjets, etc, the above definitions

Chapter 6 Part 4
Page 2 of 16 Steering Gear
may be applied as appropriate. The steering gear 1.4 Steering gear compartment
power unit relates to the equipment for changing
the direction of thrust and does not include those 1.4.1 The steering gear compartment is to be :
for generating the thrust.
a) Readily accessible and, as far as practicable
1.2.5 Auxiliary steering gear means the separated from machinery spaces;
equipment other than any part of the main
steering gear necessary to steer the ship in the b) Provided with suitable arrangements to
event of failure of the main steering gear but not ensure working access to steering gear
including the tiller, quadrant or components machinery and controls. These
serving the same purpose. arrangements are to include handrails and
gratings or other non-slip surfaces to ensure
1.2.6 Power actuating system means the suitable working conditions in the event of
hydraulic equipment provided for supplying hydraulic fluid leakage.
power to turn the rudder stock, comprising a
steering gear power unit or units, together with 1.5 Plans
associated pipes and fittings, and a rudder
actuator. The power actuating systems may 1.5.1 Before starting construction, all relevant
share common mechanical components, i.e. plans and specifications are to be submitted for
tiller, quadrant and rudder stock, or components approval in triplicate.
serving the same purpose.
1.5.2 These plans should give details of
1.2.7 Maximum ahead service speed means scantlings and materials of the steering gear
the greatest speed which the ship is designed to together with proposed rated torque and all relief
maintain in service at sea at her deepest valve settings.
seagoing draught.
1.6 Materials
1.2.8 Rudder actuator means the compo-
nent(s) which converts directly hydraulic 1.6.1 All the steering gear components the rudder
pressure into mechanical action to move the stock and/or components of other steering
rudder. arrangements for directional control are to be of
sound and reliable construction to the Surveyor's
1.2.9 Maximum working pressure means the satisfaction of IRS.
expected pressure in the system when steering
gear is operated to comply with 2.1.2(b). 1.6.2 All components transmitting mechanical
forces to the rudder stock are to be tested
1.2.10 Declared steering angle limits in the according to the requirements of Pt.2.
case of non-traditional steering arrangements
such as azimuthing propellers, waterjets, etc. are 1.6.3 Ram; cylinders; pressure housing of rotary
the operational limits in terms of maximum vane type actuators; hydraulic power piping;
steering angle, or equivalent, according to valves; flanges and fittings; and all steering gear
manufacturers guidelines for safe operation, also components transmitting mechanical forces to
taking into account the vessel’s speed or the rudder stock (such as tillers, quadrants, or
propeller torque/speed or other limitation. The similar components) are to be of steel or other
"declared steering angle limits" are to be declared approved ductile material, duly tested in
by the directional control system manufacturer for accordance with the requirements of Pt.2. In
each ship specific non-traditional steering mean. general, such material is not to have an
Ship's manoeuvrability tests, such as those in the elongation of less than 12 per cent nor a tensile
standards for ship maneuverability (Resolution strength in excess of 650 [N/mm2]. The use of
MSC.137(76)) are to be carried out with steering ductile (nodular) iron castings will be acceptable
angles not exceeding the declared steering angle provided the material has an elongation of not
limits. less than 12 per cent.
1.3 Installation 1.7 Rudder, rudder stock, vanes, tiller and

quadrant
1.3.1 The steering gear is to be secured to the
seating by fitted bolts, and suitable chocking 1.7.1 For the requirements regarding rudder,
arrangements are to be provided. The seating is rudder stock, See Pt.3, Ch.14.
to be of substantial construction.

Page 3 of 16
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1.7.2 All components transmitting mechanical rudder stock is generally to be 1.15du and the
forces to the rudder stock are to have a strength thickness of the coupling flange is to be at least
of at least equivalent to the rudder stock in way 1.1 times the required bolt diameter. The
of the tiller. The resultant equivalent stress, e, thickness of shim to be fitted between two halves
caused by the transmission of rudder torque, Qr, before machining is to be 0.0015du. The
in tillers, vanes and other power transmitting diameter of the coupling bolt, db is to be not less
components is not to exceed 118/k [N/mm2], i.e. than :
 e   2  3 2  118 / k [N/mm 2 ] du k
d b  0.60 [mm]
(nks)
where,
where,
e = The combined equivalent stress, [N/mm2]
du = The rudder stock diameter [mm] in way of
 = The bending stress, [N/mm2] the tiller calculated in accordance with Pt.3,
Ch.14, Sec.5;
= The torsional shear stress, [N/mm2]
n = Total number of joining bolts.
k = Material factor for the component under
consideration as defined in Pt.3, Ch.14, Sec.1; k = Material factor for the bolts.
Qr = The rudder torque calculated as per Pt.3, ks = Material factor for the rudder stock material.
Ch.14, Sec.3.2 [N-m].
1.7.7 The dimensions of the key are to comply
1.7.3 The section modulus 'Z' [cm3] and the with the requirements of Pt.3, Ch.14, Sec.6.2.
sectional area 'A' [cm2] of the tiller arms is not to
be less than the following: 1.7.8 Where higher tensile bolts are used on
bolted tillers and quadrants, the yield and ultimate
 x tensile stresses of the bolt material are to be
Z  0.012 Q r 1   k [cm 3 ] stated on the plans submitted for approval,
 R together with full details of the methods to be
adopted to obtain the required setting-up stress.
Qr Where patent nuts or systems are used, the
A  2.0 k x 10  4 [cm 2 ] manufacturer's instructions for assembly should
R
be adhered to.
where,
1.7.9 In bow rudders having a vertical locking pin
operated from the deck above, positive means
R = The distance [m] from the point of application
are to be provided to ensure that the pin can be
of the effort on the tiller to the centre of rudder
lowered only when the rudder is exactly central.
stock; and
In addition, an indicator is to be fitted at the deck
to show when the rudder is exactly central.
x = The distance [m] from the section under
consideration to the centre of the rudder stock.
1.8 Mechanical steering gear
1.7.4 The boss may be fitted on the rudder stock
1.8.1 Steel-wire rope, chain and other
by shrinking with/without key or may be of the
mechanical systems, when these are used for
split type. The ratio between the mean of outer
rudder stock diameters of 120 [mm] and less but
and inner diameters of the boss is to be not less
excluding allowance for strengthening in ice, will
than 1.75 and the height of the boss is not to be
be specially considered. In general, the breaking
less than the inner diameter of the boss.
strength of rods/chains etc. is not to be less than:
1.7.5 Co-efficient of friction for shrink fitting is to
be taken as specified in Pt.3, Ch.14, Sec.6.3. Qr
Breaking strength = 6 N
R
1.7.6 In case of split type boss, the total number
of joining bolts is to be at least 4. The distance of Where R is defined in 1.7.3.
the centre of the bolts from the centre of the

Chapter 6 Part 4
Section 2
Performance
2.1 Requirements for traditional type of calculated ahead speed is to result in a

steering gears force and torque applied to the main
steering gear which is at least as great as
2.1.1 Unless the main steering gear comprises of if it was being tested with the ship at its
two or more identical power units, in accordance deepest seagoing draught and running
with 2.1.4 or 8.1.1, every ship is to be provided ahead at the speed corresponding to the
with a main steering gear and an auxiliary number of maximum continuous
steering gear in accordance with the revolutions of the main engine and
requirements of the Rules. The main steering maximum design pitch or
gear and the auxiliary steering gear are to be so
arranged that the failure of one of them will not 3 the rudder force and torque at the sea
render the other one inoperative. trial loading condition have been reliably
predicted and extrapolated to the full load
The rudder stock diameters mentioned in 2.1.2c), condition. The speed of the ship is to
2.1.3c) and 6.1.1 are to be taken as having been correspond to the number of maximum
calculated for mild steel with yield strength of 235 continuous revolutions of the main
[N/mm2]. engine and maximum design pitch of the
propeller.
2.1.2 The main steering gear and rudder stock
are to be : c) Operated by power where necessary to meet
the requirements of (b) and in any case when
a) Of adequate strength and capable of steering the Rules, excluding strengthening for
the ship at maximum ahead speed which is navigation in ice, require a rudder stock over
to be demonstrated in accordance with 7.2; 120 [mm] diameter in way of the tiller (See
2.1.1); and
b) Capable of putting the rudder over from 35
on one side to 35 on the other side with the d) So designed that they will not be damaged at
ship at its deepest seagoing draught and maximum astern speed; however, this design
running ahead at maximum ahead service requirement need not be proved by trials at
speed and under the same conditions, from maximum astern speed and maximum
35 on either side to 30 on the other side in rudder angle.
not more than 28 seconds;
where it is impractical to demonstrate IR 2.1.2.1 In case of 2.1.2 b).2, it is to be ensured
compliance with this requirement during sea that the equivalent stress in the rudder stock due
trials with the ship at its deepest seagoing to bending and torque is not to exceed the
draught and running ahead at the speed acceptance limits given in Pt 3, Ch 14, Sec 5.
corresponding to the number of maximum
continuous revolutions of the main engine 2.1.3 The auxiliary steering gear is to be :
and maximum design pitch, ships regardless
of date of construction may demonstrate a) Of adequate strength and capable of steering
compliance with this requirement by one of the ship at navigable speed and of being
the following methods: brought as fast as possible into action in an
emergency:
1 during sea trials the ship is at even keel
and the rudder fully submerged whilst b) Capable of putting the rudder over from 15 on
running ahead at the speed one side to 15 on the other side in not more
corresponding to the number of than 60 seconds with the ship at its deepest
maximum continuous revolutions of the seagoing draught and running ahead at one
main engine and maximum design pitch half of the maximum ahead service speed or
or 7 knots, whichever is the greater;
Where it is impractical to demonstrate
2 where full rudder immersion during sea compliance with this requirement during sea
trials cannot be achieved, an appropriate trials with the ship at its deepest seagoing
ahead speed to be calculated using the draught and running ahead at one half of the
submerged rudder blade area in the speed corresponding to the number of
proposed sea trial loading condition. The maximum continuous revolutions of the main

Page 5 of 16
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engine and maximum design pitch or 7 by 2.1.2 (b) while operating with all power
[knots], whichever is greater, ships units;
regardless of date of construction, including
those constructed before 1 January 2009, c) The main steering gear is arranged so that
may demonstrate compliance with this after a single failure in its piping system or in
requirement by one of the following methods: one of the power units the defect can be
isolated so that steering capability is
1 during sea trials the ship is at even regained.
keel and the rudder fully submerged
whilst running ahead at one half of 2.1.5 Main and auxiliary steering gear power
the speed corresponding to the units are to be:
number of maximum continuous
revolutions of the main engine and a) Arranged to re-start automatically when
maximum design pitch or 7 [knots], power is restored after a power failure;
whichever is greater; or
b) Capable of being brought into operation from
2 where full rudder immersion during a position on the navigating bridge. In the
sea trials cannot be achieved, an event of a power failure to any one of the
appropriate ahead speed is to be steering gear power units, an audible and
calculated using the submerged visual alarm is to be given on the navigating
rudder blade area in the proposed bridge;
sea trial loading condition. The
calculated ahead speed is to result in c) Arranged so that transfer between units can
a force and torque applied to the be readily effected.
auxiliary steering gear which is at
least as great as if it was being tested 2.1.6 Steering gear, other than of the hydraulic
with the ship at its deepest seagoing type, will be accepted provided the standards are
draught and running ahead at one considered equivalent to the requirements of this
half of the speed corresponding to Section.
the number of maximum continuous
revolutions of the main engine and 2.1.7 Manually operated gears are only
maximum design pitch or 7 [knots], acceptable when the operation does not require
whichever is greater; or an effort exceeding 16 [kgf] under normal
conditions.
3 the rudder force and torque at the
sea trial loading condition have been 2.2 Requirements for non-traditional
reliably predicted and extrapolated to (azimuthing propellers, waterjets, etc.) type of
the full load condition; and steering gears:
c) Operated by power where necessary to meet 2.2.1 For a ship fitted with a single steering-
the requirements of (b) and in any case when propulsion unit, the requirement in 2.1.1 is
the Rules, excluding strengthening for considered satisfied if the steering gear is
navigation in ice, require a rudder stock over provided with two or more identical power
230 [mm] diameter in way of the tiller. (See actuating systems and is in compliance with
2.1.1). 2.2.4. A detailed risk assessment is to be
submitted in order to demonstrate that in the case
IR 2.1.3.1 In case of 2.1.3 b).2, it is to be ensured of any single failure in the steering gear, control
that the equivalent stress in the rudder stock due system and power supply is maintained.
to bending and torque is not to exceed the
acceptance limits given in Pt 3, Ch 14, Sec 5. For a ship fitted with multiple steering -propulsion
units , such as but not limited to azimuthing
2.1.4 Where the main steering gear comprises propulsors or water jet propulsion systems each
two or more identical power units, an auxiliary of the steering-propulsion units is to be provided
steering gear need not be fitted, provided that : with a main steering gear and an auxiliary
steering gear or with two or more identical power
a) In a passenger ship, the main steering gear actuating systems in compliance with 2.2.5. The
is capable of operating the rudder as required main steering gear and the auxiliary steering gear
by 2.1.2 (b) while any one of the power units are to be so arranged that the failure of one of
is out of operation; them will not render the other one inoperative.
b) In a cargo ship, the main steering gear is 2.2.2 The main steering arrangements for ship
capable of operating the rudder as required directional control are to be:

Chapter 6 Part 4
a) of adequate strength and capable of steering satisfying the requirements in 2.2.2 while
the ship at maximum ahead speed which is any one of the power units is out of
to be demonstrated in accordance with 7.2 operation;
(Also refer Ch.4, Sec.9);
b) in a cargo ship, is capable of satisfying
b) capable of changing direction of the steering- the requirements in 2.2.2 while operating
propulsion unit from one side to the other at with all power units; and
declared steering angle limits at an average
turning speed of not less than 2.3°/s with the c) is arranged so that after a single failure
ship running ahead at maximum ahead in its piping system or in one of the power
service speed; units, steering capability can be
maintained or speedily regained.
c) for all ships, operated by power; and
2.2.5 For a ship fitted with multiple steering-
d) so designed that they will not be damaged at propulsion units, where each main steering
maximum astern speed (Also refer Ch.4, system comprises two or more identical power
Sec.9), this design requirement need not be actuating systems, an auxiliary steering gear
proved by trials at maximum astern speed need not be fitted, provided that each steering
and declared steering angle limits. gear :
Ship maneuverability tests, such as according to a) in a passenger ship, is capable of

Resolution MSC.137(76) on Standards for ship satisfying the requirements in 2.2.2 while
maneuverability, are to be carried out with any one of the steering gear power
steering angles not exceeding the declared actuating systems is out of operation;
steering angle limits.
b) in a cargo ship, is capable of satisfying
2.2.3 The auxiliary steering arrangements for the requirements in 2.2.2 while operating
ship directional control are to be: with all steering gear power actuating
systems;
a) of adequate strength and capable of steering
the ship at navigable speed and of being c) is arranged so that after a single failure
brought speedily into action in an emergency: in its piping or in one of the power
actuating systems, steering capability
b) capable of changing direction of the ship’s can be maintained or speedily regained
directional control system from one side to
the other at declared steering angle limits at The above capacity requirements apply
an average turning speed, of not less than regardless whether the steering systems
0.5°/s; with the ship running ahead at one are arranged with dedicated power units.
half of the maximum ahead service speed or
7 knots, whichever is the greater; and 2.2.6 Main and auxiliary steering gear power
units are to be:
c) for all ships, operated by power where
necessary to meet the requirements of a) Arranged to re-start automatically when power
2.2.3.b and in any ship having propulsive is restored after a power failure;
power of more than 2,500 kW per thruster
unit. b) Capable of being brought into operation from
a position on the navigating bridge. In the event
Ship maneuverability tests, such as according to of a power failure to any one of the steering gear
Resolution MSC.137(76) on Standards for ship power units, an audible and visual alarm is to be
maneuverability, are to be carried out with given on the navigating bridge;
steering angles not exceeding the declared
steering angle limits. c) Arranged so that transfer between units can be
readily effected.
2.2.4 For a ship fitted with a single steering-
propulsion unit where the main steering gear 2.3 Other requirements
comprises two or more identical power units and
two or more identical steering actuators, an 2.3.1 Where the steering gear is so arranged that
auxiliary steering gear need not be fitted, more than one power system can be
provided that the steering gear: simultaneously operated, the risk of hydraulic
locking caused by a single failure is to be
a) in a passenger ship, is capable of considered.

Page 7 of 16
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2.3.2 A means of communication is to be provided with positive arrangements, such as
provided between the navigating bridge and the limit switches, for stopping the gear before the
steering gear compartment. rudder stops are reached. These arrangements
are to be synchronized with the gear itself and not
2.3.3 Power-operated steering gears are to be with the steering gear control.
Section 3
Construction and Design
3.1 General A and B are given by the following table :
3.1.1 Rudder actuators other than those covered

by 8.3 and Sec.9 are to be designed in Wrought Cast Nodular
accordance with the relevant requirement of Ch.5 Steel Steel Cast Iron
for Class 1 pressure vessels (notwithstanding A 3.5 4 5
any exemptions for hydraulic cylinders). B 1.7 2 3
3.1.2 Accumulators, if fitted, are to comply with 3.2 Components

3.2.1 Special consideration is to be given to the
3.1.3 The welding details and welding suitability of any essential component which is
procedures are to be approved. All welded joints not duplicated. Any such essential component is
within the pressure boundary of a rudder actuator to, where appropriate, utilize anti-friction bearings
or connecting parts transmitting mechanical such as ball bearings, roller bearings or sleeve
loads are to be full penetration type or of bearings which are to be permanently lubricated
equivalent strength. or provided with lubrication fittings.
3.1.4 The construction is to be such as to 3.2.2 All steering gear components transmitting
minimize local concentration of stress. mechanical forces to the rudder stock, which are
not protected against overload by structural
3.1.5 The design pressure for calculations to rudder stops or mechanical buffers, are to have a
determine the scantlings of piping and other strength at least equivalent to that of the rudder
steering gear components subjected to internal stock in way of the tiller.
hydraulic pressure is to be at least 1.25 times the
maximum working pressure to be expected under 3.2.3 Oil seals between non-moving parts,
the operational conditions specified in 2.1.2 (b) forming part of the external pressure boundary,
taking into account any pressure which may exist should be of the metal type or of an equivalent
in the lower pressure side of the system. Fatigue type.
criteria may be applied for the design of piping
and components, taking into account pulsating 3.2.4 Oil seals between moving parts, forming
pressures due to dynamic loads (See Sec.9). part of the external pressure boundary, are to be
duplicated, so that the failure of one seal does not
3.1.6 The permissible primary general membrane render the actuator inoperative. Alternative
stress is not to exceed the lower of the following arrangements providing equivalent protection
values against leakage may be accepted.
B y 3.2.5 Piping, joints, valves, flanges and other

or fittings are to comply with the requirements of
A B
Ch.2 for Class I piping systems components. The
design pressure is to be in accordance with 3.1.5.
where,
3.2.6 Hydraulic power operated steering gears
B = specified minimum tensile strength of
are to be provided with the following :-
material at ambient temperature
a) Arrangements to maintain the cleanliness of
Y = specified minimum yield stress or 0.2 per the hydraulic fluid taking into consideration
cent proof stress of the material, at ambient the type and design of the hydraulic system;
temperature

Chapter 6 Part 4
b) A fixed storage tank having sufficient a) The setting pressure is not to be less than
capacity to recharge at least one power 1.25 times the maximum working pressure.
actuating system including the reservoir,
where the main steering gear is required to b) The minimum discharge capacity of the relief
be power operated. The storage tank is to be valve(s) is not to be less than 110 per cent of
permanently connected by piping in such a the total capacity of the pumps which can
manner that the hydraulic systems can be deliver through it (them). Under such
readily recharged from a position within the conditions the rise in pressure is not to
steering gear compartment and provided with exceed 10 per cent of the setting pressure. In
a contents gauge. this regard, due consideration is to be given
to extreme foreseen ambient conditions in
3.3 Valve and relief valve arrangement respect of oil viscosity.
3.3.1 For all vessels with non-duplicated 3.4 Flexible hoses

actuators, isolating valves are to be fitted at the
connection of pipes to the actuators, and are to 3.4.1 Hose assemblies approved by IRS may be
be directly fitted to the actuator. Arrangements for installed between two points where flexibility is
bleeding air from the hydraulic system are to be required but are not subjected to torsional
provided, where necessary. deflection (twisting) under normal operating
conditions. In general, the hose should be limited
3.3.2 Relief valves are to be fitted to any part of to the length necessary to provide for flexibility
the hydraulic system which can be isolated and and for proper operation of machinery. (See also
in which pressure can be generated from the Ch.2).
power source or from external forces. The setting
of the relief valves is not to exceed the design 3.4.2 Hoses should be high pressure hydraulic
pressure. The valves are to be of adequate size hoses according to recognized standards and
and so arranged as to avoid an undue rise in suitable for the fluids, pressures, temperatures
pressure above the design pressure. and ambient conditions in question.
3.3.3 Relief valves, for protecting any part of the 3.4.3 Burst pressure of hoses is not to be less
hydraulic system which can be isolated, required than four times the design pressure.
by 3.3.2 are to comply with the following:
Section 4
Steering Control Systems
4.1 General bridge and is to be independent of the control

system for the main steering gear;
4.1.1 Steering gear control is to be provided:
d) Where the steering gear is so arranged that
a) For the main steering gear, both on the more than one control system can be
navigating bridge and in the steering gear simultaneously operated, the risk of hydraulic
compartment; locking caused by a single failure is to be
considered.
b) Where the main steering gear is arranged
according to 2.1.4, by two independent 4.1.2 Any main and auxiliary steering gear control
control systems, both operable from the system operable from the navigating bridge is to
navigating bridge. This does not require comply with the following:
duplication of the steering wheel or steering
lever. Where the control system consists of a a) Means are to be provided in the steering gear
hydraulic telemotor, a second independent compartment for disconnecting any control
system need not be fitted, except in a tanker, system operable from the navigating bridge
chemical tanker or gas carrier of 10,000 tons from the steering gear it serves;
gross and upwards;
b) The system is to be capable of being brought
c) For the auxiliary steering gear, in the steering into operation from a position on the
gear compartment and, if power operated, it navigating bridge.
is to be also operable from the navigating
Page 9 of 16
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4.1.3 The angular position of the rudder is to : control systems are to be divided accordingly and
separated from each other by an isolating plate
a) If the main steering gear is power operated, or by air gap.
be indicated on the navigating bridge. The
rudder angle indication is to be independent IR4.2.3.4 Follow-up amplifier
of the steering gear control system.
In the case of double follow-up control, the
b) Be recognizable in the steering gear amplifiers are to be designed and fed so as to be
compartment. electrically and mechanically separated. In the
case of non follow-up control and follow-up
4.1.4 Appropriate operating instructions with a control, it is to be ensured that the follow-up
block diagram showing the change-over amplifiers are protected selectively
procedures for steering gear control systems and
steering gear actuating systems are to be IR4.2.3.5 Additional control systems
permanently displayed in the wheelhouse and in
the steering gear compartment. Control circuits for additional control systems,
e.g. steering lever or autopilot are to be designed
4.1.5 Where the system failure alarms for for all pole disconnection.
hydraulic lock (See Ch.7) are provided,
appropriate instructions are to be placed on the IR4.2.3.6 Feed-back units and limit switches
navigating bridge to shut down the system at
fault. The feed-back units and limit switches, if any, for
the steering gear control systems are to be
IR4.2 Mechanical, hydraulic and electrical separated electrically and mechanically
independency and failure detection and connected to the rudder stock or actuator
response of steering control systems separately.
IR4.2.1 Two independent steering gear control IR4.2.3.7 Hydraulic control components
systems are to be provided and so arranged that
a mechanical, hydraulic or electrical failure in one Hydraulic system components in the power
of them will not render the other one inoperative. actuating or hydraulic servo systems controlling
the power systems of the steering gear (e.g.
IR4.2.2 The term “steering gear control system” solenoid valves, magnetic valves) are to be
as defined in 1.2.1 is to be understood as to cover considered as part of the steering gear control
“the equipment required to control the steering system and are to be duplicated and separated.
gear power actuating system”.
Hydraulic system components in the steering
IR4.2.3 Separation of control systems and gear control system that are part of a power unit
components may be regarded as being duplicated and
separated when there are two or more separate
IR4.2.3.1 General power units provided and the piping to each
power unit can be isolated.
Wires, terminals and the components for
duplicated steering gear control systems installed 4.2.4 Failure detection and response of all types
in units, control boxes, switchboards or bridge of control systems
consoles are to be separated as far as
practicable. Where physical separation is not 4.2.4.1 Failure detection
practicable, separation may be achieved by
means of a fire retardant plate. 4.2.4.1.1 The most probable failures that may
cause reduced or erroneous system performance
IR4.2.3.2 Steering wheel or steering lever are to be automatically detected and at least the
following failure scenarios are to be considered:
All electric components of the steering gear
control systems are to be duplicated. This does i) Power supply failure
not require duplication of the steering wheel or
steering lever. ii) Loop failures in closed loop systems,
both command and feedback loops
IR4.2.3.3 Steering mode selector switch (normally short circuit, broken
connections and earth faults)
If a joint steering mode selector switch (uniaxial
switch) is employed for both steering gear control iii) Earth fault on AC and DC circuits
systems, the connections for the circuits of the
Chapter 6 Part 4
iv) Data Communication Errors failure, may lead to loss of steering, an audible
and visual alarm, which identifies the failed
v) Programmable system failures system, is to be provided on the navigating
(hardware and software failures) bridge.
vi) Hydraulic locking (ii) This alarm is to be activated whenever:
vii) Deviation between rudder order and - position of the variable displacement
feedback*. pump control system does not
correspond with the given order; or
Note * - Deviation alarm is to be initiated if the
rudder’s actual position does not reach the set - incorrect position of 3-way full flow
point within acceptable time limits for the closed valve or similar in constant delivery
loop control systems (e.g. follow up control and pump system is detected.
autopilot). Deviation alarm may be caused by
mechanical, hydraulic or electrical failures. .2 Where applicable, following standard
signboard is to be fitted at a suitable place on
All failures detected are to initiate an audible and steering control post on the bridge or
visual alarm on the navigation bridge. incorporated into operating instruction on board:
4.2.4.1.2 System response upon failure CAUTION
.1 The failures (as defined but not limited to those IN SOME CIRCUMSTANCES WHEN 2 POWER
in 4.2.4.1.1) likely to cause uncontrolled UNITS ARE RUNNING SIMULTANEOUSLY
movements of rudder are to be clearly identified. THE RUDDER MAY NOT RESPOND TO HELM.
In the event of detection of such failure, the IF THIS HAPPENS STOP EACH PUMP IN
rudder is to stop in the current position without TURN UNTIL CONTROL IS REGAINED.
manual intervention or, is to return to the mid
ship/ neutral position. The above signboard is related to steering gears
provided with two identical power units intended
Note: For hydraulic locking failure the following for simultaneous operation, and normally
are also to be complied with: provided with either their own control systems or
two separate (partly or mutually) control systems
(i) Where hydraulic locking, caused by a single which are/ may be operated simultaneously.
Section 5
Electric Power Circuits, Electric Control Circuits,

Monitoring and Alarms
5.1 Electric power circuits the electronic converter is designed considering

the most severe condition of operation.
5.1.1 Short circuit protection, an overload alarm
and in the case of polyphase circuits, an alarm to 5.1.3 Indicators for running indication of each
indicate single phasing is to be provided for each main and auxiliary motor are to be installed on the
main and auxiliary motor circuit. Protective navigating bridge and at a suitable main
devices are to operate at not less than twice the machinery control position.
full load current of the motor or circuit protected
and are to allow excess current to pass during the 5.1.4 Each electric or electrohydraulic steering
normal accelerating period of the motors. gear comprising one or more power units is to be
served by at least two exclusive circuits fed
5.1.2 Circuits obtaining their power supply via an directly from the main switchboard; however, one
electronic converter, e.g. for speed control and of the circuits may be supplied through the
which are limited to full load current for emergency switchboard. An auxiliary electric or
continuous rating are exempt from the electrohydraulic steering gear may be connected
requirement to provide protection against excess to one of the circuits supplying the main steering
current of magnitude as given in 5.1.1. The gear. The circuits supplying an electric or
overload alarm is to be set to a value for which electrohydraulic steering gear are to have

Page 11 of 16
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adequate rating for supplying all motors which practicable throughout their length.
can be simultaneously connected to them and
may be required to operate simultaneously. 5.2.2 Each main and auxiliary electric control
system which is operable from the navigating
IR5.1.4 For a ship fitted with multiple steering bridge is to comply with the following:-
systems, the above requirements are to be
applied to each of the steering systems. a) It is to be served with electric power by a
separate circuit supplied from the associated
5.1.5 The circuits, required by 5.1.4, are to be steering gear power circuit, from a point
separated throughout their length as widely as is within the steering gear compartment, or
practicable. directly from the same section of the
switchboard busbars, main or emergency, to
5.1.6 In ships of less than 1600 tons gross, if an which the associated steering gear power
auxiliary steering gear is not electrically powered circuit is connected.
or is powered by an electric motor primarily
intended for other services, the main steering b) Each separate circuit is to be provided with
gear may be fed by one circuit from the main short circuit protection only.
switchboard. Consideration would be given to
other protective arrangements than described in 5.3 Monitoring and alarms
5.1.1, for such a motor primarily intended for
other services. 5.3.1 All alarms associated with steering gear
faults are to be indicated on the navigating bridge
5.2 Electric control circuits and in accordance with the alarm system
specified in Ch.7, Table 1.9.1. The alarms are to
5.2.1 Electric control systems are to be be both audible and visual.
independent and separated as far as is
Section 6
Emergency Power
6.1 General response indicator, are to be provided

automatically, within 45s, either from the
6.1.1 Where the rudder stock is required to be emergency source of electrical power or from an
over 230 [mm] diameter in way of the tiller (See independent source of power located in the
2.1.1), excluding strengthening for navigation in steering gear compartment. This independent
ice, an alternative power supply, sufficient at least source of power is to be used only for this
to supply the steering gear power unit which purpose.
complies with the requirements of 2.1.3 and also The above requirement is relevant for the
its associated control system and the rudder steering-propulsion units having a certain proven
angle indicator, is to be provided automatically, steering capability attained due to vessel speed
within 45 seconds, either from the emergency regardless of availability of propulsion power.
source of electrical power or from an independent
source of power located in the steering gear 6.1.2 In every ship of 10,000 tons gross and
compartment. This independent source of power upwards, the alternative power supply is to have
is to be used only for this purpose. a capacity for at least 30 minutes of continuous
operation and in any other ship for at least 10
IR 6.1.1 In the case of non-traditional steering minutes.
arrangements such as azimuthing propellers,
waterjets, etc where the propulsion power 6.1.3 Where the alternative power source is a
exceeds 2,500kW per thruster unit, an alternative generator, or an engine driven pump, starting
power supply, sufficient at least to supply the arrangements are to comply with the
steering arrangements which complies with the requirements relating to the starting
requirements of clause 2.1.3.b and also its arrangements of the emergency generators.
associated control system and the steering gear

Chapter 6 Part 4
Section 7
Testing and Trials
7.1 Testing v) The emergency power supply required by

6.1.1;
7.1.1 The requirements of the Rules relating to
the testing of Class 1 pressure vessels, piping, vi) The steering gear controls, including transfer
and related fittings including hydraulic testing of control and local control;
apply.
vii) The means of communication between the
7.1.2 After installation on board the vessel the steering gear compartment and wheelhouse,
steering gear is to be subjected to the required also the engine room, if applicable;
hydrostatic and running tests.
viii) The alarm and indicators;
7.1.3 Each type of power unit pump is to be
subjected to a type test. The type test is to be for ix) Where the steering gear is designed to avoid
a duration of not less than 100 hours, the test hydraulic locking, this feature is to be
arrangements are to be such that the pump may demonstrated.
run in idling conditions, and at maximum delivery
capacity at maximum working pressure. During Test of items (iv), (vii), (viii) and (ix) may be
the test, idling periods are to be alternated with effected at the dockside.
periods at maximum delivery capacity at
maximum working pressure. The passage from 7.2.2 On all occasions when steering gear trials
one condition to another should occur at least as are conducted with the vessel not at the summer
quickly as on board. During the whole test no load waterline the loading condition can be
abnormal heating, excessive vibration or other accepted on the conditions that either:
irregularities are permitted. After the test, the
pump is to be opened out and inspected. Type i) the rudder is fully submerged (at zero
tests may be waived for a power unit which has speed waterline) and the vessel is in an
been proven to be reliable in marine service. acceptable trim condition.
7.2 Trials or
7.2.1 The steering gear is to be tried out on the ii) the rudder torque at the trial loading
trial trip in order to demonstrate to the Surveyor's condition have been reliably predicted
satisfaction that the requirements of the Rules (based on the system pressure
have been met. The trial is to include the measurement) and extrapolated to the
operation of the following :- summer load waterline condition using
the following method to predict the
i) The steering gear; including demonstration of equivalent torque and actuator pressure
the performances required by 2.1.2 (b) and 2.1.3 at the summer load waterline:
(b). In order to demonstrate this ability, the trials
may be conducted in accordance with Section 𝑄 𝑄 𝛼
6.1.5.1 of ISO 19019:2005 “Sea-going vessels
and marine technology – Instructions for 𝐴 𝑉
planning, carrying out and reporting sea trials”. 𝛼 1.25
𝐴 𝑉
The above is to be to the satisfaction of IRS.
Where:
ii) The steering gear power units, including
transfer between steering gear power units; α = extrapolation factor
iii) The isolation of one power actuating system, QF = rudder stock moment for the
checking the time for regaining steering deepest service draught and design
capability; speed condition
iv) The hydraulic fluid recharging system; QT = rudder stock moment for the trial
condition

Page 13 of 16
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AF = total immersed projected area of the Where constant volume fixed
moveable part of the rudder at summer displacement pumps are utilized then the
load waterline regulations can be deemed satisfied if
the estimated steering actuator hydraulic
AT = total immersed projected area of the pressure at the deepest draught is less
moveable part of the rudder in the trail than the specified maximum working
condition pressure of the rudder actuator. Where a
variable delivery pump is utilized, pump
VF = contractual design speed of the data should be supplied and interpreted
vessel corresponding to the maximum to estimate the delivered flow rate
continuous revolutions of the [main corresponding to the summer load
engine] at the. summer load waterline waterline in order to calculate the
(also see 7.2.3) steering time and allow it to be compared
to the required time.
VT = measured speed of the vessel
(considering current) in the trial Where AT is greater than 0.95AF there is
condition. no need for extrapolation methods to be
applied.
Where the rudder actuator system
pressure is shown to have a linear iii) Alternatively the designer or builder
relationship to the rudder stock torque may use computational fluid dynamic
the above equation can be taken as: (CFD) studies or experimental
investigations to predict the rudder stock
𝑃 𝑃 𝛼 moment at the summer load waterline
condition and design speed. These
Where: calculations or experimental
investigations are to be to the satisfaction
PF = estimated steering actuator of IRS.
hydraulic pressure at summer load
waterline. 7.2.3 In any case for the main steering gear trial,
the speed of the ship corresponding to the
PT = maximum measured actuator number of maximum continuous revolution of
hydraulic pressure in the trial condition. main engine and maximum design pitch applies.
Section 8
Additional Requirements
8.1 For tankers, chemical tankers or gas seizure of rudder actuators, steering
carriers of 10,000 tons gross and upwards capability is to be regained in not more than
and every ship of 70,000 tons gross and 45 seconds after the loss of one power
upwards actuating system.
8.1.1 The main steering gear is to comprise two b) The main steering gear is to comprise either;
or more identical power units complying with the
provisions of 2.1.4. i) two independent and separate power
actuating systems, each capable of
8.2 For tankers, chemical tankers or gas meeting the requirements of 2.1.2 (b);
carriers of 10,000 tons gross and upwards or
8.2.1 Subject to 8.3, the following are to be ii) at least two identical power actuating
complied with : systems which, acting simultaneously
in normal operation are capable of
a) The main steering gear is to be so arranged meeting the requirements of 2.1.2(b).
that in the event of loss of steering capability Where necessary to comply with these
due to a single failure in any part of one of the requirements, interconnection of
power actuating systems of the main steering hydraulic power actuating systems is
gear, excluding the tiller, quadrant or to be provided. Loss of hydraulic fluid
components serving the same purpose, or from one system is to be capable of
Chapter 6 Part 4
being detected and the defective single failure of any part of the piping system
system automatically isolated so that or in one of the power units, steering
the other actuating system or systems capability is regained within 45 seconds; and
remain fully operational.
b) Where the steering gear includes only a
c) Steering gears other than of the hydraulic single rudder actuator special consideration
type are to achieve equivalent standards. is given to stress analysis for the design
including fatigue analysis and fracture
8.3 For tankers, chemical tankers or gas mechanics analysis, as appropriate, the
carriers of 10,000 tons gross and upwards but material used, the installation of sealing
of less than 100,000 tonnes deadweight arrangements and the testing and inspection
and provision of effective maintenance. In
8.3.1 Solutions other than those set out in 8.2.1 consideration of the foregoing, regard will be
which need not apply the single failure criterion to given to the "GUIDELINES" in Sec.9.
the rudder actuator or actuators, may be
permitted provided that an equivalent safety 8.3.2 Manufacturers of steering gear who intend
standard is achieved and that: their product to, comply with the requirements of
the Sec.9 are to submit full details when plans are
a) Following loss of steering capability due to a forwarded for approval.
Section 9
Guidelines for the Acceptance of Non-duplicated Rudder Actuators

for Tanker, Chemical Tankers or Gas Carriers of 10,000 tons gross
and upwards but of less than 100,000 tonnes Deadweight
9.1 Materials b) A detailed stress analysis of the pressure

retaining parts of the actuator should be
9.1.1 Parts subject to internal hydraulic pressure carried out to determine the stresses at the
or transmitting mechanical forces to the rudder- design pressure.
stock are to be made of duly tested ductile
materials complying with recognized standards. c) Where considered necessary because of the
Materials for pressure retaining components are design complexity or manufacturing
to be in accordance with recognized pressure procedures, a fatigue analysis and fracture
vessel standards. These materials are not to mechanics analysis may be required. In
have an elongation less than 12 per cent nor a connection with these analyses, all foreseen
tensile strength in excess of 650 [N/mm2]. dynamic loads should be taken into account.
Experimental stress analysis may be
9.2 Design required in addition to, or in lieu of, theoretical
calculations depending upon the complexity
9.2.1 Design pressure The design pressure of the design.
should be assumed to be at least equal to the
greater of the following :- 9.2.3 Dynamic loads for fatigue and fracture
mechanics analysis The assumptions for
a) 1.25 times the maximum working pressure to dynamic loading for fatigue and fracture
be expected under the operating conditions mechanics analysis where required by 3.1.5, 8.3
required in 2.1.2(b). and 9.2.2 are to be submitted for appraisal. Both
the cases of high cycle and cumulative fatigue
b) The relief valves(s) setting. are to be considered.
9.2.2 Analysis In order to analyse the design the 9.2.4 Allowable stresses For the purpose of
following are required : determining the general scantlings of parts of
rudder actuators subject to internal hydraulic
a) The manufacturers of rudder actuators pressure the allowable stresses should not
should submit detailed calculations showing exceed:
the suitability of the design for the intended
service.

Page 15 of 16
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Ba = actual tensile strength

m  f
B = tensile strength as defined in 9.2.4.
p  1.5 f
9.3 Construction details
b  1.5 f
9.3.1 General The construction should be such
p + b  1.5 f as to minimize local concentration of stress.
m + b  1.5 f 9.3.2 Welds
where, a) The welding details and welding procedures

should be approved.
m = equivalent primary general membrane
stress b) All welded joints within the pressure
boundary of a rudder actuator or connection
p = equivalent primary local membrane stress parts transmitting mechanical loads should
be full penetration type or of equivalent
b = equivalent primary bending stress strength.
9.3.3 Oil seals Oil seals forming part of the

B Y external boundary are to comply with 3.2.3 and
f = the lesser of or
A B 3.2.4.
B = specified minimum tensile strength of 9.3.4 Isolating valves Isolating valves are to be
material at ambient temperature fitted at the connection of the pipes to the
actuator, and should be directly mounted on the
Y = specified minimum yield stress or 0.2 actuator.
percent proof stress of material at ambient
temperature 9.3.5 Relief valves Relief valves for protecting the
rudder actuator against over-pressure as
A and B are as follows : required in 3.3.2 are to comply with the following:
a) The setting pressure is not to be less than

Wrought Cast Nodular 1.25 times the maximum working pressure
Steel Steel Cast Iron expected under operating conditions
A 4 4.6 5.8 required by 2.1.2(b).
B 2 2.3 3.5
b) The minimum discharge capacity of the relief
9.2.5 Burst test Pressure retaining parts not valve(s) is to be not less than 110 per cent of
requiring fatigue analysis and fracture mechanics the total capacity of all pumps which provide
analysis may be accepted on the basis of a power for the actuator. Under such
certified burst test and the detailed stress conditions the rise in pressure should not
analysis required by 9.2.2 need not be provided. exceed 10 per cent of the setting pressure. In
The minimum bursting pressure should be this regard due consideration should be
calculated as follows :- given to extreme foreseen ambient
conditions in respect of oil viscosity.
B a 9.4 Non-destructive testing
Pb  P A
B
9.4.1 The rudder actuator should be subjected to
where, suitable and complete non-destructive testing to
detect both surface flaws and volumetric flaws.
Pb = minimum bursting pressure The procedure and acceptance criteria for non-
destructive testing should be in accordance with
P = design pressure as defined in 9.2.1 requirements of recognized standards. If found
necessary, fracture mechanics analysis may be
A = as defined in 9.2.4 used for determining maximum allowable flaw
size.

Chapter 6 Part 4
9.5 Testing
9.5.2 When installed on board the ship, the
9.5.1 Tests, including hydrostatic test, of all rudder actuator should be subjected to a
pressure parts at 1.5 times the design pressure hydrostatic test and a running test.
should be carried out.
End of Chapter

Page 1 of 29
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Chapter 7
Control Engineering
Contents
Section
1 General
2 Control - System Characteristics
3 Requirements for various Machinery Installations
4 Tests and Trials
5 Machinery Operated from a Centralised Control Station – ‘CCS’ Notation
6 Computer Based Systems
7 Integrated Systems
Section 1
General
1.1 Scope 1.2 Remote control systems capability
1.1.1 The requirements of this Chapter are in 1.2.1 When it is desired to fit a centralized
general to be complied with for all machinery control system having one or more control
plants where instrumentation is required locations and embodying various degrees of
according to other Chapters of the Rules. In automatic and remote control of the propulsion
addition, the requirements apply to the following, plant or associated ship's service systems, the
when installed :- control and monitoring systems are to be
designed, assembled and installed in
a) remote control systems for propulsion accordance with the requirements given in
machinery, controllable pitch propeller, and Section 5, to assure operation as effective as
steering gear; could be obtained with the same systems
arranged for manual control and monitoring by
b) safety systems for propulsion plants and watchkeeping personnel.
electric power generating plants;
c) instrumentation equipment of boiler plants.
1.3.1 Plans and specifications for the control
d) Safety systems for emergency diesel systems, are to be submitted, for approval and
engines. are to at least include the following information:
1.1.2 For vessels intended to operate with a) machinery arrangement plans showing
unattended machinery spaces, refer to Pt.5. locations control in relation to controlled
units;
1.1.3 Alarm systems are to satisfy the
environmental requirements of IRS b) arrangements and details of control
Classification Notes “Type Approval of Electrical consoles including front views, installation
Equipment used for Control, Protection, Safety arrangements together with schematic
and Internal Communication in Marine diagrams for all power, control and
Environment”. monitoring systems including their functions;

Chapter 7 Part 4
Page 2 of 29 Control Engineering
c) kind and size of all electrical cables and the locations of main and associated secondary
wiring associated with the control systems control locations.
including voltage rating, service voltage and
currents together with overload and short 1.5.2 The control locations are to be well
circuit protection; ventilated and air conditioning is to be provided
for the control consoles when required by the
d) functional block diagrams of all control and operational characteristics of the components
monitoring systems; within the consoles. There is to be an alarm for
failure of the console integral air conditioning.
e) schematic plans of hydraulic and pneumatic
control systems together with all inter- 1.5.3 Enclosed main control location located
connections, piping sizes and materials within the machinery spaces are to have two
including working pressures, relief valve means of access located as remote from each
settings, reducing valves, filters, other as practicable.
compressors and their type and
manufacturers; 1.5.4 The leading of pipes in the vicinity of
control console is to be avoided as far as
f) description of all alarm and emergency possible. When such leads are necessary, care
tripping arrangements, functional sketches is to be taken to fit no flanges or joints over or
or description of all special valves, near the console unless provision is made to
actuators, sensors and relays; prevent any leakage from injuring the
equipment.
g) schematic plans and supporting data of fire-
protection and extinguishing systems, 1.5.5 Glass in a control room located within or
including fire-detection and alarm systems, adjacent to the machinery space is to be of the
bilge high level alarms; shatter-resistant type.
h) control system fault analysis, test program 1.5.6 When the main control for the propulsion
for testing controls, monitoring and alarm plant is to be situated in a location remote from
systems; the propulsion machinery space, details of
special arrangements are to be submitted to
i) Where computer based systems are used show that the operation of the propulsion plant
for essential services and are integrated would be as effective as with the main control
with other computer based systems, the located within or adjacent to the machinery
failure analysis is to be carried out and space.
should include networks and associated
network components (routers, switches etc.) 1.6 Main control location
j) A network plan clearly identifying all the 1.6.1 Controls

network components for each on board
operational technology (OT) network, 1.6.1.1 The main control location is to provide
including location of each network device, control of the propulsion plant and associated
details of IT network where the IT and OT ship's service system including starting,
Networks are interconnected; stopping, and for change over of vital pumps
and motors, and is to provide effective means
k) documents/plans indicated at Section 7.2 for monitoring temperatures, pressures, the
for integrated systems. electrical system, fluid and gas flows, liquid
levels and other variables which are essential
1.4 Operational guidance manual for the propulsion plant operation.
1.4.1 An operational guidance manual is to be 1.6.1.2 Effective means are to be provided for
provided on board the vessel for reference and monitoring and controlling direction of rotation or
is to contain the necessary system technical propeller pitch and speed of propeller for the
information and give operating instructions for safe operation of the plant from standby
normal and emergency operations. condition at departure through normal operation
to "finished with engines" at the end of the
1.5 Location of controls voyage.
1.5.1 Ship motion and anticipated structural 1.6.1.3 The main control location is to be fitted
vibrations are to be considered when selecting with alarms and emergency trips as required

Page 3 of 29
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together with indicators and is to have means for 1.7.3 If the control system automatically shuts
the assessment of the operational status of all down the main propulsion engine for any
machinery and systems vital to the propulsion of reason, this is to be alarmed at the main control
the vessel. Control functions from the console location and each secondary control location.
may be designed for either 'remote manual' or Restoration of normal operating conditions is to
'automatic control'. be possible only after manual reset. Automatic
restarting is not to be possible.
1.6.2 Independent manual control
1.8 Control console construction
1.6.2.1 Means are to be provided for
independent manual control, at or near the 1.8.1 Control consoles are to be preferably self-
machinery concerned, in the event of failure of a supported with the sides and backs suitably
particular control in the centralized control protected. Where necessary, protection is to be
system. Necessary instrumentation is to be provided for consoles which might be subject to
provided so that satisfactory operation of the damage by leaks or falling objects.
machinery under independent manual control
can be exercised for lengthy periods. 1.9 Instrumentation
Independent manual control of propulsion
machinery is to be demonstrated during the 1.9.1 Main control location
tests/trials to the satisfaction of the Surveyors.
This is to include demonstration of independent 1.9.1.1 Instrumentation and alarms at the main
manual control through the full maneuvering control location are to provide all information
range and transfer from automatic control. necessary for monitoring the operation of the
propulsion, electrical and emergency systems,
1.6.3 Order of control-location command generally in accordance with Table 1.9.1.
1.6.3.1 When the propulsion machinery is 1.9.2 Secondary control location

arranged to be controlled from two or more
locations, the main control location is to have 1.9.2.1 Instrumentation and alarms for the
means for transferring control from a secondary bridge control locations and other secondary
location to the main location at all times and control locations are to be generally in
blocking any unauthorized control from any accordance with Table 1.9.2.
secondary location. Consideration will be given
to special cases where it may be necessary for 1.10 Displays, indications and alarms
a secondary control location to have command
over control transfers between control locations. 1.10.1 The alarms and displays required by
Table 1.9.1 and Table 1.9.2 for essential
1.6.4 Control transfer services are to be readily distinguishable from
other alarms (e.g. fire alarm) and are to be
1.6.4.1 Transfer of control from one location to grouped functionally in so far as practicable.
another, except as required by 1.6.3.1, is to be Alarms are to have individual visual presentation
possible only with acknowledgement by the with preferably a common audible signal.
receiving locations. The main control location
and the secondary control location are to have 1.10.2 In general, alarms and displays not
an indicator showing which location is in control. required by Table 1.9.1 and Table 1.9.2 or not
concerned with the management of the
1.7 Secondary control locations propulsion machinery (non- essential alarms)
are to be grouped separately from the essential
1.7.1 In general, secondary control locations for alarms. Audible signals for non-essential alarms,
the control of propulsion machinery from the if provided, are to be of a character distinct from
bridge or other locations on board are to be kept that for essential alarms.
as simple as possible and provided with only
those indicators and controls necessary for the 1.10.3 The number of colours used to indicate
effective control of speed and direction of the status of plant operation is to be kept to a
propulsion engines, and of the controllable-pitch minimum. A uniform code is to be used so that
propeller where fitted, for normal operation. like colours indicate like functions or status of
operation in the controlled plant or system.
1.7.2 Precautions are to be taken to ensure that
the engine is not normally operated in a barred 1.10.4 Alarm systems are to be designed so that
speed range. they cannot remain deactivated when the

Chapter 7 Part 4
monitoring system has returned to the normal supply, changeover to the standby power supply
running condition. Alarm systems are to provide is to be achieved without a break.
both audible and visual alarm upon each fault
condition. Alarms, due to fault condition in 1.10.11 Failure of any power supply to the alarm
machinery, are to remain active until system is to operate an audible and visual alarm
acknowledged and if arrangements are made to at the main control location.
mute audible alarms they are not to extinguish
visual alarms. Acknowledgement of visual 1.10.12 The alarm system is to be capable of
alarms is to be clearly indicated. Alarms are to being tested during normal machinery operation.
be of the self-monitoring type so that a circuit
failure will cause an alarm condition and are to 1.10.13 The alarm system is to be designed as
have provisions for testing all audible and visual far as practicable to function independently of
alarms and indicating lamps. control and safety systems such that a failure or
malfunction in these systems will not prevent the
1.10.5 Machinery, safety and control system alarm system from operating.
faults are to be indicated at the relevant control
locations to advise duty personnel of a fault 1.10.14 Disconnection or manual overriding of
condition. The presence of unrectified faults is to any part of the alarm system should be clearly
be clearly indicated at all times. indicated.
1.10.6 Where the alarms are displayed as group 1.10.15 When alarm systems are provided with
alarms provision is to be made to identify means to adjust their set point, the
individual alarms at the main control location (if arrangements are to be such that the final
fitted) or alternatively at subsidiary control settings can be readily identified.
locations.
1.10.16 Where monitors are provided at the
1.10.7 Acknowledgement of alarms at positions location in control and if fitted, in the duty
outside a machinery space is not to silence the engineer’s accommodation, they are to provide
audible alarm or extinguish the visual alarm in immediate display of new alarm information
that machinery space. regardless of the information display page
currently selected. This may be achieved by
1.10.8 If an alarm has been acknowledged and provision of a dedicated alarm monitor, a
a second fault occurs prior to the first being dedicated area of screen for alarms or other
rectified, audible and visual alarms are again to suitable means.
operate. Where alarms are displayed at a local
panel adjacent to the machinery and with 1.10.17 Alarms are to be displayed in the order
arrangements to provide a group or common in which they occur. Alarms requiring shutdown
fault alarm at the main control room alarm or slowdown action are to be given visual
display then the occurrence of a second fault prominence.
prior to the first alarm being rectified need only
be displayed at the local panel, however, the 1.11 Safety systems
group alarm is to be re-initiated.
Unacknowledged alarms on monitors are to be 1.11.1 Where safety systems are provided, the
distinguished by either flashing text or a flashing requirements of Pt.5, Ch.22, 2.5.2 to 2.5.8 are to
marker adjacent to the text. A change of colour be complied with.
will not in itself be sufficient to distinguish
between acknowledged and unacknowledged 1.11.2 Where arrangements are provided for
alarms. over-riding a safety system, they are to be such
that in-advertent operation is prevented. Visual
1.10.9 For the detection of transient faults which indication is to be given at the relevant control
are subsequently self-correcting, alarms are location(s) when a safety over-ride is operated.
required to lock in until accepted. The consequences of over-riding a safety
system are to be established and documented.
1.10.10 The alarm system is to be arranged with
automatic changeover to a standby power 1.11.3 Monitoring and safety systems for DF or
supply in the event of a failure of the normal GF engines are to be provided in accordance
power supply. Where an alarm system could be with the requirements of Ch. 4, Sec. 4, 4.14.4.8
adversely affected by an interruption in power in addition to those given in this Section.

Page 5 of 29
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Table 1.9.1 : Displays, indications and alarms for main control location
Alarm
System Remote Display Remarks
activation
Main boilers
Main steam superheater Temperature
1 High -
outlet Pressure
Pressure Low
2 Fuel oil to burners -
Viscosity (temperature) High (low)
3 Master fuel oil cut-off valve - Closed -
4 Atomizing medium Pressure Outside limits -
5 Forced draft Pressure (water column) Failure -
6 Water level Level High, low
-
Low-low
7 Feed pump discharge Pressure -
8 Feed water salinity Salinity - -
Main turbine
1 Steam, ahead chest Pressure - -
2 Steam, astern chest Pressure - -
3 Steam, gland steam Pressure - -
L.O. to turbines and Temperature High
4 -
reduction gears Pressure Low
5 L.O. sump level - Low -
6 L.O. gravity tank Level Low -
Bearings, turbine, thrust and
7 Temperature High -
reduction gear (individual)
8 Main condensate pump Running Failure -
9 Main condenser Vacuum Low -
10 Main circulator Running Failure -
11 Condensate level - High -
12 Deaerator feed tank Level Low -
13 Astern guardian valve Position Failure to open -
14 Vibration - Excessive -
15 Rotor axial displacement - Excessive -
16 Shaft roll over - Stopped -
17 Scoop valve Position - -
Main circulator sea suction
18 Position - -
valve
Turbogenerator
L.O. to turbine and reduction Pressure Low
1 -
gear Temperature High
2 Bearings Temperature High -
3 Aux. Condenser Vacuum Low -
4 Aux. Condensate pump Running - -
5 Aux. Circulating pump running - -

Chapter 7 Part 4
Alarm
activation
Main diesel engines
Pressure Low
1 L.O. to engine See Note 1
Temperature High
Differential pressure across
2 Pressure High -
L.O. discharge filter
3 L.O. to reduction gear Pressure Low -
4 L.O. at reduction gear Temperature High -
Oil mist concentration in
crankcase or temperature of
5 - High See Note 16
bearings or equivalent
devices
6 L.O. drain tank level - Low-high See Note 2
7 Cylinder lubrication - Failure See Note 1
8 Cooling water to cylinders Pressure or flow Low See Note 9
9 Cylinder cooling water outlet Temperature High See Note 3
Level of cylinder cooling
10 - Low -
water in expansion tank
11 Piston coolant Pressure Low See Note 4
Flow of piston coolant
through each piston and
Flow, temperature (or Low-high
12 temperature in manifold (or See Note 4
temperature) (high)
temperature of coolant at
each piston outlet)
Level of piston coolant in
13 - Low See Note 4
expansion tank
Pressure Low
14 Fuel valve coolant -
Temperature High
Level of fuel valve coolant in
15 - Low -
expansion tank
16 Sea water coolant Pressure Low See Note 9
17 F.O. to injection pumps Pressure Low -
Low-high
18 F.O. to engine Temperature or viscosity See Note 7
(Low-high)
Level of F.O. in daily service
19 - Low-high See Note 5
tank
20 Charging air Temperature Low-high See Note 6
Deviation of each cylinder
from average and exhaust
21 Temperature High See Note 8
gas temperature of each
engine
Fire in scavenging belt, for
22 - Activated See Note 10
two stoke engines
23 Starting air Pressure Low -
24 Overspeed - Activated -

Page 7 of 29
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Alarm
activation
Diesel generators
1 F.O. to engines Pressure Failure -
Pressure Low
2 L.O. to engines -
Temperature High
3 Starting air Pressure Low -
4 Exhaust gas Temperature - -
Temperature High
5 Cooling medium, outlet See Note 9
Pressure Low
Level in cooling water
6 expansion tank, if not - Low -
connected to main system
7 overspeed - Activated -
Steering gear
1 Rudder position Indication - See Note 12
2 Steering gear power units - Failure -
Running and stopped Overload and
3 Steering gear motors See Note 13
indication single phase
4 Control system power - Failure -
Steering gear hydraulic oil
5 - Low See Note 14
tank level
6 Auto pilot indication Running indication Failure -
7 Hydraulic lock - Fault See Note 15
Addition services as applicable
1 Control electric power available Failure -
2 Control air supply Pressure Low -
3 Hydraulic control system Pressure Low -
4 Control location in operation In command indication - -
5 Propeller pitch indicator Pitch - -
6 Propeller speed, direction RPM, direction - -
7 Stern tube L.O. tank level - Low -
8 F.O. service or settling tank - Low, high -
F.O. settling tank
9 - High -
temperature
Volts amperes Off limits
10 Generators, ship service -
Frequency High off limits
11 Fuel oil service pump Running - -
12 Console air conditioning - Failure -
13 Automatic shut down - Shut-down -
14 Turning gear Engaged - -
15 Fire main Pressure - -
16 Bilge pump Running - -
17 Bilge level - High -
18 Clutch air or oil pressure - Low -

Chapter 7 Part 4
Notes:
1 Individual alarms are required where separate lubricating oil systems (e.g. for camshaft, rocker
arms, turbocharger, etc.) are installed. For turbochargers with an integrated self-contained oil
lubrication system such alarm is not required.
2 Where separate lubricating oil systems are installed, individual level alarms are required for the
tanks.
3 Where one common cooling space without individual stop valves is employed for all cylinder jackets,
one temperature alarm for the common cooling water outlet will be approved.
4 Only applicable for cross-head type engines.
5 High-level alarm is required only if suitable overflow arrangements are not provided.
6 Both the displays and alarms are not required if automatic temperature control is not necessary.
Low temperature alarm may be replaced by an alarm for water detection in the charging air duct.
7 Not required for distillate fuels.
8 Alarm for slow speed engines (under 300 RPM) and medium speed engines above 4000 bhp.
9 Not required for attached cooling pumps.
10 Not required for engines with bore 300 [mm], or under.
11 Alarms required for steering gear need to be fitted only on the bridge.
12 The rudder angle indication is to be on the navigation bridge and independent of the steering gear
control system.
13 Steering gear motors running indicators are to be fitted both on the bridge and main control location.
14 Each tank is to be monitored.
15 Where more than one system (either power or control) can be operated simultaneously each system
is to be monitored and the system at fault is to be identified.
16 If engine power is  2250 [kW] or cylinder bore > 300 [mm], following is to be provided:
- Oil mist detection arrangements or engine bearing temperature monitors or equivalent devices.
- Slow down with alarm for low speed diesel engines
- Shut down with alarm for medium and high speed engines.
- IRS may permit overriding of auto shut off or slow down arrangements, provided consequences
of overriding auto shut off or slow down are established and documented.
- For the purpose of this requirement :-
o Low speed engines means diesel engines having a rated speed of less than 300 rpm
o Medium speed engines means diesel engines having a rated speed of 300 rpm and
above, but less than 1400 rpm.
o High Speed engines means diesel engines having a rated speed of 1400 rpm and
above

Page 9 of 29
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Table 1.9.2 : Displays, indications and alarms for secondary control location
System Display Alarm Remarks

1 Control location In command - -
2 Propeller speed and direction Ahead, astern, RPM - -
3 Propeller pitch Pitch - -
4 Starting air pressure - Low -
5 Propulsion unit - Abnormal -
6 Remote control power - Failure -
7 Shaft roll over - Stopped -
8 Bilge level - High -
Section 2
Control - System Characteristics
2.1 Power supply where they are properly supported and not
subject to undue vibration or movements.
2.1.1 The control systems are to be served by
two feeders from the main switchboard. One of 2.1.5 Conductors for monitoring circuits which
the feeders may be from the emergency carry low-level or information-level signals are to
switchboard, if provided. Transfer may be by be installed in such a manner or provided with
manual or automatic switch installed in or shields so as to minimize the introduction of
adjacent to the control console. The feeder from spurious signals from outside sources. Wiring
the transfer switch to the control console may be within consoles is to be arranged to provide
through a single cable. These feeders are not to maximum accessibility and protection from
supply power for any other machinery. steam, water or oil piping.
2.1.2 The feeders supplying power to the control 2.2 Electrical and electronic devices
console are to be provided with short- circuit
protection at the main switchboard and 2.2.1 All electrical and electronic devices are to
emergency switchboards, if provided. Where be suitable for use in marine atmosphere,
circuits within the control consoles are protected resistant to corrosion, not affected by shipboard
by fuses or circuit breakers, the control-system vibration and motion and are to be capable of
protection is to be subdivided and arranged so performing their intended functions at
that failure of one set of fuses or circuit breakers compartment ambient temperature. Electrical
will not cause maloperation or failure of another and electronic devices are to be applied on the
circuit or system and it is to be possible to basis of 50C ambient when located in
isolate the defective system. machinery spaces or 40C ambient when
located in other spaces, including those cases
2.1.3 The power for monitoring, alarms and when the component is located in an
emergency action is to be supplied automatically airconditioned console.
from an emergency source upon failure of ship's
service power supply. An audio / visual alarm is 2.2.2 Semiconductor devices are to be selected
to be provided at the main control location to on the basis of expected shipboard ambient air-
indicate failure of power supply. temperature ranges of 0C-50C for interior
compartments and 0C-60C inside of consoles.
2.1.4 Cables and console wiring for control and Silicon and selenium semiconductor devices are
monitoring are to be of the flame-retarding type to be used in preference to germanium which
and are to be stranded except that solid may be used, where its characteristics are
conductors may be used in low energy circuits, favoured for a circuit provided care is taken to

Chapter 7 Part 4
ensure satisfactory operation under shipboard temperature of 50C when located in the
conditions. machinery spaces and 40C when located
outside such spaces. The power supply for
2.2.3 Steady-state voltage variations of 10 per electrical actuators is to be from the same
cent and frequency variations of  5 per cent source as the power to the control systems.
from the nominal console feeder rating are not
to affect the intended functioning of the 2.3 Hydraulic controls
electrically operated control and monitoring
devices. Where close tolerances on voltage and 2.3.1 Hydraulic pumps, actuators, motors and
frequency are required, special regulated accessories are to be suitable for the intended
supplies are to be provided. Voltage transients duty, compatible with the working fluid and are
are not to cause any dangerous malfunctioning to be designed to operate safely at full-power
or damage to the control and monitoring devices conditions. In general, the hydraulic fluid is to be
and the control equipment is to be fitted with non-flammable or have a flash point above
transient- voltage suppressors. 157C.
2.2.4 The design and arrangement of all devices 2.3.2 All control piping is to be readily accessible
is to provide ready accessibility to parts and supported so as to protect the piping and
requiring inspection, adjustment or periodic associated accessories from mechanical
replacement. Where devices are parts of sub- damage, vibration and shock. The control piping
circuits assembled in physically-identical is to be suitably marked to indicate the character
modular units for easy mounting on and removal of its service.
from the console, suitable arrangements such
as matched plug-in modules with coded plugs 2.3.3 The hydraulic pumps are to be fitted in
are to be provided to facilitate correct duplicate and have pressure relief protection on
replacement of modules in the console. the discharge side. The pump suctions are to be
from a reservoir of sufficient capacity to contain
2.2.5 Built-in circuitry is to be provided for use in all the fluid when drained from the system,
the testing of module functions. maintain the fluid level at an effective working
height and allow air and foreign matter to
2.2.6 Consideration is to be given to minimize, separate out. The pump suctions are to be sized
as far as practicable, the probability that failure and positioned to prevent cavitation or starvation
of any one component or device in the control of a pump. A duplex filter which can be cleaned
circuitry will cause unsafe operation of the plant. without interrupting the oil supply is to be fitted
on the discharge side of the pumps.
2.2.7 Control levers or wheels are to be readily
identifiable as to function and position and are to 2.4 Pneumatic controls
be arranged for a logical sequence of
operations. Suitable interlocks are to be 2.4.1 Air compressors, actuators, motors and
provided to prevent incorrect operation. accessories are to be suitable for the intended
duty and have working and other parts which will
2.2.8 When logic circuits are used for sequential not be damaged or rendered ineffective by
start-up or for operating individual plant, corrosion.
components, indicators are to be provided at the
control console to show the successful 2.4.2 All control piping is to be readily accessible
completion of the sequence of operations by the and supported so as to protect the piping and
logic circuit and start-up and operation of the associated accessories from mechanical
component. If some particular step is not carried damage, vibration and shock. The control piping
out during the sequence, the sequence is to is to be suitably marked to indicate the character
stop at this point. Manual override is to be fitted of its service.
in vital functions to permit control in case of
failure of a logical circuit. 2.4.3 Compressed air for pneumatic control is to
be available from at least two air compressors.
2.2.9 Electrically-powered actuators for the The starting air system may be used as a
execution of control commands are to be source of control air. The air pressure to the
suitable for shipboard use, and have working pneumatic control system is to be automatically
and other parts which would not be damaged or maintained at the level required for the operation
rendered ineffective by corrosion. The windings of the installation and low air pressure is to set
are to be treated to resist oil and water and the off an alarm at the main control location. Means
enclosures are to be suitable for the location. are to be provided in the delivery from the
The ratings of coils is to be based on ambient air

Page 11 of 29
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compressors to assure clean, dry and oil-free air main machinery control location to ensure
to the pneumatic controls. smooth transfer of control between the bridge
and machinery control locations.
2.5 Ship motion effects
2.6.6 Means of control, independent of the
2.5.1 All control, actuating, monitoring and alarm bridge control system, are to be provided on the
devices are to be able to operate successfully bridge to enable the propulsion machinery to be
when inclined at an angle of 30 in any direction stopped in an emergency.
from the vertical and when subjected to vibratory
frequencies of 2 to 80 Hz, in conjunction with 2.6.7 Audible and visual alarms are to operate
peak to peak amplitudes of 2 [mm] for on the bridge and in the locations required by
frequencies 2 to 13.2 Hz and an acceleration of Pt.5, Ch.22 if any power supply to the bridge
0.7 g for frequencies of 13.2 to 80 Hz. Care is to control system fails. Where practicable the
be taken to ensure that mounting arrangements preset speed and direction of thrust are to be
for the components will not amplify shipboard maintained until corrective action is taken.
vibrations.
2.6.8 At least two means of communication are
2.6 Bridge control for main propulsion to be provided between the bridge and the main
machinery control location in the machinery space. One of
these means may be the bridge control system;
2.6.1 Where a bridge control system for main the other is to be independent of the main
propulsion machinery is to be fitted, the electrical power supply. See also Pt.4, Ch.1,
requirements of 2.6.2 to 2.6.8 are to be Sec.2, Cl. 2.5.
complied with.
2.7 Valve control system
2.6.2 Means are to be provided to ensure
satisfactory control of propulsion from the bridge 2.7.1 Where bilge, ballast, oil fuel transfer and
in both the ahead and astern directions. sea valves for engine services are operated by
remote or automatic control, the requirements of
2.6.3 Instrumentation to indicate the following is 2.7.2 to 2.7.5 are to be satisfied.
to be fitted on the bridge:
2.7.2 Failure of actuator power is not to permit a
a) Propeller speed. valve to move to an unsafe condition.
b) Direction of rotation of propeller for a
fixed pitch, propeller or pitch position for 2.7.3 Positive indication is to be provided at the
controllable pitch propeller. remote control location for the service to show
c) Clutch position where applicable. the actual valve position or alternatively that the
d) Shaft brake position where applicable. valve is fully open or closed.
e) Engine speed.
2.7.4 Equipment located in places which may be
2.6.4 The propeller speed, direction of rotation flooded is to be capable of operating when
and, if applicable, the propeller pitch are to be submerged.
controlled from the bridge under all normal sea
going and manoeuvring conditions. 2.7.5 A secondary means of operating the
valves, which may be by local manual control, is
2.6.5 Remote control of the propulsion to be provided.
machinery is to be from one control location at
any one time. See also 1.6.3. Main propulsion 2.7.6 For requirements applicable to closing
control units on the navigating bridge may be appliances on scuppers and sanitary
interconnected. Means are to be provided at the discharges, see Pt.3, Ch.13.

Chapter 7 Part 4
Section 3
Requirements for various Machinery Installations
3.1 Boilers capable of shutting off the oil supply to the

burner within 6 seconds following flame failure.
3.1.1 General In the case of the failure of the flame scanner,
the fuel to the burner is to be shut off
3.1.1.1 Where a boiler-control system is fitted for automatically. On flame failure of all burners in
the purpose of automatically controlling the boilers fitted with an automatic ignition system,
combustion, feed water and firing functions, the the control system is to go to the automatic
arrangements are to be capable of automatically boiler purge condition.
and safely satisfying the steam requirements
demanded from the boiler under normal 3.1.3.2 Where boilers are fitted with an
evaporation between minimum and maximum automatic ignition system, a timed boiler purge
firing rates and be able to maintain complete with all air registers open is required prior to
and stable combustion at the minimum rate of ignition of the initial burner. The boiler purge
firing or during any sudden change in steam may be initiated manually or automatically. The
demand. purge time is to be based on a minimum of four
air changes of the combustion chamber and
3.1.1.2 To prevent a build-up of excessive boiler furnace passes. It is to be proven that the forced
steam which might occur when all burners are in draft fan is operating and the air registers and
service and burners are at the minimum firing dampers are open before the purge time
rate, one of the following arrangements or commences.
equivalent is to be provided:-
3.1.3.3 Means provided to by-pass the flame-
a) Burners sequencing, which may require scanner control system temporarily during a
automatic control of one or more, but not trial- for ignition period is to be limited to 15
necessarily all, burners in the boiler; seconds from the time the fuel reaches the
burners. Except for this trial- for-ignition period
b) an automatic steam dump system, there is to be no means provided to by-pass one
unloading to a condenser of adequate size. or more of the burner flame scanner systems
For long-term operation at low loads, the unless the boiler is being manually fired.
excess burner capacity may be secured.
3.1.3.4 Where boilers are fitted with an
3.1.2 Fuel oil system automatic ignition system, and where residual
fuel oil is used, means are to be provided for
3.1.2.1 A master fuel oil cut-off valve is to be lighting off the burners with igniters lighting
provided in the fuel system to each boiler. The properly heated residual fuel oil. Alternatively,
valve is to be automatically closed upon flame the burners may be lighted off with a light oil
failure of all burners in the boiler or upon action used as a pilot to ignite residual fuel oil. If all
of the low-water alarm or upon loss of forced burners experience a flame failure, the initial
draft. The closing of the master fuel oil valve is burner is to be brought back in to automatic
to be alarmed at the main control location. service only in the low-firing position. To avoid
Before any attempt at restarting after a complete the possibility of false indication due to the
flame out, manual intervention is to be initiated failure of the flame scanner in the 'flame-on'
to determine the cause of flame failure and to mode, the initial light-off burner is to be fitted
reset the master fuel-oil valve. with dual scanners or a scanner of the self
checking type.
3.1.2.2 The oil burners are to be so arranged
that they cannot be withdrawn unless oil supply 3.1.3.5 Off-limit conditions of burner primary-air
to the burners is cut off. pressure or atomizing- steam pressure are to be
alarmed at the main control location.
3.1.3 Combustion-control safety
3.1.4 Boiler alarms and indications
3.1.3.1 Each burner is to be fitted with a flame
scanner designed to automatically shut off the 3.1.4.1 Action of the automatic fuel oil or burner
fuel oil supply to the burner in the event of flame shut-off arrangement is to be indicated by
failure. The flame failure shut off is to be audible and visual alarms. Means are to be

Page 13 of 29
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provided to silence the audible alarms without 3.1.5.3 Means are to be provided for
canceling the visual indicator. Alarm systems independent manual control at the boiler in the
are to be designed so that the alarm cannot event of failure of the automatic control and
remain silenced when the monitored system has sufficient conventional instrumentation is to be
returned to normal running condition. provided so that satisfactory operation of the
boiler under independent manual control can be
3.1.4.2 Each boiler is to be fitted with one high- exercised for lengthy periods of time.
water level alarm and two independent low
water-level sensors and alarms. The low-low 3.2 Propulsion machinery
water-level alarm is to close the master fuel oil
cut- off for the boiler, and is to be set to operate 3.2.1 General
when the water level falls to a minimum safe
level, but at a level not lower than that visible in 3.2.1.1 The fitting of centralized automatic
the gauge glass. Water-level sensors are to be controls for propulsion engines and turbines is
so located as to minimize the effect of roll and not to impair the effectiveness of the safety and
pitch or they are to be provided with a short- speed control devices required by the applicable
time delay (approximately 5 seconds) to prevent parts of Ch.4.
trip-out due to transients or to the vessel's
motion. 3.2.1.2 Plant or engine response to throttle
control demands is to be tested during trials and
3.1.4.3 The alarms for forced-draft failure and after final adjustment to demonstrate that no
for low-water level are to be installed in part of the plant or engine is jeopardized by the
association with limiting controls which are to rate at which the throttle is moved from one
prevent start-up and cause shut-down when extreme position to the other. Overriding of the
unsafe firing conditions exist. Manual resetting remote throttle control is to be possible only
of the control system is to be required before the from the main control location.
boiler can be restarted.
3.2.1.3 The emergency tripping of propulsion
3.1.4.4 The operation status of the boiler is to be machinery is to be possible at the main control
indicated at the boiler by conventional location and at the machine site.
instruments, gauges, lights or other devices to
show the functional condition of fuel, air, feed- 3.2.2 Steam turbines
water and steam circuits of boiler. Monitoring
instruments are also to be provided at the main 3.2.2.1 The astern guardian valve is to open
control location. automatically as a result of a throttle trip or a
maneuvering signal, such as the actuation of a
3.1.5 Logic sequence for boiler controls specific switch or by movement of the throttle
control in the maneuvering range. An alarm is to
3.1.5.1 Where automatically started boilers are indicate any failure of the guardian valve to
installed, they are to be provided with a open.
programmed control to assure a safe cycle of
operation upon initial starting and cycling 3.2.2.2 If scoop circulation is provided for the
between temperature and pressure limits. main condenser, the main circulating pump is to
be automatically started as required for
3.1.5.2 The programmed control is to be satisfactory operation of the propulsion
designed to cycle the boiler in accordance with a machinery.
predetermined sequence and, in addition to the
automatic boiler purge required by 3.1.3.2, is to 3.2.2.3 In the event of low lubricating-oil
include the following:- pressure there is to be an automatic changeover
to the standby lubricating-oil pump(s). The
a) Ignition (spark coming on) is to precede the governor is to be arranged to shut off the steam
opening of the fuel valve; to the ahead turbines upon failure of the
lubricating-oil system.
b) Where it is necessary to cut burners in and
out to handle the load on the boiler and the 3.2.2.4 Alarms at the main control location are to
controls are provided to modulate the air- indicate low vacuum in the condenser,
fuel ratio, the automatic boiler purge period excessive bearing temperature and low
is to start with the modulating control in the lubricating-oil pressure. Remote throttle control-
high firing position and the ignition is not to system power failure indication is to be provided
be turned on until the modulating control at the main control and secondary control
has returned to the low-firing position. locations. An alarm is to be provided at the main

Chapter 7 Part 4
control and secondary control locations to 3.2.4.3 Precautions are to be taken to ensure
indicate that the propeller shaft has been that it is not possible to continuously run the
stopped too long on a standby or stop main engine in a barred speed range.
maneuver.
3.3 Emergency diesel engines
3.2.3 Gas turbines
3.3.1 These requirements apply to diesel
3.2.3.1 Automatic control arrangements for gas engines which are required to be immediately
turbine modules are to be provided to regulate available in an emergency and capable of being
the quantity of fuel flowing to the burners during controlled remotely or automatically operated.
starting, over the operating power range and Information is to be submitted alongwith
when stopping the gas turbine, in a controlled instructions to test alarm and safety systems
manner and with in the safe operating envelope demonstrating compliance with the
of the gas turbine. The arrangement is to have requirements.
provision to collect, condition and transmit both
primary and secondary surveillance signals to 3.3.2 Alarms and safeguards are to be fitted in
the local and remote operating locations. accordance with Table 3.3.2.
3.2.3.2 The control system is to be provided with 3.3.3 The safety and alarm systems are to be
control functions at the component level to allow designed to ‘fail safe’. The characteristics of the
direct manual control of the fuel flow and engine ‘fail safe’ operation are to be evaluated on the
shut down in the event of failure of the electrical basis not only of the system and its associated
power supplies or a critical failure of the engine machinery, but also the complete installation, as
control system. well as the ship.
3.2.3.3 Each gas turbine module is to be 3.3.4 Regardless of the engine output, if
provided control unit comprising of minimum shutdowns additional to those specified in Table
instrumentation necessary for monitoring, 3.3.2 are provided except for the overspeed
control and surveillance for safe operation both shutdown, they are to be automatically
local and remote positions with facility for overridden when the engine is in automatic or
transfer of control authority through a suitable remote control mode during navigation.
selector switch.
3.3.5 The alarm system is to function in
The alarms and automatic shut down devices to accordance with Pt.5, Ch.22, with additional
be provided are as indicated in Pt.4, Ch.4, Table requirements that grouped alarms are to be
3.13.1. arranged on the bridge. (See Pt.5, Ch.22,
Cl.2.4.14).
3.2.4 Diesel engines
3.3.6 In addition to the fuel oil control from
3.2.4.1 In the event of the lubricating oil outside the space, a local means of engine
pressure dropping to a preset level, there is to shutdown is to be provided.
be an automatic changeover to a standby
lubricating oil pump or a reduction in main 3.3.7 Local indications of at least those
engine speed to a predetermined level. In the parameters listed in Table 3.3.2 are to be
event of a loss of lubricating oil pressure provided within the same space as the diesel
engines are to stop automatically. engines and are to remain operational in the
event of failure of the alarm and safety systems.
3.2.4.2 Engine alarms are to be in accordance
with Table 1.9.1 and Table 1.9.2.

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Table 3.3.2 : Alarms and safeguards
Parameter  220 kW < 220 kW

Fuel oil leakage from fuel injection pipes Alarm activated Alarm activated
Lubricating oil temperature Alarm for high value
Lubricating oil pressure Alarm for low value Alarm for low value
Oil mist concentration in crankcase1 Alarm for high value
Pressure or flow of cooling water Alarm for low value
Temperature of cooling water (or cooling air) Alarm for high value Alarm for high value
Overspeed activated Alarm activated +
Shutdown
Note 1 : For engines having a power of more than 2250 kW or a cylinder bore of more than 300 [mm].
Section 4
Tests and Trials
4.1 Individual components unintentional grounds and short circuits,

defective electrical or electronic elements.
4.1.1 The manufacturers of control systems are
to certify that the mechanical, electrical, and 4.2 Shop testing
solid-state components utilized have been
satisfactorily tested individually or by acceptable 4.2.1 Upon completion of the control consoles or
lot sampling to establish their suitability for the sections or component assemblies of such
intended service including their exposure to the consoles, the manufacturer is to carry out tests
following conditions :- in the presence of the Surveyor to demonstrate
the satisfactory performance of all controls,
a) shipboard ambient conditions, See Ch.1, instruments and alarms. The tests are to
Sec.1; simulate all control and alarm functions given in
the operational manual as far as practicable.
b) ship motion and vibration as per 2.5; The tests are to demonstrate satisfactory
performance under the following conditions :
c) temperature range as per 2.2;
a) tests to be carried out at rated power supply
d) voltage and frequency tolerances as per at prevailing ambient air conditions;
2.2;
b) loss of power to be simulated;
e) pressure tests as per 4.1.2 and 4.2.
c) the voltage of the electrical supply to be
4.1.2 Hydraulic and pneumatic piping is to be varied plus or minus 10 per cent and where
subjected to pressure tests at 1.5 times the alternating current is used, the frequency is
relief-device settings using the service fluid in to be varied simultaneously to plus or minus
hydraulic systems and dry air or dry inert gas for 5 per cent. The controls are to function
pneumatic systems as the testing media. Means satisfactorily during these variations without
are to be provided for the automatic removal of faults. Where the components selected
moisture from the piping before delivery to the have been tested individually and are
pneumatic control system. certified to function satisfactorily during
these power variations, retesting of final
4.1.3 All electrical control and monitoring circuits assemblies will not be required;
are to be checked and proven free of
Chapter 7 Part 4
d) all electrical circuits supplying power to 4.3.1 Upon completion of the installation,
servo-motors and actuators rated over 100 complete performance tests of all systems are to
volts are to be subjected to dielectric- be carried out during dock trials and sea trials to
strength tests as required by Ch.8; demonstrate that the system will perform
successfully during standby, maneuvering,
e) vibration tests required by 2.5 may be steady conditions, and during transfer of
conducted in shops other than the plant of controls.
manufacture. When equipment is not
energized during the test it is to perform 4.3.2 A copy of the record of the trials is to be
satisfactorily after the vibration test; submitted for information. It is recommended
that a copy of the record of the trials be kept on
f) variation of hydraulic or pneumatic system board for reference purposes for future
pressure  20 per cent of normal operating adjustments/testing etc. The record should
pressure, except that relief valve pressure include details of all adjustments, calibrations,
need not be exceeded. The system is to method of simulating failures and expected
operate satisfactorily at the relief valve results due to these simulations. The record
pressure setting. should be kept up to date at all times.
4.3 Trials on board
Section 5
Machinery Operated from a Centralised Control Station –

‘CCS’ Notation
5.1 General requirements 5.1.4 Additional requirements for controls,

alarms and safeguards are given in 5.2.
5.1.1 Where it is proposed to install control,
alarm and safety systems to the following 5.2 Centralised control station for machinery
equipment, applicable features contained in
Section 2 and Section 3 are to be incorporated 5.2.1 A centralized control station is to be
in the system design. provided at some suitable location, which
satisfies the requirements of 5.2.2 to 5.2.7.
 Propulsion machinery including
essential auxiliaries; 5.2.2 A system of alarm displays and controls is
 Electric power generating plant; to be provided which readily ensures
 Controllable pitch propellers; identification of faults in the machinery and
 Oil fuel transfer and storage systems; satisfactory supervision and related equipment.
 Air compressors; The alarm and control systems are to satisfy the
 Steam generating plant (boilers and requirements of Section 1 and Section 2 as
their auxiliary equipment). applicable.
5.1.2 The arrangements are to be such that 5.2.3 Indication of all essential parameters
corrective actions can be taken at the control necessary for the safe and effective operation of
location in the event of machinery faults, e.g. the machinery is to be provided, e.g.
stopping of machinery, starting of standby temperatures, pressures, tank levels, speeds,
machinery, adjustments of operating powers etc.
parameters, etc. These actions may be effected
by either remote manual or automatic control. 5.2.4 Indication of the operational status of
running and standby machinery is to be
5.1.3 The controls, alarms and safeguards provided.
required by this chapter and Pt.5, Ch.22, as
applicable, are to be provided at the control 5.2.5 At the centralized control station, means of
location. A fire detection system satisfying the communication with the bridge area, the
requirements of Pt.5, Ch.22, Sec.2.13 is, also to accommodation for engineering personnel and if
be provided. necessary, the machinery space are to be
provided.

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5.2.6 In addition to the communication required 5.2.7 Arrangements are to be provided in the
by 5.2.5, a second means of communication is centralised control station so that the normal
to be provided between the bridge and the supply of electrical power may be restored in the
centralized control station. One of these means event of failure.
is to be independent of the main electrical power
supply.
Section 6
Computer Based Systems
6.1 Scope 6.2 Definitions
6.1.1 These requirements apply to design, 6.2.1 Stakeholders

construction, commissioning and maintenance
of computer based systems where they depend 6.2.1.1 Owner: The Owner is responsible for
on software for the proper achievement of their contracting the system integrator and/or
functions. The requirements focus on the suppliers to provide a hardware system
functionality of the software and on the including software according to the owner’s
hardware supporting the software. These specification. The Owner could be the Ship
requirements apply to the use of computer Builder Integrator (Builder or Shipyard) during
based systems which provide control, alarm, initial construction. After vessel delivery, the
monitoring, safety or internal communication owner may delegate some responsibilities to the
functions which are subject to classification. vessel operating company.
Software used for such systems will be required
to be assessed in accordance with the IRS 6.2.1.2 System Integrator: The role of system
‘Guidelines on Certification of Software for integrator is to be taken by the yard unless an
Computer Based Control Systems’. alternative organization is specifically
contracted/assigned this responsibility. The
6.1.2 The requirements given in this section do system integrator is responsible for the
not apply to navigation, radio communication integration of systems and products provided by
systems and loading instruments. suppliers into the system invoked by the
requirements specified in this Section and for
6.1.3 Vessels complying with the requirements providing the integrated system. The system
in IRS “Guidelines on Maritime Cyber Safety” integrator may also be responsible for
may be assigned the following additional Class integration of systems in the vessel. If there are
multiple parties performing system integration at
Notations:
any one time a single party is to be responsible
for overall system integration and coordinating
a) CyS-I – Informed Cyber Safety. This the integration activities. If there are multiple
notation is assigned where the stages of integration different System
organisation assesses the issues Integrators may be responsible for specific
related to cyber safety, cyber risks and stages of integration but a single party is to be
have documented policies. The responsible for defining and coordinating all of
the stages of integration.
organization implements minimum cyber
safety practices. 6.2.1.3 Supplier: The Supplier is any contracted
or subcontracted provider of system
b) CyS-II – Advanced Cyber Safety. components or software under the coordination
This notation is assigned where the of the System Integrator or Shipyard. The
cyber safety policies and procedures supplier is responsible for providing
are reviewed periodically for continual programmable devices, sub-systems or systems
to the system integrator. The supplier provides a
improvement. The organisation
description of the software functionality that
implements advanced cyber safety meets the Owner’s specification, applicable
practices. international and national standards, and the
requirements specified herein.

Chapter 7 Part 4
6.2.2 Objects 6.2.2.4 Sub-system means an identifiable part

of a system, which may perform a specific
6.2.2.1 The hierarchy and relationships of a function or set of functions.
typical computer based system are shown in
Fig. 6.2.2.1. 6.2.2.5 Programmable Device means a
physical component where software is installed.
6.2.2.2 Vessel means a ship or offshore unit
where the system is to be installed. 6.2.2.6 Software Module means a module is a
standalone piece of code that provides specific
6.2.2.3 System means a combination of and closely coupled functionality.
interacting programmable devices and/or sub-
systems organized to achieve one or more
specified purposes.
Fig 6.2.2.1 : Illustrative System Hierarchy
6.2.3 System Categories
6.2.3.1 System categories may be assigned,

based on their effects on system functionality as
shown in Table 6.2.3.1
Table 6.2.3.1 : System Categories
Category Effects Typical System Functionality

I Those systems, failure of which will not lead
to dangerous situations for human safety, - Monitoring function for informational/
safety of the vessel and/or threat to the administrative tasks
environment.
II Those systems, failure of which could - Alarm and monitoring functions
eventually lead to dangerous situations for - Control functions which are
human safety, safety of the vessel and/or necessary to maintain the ship in its
threat to the environment normal operational and habitable
conditions
III Those systems, failure of which could - Control functions for maintaining
immediately lead to dangerous situations for the vessel’s propulsion and steering
human safety, safety of the vessel and/or - Safety functions
threat to the environment.

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6.2.3.1.1 Category III: The following systems 6.3 Requirements for software and
typically belong to Category III, the exact supporting hardware
category being dependent on the risk
assessment for all operational scenarios: 6.3.1 Life cycle approach
- Propulsion system of a ship, meaning the 6.3.1.1 A global top to bottom approach is to be
means to generate and control mechanical undertaken regarding software and the
thrust in order to move the ship (devices used integration in a system, spanning the software
only during manoeuvring are not in the scope of lifecycle. This approach is to be accomplished
this requirement such as bow tunnel thrusters) according to software development standards as
listed in this sub-section or other national/
- Steering system control system international standards.
- Electric power system (including power 6.3.1.2 Quality System

management system)
.1 System integrators and suppliers are to
- Ship safety systems covering fire detection and operate a quality system regarding software
fighting, flooding detection and fighting, internal development and testing and associated
communication systems involved in evacuation hardware such as ISO 9001 taking into account
phases, ship systems involved in operation of ISO 90003 “Guidelines for the Application of ISO
life saving appliances equipment 9001:2000 to the Computer Software” or
equivalent may be referred in development of
- Dynamic positioning system of equipment quality procedures towards software
classes 2 and 3 according to IMO development and maintenance. Satisfaction of
MSC.1/Circ.1580 this requirement is to be demonstrated by either:
- Drilling systems - the quality system being

certified as compliant to the recognized
6.2.3.2 Category II: The following systems standard by an organization with
typically belong to Category II, the exact accreditation under a national
category being dependent on the risk accreditation scheme, or
assessment for all operational scenarios:
- IRS confirming compliance to
- Liquid cargo transfer control system the standard through a specific
assessment.
- Bilge level detection and associated control of
pumps .2 The quality system is to include the following:
- Fuel oil treatment system .1 Relevant procedures regarding

responsibilities, system documentation,
- Ballast transfer valve remote control system configuration management and
competent staff
- Stabilization and ride control systems
.2 Relevant procedures regarding
- Alarm and monitoring systems for propulsion software lifecycle and associated
systems hardware:
It may be noted that the examples listed are not - Organization set in place for
exhaustive. acquisition of related hardware and
software from suppliers
6.2.4 Other Terminology
- Organization set in place for
6.2.4.1 Simulation Tests means control system software code writing and verification
testing where the equipment under control is
partly or fully replaced with simulation tools, or - Organization set in place for
where parts of the communication network and system validation before integration in
lines are replaced with simulation tools. the Vessel

Chapter 7 Part 4
.3 Minimum requirements for approval of Quality - how the risks are known
system are as follows:
- the equivalence of the context
- Having a specific procedure for of use of the current computer based
verification of software code of Category system and the computer based system
II and III at the level of systems, sub- initially used to determine the risks
systems and programmable devices
and modules - the adequacy of existing control
measures in the current context of use.
- Having check points for IRS for
Category II and III systems (see Table 6.3.1.3.2 Code production and testing:
6.3.1.2 for the minimum check points).
Examples of check points can be a .1 The following documentation is to be provided
required submittal of documentation, a to IRS for Category II and III systems:
test event, a technical design review
meeting, or peer review meeting. - Software modules functional description
and associated hardware description for
- Having a specific procedure for programmable devices. This is to be provided by
software modification and installation on Supplier and System Integrator.
board the vessel defining interactions
with owners - Evidence of verification (detection and
correction of software errors) for software
.4 Quality Plan: A document, referred to herein modules, in accordance with the selected
as a Quality Plan, is to be produced that records software development standard. Evidence
how the quality management system will be requirements of the selected software standard
applied for the specific computer based system might differ depending on how critical the correct
and that includes, as a minimum, all of material operation of the software is to the function it
required by 6.3.1.2.1 to 6.3.1.2.3 inclusively performs (i.e. IEC 61508 has different
requirements depending on SILs, similar
6.3.1.3 Design Phase approaches are taken by other recognized
standards). This is to be supplied by the
6.3.1.3.1 Risk Assessment of System: Supplier and System Integrator.
.1 This step is to be undertaken to determine the - Evidence of functional tests for

risk to the system throughout the lifecycle by programmable devices at the software module,
identifying and evaluating the hazards subsystem, and system level. This is to be
associated with each function of the system. A supplied by the Supplier via the System
risk assessment report shall upon request be Integrator. The functional testing is to be
submitted to IRS: designed to test the provisions of features used
by the software but provided by the operating
.2 This document is normally to be submitted by system, function libraries, customized layer of
the System Integrator or the Supplier, including software and any set of parameters.
data coming from other suppliers. Standards
such as IEC/ISO31010 “Risk Management – 6.3.1.4 Integration testing before installation
Risk Assessment techniques” may be applied in on board
order to determine method of risk assessment.
The method of risk assessment is to be agreed .1 Intra-system integration testing is to be done
by IRS. between system and subsystem software
modules before being integrated on board. The
.3 Based on the risk assessment, a revised objective is to check that software functions are
system category might need to be agreed properly executed, that the software and the
between Class and the system supplier. hardware it controls interact and function
properly together and that software systems
Where the risks associated with a computer react properly in case of failures. Faults are to
based system are well understood, the risk be simulated as realistically as possible to
assessment may be omitted, however in such demonstrate appropriate system fault detection
cases the supplier or the system integrator is to and system response. The results of any
provide a justification for the omission. The required failure analysis are to be observed.
production of the justification is to give Functional and failure testing can be
consideration to: demonstrated by simulation tests.

Page 21 of 29
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.2 For Category II and III systems: - reacting safely in case of

failures originated internally or by
- Test programs and procedures for devices external to the system,
functional tests and failure tests are to be - interacting safely with other
submitted to IRS. A FMEA may be requested by systems implemented on board vessel.
IRS in order to support containment of failure
tests programs. For final integration and on board testing of
Category II and III systems:
- Factory acceptance test including
functional and failure tests would be witnessed - test specifications are to be
by IRS Surveyors. submitted to IRS for approval,
- the tests would be witnessed by
- Following documentation is to be IRS Surveyor.
provided:
6.3.2 Limited Approval
(i) functional description of
software 6.3.2.1 Sub-systems and programmable devices
(ii) list and versions of software may be approved for limited applications with
installed in system service restrictions by IRS when the ship system
(iii) user manual including where they will be integrated is not known. In
instructions for use during software this case, requirements about Quality systems
maintenance under 6.3.1.2 might need to be fulfilled as
(iv) list of interfaces between required by IRS. Additional drawings, details,
system and other ship systems tests reports and surveys related to the
(v) list of standards used for data Standard declared by the Supplier may be
links required by IRS, upon request.
(vi) additional documentation as
requested by IRS, which might include Sub-systems and programmable devices may in
an FMEA or equivalent to demonstrate this case be granted with a limited approval
the adequacy of failure test case applied mentioning the required checks and tests
performed.
6.3.1.5 Approval of Programmable Devices for
Category II and III Systems 6.3.3 Modifications during Operation
.1 Approval of programmable devices integrated 6.3.3.1 Responsibilities

inside a system is to be delivered to the system
integrator or supplier. Approval can be granted .1 Organizations in charge of software
on case by case basis, or as part of a product modifications are to be clearly declared by the
type approval, so long as above mentioned Owner to IRS. A System integrator is to be
documents have been reviewed/approved (as designated by the Owner and is to fulfil
per Table 6.3.1.2) and the required tests have requirements mentioned in 6.3.1. Limited life
been witnessed by IRS (also see 6.4 regarding cycle steps may be considered for modifications
hardware environmental type tests). already considered and accepted in the scope of
Documentation is to address the compatibility of initial approval. The level of documentation
the programmable device in the ship’s needed to be provided for the modification will
application, the necessity to have on board tests be indicated by IRS.
6.3.1.6 Final integration and on board testing .2 At the Vessel level, it is the responsibility of
Owner to manage traceability of these
.1 Simulation tests are to be undertaken before modifications; the achievement of this
installation, when it is found necessary to check responsibility is to be supported by system
safe interaction with other computerized integrators updating the Software Registry. This
systems and functions that could not be tested software registry is to contain:
previously. On board tests are to be carried out
to check that a computer based system in its - List and versions of software
final environment, integrated with all other installed in systems required in 6.3.1.4.
systems with which it interacts is: - Results of security scans as
described in 6.3.4.
- performing functions it was
designed for,

Chapter 7 Part 4
6.3.3.2 Change Management be adequate to allow the ship to continue its

mission-critical operations in a manner that
.1 The owner is to ensure that necessary preserves the confidentiality, integrity, and
procedures for software and hardware change availability of the data necessary for the safety
management exist on board, and that any of the vessel.
software modifications/ upgrades are performed
according to the procedure. All changes to Loss of a data link is to be specifically
computer based systems in the operational addressed in risk assessment analysis.
phase are to be recorded and be traceable. The
system is to be tested after any software update 6.5.1.2 A single failure in data link hardware is to
to confirm satisfactory performance of the be automatically treated in order to restore
system, post update. proper working of system. For Category III
systems a single failure in data link hardware is
6.3.4 System and Network Security not to influence the proper working of the
system.
6.3.4.1 Owner, system integrator and suppliers
are to adopt security policies and include these Guidance note: Based on the risk analysis and
in their quality systems and procedures. the system philosophy, networks can be
designed for physical redundancy and to
6.3.4.2 For Category I, II, and III systems, prevent simultaneous loss of networks
physical and logical security measures are to be
in place to prevent unauthorized or unintentional 6.5.1.3 Characteristics of data link is not to
modification of software, whether undertaken at prevent overloading in any operational condition
the physical system or remotely of system.
6.3.4.3 Prior to installation, all artefacts, Guidance note: The data sizing calculations
software code, executables and the physical considering data requirements for a particular
medium used for installation on the vessel are to application and the data format is to identify
be scanned for viruses and malicious software. suitable network data throughput.
Results of the scan are to be documented and
kept with the Software Registry. 6.5.1.4 Data link is to be self-checking, detecting
failures on the link itself and data
6.3.4.4 Malware protection, as applicable, is to communication failures on nodes connected to
be provided and regularly updated for identified the link. Detected failures are to initiate an
computer systems used for essential services. alarm.
6.4 Requirements for hardware regarding 6.5.1.5 The network cables are to be installed to
environment prevent EMI effects from power cables.
6.4.1 Evidence of environmental type testing 6.5.1.6 Network cables are to be designed and
according to Classification Notes “Type tested as per National/ International Standards.
Approval of Electrical Equipment used for
Control, Monitoring, Alarm and Protection, 6.5.1.7 Ship operational technology networks
Systems for Use in Ships” regarding hardware and information technology networks are to be
elements included in the system and sub- segregated, in general. Where such networks
systems are to be submitted to IRS for Category are required to be interconnected, the same is to
I, II and III computer based systems. This be implemented through a suitable fire wall.
requirement is not mandatory for Category I
computer based systems not considered for 6.5.1.8 Network components are to be suitable
Classification. for the intended area of operation onboard.
6.5 Control and Monitoring system Networks Guidance note: The network devices (Hubs,
for Category II and III systems routers, switches etc.) are to be installed in
protective cases unless the ingress protection of
6.5.1 General Requirements the device meets the requirements. The
protective cases are to be designed for the
6.5.1.1 Networks for safety critical systems and ambient environment and ease of operation and
integrated systems are to be resilient. The maintenance of the device.
design is to be such that in the event of a fault in
one part of ship network due to failure of 6.5.1.9 Where a system is provided with remote
network devices or cyber incident, the remaining connectivity for monitoring, and /or for remote,
systems connected to unaffected network would
Page 23 of 29
___________________________________________________________________________________
maintenance following requirements are to be

complied with, as a minimum: - Message integrity. Fault prevention,
detection, diagnosis, and correction so
(a) A detailed risk assessment is to be carried that the received message is not
out before implementing normal protection corrupted or altered when compared to
through devices such as fire walls, antivirus etc. the transmitted message.
The risk assessment is to be carried out to
assess the safety, environmental effects due to - Configuration and device
cyber-attack on integrated system authentication. Shall only permit
connection of devices that are included
(b) Remote shore connectivity is to be initiated in the system design.
from ship only and systems/ procedures are to
be in place for authorization, authentications and - Message encryption. Protection of the
session control. confidentiality and or criticality of the
data content.
(c) Perimeter protection is to be provided at ship
between external network and ship network. - Security management. Protection of
network assets, prevention of
(d) Where database servers can be accessed unauthorized access to network assets.
from a shore, suitable data protection controls
are to be implemented to protect data in transit .2 The internal wireless system within the vessel
or at rest against malicious attacks. is to comply with the radio frequency and power
level requirements of International
6.5.2 Specific requirements for wireless data Telecommunication Union and flag state
links requirements. Consideration should be given to
system operation in the event of port state and
6.5.2.1 Category III systems are not to use local regulations that pertain to the use of radio-
wireless data links unless specifically frequency transmission prohibiting the operation
considered by IRS on the basis of an of a wireless data communication link due to
engineering analysis carried out in accordance frequency and power level restrictions.
with an International or National Standard
acceptable to IRS. .3 For wireless data communication equipment,
tests during harbour and sea trials are to be
6.5.2.2 Other categories of systems may use conducted to demonstrate that radio-frequency
wireless data links with following requirements transmission does not cause failure of any
equipment and does not itself-fail as a result of
.1 Recognized international wireless electromagnetic interference during expected
communication system protocols are to be operating conditions.
employed, incorporating:

Chapter 7 Part 4
Table 6.3.1.2 : Documentation to be provided for conformance checking and testing
SYSTEM
SUPPLIER OWNER CATEGORY CATEGORY CATEGORY
Requirement INTEGRATOR
INVOLVED INVOLVED I1 II III
INVOLVED
Quality Plan X X A2 A A
Risk
assessment X I2 I2 I2
report
Software
modules
functional
description X (if
X I I
and necessary)
associated
hardware
description
Evidence of
X (if
verification of X I I
necessary)
software code
Evidence of
functional
tests for
elements
included in
systems of
Category II X X I I
and III at the
level of
software
Module,
subsystem
and system
Test programs
and
procedures for
functional
tests and
failure tests
X A A
including a
supporting
FMEA or
equivalent, at
the request of
IRS
Factory
acceptance
test event
X X W W
including
functional and
failure tests
Test program
for simulation
X A A
tests for final
integration
Simulation
tests for final X W W
integration

Page 25 of 29
___________________________________________________________________________________
Table 6.3.1.2 : Documentation to be provided for conformance checking and testing
SYSTEM
SUPPLIER OWNER CATEGORY CATEGORY CATEGORY
Requirement INTEGRATOR
INVOLVED INVOLVED I1 II III
INVOLVED
Test program
for on board
tests (includes
X A A
wireless
network
testing)
On board
integration
tests (includes
X W W
wireless
network
testing)
- List and
versions of
software
installed in
system
- functional
description of
software
- user manual
including
X I I
instructions
during
software
maintenance
- list of
interfaces
between
system and
other ship
systems
Updated
Software X X I I
Registry
Procedures
and
documentation I I
related to
Security Policy
Test reports
according to
Classification X X A3 A A
Note*
requirements
Note: 1 - Additional documentation may be required upon request
2 - Upon request
3 – If in the scope of Class requirement
A - Submitted (For Approval

I - Provided (For information)
W – Witness
* Refer IRS Classification Note: “Type Approval of Electrical Equipment used for Control, Monitoring,
Alarm and Protection, Systems for Use in Ships”

Chapter 7 Part 4
6.6 General requirements for computer 6.6.10 Displays and controls are to be protected
based systems against liquid ingress due to spillage or
spraying.
6.6.1 Programmable electronic systems are to
fulfill the requirements of the system under 6.6.11 User interfaces are to be designed in
control for all normally anticipated operating accordance with appropriate ergonomic
conditions, taking into account human safety, principles to meet user needs and enable timely
environmental impact, damage to vessel as well access to desired information or control of
as equipment, usability of programmable functions. A system overview is to be readily
electronic systems and operability of non- available.
computer devices and systems, etc.
6.6.12 The keyboard is to be divided logically
6.6.2 Programmable electronic equipment is to into functional areas. Alphanumeric, paging and
revert to a defined safe state on initial start up or specific system keys are to be grouped
re-start in the event of failure. separately.
6.6.3 In the event of failure of any 6.6.13 Where a function may be accessed from
programmable electronic equipment, the system more than one interface, the arrangement of
and any other system to which it is connected, is displays and controls is to be consistent.
to fail to a defined safe state or maintain safe
operation, as applicable. 6.6.14 The size, colour and density of
information displayed to the operator are to be
6.6.4 Where programmable electronic such that information may be easily read from
equipment shares resources, e.g. a data the normal operator position under all
communication link, with any control, alarm or operational lighting conditions.
safety system for essential services or safety
critical system, software is to meet the 6.6.15 Display units are to comply with the
requirements of 6.7.1.5. requirements of International Electro technical
Commission Standard IEC 950:1991, “Safety of
6.6.5 Emergency stops are to be hard-wired and information technology equipment, including
independent of any programmable electronic electrical business equipment”, in respect of
equipment. Alternatively, the system providing emission of ionizing radiation.
emergency stop functions is to comply with the
requirements of 6.7.1.1 and/or 6.7.1.5. 6.6.16 Symbols used in mimic diagrams are to
be visually representative and are to be
6.6.6 Programmable electronic equipment is to consistent throughout the systems’ displays.
be provided with self-monitoring capabilities
such that hardware and functional failures will 6.6.17 When an alternative design or
initiate an audible and visual alarm in arrangements deviating from these
accordance with the requirements of 1.10 and requirements are proposed, an engineering
where applicable 5.2. Hardware failures are to analysis is required to be carried out in
be indicated at least at module level. accordance with a relevant International or
National Standard acceptable to IRS, See also
6.6.7 System configuration, programs and data SOLAS Ch.II-1/F, Reg.55.
are to be protected against loss or corruption in
the event of failure of any power supply. Note : As a failure of a category III system may
lead to an accident with catastrophic severity,
6.6.8 Access to system configuration, programs the use of unconventional technology for such
and data is to be restricted by physical and/or applications will only be permitted exceptionally
logical means providing effective security in cases where evidence is presented that
against unathorised alteration. demonstrates acceptable and reliable system
performance to the satisfaction of IRS.
6.6.9 Where date and time information is
required by the equipment, this is to be provided 6.6.18 Where programmable devices are used
by means of a battery powered clock with for propulsion system control, the local control is
restricted access for alteration. Date and time of to be self-contained, to the extent feasible.
information is to be fully represented and
utilized.

Page 27 of 29
___________________________________________________________________________________
6.7 Additional requirements for 6.7.1.6 Control, alarm and safety related
programmable electronic systems used for information is to be displayed in a clear,
essential services and safety critical unambiguous and timely manner and where
systems applicable, is to be given visual prominence over
other information on the display.
6.7.1 The requirements of 6.7.1.1 to 6.7.1.7 are
to be complied with where control, alarm or 6.7.1.7 Means of access to safety critical
safety systems for essential services, as defined functions are to be dedicated to the intended
by Pt.4, Ch.8 or safety critical systems, function and readily distinguishable.
incorporate programmable electronic equipment.
6.8 Onboard System Testing
a) Safety critical systems are those which
provide functions intended to protect 6.8.1 Network testing
persons from physical hazards, e.g. fire,
explosion, etc. or to prevent mechanical 6.8.1.1 General
damage which may result in the loss of
an essential service, e.g. main engine a) Network device connection and
low lubricating oil pressure shutdown. internode connection testing is to be
carried out to verify that the installed
b) Applications that are not essential systems meets the intended
services may also be considered to be operations and is to be carried out
safety critical, e.g. domestic boiler low after complete installation of
water level shutdown. network cables and devices.
6.7.1.1 Alternative means of operation are to be b) Normal operation of logging

provided for essential services and wherever functions and function to display
practicable, these are to be by provision of a physical architecture diagram are to
fully independent hard wired backup system. be verified.
Where these alternative means are dependent
on any programmable electronic equipment, the 6.8.2 System Access control
software is to be certified by IRS.
6.8.2.1 Following controls are to be verified as a
6.7.1.2 The system is to be configured such that minimum:
control, alarm and safety function groups are
independent. A failure of the system is not to a) All removable mass storage devices
result in the loss of more than one of these (USB, CD, media players, smart phone)
function groups. Proposals for alternative are blocked. Only administrative users
arrangements providing an equivalent level of and identified users are to be provided
safety will be subject to special consideration. with access
6.7.1.3 For essential services, the system is to b) In a PC based system all unused
be arranged to operate automatically from an software is to be uninstalled
alternative power supply in the event of a failure
of the normal supply. c) User login authentication is provided
6.7.1.4 Failure of any power supply is to initiate 6.8.3 Remote login/access

an audible and visual alarm in accordance with
the requirements of 1.10.4 and where 6.8.3.1 Where systems are provided with remote
applicable, for SYJ Notation as given in Pt.5, login access, it is to be verified that the remote
Ch.22. control session is initiated from the ship only.
6.7.1.5 Where it is intended that the 6.9 Performance Management Systems

programmable electronic system implements
emergency stop or safety critical functions, the 6.9.1 The requirements in this sub-section are
software is to be certified by IRS. Alternative applicable to vessels, which may be installed
proposals providing an equivalent level of with additional sensors, and/ or computer based
system integrity will be subject to special systems, for performance monitoring and
consideration, e.g. fully independent hard wired analysis.
backup system, redundancy with design
diversity, etc.

Chapter 7 Part 4
6.9.2 A performance management system is a system is integrated with multiple control

monitoring system for a function that is systems, they are to be arranged to meet the
supplementary or additional to those required by requirements of Integrated Systems (Refer
the Rules and, is installed to provide operational Section 7) and are to have sufficient redundancy
or decision support. The support provided by the and/ or segregation, so as to prevent loss of the
performance management system may either be control of essential functions upon a single
guidance or recommendations. Examples of failure.
such systems could be fuel optimization, vessel
performance monitoring systems, condition 6.9.6 A failure in a performance management
monitoring, and similar other systems. system, including the interfaces and
communication network, is not to propagate to
6.9.3 In general, performance management the interfaced control, monitoring and safety
systems are arranged as follows: systems.
a) with dedicated operator stations and 6.9.7 Cyber risk is to be evaluated and
servers, in which case the loss of hardware performance management systems are to be
will not affect the functions required to be protected against cyber incidents.
operable as per Rules; or
6.9.8 Plans for the proposed systems including
b) without dedicated input/ output signals, the effect of loss of such systems when they are
but utilizing data through interface with interfaced with control, monitoring and safety
communication links. systems are to be submitted for review.
6.9.4 The hardware and associated software are 6.9.9 The scope of approval and certification
to meet relevant requirements specified in the requirements are to be agreed for each vessel
Rules. for all such additional systems, including testing
at manufacturer works and on-board.
6.9.5 When the performance management
Section 7
Integrated Systems
7.1 General This procedure is to be included in the

test program. In this regard, Table
7.1.1 The requirements of this Section are 6.3.1.2 of Section 6 may be referred.
applicable to integrated systems. An integrated
system is a combination of two or more 7.3 System Requirements
interconnected computer systems to enable
common access to monitoring and control. 7.3.1 In addition to the relevant requirements in
Section 6, the following are to be complied with:
7.2 Documentation
(a) Operation with an integrated automation
7.2.1 Following documentation is to be system is to be at least as effective as it
submitted: would be with individual stand-alone
equipment or systems.
(a) Functional description of the
integrated system and the design (b) Failure of one part of the integrated
philosophy including network automation system is not to affect the
redundancy and measures for network functionality of other parts of the Integrated
security, as applicable. system.
(b) Failure analysis, when essential (c) Multi-function displays and controls are
services and safety critical systems are to be duplicated and interchangeable
controlled through an integrated system. where used for the control or monitoring of
more than one system, machinery or
(c) Procedure to test network equipment. The number of units provided at
components of the integrated system. the control location is to be sufficient to

Page 29 of 29
___________________________________________________________________________________
ensure continuing safe operation in the 7.4 Additional Tests
event of failure of any one unit. At least one
unit at the main control location is to be 7.4.1 Where required for operational
supplied from an independent reasons and specified in functional
uninterruptible power supply (UPS). description document, the following network
parameters are to be tested at
(d) An alternative means of operation, manufacturer/ system integrator, as
independent of the integration, is to be applicable:
available for all essential functions.
a) Network latency
(e) Redundancy requirements for network
cable and network components (routers, b) Throughput
switches etc.) are to be as required by the
Rules specific to a system and / or notation. c) Response time.
(f) The integrated network system is to be

provided with self-diagnostic features.
End of Chapter

Page 1 of 75
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Chapter 8
Electrical Installations
Contents
Section
2 System Design
3 Cables and Busbar Trunking Systems
4 Switchgear and Control Gear Assemblies
5 Rotating Machines - Construction and Testing
6 Converting Equipment
7 Miscellaneous Equipment
8 Electric Propulsion Systems
9 Crew and Passenger Emergency Safety Systems
10 Ship Safety Systems
11 Electrical Equipment for use in Explosive Gas/Combustible Dust Atmospheres
12 High Voltage Systems
13 Trials
Section 1
1.1 Scope National Authority of the country in which the ship

is to be registered.
1.1.1 The requirements of this Chapter are
applicable to both direct current and alternating 1.1.4 In addition to the requirements of this
current installations unless specifically stated Chapter, vessels using batteries as the main and/
otherwise. or additional source of power for propulsion are
also to be in accordance with IRS ‘Guidelines on
1.1.2 The requirements of this Chapter apply to Battery Powered Vessels’.
all ships. Consideration will be given to
arrangements or details of equipment which Requirements for approval of Lithium-ion battery
comply with other National or International systems to be used in battery powered vessels or
standards in so far as they are not less effective hybrid vessels are specified in IRS Classification
and reliable. Note “Approval of Lithium-ion Battery Systems”.
The arrangements for vessels intended for 1.2 Definitions

restricted services or for special services will be
specially considered. 1.2.1 Normal operational and habitable
condition is condition under which the ship as a
1.1.3 Whilst these requirements are considered whole, the machinery, services, means and aids
to meet those of the "International Convention for ensuring propulsion, ability to steer, safe
the Safety of Life at Sea, 1974, including navigation, fire and flooding safety, internal and
amendments", attention should also be given to external communications and signals, means of
any relevant statutory requirements of the escape and emergency boat winches, as well as

Chapter 8 Part 4
Page 2 of 75 Electrical Installations
designed comfortable conditions of habitability 1.3.4 For refrigerated cargo installations having
are in working order and functioning normally. HY class notation, motors are to be tested and
certificates furnished by the manufacturers.
1.2.2 Emergency condition is a condition under Motors of 100 [kW] or over are to be surveyed by
which any services needed for normal the Surveyors during manufacture and testing.
operational and habitable conditions are not in a
working order due to the failure of the main 1.4 Plans
source of electrical power.
1.4.1 The following plans and details for electrical
1.2.3 Main source of electrical power is a installations including propulsion equipment, if
source intended to supply electrical power to the fitted, and auxiliary machinery are to be
main switchboard for distribution to all services submitted in triplicate for approval:
necessary for maintaining the ship in normal
operational and habitable conditions. a) Schematic diagram of the electrical system
including information such as cable sizes,
1.2.4 Main generating station is the space in type of insulation, normal working currents,
which the main source of electrical power is line drop of voltages and details of protection
situated. devices together with rating and interrupting
capacity of circuit breakers and fuses;
1.2.5 Main switchboard is a switchboard which
is directly supplied by the main source of b) Calculations of prospective short circuit
electrical power and is intended to distribute current of main busbars and secondary side
electrical energy to ship's services. of transformers (Additionally load schedule is
to be submitted for information);
1.2.6 Emergency switchboard is a switchboard
which in the event of failure of the main electrical c) Construction details, sectional views, type,
power supply system is directly supplied by the rating, make of rotating machines rated at
emergency source of electrical power or 100 [kW] and above, where welding is to be
transitional source of emergency power and is applied to shafts of machines and plans
intended to distribute electrical energy to the showing the construction;
emergency services.
d) The arrangement plans and circuit diagrams
1.2.7 Emergency source of electrical power is of switchgear and controlgear giving details
a source of electrical power, intended to supply of isolating, protective and control devices,
the emergency switchboard in the event of failure details of bus bars, cable sizes, type of
of the supply from the main source of electrical insulation and normal working currents in the
power. circuits. Additional details such as
mechanical stresses on the bus bars by short
1.3 Surveys circuit, bus bar supporting arrangements,
verification of protective devices;
1.3.1 Electrical propelling machinery and
associated equipment together with auxiliary e) General diagrams of emergency circuits,
services for the safety of the ship are to be control and alarms for essential services and
installed in accordance with the relevant internal communications together with details
requirements of this Chapter, surveyed and have of sources of supply, cable sizes and types of
tests witnessed by the Surveyors. insulation and any other information required
for assessment of such circuits;
1.3.2 All generators, motors and transformers of
100 [kW] and over, intended for essential f) Plans for generators, motors and seatings
services, are to be surveyed during test and if together with diagrams of control gears,
appropriate also during manufacturing. cables and circuits for electric propulsion
equipment, if fitted. A harmonic distortion
Where an alternative survey scheme has been calculation report, indicating distortion levels
approved by IRS as per Ch.1, Sec.4, the at MSB and power distribution centers is to
attendance of the Surveyor during manufac- be submitted for review for all vessels with
turing may not be necessary. electric propulsion and for vessels fitted with
harmonic filters. Key diagram and
1.3.3 All electric propelling machinery including explanation of the system are to be
switchgear, control gear, converting equipment, submitted;
cables, main and auxiliary generators, motors
and exciters are to be surveyed by the Surveyors g) Plans of electric slip couplings, if fitted,
during manufacture and testing. showing details of construction and
Page 3 of 75
___________________________________________________________________________________
scantlings together with diagrams of control where steam is used for equipment supplying
gear and other electrical components; primary essential services
- Azimuth thrusters which are the sole means
h) For tankers and similar vessels, a general for propulsion/steering and associated
arrangement of the ship showing hazardous lubricating oil pumps, cooling water pumps
spaces and the location of the electrical - Electrical equipment for electric propulsion
equipment in such spaces. A schedule of plant with lubricating oil pumps and cooling
safe type electrical equipment located in water pumps
hazardous spaces giving details of the type - Electric generators and associated power
of equipment fitted, the certifying authority sources supplying the above mentioned
and copies of the certificates. Where the equipment
prescriptive requirements within SOLAS and - Hydraulic pumps supplying the above
related codes (IBC, IGC) and the standards mentioned equipment
published by the International Electro- - Viscosity control equipment for heavy fuel oil
technical Commission, IEC, such as but not - Control, monitoring and safety
limited to IEC 60092-502, are not aligned, the devices/systems of equipment for primary
prescriptive requirements in SOLAS and essential services.
Codes take precedence and are to be
applied. 1.5.1.3 Secondary Essential Services
1.4.2 Additional information may be required for Secondary Essential Services are those services
vessels engaged in special services or of a novel which need not necessarily be in continuous
design. operation to maintain propulsion and steering but
which are necessary for maintaining the vessel's
1.5 Essential and other services safety. Example of equipment for secondary
essential services are as follows:
1.5.1 Essential services
- Windlass
1.5.1.1 Essential services are divided into - Fuel oil transfer pumps and fuel oil treatment
following types of services: equipment
- Lubricating oil transfer pumps and lubrication
a) "Primary Essential Services" and oil treatment equipment
- Pre-heaters for heavy fuel oil
b) "Secondary Essential Services". - Starting air and control air compressors
- Bilge, ballast and heeling pumps
Definitions and examples of such services are - Fire pumps and other fire extinguishing
given in 1.5.1.2 and 1.5.1.3. medium pumps
- Ventilating fans for engine and boiler rooms
1.5.1.2 Primary Essential Services - Services considered necessary to maintain
dangerous spaces in a safe condition
Primary Essential Services are those services - Navigation lights, aids and signals
which need to be in continuous operation to - Internal safety communication equipment
maintain propulsion and steering. Examples of - Fire detection and alarm system
equipment for primary essential services are as - Lighting system
follows: - Electrical equipment for watertight closing
appliances
- Steering gears - Electric generators and associated power
- Pumps for controllable pitch propellers sources supplying the above equipment
- Scavenging air blower, fuel oil supply pumps, - Hydraulic pumps supplying the above
fuel valve cooling pumps, lubricating oil equipment
pumps and cooling water pumps for main - Control, monitoring and safety systems for
and auxiliary engines and turbines necessary cargo containment systems
for propulsion - Control, monitoring and safety devices /
- Forced draught fans, feed water pumps, systems of equipment for secondary
water circulating pumps, vacuum pumps and essential services.
condensate pumps for steam plants on - Equipment used for cooling and maintaining
steam turbine ships, and also for auxiliary lesser ambient temperature (refer Ch.1,
boilers on ships where steam is used for 1.7.4)
equipment supplying primary essential
services 1.5.2 Services such as following are considered
- Oil burning installations for steam plants on necessary for minimum comfortable conditions of
steam turbine ships and for auxiliary boilers habitability :

Chapter 8 Part 4
- cooking; peak accelerations caused by the ship's

movements in waves -  0.6 g for vessels of
- heating; length exceeding 90 [m] and  1 g for other
vessels.
- domestic refrigeration;
1.7.2 All connections for current-carrying parts
- mechanical ventilation; and earthing connections are to be fixed so that
they cannot loosen by vibrations. This also
- sanitary and fresh water; applies to fixing of mechanical parts when found
necessary.
- electric generators and associated
power sources supplying the above 1.8 Voltage and frequency variations
mentioned equipment.
1.8.1 All electrical appliances supplied from the
1.5.3 Services such as following, which are in main or emergency systems are to be so
addition to 1.5.1 and 1.5.2, are considered designed and manufactured that they are
necessary to maintain the ship in a normal capable of operating satisfactorily under the
seagoing operational and habitable condition : normally occurring variations in voltage and
frequency. Unless otherwise stated in national or
- cargo handling and cargo gear international standards, provided the variations
equipment; comply with as stated below, all equipment are to
operate satisfactorily with the variations from its
- hotel services, other than those required rated value as shown in the following Tables
for habitable conditions; 1.8.1 to 1.8.3.
- thrusters, other than those for dynamic a) For alternating current components; voltage
positioning. and frequency variations shown in Table
1.8.1 are to be assumed.
1.6 Ambient reference conditions
b) For direct current components supplied by
1.6.1 For details regarding ambient reference d.c. generators or converted by rectifiers,
conditions, See Ch.1. voltage variations shown in Table 1.8.2 are to
be assumed.
1.7 Vibrations, accelerations
c) For direct current components supplied by
1.7.1 Electrical equipment is to be constructed to electrical batteries, voltage variations shown
withstand when subjected to following : in Table 1.8.3 are to be assumed.
vibrations within the frequency range 5 - 50 Hz

and with vibration velocity amplitude 20
[mm/sec].
Table 1.8.1 : Voltage and frequency variations for a.c. distribution systems
Quantity in operation Permanent variations Transient variations

 10%
Frequency  5%
(recovery time 5 seconds)
+ 6%  20% (recovery time 1.5
Voltage
- 10% seconds)

Page 5 of 75
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Table 1.8.2 : Voltage variations for d.c. distribution systems
Parameters Variations
Voltage tolerance (continuous) 10%
Voltage cyclic variation deviation 5%
Voltage ripple (a.c., r.m.s., over steady d.c. voltage) 10%
Table 1.8.3 : Voltage variations for battery systems
Systems Variations
Components connected to the battery during charging (see Note)
+30%, -25%
Components not connected to the battery during charging
+20%, -25%
Note : Different voltage variations as determined by the charging / discharging characteristics, including
ripple voltage from the charging device, may be considered.
1.8.2 Any special system, e.g. electronic circuits, oil vapour and any other similar conditions,
whose function cannot operate satisfactorily unless special precautions are taken to protect
within the limits given in 1.8.1 are not be supplied them.
directly from the system but by alternative means,
e.g. through stabilized supply. 1.9.5 Equipment is not to remain alive through the
control circuits and/or pilot lamps when switched
1.8.3 Contactors and similar electro-magnetic off by the control switch. This does not apply to
devices are not to drop out at or above 85 per synchronising switches and/or plugs.
cent rated voltage.
1.9.6 The operation of all electrical equipment
1.9 Location and construction and the lubrication arrangements are to be
efficient under such conditions of vibration and
1.9.1 Electrical equipment is to be placed in shock as arise in normal practice.
accessible and adequately lighted spaces clear
of flammable material and heat sources such as 1.9.7 All nuts and bolts/screws used to connect
boilers, heated tanks etc. The spaces should be or secure current- carrying parts and working
well ventilated, free from accumulations of parts are to be effectively locked, to prevent them
flammable dusts, vapours or gases and acid from working loose due to vibration.
fumes. The equipment should not be exposed to
risk of mechanical injury or damage from water, 1.9.8 Generators, motors, conductors and
excessive moisture, steam, oil or any other generally any electrical equipment producing an
dangerous fluid. Where necessarily exposed to external magnetic field are to be placed at such
such hazards, the equipment is to be suitably distance from the magnetic compass or any other
constructed or enclosed. equipment likely to be affected by such magnetic
field or are to be so screened that the interfering
1.9.2 Live parts are to be efficiently shielded from external magnetic field is negligible (deviation
any accidental contact. less than 0.5), even when circuits are switched
on and off.
1.9.3 All electrical apparatus and equipment is to
be constructed and installed so as to avoid injury 1.9.9 Where electric power is used for propulsion,
or electrical shock when handled or touched in the equipment is to be so arranged that it will
the course of normal operation. operate satisfactorily in the event of partial
flooding by bilge water above the tank top up to
1.9.4 Insulating materials and insulated windings the floor plate level. See also Ch.3, Sec.2.
are to be resistant to tracking, moisture, sea air,

Chapter 8 Part 4
1.10 Design and construction transformers, refrigerated containers), a

maximum of 1000V with connection by
1.10.1 Design, construction and installation of flexible cable and socket outlet, which is
electrical propelling machinery and associated interlocked with a switch. At each such
equipment together with auxiliary services socket outlet a precautionary warning is to be
essential for the safety of ship are to be done in permanently and prominently displayed
accordance with the relevant requirements of this indicating the nature and voltage of the
Chapter and are to be surveyed and tested by the electric supply and the specific purpose for
Surveyors. which the socket outlet is intended. Such
arrangements may be installed for
1.10.2 Design and installation of other equipment applications in 1.11.2(a) also,
is to be such as to ensure minimising the risk of
fire due to its failure. As a minimum, it should c) For instrumentation and control equipment
comply with a National or International Standard, which are part of power and heating
revised where necessary for ambient conditions. installations (e.g. pressure or temperature
switches for start/stop of motors), a
1.10.3 Subject to inspection and testing by the maximum of 1000V, provided that all
Surveyors, compliance with the recommen- components are constructed for this voltage.
dations of the International Electrical The wider choice available of such
Commission (IEC) publication 92 : "Electro- components suitable for a voltage upto 250V
technical Installation in Ships" or equivalent is not to be overlooked,
national standards, may be accepted as meeting
the requirements of this Chapter. d) Internal circuits of radio, television and
navigation equipment or the external
1.10.4 Where the Rules require electrical transmission circuits of radio and radar
equipment to be of a 'safe type', such equipment equipment. These may be however subject
is to be certified for the gases/vapours involved. to statutory regulations.
The construction and type testing is to be in
accordance with IEC publication 79 : "Electrical 1.11.3 Installations with higher voltages than
Apparatus for Explosive Gas Atmospheres", or specified above may be accepted for special
an equivalent national standard. purposes (e.g. cold cathode discharge lamps, for
large auxiliary machinery and for propulsion
1.11 Voltages machinery) after special consideration, in each
case, and subject to the provisions of Sec.13 of
1.11.1 Standard voltages as recommended by this Chapter.
IEC for shipboard installations, will in general be
accepted subject to the following limits : 1.12 Electrical equipment for use in explosive
gas atmospheres
a) For power and the heating equipment,
permanently installed and connected to fixed 1.12.1 Where the Rules require electrical
wiring, except for space heaters (radiators) in equipment to be of a "safe type", such equipment
accommodation spaces - 1000V; is to be certified for the gases/vapours involved.
The equipment should conform to IEC publication
b) For lighting (including signal lamps), space 79, "Electrical Apparatus for Explosive Gas
heaters in accommodation spaces, socket- Atmospheres", or an equivalent national
outlets, portable appliances and other standard.
consumers supplied by flexible cables and
for communication and instrumentation 1.12.2 Certified safe type equipment includes the
equipment - 250V. following types of protection :
1.11.2 The requirements of 1.11.1 may be waived Intrinsically safe Ex "i"

for the following applications :
Increased safety Ex "e"
a) For permanently installed power and heating
equipment, where connection by flexible Flameproof Ex "d"
cable is essential because of the application
(e.g. for movable cranes and other hoisting Pressurized enclosure Ex "p"
gear), a maximum of 1000V is acceptable,
1.12.3 Further, lighting fittings of the air driven
b) For portable appliances, which are not hand- type with pressurized enclosures are considered
held during operation (e.g. welding to be a "safe type" of lighting fitting.

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1.12.4 When "safe type" equipment is permitted and protective devices for identification
in hazardous zones or spaces all switches and purposes.
protective devices are to interrupt all lines or
phases and, where practicable, are to be located 1.13 Enclosures
in a non-hazardous zone or space unless
specifically permitted otherwise. Appropriate 1.13.1 The enclosure types given in Table 1.13.1
labels of non-inflammable material are to be are required as a minimum.
permanently affixed to such equipment, switches
Table 1.13.1 : Enclosure types in relation to location

(N : Normally not accepted for installation in this location)
Accesso
ries
Control Transfor
Rotating Heating such as
Switchb gear and mers Lighting Socket
Location machi- appli- switches
oards motor and fittings outlets
nes ances connecti
starters rectifiers
on
boxes
Engine and boiler rooms
above the floor IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 44 IP 44
dry control rooms IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 22
below the floor N N IP 44 N IP 44 IP 44 N IP 44
closed compartments for
fuel oil and lub.oil IP 44 IP 44 IP 44 IP 44 IP 44 IP 44 N IP 44
separators
Fuel oil tanks N N N N N N N N
Ballast and other water
N N IP 68 N N IP 68 N N
tanks, bilge wells
Ventilation ducts N N IP 44 N N N N N
Deckhouses, forecastle
spaces, steering gear
IP 22 IP 22 IP 22 IP 22 IP 22 IP 22 IP 44 IP 44
compartments and similar
spaces
Ballast pump rooms and
similar rooms below the IP 44 IP 44 IP 44 IP 44 IP 44 IP 44 IP 56 IP 56
loadline
Cargo holds N N IP 44 N IP 55 N IP 56 IP 56
Open deck, keel ducts IP 56 IP 56 IP 56 IP 56 IP 55 IP 56 IP 56 IP 56
Battery rooms, lamp
rooms, paint stores, stores N N EX N EX EX N EX
for welding gas bottles
Dry accommodation
spaces
Batch rooms and showers N N N N IP 44 IP 44 N IP 56
Galleys, laundries and
similar rooms
1.13.2 Installation of electrical and electronic Protected areas:

equipment in engine rooms protected by fixed
water-based local application fire-fighting - Areas within a protected space which is
systems (FWBLAFFS) required to be protected by FWBLAFFS.
Definitions: Adjacent areas:
Protected space: - Areas, other than protected areas,

exposed to direct spray.
- A machinery space where a FWBLAFFS
is installed.

Chapter 8 Part 4
- Areas, other than those defined above, Note :

where water may extend. See also
Fig.1.13.2. 1. Additional precautions may be required to be
taken in respect of:
Electrical and electronic equipment enclosures
located within areas protected by FWBLAFFS a) tracking as the result of water
and those within adjacent areas exposed to direct entering the equipment.
spray are to have a degree of protection not less
than IP44, except where evidence of suitability is b) Potential damage as the result of
submitted to and approved by IRS. residual salts from sea water
systems.
The electrical and electronic equipment within
adjacent areas not exposed to direct spray may c) High voltage installations.
have a lower degree of protection provided
evidence of suitability for use in these areas is d) Personnel protection against electric
submitted taking into account : shock
a) the design and equipment layout, 2. Also refer to requirements indicated in Pt.6,
b) position of inlet ventilation openings and Ch.3, Sec.4, Cl. 4.5.6.
c) cooling airflow for the equipment.
Fig. 1.13.2
1.14 Creepage and clearance

1.14.2 For bare busbars the minimum clearance
1.14.1 Distance between live parts and between distances in Table 1.14.1 are to be observed.
live parts and earthed metal, whether across Where necessary these distances are to be
surfaces or in air, are to be adequate for the increased to allow for the electromagnetic forces
working voltages considering the nature of the involved.
insulating material and the transient over
voltages developed by switch and fault
conditions.

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Table 1.14.1 : Minimum clearances between bare busbars
Minimum clearance between phases

Voltage between Minimum clearance to earth
or poles
phases or poles
In air [mm] In oil [mm] In air [mm] In oil [mm]
660 or less 16 - 19 -
2200 38 - 38 -
3300 51 13 51 10
6600 63 19 89 25
1.15 Earthing of non-current carrying parts cannot be touched and cannot come in
contact with exposed metal.
1.15.1 Except where exempted by 1.15.2, all non-
current carrying exposed metal parts of electrical 1.15.3 Metal coverings of cables are to be
equipment and cables are to be earthed. effectively earthed at both ends of the cable. In
final sub-circuits, other than those installed in
1.15.2 The following parts may be exempted from hazardous zones or spaces, earthing at the
the requirements of 1.15.1: supply end only will be considered adequate.
Single point earthing may be accepted for
a) lamp-caps, where suitably shrouded; instrumentation cables, or cables for intrinsically
safe circuits, if desirable for technical reasons.
b) shades, reflectors and guards supported on
lamp holders or light fittings constructed of, 1.15.4 The electrical continuity of all metal
or shrouded in, non-conducting material; coverings of cables throughout the length of the
cable, particularly at joints and trappings, is to be
c) metal parts on, or screws in or through, non- ensured.
conducting materials, which are separated by
such material from current-carrying parts and 1.15.5 Metal parts of portable appliances, other
from earthed non-current carrying parts in than current-carrying parts and parts exempted
such a way that in normal use they cannot by 1.15.2 are to be earthed by means of an earth
become live or come into contact with continuity conductor in the flexible cable or cord
earthed parts; through the associated plug and socket outlet.
d) apparatus which is constructed in 1.15.6 Earthing conductors are to be of copper or

accordance with the principle of double other corrosion-resistant material and be
insulation; securely installed and protected where
necessary against damage and also, where
e) bearing housings which are insulated in order necessary, against electrolytic corrosion.
to prevent circulation of current in the Connections are to be so secured that they
bearings; cannot work loose under vibration.
f) clips for fluorescent lamps; 1.15.7 The nominal cross-section areas of

copper earthing conductors are, in general to be
g) cable clips and short lengths of pipes for equal to the cross-section of the current-carrying
cable protection; conductor upto 16 [mm2]. Above this figure they
are to be equal to at least half the cross-section
h) apparatus supplied at a voltage not of the current-carrying conductor with a minimum
exceeding 55 V direct current or 55 V, root of 16 [mm2]. Every other earthing conductor is to
mean square, between conductors, or have a conductance not less than that specified
between any conductor and earth in a circuit for an equivalent copper earthing conductor.
isolated from the supply. Auto transformers
are not to be used for the purpose of 1.15.8 The connection of the earthing conductors
achieving the alternating current voltage; to the hull of the ship are to be made in accessible
locations to permit their ready examination and to
i) apparatus or parts of apparatus which enable their disconnection for testing of
although not shrouded in insulating material insulation. They are to be secured by a screw or
is nevertheless otherwise so guarded that it stud of diameter not less than 6 [mm] which is to

Chapter 8 Part 4
be used for this purpose only. Bright metallic extinguishing media release alarms.
surfaces at the contact areas are to be ensured
immediately before the nut or screw is tightened - Low location lighting, see Pt.6, Ch.4,
and where necessary, the joint is to be protected Sec.2.
against electrolytic corrosion. The connection is
to remain unpainted. - Public address systems.
1.16 Bonding for the control of static - Remote emergency stop/shutdown

electricity arrangements for systems which may
support the propagation of fire and/or
1.16.1 Bonding straps for the control of static explosion.
electricity are required for cargo tanks, process
plant and piping systems, for flammable products 1.17.2 Where cables for services as described in
and solids liable to release flammable gas and/or 1.17.1 including their power supplies, pass
combustible dust, which are not permanently through high fire risk areas and in addition for
connected to the hull of the ship either directly or passenger ships, main vertical fire zones, other
via their bolted or welded supports and where the than those which they serve, they are to be so
resistance between them and the hull exceeds arranged that a fire in any of these areas or zones
1M. does not affect the operation of the service in any
other area or zone (refer 1.17.3 for requirements
1.16.2 Where bonding straps are required for the for emergency fire pump). This may be achieved
control of static electricity, they are to be robust, by either of the following measures:
that is, having a cross-sectional area of about 10
[mm2] and are to comply with 1.15.6 and 1.15.8. a) Cables of a fire resistant type and complying
with
1.17 Operation under fire conditions
i) IEC 60331-1:2018 for overall
1.17.1 Electrical services required to be operable diameter greater than 20 [mm] and
under fire conditions are as follows:
ii) IEC 60331-21:1999 and AMD
- Control and power systems to power- 1:2009 or IEC 60331-2:2018 for
operated fire doors and their status overall diameter less than or equal to
indication. 20 [mm]
- Control and power systems to power- are installed and run continuously within the high
operated watertight doors and their fire risk area to keep the fire integrity. See
status indication. Fig.1.17.2.
- Emergency fire pump. b) By running cables in two loops or distributing

cables radially as widely apart as practicable and
- Emergency lighting. so arranged that in the event of damage by fire
atleast one of loops or radial distributions remains
- Fire and general alarms. operational.
- Fire detection systems. Systems that are self monitoring, fail safe or
duplicated with cable runs as widely separated as
- Fire-extinguishing systems and fire- is practicable may be exempted.

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Fig.1.17.2 : The running of fire resistant type cables
1.17.3 The electrical cables to the emergency fire iii) Galley and pantries containing
pump are not to pass through the machinery cooking appliances.
spaces containing the main fire pumps and their iv) Laundry with drying equipment.
source(s) of power and prime mover(s). They are v) Spaces as defined by paragraphs
to be of a fire resistant type, in accordance with (8), (12) and (14) of Part 6, Chapter
1.17.2 (a), where they pass through other high 3, Cl.3.2.2.3.2 for ships carrying
fire risk areas. more than 36 passengers.
1.17.4 “High fire risk areas” are defined as 1.18 Additions and alterations
follows:
1.18.1 Additions or alterations (temporary or
i) Machinery spaces as defined by permanent) to the approved load of the existing
Pt.6, Ch.1, 3.30, except spaces electrical installations are not to be made unless
having little or no fire risk as defined it has been ascertained that the current carrying
in Pt 6, Ch 3, 3.2.2.3.2.2 (10) capacity and condition of the existing installation
(including interpretations of table 9.3 are adequate for the proposed modification.
to 9.8 given in MSC/Circ.1120 as
amended by MSC.1/ Circ. 1436 and 1.18.2 Plans for the proposed modifications are
MSC.1/ Circ. 1510). to be submitted for approval and the additions or
ii) Spaces containing fuel treatment alterations are to be carried out under the
equipment and other highly inspection and to the satisfaction of the
flammable substances. Surveyors.

Chapter 8 Part 4
Section 2
System Design
2.1 General installation's nominal voltage under all steady

load conditions.
2.1.1 Electrical installations are to be such that :
2.3.2 For D.C. installations supplied by batteries,
- all electrical auxiliary services necessary consideration is to be given to the supply voltage
for maintaining the ship in normal variation between the battery's full-charged and
operational and habitable conditions are minimum-charged voltages. For battery
ensured without recourse to the installations with "float charge", the maximum
emergency source of electrical power; charging voltage is to be considered.
- electrical services essential for safety are 2.3.3 The transient voltage variations on the main
ensured under various emergency switchboard's bus-bars by the maximum power
conditions; and and current variations which can occur (except
under fault conditions), are not to exceed - 15%
- the safety of passengers, crew and ship and + 20% of the nominal voltage.
from electrical hazards is ensured.
2.3.4 The voltage drop in each consumer circuit,
2.2 Supply and distribution systems by full load on this circuit, is not to exceed 6% of
the nominal voltage, measured from the main
2.2.1 The following systems of generation and switchboard's bus-bars to the consumer. For
distribution as detailed in Table 2.2.1 are battery circuits with supply voltage less than 50
acceptable. Volts, 10% voltage drop may be accepted.
2.2.2 Systems of generation and distribution, 2.3.5 The frequency variations on AC

other than those specified above, will, upon installations are to be kept within the following
application, be given special consideration. limits :
2.3 Voltage and frequency variations - 95 - 105 per cent of rated frequency under
steady load conditions; and
2.3.1 For installations supplied by generators, the
voltage on the main switchboard's bus-bars is to - 90 - 110 per cent of rated frequency under
be kept between 97.5 and 102.5 per cent of the transient load conditions.
Table 2.2.1 : Systems of generation and distribution
Description Tankers intended for the carriage in bulk of Other vessels

oil, liquefied gases and other hazardous
liquids having a flashpoint not exceeding
60C (closed cup test)
d.c. two wire insulated system Acceptable Acceptable
(See Note 1)
a.c., single-phase, two wire Acceptable Acceptable
insulated system (See Note 1)
a.c., three-phase, three wire Acceptable Acceptable
insulated system (See Note 2)
a.c. or d.c. earthed systems Normally not acceptable (See Note 3) Acceptable
a.c. three-phase, four wire Not acceptable Acceptable upto 1000V
system with neutral earthed
but without hull return
Hull return system of Normally not acceptable Normally not acceptable
distribution (a.c. or d.c.) (See Notes 4 and 5) (See Notes 4 and 5)

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Note 1 : None of the poles/phases is earthed (see also para 2.4).
Note 2 : Neutral is not earthed.
Note 3 : This may be acceptable for -
a) Power supplied control circuits and instrumentation circuits, where technical or safety reasons
require connection to earth, provided the current in the hull is limited to not more than 5 amps in
both normal and fault conditions.
b) Earthed intrinsically safe circuits.
c) Limited and locally earthed systems, provided that any possible resulting current does not flow
directly through any of the dangerous spaces.
d) Alternating current power networks of 1000 Volts root mean square (line to line) and over, provided
that any possible resulting current does not flow directly through any of the dangerous spaces.
e) The electrical systems shall be specially considered for existing vessels built before 1st October,
1994.
Note 4 : This may be acceptable for -
a) Impressed current cathodic protection systems.
b) Limited and locally earthed systems, such as starting and ignition systems of internal combustion
engines, provided that any possible resulting current does not flow directly through any of the
dangerous spaces.
c) Insulation level monitoring devices, provided the circulation current does not exceed 30 mA under
the most unfavourable conditions.
Note 5 : All final sub-circuits, i.e. all circuits fitted after the last protective device are to be of two
insulated wires the hull return being achieved by connecting to the hull, one of the busbars of the
distribution board from which wires originate.
2.4 Earth indication load which can be expected to occur on the

lighting installation; and
2.4.1 Every insulated distribution system is to be
provided with a device or devices to continuously - to have sufficient reserve capacity for starting
monitor the values of electrical insulation to earth the largest electric motor on board, without
and to give an audible or visual indication in case the transient voltage and frequency
of abnormally low insulated values. variations exceeding the values specified in
2.3.
2.5 Number, arrangement and capacity of
generators 2.5.2 For a duplicated essential or important
consumer with only one unit driven electrically, it
2.5.1 The number and capacity of generators are is not expected that electrically driven auxiliary
to be such that with any one generator not in would be used with one generator out of action.
operation, the capacity of the remaining Similarly the loads due to side/bow thrusters are
generators is to be sufficient for : not to be taken in to account while calculating the
electric load with one generator out of action
- supplying all essential and other services unless necessitated by additional class notation
mentioned under 1.5.1 and 1.5.2 of this regarding Dynamic Positioning.
chapter which can be expected to be in use
simultaneously, at full power on the 2.5.3 The arrangement of the generators is to be
propulsion plant, and including the maximum such that the requirements of 2.5.1 would be met

Chapter 8 Part 4
regardless of the speed and direction of the ii) Primary essential services mentioned in
propulsion machinery or shafting. 1.5.1.2 are not to be included in any load
shedding.
2.5.4 In addition, the generating sets are to be
such as to ensure that with any one generator or iii) The secondary essential services
its primary source of power out of operation, the mentioned in 1.5.1.3 may be included in
remaining generating sets are to be capable of load shedding provided:
providing the electrical services necessary to
start the main propulsion plant from a dead ship a) Following systems, required for safety,
condition. The emergency source of power may are not disrupted:
be used for the purpose of starting from a dead - lighting systems,
ship condition if its capability alone or combined - navigation lights, aids and signals,
with that of any other source of electrical power - internal safety communication
is sufficient to provide at the same time those equipment,
services required to be supplied by 2.8. - fire detection and alarm systems
- electrical equipment for watertight
2.5.5 Where the main source of electrical power closing appliances.
is essential for the propulsion and steering of the
ship, the system is to be arranged such that the b) Immediate availability of following
electrical supply to equipment necessary for services, required for safety, is not
propulsion, steering and safety of the ship is affected when the power supply is
maintained or immediately restored in case of restored to normal operating
loss of any one generator in service. conditions:
- fire pumps and other extinguishing
2.5.6 Requirement in 2.5.5 to be fulfilled by the medium pumps,
following measures: - bilge pumps,
- ventilating fans for engine and
a) Where the electrical power is normally boiler rooms.
supplied by more than one generator set
simultaneously in parallel operation, iv) The services for habitable conditions
provision of protection, including automatic mentioned in 1.5.2 may be included in load
disconnection of sufficient non-essential shedding.
services and if necessary services those
provided for habitability, should be made to 2.5.7 For vessels with electric propulsion system,
ensure that, in case of loss of any of these under normal sea-going conditions, the number
generating sets, the remaining ones are kept and capacity of generators is to be such that with
in operation to permit propulsion and steering any one generator not in operation, the capacity
and to ensure safety. of remaining generator/s is to be sufficient for
supplying all essential and other services
b) Where the electrical power is normally mentioned at 1.5.1 and 1.5.2 of this Chapter,
supplied by one generator provision shall be which can be expected to be used
made, upon loss of power, for automatic simultaneously, at speed of 7 knots or half the
starting and connecting to the main design speed, whichever is lesser.
switchboard of stand-by generator(s) of
sufficient capacity with automatic restarting 2.6 Prime movers for generators
of the essential auxiliaries, in sequential
operation if required. Starting and connection 2.6.1 Each generator required according to 2.5 is
to the main switchboard of the stand-by normally to be driven by a separate auxiliary
generator is to be preferably within 30 prime mover. If such prime mover for a generator
seconds, but in any case not more than 45 also is used for driving other auxiliary machinery,
seconds, after loss of power. Where prime it is to have sufficient capacity for the total load,
movers with longer starting time are to be or the machinery arrangement is to be such that
used, the starting and connection time are the generator and the other auxiliary machinery
subject to special approval. can not be used simultaneously.
c) Load shedding or other equivalent If the other auxiliary machinery is connected to

arrangements should be provided to protect the prime mover in such a way that it is possible
the generators against sustained overload. to overload the prime mover, an interlocking or
other effective means for preventing such
i) The load shedding is to be automatic. overloading is to be arranged.

Page 15 of 75
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2.6.2 When generators driven by reciprocating specified in 2.3 and the voltage variations
steam engines or steam turbines are used, and exceeding the limits as specified in 2.3.
the operation of the boiler(s) depends on electric
power supply, then there is to be at least one c) The short circuit current of the generator
generator driven by an auxiliary oil engine or gas and/or generator system is sufficient to trip
turbine to enable the boiler plant to be started. the generator/generator system circuit-
breaker taking into account the selectivity of
2.6.3 Generators and generator systems, having the protective devices for the distribution
the ship's main propulsion machinery as their system.
prime mover, may be accepted as part of the
ships main source of electrical power, provided: d) Where considered appropriate, load
shedding arrangements are fitted to meet the
a) They are capable of operating under all requirements of 2.5.6c).
weather conditions during sailing and during
manoeuvring, also when the vessel is e) On ships having remote control of the ship's
stopped, within the limits of voltage and propulsion machinery from the navigating
frequency variations as specified in 2.3; bridge means are provided, or procedures be
in place, so as to ensure that supplies to
b) Their rated capacity is safeguarded during all essential services are maintained during
operations given above and is such that in manoeuvring conditions in order to avoid a
the event of any other one of the generators blackout situation.
failing, the services given in 1.5.1 and 1.5.2
are maintained; 2.7 Number and capacity of transformers or
power convertors
c) The short circuit current of the generator /
generator system is sufficient to trip the 2.7.1 Where essential and other services
generator / generator system circuit-breaker mentioned under 1.5.1 and 1.5.2 of this chapter
taking into account the selectivity of the are supplied, by transformers or power
protective devices for the distribution system. convertors, the number and rating of
transformers or power convertors are to be
d) Protection is to be arranged in order to sufficient to ensure the operation of essential
safeguard the generator / generator system services and important consumers even when
in case of a short-circuit in the main bus bar. any one transformer or power convertor is out of
The generator / generator system is to be action.
suitable for further use after fault clearance.
2.7.2 With any one transformer or power
e) It is to be possible to disconnect the convertor out of action, the remaining
generator from the propulsion system by a transformer(s) or power convertor(s) should be
separate clutch. adequate for starting the largest essential and
important electric motor, without the transient
f) Starting of stand-by generating sets is to be voltage and frequency variations exceeding the
in accordance with 2.5.6b). limits specified in 2.3.
2.6.4 Generators and generator systems, having 2.7.3 Each transformer or power convertor fitted
the ship's propulsion machinery as their prime in accordance with these requirement is to be
mover but not forming part of the ship's main installed as a separate unit, with a separate
source of electrical power as specified in 2.6.3a) enclosure.
may be accepted whilst the ship is at sea to
supply electrical services required for normal 2.7.4 Each transformer is to be served by
operational and habitable conditions provided : separate circuits on the primary and secondary
sides. Auto transformers used for motor starting
a) There are sufficient and adequately rated are excluded.
additional generators fitted, which constitute
the main source of electrical power, meeting 2.8 Emergency source of power
the requirements as specified in 2.5.3.
2.8.1 A self-contained emergency source of
b) Means are provided to automatically start electrical power is to be provided in all ships.
one or more of the generators, constituting
the main source of electrical power as per 2.8.2 The emergency source of electrical power
2.5.3 or 2.5.6b), upon the frequency and associated transforming equipment, if any,
variations exceeding  10 of the limits as transitional source of emergency power,

Chapter 8 Part 4
emergency switchboard and emergency lighting 2.8.4.1 Requirements

switchboard are to be located above the
uppermost continuous deck and are to be readily a) To prevent the generator or its prime
accessible from the open deck. They are not to mover from getting overloaded when
be located forward of the collision bulkhead. used in port, arrangements are to be
provided to shed sufficient non-
2.8.3 The location of the emergency source of emergency loads to ensure its continued
electrical power and associated transforming safe operation.
equipment, if any, the transitional source of
emergency power, the emergency switchboard b) The prime mover is to be arranged with
and the emergency electric lighting switchboards fuel oil filters and lubrication oil filters,
in relation to the main source of electrical power, monitoring equipment and protection
associated transforming equipment, if any, and devices as required for the prime mover
the main switchboard are to be such as to ensure for main power generation and for
to the satisfaction of IRS that a fire or other unattended operation.
casualty in spaces containing the main source of
electrical power, associated transforming c) The fuel oil supply tank to the prime
equipment, if any, and the main switchboard or in mover is to be provided with a low level
any machinery space of category A will not alarm, arranged at a level ensuring
interfere with the supply, control and distribution sufficient fuel oil capacity for the
of emergency electrical power. As far as emergency services for the period of time
practicable, the space containing the emergency as required by 2.8.8 and 2.8.9 of this
source of electrical power, associated section.
transforming equipment, if any, the transitional
source of emergency electrical power and the d) The prime mover is to be designed and
emergency switchboard is not to be continuous built for continuous operation and should
to the boundaries of machinery spaces of be subjected to a planned maintenance
category A or those spaces containing the main scheme ensuring that it is always
source of electrical power, associated available and capable of fulfilling its role
transforming equipment, if any, or the main in the event of an emergency at sea.
switchboard. Requirements for ventilation of
emergency generator rooms are given in 2.8.10. e) Fire detectors are to be installed in the
location where the emergency generator
2.8.4 Provided that suitable measures are taken set and emergency switchboard are
for safeguarding independent emergency installed.
operation under all circumstances, the
emergency generator may be used exceptionally, f) Means are to be provided to readily
and for short periods, to supply non-emergency change over to emergency mode from
circuits. harbour mode.
Exceptionally, whilst the vessel is at sea, is g) Control, monitoring and supply circuits,
understood to mean conditions such as: for the purpose of the use of the
emergency generator in port are to be so
- blackout situation arranged and protected that any
electrical fault will not influence the
- dead-ship situation operation of the main and emergency
services.
- routine use for testing
h) When necessary for safe operation, the
- short-term parallel operation with the emergency switchboard is to be fitted
main source of electrical power for the with switches to isolate the circuits.
purpose of load transfer.
2.8.4.2 Operation
Unless instructed otherwise by the Administration
the emergency generator may be used during lay Instructions* are to be provided on board to
time in port for the supply of the ship mains, ensure that when the vessel is under way all
provided the requirements of 2.8.4.1 and 2.8.4.2 control devices (e.g. valves, switches) are in a
below are complied with. correct position for the independent emergency

Page 17 of 75
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operation of the emergency generator set and b) compressed air starting systems may be
emergency switchboard. maintained by the main or auxiliary
compressed air receivers through a suitable
* These instructions are also to contain non-return valve or by an emergency air
information on required fuel oil tank level, position compressor which, if electrically driven, is
of harbour/sea mode switch if fitted, ventilation supplied from the emergency switchboard;
openings etc.
c) all of these starting, charging and energy
2.8.5 The emergency generator and other means storing devices are to be located in the
needed to restore the propulsion are to have a emergency generator space; these devices
capacity such that the necessary propulsion are not to be used for any purpose other than
starting energy is available within 30 minutes of the operation of the emergency generating
blackout/dead ship condition. For the purpose of set. This does not preclude the supply to the
this requirement "Blackout" is to be understood to air receiver of the emergency generating set
mean a "dead ship" condition. Emergency from the main or auxiliary compressed air
generator stored starting energy is not to be system through the non-return valve fitted in
directly used for starting the propulsion plant, the the emergency generator space.
main source of electrical power and/or other
essential auxiliaries (emergency generator 2.8.7.4 Where automatic starting is not required,
excluded). The requirement of propulsion starting manual starting is permissible, such as manual
energy being available within 30 minutes would cranking, inertia starters, manually charged
remain applicable even when there is no hydraulic accumulators, or powder charge
emergency generator installed. cartridges, where they can be demonstrated as
being effective.
For steam ships, the 30 minutes time limit is the
time from blackout / dead ship condition to 2.8.7.5 When manual starting is not practicable,
lighting of the first boiler. the requirements of 2.8.7.2 and 2.8.7.3 are to be
complied with except that starting may be
2.8.6 Use of emergency generator during lay time manually initiated.
in port for the supply of the ship mains as stated
in para 2.8.4 will be specially considered on 2.8.8 Passenger ships
submission of details of safeguards to ensure its
continued availability for its intended emergency 2.8.8.1 The electrical power available is to be
duties. sufficient to supply all those services that are
essential for safety in an emergency, due regard
2.8.7 Starting arrangements for emergency being paid to such services as may have to be
generating sets operated simultaneously. The emergency source
of electrical power is to be capable, having regard
2.8.7.1 Emergency generating sets are to be to starting currents and the transitory nature of
capable of being readily started in their cold certain loads, of supplying simultaneously at
condition at a temperature of 0C. If this is least the following services for the periods
impracticable, or if lower temperatures are likely specified herein, if they depend upon an electrical
to be encountered, provision acceptable to IRS is source for their operation:
to be made for the maintenance of heating
arrangements, to ensure ready starting of the a) For a period of 36 hours, emergency lighting:
generating sets.
i) at every embarkation station on deck and
2.8.7.2 Each emergency generating set arranged over sides;
to be automatically started is to be equipped with
starting devices approved by IRS with a stored ii) in alleyways, stairways and exits giving
energy capability of at least three consecutive access to the muster and embarkation
starts. A second source of energy is to be stations;
provided for an additional three starts within 30
minutes unless manual starting can be iii) in all service and accommodation
demonstrated to be effective. alleyways, stairways and exits, personnel
lift cars;
2.8.7.3 The stored energy is to be maintained at
all time, as follows: iv) in the machinery spaces and main
generating stations including their control
a) electrical and hydraulic starting systems are positions;
to be maintained from the emergency
switchboard;
Chapter 8 Part 4
v) in all control stations, machinery control not capable of being closed from a
rooms, and at each main and emergency central control station.
switchboard;
- The public address system or other
vi) at all stowage positions for firemen's effective means of communication
outfits; which is provided throughout the
accommodation, public and service
vii) at the steering gear; and spaces.
viii) at the fire pump, the sprinkler pump and - The means of communication which
the emergency bilge pump referred to in is provided between the navigating
2.8.8.1(d) and at the starting position of bridge and the main fire control
their motors. station.
b) For a period of 36 hours ii) the shipborne navigational equipment,

where such provision is unreasonable or
i) the navigation lights and other lights impracticable IRS may waive this
required by the International Regulations requirement for ships of less than 5,000
for Preventing Collisions at Sea in force; tons gross tonnage;
and
iii) the fire detection and fire alarm system,
ii) on ships constructed on or after 1 February and the fire door holding and release
1995, the VHF radio installation; and if system; and
applicable
iv) for intermittent operation of the daylight
- the MF radio installation; signaling lamp, the ship's whistle, the
manual fire alarms and all internal signals
- the ship earth station; and that are required in an emergency.
- the MF/HF radio installations. d) For a period of 36 hours:
c) For a period of 36 hours; unless such i) one of the fire pumps required by Pt.6,
services have an independent supply for the Ch.3, Sec.4, Cl.4.2.2.2 and 4.2.2.3;
period of 36 hours from an accumulator
battery suitably located for use in an ii) the automatic sprinkler pump, if any; and
emergency:
iii) the emergency bilge pump and all the
i) all internal communication equipment equipment essential for the operation of
required in an emergency which is electrically powered remote controlled
generally; bilge valves.
- The means of communication which e) For the period of time required by Ch.6,
is provided between the navigating Sec.6, the steering gear if required to be so
bridge and the steering gear supplied.
compartment.
f) For a period of half an hour:
- The means of communication which
is provided between the navigating i) any watertight doors which are required to
bridge and the position in the be power operated together with their
machinery space or control room from indicators and warning signals. Sequential
which the engines are normally operation of the doors may be permitted
controlled. provided all doors can be closed in 60
seconds;
- The means of communication which
is provided between the bridge and ii) the emergency arrangements to bring the
the radio telegraph or radio telephone lift cars to deck level for the escape of
stations. persons. The passenger lift cars may be
brought to deck level sequentially in an
- The means of communication which emergency.
is provided between the officer of the
watch and the person responsible for g) In a ship engaged regularly on voyages of
closing any watertight door which is short duration, IRS if satisfied that an
Page 19 of 75
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adequate standard of safety would be of the battery throughout the discharge period
attained may accept a lesser period than the within 12 per cent above or below its nominal
36 hour period specified in 2.8.8.1(a) to voltage and be of sufficient capacity and so
2.8.8.1(e) but not less than 12 hours. arranged as to supply automatically in the event
of failure of either the main or emergency source
2.8.8.2 The emergency source of electrical power of electrical power at least the following services,
may be either a generator or an accumulator if they depend upon an electrical source for their
battery, which is to comply with the following: operation:
a) Where the emergency source of electrical a) For half an hour:

power is a generator, it is to be:
i) the lighting required by paragraphs
i) driven by a suitable prime-mover with an 2.8.8.1(a) and 2.8.8.1(b)(i);
independent supply of fuel having a
flashpoint (closed cup test) of not less than ii) Services required by paragraphs 2.8.8.1(c)
43C; (i, iii and iv) unless such services have an
independent supply for the period
ii) started automatically upon failure of the specified from an accumulator battery
electrical supply from the main source of suitably located for use in an emergency.
electrical power and is to be automatically
connected to the emergency switchboard; b) Power to close the watertight doors but not
those services referred to in 2.8.8.3 are necessarily all of them simultaneously,
then to be transferred automatically to the unless an independent temporary source of
emergency generating set. The automatic stored energy is provided. Power to the
starting system and the characteristic of control, indication and alarm circuits as
the prime-mover are to be such as to required for half an hour.
permit the emergency generator to carry
its full rated load as quickly as is safe and 2.8.8.4 Where the emergency and/or transitional
practicable, subject to a maximum of 45 emergency loads are supplied from a battery via
seconds; unless a second independent an electronic converter or inverter the maximum
means of starting the emergency permitted voltage variations are to be taken as
generating set is provided, the single those on the load side of the converter or inverter.
source of stored energy is to be protected
to preclude its complete depletion by the The above mentioned voltage variants are not to
automatic starting system; and exceed the following limits, as applicable:
iii) provided with a transitional source of a) Where the system on the load side of the
emergency electrical power according to converter or inverter is d.c. : limits as given in
2.8.8.3. 2.8.8.3.
b) Where the emergency source of electrical b) Where the system on the load side of the
power is an accumulator battery, it is to be converter or inverter is a.c. : limits as given in
capable of: 1.8.1.
i) carrying the emergency electrical load 2.8.8.5 The emergency switchboard is to be

without recharging while maintaining the installed as near as is practicable to the
voltage of the battery throughout the emergency source of electrical power.
discharge period within 12 per cent above
or below its nominal voltage; 2.8.8.6 Where the emergency source of electrical
power is a generator, the emergency switchboard
ii) automatically connecting to the emergency is to be located in the same space unless the
switchboard in the event of failure of the operation of the emergency switchboard would
main source of electrical power; and thereby be impaired.
iii) immediately supplying at least those 2.8.8.7 No accumulator battery fitted in

services specified in 2.8.8.3. accordance with this Section is to be installed in
the same space as the emergency switchboard.
2.8.8.3 The transitional source of emergency An indicator is to be mounted in a suitable place
electrical power required by 2.8.8.2(a)(iii) is to on the main switchboard or in the machinery
consist of an accumulator battery suitably located control room to indicate when the batteries
for use in an emergency which is to operate constituting either the emergency source of
without recharging while maintaining the voltage electrical power or the transitional source of

Chapter 8 Part 4
emergency electrical power referred to in ii) in the machinery spaces and main
paragraph 2.8.8.2(b) or 2.8.8.3 are being generating stations including their control
discharged. positions;
2.8.8.8 The emergency switchboard is to be iii) in all control stations, machinery control
supplied during normal operation from the main rooms, and at each main and emergency
switchboard by an interconnector feeder which is switchboard;
to be adequately protected at the main
switchboard against overload and short circuit iv) at all stowage positions for firemen's
and which is to be disconnected automatically at outfits;
the emergency switchboard upon failure of the
main source of electrical power. Where the v) at the steering gear;
system is arranged for feedback operation, the
interconnector feeder is also to be protected at vi) at the fire pump referred to in 2.8.9.2, at the
the emergency switchboard at least against short sprinkler pump, if any, and at the
circuit. emergency bilge pump, if any, and at the
starting positions of their motors; and
2.8.8.9 In order to ensure ready availability of the
emergency source of electrical power, vii) in all cargo pump-rooms of tankers.
arrangements are to be made where necessary
to disconnect automatically non-emergency c) For a period of 18 hours
circuits from the emergency switchboard to
ensure that power will be available to the i) the navigation lights and other lights
emergency circuits. required by the International Regulations
for Preventing Collisions at Sea in force;
2.8.8.10 The emergency generator and its prime- and
mover and any emergency accumulator battery is
to be so designed and arranged as to ensure that ii) on ships constructed on or after 1 February
they will function at full rated power when the ship 1995, the VHF radio installation; and if
is upright and when inclined at any angle of list applicable
up to 22.5 or when inclined up to 10 either in
the fore or aft direction, or is in any combination - the MF radio installation;
of angles within those limits.
- the ship earth station; and
2.8.8.11 Provision is to be made for the periodic
testing of the complete emergency system and is - the MF/HF radio installations.
to include the testing of automatic starting
arrangements. d) For a period of 18 hours; unless such
services have an independent supply for the
2.8.9 Cargo ships period of 18 hours from an accumulator
battery suitably located for use in an
2.8.9.1 The electrical power available is to be emergency:
sufficient to supply all those services that are
essential for safety in an emergency, due regard i) all internal communication equipment as
being paid to such services as may have to be required in an emergency which is
operated simultaneously. The emergency source generally as indicated in 2.8.8.1 c) i);
of electrical power is to be capable, having regard
to starting currents and the transitory nature of ii) the shipborne navigational equipment,
certain loads, of supplying simultaneously at where such provision is unreasonable or
least the following services for the periods impracticable IRS may waive this
specified herein, if they depend upon an electrical requirement for ships of less than 5,000
source for their operation: tons gross tonnage;
a) For a period of 3 hours, emergency lighting iii) the fire detection and fire alarm system;
at every muster and embarkation station and and
over sides;
iv) intermittent operation of the daylight
b) For a period of 18 hours, emergency lighting: signaling lamp, the ship's whistle, the
manual fire alarms, and all internal signals
i) in all service and accommodation that are required in an emergency.
alleyways, stairways and exits, personnel
lift cars and personnel lift trunks;
Page 21 of 75
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2.8.9.2 For period of 18 hours one of the fire discharge period within 12 per cent above
pumps required by Pt.6, Ch.3, if dependent upon or below its nominal voltage;
the emergency generator for its source of power.
ii) automatically connecting to the emergency
2.8.9.3 For the period of time required by Ch.6, switchboard in the event of failure of the
Sec.6, the steering gear where it is required to be main source of electrical power; and
so supplied.
iii) immediately supplying at least those
2.8.9.4 In a ship engaged regularly in voyages of services specified in 2.8.9.6.
short duration, IRS if satisfied that an adequate
standard of safety would be attained may accept 2.8.9.6 The transitional source of emergency
a lesser period than the 18 hour period specified electrical power where required by 2.8.9.5(a) is to
in paragraphs 2.8.9.1(b) to 2.8.9.1(d) and 2.8.9.2 consist of an accumulator battery suitably located
but not less than 12 hours. for use in an emergency which is to operate
without recharging while maintaining the voltage
2.8.9.5 The emergency source of electrical power of the battery throughout the discharge period
may be either a generator or an accumulator within 12 per cent above or below its nominal
battery, which is to comply with the following: voltage and be of sufficient capacity and is to be
so arranged as to supply automatically in the
a) Where the emergency source of electrical event of failure of either the main or the
power is a generator, it is to be: emergency source of electrical power for half an
hour at least the following services if they depend
i) driven by a suitable prime-mover with an upon an electrical source for their operation:
independent supply of fuel, having a
flashpoint (closed cup test) of not less than a) the lighting required by 2.8.9.1(a) to
43C; 2.8.9.1(c). For this transitional phase, the
required emergency electric lighting, in
ii) started automatically upon failure of the respect of the machinery space and
main source of electrical power supply accommodation and service spaces may be
unless a transitional source of emergency provided by permanently fixed, individual,
electrical power in accordance with automatically charged, relay operated
2.8.9.5(a)(iii) is provided; where the accumulator lamps; and
emergency generator is automatically
started, it is to be automatically connected b) all services required by 2.8.9.1(d) (i, iii and iv)
to the emergency switchboard; those unless such services have an independent
services referred to in 2.8.9.6 are then to supply for the period specified from an
be connected automatically to the accumulator battery suitably located for use
emergency generator; and unless a in an emergency.
second independent means of starting the
emergency generator is provided the 2.8.9.7 Where the emergency and/or transitional
single source of stored energy is to be emergency loads are supplied from a battery via
protected to preclude its complete an electronic converter or inverter the maximum
depletion by the automatic starting system; permitted voltage variations are to be taken as
and those on the load side of the converter or inverter.
iii) provided with a transitional source of The above mentioned voltage variants are not to
emergency electrical power as specified in exceed the following limits, as applicable:
2.8.9.6 unless an emergency generator is
provided capable both of supplying the a) Where the system on the load side of the
services mentioned in 2.8.9.6 and of being converter or inverter is d.c. : limits as given in
automatically started and supplying the 2.8.9.6.
required load as quickly as is safe and
practicable subject to a maximum of 45 Where the system on the load side of the
seconds. converter or inverter is a.c. : limits as given in
1.8.1.
b) Where the emergency source of electrical
power is an accumulator battery it is to be 2.8.9.8 The emergency switchboard is to be
capable of: installed as near as is practicable to the
emergency source of electrical power.
i) carrying the emergency electrical load
without recharging while maintaining the 2.8.9.9 Where the emergency source of electrical
voltage of the battery throughout the power is a generator, the emergency switchboard

Chapter 8 Part 4
is to be located in the same space unless the operated (hydraulic / pneumatic / electric)
operation of the emergency switchboard would and are to be operable under a fire condition;
thereby be impaired.
b) Hand-operated ventilation louvers and
2.8.9.10 No accumulator battery fitted in closing appliances are to be kept open during
accordance with this Section is to be installed in normal operation of the vessel.
the same space as the emergency switchboard. Corresponding instruction plates are to be
An indicator is to be mounted in a suitable place provided at the location where hand-
on the main switchboard or in the machinery operation is provided;
control room to indicate when the batteries
constituting either the emergency source of c) Power-operated ventilation louvers and
electrical power or the transitional source of closing appliances are to be of a fail-to-open
electrical power referred to in paragraph type. Closed power operated ventilation
2.8.9.5(b) or 2.8.9.6 are being discharged. louvers and closing appliances are
acceptable during normal operation of the
2.8.9.11 The emergency switchboard is to be vessel. Power-operated ventilation louvers
supplied during normal operation from the main and closing appliances are to open
switchboard by an interconnector feeder which is automatically whenever the emergency
to be adequately protected at the main generator is starting / in operation;
switchboard against overload and short circuit
and which is to be disconnected automatically at d) It is to be possible to close ventilation
the emergency switchboard upon failure of the openings by a manual operation from a
main source of electrical power. Where the clearly marked safe position outside the
system is arranged for feedback operation, the space where the closing operation can be
interconnector feeder is also to be protected at easily confirmed. The louver status (open /
the emergency switchboard at least against short closed) is to be indicated at this position.
circuit. Such closing is not to be possible from any
other remote position.
2.8.9.12 In order to ensure ready availability of
the emergency source of electrical power, 2.9 Requirements for uninterrupted power
arrangements are to be made where necessary system (UPS) units as alternative and/or
to disconnect automatically non-emergency transitional source of power
circuits from the emergency switchboard to
ensure that electrical power will be available 2.9.1 Scope
automatically to the emergency circuits.
These requirements to UPS units, as defined in
2.8.9.13 The emergency generator and its prime- IEC 62040-3:2011, apply when providing an
mover and any emergency accumulator battery is alternative power supply or transitional power
to be so designed and arranged as to ensure that supply to services as defined in 2.8.8 and 2.8.9.
they will function at full rated power when the ship
is upright and when inclined at any angle of list A UPS unit complying with these requirements
up to 22.5 or when inclined up to 10 either in may provide an alternative power supply as an
the fore or aft direction, or is in any combination accumulator battery in terms of being an
of angles within those limits. Also refer to Part 4, independent power supply for services defined in
Chapter 1, Table 1.7.1. 2.8.8.1c) and 2.8.9.1d).
2.8.9.14 Provision is to be made for the periodic 2.9.2 Definitions

testing of the complete emergency system and is
to include the testing of automatic starting Uninterruptible Power System (UPS)
arrangements. combination of converters, switches and energy
storage means, for example batteries,
2.8.10 Ventilation of emergency generator constituting a power system for maintaining
rooms continuity of load power in case of input power
failure (IEC 62040-3:2011).
2.8.10.1 The following requirements apply to
closable ventilation louvers and ventilator closing Off-line UPS unit
appliances serving emergency generator rooms, normal operation the output load is powered from
where fitted: the bypass line (mains) and only transferred to
the inverter if the bypass supply fails or goes
a) Ventilation louvers and closing appliances outside preset limits. This transition will invariably
may either be hand-operated or power- result in a brief (typically 2 to 10 milli-seconds)
break in the load supply.
Page 23 of 75
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Line interactive UPS unit – an off-line UPS unit 2.9.5 Performance
where the bypass line switches to stored energy
power when the input power goes outside the a) The output power is to be maintained for the
preset voltage and frequency limits. duration required for the connected
equipment as stated in 2.8.8 and 2.8.9.
On-line UPS unit – a UPS unit where under
normal operation the output load is powered from b) No additional circuits are to be connected to
the inverter and will therefore continue to operate the UPS unit without verification that the UPS
without break in the event of the supply input unit has adequate capacity. The UPS battery
failing or going outside preset limits. capacity is, at all times, to be capable of
supplying the designated loads for the time
2.9.3 Design and construction specified in the regulations.
a) UPS units are to be constructed in c) On restoration of the input power, the rating
accordance with IEC 62040-1:2017, IEC of the charge unit shall be sufficient to
62040-2:2016, IEC 62040-3:2011, IEC recharge the batteries while maintaining the
62040-4:2013 and/or IEC 62040-5:2016, as output supply to the load equipment.
applicable, or an acceptable and relevant
national or international standard. 2.9.6 Testing and survey
b) The operation of the UPS is not to depend a) UPS units of 50 kVA and over are to be
upon external services. surveyed during manufacturing and
testing.
c) The type of UPS unit employed, whether off-
line, line interactive or on-line, is to be b) Appropriate testing is to be carried out to
appropriate to the power supply demonstrate that the UPS unit is suitable
requirements of the connected load for its intended environment. This is
equipment. expected to include as a minimum the
following tests:
d) An external bypass is to be provided.
- Functionality, including operation of
e) The UPS unit is to be monitored and audible alarms;
and visual alarm is to be given in a normally - Temperature rise;
attended location for – - Ventilation rate
- Battery capacity.
- Power supply failure (voltage and
frequency) to the connected load, c) Where the supply is to be maintained
- Earth fault, without a break following a power input
- Operation of battery protective device, failure, this is to be verified after
- When the battery is being discharged, installation by an appropriate test.
and
- When the bypass is in operation for on- 2.10 Essential services
line UPS units.
2.10.1 Where essential services are duplicated,
2.9.4 Location they are to be served by individual circuits
separated throughout their length as widely as is
a) The UPS unit is to be suitably located for use practicable and without the use of common
in an emergency. feeders, protective devices or control circuits.
b) UPS units utilizing valve regulated sealed 2.11 Diversity factor

batteries may be located in compartments
with normal electrical equipment, provided 2.11.1 Circuits supplying two or more final sub-
the ventilation arrangements are in circuits are to be rated in accordance with the
accordance with the requirements to IEC total connected load subject, where justified, to
62040-1:2017, IEC 62040-2:2016, IEC the application of a diversity factor. Where spare
62040-3:2011, IEC 62040-4:2013 and/or IEC ways (feeders) are provided on a section or
62040-5:2016, as applicable, or an distribution board, an allowance for future
acceptable and relevant national or increase of load is to be added to the total
international standard. connected load before application of any diversity
factor.

Chapter 8 Part 4
2.11.2 The diversity factor may be applied when casualty in spaces containing the main source of
calculating cable size and when calculating the electrical power, associated transforming
rating of switchgear and fusegear. equipment, if any, the main switchboard and the
main lighting switchboard, will not render the
2.11.3 The Diversity factors are not applicable to emergency lighting system inoperative.
supply cables to distribution switchboards for
lighting and heating. 2.13 Motor circuits
2.11.4 The calculation of the diversity factor is to 2.13.1 A separate final sub-circuit is to be
be submitted along with all relevant data. provided for every motor required for essential
services and for every motor of 1 [kW] or more.
2.12 Lighting circuits
2.13.1 Motors of permanently installed
2.12.1 Lighting circuits are to be supplied by final submersible bilge pumps are to be connected to
sub-circuits, which are separate from those for the emergency switchboard, (if fitted).
heating and power. This provision need not be
applied to cabin fans and small wardrobe 2.13.2 Cables and their connections to such
heaters. pumps are to be capable of operating under a
head of water equal to their distance below the
2.12.2 A final sub-circuit of rating exceeding 15 A bulkhead deck. The cables are to be suitable for
is not to supply more than one point. operation in permanently wet situations, and
installed in continuous lengths from above the
2.12.3 A final sub-circuit of rating 15 A or less is bulkhead deck to the motor terminals.
not to supply more than the following number of
lighting points:- 2.13.3 Under all circumstances it is to be possible
to start the motor of a permanently installed
10 for .………. 24 - 55 V circuits submersible bilge pump from a position above
the bulkhead deck.
14 for .………. 110 - 127 V circuits
If an additional starter is provided at the motor, it
24 for .………. 220 - 250 V circuits. is to be so arranged as to permit, in all cases,
remote starting.
This provision is not applicable to final sub-
circuits for cornice lighting, panel lighting and 2.14 Motor controls
electric signs where lampholders are closely
grouped; in such cases, the number of points is 2.14.1 Every electric motor is to be provided with
unrestricted provided the maximum operating an efficient means of starting and stopping so
current in the sub-circuit does not exceed 10 A. placed as to be easily accessible to the person
controlling the motor.
2.12.4 Lighting for machinery spaces, control
stations, work spaces, public spaces, corridors 2.14.2 Every motor required for essential
and stairways leading to boat decks should be services and every motor of 0.5 [kW] or more is
supplied from at least two final sub-circuits in to be provided with the control apparatus as
such a way that failure of any one of the circuits mentioned in 2.14.4 to 2.14.8.
does not leave the spaces in darkness.
2.13.3 When motor control gear is being
2.12.5 For lighting in hazardous areas, switches selected, the maximum current of the motor is to
are to be of the double-pole type and wherever be taken as its rated full load current.
practicable, located in a non-hazardous area. If
fitted in hazardous areas, these switches are to 2.14.4 Efficient means of isolation are to be
be of flameproof type. provided so that all voltage may be cut off from
the motor and any associated apparatus
2.12.6 Lighting of unattended spaces, such as including any automatic circuit breaker.
cargo spaces and coal bunkers, is to be
controlled by multi-pole linked switches located 2.14.5 Where the primary means of isolation (viz.
outside such spaces. Provision is to be made for that provided at the switchboard, section board or
the complete isolation of these circuits and distribution fuse board) is remote from a motor,
locking in the "OFF" position of the means of one of the following provisions is to be made :
control.
a) An additional means of isolation fitted
2.12.7 The arrangement of the main electric adjacent to the motor; or
lighting system is to be such that a fire or other
Page 25 of 75
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b) Provision made for locking the primary 2.16 Fire detection and extinguishing
means of isolation in the OFF position; or systems
c) Provision made so that the fuses in each line 2.16.1 Electrical equipment used in operating fire
can be readily removed and retained by detecting systems is to be served by two circuits,
authorized personnel. one fed from the main power supply system and
the other from the emergency power supply
2.14.6 Means to prevent the undesired restarting system. These feeders are to be connected to an
after a stoppage due to low volts or complete loss automatic change-over switch installed in the
of volts are to be provided. This does not apply to vicinity of the fire detection panel.
motors where a dangerous condition might result
from the failure to restart automatically e.g. 2.16.2 Where an electrically driven fire pump is
steering gear motor. It is, however, to be ensured supplied power from the emergency switchboard,
that the total starting current of motors having the supply cable to such pump is not to pass
automatic restart will not cause excessive voltage through the main machinery spaces.
drop or overcurrent on the installation.
2.17 Lift circuits
2.14.7 Means for automatic disconnection of the
supply in the event of excess current due to 2.17.1 Lifts or hoists to be used by passengers
mechanical overloading of the motor are to be and/or crew are to be supplied from the main
provided. (This does not apply to steering gear switchboard, either directly or through a section
motors and thruster motors. Overload alarms are board, by circuits which do not supply any other
to be provided for these motors. For requirements appliance.
regarding steering gear motors, See Ch.6).
2.17.2 Cable or cables supplying current to
2.14.8 Where fuses are installed to protect motors of lifts or hoists are not to be incorporated
polyphase motor circuits, means are to be within the flexible trailing cable used in
provided to protect the motor against connection with the control and safety devices.
unacceptable overload in the case of single
phasing. 2.18 Heating and cooking equipment
2.15 Remote stops for ventilation fans and 2.18.1 Every heating or cooking appliance is to
pumps be controlled as a complete unit by a multi-pole
linked switch mounted in the vicinity of the
2.15.1 Ventilating fans for machinery spaces are appliance.
to be provided with means for stopping them from
easily accessible control stations located outside 2.18.2 In the case of small heaters, for individual
such spaces. (Also refer Pt.6, Ch.2, 2.2.1.2). cabins or similar small dry accommodation
2.15.2 Motors driving forced and induced draught spaces where the floor coverings, bulkheads and
fans, independently driven pumps delivering oil to ceiling linings are of insulating materials, a single
main propulsion machinery for bearing lubrication pole switch is acceptable.
and piston cooling, oil fuel transfer pumps, oil fuel
unit pumps and other similar fuel pumps, fuel and 2.18.3 Heating arrangements of the exposed
lubricating oil purifiers and their attached pumps element type are not to be used in any location.
are to be fitted with remote controls situated
outside the space concerned so that the electrical 2.18.4 Means of cutting off power to the galley
supply thereto can be disconnected in the event except lighting circuits, in the event of a fire, are
of fire arising in the space in which they are to be provided outside the galley exits, at
located. (Also refer Ch.3, Cl. 4.11.1) and Pt.6, positions which will not readily be rendered
Ch.2, Sec.2. inaccessible by such a fire.
2.15.3 Where overboard discharges from cooling 2.19 Temporary external supply/shore
water or similar pumps are likely to jeopardize the connection
safe launching of lifeboats or life rafts, under any
condition of loading of the ship, then the motors 2.19.1 Where arrangements are provided for the
driving these pumps are to be provided with supply of electric power from a source on shore
suitably located remote shut-off arrangements. or elsewhere, a connection box is to be installed

Chapter 8 Part 4
in an easily accessible location in a manner b) Continuity of service so as to maintain,

suitable for the convenient reception of flexible through the discriminative action of the
cables from the external source. This box should protective devices, the supply to essential
contain a circuit-breaker or isolating switch and and all other services not directly affected by
fuses and terminals of ample size and suitable the fault.
shape to facilitate a satisfactory connection. The
mechanical stress of the portable cable is to be 2.21.2 Protection against overload
conveyed directly to the metallic framework and
not to electrical connectors. Suitable cables, 2.21.2.1 Protection against overloads may be
permanently fixed, are to be provided, connecting provided by circuit-breakers, automatic switches
the circuit breaker/isolating switch in the or fuses. The tripping characteristics of these
connection box to a linked switch and/or circuit devices are to be appropriate to the system.
breaker at the main switchboard. Fuses rated above 320 A are not to be used for
protection against overload, but may be used for
2.19.2 For alternating current systems an earthed short-circuit protection.
terminal is to be provided for the reception of
three-phase external supplies with earthed 2.21.2.2 The rating or appropriate setting of the
neutrals. overload protective device for each circuit should
be permanently indicated at the location of the
2.19.3 The external connection is to be provided protective device.
with an indicator at the main switchboard in order
to show when the cable is energized. 2.21.2.3 The overload releases of circuit-
breakers for generators and the setting of
2.19.4 Means are to be provided for checking the preferential trip relays are to be adjustable or, if
polarity (for direct current) or the phase sequence of the non-adjustable type, are to be readily
(for three-phase alternating current) of the replaceable by others of different values.
incoming supply. This device should be
connected between the incoming connectors and 2.21.3 Protection against short-circuit
the interrupting device in the connection box.
2.21.3.1 Protection against short-circuit currents
2.19.5 A notice is to be provided at the is to be provided by circuit-breakers or fuses.
connection box giving complete information on
the system of supply and the normal voltage (and 2.21.3.2 The breaking capacity of every
frequency for alternating current) of the ship's protective device is to be not less than the
installed system. Full details of the procedure for maximum value of the short-circuit current which
effecting the connection are to be given on this can flow at the point of installation at the instant
notice. of contact separation.
2.19.6 Alternate arrangements for providing a 2.21.3.3 The making capacity of every circuit-
temporary external supply will be specially breaker or switch intended to be capable of being
considered. closed, if necessary, on short circuit, is to be not
less than the maximum value of the short-circuit
2.20 Permanent external supply current at the point of installation. On alternating
current this maximum value corresponds to the
2.20.1 Details are to be submitted for peak value allowing for maximum asymmetry.
consideration in each specific case.
2.21.3.4 Every protective device or contactor not
2.21 Protection intended for short circuit interruption is to be
adequate for the maximum short-circuit current
2.21.1 General which can occur at the point of installation having
regard to the time required for the short circuit to
2.21.1.1 All installations are to be protected be removed.
against accidental over-currents including short
circuits and other electrical faults. The choice, 2.21.3.5 In the absence of precise data of rotating
location and characteristics of the protective machines the following short-circuit currents at
device are to provide complete and co-ordinated the machine terminals are to be assumed. The
protection to ensure: short circuit current is to be the sum of short
circuit currents of generators and that of motors;
a) Elimination of the fault to reduce damage to
the system and hazard of fire.

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a) Direct current systems c) Earthed three-phase alternating current
system - all three phases.
- Ten times full load current for generators
normally connected (including spare), 2.21.5.3 No fuse, non-linked switch or non-linked
circuit-breaker is to be inserted in an earthed
- Six times full load current for motors conductor. Any switch or circuit-breaker fitted is
simultaneously in service; to operate simultaneously in the earthed
conductor and the insulated conductors.
b) Alternating current systems.
2.21.5.4 These requirements do not preclude the
- Ten times full load current for generators provision (for test purposes) of an isolating link to
normally connected (including spare) - be used only when the other conductors are
symmetrical RMS, isolated.
- Three times full load current for motors 2.21.6 Protection of generators
simultaneously in service.
2.21.6.1 In addition to over-current protection, the
2.21.4 Combined circuit-breakers and fuses provisions of 2.21.6.2 to 2.21.6.7 are to be
adhered to as a minimum.
2.21.4.1 The use of a circuit-breaker of breaking
capacity less than the prospective short-circuit 2.21.6.2 For generators not arranged to run in
current at the point of installation is permitted, parallel :
provided that it is preceded on the generator side
by fuses, or by a circuit-breaker having at least - A multi-pole circuit-breaker arranged to open
the necessary breaking capacity. The generator simultaneously all insulated poles or in the
breakers are not to be used for this purpose. case of generators rated at less than 50 [kW]
a multi-pole linked switch with a fuse in each
2.21.4.2 Fused circuit-breakers with fuses insulated pole on the generator side. The
connected to the load side may be used where fuse rating in such cases is to be maximum
operation of the circuit-breaker and fuses is co- 125 per cent of the generator rated current.
ordinated.
2.21.6.3 For generators arranged to run in
2.21.4.3 The characteristics of the arrangement parallel:
are to be such that:
- A circuit-breaker arranged to open
a) When the short-circuit current is broken, the simultaneously all insulated poles. This
circuit-breaker on the load side is not to be circuit-breaker is to be provided with :
damaged and is to be capable of further
service, a) For direct current generators, instantaneous
reverse-current protection operating at not
b) When the circuit-breaker is closed on the more than 15 percent rated current,
short-circuit current, the remainder of the
installation is not to be damaged. However, it b) For alternating current generators :
is admissible that the circuit-breaker on the
load side may require servicing after the fault i) A reverse-power protection, in accordance
has been cleared. with characteristics of prime movers is to
be set as shown in Table 2.21.6.3
2.21.5 Protection of circuits
2.21.5.1 Short circuit protection is to be provided Table 2.21.6.3 Reverse power protection
in each live pole of a direct current system and in
each phase of an alternating current system.
Protection setting
2.21.5.2 Protection against overloads is to be Prime Time
(as % of full load of
provided as follows: Mover delay
generator)
Diesel Between 2 to15%
a) Two-wire direct current or single-phase Generator
alternating current system - at least one line Between 3
or phase, Turbo Between 2 to 6 % to 10 sec
Generator
b) Insulated three-phase alternating current
system - at least two phases,
Chapter 8 Part 4
ii) A device for protection against the effects circuit-breaker, multi-pole fused circuit-breakers
of parallel connection in opposite phase. or multi-pole switch and fuses. The provisions of
2.21.2, 2.21.3 and 2.21.5 are to be complied with.
2.21.6.4 The reverse-current protection is to be The protective devices are to allow excess
adequate to deal with the reverse-current current to pass during the normal accelerating
conditions emanating from the network, e.g. from period of motors. Where multi-pole switch and
winches, the reverse-power protection specified fuses are used, the fuses are generally to be
for alternating current generators may be installed between the busbars and the switch.
replaced by other devices ensuring adequate
protection of the prime movers. 2.21.8.2 Circuits which supply motors fitted with
overload protection may be provided with short-
2.21.6.5 A fall of 50 per cent in the applied circuit protection only.
voltage should not render the reverse-current
mechanism inoperative, although it may alter the 2.21.8.3 Motors of rating exceeding 0.5 [kW] and
amount of reverse-current required to open the all motors for essential services are to be
breaker. protected individually against overload and short-
circuit. The short-circuit protection can be
2.21.6.6 The following protective gear is also to provided by the same protective device for the
be provided for direct current generators motor and its supply cable. For essential motors
arranged to operate in parallel : which are duplicated, the overload protection
may be replaced by an overload alarm, if desired.
a) Where an equaliser connection is in use the
reverse-current protection is to be provided in 2.21.8.4 For motors intended to provide
the pole opposite to that in which the series uninterrupted service the protective gear is to
winding is connected, have a delay characteristic to enable the motor to
start, and to operate on overload before the
b) For compound generators an equaliser windings reach an un-acceptably high
switch for each generator so interlocked that temperature. The current which the protective
it closes before and opens after the main device will allow to pass indefinitely is not to
contacts of the circuit-breaker with which it is exceed 125 per cent of the rated current.
associated, or a three-pole circuit-breaker
with all poles acting simultaneously. 2.21.8.5 For motors for intermittent service the
current setting and the delay are to be chosen in
2.21.6.7 Generator circuit-breakers are normally relation to the load factor of the motor.
to be provided with under voltage release.
2.21.8.6 Where fuses are used to protect
2.21.7 Protection of essential services polyphase motor circuits, means are to be
provided to protect the motor against
2.21.7.1 Where generators are operated in unacceptable overloads in the case of single
parallel and essential services are electrically phasing.
operated, arrangements are to be made to
disconnect automatically the excess non- 2.21.9 Protection of power transformers
essential load when the generators are
overloaded. 2.21.9.1 The primary circuits of power
transformers are to be protected against short-
2.21.7.2 If required, this load shedding may be circuit by circuit-breakers or fuses. The rating of
carried out in one or more stages according to the fuses or the setting for overcurrent releases of
overload ability of the generating sets, taking into circuit breakers is not to exceed 125 per cent of
consideration the relative importance of the loads rated primary current.
being thus disconnected.
2.21.9.2 Each of the secondary circuits is to be
2.21.7.3 In cargo ships, circuits for cargo provided with a multiple isolating switch as shown
refrigeration machinery are to be included in the in Fig.2.21.9.2.
last group of services to be disconnected.
2.21.9.3 When transformers are arranged to
2.21.8 Protection of feeder circuits operate in parallel, an automatic protective
device is to be provided on the secondary
2.21.8.1 Isolation and protection of each main circuits. Switches and circuit-breakers are to be
distribution circuit is to be ensured by a multi-pole capable of withstanding surge currents.

Page 29 of 75
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Fig.2.21.9.2
2.21.10 Protection of lighting circuits 2.21.13 Protection of communication circuits
2.21.10.1 Lighting circuits are to be provided with 2.21.13.1 Communication circuits other than
overload and short- circuit protection. those supplied from primary batteries are to be
protected against overload and short-circuit.
2.21.11 Protection of meters, pilot lamps,
capacitors, control transformers and control 2.21.14 Harmonics
circuits
2.21.14.1 Scope. The requirements of 2.21.14 to
2.21.11.1 Short circuit protection is to be provided 2.21.18 are applicable to ships where harmonic
for voltmeters, voltage coils of measuring filters are installed on main bus bars of electrical
instruments, earth indicating devices and pilot distribution system, other than those installed for
lamps, control transformers and control circuits single application frequency drives such as pump
together with their connecting leads by means of motors.
protective devices fitted to each insulated pole or
phase. 2.21.14.2 The total harmonic distortion (THD) in
the voltage waveform of the AC distribution
2.21.11.2 A pilot lamp installed as an integral part systems is not to exceed 8% and any single order
of another item of equipment need not be harmonics is not to exceed 5%.
individually protected, provided it is fitted in the
same enclosure. Where a fault in a pilot lamp 2.21.14.3 Higher values other than those
would jeopardise the supply to essential specified in 2.21.14.2 may be accepted provided
equipment such lamps are to be individually the distribution equipment and consumers are
protected. designed to operate at the higher limits. A
harmonic distortion calculation report, indicating
2.21.11.3 Where capacitors for suppression of distortion levels at MSB and power distribution
radio interference are fitted to busbars, centers is to be submitted for review for all
generators or steering gear, fuses of appropriate vessels with electric propulsion and for vessels
size are to be connected in the capacitor circuit. fitted with harmonic filters. This report is to
document the ability of the system and its
2.21.12 Protection of batteries components to sustain the actual distortion
levels. This report is to be made available
2.21.12.1 Accumulator batteries other than onboard as a reference for the surveyor at each
engine starting batteries are to be protected periodical survey.
against overload and short circuit by devices, in
each insulated pole, placed at a position adjacent
to the battery compartment.
Chapter 8 Part 4
2.21.14.4 Total Harmonic Distortion (THD) is a 2.21.17 Mitigation of the effects of harmonic
ratio of the rms value of the harmonic content to filter failure on a ship’s operation
the rms value of the fundamental frequency,
expressed in percent and may be calculated by 2.21.17.1 Where the electrical distribution system
the expression: on board a ship includes harmonic filters the
system integrator of the distribution system is to
V V V ⋯V show, by calculation, the effect of a failure of a
𝑇𝐻𝐷 harmonic filter on the level of harmonic distortion
V
experienced.
Where, 𝑉 is the rms voltage of the nth harmonic
2.21.17.2 The system integrator of the
and n = 1 is the fundamental frequency
distribution system is to provide the ship owner
with guidance documenting permitted modes of
2.21.14.5 Equipment producing transient voltage,
operation of the electrical distribution system
frequency and current variations are not to cause
while maintaining harmonic distortion levels
malfunction of other onboard equipment.
within acceptable limits during normal operation
as well as following the failure of any combination
2.21.15 Harmonic Filters
of harmonic filters.
2.21.15.1 If harmonic filter circuits are used in
2.21.17.3 The calculation results and validity of
association with semiconductor converter
the guidance provided are to be verified by the
assemblies to reduce the harmonics and
surveyor during sea trials.
transients in the system, they are to be suitably
protected against short circuit and overload.
2.21.18 Protection arrangements for
harmonic filters
2.21.15.2 The requirements for monitoring
harmonic distortion, mitigation of effects and
2.21.18.1 Arrangements are to be provided to
protection arrangements for harmonic filters
alert the crew in the event of activation of the
given in 2.21.16 to 2.21.18 are applicable to ships
protection of a harmonic filter circuit.
contracted for construction, on or after 01 July
2017. Existing ships retrofitted with harmonic
2.21.18.2 A harmonic filter is to be arranged as a
filters, on or after 01 July 2017 are also to comply
three phase unit with individual protection of each
with the requirements of 2.21.16 to 2.21.18.
phase. The activation of the protection
arrangement in a single phase is to result in
2.21.16 Monitoring of harmonic distortion
automatic disconnection of the complete filter. In
levels for a ship fitted with harmonic filters
addition, a current imbalance detection system is
to be installed, independent of the overcurrent
2.21.16.1 The ships are to be fitted with facilities
protection to alert the crew in case of current
to continuously monitor the levels of harmonic
imbalance.
distortion experienced on the main busbar as well
as alerting the crew should the level of harmonic
2.21.18.3 Individual capacitor elements are to be
distortion exceed the acceptable limits.
additionally protected by means such as relief
valve or overpressure disconnector in order to
2.21.16.2 Where the engine room is provided
protect against damage from rupturing. The
with automation systems, this reading is to be
additional protection arrangements are to be
logged electronically, otherwise it is to be
designed taking into account the type of
recorded in the engine log book for future
capacitors used.
inspection by the surveyor.
Section 3
Cables and Busbar Trunking Systems
3.1 General 3.1.2 Cables are to be of a type approved by IRS.
3.1.1 The requirements of this Section are 3.1.3 Electric cables for fixed wiring are to be
applicable to fixed cables on permanent designed, manufactured and tested in
installations. For flexible cables, the accordance with the relevant IEC Publication
requirements apply only as far as applicable. stated in Table 3.1.1 or an acceptable relevant

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standard. Cables manufactured and tested to 3.1.5 Electric cables complying with IEC
standards other than those specified in Table Publication 60502 are to have stranded
3.1.1 may be accepted provided they are in conductors.
accordance with an acceptable and relevant
international or national standard and are of an 3.2 Conductors
equivalent or higher safety level than those listed
in Table 3.1.1. 3.2.1 High conductivity annealed copper only is
to be used.
Table 3.1.1 : Electric cables 3.2.2 Where the conductor insulation is

composed of vulcanised rubber or of a synthetic
Application IEC Standard rubber liable to contain sulphides, the copper
wires are to be tinned or alloy coated and the
General constructional surface is to be bright. Similarly the copper wires
60092-350:2020
and testing requirements are to be tinned or alloy coated when the
Choice and installation of insulation is composed of a cambric impregnated
60092-352:2005
electrical cables with a product other than bitumen, unless an
efficient separator is inserted between conductor
Fixed power and control
60092-353:2016 and insulation.
circuits
Insulating and sheathing 3.2.3 Conductor composition and stranding is to
materials for power, be selected so that adequate flexibility of the
control, 60092-360:2014 finished cable is assured. Conductors of nominal
telecommunication and cross-section 2.5 [mm2] and less need not be
instrumentation stranded. This requirement does not apply to
Guidance for selection of mineral-insulated cables which have solid
cables for conductors.
telecommunication and 60092-370:2019
data transfer including 3.2.4 Cores of multi-core cables are to be readily
radio frequency cables. identifiable.
Cables for control and 3.3 Insulating materials
instrumentation circuits 60092-376:2017
150/250 V (300V) 3.3.1 Permitted insulating materials with
maximum rated conductor temperatures are
3.1.4 The use of flexible cables on permanent given in Table 3.3.1.
installations is to be limited to applications where
flexibility is necessary, and the lengths of such 3.3.2 Where a rubber or rubber-like material with
flexible cables are to be kept as short as maximum conductor temperature greater than
practicable. Additional requirements may be 60C is used, it is to be readily identifiable.
specified for flexible cable, depending on the
applications. 3.3.3 Consideration will be given to other
insulating materials.
Table 3.3.1 : Insulating materials & maximum rated conductor temperature
Type of insulating compound Maximum rated conductor

temp. C
Thermoplastics
Based upon polyvinyl chloride or co-polymer of vinyl chloride and
60
vinyl acetate
Based upon polyethylene 60
Elastomeric or thermosettings
Based upon ethylene propylene rubber or similar (EPM or EPDM) 85
Based upon chemically crosslinked polyethylene 85
Based upon silicon rubber 95
Mineral 95

Chapter 8 Part 4
3.4 Construction 3.4.7 Electric cables are to be constructed such

that they are capable of withstanding the
3.4.1 Electric cables are to be at least of a flame- mechanical and thermal effects of the maximum
retardant type. Compliance with testing in short circuit current which can flow in any part of
accordance with IEC 60332-1- the circuit in which they are installed, taking into
2:2004+AMD1:2015 or a test procedure consideration not only the time/current
equivalent thereto, will be acceptable. characteristics of the circuit protective device but
also the peak value of the prospective short
3.4.2 Exemption from the requirements of 3.4.1 circuit current. Where electric cables are to be
for applications such as radio frequency or digital used in circuits with a maximum short circuit
communication systems, which require the use of current in excess of 70 kA, evidence is to be
particular types of cable, will be subject to special submitted for consideration when required
consideration. demonstrating that the cable construction can
withstand the effects of the short circuit current.
3.4.3 Where electric cables are required to be of
a 'fire resistant type', they are to comply with the 3.4.8 All high voltage electric cables are to be
requirements of IEC 60331-1:2018 for cables of readily identified by suitable marking.
greater than 20 [mm] overall diameter, otherwise
60331-21:1999 and AMD 1:2009 or IEC 60331- 3.5 Testing
2:2018.
3.5.1 Routine tests are to include at least
Notes:
- measurement of electrical resistance of
a) Installation methods specified in 3.11 are to conductors;
be applied.
- high voltage test;
b) Cables complying with alternative national
standards and suitable for use in a marine - insulation resistance measurement;
environment may be considered. and
c) Fire resistant type cables are to be easily - partial discharge tests in case of high
distinguishable, for e.g. by way of colour voltage cables.
code.
Evidence of successful completion of routine
d) Following standards may be used for special tests is to be provided by the manufacturer.
cables such as electrical data and optical
fibre cables: 3.5.2 Particular, special and type tests are to be
made, when required, in accordance with the
IEC60331-23:1999 : Electric data cables requirements of relevant publication or national
IEC60331-25:1999 : Optical fiber cables. standard.
3.4.4 Where electric cables are installed in 3.6 Voltage rating

locations exposed to the weather, in damp and in
wet situations, in machinery compartments, 3.6.1 The rated voltage of any cable is not to be
refrigerated spaces or exposed to harmful lower than the nominal voltage of the circuit for
vaporous including oil vapour they are to have the which it is used. Cables exposed to voltage
conductor insulating materials enclosed in an surges associated with highly inductive circuits,
impervious sheath of material appropriate to the e.g. contactor operating circuits for winches etc.,
expected ambient conditions. are to be given special consideration.
3.4.5 Electric cables where it is required that their 3.6.2 Electric cables used in unearthed systems
construction includes metallic sheaths, are to be suitably rated to withstand the additional
armouring or braids are to be provided with an stresses imposed on the insulation due to an
overall impervious sheath or other means to earth fault.
protect the metallic elements against corrosion.
3.7 Choice of insulating material
3.4.6 Where single core electric cables are used
in circuits rated in excess of 20 A and are 3.7.1 The rated operating temperature of the
armoured the armour is to be of a non-magnetic insulating material is to be at least 10C higher
material. than the maximum ambient temperature liable to

Page 33 of 75
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be produced in the space where the cable is
installed. b) Bare lead sheathed cable having conductor
sections not exceeding 4.5 [mm2].
3.8 Choice of protective covering
3.9 Current rating
3.8.1 Cables fitted in the following locations are
to have an impervious sheath. In permanently 3.9.1 The highest continuous load carried by a
wet situations, metallic sheaths are to be used for cable is not to exceed its current rating. The
cables with hydroscopic insulation. diversity factor of the individual loads and the
duration of the maximum demand may be
- Decks exposed to weather; allowed for in estimating the maximum
continuous load and is to be shown on the plans
- Bathrooms; submitted for approval.
- Refrigerated spaces; 3.9.2 The cross sectional area of the conductors

is to be sufficient to ensure that, under short
- Machinery spaces; and circuit conditions, the maximum rated conductor
temperature for short circuit operation is not
- Any other location where water exceeded, taking in to account the time current
condensation or harmful vapour (e.g. oil characteristics of the circuit protective device and
vapour) may be present. the peak value of the prospective short circuit
current.
3.8.2 All cables are to be of flame-retardant type
or fire-resisting type, except that non flame- 3.9.3 In assessing the current rating of lighting
retardant cables may be accepted for final circuits circuits, every lampholder is to be assessed at
only in the following cases : the maximum load likely to be connected to it,
with a minimum of 60 W, unless the fitting is so
a) Where cables are installed in metallic connected as to take only a lamp rated at less
conduits having internal diameter not than 60 W.
exceeding 25 [mm] and provided the
conduits are electrically and mechanically
continuous.

Chapter 8 Part 4
Table 3.9.1 : Electric cable current rating, normal operation, based on ambient temp. of 45C
Nomina Continuous current rating in amperes (based on ambient temp. 45C)

l cross-
section Thermoplastic, PVC, PE EP rubber and cross linked PE Silicon rubber or mineral
in Single 3 or 4 Single 3 or 4 Single 3 or 4
[mm2] 2 core 2 core 2 core
core core core core core core
1 8 7 6 16 14 11 20 17 14
1.5 12 10 8 20 17 14 24 20 17
2.5 17 14 12 28 24 20 32 27 22
4 22 19 15 38 32 27 42 36 29
6 29 25 20 48 41 34 55 47 39
10 40 34 28 67 57 47 75 64 53
16 54 46 38 90 77 63 100 85 70
25 71 60 50 120 102 84 135 115 95
35 87 74 61 145 123 102 165 140 116
50 105 89 74 180 153 126 200 175 140
70 135 115 95 225 191 158 255 217 179
95 165 140 116 275 234 193 310 264 217
120 190 162 133 320 272 224 360 306 252
150 220 187 154 365 310 256 410 349 287
185 250 213 175 415 353 291 470 400 329
240 290 247 203 490 417 343 570 485 400
300 335 285 235 560 476 392 660 560 460
3.9.4 Cables supplying winches, cranes, 3.10 Correction factors for current rating
windlasses and capstans are to be suitably rated
for their duty. Unless the duty is such as to 3.10.1 Bunching of cables : Where more than six
require a longer time rating, cables for winch or cables belonging to the same circuit are bunched
crane motors may be half hour rated on the basis together a correction factor of 0.85 is to be
of the half hour [kW] rating of the motors. Cables applied.
for windlass and capstan motors are to be not
less than one hour rated on the basis of the one 3.10.2 Ambient temperature : The current ratings
hour [kW] rating of the motor. In all cases the in Table 3.9.1 are based on an ambient
rating is to be subject to the voltage drop being temperature of 45C. For other values of ambient
within the specified limits. temperature the correction factors shown in
Table 3.10.1 are to be applied.
3.9.5 The current ratings given in Table 3.9.1 are
based on the maximum operating conductor 3.10.3 Intermittent Service : Where the load is
temperatures, given in Table 3.3.1. Where a intermittent, the correction factors in Table 3.10.2
more precise evaluation of current rating has may be applied for half hour and one hour ratings.
been carried out based on experimental or In no case is a shorter rating than one half hour
calculated data, details may be submitted for rating to be used, whatever the degree of
approval. intermittency.

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Table 3.10.1 : Correction factors for temperature
Correction factor for ambient air temperature of C

Insulation material
35 40 45 50 55 60 65 70 75 80 85
PVC, Polyethelene 1.29 1.15 1.00 0.82 - - - - - - -
EPR, XLPE 1.12 1.06 1.00 0.94 0.87 0.79 0.71 0.61 0.5 - -
Mineral, Silicon
1.10 1.05 1.00 0.95 0.89 0.84 0.77 0.63 0.55 0.45 -
rubber
Table 3.10.2 : Correction factors for intermittent rating
Half-hour rating One-hour rating

Correction factor With metallic sheath Without metallic With metallic sheath Without metallic
[mm2] sheath [mm2] [mm2] sheath [mm2]
1.00 Upto 20 Upto 75 upto 67 upto 230
1.10 21 - 40 76 – 125 68 - 170 231 - 400
1.15 41 - 65 126 – 180 171 - 290 401 - 600
1.20 66 - 95 181 – 250 291 - 430 -
1.25 96 - 130 251 – 320 431 - 600 -
1.30 131 - 170 321 – 400 - -
1.35 171 - 220 401 – 500 - -
1.40 221 - 270 - - -
3.11 Installation of cables such as paint stores, galleys, etc. purifiers,

welding-gas bottles etc.
3.11.1 Cable runs are to be, as far as practicable,
straight and accessible and as high as possible 3.11.6 Cables having insulating materials with
above bilges. different maximum-rated conductor temperatures
are not to be bunched together, or, where this is
3.11.2 The installation of cables across not practicable, the cables are to be operated so
expansion joints in any structure is to be avoided. that no cable reaches temperature higher than
Where such installation is unavoidable, a loop of that permitted for the lowest temperature-rated
cable of length proportional to the expansion of cable in the group.
the joint is to be provided. The internal radius of
the loop is to be at least twelve times the external 3.11.7 Cables having a protective covering which
diameter of the cable. may damage the covering of other cables are not
to be bunched with those of other cables.
3.11.3 Where a duplicate supply is required and
provided for any particular service, the two cables 3.11.8 The minimum internal radius of cable
are to follow different routes which are separated bends, which are not subjected to movements by
throughout their length as widely as is expansion when installed, is to be generally in
practicable, to minimise the probability of accordance with Table 3.11.1.
simultaneous damage to the two circuits. The
provision is also applicable to control circuits. 3.11.9 Electric cables are not to be coated or
painted with materials which may adversely
3.11.4 Generator cables are as far as practicable affect their sheath or their fire protection.
to be divided between two or more cable runs.
These cable runs are to be separated as far apart 3.11.10 Where electric cables are installed in
as practicable. refrigerated spaces they are not to be covered
with thermal insulation but may be placed directly
3.11.5 Cables supplying essential or important on the face of the refrigeration chamber, provided
consumers are generally not to be installed in that precautions are taken to prevent the electric
rooms where there is an excessive fire hazard cables being used as casual means of
suspension.

Chapter 8 Part 4
3.11.11 Cable runs are normally not to include

joints. However, if a joint is necessary it is to be - Cable entries at the main and
carried out with prior approval and with due emergency switchboard,
consideration to methods of splicing that retain - Where cable enter engine control
the original mechanical and electrical properties rooms,
of the cable and which ensure that all conductors - Cable entries at centralized control
are adequately secured, insulated and protected panels for propulsion machinery and
from atmospheric action. Terminals and busbars essential auxiliaries,
are to be of dimensions adequate for the cable - At each end of totally enclosed cable
rating. trunks, and
3.11.12 Where electric cables are installed in ii) In enclosed and semi enclosed
bunches, provision is to be made to limit the spaces, cable runs are to comply
propagation of fire, which may be achieved by with the following:
either of the following:
- to have fire protection coating applied
a) Cables which have been tested in - to at least 1 metre in every 14 metres
accordance with IEC 60332-3-22:2018 - to entire length of vertical runs or
Category A or a test procedure for cables - Fitted with fire stops having at least
installed in bunches equivalent thereto. B0 penetrations every second deck or
approximately 6 metres for vertical
b) ( Refer to Fig.3.11.12a, b, c and d ) runs and at every 14 metres for
horizontal runs.
i) Fire stops having at least B0
penetrations fitted as follows:
Table 3.11.1 : Minimum internal radii of bends in cables for fixed wiring
Cable construction Minimum internal

Overall diameter of radius of bend (times
Insulation Outer covering cable overall diameter of
cable)
Metal sheathed
Thermoplastic and Any 6D
Armoured and braided
elastomeric 600/1000
 25 [mm] 4D
V and below Other finishes
> 25 [mm] 6D
Mineral Hard metal sheathed Any 6D
Thermoplastic and elastomeric above 600/1000 V
- single core Any Any 20D
- multicore Any Any 15D

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Chapter 8 Part 4
3.12 Mechanical protection of cables accordance with the Classification Notes issued
by IRS.
3.12.1 Cables exposed to risk of mechanical
damage are to be protected by metal channels or 3.13 Earthing of metal coverings
casing or enclosed in steel conduit unless the
protective covering (e.g. armour or sheath) is 3.13.1 Metal coverings of cables are to be
adequate to withstand the possible damage. effectively earthed at both ends of the cable,
except its final sub-circuits, other than those
3.12.2 Cables, in spaces where there is installed in hazardous zones or spaces, earthing
exceptional risk of mechanical damage (e.g. on at the supply end only will be considered
weather decks, in cargo hold areas and inside the adequate. This does not necessarily apply to
cargo holds) and also below the floor in engine instrumentation cables where single point
and boiler rooms, are to be suitably protected, earthing may be desirable for technical reasons.
even if armoured, unless the steel structure
affords adequate protection. 3.13.2 The electrical continuity of all metal
coverings of cables throughout the length of the
3.12.3 Metal casings for mechanical protection of cable, particularly at joints and tappings, is to be
cables are to be efficiently protected against ensured.
corrosion.
3.13.3 The lead sheath of lead-sheathed cables
3.12.4 Non metallic protective casings and fixings is not to be used as the sole means of earthing
are to be flame retardant in accordance with the the non-current carrying parts of items of
requirements of IEC Publication 92-101. equipment.
3.12.5 If cable trays/protective casings are made 3.14 Securing of cables

of plastics materials, then they are to comply with
the requirements in 3.12.5.1 to 3.12.5.4. 3.14.1 Cables, other than those attached to
portable appliances and those installed in pipes,
3.12.5.1 They are to be of approved type and are conduits or special casing are to be effectively
to be supplemented by metallic fixing and straps supported and secured in a manner that prevents
such that in the event of a fire they, and the damage to their coverings.
cables affixed, are prevented from falling and
causing an injury to personnel and/or an 3.14.2 Supports and accessories are to be robust
obstruction to any escape route. The spacing of and are to be of corrosion-resistant material or
their metallic fixing and straps is generally not to suitably corrosion inhibited before erection.
exceed 2.0 m.
3.14.3 The distance between supports, for
3.12.5.2 When used on open deck, they are horizontal as well as vertical runs of cables, is to
additionally to be protected against ultra-violet be chosen according to the type/size of cable, but
light. generally in accordance with Table 3.14.1.
3.12.5.3 The load on the plastics cable 3.14.4 When electric cables are fixed by means
trays/protective casings is to be within the Safe of clips or straps manufactured from a material
Working Load (SWL) and the spacing of support, other than metal the material is to be flame
in general, is not to exceed 2 metres. retardant and the fixings are to be supplemented
by suitable metal clips or straps at regular
3.12.5.4 The sum of the total cross-sectional area intervals, each not exceeding 2 [m].
of the cables, based on their external diameter, is
not to exceed 40% of the internal cross-sectional 3.14.5 Single core cables are to be firmly fixed,
area of the protective casing. This does not apply using supports of strength adequate to withstand
to a single cable in a protective casing. forces corresponding to the values of the peak
prospective short circuit current.
Note : Cable trays/protective casings made of
plastic materials are to be approved in

Page 39 of 75
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Table 3.14.1 : Distance between supports
External diameter of cable

Non-armoured cables Armoured cables
Exceeding [mm] Not exceeding [mm]
[mm] [mm]
- 8 200 250
8 13 250 300
13 20 300 350
20 30 350 400
30 - 400 450
3.15 Penetration of bulkheads and decks by 3.15.8 The distance from cable penetrations to
cables flanges of steam pipes or hot oil pipes is to be not
less than 500 [mm].
3.15.1 Penetration of watertight bulkheads or
decks is to be carried out with either individual 3.16 Installation of cables in pipes and
watertight glands or with packed watertight boxes conduits
carrying several cables. In either case, the
watertight integrity and strength of the bulkheads 3.16.1 Installation of cables in pipes and conduits
and decks are to be maintained. Where cables is to be carried out in such a manner that there is
with polyvinyl chloride insulation are being no damage to the cable covering.
installed, particular care is to be taken to avoid
damage to the sheathing during the fitting of 3.16.2 Metal conduit systems are to be earthed
watertight bulkhead glands. and are to be mechanically and electrically
continuous across joints. Individual short lengths
3.15.2 Where fire-resisting or fire-retarding of conduit need not be earthed.
bulkheads or decks are drilled for the passage of
cables, all arrangements are to be such that this 3.16.3 The internal radius of bend of pipes and
fire resisting or fire retarding property and conduit is to be not less than that laid down for
strength are not diminished. cables, provided that for pipes exceeding 64
[mm] diameter the internal radius of bend is not
3.15.3 Where cables pass through gastight less than twice the diameter of the pipe.
bulkheads or decks separating hazardous zones
or spaces, arrangements are to be such that the 3.16.4 The drawing-in factor (ratio of the sum of
gastight integrity and strength of the bulkhead or the cross-sectional areas of the cables, based on
deck are not impaired. their external diameter, to the internal cross-
section area of the pipe) is not to exceed 0.4.
3.15.4 Where cables pass through non-watertight
bulkheads or structural steel, the holes are to be 3.16.5 Expansion joints are to be provided where
bushed, in order to protect the cables, with lead necessary.
or other approved material which will prevent
damage to the cables by abrasion. If the steel is 3.16.6 Cable pipes and conduits are to be
6 [mm] thick, adequately rounded edges may be adequately and effectively protected against
accepted as the equivalent of bushing. corrosion. Where necessary, openings are to be
provided at the highest and lowest points to
3.15.5 Cables passing through decks are to be permit air circulation and to prevent accumulation
protected by deck tubes or ducts. of water.
3.15.6 Materials used for glands and bushings 3.16.7 Cable pipes are to be effectively
are to be such that there is no risk of corrosion. supported, particularly in areas where they are
likely to be subject to heavy vibrations.
3.15.7 Where rectangular holes are cut in
bulkheads or structural steel the corners are to be 3.16.8 Cables in a conduit should belong to the
adequately rounded. same temperature class.

Chapter 8 Part 4
3.16.9 Where cables are laid in trunks, the trunks 3.18.2 Cables are to be either non-armoured or
are to be so constructed as not to afford passage armoured with non- magnetic material.
for fire from one deck or compartment to another.
3.18.3 If installed in pipe or conduit, cables
3.16.10 Cables used for cold cathode luminous belonging to the same circuit are to be installed
discharge lamps are not to be installed in metal in the same conduit, unless the conduit or pipe is
conduit unless protected by metal sheath or of non-magnetic material.
screen.
3.18.4 Cable clips are to include cables of all
3.16.11 Non-metallic ducting or conduit is to be phases of a circuit unless the clips are of non-
of flame-retardant material. PVC conduit is not to magnetic material.
be used in refrigerated spaces or on open decks,
unless specially approved. 3.18.5 When installing two, three or four single-
core cables forming respectively single-phase
3.17 Installation of cables in refrigerated circuits, three-phase circuits or three-phase and
spaces neutral circuits, the cables are to be in contact
with one another, as far as possible. In any case,
3.17.1 The installation of cables in refrigerated the distance between the external covering of two
spaces is to be avoided as far as possible. adjacent cables is not to be greater than one
diameter.
3.17.2 PVC insulated cables are not to be
installed in refrigerated spaces. 3.18.6 In the case of circuits using two or more
parallel connected cables per phase, all cables
3.17.3 Cables installed in refrigerated spaces are are to have the same length and cross sectional
to have a watertight or impervious sheath and are area.
to be protected against mechanical damage. If an
armoured cable is used, the armour, unless 3.18.7 Where single core cables of rating
galvanised or of non-corrosive material, is to be exceeding 50 A and over 30 [m] in length are
protected against corrosion by an additional used, the phases are to be transposed at regular
moisture-resisting covering. intervals of approximately 15 [m] in order to
obtain the same degree of impedance of circuits.
3.17.4 Cables are not to be embedded in or
covered by the thermal insulation. They may be 3.18.8 Where single core cables of rating
fixed to galvanised perforated plates with a space exceeding 50 A are used, magnetic material is
left between the back of the plate and the wall of not to be placed between single-core cables of a
the room. group. If these cables pass through steel plates,
all cables of the same circuit are to pass through
3.17.5 Where cables entering a refrigerated the plate or gland so constructed that there is no
space have to pass through the thermal magnetic material between the cables, and
insulation, they are to be installed at right angle suitable clearance is provided between the cable
to such insulation and are to be protected by a core and magnetic material. This clearance,
pipe, sealed at each end. Alternatively, the cables wherever practicable, is not to be less than 75
may be passed through solid door frames, the [mm] when the current exceeds 300 A. For
necessary holes being sealed at each end. currents between 50 A and 300 A the clearance
may be proportionately reduced.
3.17.6 Precautions are to be taken to prevent the
placing of hooks around the cable as a casual 3.18.9 If single-core cables of current rating
means of suspension. greater than 250 A are run along a steel
bulkhead, wherever practicable the cables
3.17.7 Supporting strips, plating or hangers used should be spaced away from the steel.
for securing the cables are to be galvanised or
otherwise protected against corrosion. 3.19 Cable ends
3.18 Cables for alternating current 3.19.1 The ends of all conductors of cross-
sectional area greater than 4 [mm2] are to be
3.18.1 Generally, multi-core cables are to be fitted with soldering sockets, compression type
used in A.C. installations. Where it is necessary sockets or mechanical clamps. Corrosive fluxes
to use single-core cables for alternating current are not to be used.
circuits rated in excess of 20 A the requirements
of 3.18.2 to 3.18.9 are to be complied with. 3.19.2 Cables having hygroscopic insulation (e.g.

Page 41 of 75
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mineral insulated) are to have their ends sealed 3.21 Watertight Cable transits
against ingress of moisture.
3.21.1 Watertight cable transits are to be installed
3.19.3 Cables with a supplementary insulating and maintained in accordance with the
belt beneath the protective sheath are to have manufacturer’s requirements and in accordance
additional insulation at those points where the with the requirements of the relevant type
insulation of each core makes or may make approval certification.
contact with earthed metal.
3.21.2 A Cable Transit Seal Systems Register is
3.20 Busbar trunking systems to be provided by the shipbuilder for all watertight
cable transits fitted on-board the vessel. For an
3.20.1 Where busbar trunking systems are used example of a register see Table 3.21.2. The
in place of electric cables, they are to comply with Register can be in either a hard copy or digitized
the requirements of 3.20.2 to 3.20.6, in addition media. It is to include a marking / identification
to the applicable requirements in Section 3. system, documentation referencing manufacturer
manual(s) for each type of cable transit installed,
3.20.2 The busbar trunking, or enclosure system, the Type Approval certification for each type of
is to have a minimum ingress protection of IP54, transit system, applicable installation drawings,
according to IEC 60529 Degrees of protection and a recording of each installed transit
provided by enclosures (IP Code). documenting the as built condition after final
inspection in the shipyard. It is to include sections
3.20.3 The internal and external arrangements of to record any inspection, modification, repair and
the busbar trunking or enclosure system are to maintenance.
ensure that the fire and/or watertight integrity of
any structure through which it passes is not 3.21.3 During new construction the Register is to
impaired. be reviewed by the attending Surveyor to confirm
it contains a list of the watertight cable transits,
3.20.4 Where the busbar trunking system is applicable cable transit information and sections
employed for circuits on and below the bulkhead to maintain in-service maintenance and survey
deck, arrangements are to be made to ensure records.
that circuits on other decks are not affected in the
event of partial flooding under the normal angles 3.21.4 The Register is to be held onboard the
of inclination given in Chapter 1, Table 1.7.1. vessel.
3.20.5 Supports and accessories are to be robust 3.21.5 The owner is to maintain the Register to
and are to be of corrosion-resistant material or record any disruption (repair, modification or
suitably corrosion inhibited before erection. The opening out and closing) to a cable transit or to
support system is to effectively secure the busbar record the installation of a new cable transit.
trunking system to the ship's structure.
3.21.6 At new construction it is to be confirmed
3.20.6 When accessories are fixed to the busbar by the surveyor that:
system by means of clips or straps manufactured
from a material other than metal, the fixings are - Cable transits have been installed, and
to be supplemented by suitable metal clips or where disrupted have been reinstated,
straps, such that, in the event of a fire or failure, in accordance with the manufacturer’s
the accessories are prevented from failing and requirements and in accordance with
causing injury to personnel and/or an obstruction the requirements of Type Approval.
to any escape route. Alternatively, the busbar
system may be routed away from such areas. - Where specified, appropriate
specialized tools have been used.

Chapter 8 Part 4
Table 3.21.2 : Recommended format for Cable Transit Seal System Register
Section 4
Switchgear and Control Gear Assemblies
4.1 Main and emergency switchboards 4.1.1.5 The main switchboard is to be so placed
relative to one main generating station that, as far
4.1.1 Location and installation as practicable, the integrity of the normal
electrical supply may be affected only by a fire or
4.1.1.1 Switchboards are to be installed in other casualty in one space. The main
accessible and well ventilated dry spaces free switchboard is to be located as close as
from flammable gases and acid fumes. practicable to the main generating station, within
the same machinery space and the same vertical
4.1.1.2 Switchboards are to be secured to a solid and horizontal A60 fire boundaries. An
foundation and protected against shocks and environmental enclosure for main switchboard,
damage due to leaks and falling objects. They are such as may be provided by a machinery control
to be self-supported, or be braced to the room situated within the main boundaries of the
bulkhead or the deck above. In case the latter space, is not to be considered as separating the
method is used, the means of bracing is to allow switchboards from the generators.
normal deflections of the deck without buckling
the control cell or assembly structure. 4.1.1.6 Where essential services for steering and
propulsion are supplied from section boards
4.1.1.3 Pipes should not be installed directly these and any transformers, converters and
above or in front of or behind switchboards. If similar appliances constituting an essential part
such piping is unavoidable, suitable protection is of electrical supply system are also to satisfy
to be provided in these positions. 4.1.1.5.
4.1.1.4 An adequate, unobstructed working 4.1.2 Construction of switchboards

space is to be left in front of switchboards. At the
rear, a clearance of at least 0.6 m is to be 4.1.2.1 Switchboards are to have roof with
maintained except that this may be reduced to degree of protection IP 22 and are to be of dead
0.5 m in way of stiffeners or frames. If front type.
switchboards are enclosed at the rear and are
fully serviceable from the front, clearance at the On systems with voltages above 50 V up to and
rear will not be required unless necessary for including 1000 V, front and rear dead type
cooling. switchboards are to be used.

Page 43 of 75
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4.1.2.2 All main switchboards are to be guarded 4.1.3 Marking and labels
by hand rails either made of hardwood or
insulated. Where access is provided behind a 4.1.3.1 All measuring instruments and all
main switchboard, the handrails on the rear are apparatus controlling circuits are to be clearly and
to be horizontal, and so placed that one cannot indelibly marked for identification purposes. An
accidentally fall into the switchboard. Further, indelible label is to be permanently secured to, or
insulated mats or gratings are to be laid on the adjacent to, every fuse and every circuit breaker,
floor of passage-ways in front of and to the rear and marked with particulars of the full load
of switchboards. Instruments and handles or current of the generator or cable which the fuse
push buttons for switchgear are to be placed on or circuit-breaker protects. Where inverse time
the front of the switchboard (except for isolating limit and/or reverse current devices are provided
switches, if used). All other parts which require in connection with a circuit breaker, the
operation, are to be accessible and so placed that appropriate settings of these devices are to be
the risk of accidental touching of current carrying stated on the lable. The distribution voltage is to
parts, or accidental making of short-circuits and be indicated. Labels are to be of flame-retardant
earthings, is reduced as far as practicable. material and markings are to correspond with the
designations used in the wiring diagrams.
4.1.2.3 Section boards (sub-switchboards) and
distribution boards are to be enclosed unless they 4.1.4 Busbars
are installed in a cupboard or compartment to
which only authorised personnel have access, in 4.1.4.1 Busbars and their connections are to be
which case the cupboard may serve as an of copper, all connections being so made as to
enclosure. prevent deterioration of the joint by corrosion or
oxidation.
4.1.2.4 Framework, panels and doors of
switchboards are generally to be of steel or 4.1.4.2 The sizes of busbars and their
aluminium alloy, and are to be of rigid connections are to be calculated to ensure that
construction. their mean temperature rise does not exceed by
more than 45C from the ambient temperature,
4.1.2.5 All parts of the main switchboard are to be when running continuously at the normal rating.
accessible for maintenance work.
4.1.4.3 Busbars, together with their connections
4.1.2.6 Equipment for each generator and for and supports, are to be capable of withstanding,
different distribution systems are to be placed in without detrimental effect, the mechanical
separate cubicles (panels) or are to be separated stresses which will arise during short-circuits.
from each other by partitions clearly marked with Further, provision is to be made to allow the
the actual voltages. busbars to expand without causing any abnormal
stress on their supports.
4.1.2.7 Doors, behind which equipment requiring
operation is placed, are to be hinged. 4.1.4.4 Busbars and other bare conductors are to
Arrangement is also to be provided to keep the be mounted on non- deteriorating and non-
hinged doors open. hygroscopic insulating material, maintaining
adequate clearance and creepage distance, in
4.1.2.8 Cable entrances are generally to be from accordance with Section 1, to ensure that there
below or from the side. Cable entries from the top is no risk of flash-over under normal service
may be accepted provided watertight glands are conditions. Where necessary these distances
used. may have to be increased to allow for the electro-
magnetic forces involved.
4.1.2.9 Where the main source of electrical power
is essential for propulsion of the ship, the main 4.1.4.5 Connections from bus-bars and from
busbars are to be subdivided into at least two generator circuit terminals to all circuit breakers
parts which are normally to be connected by and fuses are to be installed "short-circuit proof",
circuit breakers (with or without tripping i.e. either bare conductors, or insulated
mechanism), disconnecting links or switch by conductors or single-core cable without metallic
which busbars can be split and reconnected sheath/armour /braid are used and these are
easily and safely. Bolted links (e.g. bolted bus bar mounted on supports of insulating material and
sections) are not acceptable. So far is with adequate distance between the different
practicable, the connection of generating sets poles (phases) and to earthed parts.
and any other duplicated equipment is to be
equally divided among the busbar divisions. 4.1.4.6 Horizontally installed bus-bars and bare
Equivalent arrangements to the satisfaction of conductors are to be protected by screens, if they
IRS may be accepted.
Chapter 8 Part 4
are placed so low that it could be a risk, e.g. by arrangements to enable the voltage and
tools falling on them. frequency of any generator to be measured.
4.1.5 Equalizer connections 4.1.8 Instrument scales
4.1.5.1 The current rating of equalizer 4.1.8.1 In general main switchboard instruments
connections and equalizer switches is to be not are to be of accuracy class 1.5 and other
less than half the rated full load current of the switchboard instruments are to be of accuracy
generator. class 2.5.
4.1.5.2 The current rating of equalizer busbars is 4.1.8.2 The upper limit of the scale of every
to be not less than half the rated full load current voltmeter is to be approximately 120 per cent of
of the largest generator in the group. the normal voltage of the circuit, and the normal
voltage is to be clearly indicated.
4.1.6 Instruments for direct current
generators 4.1.8.3 The upper limit of the scale of every
ammeter is to be approximately 130 per cent of
4.1.6.1 For generators not arranged to run in the normal rating of the circuit in which it is
parallel, at least one voltmeter and one ammeter installed. Normal full load is to be clearly
are to be provided for each generator. indicated.
4.1.6.2 For generators arranged to run in parallel 4.1.8.4 Ammeters for use with direct current
at least one ammeter for each generator and two generators, and wattmeters for use with
voltmeters are to be provided. One of these alternating current generators, which may be
voltmeters is to be permanently connected to the operated in parallel, are to be capable of
busbars and the other is to be provided with a indicating 15 per cent reverse-current or reverse-
change-over switch to enable it to be connected power respectively.
to any one generator.
4.1.8.5 The upper limit of the scale of every
4.1.6.3 For compound wound generators fitted wattmeter is to be approximately 130 per cent of
with equalizer connections, the ammeter is to be the rated full load of the circuit in which it is
connected to the pole opposite to that connec-ted installed. Rated full load is to be clearly indicated.
to the series winding of the generator.
4.1.8.6 Frequency meters are to be capable of
4.1.7 Instruments for alternating current indicating a variation in the frequency from minus
generators 8 per cent to plus 8 per cent of the nominal
frequency of the installation.
4.1.7.1 For alternating current generators not
arranged to run in parallel, each generator is to 4.1.8.7 Instruments are to have effective
be provided with at least one voltmeter, one screening, for example, by metal enclosures, in
frequency meter, and one ammeter with an order to diminish faulty readings caused by
ammeter switch to enable the current in each induction from adjacent current-carrying parts.
phase to be read or an ammeter in each phase.
Generators above 50 kVA are to be provided with 4.1.9 Instrument transformers
a wattmeter.
4.1.9.1 The secondary windings of instrument
4.1.7.2 For alternating current generators transformers are to be earthed.
arranged to run in parallel, each generator is to
be provided with a wattmeter, and an ammeter in 4.1.10 Circuit-breakers
each phase conductor or an ammeter with a
selector switch to enable measurement of current 4.1.10.1 Circuit-breakers are to comply with IEC
in each phase. Publication 947-1 and 947-2, "Low Voltage
Distribution Switchgear" or an equivalent national
4.1.7.3 For paralleling of the generators, two standard, amended where necessary for ambient
voltmeters, two frequency meters and a temperature.
synchronising aid comprising either a
synchroscope and lamps, or an equivalent 4.1.10.2 Test reports, based on the requirements
arrangement, are to be provided. One voltmeter of IEC Publication 947-1 and 947-2 or an
and one frequency meter are to be connected equivalent national standard, are to be submitted
permanently to the busbars, the other voltmeter for consideration when required.
and frequency meter are to be provided with

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4.1.10.3 Circuit-breakers are to be of the trip-free be carried to a separate earth screw inside the
type i.e. the breaking action initiated by short- enclosure of the equipment which is earthed,
circuit and overcurrent relays, or by undervoltage except when separately installed earth
coil, when fitted, is to be fulfilled independently of conductors are used.
the position or operation of manual handle or of
other closing devices. Further the arrangement is 4.1.12.4 Earth conductors inside switchboards
to be such that automatic repeated and other enclosures are to be insulated, except
breakings/makings by short-circuits and when the arrangement is such that the earth
overcurrents cannot occur. conductor cannot come into contact with current-
carrying parts.
4.1.10.4 Each circuit opening device is to be so
arranged that accidental closing and opening 4.1.13 Wiring
does not occur.
4.1.13.1 Insulated cables / wires connecting
4.1.10.5 Handles and operating mechanisms are components are to be stranded, flame retardant
to be so arranged that the hand of the operator and manufactured in accordance with a relevant
cannot accidentally touch live metal or be injured and acceptable National Standard or equivalent
through an arc arising from the switch or circuit- International Standard.
breaker, or the rupturing of a fuse. If switches are
enclosed their handles are not to operate through 4.2 Distribution switchboards
unprotected slots.
4.2.1 Large distribution switchboards are to be
4.1.11 Fuses constructed in accordance with 4.1.
4.1.11.1 Fuses are to comply with IEC 4.2.2 All parts which require operation in normal
Publication 269 "Low Voltage Fuse with High use are to be placed on the front or easily
Breaking Capacity" or an equivalent national accessible from behind front doors.
standard, amended where necessary for ambient
temperature. When such parts are placed behind front doors,
the interior front is to comply with enclosure type
4.1.11.2 A report, giving details of test IP 20, except that fuses with accessible current-
performance, fusing characteristics, temperature carrying parts may be permitted, provided that
and insulation tests and details of the the door is lockable.
specification to which the fuse has been tested is
to be submitted for consideration when required. 4.2.3 Switchboards, supplied from different
supply circuits, are not to be placed in the same
4.1.11.3 Fuse-links and fuse-bases are to be enclosure unless these are separated by
marked with particulars of rated current and rated partitions of flame retardant material.
voltage. Each fuse position is to be permanently
and indelibly labeled with the current-carrying 4.2.4 Switchboards, which are provided with two
capacity of the circuit protected by it and with the or more supply circuits arranged for automatic
appropriate approved size of fuse. standby connection, are to be provided with
positive means to show the circuit feeding the
4.1.12 Earthing switchboard. Such switchboards are to be
provided with warning notice that all the supply
4.1.12.1 A good, reliable earth connection of all circuits are to be disconnected before
metallic non-current carrying parts is to be maintenance work is undertaken.
insured. Normally, a continuous earth bar will be
required. If other solutions are chosen, earth- 4.2.5 If distribution switchboards are placed in
continuity test may be required. accommodation area then they are also to
comply with the requirements given in Pt.6, Ch.3,
4.1.12.2 If components such as switches, Cl.3.2.2.3.2 IR.6.
instruments, signal lamps, etc. with voltage
exceeding 30V AC and 50V DC are mounted on 4.3 Navigation lights
hinged doors of switchboards or other
enclosures, the doors are to be connected to the 4.3.1 Navigation lights are to be connected
switchboards or enclosures by a separate flexible separately to a distribution board reserved for this
earth conductor. purposes only, and connected directly or through
transformers to the main or emergency
4.1.12.3 Earth conductors are to be so installed switchboard. The distribution board is to be
that they are not likely to suffer mechanical accessible to the officer of the watch on the
damage or corrosion. The earth conductor is to bridge. Provision is to be made on the bridge for

Chapter 8 Part 4
such navigation lights to be transferred to an equivalent national standard, amended where

alternate circuit. necessary for ambient temperature.
4.3.2 Each navigation light is to be controlled and 4.4.2 Control gear, including isolating and
protected in each insulated pole by a switch and reversing switches, is to be so arranged that
fuse or circuit breaker mounted on the distribution shunt field circuits are not disconnected without
board. adequate discharging path being provided.
4.3.3 Where the navigation panel is situated in 4.4.3 Control gear for essential and important
the midships house, the midships sub- motors are to be separated from each other and
switchboard is regarded as an extension to the from other current carrying parts by screens. The
main switchboard provided that it is supplied from arrangement is to be such that maintenance work
the main switchboard by two cables each capable can be carried out on each unit without danger
of carrying the full load. when isolated.
4.3.4 Each navigation light is to be provided with 4.4.4 When installed in main switchboards motor
an automatic indicator giving audio and visual control gear is to be placed in separate cubicles
indication of failure of the light. If a visual signal separated from all other parts of the switchboard
is used connected in series with the navigation by partitions of flame retardant material. The
light, means are to be provided to prevent arrangements are to be such that arcs occurring
extinction of the navigation light due to failure of by short-circuit in one cubicle cannot spread to
the signal. bus-bars.
4.3.5 Transferring of power supply to an alternate 4.5 Testing

circuit should not render the audio/visual alarms
inoperative. Means should be provided to test the 4.5.1 Switchgear and control gear assemblies
audio/visual alarms. with supply voltage of 60 V and above are to be
tested as follows:
4.3.6 Any statutory requirements of the country of
registration are to be complied with and, on - High voltage test with 1000 V plus twice
application to IRS, may be accepted as an the rated voltage with a minimum of 2000
alternative to the above. V. The test voltage is to be supplied for 1
minute at any frequency between 25 and
4.3.7 The voltage drop between the power supply 100 Hz.
terminals and load terminals for navigation lights
is to be not more than 2.5 per cent of the rated - Insulation resistance measuring.
voltage to ensure required output and colour.
4.5.2 Switchgear and control gear assemblies
4.4 Control gear with supply voltage less than 60 V are to be
tested in accordance with 4.5.1 except that the
4.4.1 Control gear is to comply with IEC 60947 test voltage is to be 500 V.
“Low-voltage switchgear and control gear” or an

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Section 5
Rotating Machines - Construction and Testing
5.1 General prevent the accumulation of moisture and

condensation within the machines when they are
5.1.1 Rotating machines are to comply with the stopped with a provision that such means are
relevant part of IEC 60092-301:1980/ switched on at stand-still and switched off at
AMD2:1995, or an acceptable and relevant starting.
national standard, and the requirements of this
Section. 5.1.10 Coolers : Water-air heat exchangers of
rotating machines are to be of the double tube
5.1.2 For all the rotating machines for essential type. In a normally attended position a visual and
services, manufacturer's test records are to be audible alarm is to be given to monitor water
provided (See also Sec.1). For other machines cooler leakage.
they are to be available upon request.
5.2 Rating
5.1.3 Shaft materials for electric propulsion
motors and for main engine driven generators 5.2.1 Ship's service generators including their
where the shaft is part of the propulsion shafting, exciters, and continuously rated motors are to be
is to comply with applicable requirements of Pt.2, suitable for continuous duty at their full rated
and to be certified by IRS. Shaft material for other output at maximum cooling air or water
machines is to be in accordance with either Pt.2 temperature for an unlimited period, without the
or recognised international or national standard. limits of temperature rise in 5.3 being exceeded.
Other generators and motors are to be rated in
5.1.4 The rotating parts are to be so balanced accordance with the duty which they are to
that when running at any speed in the normal perform, and when tested under rated load
working range the vibration level does not exceed conditions the temperature rise is not to exceed
the levels specified in IEC 60034. the values in 5.3.
5.1.5 The lubrication arrangement for bearings 5.3 Temperature rise

are to be effective under all operating conditions
including the maximum ship inclinations specified 5.3.1 The limits of temperature rise specified in
in Ch.1 and there are to be effective means to Table 5.3.1 are based on a cooling air
ensure that lubricant does not reach the machine temperature of 45C and a cooling water
windings or other conductors and insulators. temperature of 30C.
5.1.6 Steps are to be taken to prevent the ill 5.3.2 If the temperature of the cooling medium is
effects of flow of currents circulating between the known to exceed the value given in 5.3.1, the
shaft and bearings. permissible temperature rise is to be reduced by
an amount equal to the excess temperature of the
5.1.7 Where welding is proposed to be applied to cooling medium. These temperature rises are, if
shafts of machines for securing armature arms or necessary to be reduced to satisfy the
spiders, stress relieving is to be carried out after requirements of flame-proof equipment.
welding. The proposal is to be submitted for
scrutiny and approval. 5.3.3 If the temperature of the cooling medium is
known to be permanently less than the value
5.1.8 The construction of alternating machines, given in 5.3.1, the permissible temperature rise
are to be capable of withstanding a sudden short may be increased by an amount equal to the
circuit at their terminals under any operating difference between the declared temperature and
condition. that given in 5.3.1 upto a maximum of 15C.
5.1.9 Effective means are to be provided to

Chapter 8 Part 4
Table 5.3.1 : Limits of temperature rise in C
Method of Temperature rise C

measure Air cooled machines Water cooled machines
Item Part of machines
ment of insulation class insulation class
temp. A E B A E B
a.c. windings of turbine type machines
1 (a) ETD or R 50 60 70 70 80 90
having output of 5000 KVA or more
a.c. windings of salient-pole and of
induction machines having output of 5000
(b) ETD or R 50 60 70 70 80 90
KVA or more, or having a core length of
one metre or more
a.c. windings of machines smaller than in
2 (a) R 50 65 70 70 85 90
item 1
T 40 55 60 60 75 80
Field windings of a.c. and d.c. machines
(b) having d.c. excitation other than those in R 50 65 70 70 85 90
items 3 and 4
T 40 55 60 60 75 80
Windings of armatures having
(c) R 50 65 70 70 85 90
commutators
T 40 55 60 60 75 80
Field windings of turbine-type machines
3 R - - 80 - - 100
having d.c. excitation
Low-resistance field windings of more
4 (a) than one layer and compensating T,R 50 65 70 70 85 90
windings
Single-layer windings with exposed bare
(b) T,R 55 70 80 75 90 100
surfaces
Permanently short-circuited insulated
5 T 50 65 70 70 85 90
windings
The temperature rise of these parts shall in no case reach
Permanently short-circuited windings,
6 T such a value that there is a risk of injury to any insulating or
uninsulated
other material on adjacent parts
The temperature rise of these parts shall in no case reach
Iron core and other parts not in contact
7 - such a value that there is a risk of injury to any insulating or
with windings
other material on adjacent parts
Iron core and other parts in contact with
8 T 50 65 70 70 85 90
windings
Commutators and slip-rings, open or
9 T 50 60 70 70 80 90
enclosed
Notes:-
1 T = Thermometer method
R = Resistance method
ETD = Embedded Temperature Detector
2 When the commutators, sliprings or bearings of machines provided with water coolers are not in the enclosed air circuits-
cooled by the water cooler, but are cooled by the ambient cooling air, the permissible temperature rise above the ambient
cooling air should be the same as for ventilated machines.
3 When Class F or Class H insulation is employed, the permitted temperature rises are respectively 20C and 40C higher than
the values given for Class B insulation.
4 Classes of insulation are to be in accordance with IEC Publication 85 (1957) - "Recommendations for the classification of
material for the insulation of electrical machinery and apparatus in relation to their thermal stability in service".
5.3.4 The limits of temperature rise of electric slip the excitation of self ventilated couplings at low
couplings are to be in accordance with Table operational speeds are permissible.
5.3.1, except that when a squirrel cage element
is used the temperature of this element is not to 5.3.5 Alternating current machines of 5000 kVA
reach an injurious value. The temperature of the output and above and propulsion motors having
field windings is not to exceed these limits at all a total axial core length of 1m or more (including
speeds of operation. Arrangements for reducing the ventilating duct), are to have at least three

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embedded temperature detectors. With multicore they are suitably designed to avoid excessive
machines the total length is to be taken as the circulating currents.
sum of the individual core lengths. This is particularly important if the generators are
of different size and make.
5.4 Generator control Generators in which the third harmonic content of
the waveform does not exceed 5 per cent may be
5.4.1 Each alternating current generator, unless considered adequate.
of the self-regulating type, is to be provided with
automatic means of voltage regulation; voltage Note : This would mostly occur with a neutral bus
build-up is not to require an external source of with a single grounding resistor with the
power. associated neutral switching. Where individual
resistors are used, circulation of the third
5.4.2 The voltage regulation of any alternating harmonic currents between paralleled generators
current generator with its regulating equipment is is minimized.
to be such that at all loads, from zero to full load
at rated power factor, the rated voltage is 5.5 Overloads
maintained within 2.5 per cent under steady
conditions. There is to be provision at the voltage 5.5.1 Machines are generally to be capable of
regulator to adjust the generator no load voltage. withstanding, on test, without injury, the following
overload conditions :
5.4.3 Generators, and their excitation systems,
when operating at rated speed and voltage on no- a) D.C. generators - an excess current of 50 per
load are to be capable of absorbing the suddenly cent for 15 seconds after attaining the
switched, balanced, current demand of the temperature rise corresponding to rated load,
largest motor or load at a power factor not greater the terminal voltage being maintained as
than 0.4 with a transient voltage dip which does near the rated value as possible. This
not exceed 15 per cent of rated voltage. The requirement does not apply to the overload
voltage is to recover to rated voltage within a time torque capacity of the prime mover.
not exceeding 1.5 seconds.
b) A.C. generators - an excess current of 50 per
5.4.4 The transient voltage rise at the terminals cent for 2 minutes, at 0.6 power factor, after
of a generator is not to exceed 20 per cent of attaining the temperature rise corresponding
rated voltage when rated KVA at a power factor to rated load, the terminal voltage and
not greater than 0.8 is thrown off. frequency being maintained as near the rated
values as possible. This requirement does
5.4.5 Generators are to be capable of maintaining not apply to the overload torque capacity of
under steady state short circuit conditions a the prime mover.
current of at least three times the full load rated
current for a duration of at least two seconds or c) Motors - At rated speed or in the case of a
where precise data is available for the duration of range of speeds, at the highest and lowest
any longer time delay which may be provided by speeds, under gradual increase of torque,
a tripping device for discrimination purposes. the voltage and frequency being maintained
as near to their rated value as possible, the
5.4.6 Generators required to run in parallel are to appropriate excess torque given below.
be stable from no load [kW] up to the total Synchronous motors and synchronous
combined full load [kW] of the group, and load induction motors are required to withstand
sharing is to be such that the load on any the excess torque without falling out of
generator does not normally differ from its synchronism and without adjustment of the
proportionate share of the total load by more than excitation current preset at the value
15 per cent of the rated output [kW] of the largest corresponding to rated load.
machine or 25 per cent of the rated output [kW]
of the individual machine, whichever is less. d.c. motors 50 per cent for 15
seconds
5.4.7 When generators are operated in parallel, polyphase a.c. 50 per cent for 15
the kVA loads of the individual generating sets synchronous motors seconds
are not to differ from the proportionate share of polyphase a.c. 35 per cent for 15
the total kVA load by more than 5 per cent of the synchronous seconds
rated kVA output of the largest machines. induction motors
polyphase a.c. 60 per cent for 15
5.4.8 Generators running in parallel may have a induction motors seconds
common neutral connection to earth provided

Chapter 8 Part 4
d) Propulsion machines - Overload tests for frame with the core connected to the frame and
propulsion machines will be given special to any windings or sections of windings not under
consideration for each installation. test. Where both ends of each phase are brought
out to accessible separate terminals, each phase
5.6 Brushgear is to be tested separately. The test is to be made
with alternating voltage at any convenient
5.6.1 The final running position of brushgear is to frequency between 25 and 100 Hz of
be clearly and permanently marked. approximately sine wave form. The test is to be
commenced at a voltage of not more than one
5.6.2 Direct current motors and generators are to half of the full-test voltage and is to be increased
operate with fixed brush setting from no load to progressively to full value, the time allowed for
the momentary overload specified without the increase of the voltage from half to full value
injurious sparking, or damage to the commutator being not less than 10 seconds. The full test
or brushes. The commutation is to be checked voltage is then to be maintained for one minute
with an excess current of 20 per cent and for a and then reduced to one half full value before
period of time sufficient to judge its quality. switching off.
5.6.3 Alternating current commutator motors are 5.7.3 When additional high voltage tests are
to operate over the specified range of load and required on a machine which has already passed
speed without injurious sparking. its tests or on machines after repair, the voltage
of such further tests is to be 75 per cent of the
5.7 Inspection and testing value given in 5.7.2.
5.7.1 On all machines intended for essential 5.7.4 Immediately after the high voltage tests the
services, tests specified in Table 5.7.1 are to be insulation resistances are to be measured using
carried out. See also Section 1 'Surveys', a direct current insulation tester between:
subsection 1.3. Any other relevant tests required
by the national standards are also to be carried a) all current carrying parts connected together
out. and earth,
Type tests are to be carried out on a prototype b) all current carrying parts of different polarity or
machine or on the first of a batch of machines and phase, where both ends of each polarity or phase
routine tests carried out on subsequent are individually accessible.
machines. The minimum values of test voltages and
corresponding insulation resistances are given in
5.7.2 The high voltage test is to be carried out at Table 5.7.4. The insulation resistance is to be
1000 plus twice the rated voltage with a minimum measured close to the operating temperature, or
of 2000 V on new machines, preferably at the an appropriate method of calculation is to be
conclusion of the temperature rise test. The test used.
is to be applied between the windings and the

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Table 5.7.1 : Tests to be carried out on electrical rotating machines
a.c. Generators Motors

Sr.
Tests Type Routine Type test Routine
No.
test (1) test (2) (1)
test (2)
1. Examination of the technical documentation, X X X X
as appropriate and visual inspection
2. Insulation resistance measurement X X X X
3. Winding resistance measurement X X X X
4. Verification of the voltage regulation system X X(6)
5. Rated load test and temperature rise X X
measurement
6. Overload test X X(4) X X(4)
7. Verification of steady short-circuit conditions X
(3)
8. Overspeed test X X X(5) X(5)
9. Dielectric strength test X X X X
10. No load test X X X X
11. Verification of degree of protection X X
12. Verification of bearings X X X X
(1) For machines of less than 100 kW, type tests on prototype machine is acceptable. For 100 kW or
more, tests on at least the first of each batch of machines are to be carried out.
(2) The report of machines routine tested is to contain the manufacturer's serial number of the machine
which has been type tested and the test results.
(3) Verification of steady short-circuit condition applies to synchronous machines only.
(4) Only applicable for machines of essential services rated above 100 kW. For routine tests,
overcurrent test may be carried out in lieu of overload test.
(5) Not applicable for squirrel cage motors.
(6) Only functional test of voltage regulator system.
Table 5.7.4 : Minimum values of test voltages and corresponding insulation resistances
Related Voltage VR (V) Minimum Test Voltage (V) Minimum Test Insulation Resistance
(M)
VR ≤ 250 2 x VR 1
250 < VR ≤ 1000 500 1
1000 < VR ≤ 7200 1000 (VR / 1000) + 1
7200 < VR ≤ 15000 5000 (VR / 1000) + 1

Chapter 8 Part 4
Section 6
Converting Equipment
6.1 Transformers that the load may be reduced to a level

commensurate with the cooling available.
6.1.1 The following requirements apply to
transformers of 5 kVA and above. 6.1.11 The inherent regulation of transformers at
their rated output is to be such that voltage drop
6.1.2 Transformers are to comply with the to any point in the installation does not exceed
requirements of IEC Publication 76 or an that allowed by 2.3.
acceptable and relevant national standard
amended where necessary for ambient 6.1.12 All transformers are to be constructed to
temperature. withstand, without damage, the thermal and
mechanical effects of a short-circuit at the
6.1.3 Transformers may be of the dry type, terminals of any winding for 2 seconds with rated
encapsulated or liquid filled type. primary voltage and frequency without damage.
This may be required to be verified by type test
6.1.4 Transformers are to be placed in easily or random test.
accessible well ventilated spaces free from any
gaseous or acid fumes. They are to be clear of 6.1.13 The temperature rise of windings of
non-protected ignitable materials, and so transformers above the ambient temperatures
arranged as to be protected against shocks and given in Ch.1, when measured by resistance,
any damage resulting from water, oil, liquid fuel, during continuous operation at the maximum
steam etc. rating, is not to exceed :
6.1.5 The live parts of transformers are to be a) For dry type transformers, air cooled
provided with means of protection against
accidental contact. - 50C for Class A;
6.1.6 Transformers are to be double wound - 60C for Class E;

except those for motor starting.
- 70C for Class B;
6.1.7 Windings of air cooled transformers are to
be treated to efficiently resist moisture, sea air - 90C for Class F; and
and oil vapours.
- 110C for Class H.
Effective means are to be provided to prevent the
accumulation of moisture and condensation b) For liquid filled transformers
within the transformers, when de-energized.
- 50C - where air provides cooling of the
6.1.8 Each transformer is to be provided with a fluid;
nameplate of corrosion- resistant metal giving
information on make, type, serial number,
- 65C - where water provides cooling of
insulation class and any other technical data
the fluid.
necessary for the application of the transformer.
6.1.14 The tests given hereunder are to be
6.1.9 Liquid fillings for transformers are to be non-
carried out on all transformers at the
toxic and of a type which does not readily support
manufacturer's works and a certificate of tests
combustion. Liquid filled transformers are to have
issued by the manufacturer.
a pressure relief-device with an alarm and there
is to be a suitable means provided to contain any
a) High voltage test : The test voltage is to be
liquid which may escape from the transformer.
applied, preferably after the temperature rise
test, to each winding in turn, between the
6.1.10 When forced cooling is employed, whether
winding under test and the remaining
air or liquid, there is to be monitoring of the
windings, core, frame and tank or casing
cooling medium and transformer winding
connected together and to earth. The test is
temperature with an alarm should these exceed
to be made with 1 kV a.c. plus twice the
preset limits. There are to be arrangements so
highest voltage between lines with a

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minimum of 2.5 KV at any frequency between which may leak from the system. Where the
25 and 100 Hz and maintained for 1 minute semiconductors and other current carrying parts
without failure. are in direct contact with the cooling liquid,
provision is to be made for monitoring the liquid
b) When additional high voltage tests are to ensure it has a satisfactory resistivity.
carried out and for transformers that have
been rewound or subject to extensive repair, 6.2.6 Where forced cooling is used there is to be
the test voltage may be limited to a value temperature monitoring of the heated cooling
which is 75 per cent of that stated in (a). medium with an alarm and shutdown when the
temperature exceeds a preset value.
c) Induced high voltage test : To test between
turns, coils and terminals, an a.c. voltage is 6.2.7 Cooling fluids are to be non-toxic and of low
to be applied between the above parts flammability.
corresponding to twice the voltage appearing
between these parts when rated voltage is 6.2.8 Converter equipment is to be so arranged
applied to the terminals. The duration of the that the semiconductor devices, fuses, control
test is to be 1 minute for any test frequency and firing circuit boards may be readily removed
up to and including twice the rated frequency. from the equipment for repair or replacement.
d) Insulation resistance : The insulation 6.2.9 Test and monitoring facilities are to be
resistance of each winding in turn to all the provided to permit identification of control circuit
other windings, core, frame and tank or faults and faulty components.
casing connected together and to earth is to
be measured after the high voltage test and 6.2.10 Protection devices fitted for converter
recorded together with the temperature of the equipment protection are to ensure that, under
transformer at the time of the test. fault conditions, the protective action of circuit
breakers, fuses or control systems is such that
e) Temperature rise : One transformer of each there is no further damage to the convertor or the
size and type is to be given a temperature installation.
rise test. For transformers of rating 100 KVA
and above, it will be accepted that the 6.2.11 Converter equipment, including any
temperature rise test is made on one of associated transformers, reactors, capacitors
several identical transformers manufactured and filters, if provided, is to be so arranged that
and tested at the same time. the harmonic distortion, and voltage spikes,
introduced in to the ships electrical system are
6.2 Semiconductor equipment restricted to a level necessary to ensure that it
causes no malfunction of equipment connected
6.2.1 The requirements of 6.2.2 to 6.2.16 apply to to the electrical installation.
semiconductor equipment rated for 5 [kW]
upwards. 6.2.12 Overvoltage spikes or oscillations caused
by commutation or other phenomena, are not to
6.2.2 Semiconductor equipment is to comply with result in the supply voltage waveform deviating
the requirements of IEC 146: Semiconductor from the superimposed equivalent sine wave by
convertors, or an acceptable and relevant more than 10 percent of the maximum value of
national standard amended where necessary for the equivalent sine wave.
ambient temperature.
6.2.13 When converter equipment is operated in
6.2.3 Semiconductor static power converter parallel, load sharing is to be such that under
equipment is to be rated for the required duty normal operating conditions overloading of any
having regard to peak loads, system transients unit does not occur and the combination of
and overvoltage. parallel equipment is stable throughout the
operating range.
6.2.4 Converter equipment may be air or liquid
cooled and is to be so arranged that it cannot 6.2.14 When converter equipment has parallel
remain loaded unless effective cooling is circuits there is to be provision to ensure that the
maintained. Alternatively the load may be load is disturbed uniformly between the parallel
automatically reduced to a level commensurate paths.
with the cooling available.
6.2.15 Transformers, reactors, and other circuit
6.2.5 Liquid cooled converter equipment is to be devices associated with convertor equipment are
provided with leakage alarms and there is to be a to be suitable for the distorted voltage and current
suitable means provided to contain any liquid waveforms to which they may be subjected.

Chapter 8 Part 4
6.2.16 Tests at the manufacturer's works are to - functional tests;

include
- temperature rise test; and
- high voltage test for one minute applied
between terminals and earthed parts at a - such other agreed tests as are necessary
frequency between 25 - 100 Hz. For to demonstrate the suitability of the
system voltage up to 60 V the test equipment for its intended duty. Details
voltage is to be 600 V; for system voltage of tests are to be submitted for
between 60 - 90 V the test voltage is to consideration when required.
be 900 V; for system voltage over 90 V
the test voltage is to be twice the system
voltage plus 1000 V;
Section 7
Miscellaneous Equipment
7.1 Accumulator batteries 7.1.3.2 Batteries are to be located in such a

manner that they are not exposed to excessive
7.1.1 General heat, extreme cold, spray, steam or other
conditions which would impair performance or
7.1.1.1 The requirements of this Section apply to accelerate deterioration.
permanently installed secondary batteries of the
vented type. 7.1.3.3 Batteries are not to be located in an
accommodation space.
7.1.1.2 A vented type battery is one in which the
electrolyte can be replaced and which may 7.1.3.4 Large batteries are to be installed in a
release gas whilst operating on charge and compartment assigned to them only. A box on
overcharge. deck would meet this requirement if adequately
ventilated and provided with means to prevent
7.1.1.3 Proposals for the use of other types of ingress of water, and provided the intended
secondary batteries may be submitted for service is assured in cold conditions.
consideration.
7.1.3.5 Engine starting batteries are to be located
7.1.2 Construction as close as practicable to the engine(s) served. If
such batteries cannot be accommodated in the
7.1.2.1 The cells of all vented type batteries are battery compartment, they are to be installed so
to be so constructed and secured as to prevent that adequate ventilation is ensured.
spilling of the electrolyte due to inclinations of 40
degrees from normal. The filling plugs are to be 7.1.4 Installation
so constructed as to prevent spilling of electrolyte
due to ship's movements, e.g. rolling and 7.1.4.1 Batteries should be so arranged that each
pitching. cell or crate of cells is accessible from the top and
at least one side.
7.1.2.2 All batteries are to be provided with
durable labels of flame retardant material, giving 7.1.4.2 Cells or crates are to be carried on non-
information on the application for which the absorbent insulating supports. Similar insulators
battery is intended, voltage and capacity. are to be fitted to prevent any movement of cells
Instructions are to be fitted either at the battery or arising from the motion of the vessel. Adequate
at the charging device giving information on space for circulation of air is to be ensured.
maintenance and charging.
7.1.4.3 Where acid is used as the electrolyte for
7.1.3 Location a vented type battery, a tray of acid resisting
material is to be provided below the cells unless
7.1.3.1 Alkaline batteries and lead acid batteries the deck below is similarly protected.
of the vented type are not to be installed in the
same compartment.

Page 55 of 75
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7.1.4.4 The interiors of all compartments for 7.1.7 Number and rating of batteries
vented type batteries, including the shelves, are
to be painted with corrosion resistant paint with 7.1.7.1 Where batteries are used for starting main
consideration given to the type of electrolyte engines, at least two batteries are to be fitted of
actually used. such combined size that requirements of Ch.4
are complied with.
7.1.4.5 A permanent notice is to be fitted to all
compartments for vented type batteries 7.1.8 Charging facilities
prohibiting naked lights and smoking in the
compartment. 7.1.8.1 All batteries are to be provided with
charging devices, suitable for the actual service.
7.1.5 Ventilation Generally, automatically regulated charging
devices are to be used, operating as floating
7.1.5.1 Battery compartments, lockers and boxes service with the battery and giving trickle-
are to be adequately ventilated by an charging when the battery is fully charged, or with
independent ventilating system to avoid change-over arrangement for full(quick)-charging
accumulation of inflammable gases. Particular and automatic trickle-charging. Other forms for
attention should be given to the fact that these charging arrangements, e.g. charging through
gases are lighter than air and tend to accumulate resistors from a DC net with higher voltage, will
at the top of the spaces. be specially considered.
7.1.5.2 The battery compartment is to be 7.1.8.2 In direct current systems means are to be
provided with an effective air inlet near the floor provided to isolate the batteries from the low
level. voltage systems when being charged from a
higher voltage system.
7.1.5.3 Natural ventilation may be employed if
ducts of adequate size can be run directly from 7.1.8.3 Charging devices are to be provided with
the top of the compartment to the open air with suitable switch and fuse gear for protection
no part of the duct more than 45 degrees from the against faults such as short circuit, overload and
vertical. If natural ventilation is impracticable, connection failures.
mechanical ventilation providing at least 30
changes of air per hour is to be installed. Interior 7.1.9 Maintenance of records for batteries
surfaces of ducts and fans are to be painted with
corrosion-resistant paint. Fan motors are not to a) Where batteries are fitted for use for
be located in the air stream. essential and emergency services a
schedule of such batteries is to be compiled
7.1.5.4 Necessary precautions are to be taken to and maintained. The schedule, which is to be
prevent sparking due to possible contact by the submitted for review during new building
ventilation fan blades with fixed parts. survey and subsequently verified during
annual surveys, is to include at least the
7.1.5.5 All openings through the battery following information regarding the
compartment bulkheads or decks, other than battery(ies):
ventilation openings, are to be effectively sealed.
(Also refer Pt.6, Ch.2, Cl.2.2.1). - Type and manufacturer’s type
designation
7.1.6 Electrical equipment - Voltage and ampere-hour rating
- Location
7.1.6.1 Switches, fuses and other electrical - Equipment and/or system(s) served
equipment liable to cause an arc should not - Maintenance / replacement cycle dates
normally be installed in battery compartments. - Date(s) of last maintenance and/or
Where such equipment is necessary for replacement
operational reasons, the equipment should be - For replacement batteries in storage, the
certified for Group II C gases and temperature date of manufacture and shelf life.1)
Class T1 in accordance with IEC 79, "Electrical
Apparatus for Explosive Gas Atmospheres" or an b) Procedures are to be put in place to ensure
equivalent national standard. that when batteries are replaced, they are of
an equivalent type.
7.1.6.2 Cables, with the exception of those
pertaining to the battery or the local lighting, are c) Where vented2) type batteries replace valve-
not to be installed in battery compartments regulated sealed3) types, it is to be ensured
except where installation in other locations is that there is adequate ventilation4) and that
impracticable. IRS requirements relevant to the location and
Chapter 8 Part 4
installation of vented types batteries are with suitable grilled mechanical guards to protect
complied with. their lamps and glass globes against such
damage.
d) Details of the schedule and of the procedures
are to be included in the ship’s safety 7.2.1.3 Precautions are to be taken so that a lamp
management system and be integrated into for one voltage cannot be inserted in a
the ship’s operational maintenance routine. lampholder for another voltage.
Notes: 7.2.2 Incandescent lighting
1) Shelf life is the duration of storage under 7.2.2.1 The voltage of tungsten filament
specified conditions at the end of which a lampholders is not to exceed:
battery retains the ability to give a specified
performance. a) Bayonet fitting
2) A vented battery is one in which the cells Normal B22 250 V

have a cover provided with an opening
through which products of electrolysis and Small (single contact) B15 s 130 V
evaporation are allowed to escape freely
from the cells to atmosphere. Small (double contact) B15 d 130 V
3) A valve-regulated battery is one in which b) Screw fitting

cells are closed but have an arrangement
(valve) which allows the escape of gas if the Goliath E40 250 V
internal pressure exceeds a predetermined
value. Medium E27 250 V
4) The ventilation arrangements for installation Small E14 250 V

of vented type batteries which have charging
power higher than 2kW are to be such that Miniature E10 24 V
the quantity of air expelled is at least equal
to: 7.2.2.2 Lamps are to be in accordance with the
following :
Q = 110 l n
B22 upto 200 W
where,
E27 upto 200 W
n = number of cells in series
E40 upto 3000 W
l = maximum current delivered by the
charging equipment during gas 7.2.2.3 Lampholders are to be constructed of
formation, but not less than 25 percent of flame-retarding and non- hygroscopic material.
the maximum obtainable charging All metal parts are to be of robust construction.
current in amperes. Goliath lampholders are to be provided with
means for locking the lamp in the holder. The
Q = quantity of air expelled in litres/hr. temperature of cable connections is not to
exceed the maximum conductor temperature
The ventilation rate for compartments permitted for the cable as given in Table 3.3.1.
containing valve-regulated batteries may
be reduced to 25 per cent of that given 7.2.3 Fluorescent lighting
above.
7.2.3.1 The ratings of tubular fluorescent lamps
7.2 Luminaries - construction and testing are not to exceed 250 V and 80 W.
7.2.1 General 7.2.3.2 Fittings, reactors, capacitors and other

auxiliaries are not to be mounted on surfaces
7.2.1.1 Lighting which is essential for safety and which are subject to high temperatures.
working is to comply with the following provisions.
7.2.3.3 Capacitors of 0.5mF and above are to be
7.2.1.2 Lighting fittings installed in engine rooms provided with a means of prompt discharge on
or similar spaces where they are exposed to the disconnection of the supply.
risk of mechanical damage are to be provided
Page 57 of 75
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7.2.4 Discharge lighting 7.3.3.3 All socket outlets of current rating 16 A or
more are to be provided with a switch so
7.2.4.1 Where cold cathode luminous discharge interlocked that the plug cannot be inserted or
lamps of normal operating voltage above 250 V withdrawn with the switch in the "ON" position.
are used, a warning notice calling attention to the
voltage is to be displayed at points of access to 7.3.3.4 Where it is necessary to earth the non-
the lamps and where otherwise necessary. current-carrying parts of portable or transportable
equipment, an effective means of earthing is to
7.2.4.2 Inductance and high reactance be provided at the socket outlet.
transformers are to be installed as close as
practicable to the associated discharge lamp. 7.3.3.5 Where distribution systems with different
voltages are in use, the socket outlets and plugs
7.2.4.3 Every capacitor of 0.5mF or more is to be are to be of such design that a plug for one
provided with means for reducing the voltage of voltage cannot be inserted into the socket outlet
capacitor to less than 55V within one minute after for a different voltage.
disconnections from supply source.
7.3.3.6 On weather decks, galleys, laundries,
7.2.4.4 All live parts of discharge lamp luminaries machinery spaces and all wet situations socket
are to be so designed, placed and installed that outlets and plugs are to be effectively shielded
they cannot be touched accidentally or against rain and spray and are to be provided
inadvertently. The creepage distance along the with means for maintaining this quality after
surface of the glass tube is to be taken into removal of the plug.
considerations.
7.2.4.5 All parts of searchlights or arc lamps to be
handled for their operations or adjustment while 7.4.1 Heaters are to be so constructed, installed
in use, are to be so arranged that there is no risk and protected that clothing, bedding and other
of shock to the operator. Disconnection of every inflammable material cannot come in contact with
searchlight or arc lamp is to be by a multi-pole them in such a manner as to cause risk of fire.
disconnecting switches. There is to be no excessive heating of adjacent
bulkheads or decks.
If a series resistor is used with an arc lamp, the
disconnecting switch is to be so placed in the 7.4.2 Parts of heaters or cooking appliances
supply circuit that both the series resistor and arc which must necessarily be handled should not
lamp are disconnected when the switch is in the become heated to a temperature exceeding 55C
"off" position. for metallic parts and 65C for nonmetallic parts;
for other parts the temperatures obtained in
7.3 Accessories - Construction and testing service are to be such that the various materials
are not subjected in the course of normal working
7.3.1 Enclosures to any excessive thermal stress.
7.3.1.1 Enclosures are to be of metal or of flame- 7.4.3 Each separate element rated more than 15
retardant insulating materials. A is considered as a separate consumer, for
which a separate circuit from a switchboard or
7.3.2 Inspection and draw boxes distribution board is required.
7.3.2.1 If metal conduit systems are used, 7.5 Lightning conductors

inspection and draw boxes are to be of metal and
are to be in rigid electrical and mechanical 7.5.1 General
connection with the conduits.
7.5.1.1 Lightning conductors are to be fitted to
7.3.3 Socket outlets and plugs each mast of all wood, composite, and steel ships
having masts or topmasts of wood or other non-
7.3.3.1 The temperature rise on the live parts of conductive material. They need not be fitted to
socket outlet and plugs is not to exceed 30C. steel ships having steel masts, unless the mast is
partly or completely insulated from the ship's hull.
7.3.3.2 Socket outlets and plugs are to be so
constructed that they cannot be readily short- 7.5.2 Construction
circuited whether the plug is in or out, and so that
a pin of the plug cannot be made to earth either 7.5.2.1 In wooden and composite ships fitted with
pole of the socket outlet. wooden masts, the lightning conductors are to be

Chapter 8 Part 4
composed of continuous copper tape and/or copper tape or rope terminating in a spike in
rope, having a Section not under 100 [mm2]. accordance with 7.5.2.1. At the lower end this
These are to be riveted with copper rivets or copper tape or rope is to be securely clamped to
fastened with copper clamps to an appropriate the nearest metal forming part of hull of the ship.
copper spike not less than 13 [mm] in diameter
and projecting at least 150 [mm] above the top of 7.5.2.4 Lightning conductors are to be run as
the mast. If tape is used the lower end of the tape straight as possible, and sharp bends in the
is to terminate at the point at which the shrouds conductors are to be avoided. All clamps used
leave the mast, and is to be securely clamped to are to be of brass or copper, preferably of the
a copper rope of not less than 13 [mm] diameter. serrated contact type, and efficiently locked.
This copper rope is to be led down the shrouds Soldered connections are not acceptable.
and is to be securely clamped to a copper plate
having an area of at least 0.2 [m2]. This copper 7.5.2.5 The resistance of the lightning
plate is to be fixed to the ship's hull well below the conductors, measured between the mast head
light load waterline in such a manner that it is to and the position on the earth plate or hull to which
be immersed under all conditions of heel. the lightning conductor is earthed, is not to
exceed 0.02 ohms.
7.5.2.2 In wooden and composite ships fitted with
steel masts, each mast is to be connected to a 7.5.2.6 Suitable means should be provided to
copper plate in accordance with 7.5.2.1. The enable ships when in drydock or on a slipway to
copper rope is to be securely attached to and in have their lightning conductors or steel hulls
good electrical contact with the mast at or above connected to an efficient earth on shore. When
the point at which the shrouds leave the mast. the ships are in floating docks, suitable means
should be provided for earthing these lightning
7.5.2.3 In steel ships fitted with wooden masts, conductors to the sea.
the lightning conductors are to be composed of
Section 8
Electric Propulsion Systems
8.1 General 8.1.7 The torque available for maneuvering is to

be greater than the trailing torque of the propeller
8.1.1 All electric propelling machinery including and of sufficient magnitude to be capable of
switchgear, control gear, cables, main and stopping the propeller and reversing its direction
auxiliary generators, motors, exciters and of rotation (within a reasonable time) when the
electro-magnetic coupling, is to comply with the vessel is underway at the maximum service
relevant Chapter/Sections of the Rules and is to speed. In alternating current installations the
be constructed under Special Survey. power torque is to be sufficiently high to ensure
that there is no risk of the motor pulling out of step
8.1.2 Prime movers are to comply with the in bad weather or when turning in the case of
relevant Section(s) of Ch.4. vessels having several lines of shafting.
8.1.3 Armature shafts and other important steel 8.1.8 Motors and generators of 400 [kW] or over
forgings and castings are to comply with the are to be provided with means of heating the
requirements of Pt.2. windings to prevent condensation when idle. If
steam pipes are used for this purpose the joints
8.1.4 The torsional vibration characteristics of the are not to be within the machine.
propulsion system are to be submitted as
required by Ch.4, as applicable. 8.2 System Design
8.1.5 Cooling water and lubricating oil systems 8.2.1 The power supply for the propulsion
are to comply with Ch.3, where applicable. systems may be provided from dedicated
generator/s or from the vessel’s main power
8.1.6 Where the arrangements permit a distribution centre.
propulsion motor to be connected to a generating
plant having a continuous rating greater than the 8.2.2 The prime movers for generators supplying
motor rating, means are to be provided to limit the dedicated power to electrical propulsion motors
continuous full load torque for which the motor
are to be controlled and monitored as follows:
and shafts are approved.
Page 59 of 75
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- The control, alarm and monitoring 8.4 Controls
systems are to be as per requirements
specified for main engines in Ch. 7 or 8.4.1 In addition to the requirements of Ch.7, the
Pt.5, Ch.22 as relevant and applicable. following provisions are to be complied with.
- Safety (shutdowns) and testing is to be 8.4.2 Where bridge or deck control is employed,
as per relevant and applicable provisions alternative control in the engine room is to be
for auxiliary engines in Ch. 7 or Pt. 5, Ch. provided.
22.
8.4.3 Suitable interlocks, operating preferably by
8.2.3 Prime movers which supply power to both mechanical means, are to be provided to prevent
propulsion motor and other consumers on board damage to the plant as a result of incorrect
are to be controlled and monitored as follows: switching, such as the opening of switches or
contactors not intended to be operated while
- The control, alarm and monitoring carrying current or such as the simultaneous
systems, safety and testing are to be as closing of the ahead and astern circuits.
per requirements specified for auxiliary
engines in Ch. 7 or Pt.5, Ch.22 as 8.4.4 Provision is to be made for the manual
relevant and applicable. operation, without undue manual effort, of all
maneuvering contactors, switches, field
8.2.4 A power management system is to be regulators and controllers. Where electric,
provided. Power management system failure is to pneumatic or hydraulic aid is used for normal
be alarmed at normally manned control location. operation, failure of such aid is not to result in
The power management system is to prevent interruption of power to the propeller shaft and
overloading of generator and ensure a safe any such device is to be capable of purely manual
distribution of power to ship services and operation without delay. This latter requirement
propulsion by tripping of non-essential services does not apply to bridge control equipment.
and /or reduction in propulsion power.
8.4.5 In propulsion installations with two or more
8.2.5 Single failure in propulsion systems (i.e. generators or two or more motors on one line of
electrical propulsion motor and drives) is not to shafting the propulsion circuit is to be so arranged
result in total loss of vessel propulsion. that any of these machines can be cut out of the
circuit without preventing the others from
8.3 Excitation working.
8.3.1 Systems dependent on the auxiliary 8.4.6 Where steam and oil gauges are mounted
generators for excitation are to be capable of on the main control station, provisions are to be
maneuvering and of maintaining power at all made so that in case of leakage, steam or oil may
times with a fall of 10 per cent excitation voltage not come into contact with the energized parts.
at the busbars.
8.4.7 Alternative arrangements will be specially
8.3.2 Where motor driven exciters, boosters, considered.
balancers or rectifiers are provided for excitation
purposes, provision for an alternative supply of 8.4.8 Emergency stop independent of normal
excitation is to be made. Where two machines control system is to be provided at each control
are used, each of at least 50 per cent of the station.
required power, it will be sufficient to provide one
spare machine. 8.4.9 Means to identify the cause of propulsion
motor power limitation or automatic reduction are
8.3.3 Negative boosters are to be provided with to be provided at manned control location.
overspeed protection where necessary.
8.5 Cables
8.3.4 In direct current constant pressure systems,
arrangements for generator and motor excitation 8.5.1 Conductors in circuits essential for
are to be such that if the motor excitation circuit maneuvering or maintenance of propelling power
is opened by a switch or contactor, the generator are to be stranded, having not less than seven
excitation is simultaneously interrupted, or the strands, and are to have a nominal cross-
generator voltage is immediately reduced to zero. sectional area of not less than 2.5 [mm2].

Chapter 8 Part 4
8.5.2 Cables which are connected to the slip rings 8.8 Discharge protection
of synchronous motors are to be suitably
insulated for the voltage to which they are 8.8.1 For the protection of field windings and
subjected during maneuvering. cables, means are to be provided for limiting the
induced voltage when the field circuits are
8.5.3 Cable ends are to be fitted with connectors opened or, alternatively, the induced voltage,
or connecting sockets of appropriate size and in when the field circuits are opened, is to be taken
such a manner as to inhibit corrosion. They are as the nominal design voltage.
to be arranged and supported in a manner
suitable for withstanding the electro-mechanical 8.8.2 Where excitation is obtained from the
forces due to a short circuit. auxiliary busbars, means are to be provided to
limit the voltage induced at the busbars when the
8.6 Overload and short circuit protection auxiliary circuit-breaker or the distribution circuit-
breaker opens.
8.6.1 Provision is to be made for protection
against severe overloads, and electrical faults 8.8.3 Shunt resistors which are connected across
likely to result in damage to the plant. the field circuit of synchronous propulsion
motors, when they are functioning as
8.6.2 The overload protection in excitation asynchronous motors, are to be suitably
circuits should not lead to opening of the circuit. insulated for the voltage induced when reversing,
and are to be amply rated to allow for inadvertent
8.7 Earth leakage detection delay during the reversing operation.
8.7.1 The main propulsion circuit is to be provided 8.9 Safety devices

with means for detecting earth faults. For direct
current equipments exceeding 500 V and for all 8.9.1 Where separately driven direct current
alternating current equipments, aural and visual generators are connected electrically in series,
alarms are to be automatically operated on the means are to be provided to prevent reversal of
occurrence of an earth fault, but the operation of the direction of rotation of any of them on the
such devices is not to interrupt the power supply. failure of the prime movers.
A switch may be provided to switch off the aural
devices, but in such cases the visual alarm is to 8.9.2 Where, on stopping or reversing the
remain switched on to indicate that the aural propeller, the regenerated energy transmitted by
device is switched off. Alternative arrangements the propulsion motor is such as to cause a
will be specially considered. dangerous increase of speed in the prime mover,
means are to be provided for suitably absorbing
8.7.2 If an earth connection is used for operating or limiting such energy.
the detector arrangements, then in direct current
systems the earth circuit is to be automatically 8.9.3 Contactors and switches used for reversing
opened in order to stop the circulation of fault the rotation of the propulsion motors are to be
current. In alternating current systems, the fault provided with means for forcibly opening them if
current is to be interrupted or limited to a safe they should in advertently remain closed.
value.
8.10 Electro-magnetic couplings
8.7.3 Earth leakage devices are to be arranged
to function for all earth faults exceeding 5 A. In 8.10.1 Propulsion arrangements incorporating
three-phase star connected alternating current electro-magnetic couplings will receive special
generators and motors with neutral points consideration.
earthed, the earth leakage device is to operate on
the occurrence of an earth fault in the windings of 8.11 Alarms
the machine, provided that 5 per cent of the coils
at the neutral end of each phase may be left 8.11.1 Where machines have enclosed
unprotected by the device. In high voltage ventilation systems, an aural alarm device is to
alternating current systems, where the capacitive be provided and arranged to operate if the
leakage current is high, consideration will be temperature of the heated air exceeds the
given to increasing this figure of five per cent. predetermined safe value.
8.7.4 Excitation circuits are to be provided with 8.12 Identification

lamps, voltmeters or other means to indicate
continuously the state of the insulation of the 8.12.1 All important circuits, instruments and
excitation circuits under running conditions. apparatus are to be clearly labeled for
identification.
Page 61 of 75
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Section 9
Crew and Passenger Emergency Safety Systems
9.1 Emergency lighting sounding the general emergency alarm signal is

to comply with the requirement of this Section.
9.1.1 For the purpose of this section emergency
lighting, transitional emergency lighting and 9.2.2 The system is to be capable of operation
supplementary emergency lighting are hereafter from at least the navigating bridge and except for
referred to under the generic name 'emergency the ship’s whistle, also from other strategic
lighting'. points.
9.1.2 Emergency lighting is to be arranged so that 9.2.3 The alarm system is to be fed by exclusive
a fire or other casualty in the spaces containing circuits, one from the main source of electrical
the emergency source of electrical power, power and one from an emergency source of
associated transforming equipment and the electrical power with automatic change-over
emergency lighting switchboard does not render facilities located in, or adjacent to the main alarm
the main lighting system inoperative. signal distribution panel.
9.1.3 The level of illumination provided by the 9.2.4 The alarm system is to be audible
emergency lighting is to be adequate to permit throughout all the accommodation and normal
safe evacuation in an emergency, having regard crew working spaces with all doors and accesses
to the possible presence of smoke. closed and is to have a sound pressure level, in
the 1/3-octave band above the fundamental, of
9.1.4 The exit(s) from every main compartment not less than 75dB(A) and at least 10 dB(A)
occupied by passengers or crew is to be above normal ambient noise levels, with the ship
continuously illuminated by an emergency underway in moderate weather, when measured
lighting fitting. at the sleeping positions in the cabins and one
metre from the source. An audible alarm level of
9.1.5 Switches are not to be installed in the final 120 dB(A) is not to be exceeded in any space.
sub-circuits to emergency light fittings unless the
light fittings are serving normally unmanned 9.2.5 With the exception of bells, the alarm is to
spaces, i.e. storage-rooms, cold rooms, etc or have a signal frequency between 200 Hz and 2.5
where they are normally required to be kHz.
extinguished for operational reasons (e.g. for
night visibility from the navigating bridge). Where 9.2.6 Where the special alarm fitted to summon
switches are fitted they are to be accessible only the crew from the navigation bridge, of fire control
to ships crew with provision made to ensure that station, forms part of the ship's general alarm
the emergency lighting is energised when such system, it is to be capable of being sounded
spaces are manned and/or during emergency independently of the alarm to the passenger
conditions. spaces.
9.1.6 Where emergency lighting fittings are 9.3 Public address system
connected to dimmers, provision is to be made,
upon the loss of the main lighting, to 9.3.1 Public address systems installed in
automatically restore them to their normal level of accordance with Pt.6, Ch.4 are to comply with
illumination. requirements of this Section.
9.1.7 Fittings are to be specially marked to 9.3.2 Where the public address system forms
indicate that they form part of the emergency part of the internal communication equipment
lighting system. required in an emergency it is to be fed by
exclusive circuits, one from the main source of
9.2 General emergency alarm system electrical power and one from an emergency
source of electrical power with automatic change-
9.2.1 An electrically operated bell or klaxon or over facilities located adjacent to the public
other equivalent warning system installed in address system.
addition to the ship's whistle or siren, for

Chapter 8 Part 4
9.3.3 Amplifiers are to be continuously rated for c) there are multiple amplifiers having their
the maximum power that they are required to power supplies so arranged that a single fault
deliver into the system for audio and, where will not cause the loss of more than one
alarms are to be sounded through the public amplifier;
address system, for tone signals.
d) there are segregated cable routes to public
9.3.4 Loudspeakers are to be continuously rated rooms, alleyways, stairways, and control
for their proportionate share of amplifier output. stations so arranged that any single electrical
fault or a fire in any one main vertical fire
9.3.5 Amplifiers and loudspeakers are to be zone as defined by Pt.6, Ch.3, other than the
selected and arranged to prevent feedback and zone in which the public address control
other interference. station is located, will not interfere with the
sounding of the emergency alarm through
9.3.6 Where the public address system does not the remaining system;
form part of the internal communication
equipment required in an emergency, provision is e) more than one device is provided for
to be made, at a position adjacent to the generating the sound signals for the
emergency system control panel, to silence the emergency alarms;
public address system.
f) short circuit protection is fitted for individual
9.3.7 The public address system may be used for loudspeakers.
sounding the general emergency alarm and the
fire alarm provided that in addition to the 9.3.8 Where more than one alarm is to be
requirements of 9.2. sounded through the public address system they
are to have recognizably different characteristics
a) the emergency system is given automatic and additionally be arranged so that any single
priority over any other system input; electrical failure which prevents the sounding of
any one alarm will not affect the sounding of the
b) there are means to automatically override remaining alarms.
any volume controls so as to ensure the
specified sound pressure levels are met;
Section 10
Ship Safety Systems
10.1 Watertight doors automatically supplied from the transitional

source of emergency electrical power.
10.1.1 The electrical power required for power-
operated sliding watertight doors is to be 10.1.3 A single electrical failure in the power
separate from any other power circuit and operating or control system of power-operated
supplied from the emergency switchboard either sliding watertight doors is not to result in a closed
directly or by a dedicated distribution board door opening or prevent the hand operation of
situated above the bulkhead deck. The any door.
associated control, indication and alarm circuits
are to be supplied from the emergency 10.1.4 Availability of the power supply is to be
switchboard either directly or by a dedicated continuously monitored at a point in the electrical
distribution board situated above the bulkhead circuit adjacent to the door operating equipment.
deck and for passenger ships be capable of being Loss of any such power supply is to activate an
automatically supplied by the transitional source audible and visual alarm at the central operating
of emergency electrical power in the event of console at the navigating bridge.
failure of either the main or emergency source of
electrical power. 10.1.5 Electrical power, control, indication and
alarm circuits are to be protected against fault in
10.1.2 For passenger ships, where the source for such a way that a failure in one door circuit will
opening and closing the watertight doors have not cause a failure in any other door circuit. Short
electric motors, unless an independent circuits or other faults in the alarm or indicator
temporary source of stored energy is provided, circuits of a door are not to result in a loss of
the electric motors are to be capable of being power operation of the door. Arrangements are to

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be such that leakage of water into the electrical b) a 'doors closed' mode for emergency use
equipment located below the bulkhead deck will which is to allow any door that is opened to
not cause the door to open. be automatically closed whilst still permitting
any doors to be locally opened but with
10.1.6 The enclosures of electrical components automatic reclosure upon release of the local
necessarily situated below the bulkhead deck are control mechanism.
to provide suitable protection against the ingress
of water with ratings as defined in IEC Publication 10.1.10 The 'master mode' switch is to be
529 or an acceptable and relevant national arranged to be normally in the 'local control' mode
standard, as follows : position; be clearly marked as to its emergency
function.
a) Electrical motors, associated circuits and
control components, protected to IPX7 10.1.11 The central operating console at the
standard. navigating bridge is to be provided with a diagram
showing the location of each door, with visual
b) Door position indicators and associated indicators to show whether each door is open or
circuit components protected to IPX8 closed. A red light is to indicate a door is fully
standard, where the water pressure testing of open and a green light, a door fully closed. When
the enclosures is to be based on the pressure the door is closed remotely a red light is to
that may occur at the location of the indicate the intermediate position by flashing.
component during flooding for a period of 36 The indicating circuit is to be independent of the
hours. control circuit for each door.
c) Door movement warning signals, protected 10.1.12 The arrangements are to be such that it
to IPX6 standard. is not possible to remotely open any door from
the central operating console.
10.1.7 Watertight door electrical controls
including their electric cables are to be kept as 10.2 Shell doors, loading doors and other
close as is practicable to the bulkhead in which closing appliances
the doors are fitted and so arranged that the
likelihood of them being involved in any damage 10.2.1 Where it is required that indicators be
which the ship may sustain is minimized. provided for shell doors, loading doors and other
closing appliances, which are intended to ensure
10.1.8 An audible alarm, distinct from any other the watertight integrity of the ships structure in
alarm in the area, is to sound whenever the door which they are located, the indicator system is to
is closed remotely by power and sound for at be designed on the fail-safe principle. The system
least five seconds but no more than ten seconds is to indicate if any of the doors or closing
before the door begins to move and is to continue appliances are open or are not fully closed or
sounding until the door is completely closed. The secured.
audible alarm is to be supplemented by an
intermittent visual signal at the door in passenger 10.2.2 Where such doors and appliances are to
areas and areas where the noise level exceeds be operated at sea, the requirements of 10.1 are
85 dB(A). to be complied with as far as is practicable.
10.1.9 A central operating console is to be fitted 10.2.3 The electrical power supply for the
on the navigating bridge and is to be provided indicator system is to be independent of any
with a 'master-mode' switch having : electrical power supply for operating and
securing the doors.
a) a 'local control' mode for normal use which is
to allow any door to be locally opened and 10.2.4 For the requirements of side shell doors,
locally closed after use without automatic stern doors and bow doors, also refer to Pt.3,
closure, and; Ch.12, Sections 5 and 6.

Chapter 8 Part 4
Section 11
Electrical Equipment for use in Explosive

Gas/Combustible Dust Atmospheres
11.1 General a) equipment such as control panels, protected

by purging and pressurisation and capable of
11.1.1 The installation of electrical equipment in being verified by inspection as meeting the
areas containing flammable gas or vapour and/or requirements of IEC 60079-2;
combustible dust, is to be minimized as far as is
consistent with operational necessity and the b) simple non-energy-storing apparatus having
provision of lighting, monitoring, alarm or control negligible surface temperature rise in normal
facilities enhancing the overall safety of the ship. operation, such as limit switches, strain
gauges, etc., incorporated in intrinsically-
11.1.2 Combustible dust is defined as finely safe circuits;
divided solid particles, 500 m or less in nominal
size, which may be suspended in air, may settle c) radio aerials having robust construction,
out of the atmosphere under their own weight, meeting the relevant requirements of IEC
may burn or glow in air and may form explosive 60079-15;
mixtures with air at atmospheric pressure and
normal temperatures. (See IEC 60079-0). d) electrical apparatus with type of protection 'n'
or 'N' provided it is in a well ventilated area
Note : Examples of cargoes that can generate on open deck and not within 3 [m] of any
combustible dust with explosive hazard as per flammable gas or vapour outlet.
the IMSBC Code are:
11.2.3 Where apparatus is to be installed in areas
Brown coal briquettes, sulphur UN 1350, iron where combustible dusts may be present in
oxide-spent or iron sponge-spent UN1376, wood quantities sufficient to create an explosive
pellets, peat moss, pitch prill etc. atmosphere, it is, when practicable, to be of a
type certified or approved by a competent
11.2 Selection of equipment authority for the dusts and additionally any
explosive gases encountered.
11.2.1 When apparatus is to be installed in areas
where an explosive gas atmosphere may be 11.2.4 Electrical equipment for use in
present, unless permitted otherwise by 11.2.2, it combustible dust atmospheres is to be so
is to be of a 'safe type', as listed below, certified designed and installed as to minimize the
or approved by a competent authority for the accumulation of dust which may interfere with the
gases encountered. The construction and type safe dissipation of heat from the enclosure.
testing is to be in accordance with IEC
Publication 79: Electrical Equipment for 11.2.5 Where equipment certified for combustible
Explosive Gas Atmospheres or an acceptable dust, is not available, consideration will be given
and relevant national standard. to the use of apparatus complying as a minimum,
with the following requirements provided no
Intrinsically safe Ex 'i' explosive gases will be present:
Increased safety Ex 'e' a) the enclosure is to be at least dust protected

(IP5X) having, when type tested, an ingress
Flameproof Ex 'd' of fine dust within the enclosure not
exceeding 10 g per [m3] of free air space, and
Pressurized enclosure Ex 'p'
b) the surface temperature of the apparatus,
Power filled Ex 'q' under the most onerous combination of
normal operating conditions, but in the
Encapsulated Ex 'm'. absence of a dust layer, is to be at least 10C
below the auto-ignition temperature of the
11.2.2 Consideration may be given to the use of dusts encountered, or
equipment of the following types:

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c) the equipment is to be certified intrinsically- liquids, and the requirements for ships carrying
safe having a temperature classification vehicles with fuel in their tanks, are defined in
ensuring compliance with (b), or 11.9 to 11.12. The following principles are to
apply in general, and where any specific
d) pressurized and operated in accordance with arrangement does not fall into any of the
procedures ensuring, prior to its categories covered by 11.9 to 11.12.
reenergisation, the absence of dust within the
enclosure following loss of pressurisation 11.4.2 A dangerous zone or space may arise
and consequent shutdown, and having from the presence of any of the following:
surface temperature complying with (b), or
a) spaces or tanks containing either
e) simple apparatus included in intrinsically-
safe circuits or radio aerials, complying with i) flammable liquid having a flashpoint
11.2.2 (b) or (c) respectively. (closed-cup test), not exceeding 60C;
11.3 Installation of electrical equipment and ii) flammable liquid having a flashpoint
cabling exceeding 60C, heated or raised by
ambient conditions to a temperature
11.3.1 The method of installation and application within 15C of its flashpoint;
of safe type equipment is to be in accordance
with IEC 79-14, or the national code of practice iii) flammable gas.
relevant to the standard to which the equipment
has been certified. Any special requirements laid b) piping systems or equipment containing fluid
down by the equipment certification defined by (a) and having flanged joints or
documentation are also to be observed. The glands or other openings through which
ambient temperature range for which the leakage of fluid may occur under normal
apparatus is certified, is to be taken to be -20C operating conditions;
to 40C, unless otherwise stated, and account is
to be taken of this when assessing the suitability c) spaces containing solids, such as coal or
of the equipment for the auto-ignition grain, liable to release flammable gas and/or
temperature of the gases and dusts encountered. combustible dust;
11.3.2 All switches and protective devices from d) piping systems or equipment associated with
which equipment located in dangerous zones or processes (such as battery charging or
spaces is supplied are to interrupt all poles or electrochlorination) generating flammable
phases and, where practicable are to be located gas as a by-product and having openings
in non-hazardous zone or space. Such from which the gas may escape under
equipment, switches and protective devices are normal operating conditions;
to be suitably labeled for identification purposes.
e) piping system or equivalent containing
11.3.3 Metal coverings of cables installed in flammable liquids not defined by (a), having
dangerous zones or spaces are to be effectively flanged joints, glands or other openings
earthed at both ends. through which leakage of fluid in the form of
a mist or fine spray may occur under normal
11.3.4 Cables associated with intrinsically-safe operating conditions.
circuits are to be used only for such circuits. They
are to be physically separated from cables 11.4.3 The following zones or spaces are
associated with non-intrinsically-safe circuits, regarded as dangerous:
e.g. neither installed in the same protective
casing nor secured by the same fixing clip. a) the interiors of those spaces or tanks defined
by 11.4.2(a) and (c);
11.3.5 Where there is risk of intermittent contact
between armour and exposed metalwork, non- b) spaces separated by a single bulkhead or
metallic impervious sheath is to be applied over deck from a cargo defined by 11.4.2(a);
metallic armour of cable.
c) enclosed or semi-enclosed spaces
11.4 Dangerous zones and spaces containing pipework or equipment defined by
11.4.2(b) and (d);
11.4.1 Dangerous zones or spaces and sources
of hazard for ships intended for the carriage in d) enclosed or semi-enclosed spaces with
bulk of oil, liquefied gases and other hazardous direct opening into a dangerous space;

Chapter 8 Part 4
e) zones within a 3 [m] radius of ventilation 11.7 Pressurisation

inlets or outlets, hatches or doorways or
other openings into dangerous spaces, and 11.7.1 A space having access to a dangerous
within 3 [m] of the ventilation outlets of space or zone as defined under 11.4.3(c) to (i)
spaces regarded by 11.5 as open areas and may be regarded as non-dangerous if fulfilling all
which contain the pipework or equipment the following conditions:
defined by 11.4.2(b); space where the hazard
results from flammable gas or vapour having a) access is by means of an air-lock, having
a density relative to that of air of more than gas-tight steel doors, the inner of which as a
0.5, the dangerous zone is considered to minimum, is self-closing without any hold-
extend vertically downward to solid deck, or back arrangement;
for a distance of 9 [m], whichever is the
lesser; b) it is maintained at an overpressure relative to
the external hazardous area by ventilation
f) zones within a 3 [m] radius of flanged joints, from a non-dangerous area;
or glands or other openings defined by
11.4.2(b); in the case of gas or vapour having c) the relative air pressure within the space is
a relative density of more than 0.5, the continuously monitored and, so arranged,
dangerous zone is considered to extend that in the event of loss of overpressure an
vertically downwards as described under (e); alarm is given and the electrical supply to all
equipment not of a safe type is automatically
g) zones within a 1.5 [m] radius of the ventilation disconnected. Where the shut-down of
outlets of spaces regarded as open areas equipment could introduce a hazard, an
containing items defined under 11.4.2(d); alarm may be given, in lieu of shutdown,
upon loss of overpressure, and a means of
h) zones within a 1.5 [m] radius of flanged joints, disconnection of non-safe type electrical
or glands or other openings defined by equipment, capable of being controlled from
11.4.2(d) and (e); a manned station, provided in conjunction
with an agreed operational procedure; where
i) zones within a 3 [m] radius of bunds or the means of disconnection is located within
barriers intended to contain spillage of liquids the space then it is to be effected by
defined by 11.4.2(a). equipment of a safe type;
11.5 Semi-enclosed spaces d) any electrical equipment required to operate

upon loss of overpressure, lighting fittings
11.5.1 Semi-enclosed spaces are considered to and equipment within the air-lock, is to be of
be spaces limited by decks and/or bulkheads in a safe type;
such a manner that the natural conditions of
ventilation are sensibly different from those e) means are to be provided to prevent
obtained on open deck. electrical equipment other than of a safe
type, being energized until the atmosphere
11.6 Ventilation within the space is made safe, by air renewal
of at least 10 times the capacity of the space.
11.6.1 Where an enclosed or semi-enclosed
space is provided with mechanical ventilation 11.8 Cable and cable installation
ensuring at least 12 air changes/hour, and
leaving no areas of stagnant air, it may be 11.8.1 Electric cables are not to be installed in
regarded in consideration of dangerous zones, dangerous zones or spaces, except where
as an open area. specifically permitted by 11.9. to 11.11 or when
associated with intrinsically-safe circuits.
11.6.2 Where the rate of ventilation air flow, in
relation to the maximum rate of release of 11.8.2 In addition to other requirements in this
flammable substances reasonably to be chapter, cables in dangerous zones or spaces, or
expected under normal conditions, is sufficient to which may be exposed to cargo oil, oil vapour or
prevent the concentration of flammable gas, are to be either:
substances approaching their lower explosive
limit, consideration may be given to regarding as a) mineral insulated with copper sheath, or
non-dangerous, the space, ventilation and other
openings into it, and the zone around the b) armoured or braided (for mechanical
equipment contained within. protection and earth detection) with non-
metallic impervious sheath.

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11.9 Requirements for tankers intended for intrinsically-safe circuit, the gas detector
the carriage in bulk of oil cargoes having a system is to be certified;
flash point not exceeding 60C (closed cup
test) f) general alarm sounders of flameproof type,
without internal sparking contacts;
11.9.1 The following requirements define the
electrical equipment permitted within dangerous g) through runs of cables, confined to pump
spaces and zones and are in addition to the room entrances only, installed in heavy
requirements of 11.1 to 11.8. gauge steel pipes with gas tight joints.
11.9.2 The requirements for cargo tanks also 11.9.8 Spaces under cargo tanks (e.g. duct
apply to cargo slops tanks. keels): Electrical equipment as defined in
11.9.6(a) and (b) and 11.9.7(c) to (f).
11.9.3 The relevant gas group and temperature
class for safe type equipment in the defined 11.9.9 Enclosed or semi-enclosed spaces
locations are IIA T3. immediately above cargo tanks or having
bulkheads immediately above and in line with
11.9.4 Where intrinsically-safe equipment is cargo tank bulkheads, compartments for cargo
required, consideration will be given to the use of hoses, spaces other than cofferdams adjoining
simple apparatus incorporated in intrinsically- and below the top of a cargo tanks, e.g. trunk,
safe circuits, as defined in 11.2.2(b). passageways and holds:
11.9.5 Cargo tanks: intrinsically-safe equipment a) intrinsically-safe equipment, this is to be of

of category 'ia': category 'ia' where the spaces or
compartments are not mechanically
11.9.6 Cofferdams adjoining cargo tanks ventilated;
a) intrinsically-safe equipment of category 'ia'; b) safe type lighting fittings;
b) electric depth-sounding devices hermetically c) through runs of cable;

enclosed, located clear of the cargo tank
bulkhead, with cables installed in heavy d) general alarm sounders as defined by
gauge steel pipes with gastight joints up to 11.9.7(f).
the main deck;
11.9.10 Electrical equipment or cables are not
c) cables for impressed current cathodic normally to be installed in hazardous areas.
protection systems (for external hull Where essential for operational purposes,
protection only) installed in heavy gauge electrical equipment may be installed in
steel pipes with gas tight joints up to the accordance with IEC 60092-502:1999 as per the
upper deck; following area classification:
d) through runs of cables, installed in heavy 11.9.10.1 Areas on open deck adjoining cargo
gauge steel pipes with gas tight joints. openings (refer Part 5, Chapter 2, Clause 8.1.4.a)
permitting flow of small volumes of vapour or gas
11.9.7 Cargo pump rooms: mixtures:
a) intrinsically-safe equipment; a) Zone 1- Areas on open deck, or semi-

enclosed spaces on open deck within 3 [m]
b) electrical equipment as defined in 11.9.6(b) of any cargo oil tank outlet or vapour outlet
and (c); (e.g. cargo tank or cofferdam hatch; sight
port; tank cleaning opening; ullage opening;
c) flameproof lighting fittings (symbol d); sounding pipe cargo pump room entrance
and ventilation intakes and exhausts) which
d) pressurised lighting fittings (symbol p) of permit the flow of small volumes of vapour or
either the air driven type, of pressurised from gas mixtures caused by thermal variation as
an external source of protective gas and given in IEC 60092-502:1999 para 4.2.2.7.
arranged to be de-energised automatically
on loss of pressurization; b) Zone 2 - Areas within 2 [m] beyond the zone
1 above.(note: 1.5 [m] given in IEC 60092-
e) gas detector heads having sinter-type 502:1999 para 4.2.3.1).
flametrap protection, included within an

Chapter 8 Part 4
11.9.10.2 Areas on open deck adjoining cargo 11.9.13 Electrical installations in enclosed or
openings (refer Part 5, Chapter 2, Clause 8.1.4.b) semi-enclosed spaces having a direct opening
permitting flow of large volumes of vapour or gas into any dangerous space or zone are to comply
mixtures: with the requirements for the space or zone to
which the opening leads.
Zone 1- Areas on open deck, or semi-enclosed
spaces on open deck, within a vertical cylinder of 11.10 Requirements for ships for the carriage
unlimited height and 6m radius centered upon the of liquefied gases in bulk
centre of the outlet, and within a hemisphere of
6m radius below the outlet which permit the flow 11.10.1 See Pt.5 for relevant Rules for Ships for
of large volumes of vapour or gas mixtures during Liquefied Gases.
loading/discharging/ballasting as given in IEC
60092-502 para 4.2.2.8. (e.g. pressure/vacuum 11.11 Requirements for ships intended for the
valve, high velocity vents, mast riser). carriage in bulk of other flammable liquid
cargoes
a) Zone 2- Areas within 4m beyond the zone 1
above as given in IEC 60092-502 para 11.11.1 See Pt.5 for relevant Rules for Ships for
4.2.3.2. Liquid Chemicals.
11.9.10.3 Areas on open deck over all cargo 11.12 Special requirements for ships with
tanks (including all ballast tanks within the cargo spaces for carrying vehicles with fuel in their
tank area) to the full width of the vessel, plus 3 tanks, for their own propulsion
[m] forward and 3 [m] aft of the cargo tank area
or any spillage barrier installed aft of the cargo 11.12.1 Passenger ships with special category
tanks area, up to a height of 2.4 [m] above the spaces above the bulkhead deck for carrying
deck vehicles:
a) Zone 1- Where structures are restricting the a) electrical equipment fitted within a height of
natural ventilation as given in IEC 60092-502 45 [cm] above the vehicle deck, or any
para 4.2.2.11. platform on which vehicles are carried, or
within the exhaust ventilation trunking of the
b) Zone 2- Where unrestricted natural special category space, is to be of a safe
ventilation is guaranteed as given in IEC type;
60092-502 para 4.2.3.5.
b) electrical equipment situated elsewhere
11.9.11 Spaces below the level of, and having within the space is to have an enclosure of
direct openings onto, the main deck, but outside ingress protection rating of at least IP55.
the dangerous zone previously described: (See IEC Publication 529: Classification of
Degrees of Protection Provided by
a) safe type equipment; Enclosures), if not of a safe type.
b) through runs of cable. 11.12.2 Passenger ships with special category

spaces below the bulkhead deck for carrying
11.9.12 Mechanically ventilated or pressurized vehicles: electrical equipment fitted within the
spaces: space and within the space's exhaust ventilation
trunking, is to be of certified safe type.
a) where a space of the type defined by 11.9.13
is provided with a self closing door for the 11.12.3 Passenger ship with cargo spaces, other
opening onto the main deck and has than special category spaces, for carrying
mechanical ventilation, the air intake for vehicles:
which is remote from any dangerous space
or zone, non-safe equipment is permitted a) electrical equipment within such a cargo
within the space; space, or within the space's exhaust
ventilation trunking, is to be of a safe type;
b) where a space opening into a dangerous into
a dangerous zone or space is provided with b) all electrical circuits terminating in the cargo
an airlock, is separated from the cargo by at space are to be provided with multi-pole
least two gastight bulkhead, and is linked isolating switches located outside the
pressurized in accordance with 11.7, non- cargo hold. Provision is to be made for
safe type equipment is permitted within the locking in the off position. This does not apply
space. to safety circuits such as those for fire, smoke
or gas detection.

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11.12.4 Cargo ships with spaces for carrying 11.13.3 Switches, protective devices, motor
vehicles: control gear of electrical equipment installed in a
paint store are to interrupt all poles or phases and
a) electrical equipment fitted within a height of preferably are to be located in non-hazardous
45 [cm] above the vehicle deck, or within a space.
height of 45 [cm] above the vehicle deck, or
within the cargo space's exhaust ventilation 11.13.4 In the areas on open deck within 1 m of
trunking, and any equipment associated with inlet and exhaust ventilation openings or within 3
safety circuits such as those for fire, smoke m of exhaust mechanical ventilation outlets, the
or gas detection, located within the cargo following electrical equipment may be installed:
space, is to be of a safe type;
- electrical equipment with the type of
b) the requirements of 11.12.1(b) apply to other protection as permitted in paint stores;
equipment within the space; - equipment of protection class Ex 'n';
- appliances which do not generate arcs in
c) the requirements of 11.12.3(b) apply to service and whose surface does not
circuits terminating in the space. reach unacceptably high temperature;
- appliances with simplified pressurised
11.13 Requirements of electrical equipment enclosures or vapour-proof enclosures
allowed in paint stores and in the enclosed (minimum class of protection IP55)
spaces leading to paint stores whose surface does not reach
unacceptably high temperature; or
11.13.1 Electrical equipment is to be installed in - cables as specified in 11.13.1.
paint stores and in ventilation ducts serving such
spaces only when it is essential for operational 11.13.5 The enclosed spaces giving access to
services. the paint store may be considered as non-
hazardous, provided that:
Certified safe type equipment of the following
type is acceptable: - the door to the paint store is a gastight
door with self-closing devices without
a) intrinsically safe Ex 'i' holding back arrangements,
b) flameproof Ex 'd' - the paint store is provided with an
c) pressurised Ex 'p' acceptable, independent, natural
d) increased safety Ex 'e' ventilation system ventilated from a safe
e) special protection Ex 's'. area, and
- warning notices are fitted adjacent to the
Cables (through-runs or terminating cables) of paint store entrance stating that the store
armoured type or installed in metallic conduits are contains flammable liquids.
to be used.
Note: The paint stores and inlet and exhaust
11.13.2 The minimum requirements for the ventilation ducts under 11.13.1 are classified as
certified safe type equipment are as follows: Zone-1 and areas on open deck under 11.13.4 as
Zone 2, as defined in IEC 60092-502:1999.
- explosion group II B
A watertight door may be considered as being
- temperature class T3. gastight.

Chapter 8 Part 4
Section 12
High Voltage Systems
12.1 Scope 12.3.4 Electrical equipment in directly earthed

neutral or other neutral earthed systems is to
12.1.1 The requirements of this Section apply to withstand the current due to a single phase fault
a.c. three-phase systems with nominal voltage against earth for time necessary to trip the
above 1 kV and upto 15 kV. protection device.
12.1.2 The nominal voltage is the voltage 12.3.5 Means of disconnection are to be fitted in
between phases. the neutral earthing connection of each generator
so that the generator may be disconnected for
12.1.3 Where necessary for special application, maintenance and for insulation resistance
higher voltages may be accepted by IRS. measurement.
12.1.4 Vessels complying with the ‘Guidelines on 12.3.6 All earthing impedances are to be
High Voltage Shore Connection Systems for connected to the hull. The connection to the hull
Ships’ may be assigned additional class notation is to be so arranged that any circulating currents
HVSCS. in the earth connections do not interfere with
radio, radar, communication and control
12.2 High voltage and low-voltage equipment circuits.
segregation
12.3.7 In the divided systems with neutral
12.2.1 Equipment with voltage above 1 kV is not earthed, connection of the neutral to the hull is to
to be installed in the same enclosure as low be provided for each section.
voltage equipment, unless segregation or other
suitable measures are taken to ensure that 12.4 Degrees of protection
access to low voltage equipment is obtained
without danger. 12.4.1 Each part of the electrical installation is to
be provided with a degree of protection
12.3 System design appropriate to the location, and as a minimum the
requirements of IEC Publication 60092-201:2019
12.3.1 It is to be possible to split the main are to be followed.
switchboard into atleast two independent
sections, by means of at least one circuit breaker 12.4.2 The degree of protection of enclosures of
or other suitable disconnecting devices, each rotating electrical machines is to be at least IP23.
supplied by at least one generator. If two The degree of protection of terminals is to be at
separate switchboards are provided and least IP44.
interconnected with cables, a circuit breaker is to
be provided at each end of the cable. 12.4.3 For motors installed in spaces accessible
to unqualified personnel, a degree of protection
12.3.2 Services which are duplicated are to be against approaching or contact with live or
divided between the sections. moving parts of at least IP4X is required.
12.3.3 In a neutral earthed system, in case of 12.4.4 The degree of protection of enclosures of
earth fault the current is not to be greater than full transformers is to be at least IP23.
load current of the largest generator on the
switchboard or relevant switchboard section and 12.4.5 For Transformers installed in spaces
not less than three times the minimum current accessible to unqualified personnel a degree of
required to operate any device against earth fault. protection of at least IP4X is required. For
It is to be assured that at least one source neutral transformers not contained in enclosures, see
to ground connection is available whenever the clause 12.14.1.
system is in the energized mode.

Page 71 of 75
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12.4.6 The degree of protection of metal 12.5 Air clearances
enclosed switchgear, controlgear assemblies
and static converters is to be atleast IP32. For 12.5.1 In general, for Non Type Tested
switchgear, control gear assemblies and static equipment phase-to-phase air clearances and
converters installed in spaces accessible to phase-to-earth air clearances between non-
unqualified personnel, a degree of protection of insulated parts are to be as specified in Table
at least IP4X is required. 12.5.1.
Table 12.5.1
Nominal Voltage [kV] Minimum air clearance [mm]

3 - 3.3 55
6 - 6.6 90
10 - 11 120
15 160
Notes
1 Intermediate values may be accepted for nominal voltages
provided that the next higher air clearance is observed.
2 In the case of smaller distances, appropriate voltage impulse test

must be applied.
12.6 Creepage distances phase and the phase to phase voltage. This
factor may very between 1/3 and 1.
12.6.1 Creepage distance between live parts and
between live parts and earthed metal parts are to A system is defined effectively earthed (low
be in accordance with IEC 60092-503:2007 for impedance) when this factor is lower than 0.8.
the nominal voltage of the system the nature of
the insulation material and the transient A system is defined non-effectively earthed (high
overvoltage developed by switch and fault impedance) when this factor is higher than 0.8.
conditions.
12.7.3 Power transformers : Power
12.7 Protection transformers are to be provided with overload
and short circuit protections. When transformers
12.7.1 Faults on the generator side of circuit are connected in parallel, tripping of the
breaker : Protective devices are to be provided protective devices at the primary side has to
against phase-to-phase faults in the cables automatically trip the switch connected at the
connecting the generators to the main secondary side.
switchboard and against interwinding faults
within the generators. The protective devices are 12.7.4 Voltage transformers for control and
to trip the generator circuit breaker and to instrumentation : Voltage transformers are to be
automatically de-excite the generator. In provided with overload and short circuit
distribution systems with a neutral earthed, protections on the secondary side.
phase to earth faults are also to be treated as
above. 12.7.5 Fuses : Fuses are not to be used for
overload protection.
12.7.2 Faults to earth : Any earth fault in the
system is to be indicated by means of a visual 12.7.6 Low voltage systems : Low voltage
and audible alarm. In low impedance or direct systems supplied through transformers from high
earthed systems, provision is to be made to voltage systems are to be protected against
automatically disconnect the faulty circuits. In overvoltage. This may be achieved by:
high impedance earthed system, where outgoing
feeders will not be isolated in case of an earth i) direct earthing of the low voltage system;
fault, insulation of the equipment is to be ii) appropriate neutral voltage limiters;
designed for the phase to phase voltage. iii) earthed screen between the primary and
secondary windings of trans-formers.
Note: Earthing factor is defined as the ratio
between the phase to earth voltage of the healthy

Chapter 8 Part 4
12.8 Rotating machinery 12.11.3 Locking facilities : Withdrawable circuit

breakers and switches are to be provided with
12.8.1 Stator windings of generators : mechanical locking facilities in both service and
Generators stator windings are to have all phase disconnected positions. For maintenance
ends brought out for the installation of the purpose, key locking of withdrawable circuit
differential protection. breakers and switches and fixed disconnectors is
to be possible. Withdrawable circuit breakers are
12.8.2 Temperature detectors : Rotating to be located in the service position so that there
machinery is to be provided with temperature is no relative motion between fixed and moving
detectors in their stator windings to actuate portions.
audiovisual alarm in a normally attended position
whenever the temperature exceeds the 12.11.4 Shutters : The fixed contacts of
permissible limit. If embedded temperature withdrawable circuit breakers and switches are to
detectors are used, means are to be provided to be so arranged that in the withdrawable position
protect the circuit against overvoltage. the live contacts are automatically covered.
Shutters are to be clearly marked for incoming
12.8.3 Tests : In addition to the tests normally and outgoing circuits. This may be achieved with
required for rotating machinery, a high frequency the use of colours or labels.
high voltage test in accordance with IEC
Publication 60034-15:2009 is to be carried out on 12.11.5 Earthing and short-circuiting : For
the individual coils in order to demonstrate a maintenance purposes an adequate number of
satisfactory withstand level of the inter-turn earthing and short-circuiting devices are to be
insulation to steep fronted switching surges. provided to enable circuits to be worked upon
with safety.
12.9 Power Transformers
12.11.6 Internal Arc Classification (IAC) :
12.9.1 Dry and Liquid cooled transformers are to Switchgear and control gear assemblies are to be
comply with relevant parts of IEC 60076. Oil internal arc classified (IAC). Accessibility Type A
immersed transformers are to be provided with is sufficient (IEC 62271-200:2011; Annex AA; AA
the following alarms and protections: 2.2), where switchgear and control gear are
accessible by authorized personnel only
- liquid level (Low) - alarm Accessibility Type B is required if accessible by
non-authorised personnel.
- liquid temperature (High) - alarm Installation and location of the switchgear and
control gear is to correspond with its internal arc
- liquid level (Low) - trip or load reduction classification and classified sides (F, L and R).
- liquid level (High) - trip or load reduction 12.12 Auxiliary systems
- gas pressure relay (High) - trip. 12.12.1 Source and capacity of supply : If
electrical energy and/or physical energy is
12.10 Cables required for the operation of circuit breakers and
switches, a store supply of such energy is to be
12.10.1 Cables are to be constructed in provided for at least two operations of all the
accordance with the IEC Publication 60092-353: components.
2016 and 60092-354:2020 or other equivalent However, the tripping due to overload or short-
Standard. circuit, and under-voltage is to be independent of
any stored electrical energy sources. This does
12.11 Switchgear and controlgear assemblies not preclude shunt tripping provided that alarms
are activated upon lack of continuity in the
12.11.1 Switchgear and controlgear assemblies release circuits and power supply failures.
are to be constructed according to the IEC
Publication 62271-200:2011 and the following 12.12.2 Number of external supply sources :
additional requirements. When external source of supply is necessary for
auxiliary circuits, at least two external sources of
12.11.2 Mechanical construction : Switchgear is supply are to be provided and so arranged that a
to be of metal - enclosed type in accordance with failure or loss of one source will not cause the
IEC Publication 62271-200:2011 or of the loss of more than one generator set and/or set of
insulation - enclosed type in accordance with the essential services.
IEC Publication 62271-201:2014.

Page 73 of 75
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Where necessary one source of supply is to be length in metallic casings effectively bonded to
from the emergency source of electrical power for earth.
the start up from dead ship condition.
12.13.2.4 Terminations in all conductors of high
12.12.3 High voltage test : A power-frequency voltage cables are to be, as far as practicable,
voltage test is to be carried out on any switchgear effectively covered with suitable insulating
and controlgear assemblies. material. In terminal boxes, if conductors are not
insulated, phases are to be separated from earth
The test procedure and voltages are to be and from each other by substantial barriers of
according to the IEC Publication 62271- suitable insulating materials.
200:2011, Section 7 / Routine Test.
High voltage cables of the radial field type, i.e.
12.13 Installation having a conductive layer to control the electric
field within the insulation, are to have
12.13.1 Electrical equipment : Where equip- terminations which provide electric stress control.
ment is not contained in an enclosure but a room Terminations are to be of a type compatible with
forms the enclosure of the equipment, the access the insulation and jacket material of the cable and
doors are to be so interlocked that they cannot be are to be provided with means to ground all
opened until the supply is isolated and the metallic shielding components (i.e. tapes, wires
equipment earthed down. At the entrance of the etc.)
spaces where high-voltage electrical equipment
is installed, a suitable marking is to be placed 12.13.2.5 High voltage cables are to be readily
which indicates danger of high voltage. As regard identifiable by suitable marking.
the high-voltage electrical equipment installed
out-side above mentioned spaces, the similar 12.13.2.6 Before a new high voltage cable
marking is to be provided. An adequate, installation or an addition to an existing
unobstructed working space is to be left in the installation is put into service, a voltage withstand
vicinity of high voltage equipment for preventing test is to be satisfactorily carried out on each
potential severe injuries to personnel performing completed cable and its accessories.
maintenance activities. In addition, the clearance
between the switchboard and the ceiling/ The test is to be carried out after an insulation
deckhead above is to meet the requirements of resistance test.
the Internal Arc Classification according to IEC
62271-200:2011 (see 12.11.6). For cables with rated voltage (U0/U) above 1.8/3
kV (Um=3.6 kV) an a.c. voltage withstand test
12.13.2 Cables may be carried out upon advice from high voltage
cable manufacturer. One of the following test
12.13.2.1 In accommodation spaces, high methods are to be used:
voltage cables are to be run in enclosed cable
transit systems. a) test for 5 min with the phase-to-phase voltage
of the system applied between the conductor and
12.13.2.2 High voltage cables are to be the metallic screen/sheath;
segregated from cables operating at different
voltage ratings and from each other, in particular, b) test for 24 h with the normal operating voltage
they are not to be run in the same cable bunch, of the system.
nor in the same ducts or pipes, or, in the same
box. Where high voltage cables of different Alternatively, a d.c. test voltage equal to 4 U0 may
voltage ratings are installed on the same cable be applied for 15 minutes:
tray, the air clearance between cables is not be
less than the minimum air clearance for the For cables with rated voltage (U0/U) up to 1.8/3
higher voltage side in 12.6. However, high kV (Um=3.6 kV) a d.c. voltage equal to 4 U0 is to
voltage cables are not to be installed on the same be applied for 15 minutes.
cable tray for the cables operating at the nominal
system voltage of 1 kV and less. After completion of the test, the conductors are to
be connected to earth for a sufficient period in
12.13.2.3 High voltage cables, in general, are to order to remove any trapped electric charge.
be installed on carrier plating when they are
provided with a continuous metallic sheath or An insulation resistance test is then to be
armour which is effectively bonded to earth; repeated.
otherwise they are to be installed for their entire

Chapter 8 Part 4
Section 13
Trials
13.1 General cables, field windings and control gear is to be at

least 1 M.
13.1.1 Before a new installation, or any alteration
or addition to an existing installation, is put into 13.3 Earth continuity
service the tests and trials specified in this
Section are to be carried out. These tests and 13.3.1 Tests are to be made to verify that all earth
trials are intended to demonstrate the general continuity conductors are effective and that the
condition of the installation at the time of bonding and earthing of metallic conduit and/or
completion. They are in addition to any sheathing of cables is effective.
acceptance tests which may have been carried
out at the manufacturer's works. 13.4 Performance
13.2 Insulation resistance measurement 13.4.1 It is to be established that the provisions

of the Rules have been complied with respect to
13.2.1 Insulation resistance is to be measured the criteria mentioned in this sub-section.
using a self-contained instrument such as a direct
reading ohm-meter of the generator type 13.4.2 Temperatures of joints, connections,
applying a voltage of at least 500 V. Where a circuit-breakers and fuses.
circuit incorporates capacitors of more than 2mF
total capacitance, a constant-voltage type 13.4.3 The operation of engine governors,
instrument is to be used to ensure accurate test synchronising aids and devices, overspeed trips,
readings. reverse-current, reverse-power, over-current and
under-voltage trips and other safety devices.
13.2.2 Power and light circuits : The insulation
resistance between all insulated poles and earth 13.4.4 Efficient lubrication, absence of vibration
and, where practicable, between poles, is to be or abnormal noises and satisfactory alignment/
at least 1M. The installation may be subdivided holding down arrangements.
and appliances may be disconnected if initial
tests produce results less than this figure. 13.4.5 Satisfactory commutation, excitation and
performance of each generator throughout a run
13.2.3 Internal communication circuits : Circuits at full rated load.
operating at 55 V and above are to have an
insulation resistance between conductors and 13.4.6 Voltage regulation of every generator
between each conductor and earth of at least 1 when full rated load is suddenly thrown off.
M. Circuits operating at less than 55 V are to
have an insulation resistance of at least 0.33 M. 13.4.7 For alternating current and direct current
generators, satisfactory parallel operation and
13.2.4 Switchboards, Section boards and [kW] load sharing of all generators capable of
distribution boards : The insulation resistance is being operated in parallel at all loads up to normal
to be at least 1 M when measured between working load. For alternating current generators
each busbar and earth and between busbars. satisfactory parallel operation and kVA load
This test may be made with all circuit-breakers sharing of all generators capable of being
and switches open, all fuse links for pilot lamps, operated in parallel at all loads up to normal
earth fault-indicating lamps, voltmeters, etc., working load.
removed and voltage coils temporarily
disconnected, where otherwise damage may 13.4.8 All essential motors and other important
result. equipment are to be operated under service
conditions, though not necessarily at full load or
13.2.5 Generators and motors : The insulation simultaneously, for a sufficient length of time to
resistance of generators and motors, in normal demonstrate that they are satisfactory.
working condition and with all parts in place, is to
be measured and recorded. The test should be 13.4.9 Normal and emergency lighting, heating
carried out with the machine hot, if possible. The and various appliances (galley, pantry etc.) and
insulation resistance of generator and motor corresponding electrical circuits are to be tested,

Page 75 of 75
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as far as practicable, under normal working 13.4.12 Propulsion equipment is to be tested
conditions. under working conditions and operated in the
presence of the Surveyors and to their
13.4.10 Internal communication systems are to satisfaction. The equipment is to have sufficient
be checked to demonstrate their suitable and power for going astern to secure proper control of
specified functioning. Particular attention is to be the unit in all normal circumstances. In passenger
given to engine order telegraphs, docking ships the ability of the machinery to reverse the
telegraphs, helm indicators, fire detection and direction of thrust of the propeller in sufficient
alarm systems, emergency alarms, morse signal time, under normal maneuvering conditions, and
lamp, navigation light indicator panel and so bring the ship to rest from maximum ahead
telephones. service speed, is to be demonstrated at the sea
trial.
13.4.11 Operation of the emergency source of
power is to be checked. The working of any 13.5 Voltage drop
apparatus intended to be fed by this source is to
be checked as well as automatic change-over 13.5.1 Voltage drop is to be measured, where
switches, if any. necessary, to verify that this is not excessive.
End of Chapter

Page 1 of 17
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Chapter 10
Requirements for Fusion Welding
Contents
Section
1 General
2 Fusion Welded Pressure Vessels
3 Welded Pressure Pipes
Section 1
General
1.1 Scope 1.2.2 In the first instance, and before work is

commenced, the Surveyors are to be satisfied
1.1.1 The requirements of this Chapter apply to that the required quality of welding is attainable
the welding of pressure vessels, pressure pipes with the proposed welding plant, equipment and
and the welded structures of machinery. procedures.
1.1.2 The term 'fusion weld', for the purpose of 1.2.3 The welding plant and equipment are to be
these requirements, is applicable to welded maintained in an efficient working condition.
joints made by manual, semi-automatic or
automatic electric arc welding processes. 1.2.4 The procedures are to include the regular
Special consideration will be given to the systematic supervision of all welding, and the
proposed use of other fusion welding processes. welders are to be subjected by the works'
supervisors to periodic tests for quality of
1.2 General requirements for welding plant workmanship. Records of these tests are to be
and welding quality kept and are to be available for inspection by the
Surveyors.
1.2.1 The welding plant and equipment are to be
installed under cover and so arranged that all 1.2.5 All welding is to be to the satisfaction of
welding is carried out in positions free from the Surveyors.
draughts and adverse weather conditions.
Section 2
Fusion Welded Pressure Vessels
2.1 Manufacture of Class 1 and Class 2 equipment and procedures and to arrange for
fusion welded pressure vessels carrying out preliminary tests as stated in 2.3.
2.1.1 Fusion welded pressure vessels 2.1.2 In the case of Class 1 approval,
constructed to Class 1 and Class 2 arrangements are to be made for the survey
requirements will be accepted only if during construction and testing of a full size
manufactured by firms equipped and competent welded pressure vessel.
to undertake high quality welding. In order that
firms may be approved for this purpose, it will be 2.1.3 The welding plant and equipment are to be
necessary for the Surveyors to visit the works suitable for undertaking work of the standard
for the purpose of inspecting the welding plant, required for Class 1 and Class 2.

Chapter 10 Part 4
Page 2 of 17 Requirements for Fusion Welding
2.1.4 The works are to have an efficient testing 2.3.3 The test plates and the pressure vessel,
laboratory, suitably equipped to carry out tensile, mentioned in 2.1.2, are to be representative as
bend and impact tests, the x-ray examination of regards materials and approximate shell
pressure vessels, and the metallographic thickness of the production vessels for which
examination of welds. The works are also to be approval is desired.
equipped with a suitable heat treating furnace
with satisfactory means of temperature control. 2.3.4 The welded seams of the test plates are to
be radiographed, and the Surveyors are to
2.1.5 Alternative arrangements which, in the select portions of the test plates containing the
opinion of the Surveyors, ensure an equally high welded joint from which specimens are to be
standard of quality control may be submitted for provided for the following tests:
consideration.
a) Tensile;
2.1.6 On completion of inspection and tests, the
Surveyor's report, including the results of the b) Bend;
preliminary tests and also, for Class 1 approval,
the results of the tests on the pressure vessel, c) Hardness;
as required by 2.1.2, is to be submitted for the
consideration of IRS. The report should also d) Impact - For Class 1 application and for
include the radiographs and particulars of any steels in Groups 2 and 3;
fusion welded pressure vessels previously
constructed at these works. e) Fatigue - For Class 1 application and for
steels in Groups 2 and 3;
2.2 Manufacture of Class 3 fusion welded
pressure vessels f) Micrographs, at 100 and 300 magnifications,
of weld center, fusion zone and parent plate,
2.2.1 Class 3 pressure vessels will be accepted for Class 1 application and for steels in
if constructed by firms whose works are Group 2 and 3;
equipped to undertake the welding of pressure
vessels of this Class. Preliminary tests would g) Macrograph of full section weld;
require to be carried out as stated in 2.4.
h) Chemical analysis of deposited weld metal;
2.3 Preliminary tests for Class 1 and Class 2
fusion welded pressure vessels i) Chemical analysis of test plates.
2.3.1 Preliminary tests to demonstrate the 2.3.5 Where the welding is carried out by an
quality of welding are to be carried out by the established and approved process, the fatigue
firm under supervision of the Surveyors. The tests and micrographs in 2.3.4(e) and (f) will not,
test requirements will be based on the types of in general, be required. Furthermore, as an
steels and on the welding process to be used. alternative to 2.3.4(i), a guaranteed analysis
For approval purposes, the types of rolled steel obtained from the steelmaker will be accepted.
plates specified in Pt.2, Ch.3 are grouped as
follows : 2.3.6 If a firm intends to manufacture pressure
vessels either of a different group of steel or by
Group 1 : Carbon and carbon-manganese means of a different welding process from that
steels - specified minimum used in the preliminary tests on which the
tensile strength not exceeding original approval was based, further tests will be
500 [N/mm2]; required to cover the proposed welding
procedure. In such cases full details of the
Group 2 : Carbon and carbon-manganese material, plate thickness and welding process
steels - Specified minimum proposed are to be submitted for consideration,
tensile strength 500-520 when the requirements for further preliminary
[N/mm2]; tests will be indicated.
Group 3 : Alloy steels. 2.4 Preliminary tests for Class 3 fusion

2.3.2 The maximum plate thickness which will
be approved in pressure vessel construction will 2.4.1 Preliminary tests to demonstrate the
depend on the thickness of the test plates used quality of welding are to be carried out by the
in the preliminary tests; the test plates are, firm under the supervision of the Surveyors. The
however, to be at least 20 [mm] thick. test requirements will be based on the welding

Page 3 of 17
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process used, but are to be similar to those and procedure for testing are to comply with
described in 2.4.2 to 2.4.6. the requirements of 2.5.11;
2.4.2 Two test assemblies, of sufficient c) Specimen No. 3 :- Nicked bend test. The
dimensions to prepare test specimens, as specimen is to have a slot cut into each side
required by 2.4.3, are to be prepared using on the centreline of the weld and
plates of thickness representative of the perpendicular to the plate surface. The
thickness of the pressure vessels to be specimen is then to be broken in the weld,
manufactured. Alternatively, one test assembly and the fracture is to reveal a sound
may be prepared to provide all the test homogeneous weld, substantially free from
specimens required by 2.4.3 and for retest slag inclusions, porosity and coarse
purposes. Test assemblies need not be crystalline form.
prepared for circumferential seams, except in
cases where the vessel has only circumferential 2.4.4 If any of the tests fail, further two re-test
seams or where the process for welding the specimens are to be prepared and tested.
circumferential joints is significantly different Should any of these two further re-tests also fail,
from that used for longitudinal joints. the reasons for the failure are to be investigated
and the results are to be submitted to IRS for
2.4.3 Test specimens, as shown in Fig.2.4.1, are review.
to be tested as follows :
2.4.5 Where two test assemblies have been
a) Specimen No. 1 :- Tensile test for joint. The prepared, one re-test is to be taken from each
shape and preparation of the specimen are test assembly.
to conform to the requirements of 2.5.12.
The tensile strength obtained is to be not 2.4.6 If both the re-test values are satisfactory,
less than the minimum specified tensile the re-test values may be accepted.
strength for the plate material;
b) Specimen No. 2 :- Transverse bend test.

The shape and preparation of the specimen

Chapter 10 Part 4
2.5 Routine tests for Class 1 and Class 2 Where a number of similar vessels are made at
fusion welded pressure vessels the same time, it will suffice if, test plates are
provided for each 30 [m] of circumferential
2.5.1 Two test plates, each of sufficient welded seam.
dimensions to provide one complete set of
specimens required by 2.5.9 are to be prepared
for each pressure vessel. They are to be
attached to the shell plate in such a manner that
the edges to be welded are a continuation and
simulation of the corresponding edges of the
longitudinal joint. The welding process,
procedure and technique are to be the same as
employed in the welding of the longitudinal joint.
Fig.2.5.1 : Test specimen
2.5.2 As an alternative to 2.5.1, one test plate

may be prepared to provide all the test
specimens required by 2.5.9 and for re-test
purposes.
2.5.3 Test plates need not be prepared for the

circumferential seams, except in cases where a
pressure vessel has circumferential seams only, 2.5.4 The test plates are to be cut from the shell
or where the process for welding the plate or plates forming the appropriate seam,
circumferential joints is significantly different and before being detached are to be stamped
from that used for the longitudinal joints; in by the Surveyor.
which case one test plate is to be prepared
having a welded joint which so far as possible is 2.5.5 Where there is insufficient material
a simulation of the circumferential seams. The available on the shell plates for the provision of
test plate is to provide all the test specimens test plates, acceptance may be given to test
required by 2.5.9 and for re-test purposes. plates cut from another plate, provided that this

Page 5 of 17
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plate is from the same cast and in the same a shell thickness not exceeding 70 [mm],
heat treatment condition. and for all Class 2 pressure vessels. Where
the shell thickness of Class 1 pressure
vessels exceeds 70 [mm], two such
specimens are to be taken, one above the
other;
b) The diameter of the all weld metal test

specimen at the reduced parallel position is
to be not less than 14 [mm], except in the
case of thin plates, where the largest
practicable diameter should be used. The
gauge length of the specimen is to be 5
times the diameter;
c) The dimensions of the all weld metal test

specimen are shown in Fig.2.5.2 (a), and
their location when two specimens are used,
in Fig.2.5.2 (b);
d) The tensile strength of the weld metal is not

to be less than the minimum specified for
the plate material and not more than 145
[N/mm2] above this value;
e) The percentage elongation, A, is to be not

less than that given by :
980  R
A
21.6
where R is the tensile strength [N/mm2]. In
addition, this elongation is to be not less than 80
per cent of the equivalent minimum elongation
specified for the plate.
2.5.11 Specimen no. 2 :- Transverse bend test.

The following conditions are to be satisfied :
2.5.6 The thickness of test plates is to be the
same as that of the pressure vessel. a) Two bend test specimens of rectangular
section are to be cut from the test plate
2.5.7 Test plates are to be so supported, during transversely to the weld, one to be bent with
welding, that warping is reduced to a minimum. the outer surface of the weld in tension, and
the other with the inner surface in tension;
2.5.8 The test plates are to be straightened
before being subjected to heat treatment, and b) The specimens are to have a width equal to
for this purpose the test plates may be heated to 1.5 times the thickness of the specimen,
a temperature below that required for the final and the mid-portion is to coincide with the
heat treatment. centreline of the weld. The edges are to be
rounded to a radius, r, not exceeding 10 per
2.5.9 One set of test specimens is to be cut from cent of the thickness;
the test plates as shown in Fig.2.5.1. The results
of the tests are to comply with the requirements c) Where the plate thickness does not exceed
detailed in 2.5.10 to 2.5.14. 25 [mm], the thickness of the specimens is
to be the full thickness of the plate. Where
2.5.10 Specimen no. 1 : Tensile test for the weld the plate thickness exceeds 25 [mm], the
metal - The following conditions are to be specimens, in all cases, are to have a
satisfied : thickness of 25 [mm] and are to be prepared
by discarding metal from the surfaces which
a) One weld metal tensile specimen is to be will be in compression when the test is
taken from Class 1 pressure vessels having applied. See Fig.2.5.3 (a) and (b);

Chapter 10 Part 4
d) Where the thickness of the plate permits, c) The tensile strength obtained is to be not
the bend specimens may be prepared as less than the minimum specified tensile
shown in Fig.2.5.3 (c); strength for the plate material.
e) For each specimen the weld reinforcement 2.5.13 Specimen no. 4 : Macro-specimen. The
is to be removed by grinding or machining following conditions are to be satisfied :
so that the outer and inner surfaces of the
weld are flush with the surface of the plate; a) Macrograph of a complete cross-section of
the weld, including the heat affected zone, is
f) The specimen is to be mounted on roller to show a satisfactory penetration and
supports with the centre of the weld midway fusion, and an absence of significant
between the supports. A former, with its axis inclusions or other defects;
perpendicular to the specimen, is to bend
the specimen by pushing it through the clear b) Should there be any doubt as to the
space between the supports. The diameter condition of the weld as shown by macro-
of the former and the clear space between etching, the area concerned is to be
the supports will depend upon thickness of examined by a micrograph.
the specimens, and these dimensions are
shown in the following table in terms of the 2.5.14 Specimen no. 5 : Charpy V-notch impact
thickness, t, of the specimen; test - Class 1 pressure vessels only
Minimum The following conditions are to be satisfied :

specified
Clear space
tensile Diameter of a) Three Charpy V-notch impact test
between
strength of former specimens are to be cut transversely to the
supports
plate
weld, parallel to the plate surface and at
[N/mm2]
mid-plate thickness. The notch is to be cut
< 460 2t 4.2t
at approximately the centre of the weld, and
 460 < 510 3t 5.2t the axis of the notch is to be perpendicular
 510 < 620 4t 6.2t to the surface of the plate. See Fig.2.5.5;
b) The dimensions and tolerances of the

g) After bending, there is to be no crack or
specimens are to be in accordance with Pt.2
defect exceeding 1.5 [mm] measured across the
Ch.2;
specimen or 3 [mm] measured along the
specimen. Premature failure at the edges of the
c) The average energy value obtained from the
specimen will not lead to rejection.
Charpy V-notch test specimen is to be not
less than 27 J when the temperature of the
2.5.12 Specimen no. 3 : Tensile test for joint.
specimen at the time of the test does not
The following conditions are to be satisfied :
exceed 50C;
a) One reduced section tensile test specimen
d) Where it is proposed to use impact tests
is to be cut transversely to the weld or, in
other than the Charpy V-notch type, details
the thick plate, as many tensile test
are to be submitted for consideration;
specimens as may be necessary to
investigate the tensile strength throughout
e) The foregoing impact test are not applicable
the whole thickness of the joint;
to pressure vessels operating at low metal
The weld reinforcement is to be removed by
temperatures, and for such cases the
grinding or machining so that the outer and
results of the weld metal impact tests will be
inner surfaces of the weld are flush with the
surface of the plate. The dimensions of the
reduced section tensile test specimens are
2.5.15 The test assemblies are to be heat
shown in Fig.2.5.4. The width, B, at the
treated in accordance with 2.10.
reduced section is to be at least 25 [mm];
2.5.16 If any of the tests fail, further two re-test
b) Where the plate thickness exceeds 30 [mm],
specimens are to be prepared and tested.
the tensile test may be effected on several
Should any of these two further re-test also fail,
reduced section specimens, each with a
the reasons for the failure are to be investigated
thickness of at least 30 [mm] and a width at
and the results are to be submitted to IRS for
the effective cross-section of at least 25
review.
[mm];

Page 7 of 17
___________________________________________________________________________________
2.5.17 Where two test assemblies have been
prepared, one re-test is to be taken from each
test assembly.
2.5.18 If both the re-test values are satisfactory,

the re-test values may be accepted.
2.6 Routine tests for Class 3 fusion welded

pressure vessels
2.6.1 Routine weld tests are not required for

Class 3 pressure vessels, but occasional check
tests on the quality of the welding may be
carried out at the discretion of the Surveyors.
2.7 Construction and workmanship
2.7.1 Cutting of plates
2.7.1.1 Plates are to be cut to size and shaped

by machine flame cutting and/or machining.
2.7.1.2 Where the plate thickness does not

exceed 25 [mm], cold shearing may be used
provided that the sheared edge is cut back by
machining or chipping for a distance of one-
quarter of the plate thickness but in no case by
less than 3 [mm].
2.7.1.3 All plate edges, after being cut and

before further work is carried out upon them, are
to be examined for laminations, and also to
ensure that any sheared edges are free from
cracks. Visual methods may be supplemented
by other techniques at the discretion of the
Surveyors.
2.7.2 Welded joints
2.7.2.1 Only full penetration butt welds are

acceptable for longitudinal and circumferential
main joints.
2.7.2.2 The joints are to be welded from both

sides of the plates unless otherwise approved.
2.7.2.3 Details of the welded joints between

dished ends and shells, flat ends and shells or
rectangular headers and methods of attaching
standpipes, branches, compensating plates and
pads are generally to be in accordance with
Fig.2.7.2.1, Fig.2.7.2.2 and Fig.2.7.2.3
respectively.
Fig.2.7.2.1 : Typical attachments of

dished ends to cylindrical shells

Chapter 10 Part 4
2.7.2.4 Before welding is commenced, it is to be removed and the surface dressed smooth by
ascertained that the plate edges are in grinding prior to radiography.
alignment within the following limits :
a) 10 per cent of the plate thickness with a

maximum of 3 [mm] for longitudinal joints;
b) 10 per cent of the plate thickness plus 1

[mm] with a maximum of 4 [mm] for
circumferential joints.
2.7.2.5 If the plates are of unequal thickness,

and the difference between the surfaces
exceeds that given in 2.7.2.4 for the thicker
plate, the thicker plate is to have a smooth taper
with a slope not exceeding 15 degrees. See
Fig.2.7.2.4.
2.7.2.6 Wherever practicable, the welding is to

be carried out in the downhand position. In the
case of circumferential joints in cylindrical shells,
means are to be adopted to ensure compliance 2.7.2.8 Fillet welds are to be so made as to
with this requirement. ensure proper fusion and penetration of the weld
metal at the root of the fillet.
2.7.2.7 Steel backing strips, if used, are to be of
same nominal composition as the plates to be 2.7.2.9 The arc is to be struck only on those
welded and, where practicable, are to be parts of the parent metal where the weld metal

Page 9 of 17
___________________________________________________________________________________
is to be applied, or on the weld metal already 2.7.4.6 Seams in plates may be welded prior to
deposited. Accidental arc strikes are to be forming provided that, on completion of forming
removed by grinding followed by magnetic and subsequent heat treatment, they meet the
particle or dye penetrant testing to the specified mechanical test requirements and that
satisfaction of the Surveyors. they are examined radiographically throughout
their length after forming. After forming, the
2.7.2.10 Preheating and maintenance of surfaces of such seams in alloy steel parts, also
minimum inter-pass temperature are to be carbon steel parts over 25 [mm] in thickness are
employed where necessitated by the joint to be ground smooth and inspected for cracks
restraint, thickness of the plate or composition of by magnetic particle crack detection, dye
the material to be welded. penetration or other means at the discretion of
the Surveyors.
2.7.3 Welding consumables
2.7.5 Fitting of tubes to drums and headers
2.7.3.1 All consumables intended for use in the
welding of pressure vessels are to be stored in a 2.7.5.1 The tube holes in drums or headers are
dry place and are to be treated in accordance to be formed in such a way that tubes can be
with the manufacturer's instructions. effectively tightened in them. Where the tube
ends are not normal to the tube plates, there is
2.7.3.2 In order to ensure that the quality of to be a neck or belt of parallel seating of at least
welding consumables is being consistently 13 [mm] in depth, measured in a plane through
maintained, they are to be subjected to a regular the axis of the tube at the holes. Where the
system of periodic testing and inspection. tubes are practically normal to their plates, this
parallel seating is to be not less than 10 [mm] in
2.7.3.3 Where routine tests are frequently depth.
carried out in respect of pressure vessels made
in the normal course of production, such tests 2.7.5.2 Tubes are to be carefully fitted in the
may be regarded as meeting the requirements tube holes and secured by means of welding,
of 2.7.3.2. expanding and bevelling or by other approved
methods. The tubes are to project through the
2.7.4 Forming shell sections and end plates neck or belt of parallel seating by at least 6 [mm]
and, where they are secured from drawing out
2.7.4.1 Plates for shell sections and end plates by means of bellmouthing only, the included
are to be formed to the required shape by any angle of belling is to be not less than 30
process that will not impair the quality of the degrees.
material. Tests to demonstrate the suitability of a
process may be required at the discretion of the 2.7.6 Attachments and fittings
Surveyors.
2.7.6.1 All lugs, brackets, branches, manhole
2.7.4.2 Shell plates are to be formed to the frames and reinforcements around openings
correct contour up to the extreme edges of the and other members are to conform to the shape
plates. of the surface to which they are attached.
2.7.4.3 So far as possible, hot and cold forming 2.7.6.2 Doubling plates with well rounded
is to be carried out by machine. Forming by corners are to be fitted in way of attachments
hammering, with or without local heating, is not such as lifting lugs, supporting brackets and
to be employed. feet, to minimise load concentrations on
pressure shells and ends. Compensating plates,
2.7.4.4 All plates which have been hot formed or pads, brackets, and supporting feet are to
locally heated for forming are to be normalized bedded closely to the surface before being
on completion of this operation. If, however, hot welded, and are to be provided with a 'tell-tale'
forming is carried out entirely at a temperature hole not greater than 9.5 [mm] in diameter, open
within the normalizing range, subsequent heat to the atmosphere to provide for the release of
treatment will not be required for carbon and entrapped air during heat treatment of the
carbon- manganese steels. In both instances vessel, or as a means of indicating any leakage
alloy steels may, in addition, be required to be during hydraulic testing and in service
tempered.
2.7.6.3 The attachment by welding of such
2.7.4.5 All plates which have been cold formed fittings to the main pressure shell after post-weld
to an internal radius less than 10 times the plate heat treatment is not permitted, except where
thickness are to be given an appropriate heat the material involved is mild steel, when welding
treatment.
Chapter 10 Part 4
will be permitted only if it is necessitated by the tests, which are to be carried out to the
method of construction employed. Prior approval Surveyor's satisfaction on completion of the
of the Surveyor must be obtained before any hydraulic test.
welding is carried out. In no circumstances is
any welding to be carried out after heat 2.7.7 Tolerances for cylindrical shells
treatment on vessels made of carbon or carbon-
manganese steels with tensile strength 2.7.7.1 Measurements are to be made to the
exceeding 500[N/mm2], or of alloy steel. surface of the parent plate, not to a weld, fitting
or other raised part.
2.7.6.4 Where the fittings referred to in 2.7.6.3,
together with flats and other attachments for 2.7.7.2 In assessing the out-of-roundness of
supporting internal and external components, pressure vessels, the difference between the
are welded to the main pressure shell, the maximum and minimum internal diameter
welding is to be of comparable standard to that measured at one cross-section is not to exceed
required for the vessel, and the material used is the amount given in Table 2.7.7.1.
to be of compatible composition.
2.7.7.3 The profile, measured on the inside or
2.7.6.5 The finish of all welds attaching pressure outside of the shell by means of a gauge of
parts and non-pressure parts to the main designed form of the shell, and having a length
pressure shell is to be such as to allow equal to one-quarter of the internal diameter of
satisfactory examination of the welds. In the the vessel, is not to depart from the designed
case of Class 1 pressure vessels, these welds form by more than the amount given in Table
are to be ground smooth, if necessary, to 2.7.7.1 This amount corresponds to, x, in
provide a suitable finish for crack detection Fig.2.7.7.1.
Table 2.7.7.1 : Permitted out of roundness
Nominal internal diameter of Difference between maximum Maximum departure from

vessel [mm] and minimum diameters designed form
 300 1.2 [mm]
> 300  460 1.6 [mm]
> 460  600 2.4 [mm]
> 600  900 1.0 per cent of internal diameter 3.2 [mm]
> 900  1220 4.0 [mm]
> 1220  1520 4.8 [mm]
> 1520  1900 5.6 [mm]
> 1900  2300 6.4 [mm]
> 2300  2670 19 [mm] 7.2 [mm]
> 2670  3950 8.0 [mm]
> 3950  4650 19 [mm] 0.2 per cent of internal diameter
> 4650 0.4 per cent of internal diameter 0.2 per cent of internal diameter

Page 11 of 17
___________________________________________________________________________________
Table 2.7.7.2 : Circumferential tolerance
Outside diameter (nominal inside diameter plus twice

Circumferential tolerance
actual plate thickness) [mm]
300 to 600 inclusive  5 [mm]
Greater than 600  0.25 per cent
2.7.7.4 Shell sections are to be measured for

out-of-roundness, either when laid on their sides a) Class 1 pressure vessels - All butt welded
or when set up on end. When the shell sections seams in drums, shells, headers and pipes
are checked while lying on their sides, each together with the test plate or plates are to
measurement for diameter is to be repeated be subjected to 100 per cent radiographic
after turning the shell through 90 degrees about examination. For circumferential butt welds
its longitudinal axis. The two measurements for in extruded connections, pipes, tubes,
each diameter are to be averaged, and the headers and other tubular parts of 170 [mm]
amount of out-of-roundness calculated from the outside diameter or less, 10 per cent of the
average values so determined. total number of welds are to be
radiographed;
2.7.7.5 There are to be no flats or peaks at
welded seams, and any local departure from b) Class 2 pressure vessels - Spot radiographs
circularity is to be gradual. are to be taken at selected regions of each
main seam. The test plate or plates are to
2.7.7.6 The external circumference of the be fully radiographed and at least 10 per
completed shell is not to depart from the cent of the length of each main seam is to
calculated circumference (based upon nominal be so examined.
inside diameter and actual plate thickness) by
more than the amount given in Table 2.7.7.2. 2.8.1.2 Butt welds in furnaces, combustion
chambers and other pressure parts for fired
2.8 Non-destructive examination of fusion pressure vessels under external pressure, are to
welded pressure vessels be subjected to spot radiographic examination.
2.8.1 Radiographic examination 2.8.1.3 Where the surface finish of any weld
which has to be radiographed is such that it will
2.8.1.1 The extent of the radiographic prevent accurate radiographic examination, the
examination of welded seams of Class 1 and surface is to be machined or ground to provide a
Class 2 pressure vessels is to be as follows : smooth contour to the Surveyor's satisfaction.

Chapter 10 Part 4
2.8.1.4 Lead type is to be fixed to the plate is to be effected by an approved operator using
adjacent to the weld so that each radiograph is an approved technique and an approved
marked in such a way that the corresponding recording system. Supplementary examination
portion of the welded seam can be readily and by radiography may be required at selected
accurately identified. locations.
2.8.1.5 The length of weld covered by each 2.8.3 Magnetic particle testing
radiograph is to be such that the metal thickness
along the incidental beam at the extremity of the 2.8.3.1 In Class 1 and Class 2 pressure vessels,
exposure is not to exceed the actual thickness the welds on standpipes, compensating plates,
by more than 10 per cent. stubs and branches, etc. of ferritic steel which
have not been radiographed are to be magnetic
2.8.1.6 Image quality indicators (penetrameters) particle tested at the rate of 10 per cent of such
of an approved type are to be placed at either welds. This may be increased or decreased, if
end of each radiograph and on the surface of not practicable, at the discretion of the
the plate facing the source of radiation. Surveyors. For non-magnetic materials, dye
penetrant examination will be accepted.
2.8.1.7 Image quality indicators of the step-hole
type are to be placed alongside the welded 2.9 Repairs to welded seams on fusion
seam, parallel to its length, and are to have a welded pressure vessels
hole in each step of a diameter corresponding to
thickness at that step, or are to have some 2.9.1 Class 1
similar device whereby the step thickness can
be identified when the radiographic film is 2.9.1.1 In the case of Class 1 pressure vessels
examined. where non-destructive tests show unacceptable
defects in the welded seams, the defects are to
2.8.1.8 The radiographic technique employed is be repaired and are to be shown by further non-
to be such that the smallest diameter hole destructive tests to have been eliminated to the
visible in the radiograph is not to exceed 3 per Surveyor's satisfaction.
cent of the weld thickness for welds not
exceeding 50 [mm] thick, or 2.5 per cent for 2.9.2 Class 2
welds exceeding 50 [mm] thick. The steps are to
bear these proportions to the weld thickness 2.9.2.1 In the case of Class 2 pressure vessels,
radiographed, and the radiographic technique is when a spot radiograph reveals unacceptable
to be capable of revealing changes of metal defects in the welded seam, at least two further
thickness of these percentages. radiographs are to be made in the length of weld
represented by the first radiograph, in locations
2.8.1.9 Image quality indicators of the wire type selected by the Surveyor. If these reveal no
are to be placed across the weld, and the further unacceptable defects, the defects
smallest diameter wire which can be seen in the revealed by the first radiograph are to be
radiograph is to have a diameter not greater repaired and re-radiographed. If the check
than 1.5 per cent of the weld thickness if the radiographs reveal unacceptable defects, then
weld thickness is between 10 [mm] and 50 either :
[mm], and not greater than 1.25 per cent of the
weld metal thickness if the thickness is between a) the whole length of weld represented is to
50 and 200 [mm]. be cut out and rewelded, then subjected to
spot radiography as if it were a new weld,
2.8.1.10 The use of gamma-rays may be and the original test plates associated with
permitted in certain circumstances, and details the weld are to be similarly treated; or
should be submitted for consideration and
approval. b) the whole length of the weld represented is
to be radiographed. Unacceptable defects
2.8.1.11 Radiographs are to be examined by the are to be repaired and are to be shown by
Surveyors on the original films using a viewing radiography to have been eliminated.
device of suitable illuminating power.
2.10 Post-weld heat treatment of pressure
2.8.2 Ultrasonic examination vessels
2.8.2.1 In Class 1 pressure vessels where plate 2.10.1 General

thickness exceeds 50 [mm], ultrasonic
examination may be accepted as an alternative 2.10.1.1 Dependent upon the grade of steel and
to radiographic examination. Such examination plate thickness, Class 1 and Class 2 pressure

Page 13 of 17
___________________________________________________________________________________
vessels, where indicated in Table 2.10.1, are to the shell and ends, and before the hydraulic test
be efficiently heat treated on completion of the is carried out.
welding of the seams and of all attachments to
Table 2.10.1 : Post-weld heat treatment
Plate thicknesses [mm], above which post-weld

heat treatment is required
Type of steel
Other pressure
Steam raising plant
vessels
Carbon and carbon manganese steels with minimum
specified tensile strengths between 360 to 510 [N/mm2] 20 30
without low temperature impact values
Carbon and carbon manganese steels with minimum
specified tensile strengths between 360 to 510 [N/mm2]
Not applicable 40
with low temperature impact values of 27 J at -20C or
10C below design temperature whichever is lower
All thicknesses to be
Alloy steels
heat treated
2.10.2 Basic requirements a suitable period, followed by cooling slowly and

uniformly in the furnace to a temperature not
2.10.2.1 Heat treatment is to be carried out in a exceeding 400C and subsequently cooling in a
properly constructed furnace which is efficiently still atmosphere.
maintained and has adequate means of
temperature control, and is fitted with 2.10.2.3 The temperature and soaking periods
pyrometers which will measure and record the are to be so selected as to relieve residual
temperature of the furnace charge. stresses without undue deterioration of the
properties of the material.
2.10.2.2 The heat treatment is to consist of
heating the vessel slowly and uniformly to a 2.10.2.4 Recommended soaking temperatures
suitable stress relieving temperature, soaking for and periods are given in Table 2.10.2.
Table 2.10.2 : Recommended soaking temperatures and periods
Time at recommended temperatures, per 25 [mm] of

Type of steel Soaking temp. in C
thickness
Carbon and carbon
580 - 620 1 hour, minimum period 1 hour
manganese
1 Cr 1/2 Mo 620 - 660 1 hour, minimum period 2 hour
2 1/4 Cr 1 Mo 660 - 690 2 hours, minimum period 2 hours
2.10.2.5 Where materials other than those 2.10.2.7 Where it is proposed to adopt special
detailed in Table 2.10.2 are used for pressure methods of heat treatment, full particulars are to
vessel construction, full details of the proposed be submitted for consideration. In such cases it
heat treatment are to be submitted for may be necessary to carry out tests to show the
consideration. effect of the proposed heat treatment.
2.10.2.6 Where pressure vessels are of such 2.10.3 Test assemblies

dimensions that the whole length cannot be
accommodated in the furnace at one time, the 2.10.3.1 Test assemblies are to be heat treated
pressure vessels may be heated in sections, in the same furnace and at the same time as the
provided that sufficient overlap is allowed to pressure vessels which they represent.
ensure the heat treatment of the entire length of
the longitudinal seam.

Chapter 10 Part 4
2.10.3.2 Alternatively, it may be permissible to a) Rate of heating;

heat treat the test plates separately from the
pressure vessels, provided that the Surveyor is b) Maximum temperature;
satisfied with the means adopted to ensure that
the following factors will be the same for the c) Time held at maximum temperature; and
pressure vessels as for their respective test
assemblies: d) Condition of cooling.
Section 3
Welded Pressure Pipes
3.1 General 3.1.4 Slip-on sleeve and socket welded joints
3.1.1 Manual or semi-automatic electric arc Slip-on sleeve and socket welded joints are to
welding is to be used for butt and socket welded have sleeves, sockets and weldments of
joints in pipes, for branch pieces and for the adequate dimensions conforming to IRS Rules
attachment of flanges. Oxy-acetylene welding or recognized standard.
may also be used, but, in general, is suitable
only for butt joints in pipes not exceeding 100 Slip-on sleeve and socket welded joints may be
[mm] diameter or 9.5 [mm] thickness. used in Class III piping systems, of any outside
diameter.
3.1.2 Where pressure pipelines are assembled
and butt welded in place, the piping is to be In particular cases, slip-on sleeve and socket
arranged well clear of adjacent structures to welded joints may be allowed by IRS for piping
allow sufficient access for preheating welding, systems of Class I and Class II having outside
heat-treatment and examination of the joints. diameter less than or equal to 88.9 [mm] except
for piping systems conveying toxic media or
Joint preparation, tolerances and edge services where fatigue, severe erosion or
preparation, are to be appropriate to the welding crevice corrosion is expected to occur.
process and in accordance with recognized
standards and/or approved drawings. The 3.1.5 Acceptable methods of flange attachment
preparation of edges is to be carried out by are illustrated in Fig.2.3.1 in Ch.2.
mechanical means and where flame cutting is
used, oxide scales, notches are to be removed 3.1.6 Welding consumables meeting the rule
by grinding or chipping back to sound metal. requirements and, where used, fusible root
inserts, are to be suitable for the materials being
3.1.3 Butt welded joints shall be full penetration joined.
type with details according to the following:
3.1.7 All welds in high pressure and high
a) For class I piping: temperature pipelines are to have a smooth
surface finish and even contour, if necessary
- Double vee groove joint or they are to be made smooth by grinding.
- with a backing strip or equivalent 3.1.8 Preheating under temperature control is to

be employed in accordance with Table 3.1.2,
b) For class II and III piping: when necessitated by the dimensions and
composition of the materials to be welded and is
- a single vee groove joint or equivalent to be effected by a method which ensures
uniformity of temperature at the joint. The
The tolerances on the alignment of pipes to be method of heating and the means adopted for
welded are to be in accordance with Table 3.1.1. temperature control are to be to the satisfaction
Higher tolerances for class III pipes may be of the Surveyors.

Page 15 of 17
___________________________________________________________________________________
Table 3.1.1 : Tolerances on alignment of pipes
Diameter and thickness of pipes Tolerances [mm]

All diameter and thickness with permanently fitted backing ring 0.5
Pipes welded without backing ring
- Inside diameter < 150 mm and thickness upto 6.0 mm 1.0
included
- Inside diameter < 300 mm and thickness upto 9.5 mm 1.5
included
- Inside diameter 300 mm and above and thickness > 9.5 mm 2.0
Table 3.1.2 : Preheating temperatures
Type of steel Thickness of thicker Minimum preheating

part [mm] temperature (C)
Mn
C and C-Mn steels C  0.40  20 (2) 50
6
Mn  20 (2)
C  0.40 100
6
0.3 Mo > 13 (2) 100
1 Cr – 0.5 Mo < 13 100
 13 150
2.25 Cr – 1 Mo and 0.5 Cr – 0.5 Mo – 0.25 V (1) < 13 150
 13 200
Notes :
1. For these materials, preheating may be omitted for thicknesses upto 6 [mm] if the results of
hardness tests carried out on welding procedure qualification are considered acceptable by IRS.
2. For welding in ambient temperature below 0C, the minimum preheating temperature is required
regardless of the thickness unless specifically approved by IRS.
The values given in the Table 3.1.2 are based and the welding technique should simulate the
on the use of low hydrogen processes. Higher conditions under which the work is to be done
preheating temperatures may be employed on the installation. Test welds are to be
when low hydrogen processes are not used. examined for defects by the appropriate method
specified in 3.2.2 to 3.2.4. The test welds are
3.1.9 The welding procedure proposed for the then to be sectioned at positions selected by the
attachment of flanges, valve chests and other Surveyor, one surface of each section being
fittings to pipes, pipes-to-pipes and the prepared, etched and examined for defects in
fabrication of branch pieces, whether in carbon the weld and heat effected zones.
or alloy steel, is to be approved by the
Surveyors in the first instance before work is 3.1.11 In the case of pipes of branch pieces of
commenced. For this purpose representative alloy steel, mechanical tests and tests to
specimens of such parts will be required for destruction may also be required to demonstrate
examination and testing. that the joints are of adequate strength.
Tack welds forming part of the finished weld are 3.1.12 Check tests of the quality of the welding
to be made using approved, welding procedure. are to be carried out periodically at the
discretion of the Surveyors.
3.1.10 The assembly for the weld procedure test

Chapter 10 Part 4
3.2 Non-destructive examination of welded trained operators using an approved procedure

pipes depending on the criticality of the joint.
3.2.1 In addition to visual examination of pipes 3.2.2 Butt welds are to be subjected to
welds by the Surveyors, non-destructive radiographic examination in accordance with
examination of butt and fillet welds is to be Table 3.2.1. For radiographic examinations and
carried out in accordance with 3.2.2 to 3.2.5 to required standards of sensitivity, See 2.8.
the satisfaction of the Surveyors.
3.2.3 The use of ultrasonic examination in lieu of
Radiographic and ultrasonic examination is to radiographic examination as required by 3.2.2
be carried out with an appropriate technique by will be specially considered.
Table 3.2.1 : Radiographic examination of butt welds
Class of pipe Outside diameter of pipe Extent of examination

I  76.1 [mm] Selected welds at Surveyor's discretion
> 76.1 [mm] 100 percent of welds
Selected welds at Surveyor's discretion
II > 101.6 [mm]
Atleast 10% 1)
Note 1) Surveyor may apply more stringent requirement depending upon kind of materials, welding
procedure and controls exercised during fabrication.
Table 3.2.2 : Magnetic particle or liquid penetrant flaw detection testing of fillet welds
Class of pipe Outside diameter of pipe Extent of examination

I  76.1 [mm] Selected welds at Surveyor's discretion
> 76.1 [mm] 100 percent of welds
II > 101.6 [mm] Selected welds at Surveyor's discretion
3.2.4 Fillet welds are to be subjected to pieces are to be heat treated on completion of
magnetic particle or liquid penetrant flaw fusion welding.
detection testing in accordance with Table 3.2.2.
3.3.2 Recommended soaking temperatures and
The equipment is to be suitable for flaw periods for post-weld heat treatment are given in
detection and may require calibration against Table 3.3.1.
standard samples. The acceptance criteria for
welds is to be generally in accordance with the 3.3.3 Any proposal to use oxy-acetylene welding
national or international standard. for the fabrication of pipes and branch pieces
will be the subject of special consideration. Due
3.2.5 Defects in welds are to be rectified and re- consideration should be given to the need for
examined by the appropriate test method, all to normalizing and tempering after such welding.
the satisfaction of the Surveyors.
3.4 Heat treatment after forming of pipes
3.2.6 Ultrasonic examination may be required in
special cases in addition to above non- 3.4.1 Heat treatment should preferably be
destructive testing. carried out in a suitable furnace provided with
temperature recording equipment without
3.3 Post-weld heat treatment impairing the specified properties of the
materials. Tests may be carried out if necessary.
3.3.1 Carbon and carbon-manganese steel Localized heat treatment of welded joints
pipes and fabricated branch pieces having a extended sufficiently along the pipe length on
thickness exceeding 30 [mm] are to be heat either side of the joint, carried out with approved
treated on completion of fusion welding. All procedure, can be also accepted.
thicknesses of alloy steel pipes and branch

Page 17 of 17
___________________________________________________________________________________
Table 3.3.1 : Post-weld heat treatment
Type of steel Heat treatment of temperature C

Carbon and carbon-manganese Normalizing 880 to 940
0.3 Mo Normalizing 900 to 940
1 Cr 1/2 Mo Normalizing 900 to 960 tempering 640 to 720
2 1/4 Cr 1 Mo Normalizing 900 to 960 Tempering 650 to 780
0.5 Cr – 0.5 Mo Normalizing 930 to 980
– 0.25V Tempering 670 to 720
Other alloys steels Subject to special consideration
Table 3.3.2 : Stress relieving temperatures
Type of steel Thickness of Stress relief heat treatment

thicker part [mm] temperature (C)
C and C-Mn  15 (1) (3) 550 to 620
0.3 Mo  15 (1) 580 to 640
1 Cr – 0.5 Mo >8 620 to 680
2.25 Cr – 1 Mo and 0.5 Cr – 0.5 Mo – 0.25 V Any (2) 650 to 720
Notes:
1. When steels with specified Charpy V notch impact properties at low temperature are used, the
thickness above which postweld heat treatment shall be applied may be increased by special
agreement with IRS.
2. Heat treatment may be omitted for pipes having thickness  8 [mm], diameter  100 [mm] and
minimum service temperature 450C.
3. For C and C-Mn steels, stress relieving heat treatment may be omitted upto 30 [mm] thickness by
special agreement with IRS.
3.4.2 Hot forming should generally be carried for all grades other than carbon and carbon-
out within the normalizing temperature range of manganese steels having UTS 320, 360 and
850 – 1000C for all grades. When carried out 410 [N/mm2].
within this temperature range no subsequent
heat treatment is required for carbon, carbon- 3.4.4 Stress relieving is to be carried out after
manganese and carbon-molybdenum steels. For welding for other than oxy-acetylene welding
Chrome-molybdenum and Carbon-molybdenum- process in accordance with Table 3.3.2.
vanadium steels, a subsequent stress relieving
heat treatment is to be carried out in accordance The stress relieving heat treatment is to consist
with Table 3.3.2. When the hot forming is carried in heating the piping slowly and uniformly to a
out outside the normalizing temperature range, temperature within the range indicated in the
a subsequent heat treatment in accordance with table, soaking at this temperature for a suitable
Table 3.3.1 is required. period, in general one hour per 25 [mm] of
thickness with minimum half an hour, cooling
3.4.3 After cold forming, when bent to a radius slowly and uniformly in the furnace to a
measured at the centerline of the pipe of less temperature not exceeding 400C and
than four times the outside diameter, heat subsequently cooling in a still atmosphere.
treatment in accordance with Table 3.3.1 is
required. 3.4.5 For oxy-acetylene welding, heat treatment
is to be carried out depending upon the type of
In any case, a stress relieving heat treatment is steel in accordance with Table 3.3.1.
to be carried out in accordance with Table 3.3.2
End of Chapter
Page 1 of 5
___________________________________________________________________________________
Chapter 11
Spare Gear
Contents
Section
2 Spare Parts Recommended for Main and Auxiliary Machinery Installations
Section 1
1.1 General location is the responsibility of the Owners but

must take into account the design and
1.1.1 Adequate spare parts for propelling and arrangements of the machinery and the
essential auxiliary machinery together with the intended service and operation of the ship.
necessary tools for maintenance and repair are Account should also be taken of the
to be readily available for use. recommendations of the manufacturers and any
applicable statutory requirements of the country
1.1.2 The spare parts to be supplied and their of registration of the ship.
Section 2
Spare Parts Recommended for Main and Auxiliary Machinery

Installations
2.1 List of minimum required spare parts electric generators for essential
services;
2.1.1 The spare parts recommended for main
and auxiliary machinery installations are shown Table 2.1.5 : Spare parts for main and
in the following Tables:- auxiliary boilers;
Table 2.1.6 : Spare parts for auxiliary

Table 2.1.1 : Spare parts for main internal machinery.
combustion engines;
2.1.2 In ships with multi-engine installations,
Table 2.1.2 : Spare parts for main steam spare parts need only be carried for one main
turbines; engine.
Table 2.1.3 : Spare parts for auxiliary steam 2.1.3 Where additional units of adequate
turbines; capacity are fitted, for auxiliary machinery of
each type required for essential services, no
Table 2.1.4 : Spare parts for auxiliary internal spare parts are required.
combustion engines driving

Chapter 11 Part 4
Page 2 of 5 Spare Gear
Table 2.1.1 : Spare parts for main internal combustion engines
Number required
Sr. Ships for Ships for
Item Spare parts
No. unrestricted restricted
service service
Main bearings or shells for one bearing of each size
1 Main bearings 1 -
and type fitted, complete with shims, bolts and nuts
Pads for one face of Michell type thrust block, or 1 set 1 set
Complete white metal thrust shoe of solid ring type,
1 1
2 Main thrust block or
Inner and outer race with rollers, where roller thrust
1 1
bearings are fitted
Bottom end bearings or shells of each size and type
fitted, complete with shims, bolts and nuts, for one 1 set -
Connecting rod cylinder
3
bearings Top end bearings or shells of each size and type
cylinder
4 Cylinder liner Cylinder liner, complete with joint rings and gaskets 1 -
Cylinder cover, complete with valves, joint rings and
gaskets. For engines without covers the respective 1 -
5 Cylinder cover valves for one cylinder unit
Cylinder cover bolts and nuts for one cylinder Half set -
Exhaust valves, complete with casings, seats,
2 sets 1 set
springs and other fittings for one cylinder
Air inlet valves, complete with casings, seats,
1 set 1 set
Starting air valve, complete with casing, seat,
6 Cylinder valves 1 1
springs and other fittings
Cylinder overpressure sentinel valve, complete 1 1
1 set
Fuel valves of each size and type fitted complete
see 1/4 set
with all fittings, for one engine
foot note 1
Crosshead type: Piston of each type fitted, complete
with piston rod, stuffing box, skirt, rings, studs and 1 -
nuts
7 Pistons
Trunk piston type: Piston of each type fitted,
complete with skirt, rings, studs, nuts, gudgeon pin 1 -
and connecting rod
8 Piston rings Piston rings, for one cylinder 1 set -
Telescopic cooling pipes and fittings or their
9 Piston cooling 1 set -
equivalent, for one cylinder unit
Lubricator complete, of the largest size, with its
10 Cylinder lubricators 1 -
chain drive or gear wheels
Fuel pump complete, or when replacement at sea is
11 Fuel injection pumps practicable, a complete set of working parts for one 1 -
pump (plunger, sleeve, valves springs etc).
High pressure fuel pipe of each size and shape
12 Fuel injection piping 1 -
fitted, complete with couplings
Scavenge blowers 1 set
Rotors, rotor shafts, bearings, nozzle rings and gear
13 (including see -
wheels or equivalent working parts of other types
turbochargers) foot note 2
Suction and delivery valves for one pump of each
14 Scavenging system 1 set -
type fitted

Page 3 of 5
___________________________________________________________________________________
Table 2.1.1 : Spare parts for main internal combustion engines (Contd.)
Number required
Item Spare parts
No. unrestrict restricted
ed service service
Complete bearing bush, of each size fitted in the
1 set -
Reduction and/or reverse gear case assembly
15
gear Roller or ball race, of each size fitted in the gear
1 set -
case assembly
Piston rings of each size fitted 1 set -
Main engine driven air
16 Suction and delivery valves complete of each size
compressors Half set -
fitted
Special gaskets and packing of each size and type fitted for cylinder cover and
17 1 set -
cylinder liner for one cylinder
Footnotes :
1 (a) Engines with one or two fuel valves per cylinder: one set of valves, complete.
(b) Engines with 3 or more fuel valves per cylinder : two fuel valves complete per cylinder and a sufficient
number of valve parts, including the body, to form with those fitted in the complete valves, a full engine set.
2 The spare parts may be omitted where it has been demonstrated, at the builder's test bench for one engine of
the type concerned that the engine can be maneuvered satisfactorily with one blower out of action.
The requisite blanking and blocking arrangements for running with the blower out of action are to be available
on board.
Notes
1 The availability of other spare parts, such as gears and chains for camshaft drive, should be specially
considered and decided upon by the Owners.
2 When the spare parts are utilized, new spare parts are to be supplied as soon as possible.
Table 2.1.2 : Spare parts for steam turbines for main propulsion
Number required
Item Spare parts
service service
Bearing bushes, of each size and type fitted for
1 Main bearing the rotor, pinion and gear wheel shafts, for one 1 -
engine
Pads of each size for one face of Michell type
thrust or rings for turbine adjusting block, or each
2 Turbine thrust 1 set 1 set
size fitted for one engine. Assorted liners for 1
block where fitted
Pads for one face of Michell type thrust block, or 1 set 1 set
Complete white metal thrust shoe of solid ring
1 1
3 Main thrust block type, or
Inner and outer race with rollers where roller thrust
1 1
bearings are fitted
Carbon sealing rings, where fitted, with springs for
4 Turbine shaft 1 set 1 set
each size of sealing rings and type of gland
Strainer baskets or inserts for filters of special
5 Oil filters 1 set 1 set
design of each type and size
Notes
1 The availability of other spare parts should be specially considered and decided upon by the Owners.

Chapter 11 Part 4
Page 4 of 5 Spare Gear
Table 2.1.3 : Spare parts for auxiliary steam turbines

Number required
Item Spare parts
service service
Bearing bushes or roller bearings of each size and
1 Main bearings type fitted for the shafts of the turbine rotor and of 1 1
the reduction gearing, if any, for one engine
Pads of each size for one face of Michell type
thrust or rings for turbine adjusting block, or each
2 Turbine thrust 1 set 1 set
size fitted for one engine. Assorted liners for 1
block where fitted
Carbon sealing rings, where fitted, with springs,
3 Turbine shaft for each size of sealing rings and type of gland, for 1 set 1 set
one engine
Strainer baskets or inserts, for filters of special
4 Oil filters 1 set 1 set
design, of each type and size
Notes
Table 2.1.4 : Spare parts for auxiliary internal combustion engines driving electric
generators for essential services
Number required
Item Spare parts
service service
Main bearings or shells for one bearing of each
1 Main bearings size and type fitted, complete with shims, bolts 1 -
and nuts
Exhaust valves, complete with casings, seats,
2 sets -
Air inlet valves, complete with casings, seats,
1 set -
2 Cylinder valves Starting air valve, complete with casing, seat,
1 -
springs and other fittings
Cylinder overpressure sentinel valve, complete 1 -
Fuel valves of each size and type fitted complete
Half set -
with all fittings, for one engine
Bottom end bearings or shells of each size and
type fitted, complete with shims, bolts and nuts, for 1 set -
one cylinder
Top end bearings or shells of each size and type
3 Connecting rod bearings
cylinder
Trunk piston type : gudgeon pin with bush for one
1 set -
cylinder
4 Piston rings Piston rings, for one cylinder 1 set -
Telescopic cooling pipes and fittings or their
5 Piston cooling 1 set -
equivalent, for one cylinder unit
Fuel pump complete, or when replacement at sea
6 Fuel injection pumps is practicable, a complete set of working parts for 1 -
one pump (plunger, sleeve, valves springs etc).
High pressure fuel pipe of each size and shape
7 Fuel injection piping 1 -
fitted, complete with couplings
Special gaskets and packings of each size and
8 Gaskets and packings 1 set -
type fitted, for cylinder covers and cylinder

Page 5 of 5
___________________________________________________________________________________
Table 2.1.5 : Spare parts for boilers (main and auxiliary)
Number required
Item Spare parts
service service
Tube stoppers or plugs, of each size used, for
1 Tube stoppers or plugs 20 10
boiler superheater and economiser tubes
2 Fire bars Fire bars for one boiler, where coal fired 1 set Half set
3 Oil fuel burners Oil fuel burners complete, for one boiler 1 set 1 set
2 sets 2 sets
Gauge glasses of round type
per boiler per boiler
4 Gauge glasses 1 set for 1 set for
Gauge glasses of flat type every two every two
boilers boilers
Table 2.1.6 : Spare parts for auxiliary machinery
Number required
Item Spare parts
service service
Pumps
1 Reciprocating pumps
1.1 Valves Valve with seats and springs, each size fitted 1 set 1 set
1.2 Piston rings Piston rings, each type and size for one piston 1 set 1 set
2 Centrifugal pumps
2.1 Bearings Bearing of each type and size 1 1
2.2 Rotor Rotor sealing of each type and size 1 1
3 Gear type pumps
3.1 Bearing Bearing of each type and size 1 1
3.2 Rotor Rotor sealing of each type and size 1 1
Air compressor
1 Piston rings Rings of each size fitted for one piston 1 set 1 set
Suction and delivery valves, complete, of each

2 Valves Half set Half set
size fitted
Notes
3 When a sufficiently rated standby pump is available, spare part for the pump may be dispensed with.
End of Chapter

for the
of Steel Ships
Part 5
Special Ship Types
Volume I
July 2022
Part 5 : Special Ship Types

This Part (Part 5) of the Rules is arranged in two Volumes (Volume I and
Volume II) . Chapters 1 to 13 are covered in this Volume. Chapters 14 to 20 are
intentionally left blank. For Chapter 21 onwards, please refer Volume II )
Contents
Volume
Chapter 1 Dry Bulk Cargo Carriers I
Chapter 2 Oil Tankers I
Chapter 3 Chemical Carriers I
Chapter 4 Liquefied Gas Carriers I
Chapter 5 Container Ships I
Chapter 6 Passenger Vessels I
Chapter 7 Tugs I
Chapter 8 Offshore Support Vessels I
Chapter 9 Trawlers and Fishing Vessels I
Chapter 10 Dredgers I
Chapter 11 Barges and Pontoons I
Chapter 12 Floating Dry Docks I
Chapter 13 Pipe Laying and Cable Laying Vessels I

Page 1 of 15
___________________________________________________________________________________
Contents
Chapter 1 : Dry Bulk Cargo Carriers
Section 1 : General
2.12 Damage stability requirements
1.1 Application, definitions, class notations and
documentation 2.13 Hold, ballast and dry space water level
detectors
1.2 Loading guidance information - additional
requirements 2.14 De-watering of forward spaces
1.3 Design loads in cargo holds 2.15 Dewatering capacity
1.4 Requirements for the fitting of a forecastle

for bulk carriers, ore carriers and combination Section 3 : Ore Carriers
carriers
3.1 Hull arrangement
1.5 Arrangements for access in the cargo area
and forward spaces 3.2 Longitudinal strength
1.6 Technical provisions for means of access for 3.3 Bottom structure
inspections
3.4 Wing tank structure
1.7 General requirements for double side skin
construction 3.5 Deck structure
1.8 Buckling 3.6 Additional requirements for ore carriers with

narrow wing tanks
Section 2 : Bulk Carriers

Section 4 : Direct Strength Calculations
2.1 Hull arrangement
4.1 General
2.2 Longitudinal strength
4.2 Load cases and design loads
2.3 Bottom structure - Scantlings and arran-
gements 4.3 Allowable stresses
2.4 Bottom structure - allowable hold loading

considering hold flooding Section 5 : Hatch Covers and Hatch
Coamings of Cargo Holds
2.5 Side structure
5.1 Application and definitions
2.6 Hopper side tank structure
5.2 Hatch cover load model
2.7 Topside tank structure
5.3 Hatch cover strength criteria
2.8 Deck structure
5.4 Hatch coamings and local details
2.9 Corrugated bulkheads - Construction
5.5 Closing arrangements
2.10 Corrugated bulkheads - Strength
5.6 Corrosion addition and steel renewal
2.11 Protective coatings for cargo hold spaces

Part 5
Chapter 2 : Oil Tankers
Section 1 : General 4.5 Tank bulkheads
1.1 Application 4.6 Construction details
1.2 Documentation
Section 5 : Direct Strength Calculations
1.3 Materials and material protection
5.1 General
1.4 Definitions
5.2 Load cases and design loads
1.5 Intact stability of tankers during liquid
transfer operations 5.3 Allowable stresses
Section 2 : Ship Arrangement Section 6 : Pumping and Piping Systems
2.1 Location and separation of spaces 6.1 Cargo pump rooms
2.2 Tank arrangement 6.2 Piping systems for bilge, ballast, oil fuel etc.
2.3 Arrangement for access in the cargo area 6.3 Steam connection to cargo tanks
and forward spaces
6.4 Equipment in dangerous spaces
2.4 Technical provisions for means of access for
inspections 6.5 Non-sparking fans
2.5 Equipment in tanks and cofferdams 6.6 Eathing and bonding of cargo tanks and
piping systems for cargo of flash point not
2.6 Chain locker, anchor windlass and exceeding 60°C
emergency fire pump
2.7 Testing of cargo, ballast tanks and other Section 7 : Cargo Handling Systems
spaces in cargo region
7.1 General
2.8 Emergency towing arrangements
7.2 Cargo pumps
2.9 Cargo manifold gutter bars - freeing
arrangements and intact stability 7.3 Cargo piping systems
7.4 Remote control of valves

Section 3 : Longitudinal Strength
7.5 Cargo handling controls
3.1 General
7.6 Integrated cargo and ballast systems on
3.2 Loading conditions tankers
Section 4 : Hull Structure Section 8 : Gas Freeing and Venting of Cargo

Tank
4.1 General
8.1 Cargo tank venting
4.2 Bottom structure
8.2 Cargo tank purging and/or gas freeing
4.3 Side structure
8.3 Inerting, ventilation and gas measurement
4.4 Deck structure detection of double hull and double bottom
spaces

Page 3 of 15
___________________________________________________________________________________
8.4 12.4 Slop tanks
12.5 Cargo piping

Section 9 : Cargo Tank Level Measurement
9.1 General Section 13 : Requirements Concerning use

of Crude Oil or Slops as Fuel for Tanker
Boilers
Section 10 : Cargo Heating Arrangements
10.1 General Section 14 : Requirements for Asphalt

Carriers
Section 11 : Inert Gas Systems 14.1 General
11.1 General 14.2 Arrangement
14.3 Structure
Section 12 : Ships for Carriage of Oil or Dry
Cargo in Bulk 14.4 Machinery and Systems
12.1 General
Appendix A : List of oils*
12.2 Structural arrangement
Appendix B : List of cargoes other than oils
12.3 Hatch covers which can be carried on oil tankers
Chapter 3 : Chemical Carriers
Introduction 2.4 Conditions of loading
Preamble (To the IBC Code) 2.5 Damage assumptions
Section 1 : General 2.6 Location of cargo tanks
1.1 Application 2.7 Flooding assumptions
1.2 Hazards 2.8 Standard of damage
1.3 Definitions 2.9 Survival requirements
1.4 Equivalents
Section 3 : Ship Arrangements
1.5 Surveys and certification
3.1 Cargo segregation
IR 1.6 Plans and particulars
3.2 Accommodation, service and machinery
spaces and control stations
Section 2 : Ship Survival Capability and
Location of Cargo Tanks 3.3 Cargo pump-rooms
2.1 General 3.4 Access to spaces in the cargo area
2.2 Freeboard and stability 3.5 Bilge and ballast arrangements
2.3 Shipside discharges below the freeboard 3.6 Pump and pipeline identification
deck

Part 5
3.7 Bow or stern loading and unloading 8.6 Cargo tank gas-freeing
arrangements
IR3.8 Emergency towing arrangement (ETA) Section 9 : Environmental Control
9.1 General
Section 4 : Cargo Containment
9.2 Environmental control requirements for
4.1 Definitions individual products
4.2 Tank type requirements for individual

products Section 10 : Electrical Installations
10.1 General
Section 5 : Cargo Transfer
10.2 Bonding
5.1 Piping scantlings
10.3 Electrical requirements for individual
5.2 Piping fabrication and joining details products
5.3 Flange connections

Section 11 : Fire Protection and Extinction
5.4 Test requirements for piping
11.1 Application
5.5 Piping arrangements
11.2 Cargo pump-rooms
5.6 Cargo transfer control systems
11.3 Cargo area
5.7 Ship's cargo hoses
11.4 Special requirements
IR5.8 Integrated cargo and ballast system
Section 12 : Mechanical Ventilation in the

Section 6 : Materials of Construction, Cargo Area
Protective Linings and Coatings
12.1 Spaces normally entered during cargo
handling operation
Section 7 : Cargo Temperature Control
12.2 Pump-rooms and other enclosed spaces
7.1 General normally entered
7.2 Additional requirements 12.3 Spaces not normally entered
Section 8 : Cargo Tank Venting and Gas- Section 13 : Instrumentation

freeing Arrangement
13.1 Gauging
8.1 Application
13.2 Vapour detection
8.2 Cargo tank venting
8.3 Types of tank venting systems Section 14 : Personnel Protection
8.4 Venting requirements for individual products 14.1 Protective equipment
8.5 Cargo tank purging 14.2 Safety equipment

Page 5 of 15
___________________________________________________________________________________
14.3 Emergency equipment 16.1 Maximum allowable quantity of cargo per
tank
Section 15 : Special Requirements 16.2 Cargo information
15.1 General 16.3 Personnel training
15.2 Ammonium nitrate solution (93% or less) 16.4 Opening of and entry into cargo tanks
15.3 Carbon disulphide 16.5 Stowage of cargo samples
15.4 Diethyl ether 16.6 Cargoes not to be exposed to excessive

heat
15.5 Hydrogen peroxide solutions
15.6 Motor fuel anti-knock compounds Section 17 : Summary of Minimum

(containing lead alkyls) Requirements
15.7 Phosphorus, yellow or white 17.1 General
15.8 Propylene oxide and mixtures of ethylene

oxide/propylene oxide with an ethylene oxide Section 18 : List of Products to which this
content of not more than 30% by mass Chapter does not Apply
15.9 Sodium chlorate solution (50% or less by

mass) Section 19 : Index of Products Carried in
Bulk
15.10 Sulphur liquid (molten)
19.1 General
15.11 Acids
15.12 Toxic products Section 20 : Transport of Liquid Chemical

Wastes
15.13 Cargoes protected by additives
20.1 Preamble
15.14 Cargoes with a vapour pressure greater
than 0.1013 MPa absolute at 37.8C 20.2 Definitions
15.15 Hydrogen sulphide (H2S) detection 20.3 Applicability

equipment for bulk liquids
20.4 Permitted shipments
15.16 Cargo contamination
20.5 Documentation
15.17 Increased ventilation requirements
20.6 Classification of liquid chemical wastes
15.18 Special cargo pump-room requirements
20.7 Carriage and handling of liquid chemical
15.19 Overflow control wastes
15.20 Alkyl (C7-C9) nitrates, all isomers

Section 21 : Inert Gas Systems
15.21 Temperature sensors
IR21.1 Application
Section 16 : Operational Requirements 21.2 Operation of inert gas systems
IR 16.1 General

Part 5
Chapter 4 : Liquefied Gas Carriers
Introduction 3.4 Cargo control rooms
IR1.0 General 3.5 Access to spaces in the cargo area
IR2.0 Classification and class notations 3.6 Air-locks
3.7 Bilge, ballast and oil fuel arrangements

Preamble (To the IGC Code)
3.8 Bow or stern loading and unloading
arrangements
Section 1 : General
IR 3.9 Emergency towing arrangement (ETA)
1.0 Goal
IR 3.10 Hull construction
1.1 Application and implementation
1.2 Definitions Section 4 : Cargo Containment
1.3 Equivalents 4.0 Goal
1.4 Surveys and certification 4.1 Definitions
IR 1.5 Plans 4.2 Application
Part A – Cargo Containment

Section 2 : Ship Survival Capability and
Location of Cargo Tanks 4.3 Functional requirements
2.0 Goal 4.4 Cargo containment safety principles
2.1 General 4.5 Secondary barriers in relation to tank types
2.2 Freeboard and stability 4.6 Design of secondary barriers
2.3 Damage assumptions 4.7 Partial secondary barriers and primary

barrier small leak protection system
2.4 Location of cargo tanks
4.8 Supporting arrangements
2.5 Flooding assumptions
4.9 Associated structure and equipment
2.6 Standard of damage
4.10 Thermal insulation
2.7 Survival requirements
Part B – Design Loads
Section 3 : Ship Arrangements 4.11 General
3.0 Goal 4.12 Permanent loads
3.1 Segregation of the cargo area 4.13 Functional loads
3.2 Accommodation, service and machinery 4.14 Environmental loads

spaces and control stations
4.15 Accidental loads
3.3 Cargo machinery spaces and turret
compartments Part C – Structural Integrity

Page 7 of 15
___________________________________________________________________________________
4.16 General 5.10 Installation requirements for cargo piping
outside the cargo area
4.17 Structural analyses
5.11 Piping system component requirements
4.18 Design conditions
5.12 Materials
Part D – Materials and Construction
5.13 Testing requirements
4.19 Materials
4.20 Construction processes Section 6 : Materials of Construction and

Quality Control
Part E – Tank Types
6.0 Goal
4.21 Type A independent tanks
6.1 Definitions
4.22 Type B independent tanks
6.2 Scope and general requirements
4.23 Type C independent tanks
6.3 General test requirements and specifications
4.24 Membrane tanks
6.4 Requirements for metallic materials
4.25 Integral tanks
Table 6.1
4.26 Semi-membrane tanks
Table 6.2
Part F - Cargo containment systems of novel
configuration Table 6.3
4.27 Limit state design for novel concepts Table 6.4
Part G – Guidance Table 6.5
4.28 Guidance notes for Sec 4 6.5 Welding of metallic materials and non-
destructive testing
Section 5 : Process Pressure Vessels and 6.6 Other requirements for construction in
Liquid, Vapour and Pressure Piping Systems metallic materials
5.0 Goal 6.7 Non-metallic materials
5.1 General
Section 7 : Cargo Pressure / Temperature
5.2 System requirements Control
5.3 Arrangements for cargo piping outside the 7.0 Goal

cargo area
7.1 Methods of control
5.4 Design pressure
7.2 Design of systems
5.5 Cargo system valve requirements
7.3 Reliquefaction of cargo vapours
5.6 Cargo transfer arrangements
7.4 Thermal oxidation of vapours
5.7 Installation requirements
7.5 Pressure accumulation systems
5.8 Piping fabrication and joining details
7.6 Liquid cargo cooling
5.9 Welding, post-weld heat treatment and non-
destructive testing 7.7 Segregation

Part 5
7.8 Availability 11.3 Water spray system
11.4 Dry chemical powder fire extinguishing

Section 8 : Vent Systems for Cargo systems
Containment
11.5 Enclosed spaces containing cargo handling
8.0 Goal equipment
8.1 General 11.6 Fire fighter’s Outfits
8.2 Pressure relief systems

Section 12 : Artificial Ventilation in the Cargo
8.3 Vacuum protection systems Area
8.4 Sizing of pressure relieving system 12.0 Goal
IR8.5 Sizing of pressure relief systems for 12.1 Spaces required to be entered during
interbarrier spaces normal cargo handling operations
12.2 Spaces not normally entered

Section 9 : Cargo Containment System
Atmosphere Control
Section 13 : Instrumentation and Automation
9.0 Goal Systems
9.1 Atmosphere control within the cargo 13.0 Goal

containment system
13.1 General
9.2 Atmosphere control within the hold spaces
(cargo containment systems other than Type C 13.2 Level indicators for cargo tanks
independent tanks)
13.3 Overflow control
9.3 Environmental control of spaces surrounding
Type C independent tanks 13.4 Pressure monitoring
9.4 Inerting 13.5 Temperature indicating devices
9.5 Inert gas production on board 13.6 Gas detection
13.7 Additional requirements for containment

Section 10 : Electrical Installations systems requiring a secondary barrier
10.0 Goal 13.8 Automation systems
10.1 Definitions 13.9 System integration
10.2 General requirements

Section 14 : Personnel Protection
Section 11 : Fire Protection and Extinction 14.0 Goal
11.0 Goal 14.1 Protective Equipment
11.1 Fire safety requirements 14.2 First-aid equipment
11.2 Fire mains and hydrants 14.3 Safety equipment
IR11.2 Maximum capacity calculation for 14.4 Personnel protection requirement for
emergency pump: individual products

Page 9 of 15
___________________________________________________________________________________
Section 15 : Filling Limits for Cargo Tanks 17.9 Flame screens on vent outlets
15.0 Goal 17.10 Maximum allowable quantity of cargo per

tank
15.1 Definitions
17.11 Cargo pumps and discharge
15.2 General requirements arrangements
15.3 Default filling limit 17.12 Ammonia
15.4 Determination of increased filing limit 17.13 Chlorine
15.5 Maximum loading limit 17.14 Ethylene oxide
15.6 Information to be provided to the master 17.15 Separate piping systems
17.16 Methyl acetylene-propadiene mixtures

Section 16 : Use of Cargo as Fuel
17.17 Nitrogen
16.0 Goal
17.18 Propylene oxide and mixtures of ethylene
16.1 General oxide-propylene oxide with ethylene oxide
content of not more than 30 per cent by weight
16.2 Use of cargo vapour as fuel
17.19 Vinyl chloride
16.3 Arrangement of spaces containing gas
consumers 17.20 Mixed C4 cargoes
16.4 Gas fuel supply 17.21 Carbon dioxide: high purity
16.5 Gas fuel plant and related storage tanks 17.22 Carbon dioxide: reclaimed quality
16.6 Special requirements for main boilers

Section 18 : Operating Requirements
16.7 Special requirements for gas-fired internal
combustion engines 18.0 Goal
16.8 Special requirements for gas turbine 18.1 General
16.9 Alternative fuels and technologies 18.2 Cargo operations manuals
18.3 Cargo information

Section 17 : Special Requirements
18.4 Suitability of carriage
17.0 Goal
18.5 Carriage of cargo at low temperature
17.1 General
18.6 Cargo transfer operations
17.2 Materials of construction
18.7 Personnel training
17.3 Independent tanks
18.8 Entry into enclosed spaces
17.4 Refrigeration systems
18.9 Cargo sampling
17.5 Cargoes requiring type 1G ship
18.10 Cargo emergency shutdown (ESD)
17.6 Exclusion of air from vapour spaces system
17.7 Moisture control 18.11 Hot work on or near cargo containment

systems
17.8 Inhibition

Part 5
18.12 Additional operating requirements Appendix 4 of IGC Code – Non-Metallic

Materials
Section 19 : Summary of Minimum Appendix 5 of IGC Code – Standard for the

Requirements use of limit state methodologies in the
design of cargo containment systems of
19.1 General novel configuration
Chapter 5 : Container Ships
Section 1 : General 4.9 Direct calculation of shear flow
1.1 Application
Section 5 : Local Structure
1.2 Documentation
1.3 Materials and protection
5.2 Side structure
Section 2 : Usage of Extremely Thick Plates 5.3 Deck structure

of High Strength Steels
5.4 Bulkheads
2.1 General
2.2 Hull structural design requirements for EH47 Section 6 : Buckling Capacity
Grade steel
6.1 Elementary plate panel
2.3 Measures to prevent brittle fracture
6.2 Buckling capacity of plates
Section 3 : Ship Arrangement 6.3 Buckling capacity of overall stiffened panel
3.1 General 6.4 Buckling capacity of longitudinal stiffeners
3.2 Non-weathertight hatch covers above

superstructure deck Section 7 : Ultimate Hull Girder Strength
Assessment
3.3 Ships with large hatch openings
7.1 General
Section 4 : Hull Girder Strength 7.2 Incremental iterative method
4.1 General 7.3 Alternative methods
4.2 Application
Section 8 : Load Cases for Finite Element
4.3 Corrosion margin and net thickness Analysis
4.4 Loads 8.1 General
4.5 Hull girder stress 8.2 Definitions
4.6 Strength assessment 8.3 Analysis
4.7 Hull girder ultimate strength 8.4 Load principles
4.8 Requirements for large container ships 8.5 Load components

Page 11 of 15
___________________________________________________________________________________
8.6 Loading conditions
9.1 General
8.7 Wave conditions
9.2 Stowage arrangement
Section 9 : Container Stowage and Securing 9.3 Securing systems

Arrangement
Chapter 6 : Passenger Vessels
Section 1 : General
1.1 Application
1.2 Documentation
3.3 Side structure
Section 2 : Ship Arrangement 3.4 Deck structure
2.1 Structural configuration 3.5 Bulkhead structure
2.2 Machinery, control and electrical 3.6 Superstructures

arrangement
2.3 Fire safety measures Section 4 : Openings and their Closing

Appliances
2.4 Flooding detection system
4.1 Openings on ship sides
2.5 System capabilities and operational
information after a flooding casualty 4.2 Openings on the deck
4.3 Watertight integrity above bulkhead deck

Section 3 : Hull Structure
Chapter 7 : Tugs
Section 1 : General 2.6 Machinery casings, emergency exits,

scuttles, air pipes, ventilators & bulwark etc.
1.1 Application
2.7 Sternframe, rudder & steering gear
1.2 Documentation
2.8 Fenders
1.3 Materials
Section 3 : Towing Arrangement

Section 2 : Hull Arrangement and Strength
3.1 General
2.1 General
3.2 Strength of towing gear and supporting
2.2 Longitudinal strength structure
2.3 Bottom structure 3.3 Quick release devices for tow hooks
2.4 Side structure 3.4 Safety devices for towing winches
2.5 Deck structure 3.5 Testing

Part 5
3.6 Towing winch emergency release systems Section 6 : Additional Requirements for
on ships performing towing operations within Escort Tugs
close quarters, ports or terminals
6.1 General
Section 4 : Stability 6.2 Definitions
4.1 General 6.3 Documentation
6.4 Calculation of Escort forces

Section 5 : Tests and Trials
6.5 Stability
5.1 Towing gear
6.6 Equipment for escort operations
5.2 Bollard pull test procedure
6.7 Simulations, Tests and Trials
5.3 Additional trial requirements for assignment
of ‘ESCORT’ notation 6.8 Escort equipment testing
Chapter 8 : Offshore Support Vessels
Section 1 : General Section 3 : Offshore Support Vessels

(Anchor Handling)
1.1 Application
3.1 General
1.2 Class Notations
3.2 Stability
1.3 Selection of additional notations
3.3 Vessel Design
1.4 Requirements of Administrations
3.4 Anchor Handling Gear
Section 2 : Offshore Support Vessels 3.5 Tests

(Supply)
2.1 Application Section 4 : Safety Standby Rescue Vessels
2.2 Class Notation 4.1 General
2.3 Documentation 4.2 Definitions
2.4 Ship Arrangement and Strength 4.3 General Requirements
2.5 Cargo Tanks and System 4.4 Accommodation for Survivors
2.6 Machinery Arrangement 4.5 Rescue and Safety Equipment
2.7 Anchoring, mooring and towing equipment 4.6 Navigation and Communication Equipment
2.8 Carriage of Hazardous and Noxious Liquid

Substances

Page 13 of 15
___________________________________________________________________________________
Section 5 : Wind Farm Service Vessels
5.4 Requirements for Fender System
5.1 Scope
5.5 Lifting Appliances
5.2 Class Notations
5.3 Requirements for Personnel Transfer

Arrangements, Systems and Equipment
Chapter 9 : Trawlers and Fishing Vessels
Section 1 : General Section 3 : Fish Holds
1.1 Application 3.1 Temporary bulkheads in cargo holds
1.2 Documentation 3.2 Refrigerated fish hold
Section 2 : Hull Arrangement and Strength Section 4 : Pumping and Piping Arrangement
2.1 General 4.1 Piping in way of refrigerated chambers
2.2 Longitudinal strength 4.2 Drainage from refrigerated fish hold
2.3 Bottom and side shell structure 4.3 Bilge arrangements of spaces for carriage of
fish in bulk
2.4 Deck structure
4.4 Drainage arrangement for working deck
2.5 Bulkhead structure
4.5 Alarms and cutouts
2.6 Hull openings and their closing appliances
2.7 Masts and rigging
Chapter 10 : Dredgers
Section 1 : General 2.5 Box keel structure
1.1 Application
Section 3 : Miscellaneous
1.2 Documentation
3.1 Equipment
1.3 Statutory requirements
3.2 Rudders
Section 2 : Hull Arrangement and Strength 3.3 Bulwark and overflow arrangement
2.1 General 3.4 Scuppers, sanitary discharges and side

scuttles
3.5 Ladder wells
2.4 Hopper and well structure

Part 5
Section 4 : Self-Unloading Barges 4.2 Longitudinal strength
4.1 General 4.3 Hinge arrangement
Chapter 11 : Barges and Pontoons
Section 1 : General 4.1 General
1.1 Application 4.2 Internal Combustion Engines
1.2 Documentation 4.3 Generators
4.4 Ventilation
Section 2 : Hull Arrangement and Strength
4.5 Air Pipes
2.1 General
4.6 Sounding Arrangements
4.7 Ballast System
4.8 Bilge System
2.4 End construction
4.9 Fuel Oil System
2.5 Truss arrangements
4.10 Electrical Installations
Section 3 : Pushing, Towing - Devices and 4.11 Additional requirements for Manned
Connecting Elements Barges/ Pontoons
3.1 General
Section 5 : Requirements for
Accommodation Barges/ Pontoons
Section 4 : Machinery and Electrical
Installation 5.1 General
Chapter 12 : Floating Dry Docks
Section 1 : General Section 2 : Hull Arrangement and Strength
1.1 Application 2.1 General
1.2 Documentation 2.2 Longitudinal strength
1.3 Definitions 2.3 Transverse strength
1.4 Freeboard 2.4 Buckling
1.5 Stability 2.5 Local strength
1.6 Immersion trials 2.6 Ventilation and access
1.7 Ocean towage 2.7 Tank testing

Page 15 of 15
___________________________________________________________________________________
Section 3 : Machinery and Electrical 4.1 General
Installations
4.2 Fire protection
3.1 Machinery
4.3 Fire detection systems
3.2 Piping systems
4.4 Fire pumps, hydrants and hoses
3.3 Electrical equipment
4.5 Portable fire extinguishers
Section 4 : Fire Safety 4.6 Fixed gas fire extinguishing systems
Chapter 13 : Pipe Laying and Cable Laying Vessels
Section 1 : General 4.1 Station Keeping
1.1 Application
Section 5 : Pipe Laying Equipment and
1.2 Notations Systems
1.3 Documentation 5.1 General
5.2 Control Systems & Communication

Section 2 : Ship Strength & Arrangements
5.3 Pipe Lay Equipment & Systems
2.1 General
2.2 Cranes Section 6 : Cable laying Equipment and

Systems
2.3 Hull Strength & Design Loads
6.1 General
Section 3 : Stability 6.2 Control Systems & Communication
3.1 General 6.3 Cable-lay Equipment and Systems
Section 4 : Station keeping Section 7 : Tests & Trials
End of Contents

Page 1 of 49
___________________________________________________________________________________
Chapter 1
Dry Bulk Cargo Carriers
Contents
Section
1 General
2 Bulk Carriers
3 Ore Carriers
4 Direct Strength Calculations
5 Hatch Covers and Hatch Coamings of Cargo Holds
Section 1
General
1.1 Application, definitions, class notations apply to bulk carriers of "single side skin
and documentation construction" and of “double side skin
construction” as defined in 1.1.2.3.
1.1.1 Application
1.1.1.4 The applicable requirements of
1.1.1.1 The requirements of this chapter apply in International Maritime Solid Bulk Cargoes
general to all bulk carriers as defined in 1.1.2.1 (IMSBC) Code are also to be complied with.
except for hull structures of those vessels
mentioned in 1.1.1.2 below. The requirements 1.1.2 Definitions
are supplementary to those given for the
assignment of main character of class. 1.1.2.1 Bulk carrier means a ship which is
intended primarily to carry dry cargo in bulk,
1.1.1.2 The IACS common structural rules including such types as ore carriers and
(CSR), for bulk carriers are to be applied to hull combination carriers.
structures of seagoing self propelled bulk
carriers of unrestricted service and having a 1.1.2.2 “Bulk carrier of single side skin
length L of 90 [m] and above, which are construction” means a bulk carrier in which:
constructed generally with single deck, double
bottom, hopper side tanks and topside tanks a) any part of a cargo hold is bounded by the
and with single or double skin construction in side shell; or
cargo area, excluding ore and combination
carriers. The CSR is also applicable to hybrid b) where one or more cargo holds are bounded
bulk carriers, when at least one cargo hold is by a double side skin, the width of which is less
constructed with hopper tank and top side tank. than 760 [mm] in bulk carriers constructed
before 1 January, 2000 and less than 1000 [mm]
Accordingly the following requirements of this in bulk carriers constructed on or after 1
chapter will not apply to CSR bulk carriers: January, 2000 but before 1 July, 2006, the
distance being measured perpendicular to the
Section 1 – Subsections 1.2, 1.3, 1.4 side shell. Such ships include combination
Section 2 – Subsections 2.1 to 2.11 carriers in which any part of a cargo hold is
Section 3 – All subsections (3.1 to 3.6) bounded by the side shell.
Section 4 – All subsections (4.1 to 4.3)
Section 5 – All subsections (5.1 to 5.6). 1.1.2.3 “Bulk carriers of double side skin
construction” means a bulk carrier in which all
1.1.1.3 The requirements of SOLAS Chapter XII cargo holds are bounded by a double-side skin,
- Additional safety measures for bulk carriers, other than as defined in b) above.

Chapter 1 Part 5
Page 2 of 49 Dry Bulk Cargo Carriers
1.1.2.4 “Double side skin” means a configuration be specified) ... may be empty" implies that the
where each ship side is constructed by the side vessel is also designed for heavy bulk cargo
shell and longitudinal bulkhead connecting the loading in non-homogeneous loading conditions
double bottom and the deck. Hopper side tanks with approved arrangement of empty holds at
and top-side tanks may, where fitted, be integral the fully loaded draught TL. Where found
parts of the double side skin construction. appropriate, the 'specification' of empty hold(s)
Double side skin construction is to comply with may be suitably worded to include the requested
the requirements of 1.8. combinations of empty holds. e.g. "(Any hold
may be empty)" or "(Holds 2, 4, 6 or 3, 5, 7 may
1.1.3 Class notations be empty)".
1.1.3.1 When the IACS Common Structural 1.1.3.6 Assignment of class notation ESP
Rules (CSR) are applied as mentioned in 1.1.1.2 (Enhanced Survey Program) is mandatory for
above, the vessel will be eligible to be assigned the following:
class notation ‘CSR’ and additional notations as
per the Common Structural Rules, as applicable. a) sea going self-propelled bulk carriers
of single or double skin construction in
1.1.3.2 In general, bulk carriers other than those cargo length area, with single deck,
to which CSR is applied built in compliance with double bottom, hopper side tanks and
the above requirements, as applicable, will be topside tanks and intended primarily to
eligible to be assigned one of the following class carry dry cargoes in bulk. Typical cross
notations: sections of such bulk carriers are given
in Fig.1.1.3.6a. Bulk Carriers as
BULK CARRIER, ESP described above will be eligible to be
BULK CARRIER, "Strengthened for heavy assigned class notation “BULK
Cargoes", ESP CARRIER, ESP ”Class notation ‘ESP’
BULK CARRIER, "Strengthened for heavy may be assigned to other types of bulk
Cargoes, hold(s) ... (to be specified) ... may be carriers, when required by the
empty", ESP. Administration.
1.1.3.3 The notation "BULK CARRIER" implies b) sea going self propelled ore carriers
that the vessel is largely designed for with single deck, two longitudinal
homogeneous loading in all holds and any hold bulkheads and a double bottom
may be filled up to the top of hatch coaming with throughout the cargo length area and
bulk cargo of density at least upto 0.8 [t/m3] intended primarily to carry ore cargoes
when draught in way of the hold is 0.6TL or in the centre holds only. Typical midship
more. It is also implied that no hold will be empty section of such ore carriers is given in
when the draught in way of the hold is greater Fig 1.1.3.6b. Ore carriers as described
than 0.6TL. above will be eligible to be assigned
class notation "ORE CARRIER, ESP".
1.1.3.4 The notation "BULK CARRIER",
"Strengthened for heavy cargoes" implies that c) sea going self propelled self-
the vessel is designed for heavier bulk cargo unloading bulk carriers with single deck,
loadings due to uneven distributions among the double bottom, hopper side tanks and
cargo holds and any hold may be filled up to the topside tanks and with single or double
top of hatch coaming with bulk cargo of density side skin construction in cargo length
at least upto 1.0 [t/m3] when draught in way of area and intended to carry and self-
the hold is 0.8TL or more. It is also implied that unload dry cargoes in bulk. Typical
no hold will be empty when the draught in way midship sections are given in Fig
of the hold is greater than 0.8TL. 1.1.3.6c. Self-unloading bulk carriers as
described above will be eligible to be
1.1.3.5 The notation "BULK CARRIER", assigned class notation “SELF-
"Strengthened for heavy cargoes, hold(s) ... (to UNLOADERS, ESP “

Page 3 of 49
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Fig 1.1.3.6a : Bulk Carriers
Fig 1.1.3.6b : Ore Carriers
Fig 1.1.3.6c : Self-Unloading Bulk Carriers
1.1.4 Documentation c) Design values of maximum density of bulk

cargo to be carried in each hold when the
1.1.4.1 The following additional documents are cargo is filled upto top of the hatch coaming.
to be submitted for approval, as applicable: Corresponding angles of repose to be
indicated.
a) Plan showing the cross sections taken at
mid-length of each hold and the hold d) Details of all (mandatory and other
capacities upto the top of hatch coaming. envisaged) homogeneous and/or non-
homogeneous loading conditions giving
b) Maximum allowable and minimum required various combinations of filling levels in
mass of cargo and double bottom contents holds, combinations of empty and loaded
of each hold as a function of the draught at holds including possible part
mid-hold position. loading/unloading conditions in the
homogeneous mode and loading conditions

Chapter 1 Part 5
where two adjacent holds are loaded fully draught, this is to be clearly stated in the
with adjacent holds empty (block loading). In loading manual;
ballast conditions where water ballast is
intended to be carried in holds, details of e) Maximum allowable and minimum required
filling levels are to be included. Calculations mass of cargo and double bottom contents
of still water bending moments and shear of each hold as a function of the draught at
forces in these conditions are to be mid-hold position.
submitted along with the limiting values to
be included in the loading manual and the f) Maximum allowable and minimum required
loading instrument. mass of cargo and double bottom contents
of any two adjacent holds as a function of
e) Where applicable, calculations of still water the mean draught in way of these holds.
bending moments and shear forces in This mean draught may be calculated by
flooded conditions, as detailed in 2.2.2 to averaging the draught of the two mid-hold
2.2.6. positions.
f) Typical cargo loading/unloading sequences g) Maximum allowable tank top loading

and sequences for change of ballast at sea together with specifications of the nature of
as indicated in 1.2.1(h) and (i) respectively. the cargo for cargoes other than bulk
cargoes;
1.2 Loading guidance information -
additional requirements h) Maximum allowable load on deck and hatch
covers. If the vessel is not approved to carry
1.2.1 Bulk carriers, ore carriers and combination load on the deck or hatch covers, this is to
carriers of length 150 [m] and above, are to be clearly stated in the loading manual;
comply with the following in addition to the
general requirements given in Pt.3, Ch.5. i) The maximum rate of ballast change
together with the advice that a load plan is
i) The loading manual is to contain the to be agreed with the terminal on the basis
additional information as per 1.2.2 and of the achievable rates of change of ballast.
also include additional loading
conditions given in 1.2.3; and 1.2.3 The following additional conditions,
subdivided into departure and arrival conditions
ii) The computer-based loading instrument as appropriate, are to be included in the Loading
is to have additional capabilities as per Manual:
1.2.4 and its approval is to subjected to
the additional conditions of approval a) Alternate light and heavy cargo loading
given in 1.2.5. conditions at maximum draught, where
applicable;
1.2.2 Loading manual shall contain complete
information with respect to: b) Homogeneous light and heavy cargo
loading conditions at maximum draught;
a) The loading conditions on which the design
of the ship has been based, including c) Ballast conditions. For vessels having
permissible limits of still water bending ballast holds adjacent to topside wing,
moments and shear forces; hopper and double bottom tanks, it shall be
strengthwise acceptable that the ballast
b) The results of the calculations of still water holds are filled when the topside wing,
bending moments, shear forces and where hopper and double bottom tanks are empty.
applicable, limitations due to torsional loads; Partial filling of the peak tanks is not
acceptable in the design ballast conditions
c) Where the longitudinal strength in flooded unless effective means are provided to
condition is required to be checked prevent accidental overfilling;
according to 2.2.2, envelope results and
permissible limits of still water bending d) Short voyage conditions where the vessel is
moments and shear forces in the hold to be loaded to maximum draught but with
flooded condition; limited amount of bunkers;
d) The cargo hold(s) or combination of cargo e) Multiple port loading/unloading conditions;

holds that might be empty at full draught. If
no cargo hold is allowed to be empty at full f) Deck cargo conditions, where applicable;

Page 5 of 49
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g) Typical loading/unloading sequences as - The mass of cargo and double bottom
detailed in 1.2.4; contents of any two adjacent holds as a
function of the mean draught in way of these
h) Typical sequences for change of ballast at holds;
sea, where applicable.
- Where the longitudinal strength in flooded
1.2.4 Typical loading/unloading sequences are condition is required to be checked
to be prepared, considering the various according to 2.2.2, the still water bending
intermediate stages from commencement to moment and shear forces in the hold
completion of the loading/unloading operation flooded conditions are within permissible
relevant to all envisaged loading conditions values.
including the following:
1.2.6 The approval of loading instrument is to be
- alternate light and heavy cargo load based on the following additional conditions, as
condition, applicable:
- homogeneous light and heavy cargo load
condition, a) Acceptance of hull girder bending moment
- short voyage condition where the ship is limits for all read-out points.
loaded to maximum draught but with limited
bunkers, b) Acceptance of hull girder shear force limits
- multiple port loading/unloading condition, for all read-out points.
- deck cargo condition,
- block loading. c) Acceptance of limits for mass of cargo and
double bottom contents of each hold as a
The loading/unloading sequences may be port function of draught.
specific or typical.
Acceptance of limits for mass of cargo and
The sequence is to be built up step by step from double bottom contents in any two adjacent
commencement of cargo loading to reaching full holds as a function of draught.
deadweight capacity. Each time the loading
equipment changes position to a new hold 1.3 Design loads in cargo holds
defines a step. Each step is to be documented
and submitted. In addition to longitudinal 1.3.1 Definitions
strength, the local strength of each hold is to be
considered. f = value of maximum density of bulk cargo to
be carried in the hold under consideration when
For each loading condition a summary of all cargo is filled upto the top of hatch coaming in
steps is to be included. This summary is to any loading condition.
highlight the essential information for each step
such as: Note : Unless the ship is designed to carry, in
non-homogeneous conditions, only iron ore or
- How much cargo is filled in each hold during cargo of density equal to or more than 1.78
the step. [t/m3], the maximum mass of cargo allowed to
be carried in a cargo hold in any loading
- How much ballast is discharged from each condition, shall also be considered to fill that
ballast tank during the step. hold upto the top of hatch coaming.
- The maximum still water bending moment h = The density of cargo in a heavy bulk cargo
and shear at the end of the step. loading condition.
- The ship's trim and draught at the end of the hc = Height from the load point to be actual
step. cargo surface corresponding to the required
cargo volume (max. heavy bulk cargo mass/h)
1.2.5 The digital loading instrument shall also be and the angle of repose of the cargo.
capable of ascertaining, as applicable, the
following: H = height [m], from the load point to the top of
hatch coaming.
- The mass of cargo and double bottom
contents in way of each hold as a function of Mh = maximum cargo mass [tonnes], to be
the draught at mid-hold position; carried in the hold under consideration when
carrying heavy bulk cargo of density h [t/m3].

Chapter 1 Part 5
hc = height [m], from the load point to the actual  = angle of repose of bulk cargo in degrees,
cargo surface corresponding to the cargo generally not to be taken greater than that given
volume (Mh/h) [m3] in the hold and the angle of in Table 1.3.1:
repose.
Table 1.3.1 : Characteristics of select bulk cargoes
Bulk cargo Angle of repose Permea-bility  Bulk density c [t/m3]

maximum [degrees] minimum
Iron ore 35 0.3 3.0
Cement 25 0.3 1.3
Coal 20 0.3 0.9
Grain 20 0.5 0.8
1.3.2 In intact conditions, pressure at a load

point on inner bottom and sloping or vertical
bulkheads due to dry bulk cargo is to be taken
as:
c = C . q (go + 0.5 av) 10-3 [N/mm2]
where,
C = 1.0 for inner bottom
= Tan2(45 - /2) for vertical bulkheads
= Sin2 . Tan2(45 - /2) + Cos2 for sloping

bulkheads df is taken as follows:
 = angle of sloping bulkhead with the horizontal a) For bulk carriers in general
plane, [degrees]
- D [m] for the foremost hold and for the
q = f . H [t/m2], or transverse bulkhead between the two
foremost holds
= h . hc [t/m2]; whichever is greater. - 0.9D [m] for other holds and for other
transverse bulkheads.
go = 9.81 [m/s2]
b) For bulk carriers which have been assigned
av = vertical acceleration [m/s2] as given in Pt.3, type B-0 freeboard and are of DWT <
Ch.4, Sec.2.3. 50,000 [tonnes]
1.3.3 The design loads for hold-flooded - 0.95D [m] for the foremost hold and for
conditions, when required, are to be taken as the transverse bulkhead between the
per Table 1.3.3 and Fig.1.3.3. two foremost holds
- 0.85D [m] for the other holds and for
In this context, the flooded waterline is to be other transverse bulkheads.
considered at a distance df [m] measured
vertically above the baseline with the ship in 1.3.4 Where the ship is to carry cargoes having
upright position. bulk density less than 1.78 [t/m3], in non-
homogeneous condition, the distance df in (a)
and (b) above may be reduced by 0.05D.

Page 7 of 49
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Table 1.3.3 : Design loads on bulkheads in flooded conditions (See Note 1)
Pressure, pc,f at a load point on Total force, on a corrugation

Condition sloping or vertical bulkheads [kN]
[N/mm2]
I. Flooding of a hold already
loaded with bulk cargo
a) When the flooded i) for load points located above s

waterline is above the the mean plane of cargo surface Fc,f  [0.01 (d f  d cm ) 2
mean plane of cargo in 2
hold surface i.e. pc,f = 0.01 hf
when df  d1  {0.01 (d f  d cm )
ii) for load points located below
the mean plane of cargo surface  (p c,f ) le } (d cm  d le )]
in hold
pc,f = 0.01 hf + [go . c -

10 (1 - )] hcm.C.10-3
b) When the flooded i) for load points located above s

waterline is below the the flooded waterline Fc,f  [c . go.C (dcm  df )2
2
mean plane of cargo
surfaces in a hold i.e.
p c,f   c . g o . h cm . C.10 3
when df < d1  10 3  { c .g o .C (d cm  d f )
ii) for load points located below
the flooded waterline
10 3  (p c,f ) le }(d f  d le )]
p c,f  0.01 h f  [g o .  c .
h cm  10 (1   ) h f ] . C .10 3
II. Flooding of an empty hold pf = 0.01 hf Ff = 0.005 . s . (df - dle)2
III. Hold (loaded with bulk For calculation of the resultant loads in flooded conditions in
cargo) adjacent to the homogeneous mode as per 2.10.7
flooded hold
p c   c . g o . h cm . C .10 3 Fc  0.5  c . g o . s . C .
(d cm  d le ) 2 . 10 3
df = as defined in 1.3.3 and where applicable, reduced as per 1.3.4
c = density [t/m3] of the bulk cargo in the hold. Unless the ship is designed to carry, in non-homogeneous conditions,
only iron ore or cargo of bulk density equal to or greater than 1.78 [t/m3], the maximum mass of cargo which may be
carried in the hold shall also be considered to fill that hold up to the top of hatch coaming. Also see Table 1.3.1.
hf = distance [m] from the load point to the flooded waterline
hcm = distance [m] from the load point to the mean plane of cargo surface
 = permeability of the bulk cargo considered, also see Table 1.3.1
dcm = distance of mean plane of cargo surface from base line [m] see Fig.1.3.3
dle = distance of lower end of bulkhead, from base line [m]
= sum of height of the double bottom 'hDB' and the mean height of lower stool 'hLS'
s = corrugation spacing [mm], S1 as indicated in Fig.2.9.1
Note 1 : Most severe combinations of cargo induced loads and flooding loads are to be determined and used.
See 2.10.4.

Chapter 1 Part 5
1.4 Requirements for the fitting of a

forecastle for bulk carriers, ore carriers and - the standard height of a superstructure as
combination carriers specified in the International Convention on
Load Line 1966 and its Protocol of 1988, or
1.4.1 All vessels with any of the following class
notations are to be fitted with an enclosed - Hc + 0.5 [m], where Hc is the height of the
forecastle on the freeboard deck as detailed in forward transverse hatch coaming of the
1.4.2 : foremost cargo hold
‘BULK CARRIER’ whichever is the greater.

BULK CARRIER “Strengthened for
heavy cargoes” 1.4.3 Reduced horizontal loading on the forward
BULK CARRIER “Strengthened for transverse hatch coaming and hatch cover of
heavy cargoes, hold(s) …. may be the foremost cargo hold as per 5.4.1 and 5.5.2
empty” due to the shielding effect provided by the
‘ORE CARRIER’, ‘ORE OR OIL forecastle, can be considered only for all points
CARRIER’, ‘OIL OR BULK CARRIER’. of the aft edge of the forecastle deck:
1.4.2 The forecastle is to be located on the l F  5 HF  H c

freeboard deck with its aft bulkhead fitted in way
or aft of the collision bulkhead as shown in where,
Fig.1.4.2.
lf, HF and Hc are as shown in Fig.1.5.2.
However, if this requirement hinders hatch cover
operation, the aft bulkhead of the forecastle may 1.4.4 A breakwater is not to be fitted on the
be fitted forward of the forward bulkhead of the forecastle deck with the purpose of protecting
foremost cargo hold provided the forecastle the hatch coaming or hatch covers. If fitted for
length is not less than 7% of ship length abaft other purposes, it is to be located such that its
the forward perpendicular where the ship length upper edge at centre line is not less than HB /
and forward perpendicular are defined in the tan 20 forward of the aft edge of the forecastle
International Convention on Load Line 1966 and deck, where HB is the height of the breakwater
its Protocol 1988. above the forecastle (See Fig.1.4.2).
The forecastle height HF above the main deck is

to be not less than:
Fig.1.4.2

Page 9 of 49
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1.5 Arrangements for access in the cargo access to the other parts of the tank, at least two
area and forward spaces hatchways and ladders are to be fitted.
1.5.1 The requirements in 1.5 and 1.6 apply to 1.5.6 Each cargo hold is to be provided with at
bulk carriers of single or double side skin least two means of access as far apart as
construction, with double bottom, hopper side practicable. In general, these accesses should
tanks and top side tanks fitted below the upper be arranged diagonally, for example one access
deck, ore carriers and combinations carriers of near the forward bulkhead on the port side, the
20,000 gross tonnage and over. other one near the aft bulkhead on the starboard
side.
1.5.2 Each space is to be provided with a means
of access to enable, throughout the life of the 1.5.7 For access through horizontal openings,
ship, overall and close-up inspections and hatches or manholes, the dimensions are to be
thickness measurements of the ship’s sufficient to allow a person wearing a self-
structures. Such means of access are to comply contained air-breathing apparatus and protective
with the requirements of the Technical equipment to ascend or descend any ladder
provisions for means of access for inspections, without obstruction and also provide a clear
specified in 1.6 opening to facilitate the hoisting of an injured
person from the bottom of the space.
Where a permanent means of access may be
susceptible to damage during normal cargo 1.5.8 A ship’s means of access to carry out
loading and unloading operations or where it is overall and close-up inspections and thickness
impracticable to fit permanent means of access, measurements is to be described in a Ship
the provision of movable or portable means of Structure Access Manual which is to consist of
access, as specified in 1.6 may be considered, two parts.
provided that the means of attaching, rigging,
suspending or supporting the portable means of The first part should include the following for
access forms a permanent part of the ship’s each space:
structure. All portable equipment may be
capable of being readily erected or deployed by a) plans showing the means of access to the
ship’s personnel. space, with appropriate technical
specifications and dimensions;
Each space for which close-up inspection is not
required such as fuel oil tanks and void spaces b) plans showing the means of access within
forward of cargo area, may be provided with a each space to enable an overall inspection
means of a access necessary for overall survey to be carried out, with appropriate technical
intended to report on the overall conditions of specifications and dimensions. The plans
the hull structure. are to indicate from where each area in the
space can be inspected;
1.5.3 The construction and materials of all
means of access and their attachment to the c) plans showing the means of access within
ship’s structure are to be approved by IRS. the space to enable close-up inspection to
be carried out, with appropriate technical
1.5.4 Access to cargo holds, cofferdams, ballast specifications and dimensions. The plans
tanks and other spaces in the cargo area is to are to indicate the positions of critical
be direct from the open deck and such as to structural areas, whether the means of
ensure their complete inspection. Access to access is permanent or portable and from
double bottom spaces or to forward ballast tanks where each area can be inspected. Critical
may be from a pipe tunnel, cargo hold, double structural areas are to be identified by
hull space or similar compartment not intended advanced calculation techniques for
for the carriage of hazardous cargoes. Access to structural strength and fatigue performance,
a double side skin spaces may be from a and service history of similar ships;
topside tank or double bottom tank.
d) instructions for regularly inspecting and
1.5.5 Tanks and subdivisions of tanks, having a maintaining the structural strength of all
length of 35 [m] or more are to be fitted with at means of access and means of attachment,
least two access hatchways and ladders, as far taking into account any corrosive
apart as practicable. Tanks less than 35 [m] in atmosphere that may be within the space;
length is to be served by at least one access
hatchway and ladder. When a tank is subdivided e) instructions for safety guidance when rafting
by one or more swash bulkheads or similar is used for close-up inspections and
obstructions which do not allow ready means of thickness measurements;

Chapter 1 Part 5
f) instructions for the rigging and use of any horizontal plating structure is credited as a
portable means of access in a safe manner; stringer and a longitudinal permanent
means of access, if it provides a continuous
g) an inventory of all portable means of passage of 600 [mm] or more in width past
access; and frames or stiffeners on the side shell or
longitudinal bulkhead. Openings in stringer
The second part of the Ship Structure Access plating utilized as permanent means of
Manual is to contain a form of record of access are to be arranged with guard rails
periodical inspections and maintenance, and or grid covers to provide safe passage on
change of inventory of portable equipment due the stringer or safe access to each
to additions or replacement after construction. transverse web.
The format of this part is to be approved at the
time of construction of the ship. The manual is e) Vertical ladder means a ladder of which the
to include a re-approval procedure for any inclined angle is 70 and over up to 90. A
changes to the permanent, portable or movable vertical ladder is not to be skewed by more
means of access. than 2.
The Ship Structure Access Manual is to be f) Overhead obstructions mean the deck or
approved by IRS and an updated copy including stringer structure including stiffeners above
all revisions / re-approvals is to be kept onboard. the means of access.
1.6 Technical provisions for means of access g) Distance below deck head means the
for inspections distance below the plating.
1.6.1 Definitions : For the purpose of these h) Cross deck means the transverse area
technical provisions, the following definitions which is located inboard of the line of hatch
apply: openings of the main deck and between
adjacent transverse hatch coamings.
a) Rung means the step of vertical ladder or
step on the vertical surface. 1.6.2 Structural members subject to the close-up
inspections and thickness measurements of the
b) Tread means the step of inclined ladder, or ship’s structure referred to in Pt.1, Ch.2, except
step for the vertical access opening. those in double bottom spaces, are to be
provided with a permanent means of access to
c) Flight of an inclined ladder means the the extent as specified in Table 1.6.2(a) and
actual stringer length of an inclined ladder. Table 1.6.2(b), as applicable. For wing ballast
For vertical ladders, it is the distance tanks of ore carriers, approved alternative
between the platforms. methods such as rafting may be used in
combination with the fitted permanent means of
d) Stringer means: access, provided that the structure allows for its
safe and effective use.
i) the frame of a ladder; or
1.6.3 Permanent means of access should as far
ii) the stiffened horizontal plating structure as possible be integral to the structure of the
fitted on side shell, transverse bulkheads ships, thus ensuring that they are robust and at
and/or longitudinal bulkheads in the space. the same time contributing to the overall
For the purpose of ballast tanks of less than strength of the structure of the ship.
5 [m] width forming double side spaces, the

Page 11 of 49
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Table 1.6.2a : Means of access to ballast tanks in bulk carriers*
Top side tanks
1.1 For each topside tank of which the height is 6 [m] and over, one longitudinal continuous
permanent means of access shall be provided along the side shell webs and installed at a minimum of
1.6 [m] to a maximum of 3 [m] below deck with a vertical access ladder in the vicinity of each access
to that tank.
1.2 If no access holes are provided through the transverse webs within 600 [mm] of the tank base and
the web frame rings have a web height greater than 1 [m] in way of side shell and sloping plating, then
stop rings/grab rails shall be provided to allow safe access over each transverse web frame ring.
1.3 Three permanent means of access, fitted at the end bay and middle bay of each tank, shall be
provided spanning from tank base up to the intersection of the sloping plate with the hatch side girder.
The existing longitudinal structure, if fitted on the sloping plate in the space may be used as part of
this means of access. If the longitudinal structures on the sloping plate are fitted outside of the tank a
means of access is to be provided.
1.4 For topside tanks of which the height is less than 6 [m], alternative means as defined in 1.6.10 of
the technical provisions or a portable means may be utilized in lieu of the permanent means of
access.
Bilge hopper tanks
1.5 For each bilge hopper tank of which the height is 6 [m] and over, one longitudinal continuous
permanent means of access shall be provided along the side shell webs and installed at a minimum of
1.2 [m] below the top of the clear opening of the web ring with a vertical access ladder in the vicinity of
each access to the tank.
Note: The height of a bilge hopper tank located outside of the parallel part of vessel is to be taken as
the maximum of the clear vertical distance measured from the bottom plating to the hopper plating of
the tank.
1.5.1 An access ladder between the longitudinal continuous permanent means of access and the
bottom of the space shall be provided at each end of the tank.
1.5.2 Alternatively, the longitudinal continuous permanent means of access can be located through
the upper web plating above the clear opening of the web ring, at a minimum of 1.6 [m] below the
deck head, when this arrangement facilitates more suitable inspection of identified structurally critical
areas. An enlarged longitudinal frame of at least 600 [mm] clear width can be used for the purpose of
the walkway.
The foremost and aftermost bilge hopper ballast tanks with raised bottom of which the height is 6 [m]
and over, a combination of transverse and vertical means of access for access to the sloping plate of
hopper tank connection with side shell plating for each transverse web can be accepted in place of the
longitudinal permanent means of access.

Chapter 1 Part 5
Table 1.6.2a (Contd.)
1.5.3 For double side skin bulk carriers the longitudinal continuous permanent means of access may
be installed within 6 [m] from the knuckle point of the bilge, if used in combination with alternative
methods to gain access to the knuckle point.
1.6 If no access holes are provided through the transverse ring webs within 600 [mm] of the tank base
and the web frame rings have a web height greater than 1 [m] in way of side shell and tank base, then
step rungs/grab rails are to be provided to allow safe access over each transverse web frame ring.
1.7 For bilge hopper tanks of which the height is less than 6 [m], alternative means as defined in
1.6.10 or a portable means may be utilized in lieu of the permanent means of access. It is to be
demonstrated that such means of access can be deployed and made readily available in the areas
where needed.
Double skin side tanks
1.8 Permanent means of access is to be provided in accordance with the applicable sections of Pt.5,
Ch.2, Table 2.4.2.
Fore peak tanks
1.9 For fore peak tanks with a depth of 6 [m] or more at the centre line of the collision bulkhead, a
suitable means of access shall be provided for access to critical areas such as the underdeck
structure, stringers, collision bulkhead and side shell structure.
1.9.1 Stringers of less than 6 [m] in vertical distance from the deck head or a stringer immediately
above are considered to provide suitable access in combination with portable means of access.
1.9.2 In case the vertical distance between the deck head and stringers, stringers or the lowest
stringer and the tank bottom is 6 [m] or more, alternative means of access as defined in 1.6.10 is to be
provided.

Page 13 of 49
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Table 1.6.2b : Means of access to cargo holds of bulk carriers*
Access to underdeck structure
1.1 Permanent means of access is to be fitted to provide access to the overhead structure at both
sides of the cross deck and in the vicinity of the centerline. Each means of access is to be accessible
from the cargo hold access mentioned in 1.5.6 or directly from the main deck and installed at a
minimum of 1.6 [m] to a maximum of 3 [m] below the deck. Means of access is to be provided to the
cross deck structures of the foremost and aftermost part of the cargo hold.
1.2 An athwartship permanent means of access fitted on the transverse bulkhead at a minimum 1.6
[m] to a maximum 3 [m] below the cross-deck head is accepted as equivalent to 1.1
1.3 Access to the permanent means of access to overhead structure of the cross deck may also be
via the upper stool.
1.4 Ships having transverse bulkheads with full upper stools (extending between top side tanks and
upto the hatch end beam) with access from the main deck which allows monitoring of all framing and
plates from inside, do not require permanent means of access of the cross deck.
1.5 Special attention is to be paid to the structural strength where any access opening is provided in
the main deck or cross deck. The requirements for access to cross deck structure are also applicable
to ore carriers.
1.6 Alternatively, movable means of access may be utilized for access to the overhead structure of
cross deck if its vertical distance is 17 [m] or less above the tank top. This movable means of access
need not be necessarily be carried on board the vessel, but is to be made available when required.
Access to vertical structures
1.7 Permanent means of vertical access shall be provided in all cargo holds and built into the structure
to allow for an inspection of a minimum of 25% of the total number of hold frames port and starboard
equally distributed throughout the hold including at each end in way of transverse bulkheads. But in no
circumstance shall this arrangement be less than 3 permanent means of vertical access fitted to each
side (fore and aft ends of hold and mid-span). Permanent means of vertical access fitted between two
adjacent hold frames is counted for an access for the inspection of both hold frames. A means of
portable access may be used to gain access over the sloping plating of lower hopper ballast tanks.
1.8 In addition, portable or movable means of access are to be utilized for access to the remaining
hold frames upto their upper brackets and transverse bulkheads.
1.9 Portable or movable means of access may be utilized for access to hold frames upto their upper
bracket in place of the permanent means required in 1.6. These means of access are to be carried on
board the ship and able to be transported to location in cargo hold and safely erected by ship’s staff.
1.10 The width of vertical ladders for access to hold frames is to be at least 300 [mm], measured
between stringers.
1.11 A single vertical ladder over 6 [m] in length is acceptable for the inspection of the hold side
frames in a single skin construction.
1.12 For double side skin construction no vertical ladders for the inspection of the cargo hold surfaces
are required. Inspection of this structure should be provided from within the double hull space.

Chapter 1 Part 5
1.6.4 Elevated passageways forming sections of the gap does not exceed 50 [mm]. (See
a permanent means of access, where fitted, is to Fig.1.6.4). The distance between adjacent
have a minimum clear width of 600 [mm], except stanchions across the handrail gaps is to be not
for going around vertical webs where the more than 350 mm.
minimum clear width may be reduced to 450 Durability of passage ways and guard rails are
[mm] and have guard rails over the open side/ to be ensured by corrosion protection and
sides of their entire length. Sloping structures inspection and maintenance during services.
that are sloped 5 degree or more from horizontal Fire resistant materials are to be used for all
plane, providing part of the access is to be of a means of access.
non-skid construction. Non-skid construction is
to be such that the surface on which the 1.6.5 Access to permanent means of access
personnel walks provides sufficient friction to the and vertical openings from the ship’s bottom is
sole of boots even when the surface is wet and to be provided by means of easily accessible
covered with thin sediment. passageways, ladders or treads. Treads are to
be provided with lateral support for the foot.
Guard rails are to be atleast 1000 [mm] in height Where the rungs of ladders are fitted against a
and consist of a rail and an intermediate rail. vertical surface, the distance from the centre of
Guard rails are to be fitted on the open side. For the rungs to the surface is to be at least 150
stand alone passageways guard rails are to be [mm]. Where vertical manholes are fitted higher
fitted on both sides of these structures. than 600 [mm] above the walking level, access
Guardrail stanchions are to be attached to the is to be facilitated by means of treads and hand
permanent means of access. The distance grips with platform landings on both sides. In
between the passageway and the intermediate such cases, it is to be demonstrated that an
rail and the distance between intermediate rail injured person can be easily evacuated.
and the top rail shall not be more than 500 [mm].
They are to be of substantial construction * For ore carriers, permanent means of access
ensuring adequate design strength as well as shall be provided in accordance with the
residual strength during service life. Stanchions applicable sections of Table 1.6.2 and Pt.5,
are to be not more than 3 [m] apart. Ch.2, Table 2.4.2(a) and Table 2.4.2(b).
Discontinuous handrails are allowed provided
Fig.1.6.4

Page 15 of 49
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1.6.6 Permanent inclined ladders are to be is considered as an appropriate securing device
inclined at an angle of less than 70. There are if movement fore/ aft and sideways can be
to be no obstructions within 750 [mm] of the face prevented at the upper end of the ladder.
of the inclined ladder, except that in way of an
opening this clearance may be reduced to 600 1.6.10 Alternative means of access include, but
[mm]. The clearance distances are to be are not limited to such devices as:
measured perpendicular to the face of the
ladder. Resting platforms of adequate a) hydraulic arm fitted with a stable base;
dimensions are to be provided normally at a b) wire lift platform;
maximum of 6 [m] vertical height. Requirements c) staging;
for resting platforms are to be similar to that of d) rafting;
elevated passageways. e) robot arm or remotely operated vehicle
Ladders and handrails are to be constructed of (ROV);
steel or equivalent material of adequate strength f) portable ladders (ladders more than 5 [m]
and stiffness and securely attached to the long shall only be utilized if fitted with a
structure by stays. The method of support and mechanical device to secure the upper end
length of stay are to be such that vibration is of the ladder);
reduced to a practical minimum. In cargo holds, g) other means of access, approved by and
ladders are to be designed and arranged so that acceptable to IRS.
cargo handling difficulties are not increased and
the risk of damage from cargo handling gear is (Refer to Classification Notes : “Guidelines for
minimized. approval / acceptance of alternative means of
access to spaces in oil tankers, bulk carriers,
1.6.7 The width of inclined ladders between ore carriers and combination carriers”).
stringers are not to be less than 400 [mm] in
general. However, the width of inclined ladders Means for safe operation and rigging of such
for access to a cargo hold is to be at least 450 equipment to and from and within these spaces
[mm]. The treads are to be equally spaced at a are to be clearly described in the Ship Structure
distance apart, measured vertically, of between Access Manual.
200 [mm] and 300 [mm]. When steel is used, the
treads are to be formed of two square bars of 1.6.11 For access through horizontal openings,
not less than 22 [mm] by 22 [mm] in section, hatches or manholes, the minimum clear
fitted to form a horizontal step with the edges opening is not to be less than 600 [mm] x 600
pointing upward. The treads are to be carried [mm], which may have corner radii of not more
through the side stringers and attached thereto than 100 [mm]. Where a larger corner sections
by double continuous welding. All inclined is desired to reduce the stress level around the
ladders are to be provided with two course opening, the size of the opening is to be suitably
handrails of substantial construction on both increased to ensure the required size of clear
sides, fitted at a convenient distance above the opening e.g. 600 [mm] x 800 [mm] opening with
treads. Vertical height of handrails is not to be 300 [mm] corner radius is acceptable.
less than 890 [mm] from the center of the step
and two course handrails need only be provided When access to a cargo hold is arranged
where the gap between stringer and top handrail through the cargo hatch, the top of the ladder is
is greater than 500 [mm]. to be placed as close as possible to the hatch
coaming.
1.6.8 For vertical ladders or spiral ladders, the
width and construction should be in accordance Access hatch coamings having a height greater
with accepted international or national than 900 [mm] shall also have steps on the
standards. outside in conjunction with the ladder.
The width of vertical ladders is to be not less
than 350 [mm] and the vertical distance between 1.6.12 For access through vertical openings, or
the rungs is to be between 250 [mm] and 350 manholes, in swash bulkheads, floors, girders
[mm]. The minimum climbing clearance in width and web frames providing passage through the
is to be 600[mm] other than for ladders between length and breadth of the space, the minimum
hold frames. opening is to be not less than 600 [mm] x 800
The vertical ladders are to be secured at [mm] at a height of not more than 600 [mm] from
intervals not exceeding 2.5 [m] apart to prevent the passage unless gratings or other foot holds
vibration. are provided.
1.6.9 No free-standing portable ladder is to be The opening of 600 [mm] x 800 [mm] may have
more than 5 [m] long. Mechanical devices such corner radii of 300 [mm]. An opening of 600
as hooks for securing the upper end of a ladder [mm] in height x 800 [mm] in width may be

Chapter 1 Part 5
accepted as access opening in vertical end of the cargo hold may be formed of a
structures where it is not desirable to make large series of staggered vertical ladders, which
opening considering structural strength aspects, should comprise of one or more ladders
such as in girders and floors in double bottom linking platforms spaced not more than 6 [m]
tanks. apart vertically and displaced to one side of
the ladder. Adjacent sections of ladder
Subject to verification of easy evacuation of should be laterally offset from each other by
injured person on a stretcher, a vertical opening at least the width of the ladder. The
850[mm] x 620 [mm] as shown in Fig.1.6.12 is uppermost entrance section of the ladder
considered as an acceptable alternative to the directly exposed to a cargo hold should be
opening of 600 [mm] width x 800 [mm] height vertical for a distance of 2.5 [m] measured
with corner radii of 300 [mm]. clear of overhead obstructions and
connected to a ladder-linking platform.
c) A vertical ladder may be used as a means

of access to topside tanks, where the
vertical distance is 6 [m] or less between the
deck and the longitudinal means of access
in the tank or the stringer or the bottom of
the space immediately below the entrance.
The uppermost entrance section from deck
of the vertical ladder of the tank should be
vertical for a distance of 2.5 [m] measured
clear of the overhead obstructions and
comprises a ladder linking platform unless
landing on the longitudinal means of access,
the stringer or the bottom within the vertical
distance. The platform is to be displaced to
one side of a vertical ladder.
d) Unless allowed in c) above, an inclined

ladder or combination of ladders should be
used for access to a tank or a space where
the vertical distance is greater than 6 [m]
between the deck and a stringer
immediately below the entrance, between
stringers, or between the deck or a stringer
1.6.13 Access ladders to cargo holds and other and the bottom of the space immediately
spaces are to be as follows: below the entrance.
a) Where the vertical distance between the In such cases the uppermost entrance
upper surface of adjacent decks or between section from deck of the ladder should be
deck and the bottom of the cargo space is vertical for a distance of 2.5 [m] clear of the
not more than 6 [m], either a vertical ladder overhead obstructions and connected to a
or an inclined ladder or a combination of landing platform and continued with an
both. inclined ladder. The flights of inclined
ladders are not to be more than 9 [m] in
b) Where the vertical distance between the actual length and the vertical height is not
upper surface of adjacent decks or between normally be more than 6 [m]. The lowermost
deck and the bottom of the cargo space is section of the ladders may be vertical for a
more than 6 [m], an inclined ladder or series vertical distance of not less than 2.5 [m].
of inclined ladders at one end of the cargo
hold, except the uppermost 2.5 [m] of a e) In spaces of less than 2.5 [m] width, the
cargo space measured clear of overhead access to the space may be by means of
obstructions and the lowest 6 [m] may have vertical ladders that comprise of one or
vertical ladders, provided that the vertical more ladder linking platforms spaced not
extent of the inclined ladder or ladders more than 6 [m] apart vertically and
connecting the vertical ladders is not less displaced to one side of the ladder. Adjacent
than 2.5 [m]. sections of ladder should be laterally offset
from each other by at least the width of the
The second means of access at the other ladder.

Page 17 of 49
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f) A spiral ladder is considered acceptable as so that the following provisions are complied
an alternative for inclined ladders. In this with:
case the spiral ladder may be continued in
the uppermost 2.5 [m] and the change over a) The minimum “lateral offset” , between
to vertical ladder is not required. two adjacent sections of vertical ladder,
is the distance between the sections,
1.6.14 The uppermost entrance section from upper and lower, so that the sdjecent
weather deck of the vertical ladder providing stringers are spaced of at least 200 mm,
access to a tank is to be vertical for a distance measured from half thickness of each
of 2.5 [m] measured clear of the overhead stringer.
obstructions and comprise a ladder linking
platform, displaced to one side of a vertical b) Adjacent section is vertically
ladder. The vertical ladder can be between 1.6 overlapped, in respect to the lower end
[m] and 3 [m] below weather deck structure if it of the upper section, to a height of 1500
lands on a longitudinal or athwartship mm in order to permit a safe transfer
permanent means of access fitted within that between ladders.
range.
c) no section of the access ladder is to be
1.6.15 With respect to 1.6.13 b) and e), adjecent terminated directly or partly above an
sections of vertical ladder need to be installed access opening.

Chapter 1 Part 5
Figure “A”
Vertical Ladder – Ladder through the linking platform
Upper Section of Vertical Ladder
≥A
≥A
≥ B (mm)
Lower Section of Vertical Ladder

Linking platform
Dimension
Horizontal separation between two
A ≥ 200 mm
vertical ladders, stringer to stringer
Stringer height above landing or
B ≥ 1500* mm
intermediate platform
Horizontal separation between

C 100 mm ≤ C< 300 mm
ladder and platform
*Note: the minimum height of the handrail of resting platform is of 1000
mm (Technical Provision, resolution MSC.158(78), paragraph 3.3)

Page 19 of 49
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Figure “B”
Vertical Ladder – Side mount
Upper Section of Vertical Ladder

≥A
≥A
≥ B (mm)
Linking platform Lower Section of Vertical Ladder
Dimension
Horizontal separation between two
A ≥ 200 mm
vertical ladders, stringer to stringer
Stringer height above landing or
B intermediate platform ≥ 1500* mm
Horizontal separation between

C ladder and platform 100 mm ≤ C< 300 mm
*Note: the minimum height of the handrail of resting platform is of 1000

mm (Technical Provision, resolution MSC.158(78), paragraph 3.3)

Chapter 1 Part 5
1.7 General requirements for double side iv) Where the inner and outer skins are
skin construction longitudinally framed, the minimum
clearance between the inner surfaces of
1.7.1 Bulk carriers of 150 [m] in length and the frames shall not be less than 800
above are to comply with the following in all [mm]. Outside the parallel part of the
areas of double side skin construction. cargo hold length, this clearance may
be reduced where necessitated by the
a) Primary stiffening structures of the double structural configuration but in no case
side skin shall not be placed inside the cargo shall be less than 600 [mm].
hold space.
i) The minimum clearance referred to
b) Subject to the provisions below, the distance above shall be the shortest distance
between the outer shell and the inner shell at measured between assumed lines
any transverse section shall not be less than connecting the inner surfaces of the
1000 [mm]. This distance is to be measured frames on the inner and outer skins.
perpendicular to the outer shell from the top of
the double bottom to the main deck, as indicated 1.8 Buckling
in Fig.1.7.1. The distance is to be maintained
throughout the whole double-side skin 1.8.1 Requirements on lateral buckling for
construction. ordinary stiffeners in Pt.3 Ch.3 are to be
complied with.
The double side skin construction shall be such
as to allow access for inspection as provided in 1.8.2 For bulk carriers of 150 m in length and
regulation 1.6 and 1.7: upwards, carrying solid bulk cargoes having a
density of 1 t/m3 and above, the safety factor
i) The clearances below need not be with respect to lateral buckling of longitudinal
maintained in way of cross ties, upper and transverse ordinary stiffeners is to be
and lower end brackets of transverse increased by a factor at least of 1.15 (allowable
framing or end brackets of longitudinal utilization factor to be reduced by at least 1/1.15
framing. =0.87) for the following cases:
ii) The minimum width of the clear a) Hatchway coaming

passage through the double side skin b) Inner bottom
space in way of obstructions such as c) Sloped stiffened panel of topside tanks
piping or vertical ladders shall not be and hopper tanks (if any)
less than 600 [mm]. d) Inner side (if any)
e) Top stool and bottom stool of transverse
iii) Where the inner and/or outer skins bulkhead (if any)
are transversely framed, the minimum f) Stiffened transverse bulkhead (if any)
clearance between the inner surfaces of g) Side shell (if directly bounding the cargo
the frames shall not be less than 600 hold).
[mm].

Page 21 of 49
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Fig.1.7.1 : Distance between inner and outer shell in way of double-side skin

Chapter 1 Part 5
Section 2
Bulk Carriers
2.1 Hull arrangement during seagoing operations. In self-unloading

bulk carriers with unloading systems that do not
2.1.1 Within the cargo region, longitudinal maintain water-tightness, the longitudinal
stiffening system, in general, is to be adopted for strength in the flooded conditions are to be
the double bottom, strength deck outside line of considered using the extent to which the
openings and in the hopper and topside tanks. flooding may occur.
Proposals for transverse framing on sloping
bulkheads and side shell within the hopper side 2.2.4 For intact and flooded conditions featuring
tanks and top side tanks will be specially uneven distribution of cargo loading (e.g.
considered. loading conditions with empty holds or ballast
conditions with ballast in cargo holds), shear
2.1.2 In the hopper side tanks and top side force correction Qs as per Pt.3, Ch.5, Sec.4 is
tanks, tank end bulkheads or wash bulkheads to be applied.
are to be provided in line with the main hold
bulkheads. 2.2.5 Calculation of the quantity of ingressed
water due to flooding of the hold is to be based
2.2 Longitudinal strength on the following assumptions:
2.2.1 The longitudinal strength in intact condition c) The permeability of empty cargo spaces and
is to be in accordance with the requirements the volume left in cargo spaces above any
given in Pt.3 Ch.5. cargo is to be taken as 0.95.
2.2.2 Bulk carriers of the following configurations ii) Appropriate permeability and bulk
are to have sufficient strength to withstand density is to be used for the cargo carried,
flooding of each cargo hold in all cargo loading See Table 1.3.1. In this context, the
and ballast conditions: permeability means the ratio of the volume of
the voids within the cargo mass to the
a) Single side skin bulk carriers of length volume occupied by the cargo. For packed
equal to or more than 150 [m] and cargo conditions, the permeability is to be
designed to carry bulk cargoes having a assessed based on the actual cargo weight.
density of 1000 [kg/m3] and above.
2.2.6 The hull girder section modulus and shear
b) Double side skin bulk carriers of length strength requirements for the flooded conditions
equal to or more than 150 [m] in which at any location are to be calculated in a way
any part of the longitudinal bulkhead is similar to that for intact conditions (See Pt.3,
located within B/5 or 11.5 [m] whichever Ch.5) considering the following:
is less, inboard from the ship’s side at
right angle to the centre line at the - Maximum stillwater bending moment and
assigned summer load line, designed to shear force values in flooded conditions, at
carry bulk cargoes having a density of the section under consideration.
1000 [kg/m3] and above.
- The wave bending moment and wave shear
2.2.3 The longitudinal strength calculations in force values for the flooded condition are to
the flooded conditions are to be investigated for be assumed equal to 80% of the most
each of the seagoing cargo and ballast loading probable maximum lifetime values given in
conditions and the still water bending moment Pt.3, Ch.5, Sec.2.2.
and shear forces determined. Intermediate
conditions of loading encountered during ballast - The structure is assumed to remain fully
water exchange need not be considered. Each effective in resisting the applied loading.
cargo hold is to be considered individually
flooded upto the equilibrium waterline. This also 2.2.7 The buckling strength of the structure
applies to self-unloading bulk carriers where the participating in longitudinal strength is to comply
unloading system maintains the water-tightness the requirements given in Pt.3, Ch.3.

Page 23 of 49
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2.3 Bottom structure - Scantlings and arran- For inner bottom longitudinals
gements
 = (230 - 135 fBH . fz - 0.7 DBI )/k [N/mm2]
2.3.1 The scantlings and arrangements are, in
general, to be as per Pt.3, Ch.7, except as given where,
below.
fz = as defined in Pt.3, Ch.7, Sec.1.2.
2.3.2 For bulk carriers with notation
“Strengthened for heavy cargo” (with or without fBS, fBH = fB as defined in Pt.3, Ch.7, Sec.1.2, but
the additional empty hold notation) and for all based on sagging and hogging values of (Ms +
ships in way of cargo hold(s) designated for Mw) respectively, for the intact loading condition
ballast, the spacing of plate floors in the double and location under consideration.
bottom is generally not to exceed 2.5 [m].
DBB, DBI = longitudinal stress in double bottom
2.3.3 The inner bottom plating is to be based on at middle of the hold found by direct analysis, at
the design loads given in section 1.3.2 for intact outer bottom plating and inner bottom plating
conditions and 1.3.3 for hold flooded conditions. respectively. For preliminary design consi-
The permissible stress for hold flooded deration, DBB and DBI may be taken as:
conditions is to be as per Pt.3, Ch.7, Table 4.2.1
using the value of fB based on still water bending = 60 [N/mm2] in general
moment and wave bending moment in flooded
conditions as given in 2.2.6. = 80 [N/mm2], for ore loaded holds between
adjacent empty holds.
For bulk carriers with notation “Strengthened for
heavy cargo” (with or without the additional The requirements for section modulus of inner
empty hold notation) or the thickness of inner bottom longitudinals for hold flooded conditions
bottom plating between the hopper or side tanks is to be similarly calculated. However, the
is not to be less than: permissible stress is to be obtained using the
value of fB based on SWBM and WBM in
t = (9.0 + 0.03L) k + tc [mm] flooded conditions as per 2.2.6.
where, L need not be taken as greater than 200 2.3.5 Structural details in way of double bottom
[m]. tank and hopper tank knuckle is to be given
special attention during design/fabrication.
2.3.4 The section modulus of inner bottom
longitudinals is to be based on the design loads In all dry holds where the double bottom tank
given in 1.4.2 for intact conditions and 1.4.3 for and hopper tank knuckle is of radiused
hold flooded conditions. For bulk carriers with construction and the floor spacing is 2.5 [m] or
notation “Strengthened for heavy cargo” (with or greater, brackets as shown in Fig.2.3.5 are to be
without the additional empty hold notation) the arranged mid-length between floors in way of
section modulus of both the bottom and inner the intersection. The brackets are to be attached
bottom longitudinals (except in hopper side to the adjacent inner bottom and hopper
tanks) for intact conditions is to be obtained as longitudinals. The thickness of the brackets is to
per Pt.3, Ch.7, Sec.6.3 using permissible be in accordance with Pt.3, Ch.7, Sec. 6.3.3 but
bending stress '' value given below: need not exceed 15 [mm].
For bottom longitudinals in way of empty holds In way of floodable holds, two intermediate
brackets as shown in Fig.2.3.5, are to be
 = (230 - 135 fBH - 0.7 DBB)/k [N/mm2] provided in all cases where the hopper to double
bottom knuckle is radiused and one such
For bottom longitudinals in way of loaded holds intermediate bracket is to be provided where the
double bottom tank and hopper tank knuckle is
 = (230 - 135 fBS - 0.7 DBB )/k [N/mm2] of welded construction.

Chapter 1 Part 5
2.4.1 These requirements apply to those bulk

carriers which are required to be considered
flooded for the hull girder longitudinal strength
investigation in flooded conditions, as per 2.2.2.
The loading in each hold is not to exceed the

allowable hold loading in flooded condition,
which is to be calculated as per 2.4.6, using the
loads given in 2.4.2 and the shear capacity of
the double bottom obtained as per 2.4.3, 2.4.4
and 2.4.5.
In no case is the allowable hold loading,

considering flooding, to be taken greater than
the design hold loading in intact condition.
2.4.2 The loads to be considered as acting on

the double bottom are those given by the
external sea pressures and the combination of
2.3.6 The connections at the knuckle are to be the cargo loads with those induced by the
as follows: flooding of the hold to which the double bottom
belongs.
a) Where of welded construction, the corner
scallops in floors and transverses are to be The flooding head hf is the distance, [m],
omitted, or closed by welded collars where measured vertically with the ship in the upright
arranged for purposes of construction. In position, from the inner bottom to the flooded
such cases, to ensure satisfactory welding waterline as defined in 1.3.3 alone, i.e. without
of the collars, the radius of the scallops applying 1.3.4.
should not be less than 150 [mm]. See
Fig.2.3.6(a). Alternatively, the scallop may The most severe combinations of cargo induced
be retained on the hopper tank side, loads and flooding loads are to be used,
provided gusset plates are arranged in line depending on the loading conditions included in
with the inner bottom plating. See the loading manual:
Fig.2.3.6(b)
- homogeneous loading conditions;
b) Where of radiused construction, the corner
scallops are to be omitted, and full - non homogeneous loading conditions;
penetration welding arranged locally for the
connection to the inner bottom plating. The - packed cargo conditions (such as steel mill
centre of the flange at the knuckle is not to products).
be greater than 70 [mm] from the side
girder, See Fig.2.3.6(c). For each loading condition, the maximum bulk
cargo density to be carried is to be considered in
2.4 Bottom structure - allowable hold loading calculating the allowable hold loading limit.
considering hold flooding

Page 25 of 49
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- all double bottom girders adjacent to both
stools (or transverse bulkheads if no stool is
fitted).
Where, in the end holds, girders or floors run out

and are not directly attached to the boundary
stool or hopper girder, their strength is to be
evaluated for the one end only.
It may be noted that the floors and girders to be

considered are those inside the hold boundaries
formed by the hoppers and stools (or transverse
bulkheads if no stool is fitted). The hopper side
girders and the floors directly below the
connection of the bulkhead stools (or transverse
bulkheads if no stool is fitted) to the inner bottom
are not to be included.
When the geometry and/or the structural

arrangement of the double bottom are such as
to make the above assumptions inadequate, the
shear capacity C of double bottom will be
In calculating the shear strength, the net

thickness of floors and girders is to be used.
The net thickness, tnet = t - 2.5 [mm]
where,
2.4.3 The shear capacity C [kN] of the double
bottom is defined as the sum of the shear t = thickness [mm], of floors and girders.
strength at each end of:
2.4.4 The floor shear strength in way of the floor
- all floors adjacent to both hoppers, less one panel adjacent to hoppers Sf1 and the floor
half of the strength of the two floors adjacent shear strength in way of the openings in the
to each stool (or transverse bulkhead if no outmost bay (i.e. that bay which is closer to
stool is fitted) (See Fig.2.4.3). hopper) Sf2 are given by:

Chapter 1 Part 5
a Ag = minimum sectional area [mm2], of the girder

S f1  A f . .10 3 [kN] panel adjacent to stools (or transverse
1 bulkheads, if no stool is fitted).
a Agh = net sectional area, [mm2], of the girder

S f2  A fh . .10 3 [kN] panel in way of the largest opening in the
2 outmost bay (i.e. that bay which is closer to
stool, or transverse bulkhead, if no stool is
where, fitted).
Af = sectional area [mm2], of the floor panel a = allowable shear stress, [N/mm2], as given in
adjacent to hoppers; 2.4.4.
Afh = net sectional area [mm2], of the floor 1 = 1.10

panels in way of the openings in the outmost
bay (i.e. that bay which is closer to hopper); 2 = 1.15
 a = allowable shear stress [N/mm2] 2 may be reduced to 1.10 where

adequate reinforcements are fitted in
way of the openings in girders.
t
0.8
y
 162 . y
0.6
.  or ; 2.4.6 The allowable hold loading 'W', is given by:
s 3
whichever is lesser.
1
W = c . V . [t]
For floors adjacent to the stools or transverse F
y
bulkheads, a may be taken as . where,
3
F = 1.1 in general 1.05 for steel mill products
y = minimum upper yield stress [N/mm2], of the
material; c = maximum applicable value of bulk cargo
density, [t/m3] (See 2.4.2)
s = spacing of stiffening members [mm], of
panel under consideration; = cargo density for steel products.
1 = 1.10 V = volume, [m3], of the hold under

consideration upto a level, h1 measured
2 = 1.20 vertically above the inner bottom
2 may be reduced to 1.10 where X

adequate reinforcements are fitted in h1  [m]
way of the openings in floors.  c .g o
2.4.5 The girder shear strength in way of the X = the lesser of X1 and X2 for bulk cargoes
girder panel adjacent to stools (or transverse
bulkheads, if no stool is fitted), Sg1 and the = X1 for steel products
girder shear strength in way of the largest
opening in the outmost bay (i.e. that bay which X1 and X2 are given below:
is closer to stool, or transverse bulkhead, if no
stool is fitted) Sg2 are given by: Z   . g o . (E  h f )
X1 
a 
S g1  A g . .10 3 [kN] 1 (1   )
1 c
X2 = Z +  . go (E - hf . )
a
S g2  A gh . .10  3 [kN]
2 E = df - 0.1D
where, df = as given in 1.3.3

Page 27 of 49
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 = cargo permeability as per Table 1.3.1,

however, need not be taken greater than 0.3. Out most bay
For steel mill products,  = 0.
B DB,h
Ch Ce
Z or whichever is lesser.
A DB,h A DB,e
where, B DB
Ch = The shear capacity of the double bottom,

[kN], considering, for each floor, the lesser of the Fig.2.4.6 : Definition of B DB and B DB,h
shear strengths Sf1 and Sf2 and, for each girder,

the lesser of the shear strengths Sg1 and Sg2.
(See 2.4.3, 2.4.4 and 2.4.5). sl = spacing [m], of double bottom longitudinals
adjacent to hoppers.
Ce = The shear capacity of the double bottom,
[kN], considering, for each floor, the shear 2.5 Side structure
strength Sf1 and for each girder, the lesser of the
shear strengths Sg1 and Sg2. (See 2.4.3, 2.4.4 2.5.1 The requirements given in this section
and 2.4.5). apply to the side structures of cargo holds
bounded by the side shell only of all bulk
i n carriers which are contracted for construction on
A DB,h   S i . B DB ,i or after 1 July 1998.
i 1
2.5.2 The thickness of the side shell plating
i n located between the hopper and topside tanks is
A DB,e   S i . ( B DB  s l ) to be not less than:
i 1
t = L [mm]
n = number of floors between stools (or
transverse bulkheads, if no stool is fitted) 2.5.3 The thickness of web of main frames
situated within cargo and ballast holds, except in
Si = mean spacing of ith floor [m] the foremost hold, is not to be less than:
t = (7.0 + 0.03L) [mm]

BDB,i = (BDB – sl) - for floors whose shear
strength is given by Sf1 i.e. floors without where, L need not be taken as greater than 200
openings in the outmost bay [m].
= BDB,h - for floors whose shear strength is In foremost hold, the frame web thickness is to
given by Sf2 i.e. floors with openings in the be at least 15% greater than that given above.
outmost bay
The thickness of the main frame lower bracket is
BDB = breadth of double bottom, [m], between to be 2 [mm] greater than the minimum frame
hoppers (See Fig.2.4.6) web thickness. In no case the thickness of the
main frame lower brackets and upper brackets
BDB,h = distance [m] between the two openings is to be less than that provided for main frame
considered (See Fig.2.4.6) web.

Chapter 1 Part 5
2.5.4 Frames are to be fabricated symmetrical be less than twice the section modulus required
sections with integral upper and lower brackets for the frame in midspan area.
and are to be arranged with soft toes.
The frame face plate is to be curved (not

knuckled) at the connection with the end
brackets. The radius of curvature, 'r', is not to be
less than :
0.4 b f2
r [mm]
tf
where,
bf and tf are the width of the face plate and

thickness of the brackets, respectively [mm].
The face plate, is to be sniped at the end.
In ships of length less than 190 [m], frames

when made of ordinary mild steel, may be
asymmetric and fitted with separate brackets.
The face plate or flange of the bracket is to be
sniped at both ends. Brackets are to be
arranged with soft toes.
The web depth to thickness ratio of frames is not

to exceed the following values:
60 k for symmetric sections
50 k for asymmetric sections
where,
k = material factor for the side frame.
In case of asymmetric sections, the breadth of

the face plate or flange is not to exceed 10 k
times its thickness.
2.5.5 In way of the foremost hold, side frames of

asymmetric section are to be effectively
supported by tripping brackets as shown in
Fig.2.5.5.
2.5.6 The scantlings of hold side frames

immediately adjacent to the collision bulkhead
are to be suitably increased in order to prevent
excessive deformation imposed on the shell
plating. As an alternative, at least two supporting
structures are to be fitted which align with 2.5.8 Double continuous welding is to be
forepeak stringers or flats as shown in Fig.2.5.6. adopted for the connections of frames and
brackets to side shell, hopper and upper wing
2.5.7 The dimensions of the lower and upper tank plating and web to face plates. For this
brackets are not to be smaller than those shown purpose, the weld factor is to be not less than:
in Fig.2.5.7.
0.44 in zone 'a' and
The section modulus of the frame and bracket or 0.4 in zone 'b'
integral bracket and associated shell plating, at
the locations marked 'Zb' in Fig.2.5.7, is not to See Fig.2.5.8 for extent of zone 'a' and 'b'.
Page 29 of 49
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The thickness of the supporting brackets is
generally to be the same as that of the main
frame bracket.
Where the toe of the hold frame bracket is

situated on or in close proximity of the first
longitudinal on the hopper or topside tank
sloping bulkhead from the side shell, the
supporting brackets are to be extended to the
next longitudinal. This extension is to be
obtained by enlarging the supporting bracket or
by fitting an intercostal flat bar stiffener of same
depth as that of the longitudinal.
In all cases, the section moduli of the side

longitudinals and sloping bulkhead longitudinals
which are connected to the supporting brackets
are to be determined using the spacing 's' as
shown in Fig.2.5.9 and span taken between
transverses.
2.6 Hopper side tank structure
2.6.1 Scantlings of sloped bulkhead plating and

stiffening is to be as per Pt.3, Ch.10, based on
the actual spacing of stiffeners; and dry bulk
cargo loading given in Sec.1.3 or as for a deep
Where the hull form is such that an effective fillet tank, whichever is higher.
weld can not be made, edge preparation of the
web of frame and bracket may be required, in 2.6.2 Transverses supporting longitudinals are
order to ensure the required efficiency of the to be arranged in line with double bottom floors.
weld connection.
2.7 Topside tank structure
2.5.9 At upper and lower end of frames,
supporting brackets are to be arranged inside 2.7.1 The scantlings of sloped bulkhead plating
hopper and topside tanks, in line with the main and stiffening is to be as per Pt.3, Ch.10, Sec.5,
frame brackets to provide adequate resistance based on actual spacing of stiffeners and
to the rotation and displacement of the joint. loading corresponding to 1.3 or as for a deep
tank, whichever is higher.

Chapter 1 Part 5
2.7.2 Where the sloping bulkhead stiffeners are smaller ships, the requirements of 2.9.4 and/or
fitted on the hold side of the bulkhead, suitable 2.9.5 are to be complied with, as applicable.
arrangement to prevent tripping are to be
provided. 2.9.3 Where no stool is fitted at bottom,
supporting floors are to be provided in line with
2.7.3 Transverses supporting longitudinals are corrugation flanges. Corrugated bulkhead
generally to be spaced not more than 3.6 [m] plating is to be connected to the inner bottom
apart. They are also to be arranged in line with plating by full penetration welds. The plating of
hatch end beams. supporting floors is to be connected to the inner
bottom by either full penetration or deep
2.8 Deck structure penetration welds as per Fig.2.9.3. The
thickness and material specifi-cation of the
2.8.1 The deck within the line of hatchway supporting floors are to be atleast equal to those
openings is preferably to be stiffened provided for the corrugation flanges.
transversely or alternatively the arrangements Additionally, the cut-outs for connections of the
are to be such as to provide adequate buckling inner bottom longitudinals to double bottom
strength to resist athwartships forces acting on floors are to be closed by collar plates. The
ship's sides. supporting floors are to be connected to each
other by means of shear plates.
2.8.2 In case of large bulk carriers with narrow
deck strips between hatchways and for vessels Where no stool is fitted at deck, two transverse
of class notation “Strengthened for heavy reinforced beams are to be fitted in line with the
cargoes”, with empty hold notation, the cross corrugation flanges.
deck scantlings will be specially considered. See
Pt.3, Ch.9, Sec.2. 2.9.4 The lower stool, where fitted, is generally
to have a height equal to 3 times the depth of
2.8.3 Where the difference between the corrugation 'd'. The thickness and material
thickness of plating inside and outside the line of specification of the stool top plate and the stool
hatchway openings exceeds 12 [mm], a side plates within the depth equal to the
transitional plate of thickness equivalent to the corrugation flange width from the stool top
mean of the adjacent plate thicknesses is to be should not to be less than the flange plate
fitted. thickness and material specification required to
meet the bulkhead stiffness requirement at the
2.9 Corrugated bulkheads - Construction lower end of corrugation.
2.9.1 Where bulkheads are of corrugated The distance of the edge of the stool top plate to
construction, the angle of corrugation (i.e. of the surface of the corrugation flange is to be in
webs with the plane of bulkheads) is not to be accordance with Fig.2.9.4.
less than 55, See Fig.2.9.1.
The sloping stool side plating is to align with the
corrugation flanges. Knuckles on stool side
plating are not permitted.
The scantlings of the stool side plating and

stiffeners are not to be less than those required
for plane transverse bulkhead using
corresponding ballast or cargo flooded pressure.
The stool side vertical stiffeners are to be

bracketed at the top and bottom ends. The lower
end brackets are to align with the inner bottom
longitudinals.
The stool bottom is to be arranged in line with

2.9.2 For ships of length 190 [m] and above, the double bottom floors and should have a
vertically corrugated transverse bulkheads are width not less than 2.5 times the width of the top
to be fitted with a lower stool and generally with plate. These supporting floors are to have
an upper stool below deck. thickness and material properties not less than
that of the lower strake of the bottom stool. Cut-
For smaller ships, corrugated bulkheads may outs for the connection of inner bottom
extend from inner bottom to deck. However, longitudinals to these double bottom floors are
where a lower and/or upper stool is fitted in to be closed by collar plates.
Page 31 of 49
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Diaphragms are to be fitted in line with The width of the stool bottom plate should
longitudinal girders of the double bottom for generally be the same as that of the lower stool
effective support of the bulkhead. Scallops in the top plate. The stool top of non-rectangular stools
brackets and diaphragms in way of the top and are to have widths not less than 2 times the
bottom connections to the top plate and the depth of corrugations. The thickness and
double bottom floors/girders are to be avoided. material of the stool bottom plate is to be the
same as that of the bulkhead plating below. The
Where corrugations are cut at the bottom stool, thickness of the lower portion of the stool side
corrugated bulkhead plating is to be connected plating is to be not less than 80% of that
to the stool top plate by full penetration welds. required for upper part of the corrugated
The stool side plating is to be connected to the bulkhead plating, where same material is used.
stool top plate and the inner bottom plating by
either full penetration or deep penetration welds The thickness of stool side plating and the
as per Fig.2.9.3. The supporting floors are to be section modulus of its stiffeners are to be not
connected to the inner bottom by either full less than those required for plane transverse
penetration or deep penetration welds as per bulkheads and stiffening using corresponding
Fig.2.9.3. ballast or cargo flooded pressure. The stool side
stiffeners are to be attached to brackets at upper
2.9.5 The upper stool, where fitted, is to have a and lower end of the stool.
height, measured at the hatch side girder, equal
to 2 to 3 times the depth of corrugations. Diaphragms are to be fitted inside the stool in
Rectangular stools are generally to have a line with and effectively attached to longitudinal
height of 2 times the depth of corrugation. The deck girders extending to the hatch end
upper stool is to be adequately supported by coaming for effective support of the corrugated
girders or deep brackets between the adjacent bulkhead. Scallops in the brackets and
hatch-end beams. diaphragms in way of the connection to the stool
bottom plate are to be avoided.
Fig. 2.9.3

Chapter 1 Part 5
Corrugation
tf
Corrugation
e
tf
tf
Stool Top
e
Stool Top
Fig.2.9.4 Permitted distance, e, from edge of stool top plate to surface of corrugation flange
2.10 Corrugated bulkheads - Strength The most severe combinations of cargo induced
loads and flooding loads are to be used for the
2.10.1 The scantlings of bulkheads are to be as check of the scantlings of each bulkheads,
per Pt.3, Ch.10, taking into account the dry bulk depending on the loading conditions
cargo loading given in 1.3.2 and, where (homogeneous and non-homogeneous included
applicable as per 2.10.3, the loading in cargo in the loading manual).
hold flooded condition as given in 1.3.3.
Individual flooding of both loaded and empty
2.10.2 In way of ballast holds, the scantlings of holds is to be considered.
bulkhead are not to be less than those required
for a deep tank. Non homogeneous part loading conditions
associated with multiport loading and unloading
2.10.3 The following requirements apply to operations for homogeneous loading conditions
vertically corrugated transverse watertight need not be considered.
bulkheads bounding those cargo holds which
are required to be considered flooded for the 2.10.5 In this context, homogeneous loading
hull girder longitudinal strength investigation in condition means a loading condition in which the
flooded conditions, as per 2.2.2. ratio between the highest and the lowest filling
ratio, evaluated for each hold and corrected for
2.10.4 The loads to be considered as acting on differences in cargo densities, if any, does not
the bulkheads are those given by the exceed 1.20.
combination of the cargo loads with those
induced by the flooding of one hold adjacent to 2.10.6 Holds carrying packed cargoes are to be
the bulkhead under examination. In any case, considered as empty holds for this application.
the pressure due to the flooding water alone is
also to be considered. This also applies to self- Unless the ship is intended to carry, in non-
unloading bulk carriers where the unloading homogeneous conditions, only iron ore or cargo
system maintains the water-tightness during having bulk density equal or greater than 1.78
seagoing operations. In self unloading bulk [t/m3], the maximum mass of cargo which may
carriers with unloading systems that do not be carried in the hold shall also be considered to
maintain water-tightness, the combination loads fill that hold upto the upper deck level at
acting on the bulkheads in the flooded centreline.
conditions are to be considered using the extent
to which the flooding may occur.
Page 33 of 49
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2.10.7 At each point of the bulkhead structure, F, to be considered for the scantlings of the
the resultant pressure p and the resultant force bulkhead, is given in Table 2.10.7:
Table 2.10.7 : Resultant pressures and forces
Loading condition p [N/mm2] F [kN]

Homogeneous pcF - 0.8 pc; Fc,f - 0.8 Fc;
Minimum pf Minimum Ff
Non-homogeneous pcF Fc,f
Empty hold, flooded pf Ff
where, pressures pc,f, pc, pf and forces Fc,f, Fc - are attached to the corrugations and the top
and Ff are given in Table 1.3.3 and Fig.1.3.3. of the lower stool by one side penetration
welds or equivalent;
2.10.8 The design bending moment M, [kN-m], - have with a minimum slope of 45 and their
for the bulkhead corrugations is given by: lower edge is in line with the stool side
plating;
F.l - have thicknesses not less than 75% of that
M of the corrugation flange;
8 - material properties are at least equal to that
of the corrugation flanges.
where,
2.10.10 For the purpose of the calculations,
F = resultant force, [kN], as per 2.10.7. gusset plates can be considered effective
provided they:
l = span of the corrugation, [m], See Fig.2.10.8
(a), (b) and (c). - act together with effective shedder plates
- have a height not less than half of the flange
The shear force Q, [kN], at the lower end of the width
bulkhead corrugations is given by: - are fitted in line with the stool side plating
- are generally welded to the top of the lower
Q = 0.8.F stool by full penetration welds, and to the
corrugations and shedder plates by one side
2.10.9 For the purpose of the calculations, the penetration welds or equivalent
shedder plates can be considered effective
provided they: - have thickness and material properties at
least equal to those of the flanges.
- are not knuckled;

Chapter 1 Part 5

Page 35 of 49
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2.10.11 The thickness of the lower part of 2.10.15, but not to be taken greater than 1.15
corrugations considered in the application of times Zle as defined above.
2.10.12 to 2.10.14 are to be maintained for a
distance from the inner bottom (if no lower stool (y)le, (y)m = minimum upper yield stress of the
is fitted) or the top of the lower stool not less material at the lower end of corrugations and at
than 0.15l; the midspan of corrugations respectively.
Q . h g  0.5 . h g2 . s 1 . p g
The thickness of the middle part of the Z' le  Z g  10 3 .
corrugations considered in the application of y
2.10.12, 2.10.13 and 2.10.15 are to be
maintained to a distance from the deck (if no
where,
upper stool is fitted) or the bottom of the upper
stool not greater than 0.3l;
Zg = section modulus [cm3], of the corrugations
calculated, according to 2.10.15 in way of the
where 'l' is the span of the corrugation as
upper end of shedder or gusset plates, as
defined in 2.10.8.
applicable
The section modulus of the corrugation in the
remaining upper part of the bulkhead is not to be
Q = shear force [kN] as per 2.10.8
less than 75% of that required for the middle
part, corrected for difference in yield stresses, if
hg = height [m] of shedders or gusset plates, as
any.
applicable (See Fig.2.10.11 a, b, c, d & e)
2.10.12 The bending capacity of the
s1 = corrugation spacing [mm]. See Fig.2.9.1
corrugations is to comply with the following
relationship:
pg = resultant pressure [N/mm2] as per 2.10.7,
calculated in way of the middle of the shedders
M .10 3 or gusset plates, as applicable.
 0.95
[0.5. Z le . ( y ) le  Z m ( y ) m ]
2.10.13 The net plate thickness to be used in
the calculations of scantlings as per 2.10.14 to
where, 2.10.17 is to be obtained by:
M = bending moment, [kN-m], as per 2.10.8 tnet = t - 3.5 [mm]
Zle = section modulus, [cm3], at the lower end of where,

corrugations, to be calculated according to
2.10.14; but not to be taken greater than Z'le. t is the actual thickness provided.
Zm = section modulus, [cm3], at the mid-span of

corrugations, to be calculated according to

Chapter 1 Part 5

Page 37 of 49
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2.10.14 The section modulus of the lower end of hg = height of gusset plate [m]; but not to be
corrugation is to be calculated using the net  10 
plate thicknesses and with the compression taken greater than  . s gu  .
flange having an effective flange width, bef [m] 7 
not larger than: See Fig.2.10.11c, d and e.
bef = Ce . b sgu = width of the gusset plates [m]
where, tf = net flange thickness [mm]
2.25 1.25 iii) Where corrugation webs are welded to a

Ce =  2 ; max. 1.0 sloping stool top plate which has an angle not
  less than 45o with the horizontal plane, the
section modulus of the corrugations may be
b calculated considering the corrugation webs fully
  10 3 . . y /E effective. In case effective gusset plates are
tf fitted, when calculating the section modulus of
corrugations the area of flange plates may be
tf = net flange thickness [mm]. increased as specified in (ii) above. No credit
can be given to shedder plates only. See
b = width [m] of the corrugation flange. See Fig.2.10.11e.
Fig.2.9.1
For angles less than 45o, the effectiveness of
y = minimum upper yield stress [N/mm2], of the the web may be obtained by linear interpolation
material between 30% for 0o and 100% for 45o.
E = modulus of elasticity of the material 2.10.15 The section modulus of corrugations at

[N/mm2]. cross sections other than the lower end is to be
calculated with the corrugation webs considered
If corrugation webs are not supported by local effective and the compression flange having an
brackets below the stool top (or below the inner effective flange width, bef, as defined in 2.10.14.
bottom) in the lower part; or above the stool
bottom (or in way of the upper deck) in the 2.10.16 Shear stresses  are obtained by
upper part; the section modulus is to be dividing the shear force Q by the shear area.
calculated considering the corrugation webs When calculating the shear area, the net plate
30% effective. thicknesses are to be used. The shear area is to
be reduced in order to account for possible non-
i) Where effective shedder plates, as per 2.10.9 perpendicularity between the corrugation webs
are fitted, the section modulus of corrugations at and flanges. In general, the reduced shear area
the lower end may be calculated with the area of may be obtained by multiplying the web
flange plates increased by (0.0025.b. t f . t sh sectional area by (sin ),  being the angle
between the web and the flange.
[cm2]
Calculated shear stress is to comply with the
where, following:
b = width [mm] of the corrugation flange   0.5 y
tf = net flange thickness [mm] where,
tsh = net shedder plate thickness [mm]; but not to y = minimum upper yield stress of the material.
be taken greater than tf.
Shear buckling check is to be performed for the
ii) Where effective gusset plates, as per 2.10.10 web plates at the corrugation ends, to ensure
are fitted, the section modulus of corrugations at that the actual shear stress does not exceed the
the lower end may be calculated with the area of critical shear buckling stress, i.e.
flange plates increased by (7 . hg . tf) [cm2]
cr  c
where,

Chapter 1 Part 5
where, 2.11 Protective coatings for cargo hold

spaces
c = actual shear stress calculated for the web
plate 2.11.1 All internal and external surfaces of hatch
coamings and hatch covers and all internal
cr = the critical shear buckling stress as per surfaces of the cargo holds, excluding the flat
Pt.3, Ch.3, Sec.6.1.4. The ideal elastic buckling tank top areas and the hopper tank sloping
stress in shear is to be computed as per Pt.3, plating extending upwards upto approximately
Ch.3, Sec.6.2.2 with the value Ks = 6.34. 300 [mm] below the side shell frame and
brackets, are to have an efficient protective
2.10.17 The bulkhead local net plate thickness t, coating (epoxy or equivalent) applied in
[mm], is given by: accordance with the manufacturers recommen-
dations.
t = 0.483 . s . p / y 2.11.2 In the selection of coating, due
consideration is to be given by the Owner to
s = plate width, [mm], to be taken equal to the intended cargo conditions expected in service.
width of the corrugation flange or web,
whichever is the greater. See Fig.2.9.1. 2.12 Damage stability requirements
p = resultant pressure, [N/mm2], as defined in 2.12.1 Bulk carriers of single side skin
2.10.7, at the bottom of each strake of plating. construction as defined in 1.1.2.2 and of length
150 [m] and above designed to carry solid bulk
y = minimum upper yield stress [N/mm2], of the cargoes having a density of 1.0 tonnes per cubic
material. metre and above, the keels of which are laid or
are at a similar stage of construction on or after
In all cases, the net thickness of the lowest 1 July, 1999 shall, when loaded to the summer
strake is to be determined using the resultant load line, be able to withstand flooding of any
pressure at the top of the lower stool, or at the one cargo hold in all loading conditions and
inner bottom, if no lower stool is fitted or at the remain afloat in a satisfactory condition of
top of shedders, if shedder or gusset/shedder equilibrium, as specified in 2.12.4.
plates are fitted.
2.12.2 Bulk carriers of single side skin
For built-up corrugation bulkheads, when the construction as defined in 1.1.4, in the foremost
thicknesses of the flange and web are different, cargo hold and of length 150 [m] and above
the net thickness requirements are to be carrying solid bulk cargoes having a density of
calculated as per the above formula using the 1.78 tonnes per cubic metre and above, the
respective width of web or flange. In addition the keels of which are laid or are at a similar stage
net thickness of the wider plating is to be not of construction before 1 July 1999 shall, when
less than: loaded to the summer loadline, be able to
withstand flooding of the foremost cargo hold in
all loading conditions and remain afloat in a
s2p satisfactory condition of equilibrium, as specified
t 0.462  t a2 [mm]
y in 2.12.4. This requirement shall be complied
with in accordance with the schedule given in
Pt.1, Ch.2, Sec.2.4.12 for compliance with IMO
where, standards for scantlings of transverse bulkhead
between the two foremost cargo holds and
ta = net thickness of the adjacent plating [mm]. allowable hold loading for the foremost cargo
hold.
2.10.18 The design of local details is to be
adequate for the purpose of transferring the 2.12.3 Bulk carriers of double side skin
corrugated bulkhead forces and moments to the construction as defined in 1.1.2.3 and of length
boundary structures, in particular, the double 150 [m] and above in which any part of the
bottom and cross-deck structures. longitudinal bulkhead is located within B/5 or
11.5 [m], whichever is less, inboard from the
The thickness and stiffening of effective gusset ship’s side at right angle to the centerline at the
and shedder plates, are to be based on loads as assigned summer load line, designed to carry
per 2.10.4, see also 2.10.5 and 2.10.6.

Page 39 of 49
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solid bulk cargoes having a density of 1000 If bulk carriers are exempted by the
[kg/m3] and above, shall be able to withstand Administration from the compliance of
when loaded to the summer load line, flooding of SOLAS Chapter XII Reg.4.2 and 6
any one cargo hold in all loading conditions and according to the provisions of SOLAS
remain afloat in a satisfactory condition of Chapter XII Reg.9, then only one alarm at a
equilibrium as specified in 2.12.4. water level of not less than 15% of the depth
of the cargo hold but not more than 2 [m]
2.12.4 Subject to the provisions of 2.12.7 below, needs to be provided.
the condition of equilibrium after flooding shall
satisfy the condition of equilibrium laid down in The water level detectors are to be fitted in
the annex to resolution A.320(IX) - Regulation the aft end of the cargo holds.
equivalent to Regulation 27 of the International
Convention on Load Lines, 1966, as amended For cargo holds which are used for water
by Resolution A.514(13). The assumed flooding ballast, an alarm overriding device is to be
need only take into account flooding of the cargo installed.
hold space. The permeability of a loaded hold
shall be assumed as 0.9 and the permeability of The visual alarms are to clearly discriminate
an empty hold shall be assumed as 0.95, unless between the two different water levels
a permeability relevant to a particular cargo is detected in each hold.
assumed for the volume of a flooded hold
occupied by cargo and a permeability of 0.95 is b) In any ballast tank forward of the collision
assumed for the remaining empty volume of the bulkhead giving an audible and visual alarm
hold. when the liquid in the tank reaches a level
not exceeding 10% of the tank capacity. An
2.12.5 Bulk carriers contracted before 1 July, alarm overriding device is to be installed for
1998 which have been assigned a reduced activation when the tank is in use; and
freeboard in compliance with regulation 27(7) of
the International Convention on Load Lines, c) In any dry or void space other than a chain
1966, may be considered as complying with the cable locker, any part of which extends
requirements of 2.12.2. forward of the foremost cargo hold, giving
an audible and visual alarm at a water level
2.12.6 Bulk carriers which have been assigned a of 0.1 [m] above the deck. Such alarms
reduced freeboard in compliance with the need not be provided in enclosed spaces if
provisions of paragraph (8) of the regulation the volume of the space does not exceed
equivalent to regulation 27 of the International 0.1% of the ship’s maximum displacement
Convention on Load Lines, 1966, adopted by volume.
resolution A.320(IX), as amended by resolution
A.514(13), may be considered as complying The audible and visual alarms described in a),
with the requirements of 2.12.1, 2.12.2 or b) and c) above are to be located on the
2.12.3, as appropriate. navigation bridge.
2.12.7 On bulk carriers which have been Note : The water level detectors are to be of
assigned reduced freeboard in compliance with approved type. For further details regarding
the provisions of regulation 27(8) set out in performance tests, sensor locations, installation
Annex B of the Protocol of 1988 relating to the and other testing requirements refer
International Convention on Load Lines, 1966, classification notes: “Type approval, installation
the condition of equilibrium after flooding shall and testing of water level detectors on bulk
satisfy the relevant provisions of that Protocol. carriers and Single Hold Cargo Ships other than
Bulk Carriers”.
2.13 Hold, ballast and dry space water level
detectors 2.14 De-watering of forward spaces
2.13.1 All bulk carriers are to be fitted with water 2.14.1 On bulk carriers, the means for draining
level detectors as indicated in a), b) and c) and pumping ballast tanks forward of the
below: collision bulkhead and bilges of dry spaces any
part of which extends forward of the foremost
a) In each cargo hold, giving audible and visual cargo hold, is to be capable of being brought
alarms, one when the water level above the into operation from a readily accessible
inner bottom in any hold reaches a height of enclosed space, the location of which is
0.5 [m] and another at a height not less than accessible from the navigation bridge or
15% of the depth of the cargo hold but not propulsion machinery control position without
more than 2 [m]. traversing exposed freeboard or superstructure

Chapter 1 Part 5
decks. Where pipes serving tanks or bilges IR2.14.1.3 The dewatering arrangements are to
pierce the collision bulkhead, valve operation by be such that any accumulated water can be
means of remotely operated actuators may be drained directly by a pump or educator.
accepted, as an alternative to the valve control
specified in Pt.4, Ch.3, 2.4.4 and IR2.4.4, IR2.14.1.4 When the dewatering arrangements
provided that the location of such valve controls are in operation, other systems essential for the
complies with the above. safety of the ship including fire-fighting and bilge
systems are to remain available and ready for
IR2.14.1.1 Where the piping arrangements for immediate use. The systems for normal
dewatering closed dry spaces are connected to operation of electric power supplies, propulsion
the piping arrangements for the drainage of and steering should not be affected by the
water ballast tanks, two non-return valves operation of the dewatering systems. It must
located in accessible positions, are to be also be possible to immediately start fire pumps
provided to prevent the ingress of water into dry and have a ready available supply of fire-fighting
spaces from those intended for the carriage of water and to be able to configure and use bilge
water ballast. One of these non-return valves is system for any compartment when the
to be fitted with shut-off isolation arrangement dewatering system is in operation.
capable of being controlled from the same
readily accessible enclosed space which is IR2.14.1.5 Bilge wells are to be provided with
readily accessible from the navigation bridge or gratings or strainers that will prevent blockage of
the propulsion machinery control position the dewatering system with debris.
without travelling exposed freeboard or
superstructure decks. In this context, a position IR2.14.1.6 The enclosures of electrical
which is accessible via an under deck passage, equipment for the dewatering system installed in
a pipe trunk or other similar means of access is any of the forward dry spaces are to provide
not to be taken as being in the "readily protection to IPX8 standard as defined in IEC
accessible enclosed space". 60529:1989/AMD:2013/COR1:2019 for a water
head equal to the height of the space in which
IR 2.14.1.2 the electrical equipment is installed for a time
duration of at least 24 hours.
.1 the valve specified in Pt.4, Ch.3, 2.4.4. is to
be capable of being controlled from the IR2.14.1.7 The spaces where availability of
navigation bridge, the propulsion machinery pumping systems is required in accordance with
control position or enclosed space which is 2.14.1 are to be the same watertight spaces
readily accessible from the navigation bridge where water level detectors are required in
or the propulsion machinery control position accordance with 2.13.1 c). This means that
without travelling exposed freeboard or requirements given in 2.14.1 and IR2.14.1.1 to
superstructure decks. In this context, a IR 2.14.1.6 are not applicable to the enclosed
position which is accessible via an under deck spaces whose volume does not exceed 0.1% of
passage, a pipe trunk or other similar means the ship’s maximum displacement volume and
of access is not to be taken as being in the to the chain locker.
"readily accessible enclosed space";
2.15 Dewatering capacity
.2 the valve is not to move from the demanded
position in the case of failure of the control 2.15.1 The dewatering system for ballast tanks
system power or actuator power; located forward of the collision bulkhead and for
bilges of dry spaces any part of which extends
.3 positive indication is to be provided at the forward of the foremost cargo hold is to be
remote control station to show that the valve is designed to remove water from the forward
fully open or closed; and spaces at a rate of not less than 320A [m3/h],
where A is the cross-sectional area in [m2] of the
.4 local hand-powered valve operation from largest air pipe or ventilator pipe connected from
above the freeboard deck, as permitted in the exposed deck to a closed forward space that
Pt.4, Ch.3, 2.4.4, is required. An acceptable is required to be dewatered by these
alternative to such arrangement may be arrangements.
remotely operated actuators as specified in
2.14.1, on the condition that all of the
provisions of 2.14.1 are met.

Page 41 of 49
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Section 3
Ore Carriers
3.1 Hull arrangement 3.4.3 At locations where bottom transverses are

not provided in line with plate floors in the hold
3.1.1 The vessel is to have two effective double bottom, substantial brackets are to be
longitudinal bulkheads and a double bottom in arranged in line with such plate floors. These
way of the cargo holds. It is assumed that only brackets are to extend transversely over at least
spaces between the longitudinal bulkheads are three longitudinal spaces and vertically well
used as cargo holds. A double bottom is to be above the inner bottom level.
fitted in way of the cargo holds.
3.4.4 In the wing tanks, bulkheads are to be
3.1.2 The bottom and deck outside the line of arranged in line with the centre hold bulkheads
openings are to be longitudinally framed. The so that continuity of transverse strength is
side shell and longitudinal bulkheads also, in maintained.
general, are to be longitudinally framed. Inside
line of openings, the deck is generally to be 3.4.5 All watertight and non-watertight
transversely stiffened. bulkheads in wing tanks are to be suitably
reinforced in way of double bottom scarfing
3.2 Longitudinal strength arrangements and also at the ends of centre
hold deck transverses. Openings in wing tank
3.2.1 The longitudinal strength requirements as bulkheads are to be kept clear of these areas.
detailed in Pt.3, Ch.5 are to be complied with.
3.5 Deck structure
3.5.1 The arrangement and scantlings of deck
3.3.1 The scantlings and arrangements are in plating inside line of ore hatchways are to be in
general, to be as per Pt.3 Ch.7 except as given accordance with the requirements for bulk
below. carriers given in Sec.2.8.
3.3.2 Spacing of floors in the double bottom in 3.5.2 When the hatch coamings are situated
centre hold is not to exceed 2.5 [m] or 0.01L inboard of the longitudinal bulkhead, the portion
whichever is greater. Additional side girders are of the deck between the two is to be suitably
to be provided below the centre hold so that the supported by longitudinals.
spacing of longitudinal girders generally does
not exceed 3.6 [m]. 3.6 Additional requirements for ore carriers
with narrow wing tanks
3.3.3 The spacing of bottom transverses in the
wing tanks is not to exceed the greater of 0.02L 3.6.1 For ore carriers of 150 [m] in length and
or 3.6 [m]. above, in which any part of longitudinal
bulkhead is located within B/5 or 11.5 [m],
3.3.4 The thickness of inner bottom plating in whichever less, inboard from ship side at right
cargo holds is to be based on the design loads angle to the centerline at the assigned summer
given in Sec.1.3, however not to be less than: load line, are to comply with the following
additional requirements given in 3.6.2 to 3.6.6.
t = (9 + 0.012s) k + tc [mm].
3.6.2 The longitudinal strength in the hold
3.4 Wing tank structure flooded condition is to comply with the
requirements given in 2.2.3 to 2.2.7.
3.4.1 In wing tanks, primary bottom structure is
to be so arranged as to maintain structural 3.6.3 The thickness of the inner bottom plating
continuity of the hold double bottom structure in and the section modulus of inner bottom
the transverse direction. longitudinals are to comply with the
requirements given in 2.3.3 and 2.3.4
3.4.2 The inner bottom plating is to be extended respectively.
into the wing tank in the form of a horizontal
gusset plate. The gusset plates are to be of 3.6.4 The shear capacity of the double bottom is
sufficient width to provide effective scarfing of to comply with the requirements of 2.4.3 to
the inner bottom into the wing tank structure. 2.4.5.

Chapter 1 Part 5
3.6.5 The thickness longitudinal bulkhead 3.6.6 The construction and strength of
plating and stiffeners are to be in accordance transverse corrugated bulkheads is to be as per
with Pt.3, Ch.10 using the design loads in hold 2.9 and 2.10 respectively.
flooded conditions given in Pt.3, Ch.10 section 5
using fs based on SWBM and WBM in hold
flooded conditions.
Section 4
Direct Strength Calculations
4.1 General 4.2 Load cases and design loads
4.1.1 Direct strength calculations are required in 4.2.1 The calculations are to be carried out for
cases where simplified formulations are not able realistic intact and flooded conditions which
to take into account special stress distributions, cause most severe loading on double bottom,
boundary conditions or structural arrangements bulkhead and top side structures.
with sufficient accuracy.
The ship and individual hold loading conditions
4.1.2 The scantlings of the double bottom and specified in 1.2 are also to be considered for the
transverse bulkhead structures in cargo region evaluation of strength.
and top wing tank/deck structures over long
holds, obtained from simplified formulae may 4.2.2 The following cases are generally to be
have to be increased based on the results of the included:
direct strength calculations.
a) Ballast in ballast hold with adjacent holds
4.1.3 The computer programs used are to take empty, at minimum ballast draught Tb - with
into account the effects of bending, shear, axial respect to double bottom, transverse
and torsional deformations. bulkhead and top wing tank/ship side
strength.
4.1.4 For deep girders, bulkhead panels, bracket
zones etc. FEM or equivalent methods are to be b) Ballast in top wing tank - with respect to top
applied. For systems consisting of slender wing tank strength in the upright and heeled
girders, calculations may be based on beam conditions, where angle of heel is to be
theory. taken equal to half the angle of roll as given
in Pt.3, Ch.4.
In case of corrugated bulkheads, the dimension
of the elements used to model the corrugations c) Heavy ore cargo in hold, hold considered
may be the width of the flange, the first row of flooded with adjacent hold empty - with
elements from the top of the stool is to have an respect to double bottom of the loaded and
aspect ratio equal to 1 and for the other adjacent empty holds and transverse
elements, the aspect ratio is not to exceed 3; bulkhead in between.
4.1.5 The calculations are to reflect the d) Maximum cargo in the hold filled upto the
structural response of 2 or 3-dimensional top of hatch coaming, hold considered
structure considered, with due attention to the flooded - with respect of transverse
boundary conditions. The minimum longitudinal bulkhead structure.
extent of the model is to be half the hold length
on either side of the transverse bulkhead and e) Specified cargo on deck and external sea
transversely, the model is to extend over a pressure on deck (in particular forward
minimum of half the ship breadth. holds) with respect to deck and top wing
tank structure.
4.1.6 The calculations are to be carried out
using net thicknesses obtained after deduction 4.2.3 Normally, harbour conditions need not be
of applicable corrosion additions specified in considered provided the minimum draught in
2.4.3 and 2.10.13 and those in Pt.3, Ch.3. harbour with cargo hold filled, is not less than

Page 43 of 49
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two thirds of the draught in the associated DB = stress in the double bottom structure at
approved seagoing condition. base line inner bottom level or at flanges of the
longitudinals as relevant.
4.2.4 The internal pressures on transverse
bulkheads and inner bottom are to be taken as g = local bending stress due to lateral pressure,
per Sec.1.4. The external sea pressures are to in the flanges of bottom or inner bottom
be taken as per Pt.3,.Ch.4 based on the draught longitudinal under consideration [N/mm2].
at midhold.
4.3.3 In case of transverse bulkhead girders or
4.3 Allowable stresses corrugations, the following stress values are not
to be exceeded in intact conditions:
4.3.1 The values of allowable stresses given
below are subject to satisfactory buckling For bulkheads of ballast holds:
strength as per Pt.3, Ch.3 and Pt.3, Ch.10 for
Bending or axial
bulkhead corrugations.  = 160/k [N/mm2]
stress
4.3.2 In the double bottom structures the Shear stress  = 100/k [N/mm2]
combined longitudinal stress 'LC', is not to
Equivalent stress  e  ( 2  3 2 )
exceed 230/k [N/mm2].
= 180/k [N/mm2]
LC = L + DB + g [N/mm2]
For bulkheads of cargo holds:
L = hull girder bending stress based on total Bending or axial
bending moment (Ms + Mw) as given in Pt.3,  = 210/k [N/mm2]
stress
Ch.5, Sec.2.2 (hogging and sagging) as Shear stress  = 115/k [N/mm2]
relevant.
Equivalent stress e = 225/k [N/mm2]
Section 5
Hatch Cover and Hatch Coamings of Cargo Holds
5.1 Application and definitions The secondary stiffeners of the hatch coamings
are to be continuous over the breadth and
These requirements apply to all bulk carriers, length of the hatch coamings.
ore carriers and combination carriers and are for
all cargo hatch covers and hatch forward and The net minimum scantlings of hatch covers are
side coamings on exposed decks in position 1, to fulfill the strength criteria given in:
as defined in Pt.3, Ch.12, Sec.1.2.
- 5.3.3, for plating,
The strength requirements are applicable to - 5.3.4, for secondary stiffeners,
hatch covers and hatch coamings of stiffened - 5.3.5 for primary supporting members;
plate construction. The secondary stiffeners and
primary supporting members of the hatch covers the critical buckling stress check in 5.3.3.2 and
are to be continuous over the breadth and the rigidity criteria given in 5.3.6, adopting the
length of the hatch covers, as far as practical. load model given in 5.2.
When this is impractical, sniped end
connections are not to be used and appropriate The net minimum scantlings of hatch coamings
arrangements are to be adopted to provide are to fulfill the strength criteria given in:
sufficient load carrying capacity.
- 5.4.2, for plating,
The spacing of primary supporting members - 5.4.3, for secondary stiffeners,
parallel to the direction of secondary stiffeners is - 5.4.4, for coaming stays,
not to exceed 1/3 of the span of primary
supporting members. adopting the load model given in 5.4.1.

Chapter 1 Part 5
The net thicknesses, tnet, are the member 5.3 Hatch cover strength criteria
thicknesses necessary to obtain the minimum
net scantlings required by 5.3 and 5.4. 5.3.1 Allowable stress checks
The required gross thicknesses are obtained by The normal and shear stresses σ and  in the
adding the corrosion additions, tc, given in 5.6, hatch cover structures are not to exceed the
to tnet. allowable values, σa and a, [N/mm2], given by:
Material for the hatch covers and coamings is to a = 0.8 F

be steel according to the requirements for ship’s
hull. a = 0.46 F
5.2 Hatch cover load model σF being the minimum upper yield stress,
[N/mm2], of the material.
The pressure p, [N/mm2], on the hatch covers
panels is given by: The stresses in hatch covers that are designed
as a grillage of longitudinal and transverse
i) For ships of 100 [m] in length and above primary supporting members are to be
determined by a grillage or a FE analysis.
 p FP  34.3  x  3 When a beam or a grillage analysis is used, the

p  34.3   0.25   . 10  34.3 x10 3 secondary stiffeners are not to be included in
  
0.25  LL  the attached flange area of the primary
members.
for hatchways located at the freeboard deck When calculating the stresses σ and , the net
scantlings are to be used.
where:
5.3.2 Effective cross-sectional area of panel
pFP = pressure at the forward perpendicular flanges for primary supporting members
= [49.1 + (L-100)a] . 10-3
The effective flange area Af, [cm2], of the
a = 0.0726 for type B freeboard ships attached plating, to be considered for the
0.356 for ships with reduced freeboard yielding and buckling checks of primary
supporting members, when calculated by means
LL = Freeboard length, [m], as defined in Pt.3, of a beam or grillage model, is obtained as the
Ch.1, Sec.2 to be taken not greater than 340 [m] sum of the effective flange areas of each side of
the girder web as appropriate:
x = distance, [m], of the mid length of the hatch
cover under examination from the forward end A F   (10b ef t)
of L nf
Where a position 1 hatchway is located at least where:

one superstructure standard height higher than
the freeboard deck, the pressure “p” may be nf = 2 if attached plate flange extends on both
34.3 x 10-3 [N/mm2]. sides of girder web
For ships less than 100 [m] in length = 1 if attached plate flange extends on one
side of girder web only
 L  5 x  x  3
p  15.8  L 1  .   3.6  .10 t = net thickness of considered attached plate,
 3  3 LL  LL  [mm]
 0.195L L  14.9.10 3
bef = effective breadth, [m] of attached plate
flange on each side of girder web
ii) for hatchways located at the freeboard deck = bp, but not to be taken greater than 0.165ℓ
Where two or more panels are connected by bp = half distance, [m], between the considered
hinges, each individual panel is to be considered primary supporting member and the adjacent
separately. one

Page 45 of 49
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ℓ = span, [m], of primary supporting members 5.3.4 Net scantlings of secondary stiffeners
5.3.3 Local net plate thickness 5.3.4.1 The required minimum section modulus,
Z, [cm3], of secondary stiffeners of the hatch
5.3.3.1 The local net plate thickness t, [mm], of cover top plate, based on stiffener net member
the hatch cover top plating is not to be less than: thickness, are given by:
p .10 -3 1000  2 sp 3
t  Fp 15.8s Z .10
0.95 σ F 12σ a
but to be not less than 1% of the spacing of the where:

stiffener or 6 [mm] if that be greater.
ℓ = secondary stiffener span, [m], to be taken as
where: the spacing, [m], of primary supporting members
or the distance between a primary supporting
Fp = factor for combined membrane and bending member and the edge support, as applicable.
response When brackets are fitted at both ends of all
= 1.50 in general secondary stiffener spans, the secondary
= 1.90 σ/σa, for σ/σa ≥ 0.8, for the attached stiffener span may be reduced by an amount
plate flange of primary supporting members equal to 2/3 of the minimum brackets arm
length, but not greater than 10% of the gross
s = stiffener spacing, [m] span, for each bracket.
p = pressure, [kN/m2], as defined in 5.2 s = secondary stiffener spacing, [m]
σ = as defined in 5.3.5 p = pressure, [N/mm2], as defined in 5.2
σa = as defined in 5.3.1. σa = as defined in 5.3.1.
5.3.3.2 The compressive stress c in hatch The net section modulus of the secondary
cover plate panels induced by the bending of stiffeners is to be determined based on an
primary supporting members is not to exceed attached plate width assumed equal to the
0.8 times the critical compressive buckling stiffener spacing.
stress cr.
5.3.4.2 Stiffeners are to be connected to
The critical compressive buckling stress and the supporting primary members or cover edges by
ideal elastic buckling stress are to be double continuous fillet weld of area not less
determined as given in 6.1.2 and 6.2.1 than:
respectively of Chapter 3.
5 (l1  l 2 ) sp
The ‘K’ value in 6.2.1 of Chapter 3 is to be taken
[cm 2 ]
2 a
as follows:
a) Where the primary supporting member is where l1 and l2 are the stiffener spans [m] on
parallel to the direction of secondary each side of the support.
stiffeners, the ‘K’ value corresponding to
plating with stiffeners in the direction of a = allowable shear stress as per 5.3.1.
compressive stress is to be considered.
Connection of the web plate of stiffeners or
b) Where the primary supporting member is primary members to the attached plating and
perpendicular to the direction of secondary flanges is to be by means of double continuous
stiffeners, ‘K’ value corresponding to plating fillet welds within 150 [mm] from ends and also
with stiffeners in the direction perpendicular in way of other areas of high shear stresses.
to the compressive stress is to be The throat thickness in these areas is not to be
considered. less than 0.4 web plate thickness.
5.3.3.3 Biaxial compressive stress in hatch For covers above cargo and ballast tanks, chain
cover panels, when calculated by means of FEM or staggered fillet welds on the tank side are not
shell element model, will be specially acceptable.
considered.

Chapter 1 Part 5
5.3.4.3 The compressive stress c in the top Load bearing connections between the hatch
flange of secondary stiffeners, induced by the cover panels are to be fitted with the purpose of
bending of primary supporting members parallel restricting the relative vertical displacements.
to the direction of secondary stiffeners, is not to
exceed 0.8 times the critical buckling stress cr. The vertical deflection of primary supporting
for the stiffener. members is to be not more than 0.0056ℓ, where
ℓ is the greatest span of primary supporting
5.3.4.4 The critical buckling stress cr for the members.
stiffener is to be determined as given in 6.1.2 of
Ch.3 using the ideal elastic buckling stress E 5.4 Hatch coamings and local details
calculated as per the following:
5.4.1 Load model
- E for lateral buckling mode as given in
6.2.3 of Ch.3, or The pressure pcoam, [N/mm2], on the No. 1
forward transverse hatch coaming is given by:
- E for the torsional buckling mode as given
in 6.2.4 of Ch.3. pcoam = 220 . 10-3, [N/mm2], when a forecastle is
fitted in accordance with 1.4
whichever is the lower.
= 290 . 10-3, [N/mm2], in the other cases
5.3.4.5 For flat bar secondary stiffeners and
stiffeners used solely to prevent buckling, the The pressure pcoam, [N/mm2], on the other
ratio hw/tw is to be not greater than : coamings is given by:
pcoam = 220 . 10-3, [N/mm2].

0.5
 235 
15  
 F  5.4.2 Local net plate thickness
where;
The local net plate thickness t, [mm], of the
hw, tw are the height and net thickness of the hatch coaming plating is given by:
stiffener respectively
p coam .10 3
F = minimum upper yield stress [N/mm2] of the t  14.9s S coam
material. σ a,coam
5.3.5 Net scantlings of primary supporting where:

members
s = secondary stiffener spacing, [m]
5.3.5.1 The section modulus and web thickness
of primary supporting members, based on pcoam = pressure, [N/mm2], as defined in 5.4.1
member net thickness, are to be such that the
normal stress σ in both flanges and the shear Scoam = safety factor to be taken equal to 1.15
stress , in the web, do not exceed the allowable
values σa and a, respectively, defined in 5.3.1. σa,coam = 0.95 σF
The breadth of the primary supporting member The local net plate thickness is to be not less
flange is to be not less than 40% of their depth than 9.5 [mm].
for laterally unsupported spans greater than 3.0
[m]. Tripping brackets attached to the flange 5.4.3 Net scantlings of longitudinal and
may be considered as a lateral support for transverse secondary stiffeners
primary supporting members.
The required section modulus Z, [cm3], of the
The flange outstand is not to exceed 15 times longitudinal or transverse secondary stiffeners of
the flange thickness. the hatch coamings, based on net member
thickness, is given by:
5.3.6 Deflection limit and connections
between hatch cover panels 1000S coam  2 sp coam .10 3
Z
mc p σ a.coam

Page 47 of 49
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where: adequate underdeck structure is fitted to support
the stresses transmitted by it.
m = 16 in general
For other designs of coaming stays, such as, for
= 12 for the end spans of stiffeners sniped at examples, those shown in Figures c) and d), the
the coaming corners stress levels in 5.3.1 apply and are to be
checked at the highest stressed locations.
Scoam = safety factor to be taken equal to 1.15
5.4.5 Local details
ℓ = span, [m], of secondary stiffeners
The design of local details is to be suitable for
s = spacing, [m], of secondary stiffeners the purpose of transferring the pressures on the
hatch covers to the hatch coamings and,
pcoam = pressure [N/mm2] as defined in 5.4.1 through them, to the deck structures below.
Hatch coamings and supporting structures are
cp = ratio of the plastic section modulus to the to be adequately stiffened to accommodate the
elastic section modulus of the secondary loading from hatch covers, in longitudinal,
stiffeners with an attached plate breadth, [mm], transverse and vertical directions.
equal to 40 t, where t is the plate net thickness
Underdeck structures are to be checked against
= 1.16 in the absence of more precise the load transmitted by the stays, adopting the
evaluation same allowable stresses specified in 5.4.4.
σa,coam = 0.95 σF. Unless otherwise stated, weld connections and

materials are to be dimensioned and selected in
5.4.4 Net scantlings of coaming stays accordance with the rule requirements.
The required minimum section modulus, Z, Double continuous welding is to be adopted for
[cm3], and web thickness, tw, [mm] of coamings the connections of stay webs with deck plating
stays designed as beams with flange connected and the weld throat is to be not less than 0.44
to the deck or sniped and fitted with a bracket tW, where tW is the gross thickness of the stay
(see Figures a) and b)) at their connection with web.
the deck, based on member net thickness, are
given by: Toes of stay webs are to be connected to the
deck plating with deep penetration double bevel
1000H C2 sp coam welds extending over a distance not less than
Z .10 3 15% of the stay width.
2σ a.coam
5.5 Closing arrangements
1000H C sp coam
tw  .10 3 5.5.1 Securing devices
h a.coam
The strength of securing devices is to comply
HC = stay height, [m] with the following requirements:
s = stay spacing, [m] Panel hatch covers are to be secured by

appropriate devices (bolts, wedges or similar)
h = stay depth, [mm], at the condition with the suitably spaced alongside the coamings and
deck between cover elements.
pcoam = pressure, [N/mm2], as defined in 5.4.1 Arrangement and spacing are to be determined
with due attention to the effectiveness for
σa,coam = 0.95 σF weather-tightness, depending upon the type and
the size of the hatch cover, as well as on the
a,coam = 0.5 σF stiffness of the cover edges between the
securing devices.
For calculating the section modulus of coaming
stays, their face plate area is to be taken into The net sectional area of each securing device
account only when it is welded with full is not to be less than:
penetration welds to the deck plating and
A = 1.4 a / f [cm2]

Chapter 1 Part 5
where: 5.5.2 Stoppers
a = spacing [m] of securing devices, not being Hatch covers are to be effectively secured, by
taken less than 2 [m] means of stoppers, against the transverse
forces arising from a pressure of 175 [kN/m2].
f = (σY / 235)e
With the exclusion of No.1 hatch cover, hatch
σY = specified minimum upper yield stress covers are to be effectively secured, by means
[N/mm2] of the steel used for fabrication, not to of stoppers, against the longitudinal forces
be taken greater than 70% of the ultimate tensile acting on the forward end arising from a
strength. pressure of 175 [kN/m2].
e = 0.75 for σY > 235 No. 1 hatch cover is to be effectively secured, by

means of stoppers, against the longitudinal
= 1.0 for σY ≤ 235 forces acting on the forward end arising from a
pressure of 230 [kN/m2].
Rods or bolts are to have a net diameter not
less than 19 [mm] for hatchways exceeding 5 This pressure may be reduced to 175 [kN/m2]
[m2] in area. when a forecastle is fitted in accordance with
1.4.
Between cover and coaming and at cross-joints,
a packing line pressure sufficient to obtain The equivalent stress:
weathertightness is to be maintained by the
securing devices. i) in stoppers and their supporting structures,
and
For packing line pressures exceeding 5 [N/mm],
the cross section area is to be increased in ii) calculated in the throat of the stopper welds
direct proportion. The packing line pressure is to
be specified. is not to exceed the allowable value of 0.8 σY.
The cover edge stiffness is to be sufficient to 5.5.3 Materials and welding

maintain adequate sealing pressure between
securing devices. The moment of inertia, I, of Stoppers or securing devices are to be
edge elements is not to be less than: manufactured of materials, including welding
electrodes, meeting relevant rule requirements.
I = 6pa4 [cm4]
5.6 Corrosion addition and steel renewal
p = packing line pressure [N/mm], minimum 5
[N/mm]. 5.6.1 Hatch covers
a = spacing [m] of securing devices. For all the structure (plating and secondary
stiffeners) of single skin hatch covers, the
Securing devices are to be of reliable corrosion addition tc is to be 2.0 [mm].
construction and securely attached to the
hatchway coamings, decks or covers. Individual For double skin hatch covers, the corrosion
securing devices on each cover are to have addition is to be:
approximately the same stiffness characteristics.
- 2.0 [mm] for the top and bottom plating
Where rod cleats are fitted, resilient washers or
cushions are to be incorporated. - 1.5 [mm] for the internal structures.
Where hydraulic cleating is adopted, a positive 5.6.2 Hatch coamings

means is to be provided to ensure that it
remains mechanically locked in the closed For the structure of hatch coamings and
position in the event of failure of the hydraulic coaming stays, the corrosion addition tc is to be
system. 1.5 [mm].

Page 49 of 49
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End of Chapter

Page 1 of 45
___________________________________________________________________________________
Chapter 2
Oil Tankers
Contents
Section
1 General
2 Ship Arrangement
3 Longitudinal Strength
4 Hull Structure
5 Direct Strength Calculations
6 Pumping and Piping Systems
7 Cargo Handling Systems
8 Gas Freeing and Venting of Cargo Tank
9 Cargo Tank Level Measurement
10 Cargo Heating Arrangements
11 Inert Gas Systems
12 Ships for Carriage of Oil or Dry Cargo in Bulk
13 Requirements Concerning use of Crude Oil or Slops as Fuel for Tanker Boilers
14 Requirements for Asphalt Carriers
Section 1
General
1.1 Application petroleum products with a flashpoint exceeding

60°C (closed cup test), refer to Pt.6, Ch.1, 1.5.4.
1.1.1 The requirements of this chapter apply to
sea going self-propelled ships which are 1.1.4 Typical midship sections of oil tankers are
constructed generally with integral tanks and shown in Fig.1.1.4.
intended primarily to carry crude oil or petroleum
products in bulk, in liquid state at atmospheric 1.1.5 The additional requirements given in
pressure and ambient temperature (or thus Sec.12 apply to ships intended primarily to carry
maintained by heating) and whose Reid vapour either oil in bulk with flash point below 60C
pressure is below the atmospheric pressure. (closed cup test) or alternatively dry bulk cargo.
These requirements are supplementary to those Typical midship sections of such combination
given for the assignment of main characters of carriers are shown in Fig.1.1.5a (Ore or Oil
class. The list of oils and petroleum products Carriers) and Fig.1.1.5b (Oil or Bulk Carriers).
which can be carried in such vessels is given in
Appendix A. A notation OIL TANKER, may be 1.1.6. The following additional notations may be
assigned to such ships. assigned to Oil tankers
1.1.2 Other cargoes which may also be carried 1.1.6.1 IRS Rules for Bulk Carriers and Oil
in these vessels are listed in Appendix B. Tankers are to be applied to double hull oil
tankers of 150 [m] length and above for
1.1.3 For general requirements of fire protection unrestricted service. The additional notation
and fire safety of oil tankers intended to carry CSR is assigned to such vessels.

Chapter 2 Part 5
Page 2 of 45 Oil Tankers
1.1.6.2 FOR CARRIAGE OF…………(to be

specified), where the ship is intended to carry
liquid cargoes as per 1.1.2
1.1.6.3 FOR CARRIAGE OF LIQUID HAVING

F.P. EXCEEDING 60C, as applicable, where
the ship is intended to carry only such type of
products, under certain conditions. The above
notation is applicable to ships intended to carry
unheated cargoes having F.P exceeding 60C
and cargoes heated to a temperature below and
not within 15°C of their flashpoint.
1.1.6.4 ASPHALT CARRIER (INTEGRAL

TANK, MAX. CARGO TEMP ≤ XXX℃),ESP
where the ship is intended to carry such type of
products. The additional requirements in Section
14 are applicable to these ships.
1.1.6.5 For ships which are intended to carry

only Asphalt in independent (non-integral) cargo
tanks, the notation ASPHALT CARRIER
(INDEPENDENT TANKS, MAX. CARGO TEMP
≤ XXX℃), may be assigned. The notation ESP
need not be assigned to such ships. The
additional requirements of Section 14 are to be
complied with.
1.1.7 For ships with integral cargo tanks, the

notation OIL TANKER is always appended with
the additional notation ESP (i.e. OIL TANKER
ESP), which means that these ships are
subjected to the Enhanced Survey Program as
laid down in Pt. 1, Ch.2.
1.1.8 Combination carriers as described in 1.1.5

will be eligible to be assigned class notation
"ORE OR OIL CARRIER, ESP" or "OIL OR
BULK CARRIER, ESP". Vessels also
complying with appropriate additional
requirements given in Pt.5, Ch.1 may be
assigned additional class notations
"Strengthened for heavy cargoes" or
"Strengthened for heavy cargoes, hold(s) ....
(to be specified) ... may be empty".
1.1.9 The requirements of the following statutory

regulations (as amended) are to be complied
with in so far as they are applicable:
a) SOLAS 1974; Chapter II-1

- for general safety measures (construction,
subdivision and stability, machinery and
electrical installations);
b) SOLAS 1974; Chapter II-2

- for fire safety measures;
c) MARPOL; Annex (I)

- for ship arrangement (see 2.2.2) and
pollution prevention;

Page 3 of 45
___________________________________________________________________________________
d) MARPOL; Annex II - doors, air locks, hatches, vent pipes and

- for equipment when carrying noxious openings, openable hinged scuttles and
substance indicated in 1.1.2 above. other openings to gas-safe spaces
adjacent to cargo area including spaces
1.1.10 Where the prescriptive requirements in and below forecastle deck
within SOLAS and related Codes (IBC, IGC) and - cargo oil pipes over the deck with shore
the standards published by the International connection
Electrotechnical Commission, such as but not - extent and location of gas-dangerous
limited to IEC 60092-502, are not aligned, the zones
prescriptive requirements in SOLAS and Codes
take precedence and are to be applied. This is - Capacity Plan
applicable to hazardous area classification in
respect of selection of electrical equipment, - details of cargo tanks and segregated
cables and wiring and positioning of openings ballast tanks
and air intakes.
- Access Plan
1.2 Documentation
- means of access to all spaces in cargo
1.2.1 Additional documents containing details of region and ballast spaces to meet the
the items mentioned below are to be submitted requirements of close-up survey
for approval, as applicable.
- Pumping and Piping Arrangements
- General Arrangement
- cargo piping system including
- cargo hatches, tank cleaning hatches expansion element and flange
and all other openings to cargo tank connections
- doors, hatches and all other openings to - hydraulic system for cargo pump
gas dangerous zones - bilge piping systems in pump rooms,
- ventilation pipes and openings for cargo cofferdams, pipe tunnels and other dry
hatches, pump rooms and other gas spaces in cargo area
dangerous spaces

Chapter 2 Part 5
- permanent ballast piping in cargo area magnesium or magnesium alloy anodes are not
and arrangements in the forward and aft permitted in oil cargo tanks and in tanks
ends of the ship adjacent to oil cargo tanks. Where aluminium
anodes are fitted in oil cargo tanks and in tanks
- Electrical Installation adjacent to oil cargo tanks, the installations are
to satisfy the requirements of Pt.3, Ch.2,
- all electrical equipment in cargo area Sec.3.4.
- area classification drawings
- location of all electrical equipment in 1.3.4 Aluminium coatings containing greater
gas dangerous zone than 10 percent aluminium by weight in the dry
- single line diagrams for intrinsically safe film are not to be applied in cargo tanks, cargo
circuits tank deck area, in pump rooms, cofferdams or
- list of explosion proof equipment with any other spaces where flammable cargo
drawings and certificates vapour may accumulate.
- Documents on 1.3.5 Aluminised pipes may be permitted in

ballast tanks, in inerted cargo tanks and,
- inert gas plant and piping system provided the pipes are protected from accidental
together with details of inert gas control impact, in hazardous areas on open deck.
and monitoring devices
- crude oil washing system 1.4 Definitions
- slop tanks
- cargo tank vents indicating the type and 1.4.1 Cargo area is that part of the vessel that
position of vent outlets from contains cargo tanks, slop tanks and cargo
superstructure, erection, air intakes etc. pump-rooms including, cofferdams, ballast and
- ventilation arrangement of cargo and/or void spaces adjacent to cargo tanks and also
ballast pump rooms and other enclosed deck areas throughout the entire length and
spaces which contain cargo handling breadth of the part of the ship over the above
equipment mentioned spaces.
- tank level gauges details
- emergency towing arrangements. 1.4.2 Slop tank means a tank specifically
designated for the collection of tank drainings,
1.2.2 Following documents are to be submitted tank washings and other oily mixtures.
for reference:
1.4.3 Cargo tank block is the part of the ship
- A diagrammatic plan indicating compliance extending from the aft bulkhead of the aftmost
with the requirements of MARPOL Annex I, cargo or slop tank to the forward bulkhead of the
Regulation 19 regarding the dimensions of forward most cargo or slop tank, extending to
double bottom and wing tank spaces. the full depth and beam of the ship, but not
When alternatives to double bottom or including the area above the deck of the cargo
double hull as per the above regulations are or slop tank.
envisaged, details are to be submitted
accordingly. 1.5 Intact stability of tankers during liquid
transfer operations
- Compliance with intact and damage stability
requirements of the statutory authorities. 1.5.1 All oil tankers of 5000 tonnes deadweight
and above are to satisfy the requirements of
1.3 Materials and material protection intact stability during liquid transfer operations
given in MARPOL, Annex I, Reg.27, where
1.3.1 Materials used for the construction of hull, applicable. (For conditions of applicability see
piping and fittings are to be compatible with the Reg.27).
liquids and their vapours. Hatch packing
materials should be resistant to the liquids and All other tankers to which the MARPOL, Annex
their vapours. Synthetic materials for I, Reg.27 does not apply are to comply with the
components and piping are to be approved in requirements given in 1.5.2 during liquid transfer
each separate case. operations which include cargo loading and
unloading, lightering, ballasting and
1.3.2 Materials used in the inert gas system are deballasting, ballast water exchange, and tank
to be suitable for their intended purpose. cleaning operations. Alternatively, requirements
of MARPOL Annex I, Reg.27 could be applied
1.3.3 Impressed current systems and as a matter of equivalence.

Page 5 of 45
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1.5.2 For any operating draught reflecting criteria specified in 1.5.2 is to be met preferably
actual, partial or full load conditions, including by design of the ship i.e. the design should allow
the intermediate stages of liquid transfer for maximum free surface effects of all relevant
operations the following intact stability criteria is slack tanks during the liquid transfer operations.
to be complied with:
Where the intact stability criteria specified in
a) In port (see note below), the initial 1.5.2 is not met through the design of the ship
metacentric height GMo is not to be less alone, the master is to be provided with clear
than 0.15 [m]. Positive intact stability is to instructions covering the operational restrictions
extend from the initial equilibrium position at and methods necessary to ensure compliance
which GMo is calculated over a range of at with the intact stability criteria. These
least 20 degrees to port and to starboard. instructions should be simple, clear and concise
and shall provide pre-planned requirements for
b) At sea, the intact stability criteria contained cargo/ballast transfer operations which satisfy
in paragraphs Chapter 3 of IMO Resolution the intact stability criteria.
A.749(18), the Intact Stability Code, or the
criteria contained in the national Additionally, adequate instructions to enable
requirements of the flag administration if the pre-planning of other sequences of cargo/ballast
national stability requirements provide at transfer operations, which comply with the intact
least an equivalent degree of safety are to stability criteria throughout the operations, are to
be complied with. be provided. These instructions are to also
provide for corrective actions to be taken by the
Note : At some port locations where the officer-in-charge in case of unexpected technical
environmental conditions are similar to those at difficulties in adhering to the pre-planned
sea, the requirements given in para (b) are to be transfer sequences or in case of emergency
applied. situations.
For all loading conditions in port and at sea, These instructions are to be prominently
including intermediate stages of liquid transfer displayed in the approved trim and stability
operations, the initial metacentric height and the booklet and at the cargo/ballast transfer control
righting lever curve are to be corrected for the station. They are also to be included in any
effect of free surfaces of liquids in tanks. computer software available on board which is
used for calculating and monitoring the intact
1.5.3 For tankers to which MARPOL Annex I, stability or hull strength.
Reg.27 has not been applied, the intact stability
Section 2
Ship Arrangement
2.1 Location and separation of spaces 2.1.3 Slop tanks are to be designed for efficient
decantation. Positions of inlets, outlets, baffles
2.1.1 Location and separation of cargo spaces and weirs where fitted, are to be located to
from machinery, accommodation, service ensure minimum turbulence and entrainment of
spaces, control stations etc. are to be in oil or emulsion with water.
accordance with Pt.6, Ch.2, Sec.1.5.
Vessels assigned the additional notation FOR 2.1.4 Cargo tanks are to be segregated from
CARRIAGE OF LIQUID HAVING F.P. machinery spaces, accommodation spaces and
EXCEEDING 60C need not comply with the other spaces of electrical hazard by means of
requirements of Pt.6, Ch.2, 1.5.2 for location cofferdams at least 760 [mm] in length and
and separation of cargo spaces. However, the covering the whole area of the end bulkheads of
access doors, air inlets and openings to cargo tanks. A pump room, oil fuel bunker or
accommodation spaces, service spaces and water-ballast tank will be accepted in lieu of a
control stations are not to face the cargo area. cofferdam. Oil engines or electrical equipment of
potential fire hazard are not to be sited in these
2.1.2 All dry spaces and tanks intended for pump rooms or cofferdams.
water ballast which can remain empty in loaded
condition are to be so arranged that they cannot 2.1.5 Where a corner-to-corner situation occurs
be used for any other purpose. between a safe space and a cargo tank, the

Chapter 2 Part 5
safe space is to be protected by a cofferdam. EXCEEDING 60C need not comply with the
This protection may however be obtained by an requirements of 2.1.4, 2.1.5 & 2.1.6 above.
angle bar or a diagonal plate across the corner. However, the following provisions are to be
Such cofferdams, if accessible, is to be complied with:
ventilated and if not accessible, is to be filled
with a suitable and compatible compound. a) Tanks containing cargo or cargo residues
are to be segregated from accommodation,
2.1.6 A cofferdam between the forward cargo service and machinery spaces by means of a
tank and the forepeak may be dispensed with, if: cofferdam or similar space.
- direct access is provided to the forepeak 2.2 Tank arrangement

from the open deck,
2.2.1 The disposition of transverse bulkheads
- the air and sounding pipes to the forepeak should in general comply with the requirements
space are led to the open deck, and of Pt.3, Ch.10, as applicable to ships with
machinery aft.
- portable means are provided for gas
detection and inerting the forepeak 2.2.2 The arrangement of the spaces within the
compartment. cargo region with respect to the following
features (refer Table 2.2.2) are to be in
2.1.7 Vessels assigned the additional notation accordance with the MARPOL 73/78 (as
FOR CARRIAGE OF LIQUID HAVING F.P. amended), Annex I.
Table 2.2.2 Applicable regulations (ref MARPOL Annex I) for arrangement of spaces within
cargo region
Feature Regulation
a) Protection of cargo tank region with double bottom and wing ballast
19
tank/spaces
b) Segregated ballast tank (SBT) 18
c) Protective location of SBT 18
d) Crude oil washing (COW) (Crude carriers only), 33
e) Segregation of fuel oil/ballast water 16
f) Slop tanks and oil/water interface detectors 29
g) Sludge tank for fuel oil 12
h) Minimization of retention of oil on board 30(4) & (5)
i) Tank size limitation / Accidental oil outflow performance 23
j) Subdivision and damage stability Reg.19, Reg.24
and Reg.28
k) Intact stability 27
l) Pump room bottom protection
22
Note : The requirements of regulation 29, are not applicable to asphalt carriers.
2.2.3 The aggregate capacity of wing tanks, 2.2.5 Location of fuel tanks in cargo area
double bottom tanks, forepeak tanks and aft
peak tanks intended to carry water ballast is not 2.2.5.1 On oil and chemical tankers carrying
to be less than the capacity of segregated liquid cargoes having a flashpoint not exceeding
ballast tanks necessary to meet the 60ο and/or toxic liquid cargoes, fuel tanks
requirements of MARPOL Annex I, Regulation located with a common boundary to cargo or
18. slop tanks are not to be situated within nor
extend partly into the cargo tank block (see note
2.2.4 Small tankers with single hull below). Such tanks may, however, be situated at
arrangements will be specially considered. the aft and/ or forward of the cargo tank block.
Page 7 of 45
___________________________________________________________________________________
They may be accepted when located as 2.2.5.2 The arrangement of independent fuel
independent tanks on open deck in the cargo tanks and associated fuel piping systems,
area subject to spill and fire safety including the pumps, can be as for fuel tanks
considerations. and associated fuel piping systems located in
the machinery spaces. For electrical equipment,
Note: Toxic liquid cargoes include those for requirements to hazardous area classification
which toxic vapour detection is specified in must however be met.
column ‘k’ of Table 17.1 in Part 5, Ch. 3, Sec.
17.
Fig 2.2.5.1 Cargo Tank Block
2.3 Arrangement for access in the cargo area may be considered, provided that the means of
and forward spaces attaching, rigging, suspending or supporting the
portable means of access forms a permanent
2.3.1 Each space is to be provided with a means part of the ship’s structure. All portable
of access to enable, throughout the life of a ship, equipment is to be capable of being readily
overall and close-up inspections and thickness erected or deployed by ship’s personnel.
measurements of the ship’s structures. Such
means of access are to comply with the 2.3.3 The construction and materials of all
requirements of the technical provisions for means of access and their attachment to the
means of access for inspections, specified in ship’s structure are to be approved by IRS.
2.4.
2.3.4 Access to cofferdams, ballast tanks, cargo
The technical provisions do not apply to cargo tanks and other spaces in the cargo area are to
tanks of combined chemical/ oil tankers be direct from the open deck and such as to
complying with Part 5 Ch.3. However, they are ensure their complete inspection. (For typical
to be applied to ballast tanks in such vessels. arrangement See Fig.2.3.4(a) and Fig.2.3.4(b)).
Access to double bottom or to forward ballast
Each space for which close-up inspection is not spaces may be through a pump room, deep
required such as fuel oil tanks and void spaces cofferdam, pipe tunnel, double hull space or
forward of cargo area, may be provided with a similar compartment not intended for the
means of a access necessary for overall survey carriage of oil or hazardous cargoes.
intended to report on the overall conditions of
the hull structure. Every double bottom space is to be provided
with separate access without having to pass
2.3.2 Where it is impracticable to fit permanent through other neighbouring double bottom
means of access, the provision of movable or space.
portable means of access, as specified in 2.4

Chapter 2 Part 5
provided from the pump room to the duct keel,

requirements of Pt.6, Ch.2, 1.5.2.4 are to be
complied with. Mechanical ventilation is to be
provided and such spaces are to be adequately
ventilated prior to entry. A suitable notice is to
be posted at the entry stipulating a sufficient
period of ventilation prior to any attempt made to
enter the space. In addition, the atmosphere in
the tunnel is to be sampled by a reliable gas
monitor, and when an inert gas system is fitted
in the cargo tanks, an oxygen monitor is to be
provided.
2.3.6 Tanks and subdivisions of tanks, having a

length of 35 [m] or more are to be fitted with at
least two access hatchways and ladders, as far
apart as practicable. Tanks less than 35 [m] in
length are to be served by at least one access
hatchway and ladder. When a tank is subdivided
by one or more swash bulkheads or similar
obstructions which do not allow ready means of
access to the other parts of the tank, at least two
hatchways and ladders are to be fitted.
2.3.7 For access through horizontal openings,

Fig.2.3.4(a): Access through side ballast hatches or manholes, the dimensions shall be
space and double bottom sufficient to allow a person wearing a self-
contained, air-breathing apparatus and
protective equipment to ascend or descend any
ladder without obstruction and also to provide a
RESCUE HATCH clear opening to facilitate the hoisting of an
MANHOLE/ 600 x 800 mm
RESCUE HATCH OR LARGER
injured person from the bottom of the space.
2.3.8 A ship’s means of access to carry out

overall and close-up inspections and thickness
measurements is to be described in a Ship
Structure Access Manual which is to consist of
TANK CLEANING HATCH two parts.
The first part is to include the following for each

space:
a) plans showing the means of access to

the space, with appropriate technical
Fig.2.3.4(b) : Access arrangement through
specifications and dimensions;
deck into wing bailast space
b) plans showing the means of access
within each space to enable an overall
The wording “not intended for the carriage of oil inspection to be carried out, with
or hazardous cargoes” applies only to “similar appropriate technical specifications and
compartments” i.e. safe access can be through dimensions. The plans are to indicate
a pump-room, deep cofferdam, pipe tunnel, from where each area in the space can
cargo hold or double hull space. be inspected;
2.3.5 Where a duct keel or pipe tunnel is fitted c) plans showing the means of access
and access is normally required for operational within the space to enable close-up
purposes, access is to be provided at each end inspections to be carried out, with
and at least one other location at approximately appropriate technical specifications and
mid-length. Access is to be directly from the dimensions. The plans are to indicate
exposed deck. There is to be no connection to the positions of critical structural areas,
engine room. Where an after access is to be whether the means of access is

Page 9 of 45
___________________________________________________________________________________
permanent or portable and from where ii) the stiffened horizontal plating structure fitted
each area can be inspected. Critical on the side shell, transverse bulkheads and/or
structural areas are to be identified by longitudinal bulkheads in the space. For the
advanced calculation techniques for purpose of ballast tanks of less than 5 [m] width
structural strength and fatigue forming double side spaces, the horizontal
performance and service history of plating structure is credited as a stringer and a
similar ships; longitudinal permanent means of access, if it
provides a continuous passage of 600 [mm] or
d) instruction for regularly inspecting and more in width past frames or stiffeners on the
maintaining the structural strength of all side shell or longitudinal bulkhead. Openings in
means of access and means of stringer plating utilized as permanent means of
attachment, taking into account any access are to be arranged with guard rails or
corrosive atmosphere that may be grid covers to provide safe passage on the
within the space; stringer or safe access to each transverse web.
e) instructions for safety guidance when e) Vertical ladder means a ladder of which the
rafting is used for close-up inspections inclined angle is 70 and over upto 90. A
and thickness measurements; vertical ladder is not to be skewed by more than
2.
f) instructions for the rigging and use of
any portable means of access in a safe f) Overhead obstructions means the deck or
manner; stringer structure including stiffeners above the
means of access.
g) an inventory of all portable means of
access; and g) Distance below deck head means the
distance below the plating.
The second part of the Ship Structure Access
Manual is to contain a form of record of 2.4.2 Structural members subject to the close-up
periodical inspections and maintenance, and inspections and thickness measurements of the
change of inventory of portable equipment due ship’s structure referred to in Pt.1, Ch.2, except
to additions or replacement after construction. those in double bottom spaces are to be
The format of this part is to be approved at the provided with a permanent means of access to
time of construction of the ship. The manual is to the extent as specified in Table 2.4.2a and
include a re-approval procedure for any changes Table 2.4.2b, as applicable. Approved
to the permanent, portable or movable means of alternative methods such as rafting may be used
access. in combination with the fitted permanent means
of access, provided that the structure allows for
The Ship Structure Access Manual is to be its safe and effective use.
approved by IRS and an updated copy including
all revisions / re-approvals is to be kept onboard. 2.4.3 Permanent means of access should as far
as possible be integral to the structure of the
2.4 Technical provisions for means of access ships, thus ensuring that they are robust and at
for inspections the same time contributing to the overall
strength of the structure of the ship.
2.4.1 Definitions : For the purpose of these
technical provisions the following definitions 2.4.4 Elevated passageways forming sections of
apply: a permanent means of access, where fitted are
to have a minimum clear width of 600 [mm],
a) Rung means the step of a vertical ladder or except for going around vertical web where the
step on the vertical surface. minimum clear width may be reduced to 450
[mm] and have guard rails over the open side of
b) Tread means the step of an inclined ladder their entire length. Sloping structures providing
or step for the vertical access opening. part of the access that are sloped 5 degrees or
more from the horizontal plane are to be of a
c) Flight of an inclined ladder means the non-skid construction. Non-skid construction is
actual stringer length of an inclined ladder. to be such that the surface on which the
For vertical ladders, it is the distance personnel walks provides sufficient friction to the
between the platforms.

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Main Rules July 2022-Edition-2 1

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Rules and Regulations

1. This consolidated version of the ‘Rules and Regulations for the

a) Rules Change Notice No.1 of September 2021

2. For ease of reference by the users, a summary of additions and

3. This edition of the Rules also consists of amendments carried out

4. Corrigenda issued subsequent to the publication of Rules Change Notice

Indian Register of Shipping

RULES CHANGE NOTICE No. 1 – September 2021

TABLE – AMENDMENTS INCORPORATED IN THIS NOTICE

Section / Clause Subject/ Amendments

Part 2 Chapter 5: Steel Forgings

The amendments are effective from 1 January 2022

Version of the referred ISO standard is specified.

The amendments are effective from 1 January 2022

The amendments are effective from 1 October 2021

Part 6 Chapter 1: General

The amendments are already applicable to ships contracted for construction

The revised MSC Circular is already applicable from January 2021

RULES CHANGE NOTICE No. 2 – December 2021

TABLE – AMENDMENTS INCORPORATED IN THIS NOTICE

Section / Clause Subject/ Amendments

Part 1 Chapter 1: General

1/ 1.7.1 Reference to the ISO 9001 Standard is updated.

The following amendments are effective from 1 January 2022.

The following amendments are effective from 1 July 2022.

The following amendments are effective from 1 July 2022

It is stipulated that flexible hose assemblies for essential services or

TABLE – CORRIGENDA INCORPORATED IN THIS NOTICE

Section / Clause Subject/Corrigenda

Part 4 Chapter 2: Piping Design Requirements

1/ 1.9/ Table 1.9.1 Editorial corrections made in third column

RULES CHANGE NOTICE No. 3 – March 2022

TABLE – AMENDMENTS INCORPORATED IN THIS NOTICE

Section / Clause Subject/ Amendments

Part 1 Chapter 2: Periodical Surveys

Figure is corrected to indicate the locations of ‘stringer plate’, ‘sheer strake’

Part 6 Chapter 7: Special Requirements

TABLE – CORRIGENDA INCORPORATED IN THIS NOTICE

Section / Clause Subject/ Corrigenda

Part 5 Chapter 40: Livestock Carriers

4/ 4.6.7 Cross-reference error is corrected.

TABLE 1 – AMENDMENTS INCORPORATED IN THIS EDITION

Section / Clause Subject/ Amendments

Part 4 Chapter 4: Prime Movers and Propulsion Shafting Systems

The amendments are applicable to :

Definitions of the terms “Ballast Water Management Systems”, “Dangerous

Amendments are made to provide better clarity in the relationship between

TABLE 2 – CORRIGENDA INCORPORATED IN THIS EDITION

Section / Clause Subject/Corrigenda

Part 3 Chapter 12: Openings and Closing Appliances

7/ 7.7.7 Cross reference to "7.6.3" is corrected to "7.7.3"

Chapter 2 Periodical Surveys

Section 1 : General Information

1.7 Audits and assessments by external 2.19 Reclassification of ships

2.2 Application of Rules 3.2 Plans and data to be furnished

2.3 Scope and process of classification

2.5 Definitions 4.1 General

2.6 Character of classification 4.2 Scope

2.7 Class notations - Hull 4.3 Conditions for approval

2.8 Class notations - Machinery 4.4 Information to be submitted

2.10 Request for surveys

Indian Register of Shipping

Chapter 2 : Periodical Surveys

Section 1 : General Requirements 3.6 Survey Requirements for vessels carrying